Shaft horsepower output associated with a prime mover for driving a component of a transport refrigeration system may be selectively augmented through an auxiliary power apparatus. In an embodiment, a compressed air engine is provided and selectively operable to augment the shaft horsepower output for driving the component. At least one storage tank is provided for storing compressor air and at least one air compressor is provided for generating and supplying compressed air to the at least one compressed air storage tank. In an embodiment, the prime mover is a fuel combustion engine and the compressed air is heated by exhaust gas from the fuel combustion engine. The driven component may be a refrigerant compressor. The driven component may be an electric generator.

A refrigeration system and a start control method for a refrigeration system. The refrigeration system includes: a refrigeration loop having an exhaust port of a compressor, a condenser, a throttle element, an evaporator, and a suction port of the compressor connected in sequence by using a flow path; wherein a first valve is disposed between the throttle element and the condenser, and the first valve is at least capable of cutting off a refrigerant flow from the throttle element to the condenser; and a second valve is disposed close to the suction port of the compressor, and the second valve is used to control on/off of a flow path between the evaporator and the compressor. Starting load of the refrigeration system according to the present invention can be effectively reduced, so that the power and size of a drive component for providing power can also be reduced.

A method for providing supplemental flow control of working fluid through a transport climate control circuit during a start-stop cooling operation mode is provided. The method includes closing a main liquid suction solenoid valve disposed between a condenser and an evaporator of the transport climate control circuit when the compressor is OFF. The method also includes monitoring a climate controlled space temperature within a climate controlled space. When the climate controlled space temperature is greater than or equal to a setpoint temperature, the method includes turning a compressor ON, and opening the main liquid suction solenoid valve when a suction pressure at the suction port of the compressor is less than or equal to a predetermined suction pressure threshold. When the climate controlled space temperature is less than or equal to the setpoint temperature, the method includes turning the compressor OFF, and closing the main liquid suction solenoid valve.

A method of controlling a transport climate control system includes detecting for leaking of working fluid from a climate control circuit. The method also includes isolating a high-pressure side of the climate control circuit when leaking of the working fluid is detected. A method of controlling a transport climate control circuit includes detecting for overcharge and/or an undercharge of the climate control circuit. A transport climate control system includes a climate control circuit and a climate controller that is configured to detect for working fluid leaking from the climate control circuit. The climate controller configured to isolate a high-pressure side of the climate control circuit when leaking of the working fluid is detected.

Technologies are provided for preventing a working fluid leak from pooling and thus diluting any leaked working fluid from air within a condenser and/or evaporator compartment of the CCU. This can include a computer-readable medium that stores executable instructions that, upon execution, prevent a working fluid leak from pooling within a climate-control unit (CCU) of a transport climate control system. This also includes detecting fulfillment of activation threshold conditions in connection with the CCU. Also, this includes activating a fan in at least one of a condenser unit and an evaporator unit included in the CCU to dilute leaked working fluid from air within the CCU. Further, this includes detecting fulfillment of de-activation threshold conditions and de-activation of an activated fan.

The delivery system includes a vehicle and a server. The vehicle includes a power storage device and a refrigerator. The server performs a delivery planning process for determining an expected delivery time. In the delivery planning process, the server is configured to transmit, to the vehicle, an inquiry as to reception of the delivery matter. When the vehicle receives the inquiry from the server, the vehicle is configured to set a receivable time period and transmit it to the server. When the vehicle sets the receivable time period, if the vehicle is in a state that the vehicle is able to receive power from the power supply facility, the vehicle is configured to set the receivable time period to be longer than the receivable time period set if the vehicle is not in the state that the vehicle is able to receive power from the power supply facility.

A dual redundant cooling system for a container is provided. The dual redundant cooling system includes a first cooling unit and a second cooling unit. The first cooling unit is positioned in a first cabinet attached to the container. The first cooling unit includes a first controller operating a first cooling loop to cool an interior of the container. The second cooling unit is positioned in a second cabinet attached to the container and adjacent the first cabinet. The second cooling unit includes a second controller operating a second cooling loop to cool the interior of the container. The first cooling unit and the first cooling loop are separate from the second cooling unit and the second cooling loop. The first controller and the second controller communicate a switch signal between each other so that either the first cooling unit is a primary cooling unit operating the first cooling loop or the second cooling unit is the primary cooling unit operating the second cooling loop. The switch signal switching the primary cooling unit.

An integrated cooling system and method for a transportation refrigeration system including: a heat rejection heat exchanger; a subcooler comprising a plurality of flow paths, the subcooler operably coupled to the first rejection heat exchanger; and a heat transfer apparatus comprising a first portion and a second portion, wherein the first portion is operably coupled to at least one of the plurality of flow paths and the second portion is operably coupled to a heat source.

A power distribution unit (PDU) for use with an electrically powered accessory is disclosed. The PDU includes at least one power input configured to receive electrical power from an electrical supply equipment and/or a second power source. The PDU also includes an accessory power interface configured to provide power to the electrically powered accessory. The PDU further includes a vehicle power interface configured to provide power to a vehicle electrical system of the vehicle. Also the PDU includes at least one switch configured to selectively connect the at least one power input to a power bus, and selectively connect the power bus to at least one of the accessory power interface and the vehicle power interface. The PDU also includes a controller configured to control the at least one switch to provide power to the electrically powered accessory and/or the vehicle electrical storage device of the vehicle electrical system.

A method for managing energy to a transport climate control system from a vehicle electrical system is provided. The vehicle electrical system includes a vehicle power network and an auxiliary power network connected to a transport climate control load network via a DC regulated bus. The method includes monitoring a vehicle voltage of the vehicle power network and determining whether the vehicle power network requires holdover assistance based on the vehicle voltage. Also, the method includes the bus sending vehicle power energy generated by the vehicle power network to the transport climate control load network without assistance of the auxiliary power network when the controller determines that the vehicle power network has sufficient power capacity available, and the bus sending the vehicle power energy and auxiliary power energy stored by the auxiliary power network to the transport climate control load network when the controller determines that the vehicle power network requires holdover assistance.