POWER SYSTEM FOR A TRANSPORT REFRIGERATION UNIT

Abstract

A power system for a transport refrigeration unit (200) of a vehicle, and a method of powering a transport refrigeration unit (200) of a vehicle. The power system for a transport refrigeration unit (200) of a vehicle includes: a battery unit (280) configured to supply electrical power to a refrigeration system of the transport refrigeration unit (200); a generator (240) configured to charge the battery unit (280); an engine (250) configured to drive the generator (240); and a control system (220). The control system (220) is configured to: receive or determine a vehicle route from a current location of the vehicle to a destination of the vehicle; predict how a power level of the battery unit (280) will change on the vehicle route; and control an operational state of the engine (250) based on the vehicle route and the predicted power level.

Claims

1. A power system for a transport refrigeration unit (200) of a vehicle, the system comprising: a battery unit (280) configured to supply electrical power to a refrigeration system of the transport refrigeration unit (200); a generator (240) configured to charge the battery unit (280); an engine (250) configured to drive the generator (240); and a control system (220) configured to: receive or determine a vehicle route from a current location of the vehicle to a destination of the vehicle; predict how a power level of the battery unit (280) will change on the vehicle route; and control an operational state of the engine (250) based on the vehicle route and the predicted power level.

2. A system according to claim 1, wherein the control system (220) is configured to: control the operational state of the engine (250) such that the power level of the battery unit (280) is below a first predetermined value when the vehicle reaches its destination.

3. A system according to claim 1, wherein the control system (220) is configured to: determine that the route of the vehicle passes through a region in which the engine (250) should not be operated; and control the operational state of the engine (250) such that the power level of the battery unit (280) is above a second predetermined value when the vehicle enters the region in which the engine (250) should not be operated.

4. A system according to claim 3, wherein the region in which the engine (250) should not be operated is a low emission zone or a low noise zone.

5. A system according to claim 1, comprising: a position determining system for determining the current location of the vehicle.

6. A transport refrigeration unit (200) of a vehicle, comprising: a refrigeration system configured to cool a compartment of the vehicle; and a power system according to claim 1.

7. A method of powering a transport refrigeration unit (200) of a vehicle, wherein the transport refrigeration unit (200) comprises a refrigeration system, a battery unit (280) for powering the refrigeration system, a generator (240) for charging the battery unit (280), and an engine (250) for driving the generator (240), the method comprising: determining a vehicle route from a current location of the vehicle to a destination of the vehicle; predicting how a power level of the battery unit (280) will change on the vehicle route; and controlling an operational state of the engine (250) based on the vehicle route and the predicted power level.

8. A method according to claim 7, comprising: controlling the operational state of the engine (250) such that the power level of the battery unit (280) is below a first predetermined value when the vehicle reaches its destination.

9. A method according to claim 7, comprising: determining that the route of the vehicle passes through a region in which the engine (250) should not be operated; and controlling the operational state of the engine (250) such that the power level of the battery unit (280) is above a second predetermined value when the vehicle enters the region in which the engine (250) should not be operated.

10. A method according to claim 9, wherein the region in which the engine (250) should not be operated is a low emission zone or a low noise zone.

11. A power system for a transport refrigeration unit (200), the system comprising: a battery unit (280) configured to supply electrical power to a refrigeration system of the transport refrigeration unit (200); a generator (240) configured to charge the battery unit (280); an engine (250) configured to drive the generator (240); and a control system (220) configured to: monitor a power level of the battery unit (280); change an operational state of the engine (250) based on the power level of the battery unit (280); and change a speed of the engine (250), when the engine (250) is in an operational state, based on the power level of the battery unit (280).

12. The power system of claim 11, wherein the control system (220) is configured to: decrease the speed of the engine (250) when the power level of the battery unit (280) increases past a first threshold; and increase the speed of the engine (250) when the power level of the battery unit (280) reduces below a second threshold; wherein the second threshold is less than or equal to the first threshold.

13. A transport refrigeration unit (200) of a vehicle, comprising: a refrigeration system configured to cool a compartment of the vehicle; and a power system according to claim 12.

14. A method of powering a transport refrigeration unit (200), wherein the transport refrigeration unit (200) comprises a refrigeration system, a battery unit (280) for powering the refrigeration system, a generator (240) for charging the battery unit (280), and an engine (250) for driving the generator (240), the method comprising: monitoring a power level of the battery unit (280); changing an operational state of the engine (250) based on the power level of the battery unit (280); and changing a speed of the engine (250), when the engine (250) is in an operational state, based on the power level of the battery unit (280).

15. A method as claimed in claim 14, further comprising: decreasing the speed of the engine (250) when the power level of the battery unit (280) increases past a first threshold; and increasing the speed of the engine (250) when the power level of the battery unit (280) reduces below a second threshold; wherein the second threshold is less than or equal to the first threshold.

Description

DRAWING DESCRIPTION

[0109] Certain preferred embodiments of the invention will now be described by way of example only and with reference to the accompanying drawings, in which:

[0110] FIG. 1 shows a schematic representation of a vehicle having a transport refrigeration unit (TRU);

[0111] FIG. 2 shows a schematic diagram of a power system for the TRU of the vehicle, and

[0112] FIG. 3 shows a schematic diagram of a second power system for the TRU of the vehicle.

DETAILED DESCRIPTION

[0113] FIG. 1 shows a schematic representation of a vehicle 100, which in the present illustration is an articulated lorry comprising a tractor 110 and a trailer 120. The vehicle 100 comprises a transport refrigeration unit (TRU) 130, which in the present embodiment is a Vector® TRU, located in communication with the trailer 120. The TRU 130 is configured to regulate the environment within the trailer 120, e.g. by controlling a temperature and a humidity within the trailer 120. The TRU 130 is powered by a battery unit 140, which may be charged via a generator (not shown in FIG. 1) driven by an engine (not shown in FIG. 1) of the TRU 130. Additionally, the battery unit 140 may be charged via a mains electric grid 150, i.e. when the vehicle 100 is stationary.

[0114] FIG. 2 shows a schematic diagram of a power system for the TRU 200 of the vehicle 100 shown in FIG. 1. As illustrated, the TRU 200 comprises a refrigeration system configured to change environmental conditions within, e.g. the trailer 120 of the vehicle 100. In this particular arrangement, the refrigeration system comprises a plurality of components including a first heater 202, a second heater 204, a fan evaporator 206, a fan condenser 208, and a compressor 210. However, in various arrangements, the refrigeration system may comprise any combination of components.

[0115] A control system 220 is configured to control operation of the refrigeration system based on an input command 222. The input command 222 may be received from an operator of the vehicle 100, or from an external control system. As illustrated, the control system 220 is in communication with the each of the plurality of components of the refrigeration system. The control system 220 is also in communication with a TRU engine controller 252. The control system 220 is powered by a controller battery 230 housed within the TRU 200 that ensures that the control system 220 always has power.

[0116] The power system of the TRU 200 further comprises a battery unit 280 configured to supply electrical power to the components of the refrigeration system of the TRU 200. The battery unit 280 is in electrical communication with a contactor 260 (e.g. a power supply contactor), which is configured to selectively connect and disconnect the battery unit 280 from the refrigeration system. The contactor 260 is in electrical communication with an overload ground fault (OGF) module 270, which in turn is in electrical communication with the components of the refrigeration system. The OGF module 270 is configured to disconnect the battery unit 280 from the refrigeration system in the event of an overload ground fault, i.e. the unintentional flowing of electrical current to earth. Thus, electrical power is supplied from the battery unit 280 to the components of the refrigeration system via the contactor 260 and the OGF module 270.

[0117] The battery unit 280 is also in electrical communication with a controller battery charger 232, also via the contactor 260 and the OGF module 270, which in turn is in electrical communication with the controller battery 230. Accordingly, electrical power can also be supplied from the battery unit 280 to the controller battery 230 via the contactor 260, the OGF module 270 and the battery charger 232, i.e. to facilitate charging of the controller battery 230.

[0118] The battery unit 280 comprises a DC/DC converter 284, a DC/AC inverter 286, a battery 288, and an AC/DC inverter 282. The DC/DC converter 284 is connected to the battery 288. Whilst in the present embodiment a battery 288 is provided in the battery unit 280, in various embodiments a capacitor, a cell or the like could be used in place of, or in combination with, the battery 288.

[0119] The battery unit 280 supplies electrical power to the refrigeration system of the TRU 200 from the battery 288. In particular, the battery 288 supplies electrical power to the DC/DC converter 284, which will step up/down the voltage as required. The DC/DC converter 284 supplies converted DC electrical power to the DC/AC inverter 286, which inverts the DC electrical power into AC electrical power, to be supplied to the refrigeration system of the TRU 200.

[0120] The TRU 200 further comprises a generator 240 and an engine 250. The generator 240 is mechanically connected to the engine 250 via mechanical driving means. The generator 240 is configured to generate electrical power when driven by the engine 250.

[0121] The generator 240 is configured to supply electrical power to the battery unit 280. As illustrated, the generator 240 is in electrical communication with the AC/DC inverter 282 of the battery unit 280. The generator 240 supplies electrical power to the AC/DC inverter 282. The AC/DC inverter 282 converts the AC electrical power generated by the generator 240 to DC electrical power, and supplies the DC electrical power to the DC/DC converter 284. The DC/DC converter 284 steps up/down the voltage as required, and then supplies the converted DC electrical power to the battery 288, i.e. to facilitate charging of the battery 288.

[0122] The battery 288 can therefore be charged by the generator 240 at any time, i.e. when the vehicle is in motion and/or is stationary, using the engine 250 of the TRU.

[0123] Whilst in the present embodiment an AC/DC inverter 282 and a DC/AC inverter 286 are provided in the battery unit 280, in various embodiments the battery unit 280 may instead be provided with a bi-directional AC/DC inverter that provides equivalent functionality.

[0124] The battery unit 280 further comprises a connector for connection to a mains electric grid 290. Where possible, the battery 288 is preferably charged from the mains electric grid 290, i.e. when the vehicle 100 is in a depot or the like. Typically charging the battery 288 using mains electricity is cheaper and more environmentally friendly than charging the battery 288 using the engine 250.

[0125] As illustrated the generator 240 is electrically disconnected from the contactor 260. The generator 240 is therefore configured to only supply electrical power to the battery unit 280, and the TRU 200 is configured to only receive electrical power from the battery unit 280.

[0126] The illustrated design is particularly advantageous as a retrofit system. In existing Vector® TRU systems, the generator 240 is connected to the OGF 270 via a generator contactor (not shown), and no battery unit 280 is present. Such systems may be unnecessarily noisy and fuel inefficient, as the engine 250 must be operated continuously when the refrigerant system is operating, even when operating with only a low demand.

[0127] By disconnecting the generator 240 from the generator contactor, installing a battery unit 280, and either repurposing the generator contactor as a power supply contactor 260 or installing a new power supply contactor 260 in the manner shown, the engine 250 can be operated at maximum fuel efficiency to charge the battery 288, and then turned off. This results in more fuel efficient power generation, and greater periods of time when the engine is off and so does not generate noise.

[0128] The engine controller 252 is in communication with the engine 250. The engine controller 252 is configured to control operation of the engine 252 based on instructions received from the control system 220. For example, the engine controller 252 is configured to control the operational state of the engine 252 and/or the speed of the engine 250.

[0129] The control system 220 is in communication with the battery unit 280, and is configured to monitor a current power level of the battery unit 280. During a normal mode of operation, if the current power level indicates that the battery unit 280 requires charging, i.e. if the charge of the battery unit 280 is low (e.g. 50% capacity in the present embodiment), the engine 250 may be switched to an operational state and kept in this state until the charge level of battery unit 280 is full. Once no further charging is required, i.e. if the charge of the battery unit 280 is full (e.g. 95% capacity in the present embodiment), the engine 250 may be switched to a non-operational state, and will remain in this state as the battery unit 280 discharges back down to the low level.

[0130] The current power level of the battery unit 280 may also give an indication of the speed at which the battery unit 280 should be charged, i.e. whether the battery unit 280 can be charged slowly by operating the engine 250 at a lower, more fuel-efficient speed, or whether the engine 250 should be operated at a faster, less fuel-efficient speed so as to facilitate faster charging.

[0131] In particular, the engine 250 may be initially operated at the lower speed. Then, if the current power level of the battery unit 280 falls to a very low level, for example if it is below a first threshold (e.g. 30% capacity in the present embodiment), the speed of the engine 250 may be increased, i.e. to facilitate faster charging of the battery unit 280 using electrical power generated by the generator 240. Similarly, once the current power level of the battery unit 280 reaches a high level, or is above a second threshold (i.e. 50% capacity in the present embodiment), the speed of the engine 280 may be decreased to the lower speed to increase fuel efficiency.

[0132] Thus, during normal operation, the control system 220 may be configured to monitor a current power level of the battery unit 280, and may be configured to change an operational state and a speed of the engine 250 based on the power level of the battery unit 280.

[0133] The control system 220 may be in communication with an external position determining system (not shown), e.g. a GPS device, associated with the tractor of the vehicle. The position determining system may determine a current location of the vehicle. In some embodiments, the positioning system may be incorporated within the control system 220.

[0134] During the normal mode of operation, the control system 220 will switch the engine 250 to an operational state if a current power level of the battery unit 280 indicates that the battery unit 280 requires charging, as described above. However, if the current location indicates that the vehicle 100 has entered a region in which the engine 250 should not be operated, such as a low noise zone or a low emission zone, the control system 220 may switch the engine 250 to a non-operational state, if not already.

[0135] A region in which the engine should not be operated may be a low emission zone (LEZ) or a low noise zone (LNZ). LEZs are regions where vehicles which emit higher levels of pollutants are regulated. For example, some LEZs do not permit vehicles which emit higher levels of pollutants to enter the region under any circumstance. Other LEZs permit these vehicles to enter the region, but only within restricted times and/or with payment of a (higher) fee. Similarly, LNZs are regions where vehicles with louder engines are regulated. For example, some LNZs do not permit vehicles with louder engines to enter the region under any circumstance. Other LNZs permit these vehicles to enter the region, but only within restricted times and/or with payment of a (higher) fee.

[0136] The control system 220 will maintain the engine 250 in a non-operational state whilst the vehicle 100 is within the region in which the engine 250 should not be operated, even when it would normally switch the engine 250 to an operational state, for example when a charge level of the battery unit 280 is low.

[0137] If a current power level of the battery unit 280 indicates that the charge of the battery unit 280 is very low (e.g. the charge level falls below 10% capacity in the present embodiment), the engine 250 may be switched to an operational state even whilst the vehicle 100 is in a region in which the engine 250 should not be operated. This will prevent failure of the refrigeration system if there is insufficient charge in the battery unit 280 to operate the refrigeration system.

[0138] Alternatively, for example based on a user setting, if the vehicle 100 is in a region in which the engine 250 should not be operated and the charge of the battery unit 280 is very low, the engine 250 may be maintained in a non-operational state. This may result in the refrigeration system stopping due to lack of power from the battery unit 280.

[0139] The normal mode of operation described above is based on a current power level of the battery unit 280 and a current location of the vehicle 100, and provides reactive control of the engine 250. However, predictive control of the engine 250 may preserve fuel and reduce costs associated with transporting refrigerated goods.

[0140] Thus, the control system 220 is configured to further provide a predictive mode of operation. Under certain conditions, the normal mode of operation may be superseded by the predictive mode of operation, as will now be discussed.

[0141] The control system 200 is configured to receive or determine a current location of the vehicle 100. Based on this information, the control system 220 can determine a vehicle route to a destination of the vehicle 100, and further can predict how a power level of the battery unit 280 will change on the vehicle route.

[0142] In the predictive mode of operation, the control system 220 will control an operational state of the engine 250 based on the vehicle route and the predicted power level. Determining the vehicle route allows the controller 220 to predict how a power level of the battery unit 280 will change throughout a journey of the vehicle 100. In particular, the predicted power level may indicate when on the vehicle route the battery unit 280 will require charging (i.e. when to operate the engine 250) and/or when on the vehicle route the engine 250 should not be operated. The control system 220 can therefore determine when to change the operational state of the engine 250, i.e. from an operational state to a non-operational state, and vice versa.

[0143] The predicted power level may provide an indication of the predicted charge level of the battery unit 280 at an end of the journey, i.e. when the vehicle reaches its destination. For example, the predicted power level may indicate that the battery unit 280 will be high, or above a first predetermined level, at the end of the journey (e.g. over 50% of the battery unit's 280 capacity). This may be undesirable if the battery unit 280 requires charging one or more times over the vehicle route, as charging the battery unit 280 using the engine 250 is more costly and less environmentally friendly than charging the battery unit 280 using the main electric grid 290.

[0144] Consequently, in this case, it may not be necessary to charge the battery unit 280 if the predicted power level of the battery unit indicates that there is sufficient charge to power the refrigeration system of the TRU 200 up until the vehicle 100 reaches its destination. Alternatively, in the case where there is insufficient charge to power the refrigeration system of the TRU 200 up until the vehicle 100 reaches its destination, the control system 220 may operate the engine 250 to only partially charge the battery unit 280. For example, instead of charging the battery unit 280 to a full level, it may charge the battery unit 280 to a level below the full level. The intermediate level may be selected so that the battery unit 280 will have a low or very low charge level (e.g. below 30% of the capacity of the battery unit 280) when the vehicle 100 reaches its destination.

[0145] Since an electric grid 290 can charge the battery unit 280 when the vehicle 100 reaches its destination, the engine 250 does not need to be operated close to the end of the journey and/or does not need to fully charge the battery unit 280 close to the end of the journey. In this case, it may be desirable to discharge the battery unit 280 towards the end of the journey, i.e. before the vehicle reaches its destination, by switching the engine 250 to a non-operational state or by not fully charging the battery unit 280, thereby preserving fuel and reducing the cost of transporting refrigerated goods.

[0146] Thus, in the predictive mode of operation, the control system 220 may control the operational state of the engine 250 such that the power level of the battery unit 280 is below a predetermined value when the vehicle reaches its destination.

[0147] The vehicle route may indicate that the vehicle will pass through a region in which the engine 250 should not be operated.

[0148] When the vehicle route indicates that vehicle 100 will pass through a region in which the engine 250 should not be operated, it may be desirable to pre-emptively charge the battery unit 280 so that there is sufficient charge to power the refrigeration system of the TRU 200 as the vehicle 100 passes through the region in which the engine 250 should not be operated.

[0149] Therefore, in the predictive mode of operation, the engine 280 is switched to an operational state at a predetermined time before the vehicle 100 is predicted to enter the region, i.e. to facilitate charging of the battery unit 280. Once the battery unit 280 is sufficiently charged and prior to the vehicle entering the region, the engine 250 is switched to a non-operational state. The engine 250 will then remain in this state until after the vehicle has left the region in which the engine 250 should not be operated.

[0150] Once the vehicle 100 enters the region in which the engine 250 should not be operated, the control system 220 may control the engine 250 in accordance with the normal mode of operation, as described above.

[0151] Thus, in these embodiments, the need to operate the engine 250 within the region or to deactivate the refrigeration system of the transport refrigeration unit is reduced because the battery unit 280 will be fully charged before entering the region in which the engine 250 should not be operated, the.

[0152] Since the battery unit 280 will be sufficiently charged before the vehicle 100 enters the region, it may be desirable to charge the battery unit 280 so that the power level when the vehicle enters the region is above a second predetermined level (i.e. over 90% capacity in the present embodiment).

[0153] Thus, the control system 220 may be configured to determine that the route of the vehicle 100 passes through a region in which the engine 250 should not be operated, and control the operational state of the engine 250 such that the power level of the battery unit is above a second predetermined value when the vehicle 100 enters the region in which the engine 250 should not be operated.

[0154] FIG. 3 shows a schematic diagram of a second power system for the TRU 300 of the vehicle shown in FIG. 1. The architecture of the power system 300 is similar to that of the embodiment shown in FIG. 2, except that the generator 340 is further configured to supply electrical power to the components of the refrigeration system of the TRU 300.

[0155] In this system, the generator 340 and the battery unit 380 are both able to supply power to the components of the refrigeration system. The control system 320 selects the most suitable power source to use.

[0156] The generator 340 is in electrical communication with a second contactor 362 (e.g. a generator contactor), which is in electrical communication with the OGF module 370. The second contactor 362 is also in electrical communication with a third contactor 364 (e.g. a battery charging contactor), which is in electrical communication with the battery unit 380.

[0157] The power system of FIG. 3 operates in a similar manner to the power system of FIG. 2. However, as illustrated, the generator 340 is now capable of supplying electrical power to the components of the refrigeration system directly, i.e. without going through the battery 388.

[0158] When the generator 340 is used to power the components of the refrigeration system, the engine 350 is operated to drive the generator 340, which supplies power to the components of the refrigeration system via the second contactor 362. Optionally in this state, the generator 340 may also provide power to the battery unit 380 via the third contactor 364.

[0159] When the battery unit 380 is used to power the components of the refrigeration system, battery unit 380 supplies power to the components of the refrigeration system via the first contactor 360.

[0160] When the refrigeration system is operating at maximum current draw, i.e. using all of the power from the generator 340, direct supply of power from the generator 340 to the refrigeration system components is more energy efficient than using the generator 340 to power the battery 388 and in turn using the battery 388 to power the components because of losses arising from storing and recovering energy in the battery 388.

[0161] The control system 320 is configured to determine a power demand of the components of the refrigeration system, and to control operation of the engine 350 and the contactors 360, 362, 364 based on the power demand of the components of the refrigeration system and the state of charge of the battery unit 380.

[0162] When the power demand of the refrigeration system is operating at close to maximum current draw and/or a power level of the battery unit 380 indicates that the battery unit 380 requires charging, the control system 320 may be configured to switch the engine 350 to an operational state, or maintain the engine 350 in an operational state, and engage the second contactor 362 in order to drive the generator 340 to supply electrical power to the refrigeration system via the second contactor 362.

[0163] When the power demand is close to maximum current draw, there may not be excess power to charge the battery unit 364, and so the third contactor 364 may be disengaged.

[0164] When the power demand of the refrigeration system is operating at levels below maximum current draw, the control system 320 may select to use either the engine 350 and generator 340 to power the components of the refrigeration system or use the battery unit 380 to power the components of the refrigeration system.

[0165] In this condition, when the state of charge of the battery unit 388 is low, the control system 320 may select to use the engine and generator 340 to power the components of the refrigeration system via the second contactor 362, and the excess power can be used to recharge the battery unit 380 via the third contactor 364. In this state of operation, the first contactor 360 may be disengaged to disconnect the battery unit 380 from the components of the refrigeration system.

[0166] Alternatively, when the state of charge of the battery unit 388 is high, the control system 320 may select to use the battery unit 380 to power the components of the refrigeration system via the first contactor 360, and the engine 350 may be deactivated. In this state of operation, the battery unit 380 will discharge until it reaches a level where the control system 320 engages the engine 350 to power the components and recharge the battery unit 380.

[0167] Optionally, the engine 350 and battery unit 380 may be sized so that they can only satisfy the maximum current draw of the refrigeration system when current is supplied from both the generator 340 and the battery unit 380. This configuration would limit the time when the refrigeration system can operate at maximum current draw, due to the available charge in the battery unit 380. However, it may facilitate use of a smaller engine 350, which reduces costs associated with the TRU 300.

[0168] As described above, many vehicles are in use today that comprise a TRU 200, 300, but do not comprise a battery unit 280, 380 coupled to the TRU 200, 300. However, as described above, a battery unit 280, 380 may be retrofitted to such vehicles.

[0169] In a first embodiment, the battery unit 280 may be retrofitted by decoupling the engine 250 from the refrigeration system, and instead coupling the engine 250 to the retrofit battery unit 280, and coupling the retrofitted battery unit 280 to the refrigeration system and to the control system 220.

[0170] This retrofitting process results in a configuration as shown in FIG. 2.

[0171] In a second embodiment, the battery unit 380 may be retrofitted by additionally coupling the engine 250 to the retrofit battery unit 380, and coupling the retrofitted battery unit 280 to the refrigeration system and to the control system 220 in parallel with the engine 250. This retrofitting process results in a configuration as shown in FIG. 3.

[0172] Additionally, in both cases, updated software may be loaded on the control system 220, 320 to facilitate control of the engine 250, 350 based on data received from the battery unit 280, 380, as described above.