U.S. patent application number 14/268564 was filed with the patent office on 2015-11-05 for method and system for charging a transport refrigeration system.
This patent application is currently assigned to THERMO KING CORPORATION. The applicant listed for this patent is THERMO KING CORPORATION. Invention is credited to Michal HEGAR, Pavel HOUDEK, Michal KOLDA, Marketa KOPECKA, Vaclav RAJTMAJER, Thomas REITZ.
Application Number | 20150316301 14/268564 |
Document ID | / |
Family ID | 54355014 |
Filed Date | 2015-11-05 |
United States Patent
Application |
20150316301 |
Kind Code |
A1 |
KOLDA; Michal ; et
al. |
November 5, 2015 |
METHOD AND SYSTEM FOR CHARGING A TRANSPORT REFRIGERATION SYSTEM
Abstract
A method for charging a phase change material (PCM) of a thermal
accumulator provided in a refrigerated transport unit is provided.
The refrigerated transport unit includes a prime mover to move the
refrigerated transport unit, a transport refrigeration system (TRS)
that includes a heat transfer fluid circuit. The heat transfer
fluid circuit has a compressor, a heat exchanger, an expansion
device and a PCM heat exchanger. The method requires monitoring
for, via a controller, a braking signal from a braking sensor of
the refrigerated transport unit. Also, the method includes
directing energy generated by the prime mover for moving the
refrigerated transport unit to the TRS when the controller receives
a braking signal from the braking sensor. Further, the method
includes the TRS charging the PCM of the thermal accumulator via
the heat transfer fluid circuit when the energy generated by the
prime mover is directed to the TRS.
Inventors: |
KOLDA; Michal; (Prague,
CZ) ; REITZ; Thomas; (Idstein, DE) ; KOPECKA;
Marketa; (Prague, CZ) ; HEGAR; Michal;
(Prague, CZ) ; RAJTMAJER; Vaclav; (Beroun, CZ)
; HOUDEK; Pavel; (Kutna Hora, CZ) |
|
Applicant: |
Name |
City |
State |
Country |
Type |
THERMO KING CORPORATION |
Minneapolis |
MN |
US |
|
|
Assignee: |
THERMO KING CORPORATION
Minneapolis
MN
|
Family ID: |
54355014 |
Appl. No.: |
14/268564 |
Filed: |
May 2, 2014 |
Current U.S.
Class: |
62/77 ;
62/149 |
Current CPC
Class: |
F25B 2345/003 20130101;
B60H 1/00764 20130101; F25B 2345/001 20130101; B60H 1/005 20130101;
B60H 1/3232 20130101 |
International
Class: |
F25B 45/00 20060101
F25B045/00 |
Claims
1. A method for charging a phase change material (PCM) of a thermal
accumulator provided in a refrigerated transport unit that includes
a prime mover to move the refrigerated transport unit, a transport
refrigeration system (TRS) that includes a heat transfer fluid
circuit having a compressor, a heat exchanger, an expansion device
and a PCM heat exchanger, the method comprising: monitoring for,
via a controller, a braking signal from a braking sensor of the
refrigerated transport unit; directing energy generated by the
prime mover for moving the refrigerated transport unit to the TRS
when the controller receives a braking signal from the braking
sensor; and the TRS charging the PCM of the thermal accumulator via
the heat transfer fluid circuit when the energy generated by the
prime mover is directed to the TRS.
2. The method according to claim 1, further comprising: preventing
energy generated by the prime mover for moving the refrigerated
transport unit from being directed to the TRS when the controller
does not receive a braking signal from the braking sensor.
3. The method according to claim 1, wherein the TRS charging the
PCM of the thermal accumulator via the heat transfer fluid circuit
includes directing a heat transfer fluid through the PCM heat
exchanger.
4. The method according to claim 1, wherein the TRS charging the
PCM of the thermal accumulator includes operating one or more heat
exchanger fans of the TRS.
5. The method according to claim 1, further comprising directing
energy generated by the prime mover for moving the refrigerated
transport unit to an energy storage source when the controller does
not receive a braking signal from the braking sensor.
6. The method according to claim 1, further comprising directing
energy generated by the prime mover for moving the refrigerated
transport unit to a secondary energy storage device when the
controller does not receive a braking signal from the braking
sensor.
7. The method according to claim 5, further comprising when the
controller receives a braking signal from the braking sensor,
concurrently directing energy generated by the prime mover for
moving the refrigerated transport unit to the TRS to charge the PCM
and to an energy storage source to charge the energy storage
source.
8. A refrigerated transport unit comprising: a prime mover
configured to provide energy for moving the refrigerated transport
unit; a braking sensor configured to monitor a braking condition of
the refrigerated transport unit; the controller configured to
monitor for the braking signal; a transport unit including an
interior space, the interior space including a thermal accumulator
module having a phase change material (PCM) and a PCM heat
exchanger provided therein; and a transport refrigeration system
including a compressor; wherein the PCM heat exchanger and the
compressor form a heat transfer fluid circuit; wherein when the
controller receives a braking signal from the braking sensor, the
prime mover is configured to direct energy to the TRS to charge the
PCM.
9. The refrigerated transport unit of claim 8, wherein when the
controller does not receive a braking signal from the braking
sensor, the controller is configured to prevent the prime mover
from directing energy to the TRS.
10. The refrigerated transport unit according to claim 8, wherein
when the controller receives the braking signal from the braking
sensor, the prime mover is configured to direct energy to the TRS
to operate the compressor and direct a heat transfer fluid through
the PCM heat exchanger to charge the PCM.
11. The refrigerated transport unit according to claim 8, wherein
the TRS charging the PCM of the thermal accumulator includes
operating one or more heat exchanger fans of the TRS.
12. The refrigerated transport unit according to claim 8, further
comprising: an energy storage source connected to the prime mover,
wherein the prime mover is configured to direct energy generated by
the prime mover for moving the refrigerated transport unit to the
energy storage source when the controller does not receive a
braking signal from the braking sensor.
13. The refrigerated transport unit according to claim 8, further
comprising: a secondary energy storage device configured to store
energy when the primary mover is disengaged, wherein the prime
mover is configured to direct energy generated by the prime mover
for moving the refrigerated transport unit to the secondary energy
storage device when the controller does not receive a braking
signal from the braking sensor.
14. The refrigerated transport unit according to claim 12, wherein
when the controller receives a braking signal from the braking
sensor, the prime mover is configured to concurrently direct energy
to the TRS to charge the PCM and to an energy storage source to
charge the energy storage source.
15. The refrigerated transport unit according to claim 8, wherein
the prime mover is a combustion engine.
16. The refrigerated transport unit according to claim 15, wherein
the compressor is a belt driven compressor.
17. The refrigerated transport unit according to claim 8, wherein
the prime mover is an electric drive and the compressor is an
electrically powered compressor.
18. The refrigerated transport unit according to claim 8, wherein
the prime mover includes a combustion engine and an electric drive.
Description
FIELD
[0001] Embodiments of this disclosure relate generally to a
transport refrigeration system (TRS) including a thermal
accumulator or thermal accumulator module having a phase change
material (PCM). More specifically, the embodiments relate to a
method and system for charging a PCM using braking energy from a
vehicle.
BACKGROUND
[0002] A transport refrigeration system (TRS) is generally used to
control an environmental condition such as, but not limited to,
temperature and/or humidity of a transport unit. Examples of
transport units include, but are not limited to, a container on a
flat car, an intermodal container, a truck, a boxcar, or other
similar transport unit (generally referred to as a "climate
controlled transport unit"). A refrigerated transport unit is
commonly used to transport perishable items such as, but not
limited to, produce, frozen foods, and meat products. Generally,
the refrigerated transport unit includes a transport refrigeration
unit (TRU) that is attached to a transport unit to control the
environmental condition of an interior space within the transport
unit. The TRU can include, without limitation, a compressor, a
condenser, an expansion valve, an evaporator, and fans or blowers
to control the heat exchange between the air inside the interior
space and the ambient air outside of the refrigerated transport
unit.
SUMMARY
[0003] Embodiments of this disclosure relate generally to a
transport refrigeration system (TRS) including a thermal
accumulator or thermal accumulator module having a phase change
material (PCM). More specifically, the embodiments relate to a
method and system for charging a PCM using braking energy from a
vehicle.
[0004] In some embodiments, the TRS can include a thermal
accumulator compartment storing one or more thermal accumulators
having a PCM. In some embodiments, the thermal accumulator
compartment can include a thermal accumulator module having a
PCM.
[0005] In some embodiments, the PCM is initially charged to a solid
state and then is configured to gradually change phases into a
liquid state while absorbing heat flowing through air surrounding
the PCM and possibly heat produced by cargo.
[0006] The embodiments provided herein allow a TRS to use redundant
braking energy from a prime mover that occurs during a braking
condition to charge a PCM of a thermal accumulator and/or thermal
accumulator module.
[0007] In some embodiments, the PCM is initially charged prior to a
trip of a transport unit that includes the PCM for providing
temperature control within a cargo space of the transport unit.
Braking energy of a vehicle that includes and/or hauls the
transport unit can then be used to charge the PCM so as to prolong
the amount of time that the vehicle can remain in transport while
maintaining temperature control within the cargo space and/or
reduce a charging requirement of the PCM after the trip.
[0008] The embodiments provided herein can be used in a vehicle
powered by a combustion engine, powered by an electric drive, and
powered by a hybrid prime mover that includes a combustion engine
and an electric drive that work together.
[0009] In one embodiment, a method for charging a PCM of a thermal
accumulator provided in a refrigerated transport unit is provided.
The refrigerated transport unit includes a prime mover to move the
refrigerated transport unit, a TRS that includes a heat transfer
fluid circuit. The heat transfer fluid circuit has a compressor, a
heat exchanger, an expansion device and a PCM heat exchanger. The
method requires monitoring for, via a controller, a braking signal
from a braking sensor of the refrigerated transport unit. Also, the
method includes directing energy generated by the prime mover for
moving the refrigerated transport unit to the TRS when the
controller receives a braking signal from the braking sensor.
Further, the method includes the TRS charging the PCM of the
thermal accumulator via the heat transfer fluid circuit when the
energy generated by the prime mover is directed to the TRS.
[0010] In another embodiment, a refrigerated transport unit is
provided. The refrigerated transport unit includes a prime mover, a
braking sensor, a controller, a transport unit and a TRS. The prime
mover is configured to provide energy for moving the refrigerated
transport unit. The braking sensor is configured to monitor a
braking condition of the refrigerated transport unit. The
controller is configured to monitor for the braking signal. The
transport unit includes an interior space. The interior space
includes a thermal accumulator module having a PCM and a PCM heat
exchanger provided therein. The TRS includes a compressor. The PCM
heat exchanger and the compressor form a heat transfer fluid
circuit. When the controller receives a braking signal from the
braking sensor, the prime mover is configured to direct energy to
the TRS to charge the PCM.
[0011] In yet another embodiment, a method for charging a PCM of a
thermal accumulator provided in a refrigerated transport unit is
provided. The refrigerated transport unit includes a combustion
engine to move the refrigerated transport unit and a TRS. The TRS
includes a refrigeration circuit having a belt driven compressor, a
condenser, an expansion device and a PCM evaporator. The method
includes monitoring for, via a controller, a braking signal from a
braking sensor of the refrigerated transport unit. The method also
includes directing mechanical energy generated by the combustion
engine for moving the refrigerated transport unit to the belt
driven compressor when the controller receives a braking signal
from the braking sensor. Also, the method includes the TRS charging
the PCM of the thermal accumulator via the refrigeration circuit
when the mechanical energy generated by the prime mover is directed
to the belt driven compressor.
[0012] In a further embodiment, a method for charging a PCM of a
thermal accumulator provided in a refrigerated transport unit is
provided. The refrigerated transport unit includes a combustion
engine to move the refrigerated transport unit, a belt driven
alternator configured to convert mechanical energy generated by the
prime mover into electrical energy, and a TRS. The TRS includes a
refrigeration circuit having an electric compressor, a condenser,
an expansion device and a PCM evaporator. The method includes
monitoring for, via a controller, a braking signal from a braking
sensor of the refrigerated transport unit. The method also includes
the belt driven alternator converting mechanical energy generated
by the combustion engine for moving the refrigerated transport unit
into electrical energy when the controller receives a braking
signal from the braking sensor. Also, the method includes directing
the electrical energy to the electric compressor. Further, the
method includes the TRS charging the PCM of the thermal accumulator
via the refrigeration circuit when the electrical energy is
directed to the electric compressor.
[0013] Also, in another embodiment, a method for charging a PCM of
a thermal accumulator provided in a refrigerated transport unit is
provided. The refrigerated transport unit includes both a
combustion engine and an electric drive to move the refrigerated
transport unit, and a TRS. The TRS includes a refrigeration circuit
having an electric compressor, a condenser, an expansion device and
a PCM evaporator. The method includes monitoring for, via a
controller, a braking signal from a braking sensor of the
refrigerated transport unit. Also, the method includes the electric
drive directing electrical energy for moving the refrigerated
transport unit to the electric compressor when the controller
receives a braking signal from the braking sensor. The method also
includes the combustion engine directing mechanical energy
generated for moving the refrigerated transport unit to an energy
storage source when the controller does not receive a braking
signal from the braking sensor. Further, the method includes the
TRS charging the PCM of the thermal accumulator via the
refrigeration circuit when the electrical energy is directed to the
electric compressor.
[0014] In yet a further amendment a method for charging a PCM of a
thermal accumulator provided in a refrigerated transport unit is
provided. The refrigerated transport unit includes an electric
drive to move the refrigerated transport unit, and a TRS. The TRS
includes a refrigeration circuit having an electric compressor, a
condenser, an expansion device and a PCM evaporator. The method
includes monitoring for, via a controller, a braking signal from a
braking sensor of the refrigerated transport unit. Also, the method
includes the electric drive directing electrical energy for moving
the refrigerated transport unit to the electric compressor when the
controller receives a braking signal from the braking sensor. The
method also includes the TRS charging the PCM of the thermal
accumulator via the refrigeration circuit when the electrical
energy is directed to the electric compressor.
[0015] An advantage of the embodiments described herein is that an
amount of time a TRS can use a PCM to provide an environmental
condition within a refrigerated can be increased, as the PCM can be
charged while the refrigerated transport unit is in transport.
Also, as the embodiments described herein use redundant prime
energy available during a braking condition energy savings for
running a TRS can be achieved. Also, the embodiments described
herein provide more efficient direct energy utilization of
redundant energy generated by a prime mover.
Comments:
[0016] The following is noted with respect to the embodiments
described herein.
[0017] The thermal accumulator discussed herein can include a PCM
that is adaptable to heat or to cool a storage space (e.g., a cargo
compartment) to a temperature suitable for the cargo stored in the
storage space. The thermal accumulator can also be used for a
defrost operation within the storage space.
[0018] Operation of the TRS for a refrigerated transport unit can
be independent to various thermal loads that occur due to external
conditions external the refrigerated transport unit. That is, the
thermal accumulator of the TRS can maintain a desired temperature
within the storage space of the refrigerated transport unit
regardless of external conditions outside of the refrigerated
transport unit.
[0019] The PCM used in the thermal accumulator can be any fluid
which has a solid-liquid transition point in a rage between about
-32.degree. C. and about 0.degree. C. The PCM can be compatible
with metals, for example, aluminum. The PCM can store heat in a
transition phase using a latent heat (e.g., heat of fusion). The
PCM can store heat in a liquid phase. The PCM can have a phase
transition temperature that absorbs changes in temperature of the
refrigerated transport unit.
[0020] The thermal accumulator allows a transfer of heat from the
PCM to an air space within the storage space and vice versa. The
heat exchanger can include a single, dual, or multiple pass design.
The thermal accumulator can use a natural or forced convection to
facilitate heat exchange between the PCM and an air space within
the storage space. In some embodiments, the thermal accumulator can
include a wall or walls with a substantially flat surface and a
wall or walls with at least a partially enhanced (e.g., ribbed
surface). The thermal accumulator can store a PCM and/or include an
empty or free expansion space within the thermal accumulator.
[0021] In some embodiments, a thermal accumulator compartment
storing a thermal accumulator can be retrofitted into/onto a
refrigerated transport unit. The thermal accumulator compartment
can be installed to the refrigerated transport unit without
specialized equipment. In some embodiments, the thermal accumulator
compartment can be designed such that the weight of the thermal
accumulator compartment can be supported by a floor, one or more
side walls or a ceiling of the refrigerated transport unit. In some
embodiments, the PCM can be provided in the thermal accumulator
from the top.
[0022] The TRS can provide a defrost operation. In some
embodiments, a second fluid or refrigerant may be used to perform a
defrost operation. In some embodiments, the TRS can include an
optional defrost device (e.g., heating bar(s), heating sheet(s),
heating tube(s), etc.) for performing the defrost operation. In
some embodiments, the thermal accumulator can include a second
fluid or refrigerant line to perform the defrost operation. In some
embodiments, the defrost operation can be performed in less than 24
hours.
[0023] In some embodiments, the TRS can include one or more fans.
The power of the fans can be adjusted based on a temperature within
the storage space. The fans can provide an air flow rate sufficient
to reach a desired amount of heat transfer from the PCM in the
thermal accumulator to an air space within the storage space and
vice versa. The fans can be controlled/adjusted based on a desired
set point temperature within the storage space.
BRIEF DESCRIPTION OF THE DRAWINGS
[0024] References are made to the accompanying drawings that form a
part of this disclosure and which illustrate the embodiments in
which the systems and methods described in this Specification can
be practiced.
[0025] FIG. 1 illustrates a refrigerated transport unit, according
to one embodiment.
[0026] FIG. 2 illustrates a flowchart of a method for charging a
PCM of the thermal accumulator using energy generated from the
prime mover during a braking condition, according to one
embodiment.
[0027] FIG. 3 illustrates a flowchart of a method for charging a
PCM of the thermal accumulator using energy generated from the
prime mover during a braking condition, according to another
embodiment.
[0028] FIG. 4 illustrates a flowchart of a method for charging a
PCM of the thermal accumulator using energy generated from the
prime mover during a braking condition, according to yet another
embodiment.
[0029] FIG. 5 illustrates a flowchart of a method for charging a
PCM of the thermal accumulator using energy generated from the
prime mover during a braking condition, according to an additional
embodiment
[0030] Like reference numbers represent like parts throughout.
DETAILED DESCRIPTION
[0031] Embodiments of this disclosure relate generally to a
transport refrigeration system (TRS) including a thermal
accumulator or thermal accumulator module having a phase change
material (PCM). More specifically, the embodiments relate to a
method and system for charging a PCM using braking energy from a
vehicle.
[0032] That is, the embodiments described herein provide a TRS that
is capable of directly converting braking energy of a vehicle into
thermal energy that can be used to charge a PCM of a thermal
accumulator or thermal accumulator module.
[0033] A suitable thermal accumulator or thermal accumulator module
is described in U.S. Provisional patent application Ser. No.
14/268,239 (Attorney Docket 20420.0140US01), filed on May 2, 2014,
and titled "Thermal Accumulator for a Transport Refrigeration
System," which is incorporated herein by reference in its
entirety.
[0034] A "transport refrigeration system" (TRS) is generally used
to control an environmental condition such as, but not limited to,
temperature, humidity, and air quality within an interior space
(e.g., cargo compartment) of a transport unit. Examples of
transport units include, but are not limited to, a container on a
flat car, an intermodal container, a truck, a boxcar, or other
similar transport unit (generally referred to as a "transport
unit"). Embodiments of this disclosure may be used in any suitable
transport unit such as those listed above.
[0035] The TRS includes, for example, a heat transfer fluid circuit
(e.g., a refrigeration circuit) for controlling the refrigeration
of the interior space of a climate controlled transport unit. In
one embodiment, the TRS can include one or more thermal
accumulators and/or thermal accumulator modules. Embodiments
described herein include thermal accumulators and thermal
accumulator modules having a phase change material (PCM) contained
therein. The PCM is configured in a first state, to absorb thermal
energy from the interior space of the transport unit during
transformation to a second state. The thermal accumulators and
thermal accumulator modules can be replaceable and rechargeable
outside of the climate controlled transport unit. In some
embodiments, the TRS can include a PCM heat exchanger, at least a
portion of which is disposed within the thermal accumulator and is
configured to be in thermal communication with the PCM. The TRS can
also include an expansion device, a compressor and one or more heat
exchanger(s). The heat transfer fluid circuit connects the TRU and
the PCM heat exchanger, and is configured to direct a heat transfer
fluid (e.g., refrigerant) from the TRU to the PCM heat exchanger
via the expansion device for charging the PCM.
[0036] In some configurations, the TRS can also include a transport
refrigeration unit (TRU) (e.g., a TRU having a compressor, a heat
exchanger, an expansion valve and optionally an evaporator all
connected via a heat transfer fluid circuit). In configurations
where the TRS includes the TRU, the thermal accumulator and/or
thermal accumulator module may allow the TRU to be disabled for a
period of time while still maintaining the desired environmental
condition. Also, in some embodiments, PCM heat exchanger (e.g., an
evaporator) can be disposed within a thermal accumulator or thermal
accumulator module so as to be in thermal communication with the
PCM. The PCM heat exchanger would be connected to the compressor,
the heat exchanger and the expansion valve via the heat transfer
fluid circuit (e.g., a refrigeration circuit). When the compressor
is in operation, the PCM heat exchanger would be able to charge the
PCM in the thermal accumulator or thermal accumulator module.
[0037] A "refrigerated transport unit" includes, for example, a
transport unit having a TRS. A refrigerated transport unit can be
used to transport perishable items such as, but not limited to,
produce, frozen foods, and meat products.
[0038] A "phase change material" (PCM) includes, for example, a
material that can store or release a large amount of energy upon a
phase change (e.g., from a solid to a liquid, a liquid to a solid,
etc.) while remaining at about a constant temperature. A PCM can
gradually absorb heat (e.g., from an interior space of a climate
controlled transport unit, etc.) while remaining at about a
constant temperature during a phase transformation from a solid
state into a liquid state. A PCM can, for example, be used to
maintain an interior space of a climate controlled transport unit
at a desired temperature.
[0039] A "eutectic PCM" includes, for example, a PCM that
solidifies at a lower temperature than any other compositions made
of the same ingredients.
[0040] An "aluminum compatible PCM" includes, for example, a PCM
that is not corrosive to aluminum. Examples of aluminum compatible
PCMs include, but are not limited to, a mixture of hydrogen
peroxide and water, a propylene glycol and water mixture, and the
like. An example of a PCM that is not aluminum compatible includes,
but is not limited to, a PCM solution including salt (e.g., because
the salt can be corrosive to aluminum).
[0041] The term "braking energy" as defined herein refers to energy
generated by a prime mover of a vehicle during a braking
condition.
[0042] A "braking condition" can be, for example, when the operator
is braking, the refrigerated transport unit 100 moving downhill,
etc.
[0043] The phrase "charging the PCM" as defined herein refers to
restoring the PCM from the second state back to the first state so
as to allow the PCM to provide an environmental condition within
the interior space of the transport unit.
[0044] FIG. 1 illustrates one embodiment of a refrigerated
transport unit 100 that includes a transport unit 105 and a TRS
110. The transport unit 105 is in the form of a straight truck that
includes a cab 115 and an interior space 120. The cab 115 houses a
prime mover portion 125, an optional electrical generator portion
130, a vehicle control portion 135, an energy storage source 140, a
brake sensor 190 and an optional secondary energy storage device
145.
[0045] It is appreciated that in other embodiments, the transport
unit can be, for example, a truck or trailer unit that can be
attached to a tractor, a ship board container, an air cargo
container or cabin, an over the road truck cabin, etc.
[0046] The prime mover portion 125 is configured to provide power
to move the refrigerated transport unit 100 and to operate the TRS
110. The prime mover portion 125 can also be configured to charge
the energy storage source 140 and the optional secondary energy
storage device 145 and power the vehicle control portion 135.
[0047] In some embodiments, the prime mover portion 125 can be a
combustion engine (e.g., diesel engine) (not shown) that generates
mechanical energy to move the refrigerated transport unit 100. In
other embodiments, the prime mover portion 125 can be an electric
drive (e.g., motor-generator) (not shown) that generates electrical
energy to move the refrigerated transport unit 100. In yet some
other embodiments, the prime mover portion 125 can include both a
combustion engine and an electric drive that uses both mechanical
energy and electrical energy to move the refrigerated transport
unit 100.
[0048] The optional electrical generator portion 130 is configured
to convert energy from the prime mover 125 into another form of
energy. In some embodiments, the optional electrical generator
portion 130 can be a belt driven alternator that is connected to
the combustion engine via a clutch mechanism (not shown) and can be
configured to convert mechanical energy from the combustion engine
into direct current (DC) electrical energy or alternating current
(AC) electrical energy.
[0049] For example, when the prime mover portion 125 includes a
combustion engine, the optional electrical generator portion 130
can be connected to the combustion engine and can be configured to
convert mechanical energy generated by the combustion engine into
electrical energy. The electrical energy can then be used to, for
example, operate the TRS 110, power the vehicle control portion
135, charge the energy storage source 140, and charge the optional
secondary energy storage device 145.
[0050] When the prime mover portion 125 includes an electric drive,
the optional electrical generator portion 130 can be an inverter
generator that is connected to the electric drive and is configured
to convert DC electrical energy generated by the electric drive
into AC electrical energy or vice versa.
[0051] In embodiments where the prime mover portion 125 includes
both a combustion engine and an electric drive, the optional
electrical generator portion 130 can include both a belt driven
alternator and an inverter generator.
[0052] The vehicle control portion 135 can include a processor (not
shown), a memory (not shown), a clock (not shown), and an
input/output (I/O) interface (not shown). The vehicle control
portion 135 is configured to monitor and control operation of the
prime mover 125, the energy storage source 140, the brake sensor
190, the optional electrical generator portion 130 and the optional
secondary energy storage device 145. The vehicle control portion
135 is also configured to communicate with a TRS controller
195.
[0053] The energy storage source 140 can be a vehicle supply system
that is configured to store electrical energy and can provide the
stored electrical energy to, for example, the prime mover 130
(when, for example, the prime mover 130 is a motor-generator), the
vehicle control portion 135, the optional secondary energy storage
device 145, components within the TRS 110, etc. The energy storage
source 140 can be, for example, one or more batteries, super
capacitors, etc.
[0054] The optional secondary energy storage device 145 can be, for
example, an auxiliary power unit (APU) configured to provide
heating, ventilation and air conditioning within the cab 115 when
the prime mover 125 is disengaged and not in operation (e.g.,
during a driver rest period).
[0055] The brake sensor 190 is configured to determine when a
braking condition occurs and send a braking signal to, for example,
the vehicle control portion 135 and the TRS controller 195. A
braking condition can be, for example, when the operator is
braking, the refrigerated transport unit 100 moving downhill,
etc.
[0056] The TRS 110 includes a TRU 150 that controls an
environmental condition within the interior space 120. The TRU 110
is disposed on a front wall 155 of the transport unit 105. The TRU
110 includes a compressor 160, a heat exchanger 165 (e.g.,
condenser) with one or more heat exchanger fans 167 (e.g.,
condenser fans), an expansion valve 170 and a TRS controller
195.
[0057] The interior space 120 is configured to carry a cargo
therein at a controlled environmental condition (e.g., temperature,
humidity, air quality, etc.) via the TRS 110. In some embodiments,
the interior space 120 can be divided into a plurality of zones,
with each zone configured to operate at a separate environmental
condition. The interior space 120 includes a thermal accumulator
module 175 having a PCM (not shown). A PCM heat exchanger 180
(e.g., evaporator) is provided within the thermal accumulator 175
so as to be in thermal communication with the PCM.
[0058] The compressor 160, the heat exchanger 165, the expansion
valve 170 and the PCM heat exchanger 180 are fluidly connected to
form a heat transfer fluid circuit 185 (e.g., a refrigeration
circuit). Accordingly, when the compressor 160 is in operation, the
PCM heat exchanger 180 would be able to charge the PCM in the
thermal accumulator module 175.
[0059] In some embodiments, the TRS 100 may also include a second
evaporator and/or a separate evaporator unit that is part of the
heat transfer fluid circuit 185 and can be configured to obtain a
desired environmental condition (e.g., temperature, humidity, air
quality, etc.) within the interior space 120, as is generally
understood in the art.
[0060] The TRS controller 195 can include a processor (not shown),
a memory (not shown), a clock (not shown), and an input/output
(I/O) interface (not shown). Generally, the TRS Controller 195 is
configured to control a refrigeration cycle of the TRS 100. In one
example, the TRS Controller 195 controls the refrigeration cycle of
the TRS 100 to charge PCM of the thermal accumulator module 175. In
some embodiments, the TRS controller 195 can also be configured to
obtain a braking signal from the braking sensor 190 and operate the
TRS 100 based on the braking signal.
[0061] In one configuration, the compressor 160 can be a belt
driven compressor, the prime mover 125 can be a combustion engine,
and the compressor 160 can be connected to the prime mover 125 via
a clutch (not shown). A controller (e.g., the vehicle control
portion 135, the TRS controller 195) can be configured to instruct
the clutch to connect the compressor 160 to the prime mover 125.
Accordingly, mechanical energy generated by the prime mover 125 can
be provided directly to the compressor 160 in order to drive the
compressor 160 and thereby operate the heat transfer fluid circuit
185. Also, the optional electrical generator portion 130 can be a
belt driven alternator that allows a portion of the mechanical
energy generated by the prime mover 125 to be converted into
electrical energy that can then be used to, for example, power the
vehicle controller portion 135, charge the energy storage source
140 and the optional secondary energy storage device 145. FIG. 2
below illustrates one embodiment of a method for charging a PCM of
the thermal accumulator 175 using energy generated from the prime
mover 125 during a braking condition, according to this
configuration.
[0062] In another configuration, the TRS 110 can be an electric TRS
in which the compressor 160 is an electric compressor, the prime
mover 125 can be a combustion engine, and the compressor 160 can be
connected to the prime mover 125 via the optional electrical
generator portion 130. The optional electrical generator portion
130 can include a belt driven alternator and can be connected to
the prime mover 125 via a clutch (not shown). Accordingly,
mechanical energy generated by the prime mover 125 can be converted
into electrical energy by the optional electrical generator portion
130 and then directed to the compressor 160 in order to drive the
compressor 160 and thereby operate the heat transfer fluid circuit
185. Also, a portion of the electrical energy converted by the
optional electrical generator portion 130 can be used to, for
example, power the vehicle controller portion 135, charge the
energy storage source 140 and the optional secondary energy storage
device 145. FIG. 3 below illustrates one embodiment of a method for
charging a PCM of the thermal accumulator 175 using energy
generated from the prime mover 125 during a braking condition,
according to this configuration.
[0063] In yet another configuration, the prime mover 125 can be a
hybrid prime mover that includes both a combustion engine and an
electric drive. In this configuration, the TRS 110 can be an
electric TRS in which the compressor 160 is an electric compressor.
The compressor 160 can be connected to the electric drive of the
prime mover 125 such that electrical energy generated by the
electric drive can be used to drive the compressor 160 and thereby
operate the heat transfer fluid circuit 185. Also, a portion of the
electrical energy generated by the electric drive of the prime
mover 125 can be used to, for example, power the vehicle controller
portion 135, charge the energy storage source 140 and the optional
secondary energy storage device 145.
[0064] In this configuration, the optional electrical generator
portion 130 can include a belt driven alternator connected to the
combustion engine of the prime mover 125 and configured to convert
mechanical energy generated by the combustion engine into
electrical energy. The electrical energy can then be used to, for
example, power the vehicle controller portion 135, charge the
energy storage source 140 and the optional secondary energy storage
device 145.
[0065] In some embodiments of this configuration, the optional
electrical generator portion 130 can also include an inverter
generator that is connected to the electric drive of the prime
mover 125 and can be configured to convert AC electrical energy
generated by the electric drive into DC electrical energy.
Accordingly, the inverter generator can provide DC electrical
energy to, for example, drive the compressor 160, power the vehicle
controller portion 135, charge the energy storage source 140 and
the optional secondary energy storage device 145.
[0066] FIG. 4 below illustrates one embodiment of a method for
charging a PCM of the thermal accumulator 175 using energy
generated from the prime mover 125 during a braking condition,
according to this configuration.
[0067] In one more configuration, the prime mover 125 can be an
electric drive. In this configuration, the TRS 110 can be an
electric TRS in which the compressor 160 is an electric compressor.
The compressor 160 can be connected to the electric drive of the
prime mover 125 such that electrical energy generated by the
electric drive can be used to drive the compressor 160 and thereby
operate the heat transfer fluid circuit 185. Also, a portion of the
electrical energy generated by the electric drive of the prime
mover 125 can be used to, for example, power the vehicle controller
portion 135, charge the energy storage source 140 and the optional
secondary energy storage device 145.
[0068] In some embodiments of this configuration, the optional
electrical generator portion 130 can also include an inverter
generator that is connected to the electric drive of the prime
mover 125 and can be configured to convert AC electrical energy
generated by the electric drive into DC electrical energy.
Accordingly, the inverter generator can provide DC electrical
energy to, for example, drive the compressor 160, power the vehicle
controller portion 135, charge the energy storage source 140 and
the optional secondary energy storage device 145.
[0069] FIG. 5 below illustrates one embodiment of a method for
charging a PCM of the thermal accumulator 175 using energy
generated from the prime mover 125 during a braking condition,
according to this configuration.
[0070] FIG. 2 illustrates a flow chart of method 200 for charging a
PCM of a thermal accumulator or thermal accumulator module (e.g.,
the thermal accumulator module 175) using braking energy from a
vehicle (e.g., the cab 115), according to one embodiment. In this
embodiment, the vehicle uses a combustion engine (e.g., diesel
engine) as a prime mover (e.g., the prime mover 125) to operate the
vehicle and to run a belt driven compressor (e.g., the compressor
160) of a TRS (e.g., the TRS 110).
[0071] At 205, a controller (e.g., the vehicle control portion 135,
the TRS controller 195) monitors for a braking signal from a
braking sensor (e.g., the braking sensor 190) indicating that the
vehicle is operating under a braking condition (e.g., braking,
downhill riding, etc.). At 210, the controller determines whether a
braking signal is received. If a braking signal is received from
the braking sensor, the method 200 proceeds to 215, 220 and 225. If
a braking signal is not received from the braking sensor, the
method 200 proceeds to 225.
[0072] At 215, the controller instructs a clutch to connect the
belt driven compressor of the TRS to the combustion engine. At 220,
the controller switches into operation one or more heat exchanger
fans (e.g., the heat exchanger fans 167) of the TRS. Accordingly,
mechanical energy generated by the combustion engine during the
braking condition can be used to run a heat transfer fluid circuit
(e.g., the heat transfer fluid circuit 185) of the TRS, thereby
charging a PCM of a thermal accumulator or a thermal accumulator
module in the transport unit. In some embodiments, the mechanical
energy used to run the heat transfer fluid circuit is redundant
energy not required to move the vehicle.
[0073] At 225, the controller connects the combustion engine to an
alternator (e.g., the electrical generator portion 130) so as to
convert the mechanical energy generated by the combustion engine
into electrical energy. The electrical energy can then be stored,
for example, in an energy storage source (e.g., the energy storage
source 140), a secondary energy storage device (e.g., the secondary
energy storage device 145), etc.
[0074] When the vehicle is operating under a braking condition, the
ratio of mechanical energy generated by the combustion engine
directed to run the belt driven compressor, the heat exchanger fans
versus to run the alternator can vary. In one embodiment, the
mechanical energy generated by the combustion engine can be
directed first to the belt driven compressor until the PCM is, for
example, fully charged before being directed to the alternator to
charge, for example, the energy storage source, the secondary
energy storage device, etc. In another embodiment, the mechanical
energy generated by the combustion engine can be directed to the
alternator until, for example, the energy storage source and the
secondary energy storage device is, for example, fully charged
before being directed to the belt driven compressor to charge the
PCM. In yet another embodiment, the mechanical energy generated by
the combustion engine can be directed to the alternator and the
belt driven compressor concurrently so that, for example, the
energy storage source, the secondary energy storage device and the
PCM can both be charged at the same time.
[0075] FIG. 3 illustrates a flow chart of method 300 for charging a
PCM of a thermal accumulator or thermal accumulator module (e.g.,
the thermal accumulator module 175) using braking energy from a
vehicle (e.g., the cab 115), according to a second embodiment. In
this embodiment, the vehicle uses a combustion engine (e.g., diesel
engine) as a prime mover (e.g., the prime mover 125) to operate the
vehicle and to run an electric compressor (e.g., the compressor
160) of an electric TRS (e.g., the TRS 110).
[0076] At 305, a controller (e.g., the vehicle control portion 135,
the TRS controller 195) monitors for a braking signal from a
braking sensor (e.g., the braking sensor 190) indicating that the
vehicle is operating under a braking condition (e.g., braking,
downhill riding, etc.). At 310, the controller determines whether a
braking signal is received. If a braking signal is received from
the braking sensor, the method 300 proceeds to 315 and the 320. If
a braking signal is not received from the braking sensor, the
method 300 proceeds to 320.
[0077] At 315, the controller instructs a clutch to connect a belt
driven alternator (e.g., of the electrical generator portion 130)
to the combustion engine so as to convert the mechanical energy
generated by the combustion engine into electrical energy for use
by the electric TRS. In particular, the controller uses the
electrical energy to drive an electrically driven compressor and to
switch on one or more heat exchanger fans (e.g., the heat exchanger
fans 167) of the electric TRS. Accordingly, mechanical energy
generated by the combustion engine during the braking condition can
be used to run a heat transfer fluid circuit of the electric TRS,
thereby charging a PCM of a thermal accumulator or a thermal
accumulator module in a transport unit. In some embodiments, the
mechanical energy converted by the belt driven alternator into
electrical energy to run the heat transfer fluid circuit is
redundant energy not required to move the vehicle.
[0078] At 320, the controller connects the combustion engine to a
second alternator (e.g., of the electrical generator portion 130)
so as to convert the mechanical energy generated by the combustion
engine into electrical energy. The electrical energy can then be
stored in an energy storage source (e.g., the energy storage source
140) and/or a secondary energy storage device (e.g., the secondary
energy storage device 145).
[0079] When the vehicle is operating under a braking condition, the
ratio of mechanical energy generated by the combustion engine
directed to run the belt driven alternator versus to run the second
alternator can vary. In one embodiment, the mechanical energy
generated by the combustion engine can be directed first to the
belt driven alternator until the PCM is, for example, fully charged
before being directed to the second alternator to, for example,
charge the energy storage source and/or the secondary energy
storage device. In another embodiment, the mechanical energy
generated by the combustion engine can be directed to the second
alternator until, for example, the energy storage source and/or the
secondary energy storage device is, for example, fully charged
before being directed to the belt driven alternator to charge the
PCM. In yet another embodiment, the mechanical energy generated by
the combustion engine can be directed to the second alternator and
the belt driven alternator concurrently so that the energy storage
source, the secondary energy storage device and the PCM can all be
charged at the same time.
[0080] When the vehicle is not operating under a braking condition,
the mechanical energy generated by the combustion engine can be
used to charge, for example, the energy storage source and/or the
secondary energy storage device until the energy storage source
and/or the secondary energy storage device is, for example, fully
charged.
[0081] FIG. 4 illustrates a flow chart of method 400 for charging a
PCM of a thermal accumulator or thermal accumulator module (e.g.,
the thermal accumulator module 175) using braking energy from a
vehicle (e.g., the cab 115), according to a third embodiment. In
this embodiment, the vehicle is a hybrid vehicle in which a prime
mover (e.g., the prime mover 125) uses both a combustion engine
(e.g., diesel engine) and an electric drive (e.g., motor-generator)
to operate the vehicle and to run an electric TRS (e.g., the TRS
110). The electric drive can be powered by, for example, an energy
storage source (e.g., the energy storage source 140).
[0082] At 405, a controller (e.g., the vehicle control portion 135,
the TRS controller 195) monitors for a braking signal from a
braking sensor (e.g., the braking sensor 190) indicating that the
vehicle is operating under a braking condition (e.g., braking,
downhill riding, etc.). At 410, the controller determines whether a
braking signal is received. If a braking signal is received from
the braking sensor, the electric drive is being used to operate the
vehicle and the method 400 proceeds to 415 and 420. If a braking
signal is not received from the braking sensor, the combustion
engine and/or the electric drive is used to operate the vehicle
based on operating parameters of the hybrid vehicle and the method
400 proceeds to 425.
[0083] At 415, the controller instructs the electric drive to
provide electrical energy to the electric TRS. The electric TRS is
configured to use the electrical energy generated by the electric
drive to drive an electrically driven compressor (e.g., the
compressor 160) and to switch on one or more heat exchanger fans
(e.g., the heat exchanger fans 167) of the electric TRS.
Accordingly, electrical energy generated by the electric drive
during the braking condition can be used to run a heat transfer
fluid circuit (e.g., the heat transfer fluid circuit 185) of the
electric TRS, thereby charging the PCM of the thermal accumulator
or thermal accumulator module in the transport unit. In some
embodiments, the electrical energy directed to the electric TRS is
redundant energy not required to move the vehicle. At 420, the
controller instructs the electric drive to provide electrical
energy to charge the energy storage source and/or a secondary
energy storage device (e.g., the secondary energy storage device
145).
[0084] When the vehicle is operating under a braking condition, the
ratio of electrical energy generated by the electric drive directed
to run the electric TRS versus to charge the energy storage source
and/or the secondary energy storage device can vary. In one
embodiment, the electric drive can be configured to provide
electrical energy to the electric TRS until the PCM is, for
example, fully charged before providing electrical energy to charge
the energy storage source and/or the secondary energy storage
device. In another embodiment, the electric drive can be configured
to charge the energy storage source and/or the secondary energy
storage device is, for example, fully charged before providing
electrical energy to the electric TRS until the PCM is, for
example, fully charged. In yet another embodiment, the electric
drive can be configured to charge the energy storage source and/or
the secondary energy storage device concurrently with charging the
PCM.
[0085] At 425, the controller directs a portion of mechanical
energy generated by the combustion engine to run the vehicle to a
belt driven alternator to convert the portion of mechanical energy
into electrical energy. The electrical energy can then be used to
charge the energy storage source and/or the secondary energy
storage device.
[0086] In some embodiments, it is appreciated that the combustion
engine and the electric drive are operating concurrently.
Accordingly, for example, when the vehicle is not operating under a
braking condition, the electric drive can use electrical energy
stored in the energy storage source to provide energy to operate
the vehicle concurrently with the combustion engine providing
mechanical energy to operate the vehicle.
[0087] FIG. 5 illustrates a flow chart of method 500 for charging a
PCM of a thermal accumulator or thermal accumulator module (e.g.,
the thermal accumulator module 175) using braking energy from a
vehicle (e.g., the cab 115), according to a fourth embodiment. In
this embodiment, the vehicle is an electric vehicle that uses an
electric drive (e.g., motor-generator) as a prime mover (e.g., the
prime mover 125) to operate the vehicle and to run an electric TRS
(e.g., the TRS 110). The electric drive can be powered by, for
example, an energy storage source (e.g., the energy storage source
140).
[0088] At 505, a controller (e.g., the vehicle control portion 135,
the TRS controller 195) monitors for a braking signal from a
braking sensor (e.g., the braking sensor 190) indicating that the
vehicle is operating under a braking condition (e.g., braking,
downhill riding, etc.). At 510, the controller determines whether a
braking signal is received. If a braking signal is received from
the braking sensor, the method 500 proceeds to 515 and 520. If a
braking signal is not received from the braking sensor, the method
500 proceeds to 525.
[0089] At 515, the controller instructs the electric drive to
provide electrical energy to the electric TRS. The electric TRS is
configured to use the electrical energy generated by the electric
drive to drive an electrically driven compressor (e.g., the
compressor 160) and to switch on one or more heat exchanger fans
(e.g., the heat exchanger fans 167) of the electric TRS.
Accordingly, electrical energy generated by the electric drive
during the braking condition can be used to run a heat transfer
fluid circuit (e.g., the heat transfer fluid circuit 185) of the
electric TRS, thereby charging the PCM of the thermal accumulator
or the thermal accumulator module in the transport unit. In some
embodiments, the electrical energy directed to the electric TRS is
redundant energy not required to move the vehicle. At 520, the
controller instructs the electric drive to provide electrical
energy to charge the energy storage source and/or a secondary
(e.g., the secondary energy storage device 145).
[0090] When the vehicle is operating under a braking condition, the
ratio of electrical energy generated by the electric drive directed
to run the electric TRS versus to charge the energy storage source
and/or the secondary energy storage device can vary. In one
embodiment, the electric drive can be configured to provide
electrical energy to the electric TRS until the PCM is, for
example, fully charged before providing electrical energy to charge
the energy storage source and/or the secondary energy storage
device. In another embodiment, the electric drive can be configured
to charge the energy storage source and/or the secondary energy
storage device until the energy storage source is, for example,
fully charged before providing electrical energy to the electric
TRS until the PCM is, for example, fully charged. In yet another
embodiment, the electric drive can be configured to charge the
energy storage source and/or the secondary energy storage device
concurrently with charging the PCM.
[0091] At 525, the controller directs electrical energy stored in
the energy storage source to the electric drive in order to operate
the vehicle.
[0092] An advantage of the embodiments described above is that an
amount of time a TRS can use a PCM to provide an environmental
condition within a refrigerated can be increased, as the PCM can be
charged while the refrigerated transport unit is in transport.
Also, as the embodiments described herein use redundant prime
energy available during a braking condition energy savings for
running a TRS can be achieved. Also, the embodiments described
herein provide more efficient direct energy utilization of
redundant energy generated by a prime mover.
Aspects
[0093] It is noted that any of aspects 1-7, 8-18, 19, 20, 21 and 22
can be combined.
Aspect 1. A method for charging a phase change material (PCM) of a
thermal accumulator provided in a refrigerated transport unit that
includes a prime mover to move the refrigerated transport unit, a
transport refrigeration system (TRS) that includes a heat transfer
fluid circuit having a compressor, a heat exchanger, an expansion
device and a PCM heat exchanger, the method comprising:
[0094] monitoring for, via a controller, a braking signal from a
braking sensor of the refrigerated transport unit;
[0095] directing energy generated by the prime mover for moving the
refrigerated transport unit to the TRS when the controller receives
a braking signal from the braking sensor; and
[0096] the TRS charging the PCM of the thermal accumulator via the
heat transfer fluid circuit when the energy generated by the prime
mover is directed to the TRS.
Aspect 2. The method according to aspect 1, further comprising:
[0097] preventing energy generated by the prime mover for moving
the refrigerated transport unit from being directed to the TRS when
the controller does not receive a braking signal from the braking
sensor.
Aspect 3. The method according to any of aspects 1-2, wherein the
TRS charging the PCM of the thermal accumulator via the heat
transfer fluid circuit includes directing a heat transfer fluid
through the PCM heat exchanger. Aspect 4. The method according to
any of aspects 1-3, wherein the TRS charging the PCM of the thermal
accumulator includes operating one or more heat exchanger fans of
the TRS. Aspect 5. The method according to any of aspects 1-4,
further comprising directing energy generated by the prime mover
for moving the refrigerated transport unit to an energy storage
source when the controller does not receive a braking signal from
the braking sensor. Aspect 6. The method according to any of
aspects 1-5, further comprising directing energy generated by the
prime mover for moving the refrigerated transport unit to a
secondary energy storage device when the controller does not
receive a braking signal from the braking sensor. Aspect 7. The
method according to any of aspects 1-6, further comprising when the
controller receives a braking signal from the braking sensor,
concurrently directing energy generated by the prime mover for
moving the refrigerated transport unit to the TRS to charge the PCM
and to an energy storage source to charge the energy storage
source. Aspect 8. A refrigerated transport unit comprising:
[0098] a prime mover configured to provide energy for moving the
refrigerated transport unit; a braking sensor configured to monitor
a braking condition of the refrigerated transport unit;
[0099] the controller configured to monitor for the braking
signal;
[0100] a transport unit including an interior space, the interior
space including a thermal accumulator module having a phase change
material (PCM) and a PCM heat exchanger provided therein; and
[0101] a transport refrigeration system (TRS) including a
compressor;
[0102] wherein the PCM heat exchanger and the compressor form a
heat transfer fluid circuit;
[0103] wherein when the controller receives a braking signal from
the braking sensor, the prime mover is configured to direct energy
to the TRS to charge the PCM.
Aspect 9. The refrigerated transport unit of aspect 8, wherein when
the controller does not receive a braking signal from the braking
sensor, the controller is configured to prevent the prime mover
from directing energy to the TRS. Aspect 10. The refrigerated
transport unit according to any of aspects 8-9, wherein when the
controller receives the braking signal from the braking sensor, the
prime mover is configured to direct energy to the TRS to operate
the compressor and direct a heat transfer fluid through the PCM
heat exchanger to charge the PCM. Aspect 11. The refrigerated
transport unit according to any of aspects 8-10, wherein the TRS
charging the PCM of the thermal accumulator includes operating one
or more heat exchanger fans of the TRS. Aspect 12. The refrigerated
transport unit according to any of aspects 8-11, further
comprising:
[0104] an energy storage source connected to the prime mover,
wherein the prime mover is configured to direct energy generated by
the prime mover for moving the refrigerated transport unit to the
energy storage source when the controller does not receive a
braking signal from the braking sensor.
Aspect 13. The refrigerated transport unit according to any of
aspects 8-12, further comprising:
[0105] a secondary energy storage device configured to store energy
when the primary mover is disengaged, wherein the prime mover is
configured to direct energy generated by the prime mover for moving
the refrigerated transport unit to the secondary energy storage
device when the controller does not receive a braking signal from
the braking sensor.
Aspect 14. The refrigerated transport unit according to any of
aspects 8-13, wherein when the controller receives a braking signal
from the braking sensor, the prime mover is configured to
concurrently direct energy to the TRS to charge the PCM and to an
energy storage source to charge the energy storage source. Aspect
15. The refrigerated transport unit according to any of aspects
8-14, wherein the prime mover is a combustion engine. Aspect 16.
The refrigerated transport unit according to aspect 15, wherein the
compressor is a belt driven compressor. Aspect 17. The refrigerated
transport unit according to any of aspects 8-14, wherein the prime
mover is an electric drive and the compressor is an electrically
powered compressor. Aspect 18. The refrigerated transport unit
according to any of aspects 8-14, wherein the prime mover includes
a combustion engine and an electric drive. Aspect 19. A method for
charging a phase change material (PCM) of a thermal accumulator
provided in a refrigerated transport unit that includes a
combustion engine to move the refrigerated transport unit, and a
transport refrigeration system (TRS) that includes a refrigeration
circuit having a belt driven compressor, a condenser, an expansion
device and a PCM evaporator, the method comprising:
[0106] monitoring for, via a controller, a braking signal from a
braking sensor of the refrigerated transport unit;
[0107] directing mechanical energy generated by the combustion
engine for moving the refrigerated transport unit to the belt
driven compressor when the controller receives a braking signal
from the braking sensor; and
[0108] the TRS charging the PCM of the thermal accumulator via the
refrigeration circuit when the mechanical energy generated by the
prime mover is directed to the belt driven compressor.
Aspect 20. A method for charging a phase change material (PCM) of a
thermal accumulator provided in a refrigerated transport unit that
includes a combustion engine to move the refrigerated transport
unit, a belt driven alternator configured to convert mechanical
energy generated by the prime mover into electrical energy, and a
transport refrigeration system (TRS) that includes a refrigeration
circuit having an electric compressor, a condenser, an expansion
device and a PCM evaporator, the method comprising:
[0109] monitoring for, via a controller, a braking signal from a
braking sensor of the refrigerated transport unit;
[0110] the belt driven alternator converting mechanical energy
generated by the combustion engine for moving the refrigerated
transport unit into electrical energy when the controller receives
a braking signal from the braking sensor;
[0111] directing the electrical energy to the electric compressor;
and the TRS charging the PCM of the thermal accumulator via the
refrigeration circuit when the electrical energy is directed to the
electric compressor.
Aspect 21. A method for charging a phase change material (PCM) of a
thermal accumulator provided in a refrigerated transport unit that
includes both a combustion engine and an electric drive to move the
refrigerated transport unit, and a transport refrigeration system
(TRS) that includes a refrigeration circuit having an electric
compressor, a condenser, an expansion device and a PCM evaporator,
the method comprising:
[0112] monitoring for, via a controller, a braking signal from a
braking sensor of the refrigerated transport unit;
[0113] the electric drive directing electrical energy for moving
the refrigerated transport unit to the electric compressor when the
controller receives a braking signal from the braking sensor;
[0114] the combustion engine directing mechanical energy generated
for moving the refrigerated transport unit to an energy storage
source when the controller does not receive a braking signal from
the braking sensor; and
[0115] the TRS charging the PCM of the thermal accumulator via the
refrigeration circuit when the electrical energy is directed to the
electric compressor.
Aspect 22. A method for charging a phase change material (PCM) of a
thermal accumulator provided in a refrigerated transport unit that
includes an electric drive to move the refrigerated transport unit,
and a a transport refrigeration system (TRS) that includes a
refrigeration circuit having an electric compressor, a condenser,
an expansion device and a PCM evaporator, the method
comprising:
[0116] monitoring for, via a controller, a braking signal from a
braking sensor of the refrigerated transport unit;
[0117] the electric drive directing electrical energy for moving
the refrigerated transport unit to the electric compressor when the
controller receives a braking signal from the braking sensor;
and
[0118] the TRS charging the PCM of the thermal accumulator via the
refrigeration circuit when the electrical energy is directed to the
electric compressor.
[0119] The terminology used in this Specification is intended to
describe particular embodiments and is not intended to be limiting.
The terms "a," "an," and "the" include the plural forms as well,
unless clearly indicated otherwise. The terms "comprises" and/or
"comprising," when used in this Specification, specify the presence
of the stated features, integers, steps, operations, elements,
and/or components, but do not preclude the presence or addition of
one or more other features, integers, steps, operations, elements,
and/or components.
[0120] With regard to the preceding description, it is to be
understood that changes may be made in detail, especially in
matters of the construction materials employed and the shape, size,
and arrangement of parts without departing from the scope of the
present disclosure. The word "embodiment" as used within this
Specification may, but does not necessarily, refer to the same
embodiment. This Specification and the embodiments described are
exemplary only. Other and further embodiments may be devised
without departing from the basic scope thereof, with the true scope
and spirit of the disclosure being indicated by the claims that
follow.
* * * * *