SYSTEM AND METHOD FOR MANAGING REFRIGERATION TEMPERATURES IN STORAGE AREAS OF A VEHICLE

A first duct, second duct, third duct, and fourth duct extend across at least a part of a first zone and at least a part of a second zone of a vehicle, and each are configured with one or more vents. Each of the vents has an adjustable opening allowing the transfer of air produced by first or second refrigeration units from the duct. An adjustment is caused to one or more of the position of the openings of the vents, the operation of the first refrigeration unit, and the operation of the second refrigeration unit. The adjustment is effective to maintain a first temperature in the first zone and a second temperature in the second zone.

TECHNICAL FIELD

These teachings relate generally to vehicles that include refrigeration units and, more specifically, managing the temperature in storage areas of vehicles.

BACKGROUND

Vehicles transport various types of goods from location to location. Perishable products are transported and often require the use of a refrigeration unit to ensure that the products do not become unusable. Unfortunately, the refrigeration unit fails on some occasions.

Previous approaches of handling refrigeration unit failure relied upon the use of a dedicated back-up refrigeration unit when the original unit had failed. However, the back-up unit would not be operated until the original unit had failed. This was a significant waste of system resources because the back-up unit was expensive, but was typically seldom needed.

Another problem associated with previous approaches was that these approaches failed to adequately cool products being stored in the vehicle. For example, some products required colder temperatures than other products. It proved difficult to regulate the temperatures in the storage area of a vehicle so that each product was maintained at its optimum temperature as circumstances changed. For instance, previous approaches failed to adequately manage temperatures within the storage area of a vehicle as the outside temperature changed and/or as the products themselves changed.

In any case, previous approaches were typically ad-hoc and resulted in the inefficient allocation of system resources. Additionally, many products perished due to the above-mentioned problems, resulting in financial losses for shipping companies and their customers.

DETAILED DESCRIPTION

Generally speaking, many of these embodiments provide for a system and method that manages the refrigeration of products that are transported in vehicles. The vehicle has two (or more) refrigeration units and each refrigeration unit has two ducts, one duct supplying chilled air and the other duct supplying freezer air. The units may, in some instances, operate at the same time, while at other times, only one of the units is operating. The positions of vents that are disposed through the ducts, and the operation of the two refrigeration units are dynamically controlled to maintain desired temperatures in one or more zones of the vehicle.

In many of these embodiments, a system for refrigerating products includes a communication network, a vehicle, and a control circuit. A central processing center is coupled to the communication network. The vehicle includes a transceiver circuit that is coupled to the communication network and is configured to receive instructions from the central processing center via the communication network as the vehicle is moving. The vehicle also includes a storage area, and the storage area includes a bulkhead that divides the storage area into a first zone and a second zone. The vehicle further includes a first refrigeration unit and a second refrigeration unit. Each of the refrigeration units create freezer air having a first temperature and chilled air having a second temperature. The first temperature being less than the second temperature.

The vehicle still further includes a first duct (extending from the first refrigeration unit) supplying freezer air, a second duct extending from the first refrigeration unit (supplying chilled air), a third duct extending from the second refrigeration unit (supplying freezer air), and a fourth duct extending from the second refrigeration unit (supplying chilled air). The first duct, the second duct, the third duct, and the fourth duct extend across at least a part of the first zone and at least a part of the second zone, and each are configured with one or more vents. Each of the vents has an adjustable opening allowing the transfer of air from the duct to portions of the storage area.

The control circuit is coupled to the transceiver circuit and to the adjustable vents, and is configured to, form instructions that cause an adjustment to one or more of: a position of the openings of the vents, an operation of the first refrigeration unit, and an operation of the second refrigeration unit. The adjustment is effective to maintain the first temperature in the first zone and the second temperature in the second zone.

In aspects, the adjustment is determined by one or more of: a first measured temperature in the first zone and a second measured temperature in the second zone, a measured exterior temperature of the environment exterior to the vehicle, a first operational condition of the first refrigeration unit and a second operational condition of the second refrigeration unit, or a first type of product stored in the first zone and a second type of product stored in the second zone. Other examples are possible.

In other examples, the instructions define a number of vents to open and close in the first zone and the second zone. In still other examples, the number of vents to open and close in the first zone and the second zone is determined at the central processing center based at least in part upon sensed temperature readings obtained in the first zone and the second zone, the readings being transmitted to the central processing center by the transceiver circuit via the network. In other aspects, the position of the vents includes a fully open position and a fully closed position.

In still other aspects, the instructions cause the first refrigeration unit and the second refrigeration unit to be operating at the same time. In other aspects, failure of the first refrigeration unit is detected by the control circuit. Upon detection of the failure, the control circuit causes a message identifying the failure to be transmitted from the transceiver circuit to the central processing center via the network.

In some examples, the bulkhead includes a damper. In other examples, the damper is adjustable by the control circuit. In yet other examples, the bulkhead is a curtain-like bulkhead, or an inflatable bulkhead.

In aspects, controlling the vents could enable at least one temperature zone. For instance, four zones (quarter-trailer) may be controlled. With the use of a bulkhead and dynamically controlled vents, there could be three or four zones, one or two on each side of the bulkhead. In still other examples, there could be more than one bulkhead. For another example, a zone could be implemented by directing the output of one or more vents at one or more specific cargo items or pallets.

In others of these embodiments, instructions from a central processing center are received via a network at a vehicle as the vehicle is moving. The vehicle has a storage area, and the storage area includes a bulkhead that divides the storage area into a first zone and a second zone. The vehicle includes a first refrigeration unit and a second refrigeration unit, and each of the refrigeration units supply freezer air with a first temperature and chilled air with a second temperature. The first temperature is less than the second temperature.

Freezer air is supplied from a first duct extending from the first refrigeration unit. Chilled air is supplied from a second duct extending from the first refrigeration unit. Freezer air is supplied from a third duct extending from the second refrigeration unit. Chilled air is supplied from a fourth duct extending from the second refrigeration unit.

The first duct, the second duct, the third duct, and the fourth duct extend across at least a part of the first zone and at least a part of the second zone, and each are configured with one or more vents. Each of the vents has an adjustable opening allowing the transfer of air from the duct. An adjustment is caused to one or more of the position of the openings of the vents, the operation of the first refrigeration unit, and the operation of the second refrigeration unit. The adjustment is effective to maintain the first temperature in the first zone and the second temperature in the second zone.

Referring now toFIG. 1, a system maintaining the temperatures of refrigerated products being transported in a vehicle includes a communication network102, a vehicle104, a database106, and a control circuit108. The vehicle104includes a transceiver circuit110and the transceiver circuit110is communicatively coupled to the network102.

The communication network102may be any network or combination of networks. In examples, the network102may be the cloud, the internet, cellular networks, local or wide area networks, or any combination of these (or other) networks. The network102may include various electronic devices (e.g., routers, gateways, and/or processors to mention a few examples).

The vehicle104is any vehicle such as a truck, tractor-trailer, or automobile that is configured to store and move products. The vehicle104also includes a storage area120, the storage area120including a bulkhead122that divides the storage area into a first zone124and a second zone126. The vehicle104further includes a first refrigeration unit112and a second refrigeration unit114. Each of the refrigeration units112,114create freezer air having a first temperature and chilled air having a second temperature. The first temperature is less than the second temperature. In examples the freezer air is effective to keep products in a frozen state, while the chilled air is sufficient to maintain products in a non-frozen, but chilled state.

The vehicle104still further includes a first duct130extending from the first refrigeration unit112and supplying freezer air, a second duct132extending from the first refrigeration unit112and supplying chilled air, a third duct134extending from the second refrigeration unit114and supplying freezer air, and a fourth duct136extending from the second refrigeration unit114and supplying chilled air. The first duct130, the second duct132, the third duct134, and the fourth duct136extend across at least a part of the first zone124and at least a part of the second zone126, and each are configured with one or more vents113. The ducts130,132,134, and136may be hollow passageways that direct air from the refrigeration units112, and114to the storage areas of the vehicle. In one example, the ducts130,132,134, and136are formed by four walls that are arranged at right angles to each other.

Each of the vents113extends through wall of the ducts130,132,134, and136, and include adjustable openings allowing the transfer of air from the interior of the duct to storage areas in the vehicle. In these regards an actuation mechanism115(e.g., a motor that has levers, arms, or other structures to adjust an amount of opening in a particular vent) may be coupled to the vents113. The actuation mechanism115is also coupled to the transceiver110. Instructions received at the transceiver110control the actuation mechanism115, which in turn controls the amount of opening (e.g., open, closed, or percent open) of the vents113. In other examples, separate actuation mechanisms are disposed at each of the vents113.

The transceiver circuit110is configured to transmit and receive information from the vehicle104. The transceiver circuit110may allow a driver in the vehicle104via the network102to transmit and receive messages from a central control center115. As mentioned, instructions are also received from the control circuit108that adjust the amount of opening of the vents113. The transceiver110is additionally coupled to the first refrigeration unit112and the second refrigeration unit114. The same or other instructions that control vents113control the operation of the refrigeration units112and114(e.g., activating or deactivating these units). The refrigeration units112and114may also report failures (or the operational status) of themselves to the control circuit108.

Sensors117are disposed in the first zone124and the second zone126and are coupled to the transceiver110. In aspects, the sensors117measure the temperature of the zones and the sensed temperatures are sent to the control circuit108via the transceiver110and network102.

The control circuit108and the database106are disposed at the central control center115. The transceiver circuit110may implemented as any combination of electronic hardware and software.

The database106is disposed at a central processing center114and stores information concerning products stored in the storage area120including the pattern of product storage (i.e., which products are stored in the first zone124, and which products are stored in the second zone126). Other information that can be stored in the database106includes the cooling requirements of the products, the number of products, and the type of products. Some or all of this information can be used by the control circuit to issue instructions to control the operation of the refrigeration units112and114, and/or the vents113.

The control circuit108is disposed at the central processing center114and is communicatively coupled to the network102. It will be appreciated that as used herein the term “control circuit” refers broadly to any microcontroller, computer, or processor-based device with processor, memory, and programmable input/output peripherals, which is generally designed to govern the operation of other components and devices. It is further understood to include common accompanying accessory devices, including memory, transceivers for communication with other components and devices, etc. These architectural options are well known and understood in the art and require no further description here. The control circuit108may be configured (for example, by using corresponding programming stored in a memory as will be well understood by those skilled in the art) to carry out one or more of the steps, actions, and/or functions described herein.

In other examples, the control circuit108is disposed at the vehicle104. In still other examples, the functions of the control circuit may be split between the vehicle104and the central processing center114.

The control circuit108is coupled to the transceiver circuit110and to the adjustable vents113, and is configured to, form instructions that cause an adjustment to one or more of: a position of the openings of the vents (e.g., using the actuation mechanism115), an operation of the first refrigeration unit112, and an operation of the second refrigeration unit114. The adjustment is effective to maintain the first temperature in the first zone124and the second temperature in the second zone126. The zones124and126are generally self-contained storage areas in which a prescribed temperature is maintained.

In aspects, the adjustment is determined by one or more of: a first measured temperature in the first zone and a second measured temperature in the second zone (e.g., using the sensors117); a measured exterior temperature of the environment exterior to the vehicle (e.g., using a temperature sensor121coupled to the exterior of the vehicle104); a first operational condition of the first refrigeration unit112and a second operational condition of the second refrigeration unit114(as reported by these units); and a first type of product stored in the first zone and a second type of product stored in the second zone (with the product type being stored in the database106). Other examples are possible.

In other examples, the instructions define a number of vents113to open and close in the first zone124and the second zone126. In still other examples, the number of vents113to open and close in the first zone and the second zone is determined at the central processing center115based at least in part upon sensed temperature readings obtained in the first zone124and the second zone126(obtained by the sensors117). The readings are transmitted to the central processing center by the transceiver circuit110via the network102. In other examples, the position of the vents113includes a fully open position and a fully closed position.

In aspects, the instructions cause the first refrigeration unit112and the second refrigeration unit114to be operating at the same time. In other aspects, failure of the first refrigeration unit112is detected by the control circuit108. In examples and upon detection of the failure, the control circuit108causes a message identifying the failure to be transmitted from the transceiver circuit110to the central processing center115via the network102.

In some examples, the bulkhead122includes a damper. In other examples, the damper that has a position that is adjustable by the control circuit108. In yet other examples, the bulkhead is one of: a curtain-like bulkhead, or an inflatable bulkhead.

As for the inflatable bulkhead, this may be a balloon-like structure deployed or secured somewhere in or at the vehicle (e.g., at the ceiling or the roof of the vehicle) that would inflate to displace the amount of air at the top of the vehicle thus increasing the efficiency and speed of cooling. In other words, the inflatable bulkhead would act as an air displacement device.

Referring now toFIG. 2, an approach for taking action upon the failure of a refrigeration unit at a vehicle is described. At step202, instructions from a central processing center are received via a network at a vehicle as the vehicle is moving. The vehicle has a storage area, and the storage area includes a bulkhead that divides the storage area into a first zone and a second zone. The vehicle includes a first refrigeration unit and a second refrigeration unit, and each of the refrigeration units supply freezer air with a first temperature and chilled air with a second temperature. The first temperature is less than the second temperature.

At step204, freezer air is supplied from a first duct extending from the first refrigeration unit. Chilled air is supplied from a second duct extending from the first refrigeration unit.

At step206, freezer air is supplied from a third duct extending from the second refrigeration unit. Chilled air is supplied from a fourth duct extending from the second refrigeration unit.

The first duct, the second duct, the third duct, and the fourth duct extend across at least a part of the first zone and at least a part of the second zone, and each are configured with one or more vents. Each of the vents has an adjustable opening allowing the transfer of air from the duct. The ducts may be formed of walls that are configured as passageways to move air from the refrigeration unit to the storage areas of the vehicle. In one example, the ducts may be pipes or pipe-like structures. In other examples, the ducts are formed from four walls that form an interior passageway for directing or moving the air. Other examples are possible.

At step208, based upon the instructions, an adjustment is caused to the position of the openings of the vents, the operation of the first refrigeration unit, or the operation of the second refrigeration unit. The adjustment is effective to maintain the first temperature in the first zone and the second temperature in the second zone.

Various approaches can be used to determine the adjustment that is communicated in the instructions. For instance, the type of items being transported, the cooling requirements of these items, and the outside air temperature may all be analyzed to determine an appropriate action. Other examples are possible.

Referring now toFIG. 3, one example of a layout of a vehicle300is described. The vehicle300includes a storage area302, which is divided into a first zone304, a second zone306, and a third zone308.

A first refrigeration unit312and a second refrigeration unit314produce chilled air and freezer air. A first duct330extending from the first refrigeration unit312and supplying freezer air, a second duct332extending from the first refrigeration unit312and supplying chilled air, a third duct334extending from the second refrigeration unit314and supplying freezer air, and a fourth duct336extending from the second refrigeration unit314and supplying chilled air. Freezer air is of sufficient temperature (e.g., 0 degrees F.) to keep a product frozen, while chilled air is sufficient to maintain a sufficient temperature (e.g., 32 degrees F.) to keep a product chilled (prevent the product from decaying), but not freeze the product.

Various vents (shown as boxes in the ducts and labeled as313) pierce the ducts and allow air in the ducts to flow into the zones304,306, and308. In this example, both refrigeration units312and314are operating. An “x” indicates a particular vent313is closed, while an “o” indicates that the vent is open. The pattern so-formed (for each of the zones304,306, and308) forms a vent pattern. Various vent patterns may be stored in memory (e.g., the data storage106ofFIG. 1) and be implemented given a set of input conditions. In this example, the first zone304stores frozen items or products, the second zone306stores frozen items or products, and the third zone308stores chilled items or products.

The zones are separated bulkheads340and342. In aspects, the bulkheads340includes dampers344, and the bulkhead342includes dampers346which allow for the circulation of air upon refrigeration unit failure. The dampers are controlled openings (that can be opened or closed) that allow air to circulate as between the zones304,306, and308. Thus, even without any refrigeration unit operating it may be possible to maintain an adequate temperature within the zones304,306, and308to preserve some products. In yet other examples, the bulkhead is one of: a curtain-like bulkhead, or an inflatable bulkhead.

Referring now toFIG. 4, one example of an approach that issues instructions to manage the air temperature in zones within a vehicle is described. This example assumes that a sensor measures the outside air temperature. Two refrigeration units are used.

The outside air temperature will be considered “hot” when the measured temperature is above a first threshold. The outside air temperature will be considered “cold” when the measured temperature is below a second threshold. The outside air temperature will be considered “middle range” when the temperature is between the first threshold and the second threshold. In some aspect, “hot” is above a threshold, while “cold” is below the same threshold.

The vehicle is assumed to have two compartments with two possible product configurations allowable in this example. In a first product configuration, one compartment has ice cream (requiring frozen air), and the other vegetables (requiring chilled air). In a second product configuration, both the first and the second compartments include vegetables.

Two air ducts extend from each refrigeration unit. Each duct as vents that have openings, which can be adjusted to be opened and closed. A vent pattern describes which vents are open and closed. In this example, there will be five patterns. Within a pattern, “x” represents that a particular vent is closed, while an “o” represents that a particular vent is open. In this example, two vents are present within each zone per duct (with four vents total per duct). It will be appreciated that there is not a dedicated back-up that can only be used upon failure of a main unit. In other words, both units can be used or active during normal operation.

The approach uses the measured outside air temperature412, a product configuration pattern414to determine a vent pattern and activation pattern for refrigeration units (on or off) to use. The vent pattern and activation pattern are translated into control signals (e.g., instructions) that operate the physical devices that implement the selection.

At step402, when the temperature is “hot” and the first product configuration exists, the first refrigeration unit is activated, the second refrigeration unit is activated, and a first vent pattern420is utilized. The refrigeration unit operation pattern and the selected vent pattern are effective to maintain the zones in the desired temperatures.

At step404, when the temperature is “hot” and the second product configuration exists, the first refrigeration unit is activated, the second refrigeration unit is deactivated, and a second vent pattern422is utilized. The refrigeration unit operation pattern and the selected vent pattern are effective to maintain the zones in the desired temperatures.

At step406, when the temperature is “cold” and the first product configuration exists, the first refrigeration unit is activated, the second refrigeration unit is deactivated, and a third vent pattern424is utilized. The refrigeration unit operation pattern and the selected vent pattern are effective to maintain the zones in the desired temperatures.

At step408, when the temperature is “cold” and the second product configuration exists, the first refrigeration unit is deactivated, the second refrigeration unit is deactivated, and a fourth vent pattern426is utilized. The refrigeration unit operation pattern and the selected vent pattern are effective to maintain the zones in the desired temperatures.

At step410, when the temperature is “middle range” and the first product configuration exists, the first refrigeration unit is activated, the second refrigeration unit is deactivated, and a fifth vent pattern428is utilized. The refrigeration unit operation pattern and the selected vent pattern are effective to maintain the zones in the desired temperatures.

At step412, when the temperature is “middle range” and the second product configuration exists, the first refrigeration unit is activated, the second refrigeration unit is deactivated, and a sixth vent pattern430is utilized. The refrigeration unit operation pattern and the selected vent pattern are effective to maintain the zones in the desired temperatures.

In these examples, the vents may be controlled by a motor and/or other actuation devices. A control signal (or signals)442is sent from a control circuit to the motor/actuation apparatus to open or close the vent to fit the pattern. Similarly, the same or a separate control signal is sent from the control circuit to the refrigeration units to either activate the refrigeration unit or deactivate the refrigeration units. A mapping table440may be used to translate a determined vent pattern420,422,424,426,428, or438and activation pattern (on or off) for the refrigeration units into the appropriate control signal or signals442that actually implement and control the pattern within the vehicle. Other examples of data structures can also be used.