Patent Publication Number: US-10315495-B2

Title: System and method of controlling compressor, evaporator fan, and condenser fan speeds during a battery mode of a refrigeration system for a container of a vehicle

Description:
CROSS-REFERENCE TO RELATED APPLICATIONS 
     This application claims the benefit of U.S. Provisional Application No. 62/356,620, filed Jun. 30, 2016. The entire disclosure of the application referenced above is incorporated herein by reference. 
     The entire disclosures of each of the following applications are incorporated herein by reference: U.S. Provisional Application No. 62/356,608, filed Jun. 30, 2016, U.S. Provisional Application No. 62/356,626, filed Jun. 30, 2016; U.S. Provisional Application No. 62/356,631, filed Jun. 30, 2016; U.S. Provisional Application No. 62/356,639, filed Jun. 30, 2016; U.S. Provisional Application No. 62/356,647, filed Jun. 30, 2016; U.S. Provisional Application No. 62/356,652, filed Jun. 30, 2016; and U.S. Provisional Application No. 62/356,666, filed Jun. 30, 2016. 
    
    
     FIELD 
     The present disclosure relates to vehicles and, more particularly, to refrigeration systems of vehicles. 
     BACKGROUND 
     Compressors may be used in a wide variety of industrial and residential applications to circulate refrigerant to provide a desired heating or cooling effect. For example, a compressor may be used to provide heating and/or cooling in a refrigeration system, a heat pump system, a heating, ventilation, and air conditioning (HVAC) system, or a chiller system. These types of systems can be fixed, such as at a building or residence, or can be mobile, such as in a vehicle. Vehicles include land based vehicles (e.g., trucks, cars, trains, etc.), water based vehicles (e.g., boats), air based vehicles (e.g., airplanes), and vehicles that operate over a combination of more than one of land, water, and air. 
     Small to mid-sized refrigerated truck systems can include eutectic plates. The eutectic plates are disposed within a box of the corresponding truck and are used to maintain an air temperature within the box and thus contents of the box below a predetermined temperature. The eutectic plates are filled with a fluid and are designed to freeze at a certain temperature. The eutectic plates can be cooled to a medium temperature (e.g., 35° F.) or a low temperature (e.g., less than or equal to 0° F.). The refrigerated truck systems typically pull down a temperature of the eutectic plates at night while the truck is parked at a depot. The refrigerated truck systems typically do not run while the truck is in service (i.e. while standing at a site or while traveling between sites). The refrigerated truck systems do not maintain box set point temperatures accurately and therefore are typically used for transporting frozen goods, not fresh goods which require tighter temperature maintenance and set point tolerances. 
     Some refrigerated truck systems include, in addition to the eutectic plates, a blower/evaporator (hereinafter referred to as an “evaporator”). The evaporator is run as needed and to maintain a temperature within a box of the truck while the corresponding truck is in route between sites. The evaporator is powered by a battery pack, which is charged by solar power or via an alternator and/or generator. The alternator and/or generator are driven by an engine of the truck. While the engine is running, sufficient power is available to run the alternator and/or generator and thus charge the battery pack. However, when the truck is stopped or solar panel output is low, the battery pack is not being charged and the evaporator may not be able to be operated. This inability to operate can cause excessive temperature variation within the box of the truck, which limits the usefulness of the evaporator. 
     The background description provided here is for the purpose of generally presenting the context of the disclosure. Work of the presently named inventors, to the extent it is described in this background section, as well as aspects of the description that may not otherwise qualify as prior art at the time of filing, are neither expressly nor impliedly admitted as prior art against the present disclosure. 
     SUMMARY 
     A system is provided and includes a mode module and a battery module. The mode module is configured to, based on multiple parameters, determine whether to operate in a shore power mode, an engine mode or a battery mode. One or more batteries are charged based on received utility power while in the shore power mode. The one or more batteries, while in the engine mode, are charged based on power received from a power source, where the power source includes at least one of a solar panel, an alternator or a generator. The battery module is configured to, while operating in the battery mode, determine a speed based on (i) a temperature within a temperature controlled container of a vehicle, and (ii) a state of charge of the one or more batteries. The compressor is run at the speed while in the battery mode. While in the battery mode, the one or more batteries are not being charged based on power from (i) a shore power source, and (ii) the power source from which power is received during the engine mode. The power may be received from and/or supplemented based on power from the solar panel. 
     In other features, a system is provided and includes a mode module and a battery module. The mode module is configured to determine an operating mode of a vehicle based on a plurality of parameters including determine whether to operate in a shore power mode, an engine mode, or a battery mode. One or more batteries are charged based on received utility power while in the shore power mode. If the vehicle is not operating in the shore power mode, the one or more batteries may be charged based on power generated by an engine or based on power from a solar panel. The battery module is configured to, while operating in the battery mode: determine a first speed based on (i) a temperature within a temperature controlled container of the vehicle, and (ii) a state of charge of the one or more batteries; and run a compressor at the first speed. While in the battery mode, the one or more batteries is not being charged based on power from a shore power source. 
     Further areas of applicability of the present disclosure will become apparent from the detailed description, the claims and the drawings. The detailed description and specific examples are intended for purposes of illustration only and are not intended to limit the scope of the disclosure. 
    
    
     
       BRIEF DESCRIPTION OF THE DRAWINGS 
       The present disclosure will become more fully understood from the detailed description and the accompanying drawings. 
         FIGS. 1A and 1B  are functional block diagrams of example vehicle systems. 
         FIGS. 2A and 2B  are schematics including a battery pack for a refrigeration system of a vehicle and example charging systems for charging the battery pack. 
         FIG. 3  is a functional block diagram of an example implementation of a refrigeration system of a vehicle including a eutectic plate and an evaporator system. The term “eutectic plate” may include a single plate or multiple plates assembled into a plate bank and referenced as such from this point forward. 
         FIG. 4A  includes a functional block diagram of a portion of an example refrigeration system including multiple eutectic plates. 
         FIG. 4B  includes a functional block diagram of a portion of an example refrigeration system including multiple evaporator systems. 
         FIG. 5  includes a functional block diagram of an example system including a control module, sensors of the vehicle, and actuators of the vehicle. 
         FIG. 6A  is a functional block diagram of an example of the control module in accordance with an embodiment of the present disclosure. 
         FIG. 6B  is a functional block diagram of another example of the control module in accordance with another embodiment of the present disclosure. 
         FIG. 7  illustrates a mode selection method in accordance with an embodiment of the present disclosure. 
         FIG. 8  illustrates a shore power method in accordance with an embodiment of the present disclosure. 
         FIG. 9  illustrates an engine method in accordance with an embodiment of the present disclosure. 
         FIG. 10  illustrates a battery method in accordance with an embodiment of the present disclosure. 
         FIG. 11  illustrates another engine method in accordance with an embodiment of the present disclosure. 
         FIG. 12  illustrates another battery method in accordance with an embodiment of the present disclosure. 
         FIG. 13  is a plot of compressor power, suction pressure, and discharge pressure versus time illustrating reduced power draw during a battery mode in accordance with an embodiment of the present disclosure. 
         FIG. 14  illustrates a high-pressure method for operation in a shore power mode or a battery power mode in accordance with an embodiment of the present disclosure. 
     
    
    
     In the drawings, reference numbers may be reused to identify similar and/or identical elements. 
     DETAILED DESCRIPTION 
     The examples disclosed herein include adjusting speeds of a compressor, an evaporator fan, and a condenser fan to conserve charge of batteries of a refrigeration system. The compressor, evaporator fan, and condenser fan may be On/Off devices or may be variable speed devices. Speeds of these devices may be switched between a finite set of predetermined speeds or may be set at any number of speeds within respective predetermined ranges. In one embodiment, speeds are reduced while an engine of a truck is OFF and batteries are not being charged or being charged by the solar panels. This reduces power consumption and slows depletion of battery charge. The examples further include accurately maintaining set temperatures within a box (or temperature-controlled container) of a truck during a daily delivery cycle. 
     The examples include actively switching between two or more operational states. The states include (i) not running refrigerant through either eutectic plates and/or an evaporator, (ii) running refrigerant through the eutectic plates and not the evaporator, (iii) running the refrigerant through the evaporator and not the eutectic plates, and/or (iv) running the refrigerant through both the eutectic plates and the evaporator. In various implementations, the evaporator may be packaged together with an evaporator fan. The speeds of the compressor, evaporator fan, and condenser fan are adjusted prior to, during, and/or subsequent to each of the states based on various parameters. 
       FIGS. 1A and 1B  are functional block diagrams of example systems of a vehicle  100 . The vehicle  100  includes an internal combustion engine  104  that combusts air and fuel within cylinders to generate propulsion torque for the vehicle  100 . The engine  104  may combust, for example, gasoline, diesel fuel, natural gas, and/or one or more other types of fuel. The engine  104  outputs torque to a drivetrain  108 . The drivetrain  108  transfers torque to two or more wheels of the vehicle. While the example of a wheeled vehicle is provided, the present application is not limited to vehicles having wheels and is also applicable to water and/or air based vehicles. 
     An electrical source  112  is driven by the engine  104  and converts mechanical energy of the engine  104  into electrical energy to charge a battery  116 . The electrical source  112  may include an alternator, a generator, and/or another type of device that converts mechanical energy of the engine  104  into electrical energy. While the example of a single electrical source is provided, multiple or zero electrical sources driven by the engine  104  may be included. The electrical source  112  may be, for example, a 12 V alternator (e.g., in the example of  FIG. 1A ) and/or a 48 V alternator (e.g., in the example of  FIG. 1B ). 
     The vehicle  100  also includes a battery pack  120 . For example only, the battery pack  120  may be a 48 Volt (V) direct current (DC) battery pack, although another suitable battery pack may be used. The battery pack  120  may include two or more individual batteries connected together or may include one battery. For example, in the case of a 48 V battery pack, the battery pack  120  may include four 12 V batteries connected in series. The batteries may be connected such that a lower voltage, such as 12 V, 24 V, and/or 36 V can also be obtained from one, two, or three of the batteries. 
       FIGS. 2A and 2B  are schematics including examples of the battery pack  120  for a refrigeration system of a vehicle and example charging systems. In the examples of  FIGS. 2A and 2B , the battery pack  120  includes four individual 12 V batteries connected in series. The batteries are arranged in two banks (A and B), each bank having two individual 12 V batteries (batteries  1  and  2 ) connected in series, to provide two 24 V reference potentials. 
     Referring back to  FIGS. 1A and 1B , the battery pack  120  supplies power to a refrigeration system  124 . The refrigeration system  124  cools a refrigerated space  128 . The refrigerated space  128  may be one refrigerated space that is cooled based on a setpoint temperature. Alternatively, the refrigerated space  128  may be divided (e.g., physically) into multiple refrigerated spaces that may be cooled based on respective setpoint temperatures. For example, a first portion of the refrigerated space  128  may be cooled based on a first setpoint temperature (e.g., for refrigerated items) and a second portion of the refrigerated space  128  may be cooled based on a second setpoint temperature (e.g., for frozen items) that is less than the first setpoint temperature. One example of such a vehicle includes a truck for transporting perishable food items between locations. The refrigerated space(s) may be cooled with a closed loop control system based on temperature(s) within the refrigerated space(s) and the set point temperature(s), respectively. 
     The vehicle  100  includes a door  132  that provides access to the refrigerated space  128 , for example, for loading and unloading of contents of the refrigerated space  128 . While the example of one door is provided, the vehicle  100  may include two or more doors. Some vehicles include fourteen (14) or more doors. 
     An unlock actuator  136  and a lock actuator  140  may unlock and lock the door  132 , respectively. The unlock and lock actuators  136  and  140  may, for example, slide a pin out of and into a receiver to lock and unlock the door  132 , respectively. An unlock actuator and a lock actuator may be provided with each door to the refrigerated space in various implementations. 
     A control module (discussed further below) of the refrigeration system  124  may actuate the unlock actuator  136  to unlock the door  132  (and the other doors to the refrigerated space  128 ) in response to user input to unlock doors of a passenger cabin of the vehicle  100 . The control module may actuate the lock actuator  140  to lock the door  132  (and the other doors to the refrigerated space  128 ) in response to user input to lock the doors of the passenger cabin of the vehicle  100 . User input to lock and unlock the doors of the passenger cabin may be provided, for example, via a wireless key fob, a mobile device (e.g., cell phone, tablet, or other handheld device), a remote computer system, and/or one or more lock/unlock switches accessible from within the passenger cabin of the vehicle  100 . 
     The battery pack  120  can be charged using multiple different power sources. For example, in the example of  FIG. 1A , the vehicle  100  includes a voltage converter  150  that converts power output by the electrical source  112  (e.g., 12 V) into power for charging the battery pack  120 . The voltage converter  150  may convert the DC output of the electrical source  112  into, for example, 240 V alternating current (AC). Since the electrical source  112  is driven by rotation of the engine  104 , the electrical source  112  may be used to charge the battery pack  120  when the engine  104  is running. 
     While the electrical source  112  is shown as providing power for charging both the battery  116  and the battery pack  120 , a second electrical source may be used to convert power of the engine  104  into electrical power for the battery pack  120 . In that case, the electrical source  112  may be used to charge the battery  116 . In various implementations, the voltage converter  150  and a switch  162  may be omitted, and the engine  104  may not be used to charge the battery pack  120 . The battery pack  120  may instead be charged via one or more other power sources, such as those discussed further below. 
     As another example, in the example of  FIG. 1B , the electrical source  112  may charge the battery pack  120 . In this example, a voltage converter  152  may convert the power output by the electrical source  112  (e.g., 48 V) into power for charging the battery  116 . The voltage converter  152  may convert the DC output of the electrical source  112  into, for example, 12 V for the battery  116 . Alternatively, however, another electrical source may be used to charge the battery  116 . In various implementations, an (engine driven) electrical source for charging the battery pack  120  may be omitted. 
     The battery pack  120  can be charged using power from a utility received via a receptacle  154 . The receptacle  154  is configured to receive AC or DC power. For example, the receptacle  154  may receive AC power from a utility via a power cord (e.g., an extension cord) connected between the receptacle  154  and a wall outlet or charger of a building. The receptacle  154  may be, for example, a single phase 110/120 or 208/240 V AC receptacle or a 3-phase 208/240 V AC receptacle. In various implementations, the vehicle  100  may include both a 110/120 V AC receptacle and a 208/240 V AC receptacle. While the example of the receptacle  154  receiving AC power is provided, the receptacle  154  may alternatively receive DC power from via a power cord. In various implementations, the vehicle  100  may include one or more AC receptacles and/or one or more DC receptacles. Power received from a utility via the receptacle  154  will be referred to as shore power. 
     The vehicle  100  also includes one or more battery chargers  158 . The battery chargers  158  charge the batteries of the battery pack  120  using shore power received via the receptacle  154  (or power output by the voltage converter  150  in the examples of  FIGS. 1A and 2A ). When the receptacle  154  is connected to shore power, the switch  162  opens (or is opened) to isolate power from the electrical source  112 . While the switch  162  is shown illustratively as one switch, the switch  162  may include one, two, or more than two switching devices (e.g., normally closed or normally open relays). In the examples of  FIGS. 2A and 2B , the switch  162  is illustrated as including two relays, one relay for each power line. 
     When the receptacle  154  is connected to shore power and the ignition system of the vehicle  100  is OFF, a switch  166  closes (or is closed) to relay power from the receptacle  154  to the battery chargers  158 , and the battery chargers  158  charge the batteries using shore power. While the switch  166  is also shown illustratively as one switch, the switch  166  may include one, two, or more than two switching devices (e.g., normally closed or normally open relays). In the example of  FIGS. 2A and 2B , the switch  166  is illustrated as including two relays, one relay for each power line. 
     When the ignition system of the vehicle  100  is ON, the switch  166  isolates the receptacle  154  from the battery chargers  158 . In the examples of  FIGS. 1A and 2A , when the ignition system of the vehicle  100  is ON (such that the engine  104  is running and the voltage converter  150  is outputting power to charge the battery pack  120 ), the switch  162  connects the voltage converter  150  to the battery chargers  158 . The battery chargers  158  can then charge the batteries of the battery pack  120  using power output by the voltage converter  150 . In the examples of  FIGS. 1B and 2B , when the ignition system of the vehicle  100  is ON (such that the engine  104  is running and the electrical source  112  is outputting power), the switch  162  connects the electrical source  112  to the battery pack  120  so the electrical source  112  charges the battery pack  120 . 
     One battery charger may be provided for each battery of the battery pack  120 . Two or more battery chargers may be connected in series and/or parallel in various implementations. Each battery charger may convert input power (e.g., shore power or power output by the voltage converter  150 ) into, for example, 24 V, 40 amp (A) DC power for charging. For example only, the battery chargers  158  may include one model SEC-2440 charger, manufactured by Samlex America Inc., of Burnaby, BC, Canada. In the examples of  FIGS. 2A and 2B , two groups of two 24 V, 40 A battery chargers are connected to provide a 48 V, 80 A output for battery charging. While the example of battery chargers having a 24 V, 40 A output is provided, battery chargers having another output may be used, such as one 12 V charger connected to each battery. The battery chargers  158  may also monitor the individual batteries and control application of power to the respective batteries to prevent overcharging. 
     The vehicle  100  may optionally include a solar panel (or solar panel array)  172  (hereinafter referred to as the “solar panel  172 ”). The solar panel  172  converts solar energy into electrical energy. While the example of one solar panel is provided, multiple solar panels may be used. A voltage converter  176  converts power output by the solar panel  172  and charges the battery pack  120 . In some embodiments, the solar panel  172  and/or other solar power source(s) may be used to charge the battery pack  120  during operation in the various power modes described herein. 
     As discussed further below, the refrigeration system  124  includes one or more eutectic plates. The eutectic plate(s) are cooled when the vehicle  100  is connected to shore power. When the vehicle  100  is later disconnected from shore power (e.g., for delivery of contents of the refrigerated space  128 ), the eutectic plate(s) can be used to cool the refrigerated space  128  via power from the battery pack  120 . The eutectic plate(s) can also be cooled by the refrigeration system  124  when the vehicle  100  is disconnected from shore power. 
     By charging the battery pack  120  when the vehicle  100  is connected to shore power (and/or via the solar panel  172 ), use of the engine  104  to generate power to operate the refrigeration system  124  when the vehicle  100  is disconnected from shore power may be minimized or eliminated. This may decrease fuel consumption (and increase fuel efficiency) of the engine  104  and the vehicle  100 . 
     A defrost device  180  may be used to defrost the eutectic plate(s) when the vehicle  100  is connected to shore power. One example of the defrost device  180  includes a resistive heater that warms air circulated over, around, and/or through the eutectic plate(s), such as by one or more fans. Another example of the defrost device  180  includes a resistive heater that warms a fluid (e.g., a glycol solution) that is circulated over, around, and/or through the eutectic plate(s), such as by one or more pumps. In this way, heat from the warm air or warm fluid defrosts the eutectic plate(s). 
       FIG. 3  includes a functional block diagram of an example implementation of the refrigeration system  124 . In the example of  FIG. 3 , dotted lines indicate refrigerant flow, while solid lines indicate electrical connections. In various implementations, some, all, or none of the components of the refrigeration system  124  may be located within the refrigerated space  128 . 
     A compressor  204  receives refrigerant vapor from an accumulator  208  via a suction line of the compressor  204 . The accumulator  208  collects liquid refrigerant to minimize liquid refrigerant flow to the compressor  204 . The compressor  204  compresses the refrigerant and provides pressurized refrigerant in vapor form to a condenser heat exchanger (HEX)  212 . The compressor  204  includes an electric motor  216  that drives a pump to compress the refrigerant. For example only, the compressor  204  may include a scroll compressor, a reciprocating compressor, or another type of refrigerant compressor. The electric motor  216  may include, for example, an induction motor, a permanent magnet motor (brushed or brushless), or another suitable type of electric motor. In various implementations, the electric motor  216  may be a brushless permanent magnet (BPM) motor, for example, due to BPM motors being more efficient than other types of electric motors. 
     All or a portion of the pressurized refrigerant is converted into liquid form within the condenser HEX  212 . The condenser HEX  212  transfers heat away from the refrigerant, thereby cooling the refrigerant. When the refrigerant vapor is cooled to a temperature that is less than a saturation temperature of the refrigerant, the refrigerant transitions into liquid (or liquefied) form. One or more condenser fans  220  may be implemented to increase airflow over, around, and/or through the condenser HEX  212  and increase the rate of heat transfer away from the refrigerant. 
     Refrigerant from the condenser HEX  212  is delivered to a receiver  224 . The receiver  224  may be implemented to store excess refrigerant. In various implementations, the receiver  224  may be omitted. A filter drier  228  may be implemented to remove moister and debris from the refrigerant. In various implementations, the filter drier  228  may be omitted. 
     When an enhanced vapor injection (EVI) valve  232  is open, a portion of the refrigerant may be expanded to vapor form by an expansion valve  236  and provided to an EVI HEX  240 . The EVI valve  232  may be, for example, a solenoid valve or another suitable type of valve. 
     The EVI HEX  240  may be a counter flow plate HEX and may superheat the vapor refrigerant from the EVI valve  232 . Vapor refrigerant from the EVI HEX  240  may be provided to the compressor  204 , such as at a midpoint within a compression chamber of the compressor  204 . EVI may be performed, for example, to increase capacity and increase efficiency of the refrigeration system  124 . The EVI valve  232  may include a thermostatic expansion valve (TXV) or an electronic expansion valve (EXV). 
     The refrigerant not flowing through the EVI valve  232  is circulated to a plate control valve  244  and an evaporator control valve  248 . The plate control valve  244  may be, for example, a solenoid valve or another suitable type of valve. The evaporator control valve  248  may be, for example, a solenoid valve or another suitable type of valve. 
     Before flowing to the plate control valve  244  and the evaporator control valve  248 , the refrigerant may flow through a drive HEX  252 . The drive HEX  252  draws heat away from a drive  256  and transfers heat to refrigerant flowing through the drive HEX  252 . While the example of the drive HEX  252  being liquid (refrigerant) cooled is provided, the drive  256  may additionally or alternatively be air cooled. Air cooling may be active (e.g., by a fan) or passive (e.g., by conduction and convection). 
     The drive  256  controls application of power to the motor  216  from the battery pack  120 . For example, the drive  256  may control application of power to the motor  216  based on a speed command from a control module  260 . Based on the speed command, the drive  256  may generate three-phase AC power (e.g., 208/240 V AC) and apply the three-phase AC power to the motor  216 . The drive  256  may set one or more characteristics of the three-phase AC power based on the speed command, such as frequency, voltage, and/or current. For example only, the drive  256  may be a variable frequency drive (VFD). In various implementations, one or more electromagnetic interference (EMI) filters may be implemented between the battery pack  120  and the drive  256 . In one embodiment, the motor  216  is an induction motor or a permanent magnet motor. 
     The control module  260  may set the speed command to a plurality of different possible speeds for variable speed operation of the motor  216  and the compressor  204 . The control module  260  and the drive  256  may communicate, for example, using RS485 Modbus or another suitable type of communication including, but not limited to, controller area network (CAN) bus or analog signaling (e.g., 0-10V signals). 
     A high pressure cut off (HPCO)  262  may be implemented to disconnect the drive  256  from power and disable the motor  216  when the pressure of refrigerant output by the compressor  204  exceeds a predetermined pressure. The control module  260  may also control operation of the compressor  204  based on a comparison of the pressure of refrigerant output by the compressor  204 . For example, the control module  260  may shut down or reduce the speed of the compressor  204  when the pressure of refrigerant output by the compressor is less than a second predetermined pressure that is less than or equal to the predetermined pressure used by the HPCO  262 . 
     When the plate control valve  244  is open, refrigerant may be expanded to vapor form by an expansion valve  264  and provided to one or more eutectic plate(s)  268 . The vapor refrigerant cools the eutectic plate(s)  268  and a solution within the eutectic plate(s)  268 . For example only, the solution may be a solution including one or more salts. The solution may have a freezing point temperature of, for example, approximately 12 degrees Fahrenheit or another suitable freezing point temperature. The solution of the eutectic plate(s)  268  may be selected, for example, based on the items typically cooled within the refrigerated space  128 . The expansion valve  264  may include a TXV or may be an EXV. 
     The eutectic plate(s)  268  is located within the refrigerated space  128  and cools the refrigerated space  128 . By freezing the solution within the eutectic plate  268 ( s ), the eutectic plate  268  can be used to cool the refrigerated space for a period of time after the freezing, such as while the vehicle  100  is transporting items within the refrigerated space  128 . 
     When the evaporator control valve  248  is open, refrigerant may be expanded to vapor form by an expansion valve  272  and provided to an evaporator HEX  276 . The expansion valve  272  may include a TXV or may be an EXV. Like the eutectic plate(s)  268 , the evaporator HEX  276  cools the refrigerated space  128 . More specifically, the vapor refrigerant within the evaporator HEX  276  transfers heat away (i.e., absorbs heat) from air within the refrigerated space  128 . 
     One or more evaporator fans  280  may draw air from the refrigerated space  128 . The evaporator fan(s)  280  may increase airflow over, around, and/or through the evaporator HEX  276  and the eutectic plate(s)  268  to increase the rate of heat transfer away from (i.e., cooling of) the air within the refrigerated space  128 . A damper door  284  may be implemented to allow or block airflow from the evaporator fan(s)  280  to the eutectic plate(s)  268 . For example, when the damper door  284  is open, the evaporator fan(s)  280  may circulate air past the evaporator HEX  276  and the eutectic plate(s)  268 . When the damper door  284  is closed, the damper door  284  may block airflow from the evaporator fan(s)  280  to the eutectic plate(s)  268 , and the evaporator fan(s)  280  may circulate air over, around, and/or through the evaporator HEX  276 . While the example of the damper door  284  is provided, another suitable actuator may be used to allow/prevent airflow from the evaporator fan(s)  280  to the eutectic plate(s)  268 . Alternatively, one or more fans may be provided with the evaporator HEX  276 , and one or more fans may be provided with the eutectic plate(s)  268 . Refrigerant flowing out of the eutectic plate(s)  268  and the evaporator HEX  276  may flow back to the accumulator  208 . Air cooled by the evaporator HEX  276  and the eutectic plate(s)  268  flows to the refrigerated space to cool the refrigerated space  128 . While separate cooled air paths are illustrated in the example of  FIG. 3 , air flowing out of the eutectic plate(s)  268  may be combined with air flowing out of the evaporator HEX  276  before the cooled air is output to cool the refrigerated space  128 . Curved lines in  FIG. 3  are illustrative of air flow. 
     The refrigeration system  124  may also include a compressor pressure regulator (CPR) valve  288  that regulates pressure of refrigerant input to the compressor  204  via the suction line. For example, the CPR valve  288  may be closed to limit pressure into the compressor  204  during startup of the compressor  204 . The CPR valve  288  may be an electronically controlled valve (e.g., a stepper motor or solenoid valve), a mechanical valve, or another suitable type of valve. In various implementations, the CPR valve  288  may be omitted. In one embodiment, the CPR valve  288  is not included. The CPR valve  288  may be used to limit startup torque of the motor of the compressor  204 . The drive  256  limits the torque the motor can pull. 
     The example of one eutectic plate and one evaporator HEX is provided in  FIG. 3 . However, the refrigeration system  124  may include more than one eutectic plate, such as two, three, four, five, six, or more eutectic plates. One expansion valve may be provided for each eutectic plate.  FIG. 4A  includes a functional block diagram of a portion of an example refrigeration system including multiple eutectic plates. 
     Additionally or alternatively to having one or multiple eutectic plates, the refrigeration system  124  may include more than one evaporator HEX, such as two, three, four, five, six, or more evaporator HEXs. For example, different evaporator HEXs may be provided for different sections of the refrigerated space  128 . One expansion valve and one or more evaporator fans may be provided for each evaporator HEX.  FIG. 4B  includes a functional block diagram of a portion of an example refrigeration system including three evaporator HEXes. 
     Some vehicles may include two or more refrigerated spaces, but only include an evaporator (or multiple) and a eutectic plate (or multiple) in one of the refrigerated spaces. A damper door or another suitable actuator may be provided to open and close the one refrigerated space having the evaporator and eutectic plate to and from one or more other refrigerated spaces not having an evaporator or a eutectic plate (i.e., not having any evaporators and not having any eutectic plates). The control module  260  may control opening and closing of such a damper door or actuator, for example, based on maintaining a temperature within the other refrigerated space based on a setpoint for that other refrigerated space. 
       FIG. 5  includes a functional block diagram of an example system including the control module  260 , various sensors of the vehicle  100 , and various actuators of the vehicle  100 . The control module  260  receives various measured parameters and indications from sensors of the vehicle  100 . The control module  260  controls actuators of the vehicle  100 . As an example, the control module  260  may be an iPRO series control module (e.g., 100 series, 200 series, 4 DIN series, 10 DIN series) by Dixell S.r.l., located in Pieve d&#39;Alpago Belluno (BL) Italy. One example is an iPRO IPG115D control module, however, the control module  260  may be another suitable type of control module. 
     An ignition sensor  304  indicates whether an ignition system of the vehicle  100  is ON or OFF. A driver may turn the ignition system of the vehicle  100  ON and start the engine  104 , for example, by actuating an ignition key, button, or switch. The ignition system being ON may indicate that that a refrigeration system (discussed further below) is being or can be powered via a charging system powered by the engine  104 . A driver may turn the ignition system of the vehicle  100  OFF and shut down the engine  104 , for example, by actuating the ignition key, button, or switch. 
     A shore power sensor  308  indicates whether the vehicle  100  is receiving shore power via the receptacle  154 . 
     A discharge pressure sensor  312  measures a pressure of refrigerant output by the compressor  204  (e.g., in the discharge line). The pressure of refrigerant output by the compressor  204  can be referred to as discharge pressure. 
     A liquid line temperature sensor  314  measures a temperature of liquid refrigerant output from the condenser HEX  212  (e.g., in the liquid line). The temperature of refrigerant output by the condenser HEX  212  can be referred to as liquid line temperature. The control module  260  may determine a subcooling value based on the liquid line temperature. The control module may determine a refrigerant charge level based on the subcooling value. While one example location of the liquid line temperature sensor  314  is shown, the liquid line temperature sensor  314  may be located at another location where liquid refrigerant is present in the refrigerant path from the condenser HEX  212  to the evaporator HEX  276  (and the eutectic plate  324 ). 
     A suction pressure sensor  316  measures a pressure of refrigerant input to the compressor  204  (e.g., in the suction line). The pressure of refrigerant input to the compressor  204  can be referred to as suction pressure. 
     A suction temperature sensor  318  measures a temperature of refrigerant input to the compressor  204  (e.g., in the suction line). The temperature of refrigerant input to the compressor  204  can be referred to as suction temperature. The control module  260  may determine a superheat value at the compressor  204 . The control module  260  may detect and/or predict the presence of a liquid floodback condition based on the superheat value. 
     A return air temperature sensor  320  measures a temperature of air input to the evaporator HEX  276 . The temperature of air input to the evaporator HEX  276  can be referred to as return air temperature (RAT). One return air temperature sensor may be provided for each set of one or more evaporator HEX and one or more eutectic plates. 
     A plate temperature sensor  324  measures a temperature of the eutectic plate(s)  268 . The temperature of the eutectic plate(s)  268  can be referred to as a plate temperature. 
     A box temperature sensor  328  measures a temperature within the refrigerated space  128 . The temperature within the refrigerated space  128  can be referred to as a box temperature. One or more box temperature sensors may be provided and measure a box temperature within each different portion of the refrigerated space  128 . 
     An ambient temperature sensor  332  measures a temperature of ambient air at the location of the vehicle  100 . This temperature can be referred to as ambient air temperature. In various implementations, the control module  260  may receive the ambient air temperature from an engine control module (ECM) that controls actuators of the engine  104 . 
     A door position sensor  336  indicates whether the door  132  is closed or open. An indication that the door  132  is open may mean that the door  132  is at least partially open (i.e., not closed), while an indication that the door  132  is closed may mean that the door  132  is fully closed. One or more door position sensors may be provided for each door to the refrigerated space  128 . 
     A cabin door sensor  340  indicates whether the doors of the passenger cabin have been commanded to be locked or unlocked. A driver may command unlocking and locking of the doors of the passenger cabin, for example, via a wireless key fob. As discussed above, the control module  260  may actuate the unlock actuator  136  to unlock the door(s) to the refrigerated space  128  when the driver commands unlocking of the doors passenger cabin. The control module  260  may actuate the lock actuator  140  to lock the door(s) to the refrigerated space  128  when the driver commands locking of the doors of the passenger cabin. 
     A battery sensor  344  measures a characteristic of a battery of the battery pack  120 , such as voltage, current, and/or temperature. In various implementations, a voltage sensor, a current sensor, and/or a temperature sensor may be provided with each battery of the battery pack  120 . 
     A discharge line temperature sensor  352  measures a temperature of refrigerant output by the compressor  204  (e.g., in the discharge line). The temperature of refrigerant output by the compressor  204  can be referred to as discharge line temperature (DLT). In various implementations, the discharge line temperature sensor  352  may provide the DLT to the drive  256 , and the drive  256  may communicate the DLT to the control module  260 . 
     Sensors described herein may be analog sensors or digital sensors. In the case of an analog sensor, the analog signal generated by the sensor may be sampled and digitized (e.g., by the control module  260 , the drive  256 , or another control module) to generate digital values, respectively, corresponding to the measurements of the sensor. In various implementations, the vehicle  100  may include a combination of analog sensors and digital sensors. For example, the ignition sensor  304 , the shore power sensor  308 , the door position sensor  336  may be digital sensors. The discharge pressure sensor  312 , the suction pressure sensor  316 , the return air temperature sensor  320 , the plate temperature sensor  324 , the box temperature sensor  328 , the ambient temperature sensor  332 , the battery sensor  344 , and the discharge line temperature sensor  352  may be analog sensors. 
     As discussed further below, the control module  260  controls actuators of the refrigeration system  124  based on various measured parameters, indications, setpoints, and other parameters. 
     For example, the control module  260  may control the motor  216  of the compressor  204  via the drive  256 . The control module  260  may control the condenser fan(s)  220 . The condenser fan(s)  220  may be fixed speed, and the control module  260  may control the condenser fan(s)  220  to be either ON or OFF. Alternatively, the condenser fan(s)  220  may be variable speed, and the control module  260  may determine a speed setpoint for the condenser fan(s)  220  and control the condenser fan(s)  220  based on the speed setpoint, for example, by applying a pulse width modulation (PWM) signal to the condenser fan(s)  220 . 
     The control module  260  may also control the EVI valve  232 . For example, the control module  260  may control the EVI valve  232  to be open to enable EVI or closed to disable EVI. In the example of the expansion valve  236  being an EXV, the control module  260  may control opening of the expansion valve  236 . 
     The control module  260  may also control the plate control valve  244 . For example, the control module  260  may control the plate control valve  244  to be open to enable refrigerant flow through the eutectic plate(s)  268  or closed to disable refrigerant flow through the eutectic plate(s)  268 . In the example of the expansion valve  264  being an EXV, the control module  260  may control opening of the expansion valve  264 . 
     The control module  260  may also control the evaporator control valve  248 . For example, the control module  260  may control the evaporator control valve  248  to be open to enable refrigerant flow through the evaporator HEX  276  or closed to disable refrigerant flow through the evaporator HEX  276 . In the example of the expansion valve  272  being an EXV, the control module  260  may control opening of the expansion valve  272 . 
     The control module  260  may receive a signal that indicates whether the HPCO  262  has tripped (open circuited). The control module  260  may take one or more remedial actions when the HPCO  262  has tripped, such as closing one, more than one, or all of the above mentioned valves and/or turning OFF one, more than one, or all of the above mentioned fans. The control module  260  may generate an output signal indicating that the HPCO  262  has tripped when the discharge pressure of the compressor  204  is greater than a predetermined pressure. The control module  260  may enable operation of the refrigeration system  124  after the HPCO  262  closes in response to the discharge pressure falling below than the predetermined pressure. In various implementations, the control module  260  may also require that one or more operating conditions be satisfied before enabling operation of the refrigeration system  124  after the HPCO  262  closes. 
     The control module may control the evaporator fan(s)  280 . The evaporator fan(s)  280  may be fixed speed, and the control module  260  may control the evaporator fan(s)  280  to be either ON or OFF. Alternatively, the evaporator fan(s)  280  may be variable speed, and the control module  260  may determine a speed setpoint for the evaporator fan(s)  280  and control the evaporator fan(s)  280  based on the speed setpoint, for example, by applying a PWM signal to the evaporator fan(s)  280 . 
     In the case of the CPR valve  288  being used and being an electronic CPR valve, the control module  260  may also control the CPR valve  288 . For example, the control module  260  may actuate the CPR valve  288  to limit the suction pressure during startup and later open the CPR valve  288 . 
     The control module  260  may also control operation of the defrost device  180  by activating or deactivating the defrost device  180 . 
     The control module  260  may also control the switches  162  and  166 . For example, the control module  260  may switch the switch  162  from the closed state to the open state and switch the switch  166  from the open state to the closed state when the ignition system of the vehicle  100  is OFF and shore power is connected to the vehicle  100  via the receptacle  154 . The control module  260  may switch the switch  162  from the open state to the closed state and switch the switch  166  from the closed state to the open state when the ignition system of the vehicle  100  is ON. This may be the case regardless of whether shore power is or is not connected to the vehicle  100 . The switches  162  and  166  may be active switches, for example, so the control module  260  can ensure that both switches  162  and  166  are not both in the closed state at the same time. 
     In various implementations, the switches  162  and  166  may be passive devices configured to have opposite open and closed states based on whether shore power is connected to the vehicle  100 . For example, the switch  166  may transition to the closed state and the switch  162  may transition to the open state when shore power is connected to the vehicle  100 . The switch  166  may transition to the open state and the switch  162  may transition to the closed state when shore power is not connected to the vehicle  100 . 
       FIG. 6A  shows an example of the control module  260 , which includes a mode module  400 , a load module  402 , a shore power module  404 , an engine module  406 , a battery module  408 , a compressor module  410 , a condenser module  412 , an evaporator module  414  and a valve module  416 . The modules  260 ,  400 ,  402 ,  404 ,  404 ,  406 ,  408 ,  410 ,  412 ,  414 ,  416  access data stored in a memory  418 . The data includes parameters  420  detected, measured and calculated. The memory may be separate from the control module  260  and/or included in the control module  260 . Operation of the modules  260 ,  400 ,  402 ,  404 ,  404 ,  406 ,  408 ,  410 ,  412 ,  414 ,  416  is described below with respect to the embodiments of  FIGS. 7-12 . 
     As an alternative,  FIG. 6B  shows another example of the control module  260 , which includes the mode module  400 , the load module  402 , and an actuation module  405 . One or more of the modules  404 ,  406 ,  408 ,  410 ,  412 , and  414  of  FIG. 6A  may be implemented as a single module and/or circuit, as shown in  FIG. 6B  at  405 . In this alternate embodiment, multiple compressor signals (e.g., COMP 1 , COMP 2 , COMP 3 ), multiple condenser fan signals (e.g., COND 1 , COND 2 , COND 3 ) and multiple evaporator fan signals EVAP 1 , EVAP 2 , EVAP 3 ) may not be generated as shown in  FIG. 6A  and as described below. The actuation module  405  may generate signals COMP, COND, EVAP directly based on input parameters (e.g., suction pressure, box temperature, ambient temperature, door position, compressor load LOAD, etc.). 
     For further defined structure of the modules of  FIGS. 5-6B  see below provided methods of  FIGS. 7-12  and below provided definition for the term “module”. The systems disclosed herein may be operated using numerous methods, example methods are illustrated in  FIGS. 7-12 . In  FIG. 7 , a mode selection method is shown. Although the following methods are shown as separate methods, one or more methods and/or tasks from separate methods may be combined and performed as a single method. For example, the method of  FIG. 7  may be performed in combination with any of the methods of  FIGS. 8-12 . Although the following tasks are primarily described with respect to the implementations of  FIGS. 5-7 , the tasks may be easily modified to apply to other implementations of the present disclosure. The tasks may be iteratively performed. 
     The method may begin at  450 . At  452 , the control module  260 , the mode module  400  and/or the load module  402  determine parameters. This may include receiving sensor signals including parameters, such as suction pressure, a shore power connected indicator, battery characteristics, a door position or state indicator, an ignition or engine ON indicator, an electrical source (e.g., alternator and/or generator) indicator, etc. from corresponding sensors. The shore power signal indicates whether the corresponding vehicle is connected to shore power. The battery characteristic signal may indicate a current charge of one or more batteries in, for example, a battery pack (e.g., the battery pack  120  of  FIG. 3 ). The battery characteristic signal may indicate an overall amount of charge of the battery pack. The battery characteristic signal may also indicate a voltage of one or more batteries and/or an overall voltage of the battery pack. 
     The door position signal may indicate whether one or more doors of a box that is temperature-controlled are open or closed. The ignition signal, the engine indicator and/or the electrical source indicator may indicate ignition is activated (i.e. spark is activated), an engine is running, and/or the electrical source is charging the battery pack. The ignition signal may indicate whether (i) a key is in an ignition switch and the ignition switch is in an ON position, (ii) a vehicle start switch has been depressed and the vehicle is in an ON state, (iii) a vehicle start switch is in an ON state, and/or (iv) the engine of the vehicle is running (i.e. a fuel system and an ignition system of the engine are activated). The vehicle may be in an ON state and an engine of the vehicle may be OFF. The ignition system of the vehicle is OFF when the engine is OFF. 
     The load module  402  may receive box temperature, return air temperature, and signals from corresponding sensors indicating temperatures in the box, a return air temperature, and/or a supply air temperature. The load module  402  may determine load on a compressor (e.g., compressor  204  and/or motor  216  of  FIG. 5 ) based on these temperatures. The load module  402  may also determine compressor load based on suction pressure and/or discharge pressor of the compressor. The load module  402  may generate a load signal indicating the LOAD on the compressor. The load may be indicated, for example, in cubic-feet-per-minute (CFM) and/or power drawn by the compressor. 
     At  453 , the mode module  400  determines whether the suction pressure is greater than a predetermined pressure (e.g., 25 pounds per square inch gage (psig)). If the suction pressure is greater than the predetermined pressure, task  454  is performed, otherwise task  459  is performed. At  454 , the mode module  400  determines whether a state of charge (e.g., a charge level such as amp-hours or percent of rated capacity and/or voltage of the battery pack) is greater than predetermined value (e.g., if a voltage of the battery pack is greater than 42V). If the state of charge of the battery pack is greater than the predetermined value, then task  455  is performed, otherwise task  459  is performed. At  455 , the mode module  400  determines whether one or more doors of the box are closed. If the one or more doors are open then task  456  is performed, otherwise task  460  is performed. Tasks  453 ,  454 ,  455  may be performed in a different order, simultaneously and/or during a same period of time. 
     At  456 , the mode module  400  determines whether the compressor  204  is ON. If operating in one of the shore power mode, the engine mode or the battery mode, the mode module  400  continues operating in the one of the shore power mode, the engine mode or the battery mode while performing the method of  FIG. 7 . If the compressor is ON, then task  457  is performed, otherwise task  452  is performed. 
     At  457 , the mode module  400  determines whether the compressor  204  has been running for more than a predetermined period (e.g., 3 minutes). If the compressor  204  has been running for more than the predetermined period, then task  459 , otherwise task  458  is performed. This prevents short cycling the compressor  204 . 
     At  458 , the mode module  400  maintains the compressor  204  and the condenser fan  220  in ON State and shuts off the evaporator fan  280  and closes evaporator solenoid  248 . This directs coolant to the eutectic plates and not to the evaporator  248 . At  459 , the compressor  204 , evaporator fan  280 , and the condenser fan  220  are shut off and the evaporator solenoid  248  is closed. 
     At  460 , the mode module  400  determines whether the vehicle is connected to and receiving shore power from a shore power (or utility power) source. The shore power may be received at battery chargers, a voltage converter, a receptacle, batteries, a power module, and/or the control module  260 . Examples of battery chargers, a voltage converter, a receptacle, and batteries are shown in  FIG. 2 . The shore power signal may indicate when power is received at one or more of the battery chargers, the voltage converter, the receptacle, batteries, the power module, and/or the control module  260 . If shore power is received at one or more of the battery chargers, the voltage converter, the receptacle, batteries, the power module, and/or the control module  260 , task  461  is performed, otherwise task  462  is performed. 
     At  461 , the control module  260  and the mode module  400  operate in a shore power mode and generate a signal MODE indicating operation in the shore power mode. This may include transitioning from the engine mode or the battery mode to the shore power mode. The method of  FIG. 8  may be performed while operating in the shore power mode. The batteries are charged with power received from a utility power source. During the shore power mode, suction pressure of the compressor  204  and box temperature are controlled. This may be different than the battery mode and the engine mode during which box temperature is controlled and suction pressure may not be controlled. 
     At  462 , the mode module  400  determines whether the engine is running based on the ignition signal and/or engine indicator. If the engine is running, task  463  is performed, otherwise task  464  is performed. Although tasks  453 ,  454 ,  455 ,  456 ,  459  and  461  are shown as being performed in particular order, the tasks  453 ,  454 ,  455 ,  456 ,  459  and  461  may be performed simultaneously and/or during the same period of time. The mode module  400  may continuously monitor the above-stated parameters associated with tasks  453 ,  454 ,  455 ,  456 ,  457 ,  460  and  462  to be able to quickly transition to tasks  458 ,  459 ,  461 ,  463 ,  464 . 
     At  463 , the control module  260  and the mode module  400  operate in an engine mode and generate the signal MODE indicating operation in the engine mode. This may include transitioning from the shore power mode or the battery mode to the engine mode. One or more batteries are charged via an electrical source (e.g., the electrical source  112  of  FIG. 1 ) of the engine during the engine mode. The methods of  FIGS. 9 and/or 11  may be performed while operating in the engine mode. 
     At  464 , the control module  260  and the mode module  400  operate in a battery mode and generate the signal MODE indicating operation in the battery mode. This may include transitioning from the shore power mode or the engine mode to the battery mode. The batteries are not charged during the battery mode. While in the battery mode, box temperature is maintained with reduced evaporator fan speed, condenser fan speed, and/or compressor speed to minimize drain on the batteries. The methods of  FIGS. 10 and/or 12  may be performed while operating in the battery mode. 
     While operating in the shore power mode, the engine mode and the battery mode, the method of  FIG. 7  may be repeated to determine whether to transition between two of the shore power mode, the engine mode and the battery mode. 
     The following  FIGS. 8-12  show shore power, engine power and battery power methods. The tasks of these methods are provided as examples. Although certain tasks are shown in each of the methods, other tasks may be performed depending on the operation conditions and state of the corresponding systems. For example, the shore power method includes cycling evaporator fan to maintain a box temperature within a predetermined band. As an example, the box temperature may be maintained between the predetermined setpoint temperature and temperature equal to the predetermined setpoint temperature plus 3° F. This fan cycling between ON and OFF states may occur independent of compressor cycling while operating in the shore power mode. The compressor cycling may be based on suction pressure. Also, while in the shore power mode, any time a door of the box is opened and the evaporator fan is commanded to be ON, the evaporator fan solenoid is closed and the evaporator fan is shut OFF. This minimizes an amount of warm air outside the box from entering the box when one or more doors are open. While in the shore power mode, operation of the evaporator fan is resumed when the doors are closed and the evaporator fan is commanded to be ON, for example, due to the box temperature being greater than a predetermined setpoint temperature. 
     As another example, while operating in the battery power and engine power modes, evaporator fan cycling occurs as described herein. The compressor may be operated/cycled based on box temperature and is subject to minimum ON and OFF times. When the compressor runs, the EVI plate and solenoid valves are open and evaporator and condenser fans are ON. The evaporator fan may be turned OFF when a door of the box is opened and may be cycled or ON when the doors of the box are closed. The evaporator fan may be cycled independent of whether the compressor is OFF. 
       FIG. 8  shows a shore power method. Although the following tasks are primarily described with respect to the implementations of  FIGS. 5-6 and 8 , the tasks may be easily modified to apply to other implementations of the present disclosure. The tasks may be iteratively performed. 
     The method may begin at  500 . At  502 , the shore power module  404  performs a start sequence including generating a compressor signal COMP 1 , a condenser signal COND 1 , an evaporator signal EVAP 1 , and a valve signal VAL 1  to (i) set a speed of the compressor to a first predetermined speed (e.g., 0% ON (or OFF) and 0 revolutions-per-minute (RPM)), (ii) turn ON an evaporator fan and a condenser fan (e.g., fans  380 ,  220  of  FIG. 5 ), (iii) if not already open, open plate, evaporator and EVI solenoids (e.g., solenoids  244 ,  248 ,  232  of  FIG. 5 ), and (iv) if not already OFF, turn OFF defrost. Turning OFF defrost may include, for example, turning OFF defrost device  180  of  FIG. 5  or disabling other defrost operations, which may include a glycol (or coolant/fluid) defrost procedure, a heat pump cycle, etc. The speed of the evaporator fan and the condenser fan may be at predetermined speeds or a full ON (100%) speed. The compressor, evaporator fan, and condenser fan may be multi-speed and/or variable speed devices. The signals COMP 1 , COND 1 , EVAP 1  may be generated based on the signal LOAD. 
     The compressor module  410 , the condenser module  412 , the evaporator module  414 , and the valve module  416  generate signals COMP, COND, EVAP, SOL PLATE , SOL EVAP , SOL EVI  to control operation, speed, and/or position of the compressor, the condenser fan, the evaporator fan and the plate, evaporator and EVI solenoids based respectively on the signals COMP 1 , COND 1 , EVAP 1  and VAL 1 . The signals COMP, COND, EVAP control operation of the compressor, the condenser fan and the evaporator fan. The signals SOL PLATE , SOL EVAP , SOL EVI  respectively set positions of the plate, evaporator and EVI solenoids. The signals COMP 1 , COND 1 , EVAP 1  and VAL 1  are also generated based on the operating mode indicated by signal MODE. The speeds of the compressor and evaporator fan may be adjusted based on the load of the compressor while operating in the shore power mode. 
     At  504 , the shore power module  404  may delay a predetermined period (e.g., 10 seconds) prior to proceeding to task  506 . The predetermined period may be greater than or equal to 0 seconds. The shore power module  404  waits the predetermined period to assure that none of the cooling fluid lines of the corresponding refrigeration system are blocked. 
     At  506 , the shore power module  404  determines whether the ambient temperature is greater than a predetermined temperature (e.g., 100° F.). If the ambient temperature is greater than the predetermined temperature, task  508  is performed, otherwise task  512  is performed. 
     At  508 , the shore power module  404  generates the signals COMP 1 , COND 1 , EVAP 1 , and VAL 1  to (i) set the speed of the compressor to a second predetermined speed (e.g., 56% ON and/or 3024 RPM or 100% ON and/or 5400 rpm), (ii) maintain the evaporator fan and the condenser fan in ON states (i.e. operating at speeds greater than 0 RPM), (iii) maintain plate and EVI solenoids in an open state, (iv) close the evaporator solenoid, and (v) maintain defrost operation in a disabled state. 
     At  510 , the shore power module  404  may delay a second predetermined period (e.g., 60 minutes) prior to performing task  514 . The shore power module  404  waits the second predetermined period, such that the system operates according to the settings of task  508  for the second predetermined period and to assure that no nuisance trips have occurred and a drive (e.g., the drive  256  of  FIG. 3 ) of the compressor is not overheating. 
     At  512 , the shore power module  404  generates the signals COMP 1 , COND 1 , EVAP 1 , and VAL 1  to (i) set the speed of the compressor to a third predetermined speed (e.g., 34% ON and/or 1836 RPM), (ii) maintain the evaporator fan and the condenser fan in ON states (i.e. operating at speeds greater than 0 RPM), (iii) maintain plate and EVI solenoids in an open state, (iv) close the evaporator solenoid, and (v) maintain defrost operation in a disabled state. Task  512  may be performed for a third predetermined period (e.g., 2 minutes) at  513 . This allows the compressor to run at a lower speed for a predetermined period of time prior to being run at a higher or full ON (or maximum) speed (e.g., 100% and/or 5400 RPM). Operation of the compressor at a reduced speed for the predetermined period can prevent oil leakage from the compressor. 
     At  514 , the shore power module  404  generates the signals COMP 1 , COND 1 , EVAP 1 , and VAL 1  to (i) set the speed of the compressor to the second predetermined speed (e.g., a speed greater than the third speed, 56% ON, and/or 100% ON), (ii) maintain the evaporator fan and the condenser fan in ON states (i.e. operating at speeds greater than 0 RPM), (iii) maintain plate and EVI solenoids in an open state, (iv) maintain the evaporator solenoid in a closed state, and (v) maintain defrost operation in a disabled state. 
     At  516 , the shore power module  404  determines whether the suction pressure is less than or equal to the predetermined (or set point) pressure (e.g., 25 psig). If the suction pressure is less than the predetermined pressure, task  518  is performed. 
     At  518 , the control module  260 , while operating in the shore power mode, operates in a first pulldown maintenance mode. While operating in the first pulldown maintenance mode the compressor  204  is operated based on suction pressure and/or temperature of the eutectic plates to pull down temperature of the eutectic plates. The temperature of the eutectic plates may be estimated based on the suction pressure. The suction pressure may be controlled to decrease temperature of the eutectic plates to a predetermined temperature (e.g., a saturation temperature of −10° F., which may correspond to 25 psi of suction pressure). The box temperature may be maintained at a predetermined set point temperature (e.g., 33-35° F.) while the temperature of the eutectic plates is reduced. The suction pressure of the eutectic plates may be maintained within a predetermined range (e.g., 25-45 psi). 
     At  518 A, the shore power module  404  determines whether the box temperature (temperature of air within the box) is less than a predetermined set point temperature (e.g., 33-35° F.). If the box temperature is less than the predetermined set point temperature, then task  5188  is performed, otherwise task  518 C is performed. 
     At  518 B, the shore power module  404  generates the signals COMP 1 , COND 1 , EVAP 1 , and VAL 1  to (i) set the speed of the compressor to the first predetermined speed (e.g., 0% or OFF), (ii) shuts off the evaporator fan and the condenser fan, and (iii) closes the plate, evaporator, and EVI solenoids. 
     At  518 C, the shore power module  404  determines whether the box temperature is greater than a sum of the predetermined set point temperature and a tolerance value (e.g., 0-3° F.). If the box temperature is greater than the sum, the box temperature is out of a predetermined range of the set point temperature and task  518 D is performed, otherwise the box temperature is referred to as being “in range” and task  518 A is performed. The tolerance prevents short cycling the compressor (that is, maintaining the compressor in an ON state for less than a minimum run time). 
     At  518 D, the shore power module  404  determines whether the compressor has been ON (operating at a speed greater than a predetermined speed) for a predetermined amount of time (e.g., 3 minutes). If the compressor has been ON for more than the predetermined amount of time, task  518 E is performed, otherwise task  518 F is performed. As an example, when the compressor has been operating at greater than or equal to 56% for at least 3 minutes, then task  518 E is performed. 
     At  518 E, the shore power module  404  generates the signals COMP 1 , COND 1 , EVAP 1 , and VAL 1  to (i) set the speed of the compressor to the second and/or other predetermined speed (e.g., a speed greater than the third speed and/or 56%-100% ON), (ii) runs the evaporator and condenser fans at predetermined speeds (e.g., speeds greater than 0 rpm and may be based on compressor load), and (iii) opens the plate, evaporator and EVI solenoids. 
     At  518 F, the shore power module  404  generates the signals COMP 1 , COND 1 , EVAP 1 , and VAL 1  to (i) set the speed of the compressor to the second and/or other predetermined speed (e.g., a speed greater than the third speed and/or 56%-100% ON), (ii) runs the evaporator and condenser fans at predetermined speeds (e.g., speeds greater than 0 rpm and may be based on compressor load), (iii) opens the plate, evaporator and EVI solenoids, and (iv) closes the evaporator solenoid. The evaporator solenoid is closed, such that the interior of the box is not being actively cooled, but rather eutectic plates are being cooled. Task  518 A may be performed subsequent to performing tasks  518 B,  518 E,  518 F. 
     Although certain example compressor ON percentages and speeds are provided for some of the above-described tasks, other compressor ON percentages and/or speeds may be implemented. The percentages and speeds may be determined based on the compressor load. 
     During the shore power mode and/or the first pulldown maintenance mode, if one or more doors of the box are opened, the evaporator fan is shut off and the evaporator solenoid is closed. This minimizes an amount of warm air outside the box from entering the box when one or more doors are open. 
       FIG. 9  shows an engine method. Although the following tasks are primarily described with respect to the implementations of  FIGS. 5-6 and 9 , the tasks may be easily modified to apply to other implementations of the present disclosure. The tasks may be iteratively performed. 
     The method may begin at  550 . At  552 , the engine module  406  performs a start sequence including generating the signals COMP 2 , COND 2 , EVAP 2 , and VAL 2  to (i) set the speed of the compressor to a first predetermined speed (e.g., 0% ON (or OFF) and 0 revolutions-per-minute (RPM)), (ii) turn ON an evaporator fan and a condenser fan (e.g., fans  380 ,  220  of  FIG. 5 ), (iii) if not already open, open plate, evaporator and EVI solenoids (e.g., solenoids  244 ,  248 ,  232  of  FIG. 5 ), and (iv) if not already OFF, turn OFF defrost. The speed of the evaporator fan and the condenser fan may be at predetermined speeds or a full ON (100%) speed. The compressor, evaporator fan, and condenser fan may be multi-speed and/or variable speed devices. The signals COMP 2 , COND 2 , EVAP 2  may be generated based on the signal LOAD. 
     The compressor module  410 , the condenser module  412 , the evaporator module  414 , and the valve module  416  generate the signals COMP, COND, EVAP, SOL PLATE , SOL EVAP , SOL EVI  to control operation, speed, and/or position of the compressor, the condenser fan, the evaporator fan and the plate, evaporator and EVI solenoids based respectively on the signals COMP 2 , COND 2 , EVAP 2  and VAL 2 . The signals COMP 2 , COND 2 , EVAP 2  and VAL 2  are also generated based on the operating mode indicated by signal MODE. The speeds of the compressor and evaporator fan may be adjusted based on the load of the compressor while operating in the engine mode. 
     At  554 , the engine module  406  may delay a predetermined period (e.g., 10 seconds) prior to proceeding to task  556 . The predetermined period may be greater than or equal to 0 seconds. The engine module  406  waits the predetermined period to assure that none of the cooling fluid lines are blocked. 
     At  556 , the control module  260 , while operating in the engine mode, operates in a second pulldown maintenance mode. At  556 A, the engine module  404  determines whether the box temperature is less than a predetermined set point temperature (e.g., 33-35° F.). If the box temperature is less than the predetermined set point temperature, then task  556 B is performed, otherwise task  556 C is performed. 
     At  556 B, the engine module  404  generates the signals COMP 2 , COND 2 , EVAP 2 , and VAL 2  to (i) set the speed of the compressor to the first predetermined speed (e.g., 0% or OFF), (ii) shuts off the evaporator fan and the condenser fan, (iii) closes the plate, evaporator and EVI solenoids. 
     At  556 C, the engine module  404  determines whether the box temperature is greater than a sum of the predetermined set point temperature and a tolerance value (e.g., 0-3° F.). If the box temperature is greater than the sum, the box temperature is out of a predetermined range of the predetermined set point temperature and task  556 D is performed, otherwise the box temperature is referred to as being “in range” and task  556 A may be performed. The tolerance prevents short cycling the compressor by assuring the compressor is maintained in an ON state for a minimum run time. 
     At  556 D, the engine module  404  determines whether the compressor has been ON (operating at a speed greater than a predetermined speed) for a predetermined amount of time (e.g., 3 minutes). If the compressor has been ON for more than the predetermined amount of time, task  556 E is performed, otherwise task  518 F is performed. As an example, when the compressor has been operating at greater than or equal to 56% for at least 3 minutes, then task  518 E is performed. 
     At  556 E, the engine module  404  generates the signals COMP 2 , COND 2 , EVAP 2 , and VAL 2  to (i) set the speed of the compressor to the second and/or other predetermined speed (e.g., a speed greater than the third speed and/or 56%-100% ON), (ii) runs the evaporator and condenser fans at predetermined speeds (e.g., speeds greater than 0 rpm and may be based on compressor load), and (iii) opens the plate, evaporator, and EVI solenoids. 
     At  556 F, the engine module  404  generates the signals COMP 2 , COND 2 , EVAP 2 , and VAL 2  to (i) set the speed of the compressor to the second and/or other predetermined speed (e.g., a speed greater than the third speed and/or 56%-100% ON), (ii) runs the evaporator and condenser fans at predetermined speeds (e.g., speeds greater than 0 rpm and may be based on compressor load), (iii) opens the plate, evaporator and EVI solenoids, and (iv) closes the evaporator solenoid. The evaporator solenoid is closed, such that the interior of the box is not being actively cooled, but rather eutectic plates are being cooled. Task  556 A may be performed subsequent to performing tasks  556 B,  556 E,  556 F. 
     During the engine mode, the speeds of the compressor, evaporator and condenser may be set and/or limited based on the state of charge of the battery pack. The percentages ON and/or speeds of the compressor set during tasks  556 B,  556 E and  556 F may be less than the percentages ON and/or speeds of the compressor set during tasks  506 B,  506 E,  506 F of the shore power mode to conserve energy and minimize and/or maintain charge on the batteries of the battery pack. 
     Although certain example compressor ON percentages and speeds are provided for some of the above-described tasks, other compressor ON percentages and/or speeds may be implemented. The percentages and speeds may be determined based on the compressor load and/or state of charge of the battery pack. 
     During the engine mode and/or the second pulldown maintenance mode, if one or more doors of the box are opened, the evaporator fan is shut off and the evaporator solenoid is closed. This minimizes the amount of warm air outside the box from entering the box. 
       FIG. 10  shows a battery method. Although the following tasks are primarily described with respect to the implementations of  FIGS. 5-6 and 10 , the tasks may be easily modified to apply to other implementations of the present disclosure. The tasks may be iteratively performed. Also, although the following tasks are primarily described with respect to use of battery power, the tasks may be modified to include use of solar power from a solar panel and/or solar panel array. The solar power may be drawn from the battery and/or directly from the solar panel and/or solar panel array. 
     The method may begin at  600 . At  602 , the battery module  408  performs a start sequence including generating the signals COMP 3 , COND 3 , EVAP 3 , and VAL 3  to (i) set the speed of the compressor to a first predetermined speed (e.g., 0% ON (or OFF) and 0 revolutions-per-minute (RPM)), (ii) turn ON an evaporator fan and a condenser fan (e.g., fans  380 ,  220  of  FIG. 5 ), (iii) if not already open, open plate, evaporator and EVI solenoids (e.g., solenoids  244 ,  248 ,  232  of  FIG. 5 ), and (iv) if not already OFF, turn OFF defrost. The speed of the evaporator fan and the condenser fan may be at predetermined speeds or a full ON (100%) speed. The compressor, evaporator fan, and condenser fan may be multi-speed and/or variable speed devices. The signals COMP 2 , COND 2 , EVAP 2  may be generated based on the signal LOAD. 
     The compressor module  410 , the condenser module  412 , the evaporator module  414 , and the valve module  416  generate signals COMP, COND, EVAP, SOL PLATE , SOL EVAP , SOL EVI  to control operation, speed, and/or position of the compressor, the condenser fan, the evaporator fan and the plate, evaporator and EVI solenoids based respectively on the signals COMP 3 , COND 3 , EVAP 3  and VAL 3 . The signals COMP 3 , COND 3 , EVAP 3  and VAL 3  are also generated based on the operating mode indicated by signal MODE. The speeds of the compressor and evaporator fan may be adjusted based on the load of the compressor while operating in the battery mode. 
     At  604 , the battery module  408  may delay a predetermined period (e.g., 10 seconds) prior to proceeding to task  606 . The predetermined period may be greater than or equal to 0 seconds. The battery module  408  waits the predetermined period to assure that none of the cooling fluid lines are blocked. 
     At  606 , the control module  260 , while operating in the battery mode, operates in a third pulldown maintenance mode. At  606 A, the battery module  408  determines whether the box temperature is less than a predetermined set point temperature (e.g., 33-35° F.). If the box temperature is less than the predetermined set point temperature, then task  606 B is performed, otherwise task  606 C is performed. 
     At  606 B, the battery module  408  generates the signals COMP 3 , COND 3 , EVAP 3 , and VAL 3  to (i) set the speed of the compressor to the first predetermined speed (e.g., 0% or OFF), (ii) shuts off the evaporator fan and the condenser fan, (iii) closes the plate, evaporator and EVI solenoids. 
     At  606 C, the battery module  408  determines whether the box temperature is greater than a sum of the predetermined set point temperature and a tolerance value (e.g., 0-3° F.). If the box temperature is greater than the sum, the box temperature is out of a predetermined range of the predetermined set point temperature and task  606 D is performed, otherwise the box temperature is referred to as being “in range” and task  606 A is performed. The tolerance prevents short cycling the compressor by assuring the compressor is maintained in an ON state for a minimum run time. 
     At  606 D, the battery module  408  determines whether the compressor has been ON (operating at a speed greater than a predetermined speed) for a predetermined amount of time (e.g., 3 minutes). If the compressor has been ON for more than the predetermined amount of time, task  606 E is performed, otherwise task  606 F is performed. As an example, when the compressor has been operating at greater than or equal to 34% for at least 3 minutes, then task  606 E is performed. 
     At  606 E, the battery module  408  generates the signals COMP 3 , COND 3 , EVAP 3 , and VAL 3  to (i) set the speed of the compressor to the third and/or other predetermined speed (e.g., a speed greater than the third speed and/or 34%-100% ON), (ii) runs the evaporator and condenser fans at predetermined speeds (e.g., speeds greater than 0 rpm and may be based on compressor load), and (iii) opens the plate, evaporator and EVI solenoids. In one embodiment, the third speed is 34%. 
     During the battery mode, the speeds of the compressor, evaporator and condenser may be set and/or limited based on the state of charge of the battery pack. As the state of charge of the battery pack decreases speeds of the compressor, evaporator and/or condenser may be decreased. In one embodiment, when the state of charge of the battery pack drop below a first predetermined threshold, the compressor is shut off. In another embodiment, when the state of charge of the battery pack drop below a second predetermined threshold, the evaporator fan is shut off. The second threshold is less than the first threshold. In another embodiment, when the state of charge of the battery pack drops below a third predetermined threshold, the condenser fan is shut off. The third threshold is less than or equal to the second threshold. 
     At  606 F, the battery module  408  generates the signals COMP 3 , COND 3 , EVAP 3 , and VAL 3  to (i) set the speed of the compressor to the second and/or other predetermined speed (e.g., a speed greater than the third speed and/or 34%-100% ON), (ii) runs the evaporator and condenser fans at predetermined speeds (e.g., speeds greater than 0 rpm and may be based on compressor load), (iii) opens the plate, evaporator and EVI solenoids, and (iv) closes the evaporator solenoid. The evaporator solenoid is closed, such that the interior of the box is not being actively cooled, but rather eutectic plates are being cooled. Task  606 A may be performed subsequent to performing tasks  606 B,  606 E,  606 F. The compressor, evaporator fan and condenser fan may be shut off based on the state of charge of the battery pack, as described above. 
     The percentages ON and/or speeds of the compressor set during tasks  606 B,  606 E and  606 F may be less than the percentages ON and/or speeds of the compressor set during tasks  556 B,  556 E,  556 F of the engine mode to conserve energy and minimize and/or maintain charge on the batteries of the battery pack. The percentages and speeds during the engine mode and/or the battery mode may be (i) set to at least predetermined minimum percentages and speeds to maintain set point temperatures, and/or (ii) limited based on the compressor load and the state of charge of the battery pack. This conserves energy while operating in the engine mode and/or battery mode. 
     Although certain example compressor ON percentages and speeds are provided for some of the above-described tasks, other compressor ON percentages and/or speeds may be implemented. The percentages and speeds may be determined based on the compressor load and/or state of charge of the battery pack. 
     During the battery mode and/or the third pulldown maintenance mode, if one or more doors of the box are opened, the evaporator fan is shut off and the evaporator solenoid is closed. This minimizes the amount of warm air outside the box from entering the box. 
       FIG. 11  shows another engine method. Although the following tasks are primarily described with respect to the implementations of  FIGS. 5-6 and 11 , the tasks may be easily modified to apply to other implementations of the present disclosure. The tasks may be iteratively performed. 
     The method may begin at  650 . At  652 , the engine module  406  performs a start sequence including generating the signals COMP 2 , COND 2 , EVAP 2 , and VAL 2  to (i) set the speed of the compressor to a first predetermined speed (e.g., 0% ON (or OFF) and 0 revolutions-per-minute (RPM)), (ii) turn ON an evaporator fan and a condenser fan (e.g., fans  380 ,  220  of  FIG. 5 ), (iii) if not already open, open plate, evaporator and EVI solenoids (e.g., solenoids  244 ,  248 ,  232  of  FIG. 5 ), and (iv) if not already OFF, turn OFF defrost. The speed of the evaporator fan and the condenser fan may be at predetermined speeds or a full ON (100%) speed. The compressor, evaporator fan, and condenser fan may be multi-speed and/or variable speed devices. The signals COMP 2 , COND 2 , EVAP 2  may be generated based on the signal LOAD. 
     The compressor module  410 , the condenser module  412 , the evaporator module  414 , and the valve module  416  generate signals COMP, COND, EVAP, SOL PLATE , SOL EVAP , SOL EVI  to control operation, speed, and/or position of the compressor, the condenser fan, the evaporator fan and the plate, evaporator and EVI solenoids based respectively on the signals COMP 2 , COND 2 , EVAP 2  and VAL 2 . The signals COMP 2 , COND 2 , EVAP 2  and VAL 2  are also generated based on the operating mode indicated by signal MODE. The speeds of the compressor and evaporator fan may be adjusted based on the load of the compressor while operating in the engine mode. 
     At  654 , the engine module  406  may delay a predetermined period (e.g., 10 seconds) prior to proceeding to task  556 . The predetermined period may be greater than or equal to 0 seconds. The engine module  406  waits the predetermined period to assure that none of the cooling fluid lines are blocked. 
     At  656 , the control module  260 , while operating in the engine mode, operates in a fourth pulldown maintenance mode. At  656 A, the engine module  404  determines whether the box temperature is less than and/or within a predetermined range of a predetermined set point temperature (e.g., 33-35° F.). If the box temperature is less than and/or within the predetermined range of the predetermined set point temperature, then task  656 B is performed, otherwise task  656 C is performed. 
     At  656 B, the engine module  404  generates the signals COMP 2 , COND 2 , EVAP 2 , and VAL 2  to (i) set the speed of the compressor to a predetermined speed (e.g., 34-100% ON), (ii) shuts OFF the evaporator fan, (iii) runs the condenser fan at a predetermined speed (e.g., speeds greater than 0 rpm and may be based on compressor load), (iv) opens the plate and EVI solenoids, and (v) closes the evaporator solenoid. The evaporator solenoid is closed, such that the interior of the box is not being actively cooled, but rather eutectic plates are being cooled. This quickly charges the eutectic plates. 
     At  656 C, the engine module  404  generates the signals COMP 2 , COND 2 , EVAP 2 , and VAL 2  to (i) set the speed of the compressor to another predetermined speed (e.g., 34-100% ON), (ii) runs the evaporator and condenser fans at predetermined speeds (e.g., speeds greater than 0 rpm and may be based on compressor load), and (iii) opens the plate, evaporator and EVI solenoids. At  656 C, the plate and evaporator solenoids are open, to allow quick charging (cooling) of the eutectic plates and recovery (or cool down) of the box to the set point temperature after, for example, a delivery. By running the evaporator, dehumidification of air in the box is performed. Dehumidification may be performed based on whether one or more of the doors are open, timing of when one or more of the doors are opened, and/or how long one or more of the doors are open. The evaporator is run and the evaporator and plate solenoids are open, since the battery pack is at a state of charge during the engine mode that is higher than the state of charge during the battery mode. This is unlike the battery mode of  FIG. 12 , where the plate solenoid is closed to quickly cool down the box temperature and conserve power. 
     Subsequent to performing tasks  656 B and  656 C, task  656 A may be performed. 
     Although certain example compressor ON percentages and speeds are provided for some of the above-described tasks, other compressor ON percentages and/or speeds may be implemented. The percentages and speeds may be determined based on the compressor load and/or state of charge of the battery pack. 
     During the engine mode and/or the fourth pulldown maintenance mode, if one or more doors of the box are opened, the evaporator fan is shut off and the evaporator solenoid is closed. This minimizes the amount of warm air outside the box from entering the box. 
     The method of  FIG. 12  allows for quick cool down of the box after a door of the box is opened by running the evaporator while the corresponding truck is in route. The eutectic plates are charged while in route, which reduces pull down time at night when the truck is no longer in route. The method of  FIG. 12  also prevents and/or minimizes frost buildup on evaporator coils and/or the eutectic plates by running the evaporator to dehumidify the air in the box. 
       FIG. 12  shows another battery method. Although the following tasks are primarily described with respect to the implementations of FIGS.  5 - 6  and  12 , the tasks may be easily modified to apply to other implementations of the present disclosure. The tasks may be iteratively performed. Also, although the following tasks are primarily described with respect to use of battery power, the tasks may be modified to include use of solar power from a solar panel and/or solar panel array. The solar power may be drawn from the battery and/or directly from the solar panel and/or solar panel array. 
     The method may begin at  700 . At  702 , the battery module  408  performs a start sequence including generating the signals COMP 3 , COND 3 , EVAP 3 , and VAL 3  to (i) set the speed of the compressor to a first predetermined speed (e.g., 0% ON (or OFF) and 0 revolutions-per-minute (RPM)), (ii) turn ON an evaporator fan and a condenser fan (e.g., fans  380 ,  220  of  FIG. 5 ), (iii) if not already open, open plate, evaporator and EVI solenoids (e.g., solenoids  244 ,  248 ,  232  of  FIG. 5 ), and (iv) if not already OFF, turn OFF defrost. The speed of the evaporator fan and the condenser fan may be at predetermined speeds or a full ON (100%) speed. The compressor, evaporator fan, and condenser fan may be multi-speed and/or variable speed devices. The signals COMP 2 , COND 2 , EVAP 2  may be generated based on the signal LOAD. 
     The compressor module  410 , the condenser module  412 , the evaporator module  414 , and the valve module  416  generate signals COMP, COND, EVAP, SOL PLATE , SOL EVAP , SOL EVI  to control operation, speed, and/or position of the compressor, the condenser fan, the evaporator fan and the plate, evaporator and EVI solenoids based respectively on the signals COMP 3 , COND 3 , EVAP 3  and VAL 3 . The signals COMP 3 , COND 3 , EVAP 3  and VAL 3  are also generated based on the operating mode indicated by signal MODE. The speeds of the compressor and evaporator fan may be adjusted based on the load of the compressor while operating in the battery mode. 
     At  704 , the battery module  408  may delay a predetermined period (e.g., 10 seconds) prior to proceeding to task  706 . The predetermined period may be greater than or equal to 0 seconds. The battery module  408  waits the predetermined period to assure that none of the cooling fluid lines are blocked. 
     At  706 , the control module  260 , while operating in the battery mode, operates in a fifth pulldown maintenance mode. At  706 A, the battery module  404  determines whether the box temperature is less than and/or within a predetermined range of a predetermined set point temperature (e.g., 33-35° F.). If the box temperature is less than and/or within the predetermined range of the predetermined set point temperature, then task  656 B is performed, otherwise task  656 C is performed. 
     At  706 B, the battery module  408  generates the signals COMP 3 , COND 3 , EVAP 3 , and VAL 3  to (i) shuts OFF the compressor, (ii) shuts off the evaporator fan and the condenser fan, (iii) closes the plate, evaporator and EVI solenoids. 
     At  706 C, the battery module  408  generates the signals COMP 3 , COND 3 , EVAP 3 , and VAL 3  to (i) set the speed of the compressor to a predetermined speed (e.g., 34%-100% ON), (ii) runs the evaporator and condenser fans at predetermined speeds (e.g., speeds greater than 0 rpm and may be based on compressor load), (iii) opens the evaporator and EVI solenoids, and (iv) opens the plate solenoid if not already opened. This dehumidifies air in the box of the truck and allows the box to be quickly cooled to recover the box temperature after a truck delivery. Refrigerant is sent to the evaporator and not to the eutectic plates. This decreases compressor and evaporator ON time to conserve charge on the batteries. This also reduces frost buildup on evaporator coils and/or the eutectic plates. The speeds of the compressor, evaporator fan and condenser fan may be set based on the state of charge of the battery pack. The compressor, evaporator fan and condenser fan may be shut off based on the state of charge of the battery pack, as described above. 
     Anytime the compressor is running the plate solenoid is open to allow the plate to receive a supplemental charge even though the primary cooling means is conducted by the evaporator. This is to allow the body to draw off the plates if the compressor is in its minimum time off cycle for the fan cycling operation to continue to cool the body or (built in as a safety measure to protect the load) if the batteries are depleted and can no longer run the compressor. 
     The percentages ON and/or speeds of the compressor set during tasks  706 B,  706 C may be less than the percentages ON and/or speeds of the compressor set during one of the above-described engine modes to conserve energy and minimize and/or maintain charge on the batteries of the battery pack. The percentages and speeds may be set and/or limited based on the compressor load and the state of charge of the battery pack. This conserves energy while operating in the battery mode. 
     Although certain example compressor ON percentages and speeds are provided for some of the above-described tasks, other compressor ON percentages and/or speeds may be implemented. The percentages and speeds may be determined based on the compressor load and/or state of charge of the battery pack. 
     During the battery mode and/or the fifth pulldown maintenance mode, if one or more doors of the box are opened, the evaporator fan is shut off and the evaporator solenoid is closed. This minimizes the amount of warm air outside the box from entering the box. 
     The above-described tasks of  FIGS. 7-12  are meant to be illustrative examples; the tasks may be performed sequentially, synchronously, simultaneously, continuously, during overlapping time periods or in a different order depending upon the application. Also, any of the tasks may not be performed or skipped depending on the implementation and/or sequence of events. 
       FIG. 13  shows an example plot of compressor power, suction pressure, and discharge pressure versus time illustrating reduced power draw during one of the battery modes. A compressor power curve  750 , a suction pressure curve  752 , and a discharge pressure curve  754  illustrate reducing speed of the compressor from a first speed (e.g., 5400 RPM) to a second speed (e.g., 1200 RPM). Box Temperature is maintained within a predetermined range (e.g., a 3T range while the speed of the compressor is reduced. By reducing the capacity and power of the compressor results in forcing less mass flow through heat exchangers and a more favorable operating condition. 
     By running a variable speed compressor that operates based on current received from a battery pack, as opposed to running off of an engine, reliability of the above-described systems is improved. This is because there is no shaft seal as with an open drive compressor that runs off of an engine. There is typically oil leakage and high maintenance costs associated with having a shaft seal. 
       FIG. 14  shows a high-pressure method for operation in a shore power mode or a battery power mode. Although the following tasks are primarily described with respect to the implementations of  FIGS. 5-6 and 14 , the tasks may be easily modified to apply to other implementations of the present disclosure. The tasks may be iteratively performed. 
     The method may begin at  800 . At  802 , the shore power module  404  and/or the battery module  408  determines whether the suction pressure is less than a first predetermine pressure (e.g., 425 psig). If the suction pressure is less than the first predetermined pressure, then task  804  may be performed, otherwise operation  808  is performed. 
     At  804 , the shore power module  404  operates in a normal shore power mode as described above with respect to the method of  FIG. 8  or the battery module  408  operates in a normal battery power mode as described above with respect to the methods of  FIGS. 10 and 12 . The method may end at  806 . 
     At  808 , the shore power module  404  and/or the battery module  408  determines whether the suction pressure is greater than or equal to a second predetermined pressure (e.g., 435 psig). The second predetermined pressure may be greater than the first predetermined pressure. If the suction pressure is greater than or equal to the second predetermined pressure, then task  810  is performed, otherwise task  818  is performed. 
     At  810 , the compressor module  410  performs a controlled shutdown of the compressor. The shore power module  404  and/or the battery module  408  may generate the signals COMP 1  or COMP 3  to instruct the compressor module  410  to perform a controlled shutdown. The controlled shutdown may include, for example, ramping down the speed of the compressor, stopping he compressor over a predetermined period of time, and/or performing other predetermined controlled shutdown tasks. 
     At  812 , the shore power module  404  and/or the battery module  408  delay a first predetermined period (e.g., 2 minutes). At  814 , the compressor module  410  restarts the compressor. The shore power module  404  and/or the battery module  408  may generate the signals COMP 1  or COMP 3  to instruct the compressor module  410  to restart the compressor. 
     At  815 , the compressor module  410  operates in a “safe” mode, which includes operating the compressor at a reduced predetermined speed (e.g., 2700 RPM) and/or reduced predetermined percentage (e.g., 50%) of a full operating range of the compressor. Task  808  may be performed subsequent to task  816 . 
     At  816 , the shore power module  404 , the battery module  408  and/or the compressor module  410  determines whether the number of times the compressor has been restarted is greater than a predetermined number of restarts (e.g., 3 restarts). The number of times the compressor has been restarted may be evaluated over a last predetermined period of time or the number of restarts may be reset to zero when (i) a manual restart is performed, (ii) the suction pressure drops below the first or third predetermined pressures, and/or (iii) another criterion is satisfied. The predetermined number of restarts may be set by a user. 
     At  817 , the shore power module  404 , the battery module  408  and/or the compressor module  410  prevents an auto-restart as performed at  814  and requires a manual restart of the compressor. Task  808  may be performed subsequent to a manual restart of the compressor. A manual restart of the compressor may include a user providing a user input and the shore power module  404 , the battery module  408  and/or the compressor module  410  restarting the compressor. 
     At  818 , the compressor module  410  operates in the “safe” mode, which includes operating the compressor at the reduced predetermined speed (e.g., 2700 RPM) and/or the reduced predetermined percentage (e.g., 50%) of the full operating range of the compressor. At  820 , the shore power module  404  and/or the battery module  408  delay a second predetermined period (e.g., 15 minutes). 
     At  822 , the shore power module  404  and/or the battery module  408  determines whether the suction pressure is less than a third predetermined pressure (e.g., 400 psig). The third predetermined pressure may be less than the first and second predetermined pressures. If the suction pressure is less than the third predetermined pressure, then task  804  may be performed, otherwise task  824  is performed. 
     At  824 , the shore power module  404  and/or the battery module  408  determines whether the suction pressure is greater than or equal to the third predetermined pressure or less than the second predetermined pressure. If the suction pressure is within this range, task  820  is performed, otherwise task  808  is performed. 
     The above-described tasks of  FIGS. 7-12 and 14  are meant to be illustrative examples; the tasks may be performed sequentially, synchronously, simultaneously, continuously, during overlapping time periods or in a different order depending upon the application. Also, any of the tasks may not be performed or skipped depending on the implementation and/or sequence of events. 
     The above-described control methods of  FIGS. 7-12 and 14  accurately control box temperature and minimize power draw from batteries. The control methods ensure a system is properly powered prior to starting and performs low-speed and moderate compressor speed startups. The low-speed compressor startup (e.g., see above task  512  of  FIG. 8 ) prevents oil pump out during high-loading in a flooded start condition. The moderate speed compressor startup (e.g., see tasks  508 - 510  of  FIG. 8 ) ensures adequate drive temperatures in a hot soak condition. 
     Although the above-described methods are primarily described with respect to a system that includes both eutectic plates and an evaporator, the methods may be modified to apply to systems that do not include eutectic plates or an evaporator. The methods may be applied to a single evaporator system, a eutectic plate system, a multi-evaporator system or system including both eutectic plates and an evaporator, and a system using electronic expansion valves. 
     The above-described battery modes allow a system to, upon detecting disconnection of shore power and shutting OFF an engine (alternator/generator is OFF), run a compressor at a minimal or reduced speed to conserve power. This may be accomplished via a single command and include requesting a low-operating speed, a reduction in a maximum permitted compressor speed, and/or active control of compressor speed based on battery charge. During the battery modes, the speeds of the compressor, evaporator fan and/or condenser fan may be limited to respective levels based on the state of charge of the battery pack and may be reduced when the state of charge of the battery pack decreases. The condenser fan speed may be adjusted by modulating current supplied to the condenser fan via the condenser module  412  of  FIG. 6A  based on the load, the speed of the compressor, and/or the discharge pressure of the compressor. The evaporator fan and the condenser fan may be placed in a low-power state (e.g., power supplied to the evaporator fan and/or the condenser fan are less than a predetermined power level) when the compressor is placed in a low-power state. This operation can be continued until shore power is reconnected or the engine is ON and power is being generated via the electrical source (e.g., alternator and/or generator). 
     To further reduce power draw while operating in the battery modes, vapor injection may be turned OFF. This may be accomplished by closing the EVI solenoid  232  of  FIG. 3 . The vapor injection may be turned OFF by the control module  260  while in a low-power state and/or while reducing compressor speed. The vapor injection may be OFF when the compressor is ON and running at a speed greater than 0 RPM. 
     The battery modes provide increased compressor, evaporator fan, and condenser fan run times and increased periods of time when the box temperature is maintained at a predetermined set point temperature. These modes also allow for the electrical source (e.g., 48V alternator/generator) used for charging the battery pack associated with the refrigeration system to be removed from the vehicle. In one embodiment, the vehicle  100  of  FIG. 1  does not include an alternator/generator for charging the battery pack of the refrigeration system. The vehicle  100  may however include an electrical source (e.g., 12V alternator/generator) for charging a battery for other non-refrigeration related tasks (e.g., cab lighting and cab electronics, such as a navigation system, a stereo system, etc.) A 12V vehicle battery system may also be used to run evaporator fans as a safety measure to allow fan cycling and for cooling to occur by drawing off the eutectic plate(s) if the batteries are depleted and the controller prevents the compressor from running. This is especially applicable to 48V systems for which alternator/generators are expensive and/or not available. In this example, the system operates in either the disclosed shore power mode or one or more of the disclosed battery modes and does not operate in one of the disclosed engine modes. The battery modes allow for box temperature maintenance over increased periods of time, such that charging may only need to be performed while shore power is connected, as opposed to while a truck is in route. 
     At night, when shore power is connected, the compressor, the evaporator fan, and/or the condenser fan speeds may be reduced to reduce an amount of noise generated. The speeds may be reduced based on compressor load. As described above, when the vehicle  100  is in route, compressor load may be low and thus evaporator fan and condenser fan speeds may be reduced to reduce the amount of noise generated when the vehicle  100  is stopped and is in, for example, a residential area. The fan speeds may also be reduced based on a speed of the vehicle  100  and/or whether the engine of the vehicle  100  is ON. For example, when the engine is ON and the vehicle speed is 0, the speeds of the fans may be reduced. If the engine is ON and the vehicle speed is 0, this can indicate that the vehicle  100  is in route, as opposed to be shut off and at a charging station. The control module  260  may control the speeds based on a vehicle speed signal from a vehicle speed sensor  800  (shown in  FIG. 5 ) and/or based on the ignition signal from the ignition sensor  304 , which may indicate whether the engine is ON or OFF. 
     The foregoing description is merely illustrative in nature and is in no way intended to limit the disclosure, its application, or uses. The broad teachings of the disclosure can be implemented in a variety of forms. Therefore, while this disclosure includes particular examples, the true scope of the disclosure should not be so limited since other modifications will become apparent upon a study of the drawings, the specification, and the following claims. It should be understood that one or more steps within a method may be executed in different order (or concurrently) without altering the principles of the present disclosure. Further, although each of the embodiments is described above as having certain features, any one or more of those features described with respect to any embodiment of the disclosure can be implemented in and/or combined with features of any of the other embodiments, even if that combination is not explicitly described. In other words, the described embodiments are not mutually exclusive, and permutations of one or more embodiments with one another remain within the scope of this disclosure. 
     Spatial and functional relationships between elements (for example, between modules, circuit elements, semiconductor layers, etc.) are described using various terms, including “connected,” “engaged,” “coupled,” “adjacent,” “next to,” “on top of,” “above,” “below,” and “disposed.” Unless explicitly described as being “direct,” when a relationship between first and second elements is described in the above disclosure, that relationship can be a direct relationship where no other intervening elements are present between the first and second elements, but can also be an indirect relationship where one or more intervening elements are present (either spatially or functionally) between the first and second elements. As used herein, the phrase at least one of A, B, and C should be construed to mean a logical (A OR B OR C), using a non-exclusive logical OR, and should not be construed to mean “at least one of A, at least one of B, and at least one of C.” 
     In the figures, the direction of an arrow, as indicated by the arrowhead, generally demonstrates the flow of information (such as data or instructions) that is of interest to the illustration. For example, when element A and element B exchange a variety of information but information transmitted from element A to element B is relevant to the illustration, the arrow may point from element A to element B. This unidirectional arrow does not imply that no other information is transmitted from element B to element A. Further, for information sent from element A to element B, element B may send requests for, or receipt acknowledgements of, the information to element A. 
     In this application, including the definitions below, the term “module” or the term “control module” may be replaced with the term “circuit.” The term “module” may refer to, be part of, or include: an Application Specific Integrated Circuit (ASIC); a digital, analog, or mixed analog/digital discrete circuit; a digital, analog, or mixed analog/digital integrated circuit; a combinational logic circuit; a field programmable gate array (FPGA); a processor circuit (shared, dedicated, or group) that executes code; a memory circuit (shared, dedicated, or group) that stores code executed by the processor circuit; other suitable hardware components that provide the described functionality; or a combination of some or all of the above, such as in a system-on-chip. 
     The module may include one or more interface circuits. In some examples, the interface circuits may include wired or wireless interfaces that are connected to a local area network (LAN), the Internet, a wide area network (WAN), or combinations thereof. The functionality of any given module of the present disclosure may be distributed among multiple modules that are connected via interface circuits. For example, multiple modules may allow load balancing. In a further example, a server (also known as remote, or cloud) module may accomplish some functionality on behalf of a client module. 
     The term code, as used above, may include software, firmware, and/or microcode, and may refer to programs, routines, functions, classes, data structures, and/or objects. The term shared processor circuit encompasses a single processor circuit that executes some or all code from multiple modules. The term group processor circuit encompasses a processor circuit that, in combination with additional processor circuits, executes some or all code from one or more modules. References to multiple processor circuits encompass multiple processor circuits on discrete dies, multiple processor circuits on a single die, multiple cores of a single processor circuit, multiple threads of a single processor circuit, or a combination of the above. The term shared memory circuit encompasses a single memory circuit that stores some or all code from multiple modules. The term group memory circuit encompasses a memory circuit that, in combination with additional memories, stores some or all code from one or more modules. 
     The term memory circuit is a subset of the term computer-readable medium. The term computer-readable medium, as used herein, does not encompass transitory electrical or electromagnetic signals propagating through a medium (such as on a carrier wave); the term computer-readable medium may therefore be considered tangible and non-transitory. Non-limiting examples of a non-transitory, tangible computer-readable medium are nonvolatile memory circuits (such as a flash memory circuit, an erasable programmable read-only memory circuit, or a mask read-only memory circuit), volatile memory circuits (such as a static random access memory circuit or a dynamic random access memory circuit), magnetic storage media (such as an analog or digital magnetic tape or a hard disk drive), and optical storage media (such as a CD, a DVD, or a Blu-ray Disc). 
     The apparatuses and methods described in this application may be partially or fully implemented by a special purpose computer created by configuring a general purpose computer to execute one or more particular functions embodied in computer programs. The functional blocks and flowchart elements described above serve as software specifications, which can be translated into the computer programs by the routine work of a skilled technician or programmer. 
     The computer programs include processor-executable instructions that are stored on at least one non-transitory, tangible computer-readable medium. The computer programs may also include or rely on stored data. The computer programs may encompass a basic input/output system (BIOS) that interacts with hardware of the special purpose computer, device drivers that interact with particular devices of the special purpose computer, one or more operating systems, user applications, background services, background applications, etc. 
     The computer programs may include: (i) descriptive text to be parsed, such as HTML (hypertext markup language) or XML (extensible markup language), (ii) assembly code, (iii) object code generated from source code by a compiler, (iv) source code for execution by an interpreter, (v) source code for compilation and execution by a just-in-time compiler, etc. As examples only, source code may be written using syntax from languages including C, C++, C#, Objective-C, Swift, Haskell, Go, SQL, R, Lisp, Java®, Fortran, Perl, Pascal, Curl, OCaml, Javascript®, HTML5 (Hypertext Markup Language 5th revision), Ada, ASP (Active Server Pages), PHP (PHP: Hypertext Preprocessor), Scala, Eiffel, Smalltalk, Erlang, Ruby, Flash®, Visual Basic®, Lua, MATLAB, SIMULINK, and Python®. 
     None of the elements recited in the claims are intended to be a means-plus-function element within the meaning of 35 U.S.C. § 112(f) unless an element is expressly recited using the phrase “means for,” or in the case of a method claim using the phrases “operation for” or “step for.”