Patent Abstract:
A mobile refrigeration system that includes an engine that is operable at a first speed greater than zero and a second speed greater than zero. A compressor is operable in response to the engine at a first speed and a second speed. The system also includes an evaporator, a first temperature sensor positioned to measure a first temperature, and a second temperature sensor positioned to measure a second temperature. A controller is operable to transition the engine between the first speed and the second speed in response to the first temperature exceeding a first predetermined value and the second temperature falling below a second predetermined value.

Full Description:
BACKGROUND  
       [0001]     The present invention relates to a mobile refrigeration system. More particularly, the present invention relates to an engine-driven mobile refrigeration system that includes an automatic control system.  
         [0002]     Mobile refrigeration systems are often used to chill or cool a storage area within a mobile container, such as a truck trailer. Often, perishable items, such as fruits and vegetables, are transported using these systems. The shelf life and appearance of these products is greatly affected by the temperature at which they are maintained during shipping. For example, too low a temperature can cause freezing, which damages some of the products being shipped. Too high of a temperature may cause spoilage or rotting of some products that are shipped.  
         [0003]     New trailers are getting larger and include less insulation. In addition, the insulation in old trailers degrades over time. Furthermore, trailers are commonly used across a wide ambient temperature range, thus requiring precise temperature control across a much wider capacity range. As such, current transport systems have difficulty maintain the temperature of the products within a narrow range without excess engine operation. The excess engine operation results in additional engine and other component wear, additional maintenance, and additional fuel costs.  
       SUMMARY  
       [0004]     The present invention provides a mobile refrigeration system that includes an engine that is operable at a first speed greater than zero and a second speed greater than zero. A compressor is operable in response to the engine at a first speed and a second speed. The system also includes an evaporator, a first temperature sensor positioned to measure a first temperature, and a second temperature sensor positioned to measure a second temperature. A controller is operable to transition the engine between the first speed and the second speed in response to the first temperature exceeding a first predetermined value and the second temperature falling below a second predetermined value.  
         [0005]     The invention also provides a mobile refrigeration system that includes an engine that is operable at a first speed and a second speed. A compressor is operable in response to operation of the engine to produce a flow of compressed refrigerant. A valve is associated with the compressor and is movable between a first position and a second position to vary the flow of compressed refrigerant. A fan is operable in response to operation of the engine to produce a flow of air. A first temperature sensor is positioned to measure a first temperature and a second temperature sensor is positioned to measure a second temperature. A timer is operable to time a duration and a microprocessor-based controller is operable to vary the valve position to maintain the first temperature at about a user set point. The controller is also operable to transition the engine between the first speed and the second speed in response to a measured first temperature in excess of a first predetermined value and the second measured temperature less than a second predetermined value and a timed duration greater than a predetermined time.  
         [0006]     The invention also provides a method of controlling a mobile refrigeration unit. The method includes operating an engine at a first speed and operating a compressor at a first speed in response to engine operation to produce a flow of compressed refrigerant. The method further includes measuring a first temperature and moving a valve in response to the measured first temperature to maintain the first temperature at about a first user defined temperature. The method also includes measuring a second temperature and transitioning the engine to a second speed greater than the first speed in response to the measured second temperature. The method further includes moving the valve in response to the second temperature to maintain the second temperature at about a second user defined temperature. 
     
    
     BRIEF DESCRIPTION OF THE DRAWINGS  
       [0007]     The description particularly refers to the accompanying figures in which:  
         [0008]      FIG. 1  is a schematic illustration of a mobile refrigeration compartment including a refrigeration system;  
         [0009]      FIG. 2  is a schematic illustration of a refrigeration cycle;  
         [0010]      FIG. 3  is a simplified flowchart illustrating a portion of the operation of the refrigeration system of  FIG. 1 ;  
         [0011]      FIG. 4  is a flowchart illustrating a portion of the operation of the refrigeration system of  FIG. 1 ; and  
         [0012]      FIG. 5  is a ladder diagram illustrating various temperature relationships. 
     
    
       [0013]     Before any embodiments of the invention are explained, it is to be understood that the invention is not limited in its application to the details of construction and the arrangements of components set forth in the following description or illustrated in the following drawings. The invention is capable of other embodiments and of being practiced or of being carried out in various ways. Also, it is to be understood that the phraseology and terminology used herein is for the purpose of description and should not be regarded as limiting. The use of “including,” “comprising,” or “having” and variations thereof is meant to encompass the items listed thereafter and equivalence thereof as well as additional items. The terms “connected,” “coupled,” and “mounted” and variations thereof are used broadly and encompass direct and indirect connections, couplings, and mountings. In addition, the terms “connected” and “coupled” and variations thereof are not restricted to physical or mechanical connections or couplings.  
       DETAILED DESCRIPTION  
       [0014]     With reference to  FIG. 1 , a cargo space  10  such as would be found within a truck trailer is illustrated. The cargo space  10  includes a floor  15 , a ceiling  20 , two side walls  25 , a front wall  30 , and a rear wall  35 . Generally, the rear wall  35  includes a door that allows for convenient loading and unloading of the cargo space  10 . In most constructions, the walls  25 ,  30 ,  35  the floor  15 , and the ceiling  20  are insulated to make temperature control of the cargo space  10  more efficient.  
         [0015]     A refrigeration system  40  is attached to the outside of the front wall  30  with other locations being possible. The refrigeration system  40  draws relatively warm air from within the cargo space  10 , cools the air, and returns the cold air to the cargo space  10 . The front wall  30  of the cargo space  10  includes a return air aperture  45  that provides for the passage of air from the cargo space  10  into the refrigeration system  40 . Generally, a bulkhead  50  that may include an air filter at least partially defines the aperture  45 .  
         [0016]     Cold air exiting the refrigeration system  40  is generally directed to an air delivery duct  55  disposed on the ceiling  20  of the cargo space  10 . The air delivery duct  55  distributes the cold air substantially evenly throughout the cargo space  10  to assure that the entire cargo space  10  is evenly cooled.  
         [0017]     With reference to  FIG. 2  the components of the refrigeration system  40  are illustrated. Before describing the system  40 , it should be noted that many components, including valves, sensors, tanks, manifolds, and the like have been omitted from the diagram for clarity.  
         [0018]     The refrigeration system  40  includes a diesel engine  60  that functions as the prime mover for the system. In other constructions, other engines (e.g., gasoline, Stirling, combustion turbine, hybrid, and the like) may be used as the prime mover. The refrigeration system  40  also includes a compressor  65  that is driven by the engine  60  to produce a flow of compressed refrigerant (e.g., R12, freon, ammonia, etc.). The engine  60  drives the compressor  65  such that the compressor  65  operates at a speed that is proportional to the speed of the engine  60 . In many constructions, a belt or chain drive  70  is employed to couple the engine  60  and the compressor  65 . However, other constructions may employ a direct drive, a gear drive, or another type of coupling or transmission. Many types of compressors can be employed including, but not limited to, screw compressors, reciprocating compressors, and scroll compressors.  
         [0019]     The compressor  65  draws refrigerant from a suction line  75  and compresses the refrigerant to produce a flow of compressed refrigerant. The compressed refrigerant flows to a condenser  80  where excess heat is removed. The condenser  80  includes a heat exchanger that transfers heat energy from the compressed refrigerant to an air stream  85 . A condenser fan  90 , driven by the engine  60 , moves the air stream  85  through the condenser  80  to facilitate the efficient removal of heat. As with the compressor  65 , preferred constructions employ a belt or chain drive  95  between the condenser fan  90  and the engine  60  that assures that the condenser fan  90  operates at a speed that is proportional to the speed of the engine  60 . In other constructions, different coupling means such as gears, direct drives, or other types of transmissions may be employed to allow the engine  60  to drive the condenser fan  90 .  
         [0020]     As the flow of compressed refrigerant passes through the condenser  80 , the refrigerant generally condenses to a liquid state. The high-pressure liquid next flows to an expansion valve  100  where the pressure is reduced, thereby also reducing the temperature of the refrigerant. The cold refrigerant then flows into an evaporator  105 .  
         [0021]     The evaporator  105  includes a second heat exchanger that transfers heat energy from a second air stream  110  that is drawn from the cargo space  10  to the refrigerant. Thus, the evaporator  105  cools the second air stream  110 . As with the condenser  80 , the evaporator  105  includes an evaporator fan  115  that is driven by the engine  60 . The evaporator fan  115  moves the second air stream  110  through the evaporator  105  and back into the cargo space  10  to facilitate the efficient cooling of the air stream  110 . As with the condenser fan  90 , preferred constructions employ a belt or chain drive  120  between the evaporator fan  115  and the engine  60  that assures that the evaporator fan  115  operates at a speed that is proportional to the speed of the engine  60 . In other constructions, different coupling means such as gears, direct drives, or other types of transmissions may be employed to allow the engine  60  to drive the evaporator fan  115 .  
         [0022]     After the refrigerant leaves the evaporator  105 , it returns to the suction line  75  that feeds the compressor  65 , thus completing the cycle. As one of ordinary skill in the art will realize, many other components may be employed in the system just described. For example, multiple compressors  65 , evaporators  105 , condensers  80 , evaporator fans  115 , or condenser fans  90  could be employed in one system if desired. In addition, storage tanks, reservoirs, liquid-to-suction heat exchangers, economizers, unloader valves, and hot-gas bypass valves could be employed at various points within the system.  
         [0023]     With continued reference to  FIG. 2 , the refrigeration system  40  also includes a suction line throttle valve  125 . The suction line throttle valve  125  moves between a first, or closed position and a second, or open position. In the closed position, the valve  125  restricts the quantity of refrigerant delivered to the compressor  65  and thus reduces the cooling capacity of the refrigeration system  40 . As the valve  125  moves toward the open position, additional refrigerant is able to pass through the valve  125  to increase the cooling capacity of the refrigeration system  40 . In most constructions, the valve  125  is electrically controlled and actuated. However, other constructions may employ other types of valves (e.g., mechanically controlled and actuated) if desired. Other constructions may also employ valves that are positioned differently than the suction line valve  125  (e.g., unloader valves) but that still function to control the cooling capacity of the refrigeration system  40  by varying the flow of refrigerant to or from the compressor  65 .  
         [0024]     In some constructions, a third heat exchanger  130  is positioned adjacent the evaporator  105  or actually intermingles with the evaporator  105 . The third heat exchanger  130  receives a flow of heated fluid that can be used to defrost the evaporator  105 . For example, one construction of the refrigeration system  40  directs engine coolant from the engine  60  through the third heat exchanger  130  to periodically defrost the evaporator  105 .  
         [0025]     The system  40  includes a controller  135  that is interconnected with the engine  60  and a plurality of sensors to monitor and control the refrigeration system  40 . In preferred constructions, a microprocessor-based controller is employed. However, other constructions may employ an analog electric control system such as a series of switches and relays or another controller (e.g., mechanical control system, PLC based system, and the like) as desired. The use of the microprocessor-based controller allows for greater flexibility and more accurate control than what could be achieved using other types of controllers.  
         [0026]     Among the many sensors that may be employed, the refrigeration system generally includes a return air sensor  140  that measures the temperature of the air returning from the cargo space  10 . Generally, the return air temperature provides a good indication of the actual temperature of the product being shipped within the cargo space  10 . Another sensor typically employed is a discharge air temperature sensor  145 . The discharge air temperature sensor  145  measures the temperature of the air leaving the evaporator  105 . Generally, this is the lowest air temperature within the system  40 . In many systems  40 , redundant sensors  140 ,  145  are provided such that the failure of one or more sensors does not disable the entire refrigeration system  40 .  
         [0027]     In most constructions, the refrigeration system  40  also includes a valve position sensor  150 . The valve position sensor  150  measures the actual position of the valve  125  and returns a signal to the controller  135  that is representative of the actual valve position. While many different types of sensors or feedback are possible, LVDTs (linear variable differential transformers) and RVDTs (rotational variable differential transformers) are preferred. In other constructions, a stepper motor is used to drive the valve  125  and the position of the stepper motor is monitored using software, thus eliminating the need for position feedback.  
         [0028]     The refrigeration system  40  described herein is capable of operating in several modes depending on the operating conditions of the system  40  as well as ambient conditions outside of the cargo space  10 . In addition, the controller  135  is able to automatically transition the system  40  between the various modes.  
         [0029]     One mode of operation illustrated in  FIG. 3  is return air control with modulation. In this mode, the controller  135  monitors the return air temperature (RAT) (shown in block  155 ) and manipulates the suction line throttle valve  125  in an effort to maintain the measured return air temperature at or near a user defined return air set point value T I. Generally, the user defined return air set point temperature T 1  is between about 15 degrees and 90 degrees Fahrenheit. Of course, colder or warmer temperatures could be selected if desired. As the throttle valve  125  opens, more refrigerant is drawn into the compressor  65 , thereby increasing the cooling capacity of the refrigeration system  40 . However, the air flow through the evaporator  105  remains substantially constant as the evaporator fan  115  moves at a constant speed. Thus, the air exiting the evaporator  105  is cooler. This air temperature is measured (at block  155 ) as the discharge air temperature (DAT).  
         [0030]     To further improve the control of the temperature within the cargo space  10 , a lower limit is placed on the discharge air temperature when operating in return air control. This limit is generally referred to as the discharge air floor limit T 2 . The discharge air floor limit T 2  is generally determined by subtracting a user input deltaT (ΔT) value from the user defined return air set point value T 1 . For example, if a user selects a return air set point T 1  of 40 degrees Fahrenheit and further selects a deltaT value of 5 degrees Fahrenheit, the discharge air floor limit T 2  would be 35 degrees Fahrenheit. In most constructions, a deltaT value between about 1 degree and 6 degrees Fahrenheit is preferred. However, other constructions may employ larger or smaller deltaT values.  
         [0031]     If, during return air control operation, the discharge air temperature falls to the floor limit T 2 , the controller  135  automatically transitions the system  40  to discharge air temperature control (DAT Control) shown in block  160 . When in discharge air temperature control, the controller  135  manipulates the suction line throttle valve  125  in an effort to maintain the discharge air temperature at the floor limit T 2 .  
         [0032]     When controlling based on discharge air temperature, it is possible for the return air temperature, and the cargo temperature to continue to rise above the return air setpoint T 1  due to many factors (e.g., high ambient temperature, warm product, product respiration, air infiltration, insulation degradation, evaporator airflow restrictions, and the like). The controller  135  monitors the return air temperature and compares this temperature to a maximum temperature set point T 3 . Generally, the maximum temperature set point T 3  is simply an offset  161  from the return air set point temperature T 1 . For example, a particular load may have a return air set point T 1  of 40 degrees Fahrenheit and an offset of 5 degrees Fahrenheit. For this load, the maximum temperature set point T 3  would be 45 degrees Fahrenheit. If the return air temperature exceeds the maximum temperature set point T 3  for a predetermined length of time (e.g., 30 minutes) as measured by a timer  163  or the controller  135 , the system  40  automatically transitions to high-speed modulation (shown in block  165 ). In many constructions, the timer is built into software, thus allowing the controller to perform the function of the timer.  
         [0033]     In high-speed modulation, the engine speed is increased. During normal operation the engine  60  operates at a first speed. The first speed provides enough power, airflow, and sufficient temperature control to operate the refrigeration system  40  under normal load conditions. However, under some load conditions additional power and airflow is required. Thus, the engine  60  is able to operate at a second speed that is higher than the first speed. At the second speed, the evaporator fan  115  and condenser fan  90  also operate at a higher speed. As such, both fans  90 ,  115  are able to push additional air through the respective heat exchangers  80 ,  105 . Similarly, the compressor  65  operates at a higher speed, thereby enabling the compressor  65  to deliver a greater quantity of refrigerant if necessary.  
         [0034]     During high-speed modulation, the controller  135  continues to manipulate the suction line throttle valve  125  to maintain the discharge air temperature at the floor limit T 2 . However, because additional air is moving through the evaporator  105 , the system  40  is able to maintain a substantially constant cooling capacity, while reducing the temperature differential between the discharge air temperature and the return air temperature. The reduction in the temperature difference between the discharge air and the return air is a result of the additional mass flow of air exiting the evaporator  105  at the floor limit temperature T 2 , as compared to the mass flow when the engine  60  is operating at low speed. This additional air flow has the effect of reducing the return air temperature.  
         [0035]     The system  40  includes two conditions that facilitate the return to low-speed modulation from high-speed modulation. If either of these conditions is met, the system  40  transitions back to low-speed operation. The first condition occurs when the return air temperature reaches a switch point T 4  that is equal to the return air temperature set point T 1  plus an offset  166  (see block  170 ). Generally, an offset  166  of between about 1 and 10 degrees Fahrenheit is employed with larger or smaller offsets being possible. For example, if the return air set point T 1  is set at 40 degrees Fahrenheit and an offset  166  of 5 degrees Fahrenheit is employed, the switch point T 4  would equal 45 degrees Fahrenheit.  
         [0036]     It should be noted that the maximum temperature set point T 3  is generally offset a fixed amount 167 from the switch point T 4 . In most constructions, a 2-degree Fahrenheit offset is employed with larger or smaller offsets being possible. The 2-degree offset reduces the likelihood of sudden transitions between high and low speed in response to minor temperature fluctuations. The relationships between these various temperatures are best illustrated in  FIG. 5 .  
         [0037]     The second condition is based on an integral error that accumulates within the controller (block  175 ). When the integral error reaches a maximum integral error value, the system transitions into low-speed modulation. The integral error accumulates based on the temperature difference between the measured return air temperature and a predetermined value (e.g., the return air temperature set point T 1  plus an offset, such as 2 degrees Fahrenheit). However, unlike a typical integral error, the integral error accumulates more slowly the greater the temperature error. Thus, a condition that maintains a high temperature error (e.g., 10 degrees Fahrenheit) will take longer to reach the maximum integral error than would a condition that maintains a small temperature error (e.g., 2 degrees Fahrenheit). Thus, the integral error will allow the system  40  to operate at high-speed for a longer period of time if the temperature error is large, but will transition the system  40  back to low speed more quickly for small temperature differences. For example, a simple refrigeration system may sum the inverse of the actual error to calculate an integral error. In this example, a constant error of 2 degrees Fahrenheit would produce an error of 2 degree-minutes, per minute that the error is maintained. The inverse of this value would produce an integral error of 0.5 that would increase by 0.5 each minute. The same system, operating with a 10-degree temperature error would produce an integral error of 0.1 that would increase by 0.1 each minute. Thus, in this example it would take five times longer to reach a maximum integral error value with a 10 degree error than it does with a 2 degree error.  
         [0038]     The integral error assures that the system  40  will eventually transition back to low speed operation no matter the temperatures being measured. This reduces the likelihood that the system  40  will operate at high speed for a long period of time when low-speed operation would be capable of handling the cooling load.  
         [0039]     Freeze protection, a portion of which is illustrated in  FIG. 4 , is yet another mode of operation of the refrigeration system  40 . When operating in freeze protection, the floor limit T 2  is calculated as an offset from a base level of 35 degrees Fahrenheit (block  180 ), rather than as an offset from the return air set point temperature T 1  (block  185 ). Thus, the user input deltaT value is subtracted from 35 degrees Fahrenheit when operating in freeze protection mode. This mode is particularly well suited for use when the cargo space  10  contains high-temperature set point goods. For example, if the return air temperature set point T 1  is 45 degrees Fahrenheit and the delta T value is 3 degrees, the floor limit would be 42 degrees Fahrenheit without using freeze protection. With freeze protection, the floor limit would be 32 degrees Fahrenheit (i.e., 35 degrees−3 degrees). The lower floor limit T 2  in freeze protection mode allows the system  40  to remain in low-speed modulation during operating conditions that would otherwise require high-speed modulation. The reduced high-speed operation saves engine fuel and reduces engine wear.  
         [0040]     It should be noted that the fixed value of 35 degrees Fahrenheit used in freeze protection could vary from system to system. As such, the invention should not be limited to a fixed value of 35 degrees Fahrenheit.  
         [0041]     During operation of the refrigeration system  40 , cold refrigerant flowing within the evaporator  105  will cool the evaporator  105 . If the evaporator  105  cools below about 32 degrees Fahrenheit, water vapor within the air stream  110  will condense and freeze onto the evaporator  105 . As this process continues, the air flow paths through the evaporator  105  will shrink due to the expanding quantity of ice. The reduced air flow through the evaporator  105  reduces the cooling capacity of the refrigeration system  40  but also reduces the discharge air temperature. When operating in modulation with return air control, the reduced air flow caused by the ice build-up will result in a rise in return air temperature. Simultaneously, the reduced air flow paths will produce a drop in discharge air temperature. At some point, these temperature changes will transition the system  40  into discharge air control. Once in discharge air control, the controller  135  will manipulate the suction line throttle valve  125  to maintain the discharge air temperature at the floor limit T 2 . However, as the air flow path continues to shrink, the discharge air temperature will continue to drop. The continued drop will cause the controller  135  to move the suction line throttle valve  125  to a more closed position even as the return air temperature rises. It is this combination of a reduction in discharge air temperature coupled with an increase in return air temperature and the movement of the suction line throttle valve  125  toward the closed position (block  190  in  FIG. 3 ) that signals the need for a defrost cycle (block  195 ). The controller  135  senses these conditions and initiates the defrost cycle. Most systems also include an evaporator coil temperature sensor  200  that can also be used to indicate the need for a defrost cycle and the end of the defrost cycle. As discussed, there are various ways to defrost an evaporator  105  (e.g., passing hot engine coolant or refrigerant through the third heat exchanger  130 , electric heat, etc.), the particular system or method used is not important to the invention described herein.  
         [0042]     After the defrost cycle is complete, the controller  135  transitions the system  40  to one of the low-speed modulating control modes (e.g., return air control or discharge air control).  
         [0043]     The refrigeration system  40  described is able to maintain the temperature within the cargo space  10  within a narrow temperature band that is selected by the user, while also reducing the operating time of the engine  60  at high speed. The result is a system that requires less maintenance than prior systems and that is more fuel-efficient. In addition, the improved temperature control results in improved quality of the product being shipped.  
         [0044]     It should be noted that many systems may include an electric motor that serves as a back-up to the engine. In most constructions, a single-speed electric motor is used. However, other constructions may employ a two-speed or variable speed motor if desired.  
         [0045]     High speed modulation gives the user the ability to control both the discharge air temperature (i.e., the floor limit) and the maximum return air temperature at the same time. Prior systems could only regulate one temperature. Furthermore, the temperature control can be customized for the particular load by the selection of various set points and temperature differentials. This allows the user to balance the temperature requirements with the amount of high-speed runtime. Thus, a user could select a wider temperature band to reduce the amount of high-speed operation and the amount of fuel consumed if desired. The control as described is able to provide consistent temperature control regardless of the product hauled, the operating conditions, or the trailer condition.  
         [0046]     Although the invention has been described in detail with reference to certain preferred embodiments, variations and modifications exist within the scope and spirit of the invention as described and defined in the following claims.

Technology Classification (CPC): 5