Patent Description:
A transport climate control system may include, e.g., a transport refrigeration system (TRS) and/or a heating, ventilation and air conditioning (HVAC) system. In some embodiments, the power train for the transport climate control system can utilize a clutch to engage with a prime mover configured to provide power to the transport climate control system. It will be appreciated that an electromagnetic clutch that is not burnished in a controlled manner can have a reduced holding force that may not meet required torque-carrying capability. Clutch performance could be impacted by slippage or problems with the clutch in the short term and/or reduce holding force and life of clutch in the long term if not broken-in properly.

<CIT> describes a method for controlling a clutch for an air conditioner compressor having an armature and a rotor separated by an air gap width powered by an internal combustion engine having a crankshaft. The method includes the steps of receiving a signal to engage the clutch, moving the armature to the rotor over a predetermined time to reduce the air gap width to zero, measuring rotational acceleration of the crankshaft of the internal combustion engine, and changing the predetermined time to reduce the air gap width to zero such that subsequent movement of the armature reduces the changes in the rotational acceleration of the crankshaft.

<CIT> describes a control method for a magnetic fan clutch. A magnet coupling is combined with an electromagnetic clutch, a fan is fitted to a magnet coupling side, and the magnet coupling is turned on and off by the electromagnetic clutch based on radiator cooling fluid temperature, engine oil temperature, transmission oil temperature, vehicle speed, engine rotational speed, air conditioner compressor pressure, and the on or off signals of the air conditioner to control the rotation of the fan.

The invention is defined in the attached independent claims to which reference should now be made. Further, optional features may be found in the sub-claims appended thereto.

The solutions described and recited herein pertain generally to burnishing an electromagnetic clutch prior to utilization by a transport climate control system.

In accordance with at least one non-limiting example embodiment described and recited herein, a method for enhancing performance of a clutch that is newly installed in connection with a transport climate control system includes establishing engagement cycling parameters for the clutch, cycling the clutch through a repetition of engagement and disengagement in accordance with the established engagement cycling parameters, and terminating the cycling upon achievement of at least one predetermined criterion.

In accordance with at least on other non-limiting example embodiment described and recited herein, a computer-readable medium has executable instructions that, when executed, cause one or more processors to pre-burnish an electromagnetic clutch, prior to application. The instructions may include detecting input of at least one predetermined condition, initiating cycling of the clutch based on the detection, cycling the clutch through a repetition of engagement and disengagement in accordance with predetermined cycling parameters, and terminating the cycling upon reaching at least one predetermined milestone.

In accordance with yet another non-limiting example embodiment described and recited herein, a transport climate control system includes a clutch, a compressor, and a controller to control burnishing of the clutch, upon installation onto the compressor, by establishing engagement cycling parameters for the clutch, cycling the clutch through a repetition of engagement and disengagement in accordance with the established engagement cycling parameters, and terminating the cycling upon achievement of at least one predetermined criterion.

Reference may be made to the accompanying drawings that form a part of this disclosure and which illustrate embodiments described in this specification. Various changes and modifications will become apparent to those skilled in the art from the following detailed description.

Embodiments described and/or recited herein may refer to the accompanying drawings; however, such embodiments are non-limiting examples that may be embodied in various other forms, as well. Well-known functions or constructions are not described in detail to avoid obscuring the present disclosure unnecessarily. Therefore, specific structural and functional details disclosed herein are not to be interpreted as limiting, but merely as a basis for the claims and as a representative basis for teaching one skilled in the art how to variously utilize the present disclosure in any appropriately detailed structure. In this description, as well as in the drawings, similarly-referenced numbers represent elements that may perform the same, similar, or equivalent functions.

The scope of the disclosure should be determined by the appended claims and their legal equivalents, rather than by the examples given herein. For example, the operations or functions recited in any method claims may be executed in any order and not be limited to the sequence presented in the claims. Moreover, no element is essential to the practice of the disclosure unless specifically described herein as "critical" or "essential.

In particular, the technologies described and recited herein pertain to burnishing an electromagnetic clutch in a controlled manner so that the clutch is able to meet predetermined torque-carrying requirements in its first application. That is, the technologies described and recited herein result in the elimination of slippage and other performance-hindering issues associated with clutches that are not fully burnished, yet still put in use. Further still, the lifespan of burnished clutches, in accordance with the present embodiments, may be extended, and torque carrying capabilities thereof may be increased.

<FIG> shows a perspective view of a refrigerated transport unit, in accordance with one or more non-limiting example embodiments of clutch burnishing. Refrigerated transport unit <NUM> includes, at least, transport refrigeration system (TRS) <NUM> and transport unit <NUM>. Dashed lines are used in <FIG> to illustrate features that would not be visible in the view shown.

Transport unit <NUM> may be attached to tractor <NUM>, which may be configured to tow-transport unit <NUM>. As shown in <FIG>, the transport unit <NUM> is a trailer. It will be appreciated that the embodiments described herein are not limited to a trailer, but may apply to any type of non-passenger transport unit (e.g., a truck, a container (such as a container on a flat car, an intermodal container, a marine container, etc.), a box car, a semi-tractor, other similar transport unit, or even passenger vehicles, e.g., mass transit buses, etc..

TRS <NUM> includes transport refrigeration unit (TRU) <NUM> that is disposed on a front wall <NUM> of transport unit <NUM>. In some embodiments, TRU <NUM> may be disposed on a roof <NUM> or other wall of transport unit <NUM>. TRU <NUM> is configured to provide conditioned air into an internal space <NUM> of transport unit <NUM> to provide a desired climate for the cargo being held within the internal space <NUM> of transport unit <NUM>.

TRU <NUM> may include compressor <NUM>, and in an accordance with at least one non-limiting embodiment, compressor <NUM> may be used in a working fluid circuit (not shown) to compress a working fluid (e.g., refrigerant) to heat or cool air. In other embodiments, compressor <NUM> may be used for air quality control.

TRS <NUM> further includes programmable TRS controller <NUM>, which may be configured as an integrated control unit <NUM> or a control unit formed by a distributed network of TRS elements <NUM>, <NUM>.

The TRS <NUM> also includes one or more sensors <NUM>, which may be configured to detect one or more environmental conditions, e.g., temperature, humidity, air quality, etc., of TRS <NUM>, including but not limited to the internal space <NUM> of transport unit <NUM> and the ambient air outside of the transport unit <NUM>. TRS <NUM> utilizes data received from one or more of sensors <NUM> pertaining to respective detected environmental conditions to control TRU <NUM> so that the internal space <NUM> has the desired environmental condition(s). Sensors <NUM> may further be configured to regulate clutch burnishing, as described and recited herein.

<FIG> shows a block schematic diagram for a power management system for TRS <NUM>, in accordance with one or more non-limiting example embodiments of clutch burnishing.

Power management system <NUM> may be configured to provide power to TRS <NUM>. More particularly, power management system <NUM> may be configured to provide power to TRU <NUM> (including, for example, the compressor <NUM>, one or more fans/blowers, the TRS controller <NUM>, a telematics unit, the one or more sensors <NUM>, one or more valves, etc.) and its corresponding components.

Compressor <NUM>, included in TRU <NUM>, may pertain to a working fluid circuit (not shown) or other air quality control system. For example, when in a working fluid circuit, compressor <NUM> may compress a working fluid, which may traverse the working fluid circuit (e.g., through a condenser, an evaporator, and an expansion valve, etc.) to exchange heat with air, i.e., condition air, which may be injected into an internal space of the transport unit to climate condition the internal space.

Power management system <NUM> includes an electrical machine <NUM>, which is mechanically connected to prime mover <NUM>, and may be connected to utility power source <NUM> via a TRS controller <NUM>.

Prime mover <NUM> may be, e.g., an engine such as a diesel engine, a compressed natural gas engine, etc., disposed in TRU <NUM>. In another non-limiting example embodiment, prime mover <NUM> may be a prime mover for a vehicle (e.g., the tractor <NUM>) that is configured to power and move the vehicle, or part of a generator set that can be attached, for example, to the transport unit.

Electric machine <NUM> is configured to receive mechanical power from prime mover <NUM> and to produce electrical power. For example, electric machine <NUM> may be and/or include an induction machine, e.g., an asynchronous induction machine, a motor, etc. In operation, prime mover <NUM> and electric machine <NUM> may provide electric power to TRS controller <NUM>, which can then be relayed, for example, to the electrical power load <NUM>.

In the non-limiting example embodiment of <FIG>, prime mover <NUM> may also be configured to provide mechanical power to compressor <NUM>. Compressor <NUM> is also mechanically connected to a compressor motor <NUM>.

Compressor motor <NUM> is an electrical motor configured to be an alternative source of mechanical power for compressor <NUM>, and may provide mechanical power to compressor <NUM> when, for example, the prime mover <NUM> is not operating or is otherwise unable to generate and provide power to compressor <NUM>. Thus, compressor <NUM> may be configured to be mechanically driven by either prime mover <NUM> or compressor motor <NUM>.

Compressor motor <NUM> may be disposed separate from the compressor <NUM>, as in <FIG>. However, it should be appreciated that the compressor motor <NUM> may be incorporated into the compressor <NUM> in at least one alternate embodiment, e.g., as part of a hermetically sealed compressor.

Clutch <NUM> is an electromagnetic clutch provided in the mechanical connection between prime mover <NUM> and compressor <NUM>. Clutch <NUM> may be configured to engage and disengage the mechanical connection of prime mover <NUM>. Accordingly, compressor motor <NUM>, prime mover <NUM>, and compressor <NUM> may be provided in a single power train. Clutch <NUM> may disengage prime mover <NUM> when, for example, compressor motor <NUM> is providing mechanical power to compressor <NUM> instead of prime mover <NUM>. While <FIG> only illustrates a single clutch <NUM>, it will be appreciated that other embodiments of a power management system may include additional clutches.

TRS <NUM> may include various components, e.g., fans, blowers, valves, sensors, etc., that require electrical power to operate. Electrical power load <NUM> is electrical power required by such electrically powered components. Electrical power load <NUM> may include, for example, compressor motor <NUM>, evaporator fan <NUM>, and condenser fan <NUM> among other potential electrical components of the TRS <NUM>. Electrical power load <NUM> may be based on the configuration of the TRS <NUM> and TRU <NUM> and may include additional electrically powered components.

TRS controller <NUM> may control operation of TRU <NUM>, TRS <NUM>, and the power management system, including, clutch <NUM>. TRS controller <NUM> includes a processor <NUM> and memory <NUM> for storing information. TRS controller <NUM> is configured to control TRS <NUM> to provide climate control within the internal space <NUM> so that internal space <NUM> reaches and maintains one or more desired environmental conditions.

Utility power source <NUM> may provide power to a stationary TRS <NUM>. That is, TRS <NUM> may include a plug-in that allows TRS <NUM> to be electrically connected to the utility power source <NUM> at, e.g., a pick-up or drop-off facility for goods transported by the transport unit, at an intermediate stopping location, e.g., overnight stopping location, etc. Utility power source <NUM> may be a power source external to the refrigerated transport unit and does not travel with the refrigerated transport unit. In at least one example embodiment, utility power source <NUM> may be a utility power grid. In other embodiments, the utility power source <NUM> can be different types of power sources at the facility such as, but not limited to, a power generator at the facility, solar panel(s) at the facility, and/or wind turbine(s) at the facility, etc. The utility power source <NUM> may provide electric power to TRS controller <NUM>, which can then be relayed, for example, to the electrical power load <NUM>.

Battery <NUM> may be provided as a secondary power source. For example, battery <NUM> may provide power when TRU <NUM> utilizes utility power source <NUM>, but utility power source <NUM> is limited or unable to otherwise provide sufficient power as required by the electrical power load <NUM>. Battery <NUM> may be disposed in or on the transport unit, in TRU <NUM>, or in the tractor configured to tow the transport unit. According to at least one other non-limiting example, battery <NUM> may be the vehicle battery and/or alternator source for a bus. Regardless, battery <NUM> may provide power for evaporator fan <NUM> and condenser fan <NUM>. In some embodiments, the battery <NUM> can be a <NUM>-volt DC battery.

Telematics unit <NUM>, disposed in TRU <NUM>, may be configured to wirelessly communicate with a remote electronic device <NUM>. Remote electronic device <NUM> may be, for example, a computer, a server, a server network, etc. For example, telematics unit <NUM> may wirelessly communicate with a remote electronic device of a facility that directs operation of multiple TRSs, multiple transport units, or its drivers or a remote electronic device at the facility at which the refrigerated transport units are parked. In at least one embodiment, telematics unit <NUM> may be incorporated into the TRS controller <NUM>.

GPS <NUM>, utilized to provide a current location of the transport unit to controller <NUM>, may be incorporated into controller <NUM> or telematics unit <NUM>.

<FIG> shows a schematic block diagram of a system <NUM>, in accordance with one or more non-limiting example embodiments of clutch burnishing. Although illustrated as discrete components, various components may be divided into additional components, combined into fewer components, or eliminated altogether while being contemplated within the scope of the disclosed subject matter. It will be understood by those skilled in the art that each function and/or operation of the components may be implemented, individually and/or collectively, by a wide range of hardware, software, firmware, or any combination thereof. As shown, system <NUM> may include TRS controller <NUM>, one or more sensors <NUM>, compressor <NUM>, clutch <NUM>, and prime mover <NUM>, all of which are described above with regard to <FIG>.

The embodiments and implementations pertaining to clutch burnishing, as described and recited herein, may be utilized to evenly and consistently, or otherwise satisfactorily, burnish clutch <NUM> that is newly installed, i.e., to prepare and condition clutch <NUM> so as to extend the functional life-span and torque carrying capability of clutch <NUM> beyond that of a clutch that is not burnished accordingly.

The embodiments and implementations pertaining to clutch burnishing, as described and recited herein, may be utilized when clutch <NUM> or any other clutch is newly installed, at any service interval, into the power management system.

Controller <NUM> may be provided as an integrated control unit or as a control unit formed by a distributed network of TRS elements.

Sensors <NUM> may be configured to detect one or more environmental conditions, e.g., temperature, humidity, air quality, etc., in a climate controlled space of a transport unit that is being provided climate control from the TRS and/or surrounding ambient environment outside the transport unit. Controller <NUM> may utilize data received from one or more of sensors <NUM> pertaining to respective detected environmental conditions to control facets of clutch burnishing.

Compressor <NUM>, included in TRU <NUM>, may pertain to a working fluid circuit or other air quality control system, to, e.g., compress a working fluid that may traverse a working fluid circuit to exchange heat with air, i.e., condition air, which may be injected into the climate controlled space of the transport unit to climate condition the climate controlled space.

Clutch <NUM>, as the mechanical connection between prime mover <NUM> and compressor <NUM>, may be configured to engage and disengage the mechanical connection of prime mover <NUM>. Accordingly, compressor motor <NUM> (<FIG>), prime mover <NUM>, and compressor <NUM> may be provided in a single power train. Clutch <NUM> may disengage prime mover <NUM> when compressor motor <NUM> provides mechanical power to compressor <NUM> instead of prime mover <NUM>.

Prime mover <NUM> may be, e.g., a diesel engine, a compressed natural gas engine, etc., disposed in TRU <NUM>.

In accordance with system <NUM>, a program to activate and/or control clutch-burnishing may be activated on controller <NUM>, either automatically or manually. The program may provide automation to cycle through a series of engagements and disengagements for clutch <NUM> to ensure that clutch <NUM> is burnished to a recommended specification. The program may cycle the clutch, as a non-limiting example range based on testing, validation, and or type of clutch <NUM>, <NUM> - <NUM> times in a safe and efficient manner to maintain an even and consistent burnish. The cycle, clearly, is repeatable and safe for repetition without damaging clutch <NUM> or other climate control components.

Burnishing of clutch <NUM> may be calibrated to account for machined armatures and rotors having peaks and valleys on respective mating surfaces that reduce the contact area therebetween. Reduced contact area on a mating surface plate may reduce static torque up to <NUM>%. Thus, burnishing mating surfaces of clutch <NUM> by the aforementioned cycles at low inertia and/or speed may be utilized in order for the full torque carrying capabilities of clutch <NUM> to be realized.

It should be noted that clutch burnishing, as described and recited herein, may be implemented or applied to any clutch that may be provided within the power management system, e.g., system <NUM>.

<FIG> shows a schematic block diagram of the controller <NUM>, in accordance with one or more non-limiting example embodiments of clutch burnishing one or more clutches, e.g., clutch <NUM>. As depicted in <FIG>, controller <NUM> includes component interface <NUM>, sensor interface <NUM>, input interface <NUM>, cycle manager <NUM>, and memory <NUM>. Although illustrated as discrete components, various components may be divided into additional components, combined into fewer components, or eliminated altogether while being contemplated within the scope of clutch burnishing as described and recited herein. It will be understood by those skilled in the art that each function and/or operation of the components of controller <NUM> may be implemented, individually and/or collectively, by a wide range of hardware, software, firmware, or any combination thereof.

Component interface <NUM> may be designed, programmed, or otherwise configured to implement data communication between controller <NUM> and other components associated with TRS <NUM>, e.g., fans, blowers, valves, etc..

As a non-limiting example, component interface <NUM> may be designed, programmed, or otherwise configured to transmit instructions for one or more of a condenser fan or evaporator blower corresponding to compressor <NUM> to operate at a predetermined operating level, e.g., "high speed," upon initiating clutch burnishing, as described and recited herein.

Cycling clutch <NUM> on and off may cause the working fluid, e.g., refrigerant to pressurize and equalize on the high and low sides of the HVAC unit. The condenser fan may be utilized to remove pressure build up on the high-pressure zone of the HVAC system by condensing high pressure working fluid down to a high-pressure liquid by removing heat from the refrigerant lines. The removal of heat may also reduce overall pressure in the HVAC system. Typically, a condenser may not need much airflow across condenser coils because the bus does not need much cooling capacity to maintain set point within the cabin. However, under extreme temperatures or other exceptional circumstances that may cause the HVAC system to work hard, temperature and/or pressure on a high-pressure zone will likely require more airflow across condenser coils in order to remove as much heat as possible before any of the high-pressure cut-out switches are triggered to prevent damage to the refrigerant lines. In accordance with embodiments described and recited herein, because environmental conditions for clutch burnishing are not static, in order to protect the entire HVAC system, airflow across the condenser coils may be maximized by keeping relevant fans operating at a high setting.

Cycling <NUM> clutch repeatedly is not typical operation, and therefore the embodiments for cycling described and recited herein may include running condenser fans at a high setting to reduce a risk of high-side pressure, i.e., head pressure in fluid lines. In the embodiments described and recited herein, a high setting may pertain to a highest speed value at which motor <NUM> may safely blow air across the coils. As a non-limiting example, on a rear-mounted bus unit, a condenser coil may include two fans, each of which may have a maximum design for <NUM> RPM, allowing for an estimated flow rate of <NUM> cfm total for both fans.

In accordance with at least some embodiments, the adjustable operating levels may be subjective, e.g., "increase airflow," "decrease airflow," etc. Regardless, if an engagement cycle for one or more clutches, e.g., clutch <NUM>, adversely affects pressure within system <NUM>, the one or more condenser fan or evaporator blower operating at the predetermined level may reduce pressure and/or reduce a temperature within system <NUM>.

As another non-limiting example, component interface <NUM> may be designed, programmed, or otherwise configured to receive data from one or more other components associated with TRS <NUM>, including, but not limited to, performance data related but not limited to temperature, return air flow, discharge air flow, external ambient air, coolant inlet, compressor discharge, suction pressure, discharge pressure, etc. The other components may include fans, blowers, valves, and even the one or more clutches, e.g., clutch <NUM>. The performance data may indicate whether the respective components are operating normally or at an acceptable performance level.

In accordance with at least one non-limiting example embodiment, component interface <NUM> may be further designed, programmed, or otherwise configured to receive data from one of sensors <NUM> or a separate calibration device, e.g., lock pulley (not shown), that measures a torque carrying capability in, e.g., Newton-meters ("N·m") or pound-feet ("lb·ft"), of the one or more clutches. By such non-limiting example embodiment, a pulley corresponding to a compressor may be spun continuously via a motor-driven belt. When the clutch is engaged, an armature and pulley close together and form a friction surface to run the compressor. When the pulley is locked or otherwise halted, the clutch may be engaged and the armature plate may be spun with a torque wrench. As the armature and pulley slip, peak static breakaway torque of the clutch may be determined.

Non-limiting examples of data received at or by component interface <NUM> that may trigger an alarm and/or automatically cause clutch burnishing to at least pause until component performance is corrected may include one or more criterion such as: clutch output overload, e.g., clutch output is shorted; current from clutch output exceeds 4A for <NUM> seconds; current from clutch output exceeds 6A without or without delay; current from clutch output is less than <NUM>. 3A over a threshold number of cycles; un-calibrated clutch output; high-pressure cutout shutdown on the compressor; low-pressure cutout shutdown on the compressor; and/or compressor discharge temperature exceeds <NUM> for one (<NUM>) minute.

With regard to an alarm related to pressure or temperature corresponding to the compressor, it is noted that when the clutch is engaged, the entire A/C system is running. Thus, by cycling the clutch, refrigerant cycles through the system. As the compressor operates, it takes time for pressures to equalize in the lines and produce evenly conditioned air. But when the clutch is cycled rapidly, lines may not yet be equalized, thus triggering a high pressure or low pressure alarm for the unit. Accordingly, burnishing the clutch may negatively impact other features or components related to the vehicle. Therefore, if an issue arises, even if not directly corresponding to the clutch, the burnishing procedure may immediately stop to alleviate damage.

For example, for a bus has a set-point of <NUM>°F, during clutch cycling, the HVAC cools the bus to maintain the set-point temperature. TRS sensors <NUM> may monitor operation and temperature for the evaporator, condenser, fans, motors, actuators, etc., to cool the bus, thus avoiding overheating or over pressurizing any components therein.

Depending on the type of alarm, clutch cycling may continue with an alarm flashing or cycling may shut down to protect components. If the discharge pressure exceeds the value defined for a high-pressure cut-out switch, e.g., <NUM> PSI, a cutout switch may disengage the clutch, trigger an alarm or alert for a technician.

Sensor interface <NUM> may be designed, programmed, or otherwise configured to receive data from one or more of sensors <NUM> regarding environmental conditions within the climate controlled space of the transport unit that is being provided climate control by the TRS <NUM> and/or ambient environmental conditions surrounding the transport unit, including, but not limited to, temperature, humidity, air quality, etc. Upon receipt by sensor interface <NUM>, such data may be stored in memory <NUM> and/or otherwise be utilized by cycle manager <NUM>.

Non-limiting examples of data received at or by sensor interface <NUM> that may trigger an alarm and/or automatically cause clutch burnishing to at least pause until component performance is corrected may include excessive discharge temperature from the compressor, with excessive being a subjective parameter established and varying by application.

Input interface <NUM> may be designed, programmed, or otherwise configured to receive manual and/or automated input for clutch burnishing.

As a non-limiting example, input interface <NUM> may be designed, programmed, or otherwise configured to receive input instructions from a user interface (not shown) associated with TRS <NUM>, including but not limited to controller <NUM>. Such instructions may include manual or automated instructions to start, pause, or stop clutch burnishing. Manual instructions may be input, e.g., upon installation of one or more clutches being newly installed within the power management system at any service interval, e.g., clutch <NUM> being installed onto compressor <NUM>. Automated instructions may be input, e.g., upon detection of one or more clutches being newly installed, or receiving notification thereof from component interface <NUM>, on compressor <NUM>.

As referenced previously, the prime mover <NUM> may drive a clutch pulley that, when engaged, drives an armature of the clutch. The armature may be connected to, and therefore, drive a shaft of the compressor, which then circulates refrigeration through an entire CCU. Therefore, when the compressor operates, refrigerant gases may be compressed from low pressure to high pressure; and thus suction and discharge ports thereof balance since there are no driving components to facilitate air flow.

Cycle manager <NUM> may be designed, programmed, or otherwise configured to receive static engagement/disengagement cycling parameters for burnishing the one or more clutches.

Non-limiting examples of such static parameters may be agnostic to the clutch model, e.g., a predetermined number of engagement and disengagement cycles, e.g., <NUM> - <NUM> cycles; tailored specifically to the clutch model, e.g., again, <NUM> - <NUM> cycles; etc.; five (<NUM>) seconds or more for each engagement so as to synchronize the clutch and <NUM> seconds or more for each disengagement to ensure that the clutch is completely off and that all other components are equalized.

Cycle manager <NUM> may additionally or alternatively be designed, programmed, or otherwise configured to dynamically establish engagement/disengagement cycling parameters for burnishing the one or more clutches. That is, cycle manager <NUM> may utilize data received by component interface <NUM> and/or sensor interface <NUM>, either directly or via memory <NUM>, to establish engagement/disengagement cycling parameters for burnishing newly installed one or more clutches.

As a non-limiting example, cycle manager <NUM> may take into account, in various combinations, a model of each of the one or more clutches, which pertains to weight, circumference, friction surface material, etc.; initial torque carrying capabilities; desired torque carrying capabilities, e.g., <NUM> N·m (<NUM> lb·ft); environmental conditions, as received by sensor interface <NUM>; etc..

As another non-limiting example, when the performance data received by component interface <NUM> indicates that a respective component is not operating at an acceptable performance level, cycle manager <NUM> may determine whether to pause or even terminate clutch burnishing or whether to establish revised cycling parameters. Then, when the performance data received by component interface <NUM> indicates that the respective component is once again operating at an acceptable performance level, cycle manager <NUM> may determine whether to resume or re-state clutch burnishing.

Cycling manager <NUM>, therefore, may be designed, programmed, or otherwise configured to begin, pause, and terminate clutch burnishing, based on manual input or on an automated basis.

<FIG> shows a processing flow <NUM> in accordance with one or more non-limiting example embodiments of clutch burnishing. As depicted, processing flow <NUM> includes operations performed by various components of controller <NUM> that may be included in system <NUM>. However, processing flow <NUM> is not limited to such components and processes, as obvious modifications may be made by re-ordering two or more of the operations described and/or recited herein, eliminating at least one of the operations, adding further operations, substituting components, or even having various components assuming operational roles accorded to other components in the following description. Processing flow <NUM> may include various operations, functions, or actions as illustrated by one or more of blocks <NUM>, <NUM>, <NUM>, <NUM>, and <NUM>. These various operations, functions, or actions may, for example, correspond to software, program code, or program instructions executable by a digital processor that causes the functions to be performed. Processing flow may begin at block <NUM>. While the process flow <NUM> discussed below is discussed with respect to clutch <NUM>, it will be appreciated that the process flow <NUM> can be used to burnish additional or other clutches that may be used in the power management system of a TRS.

At block <NUM> (establish engagement cycling parameters), cycle manager <NUM> dynamically establishes engagement/disengagement cycling parameters for burnishing clutch <NUM>. That is, in accordance with at least one non-limiting example, cycle manager <NUM> may utilize data received by component interface <NUM> and/or sensor interface <NUM>, either directly or via memory <NUM>, to establish engagement/disengagement cycling parameters for burnishing newly installed clutch <NUM>. Taking into account factors, in various combinations, including a model of clutch <NUM>, which pertains to weight, circumference, friction surface material, etc.; initial torque carrying capabilities; desired torque carrying capabilities, e.g., <NUM> N·m (<NUM> lb. ft); environmental conditions, as received by sensor interface <NUM>; etc., cycle manager <NUM> may determine a number of engagement/disengagement cycling parameters to perform for newly installed clutch <NUM>.

For at least one example, cycle manager <NUM> may also determine the length of time for each engagement of clutch <NUM>, as well as for each disengagement. Further, as established by cycle manager <NUM>, not each engagement is for a uniform length of time. Likewise, as established by cycle manger <NUM>, not each disengagement is for a uniform length of time.

Variations in time parameters for, respectively, engagement and disengagement, may be influenced by one or more environmental conditions as received by sensor interface <NUM> and/or operating conditions of one or more other components as received by component interface <NUM>.

As non-limiting examples, at block <NUM>, cycle manager <NUM> may determine that clutch <NUM> is to cycle through a predetermined number between, for example, <NUM> to <NUM> engagements/disengagements and, further, that each engagement is to last about five (<NUM>) seconds and that each disengagement is to last for about <NUM> seconds to ensure that clutch <NUM> has turned off fully and that all other components are stabilized. In this regard, for at least one non-limiting example, re-engagement may depend on component interface <NUM> receiving data indicating that all other components have been equalized, e.g., data transmitted from a motion sensor <NUM> to component interface <NUM> may indicate that other relevant components have been equalized, thus establishing a significant condition for re-engagement by clutch <NUM>.

Even further, cycle manager <NUM> may establish a parameter by which burnishing for clutch <NUM> is paused or even terminated if the performance data received by component interface <NUM> indicates that a respective component is not operating at an acceptable performance level; and then to resume or re-start burnishing or even re-start a burnishing process when the performance data received by component interface <NUM> indicates that the respective component is once again operating at an acceptable performance level.

In accordance with at least some example embodiments of clutch burnishing, the cycling parameters may be pre-established, and programmed to, e.g., memory <NUM>.

At block <NUM> (Cycle Clutch), may refer to cycle manager <NUM> causing, in an automated manner, clutch <NUM> to alternately engage and disengage in compliance with the parameters established either dynamically by cycle manager <NUM> or pre-established and programmed to, e.g., memory <NUM> at block <NUM>.

At determination block <NUM> (Alarm?), cycle manager <NUM> may detect an alarm triggered by data received by either of component interface <NUM> or sensor interface <NUM> at some point during the cycling of clutch <NUM> at block <NUM>. More particularly, at determination block <NUM>, cycle manager <NUM> may pause or terminate process <NUM> if, at any point during the process <NUM>, component interface <NUM> receives data that may trigger an alarm and/or may automatically cause process <NUM> to at least pause until component performance is corrected. As listed above, such data may pertain to low or excessive current from clutch output, un-calibrated clutch output; excessively high or low pressure on the compressor.

Additionally or alternatively, at determination block <NUM>, cycle manager <NUM> may pause or terminate process <NUM> if, at any point during the process <NUM>, sensor interface <NUM> receives data that may trigger an alarm and/or may automatically cause process <NUM> to at least pause until environmental conditions rectify. Typically, but not exclusively, such environmental conditions may pertain to excessive temperatures in or surrounding the compressor, e.g., ambient temperature of the vehicle.

Upon detection of an alarm at block <NUM>, the process <NUM> proceeds to <NUM>.

As long as cycle manager <NUM> does not detect an alarm triggered by data received by either of component interface <NUM> or sensor interface <NUM>, process <NUM> may continue burnish the clutch <NUM> at block <NUM>.

If cycle manager <NUM> does detect an alarm triggered by data received by either of component interface <NUM> or sensor interface <NUM>, processing <NUM> may pause or otherwise stop until resolution at block <NUM>.

At block <NUM> (Resolve), process <NUM> is paused or otherwise stopped until the faulty performance of one or more components as indicated by component interface <NUM> is resolved, either manually or automatically; and, additionally or alternatively, process <NUM> is paused or otherwise stopped until the unfavorable environmental conditions as indicated by sensor interface <NUM> are resolved, either manually or automatically.

Upon resolution of the faulty component performance or resolution of the unfavorable environmental conditions, process <NUM> may return to block <NUM> (cycle clutch), at which clutch burnishing may be resume or re-initiated.

At block <NUM> (Burnish), clutch burnishing as performed at block <NUM> has completed, i.e., fulfillment of clutch cycling parameters. Upon completion, burnishing processing may end and/or a notification may be provided visually on input interface <NUM> and/or audibly via an alarm system to thereby alert a user of completion.

As described and recited herein, known communication signals from charging equipment may be exploited to serve as a basis for reducing unit current demand. That is, the control signal from a power source or supply equipment informs unit power draw decisions.

Claim 1:
A method (<NUM>) for enhancing performance of a clutch (<NUM>) that engages with a prime mover (<NUM>) to provide power to a transport climate control system (<NUM>) that includes a compressor (<NUM>) and a controller (<NUM>), the method (<NUM>) comprising:
burnishing the clutch prior to utilization thereof by the transport climate control system (<NUM>), the burnishing comprising:
establishing (<NUM>) engagement cycling parameters for the clutch (<NUM>);
automatically cycling (<NUM>) the clutch (<NUM>) through a repetition of engagement and disengagement in accordance with the established engagement cycling parameters; and
terminating (<NUM>) the cycling upon achievement of at least one predetermined criterion.