Patent Description:
A transport climate control system is generally used to control environmental condition(s) (e.g., temperature, humidity, air quality, and the like) within a climate controlled space of a transport unit (e.g., a truck, a container (such as a container on a flat car, an intermodal container, etc.), a box car, a semi-tractor, a bus, or other similar transport unit). The transport climate control system can include, for example, a transport refrigeration system (TRS) and/or a heating, ventilation and air conditioning (HVAC) system. The TRS can control environmental condition(s) within the climate controlled space to maintain cargo (e.g., produce, frozen foods, pharmaceuticals, etc.). The HVAC system can control environmental conditions(s) within the climate controlled space to provide passenger comfort for passengers travelling in the transport unit. In some transport units, the transport climate control system can be installed externally (e.g., on a rooftop of the transport unit, on a front wall of the transport unit, etc.).

Document <CIT> discloses a charging cable for charging an electrical energy storage unit of a vehicle and which is usable for providing power to the vehicle climate control system. The device includes AC contact elements configured to provide an AC current for charging the electrical storage unit. Additionally, the device includes DC contact elements that are configured to provide a second DC current for charging the electrical storage unit.

The embodiments disclosed herein relate to an optimized power cord for transferring power to the electrically powered accessory.

In particular, the embodiments described herein provide an optimized power cord with a single plug at one end that can simultaneously provide both Alternating Current ("AC") and Direct Current ("DC") power to an electrically powered accessory configured to be used with at least one of a vehicle, trailer, and a transport container. Accordingly, the electrically powered accessory can simultaneously receive power from two separate power sources via the same plug of the optimized power cord. Thus, the number of power cords and necessary plugs required to be connected to the electrically powered accessory can be reduced to a single plug of a single optimized power cord. Also, the electrically powered accessory can include a single receptacle to receive both AC and DC power in parallel without requiring any changes to the electrically powered accessory.

In some embodiments, the electrically powered accessory can be a transport climate control unit that is part of a transport climate control system providing climate control within an internal space of a transport unit. Accordingly, the optimized power cord can simultaneously provide DC power that can be used, for example, for charging a rechargeable energy source of the transport climate control system and/or vehicle, and provide AC power that can be used, for example, for powering components (e.g., one or more compressors, one or more fans, one or more sensors, a controller, etc. of the transport climate control system. Thus, the number of power cords and necessary plugs required to be connected to the transport climate control unit can be reduced to a single plug of a single optimized power cord. Also, the transport climate control unit can receive both AC and DC power in parallel without requiring any substantial changes to the transport climate control unit.

According to the invention, a second end of the optimized power cord includes two plugs that can connect to two different power sources (e.g., an AC power source and a DC power source). Accordingly, a first end of the power cord can be connected, via a single plug, to an electrically powered accessory and a second end of the optimized power cord can be connected to two separate and distinct power sources (e.g., an AC power source and a DC power source). When the electrically powered accessory is a transport climate control unit, the second end of the optimized power cord can include a first plug connected to a utility power source and a second plug connected to an electrical vehicle charging station.

In some embodiments, the single plug on the first end of the optimized power cord that can connect to a single receptacle of the electrically powered accessory includes an AC contact arrangement for supplying AC power from the optimized power cord to the electrically powered accessory, a DC contact arrangement for supplying DC power from the optimized power cord to the electrically powered accessory, and a communication contact arrangement for connecting and communicating with at least one of an AC power source and a DC power source. In some embodiments, the AC contact arrangement can supply three-phase AC power from the optimized power cord to the electrically powered accessory. In other embodiments, the AC contact arrangement can supply single phase AC power from the optimized power cord to the electrically powered accessory. In some embodiments, the single receptacle of the electrically powered accessory is configured to receive the AC contact arrangement, the DC contact arrangement, and the communication contact arrangement on the single plug of the optimized power cord.

According to the invention, an optimized power cord for transferring power to an electrically powered accessory configured to be used with at least one of a vehicle, a trailer, and a transport container is provided. The optimized power cord includes a DC wire portion, an AC wire portion, and a single plug at a first end of the optimized power cord. The DC wire portion provides DC power to the electrically powered accessory. The DC wire portion has a first end and a second end. The AC wire portion provides AC power to the electrically powered accessory. The AC wire portion has a first end and a second end. The single plug at the first end of the optimized power cord is connected to the first end of the DC wire portion and connected to the first end of the AC wire portion. The single plug includes an AC contact arrangement for connecting to an AC power port of the electrically powered accessory, a DC contact arrangement for connecting to a DC power port of the electrically powered accessory, and a communication contact arrangement for connecting and communicating with at least one of an AC power source and a DC power source.

In another embodiment, an electrically powered accessory configured to be used with at least one of a vehicle, a trailer, and a transport container is provided. The electrically powered accessory includes an optimized power cord for transferring power to the electrically powered accessory from one of an external AC power source and an external DC power source. The optimized power cord includes a DC wire portion, an AC wire portion, and a single plug at a first end of the optimized power cord. The DC wire portion provides DC power to the electrically powered accessory. The DC wire portion has a first end and a second end. The AC wire portion provides AC power to the electrically powered accessory. The AC wire portion has a first end and a second end. The single plug is connected to the first end of the DC wire portion and connected to the first end of the AC wire portion. The single plug includes an AC contact arrangement for connecting to an AC power port of the electrically powered accessory, a DC contact arrangement for connecting to a DC power port of the electrically powered accessory, and a communication contact arrangement for connecting and communicating with at least one of an AC power source and a DC power source.

Other features and aspects will become apparent by consideration of the following detailed description and accompanying drawings.

According to the invention an optimized power cord with a single plug at one end that can simultaneously provide both AC and DC power to an electrically powered accessory configured to be used with at least one of a vehicle, trailer, and a transport container is provided. Accordingly, the electrically powered accessory can simultaneously receive power from two separate power sources via the same plug of the optimized power cord. Thus, the number of power cords and necessary plugs required to be connected to the electrically powered accessory can be reduced to a single plug of a single optimized power cord. Also, the electrically powered accessory can receive both AC and DC power in parallel without requiring any changes to the electrically powered accessory.

While the embodiments described below illustrate different embodiments of a transport climate control system, it will be appreciated that the electrically powered accessory is not limited to the transport climate control system or a climate control unit (CCU) of the transport climate control system. It will be appreciated that a CCU can be e.g., a transport refrigeration unit (TRU). In other embodiments, the electrically powered accessory can be, for example, a crane attached to a vehicle, a cement mixer attached to a truck, one or more food appliances of a food truck, a boom arm attached to a vehicle, a concrete pumping truck, a refuse truck, a fire truck (with a power driven ladder, pumps, lights, etc.), etc. It will be appreciated that the electrically powered accessory may require continuous operation even when the vehicle's ignition is turned off and/or the vehicle is parked and/or idling and/or charging. The electrically powered accessory can require substantial power to operate and/or continuous and/or autonomous operation (e.g., controlling temperature/humidity/airflow of a climate controlled space) on an as needed basis, independent of the vehicle's operational mode.

<FIG> depicts a climate-controlled van <NUM> that includes a climate controlled space <NUM> for carrying cargo and a transport climate control system <NUM> for providing climate control within the climate controlled space <NUM>. The transport climate control system <NUM> includes a climate control unit (CCU) <NUM> that is mounted to a rooftop <NUM> of the van <NUM>. The transport climate control system <NUM> can include, amongst other components, a climate control circuit (not shown) that connects, for example, a compressor, a condenser, an evaporator and an expansion device to provide climate control within the climate controlled space <NUM>. It will be appreciated that the embodiments described herein are not limited to climate-controlled vans, but can apply to any type of 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, a bus, or other similar transport unit), etc..

The transport climate control system <NUM> also includes a programmable climate controller <NUM> and one or more sensors (not shown) that are configured to measure one or more parameters of the transport climate control system <NUM> (e.g., an ambient temperature outside of the van <NUM>, an ambient humidity outside of the van <NUM>, a compressor suction pressure, a compressor discharge pressure, a supply air temperature of air supplied by the CCU <NUM> into the climate controlled space <NUM>, a return air temperature of air returned from the climate controlled space <NUM> back to the CCU <NUM>, a humidity within the climate controlled space <NUM>, etc.) and communicate parameter data to the climate controller <NUM>. The climate controller <NUM> is configured to control operation of the transport climate control system <NUM> including the components of the climate control circuit. The climate controller unit <NUM> may comprise a single integrated control unit <NUM> or may comprise a distributed network of climate controller elements <NUM>, <NUM>. The number of distributed control elements in a given network can depend upon the particular application of the principles described herein.

The climate-controlled van <NUM> can also include a vehicle PDU <NUM>, a VES <NUM>, a standard charging port <NUM>, and/or an enhanced charging port <NUM> (see <FIG> and <FIG> for the detailed description about the standard charging port and the enhanced charging port). The VES <NUM> can include a controller (not shown). The vehicle PDU <NUM> can include a controller (not shown). In one embodiment, the vehicle PDU controller can be a part of the VES controller or vice versa. In one embodiment, power can be distributed from e.g., an EVSE (not shown), via the standard charging port <NUM>, to the vehicle PDU <NUM>. Power can also be distributed from the vehicle PDU <NUM> to an electrical supply equipment (ESE, not shown) and/or to the CCU <NUM> (see solid lines for power lines and dotted lines for communication lines). In another embodiment, power can be distributed from e.g., an EVSE (not shown), via the enhanced charging port <NUM>, to an ESE (not shown) and/or to the CCU <NUM>. The ESE can then distribute power to the vehicle PDU <NUM> via the standard charging port <NUM>. See <FIG>, <FIG>, and <FIG> for a more detailed discussion of the ESE.

<FIG> depicts a climate-controlled straight truck <NUM> that includes a climate controlled space <NUM> for carrying cargo and a transport climate control system <NUM>. The transport climate control system <NUM> includes a CCU <NUM> that is mounted to a front wall <NUM> of the climate controlled space <NUM>. The CCU <NUM> can include, amongst other components, a climate control circuit (not shown) that connects, for example, a compressor, a condenser, an evaporator and an expansion device to provide climate control within the climate controlled space <NUM>.

The transport climate control system <NUM> also includes a programmable climate controller <NUM> and one or more sensors (not shown) that are configured to measure one or more parameters of the transport climate control system <NUM> (e.g., an ambient temperature outside of the truck <NUM>, an ambient humidity outside of the truck <NUM>, a compressor suction pressure, a compressor discharge pressure, a supply air temperature of air supplied by the CCU <NUM> into the climate controlled space <NUM>, a return air temperature of air returned from the climate controlled space <NUM> back to the CCU <NUM>, a humidity within the climate controlled space <NUM>, etc.) and communicate parameter data to the climate controller <NUM>. The climate controller <NUM> is configured to control operation of the transport climate control system <NUM> including components of the climate control circuit. The climate controller <NUM> may comprise a single integrated control unit <NUM> or may comprise a distributed network of climate controller elements <NUM>, <NUM>. The number of distributed control elements in a given network can depend upon the particular application of the principles described herein.

It will be appreciated that similar to the climate-controlled van <NUM> shown in <FIG>, the climate-controlled straight truck <NUM> of <FIG> can also include a vehicle PDU (such as the vehicle PDU <NUM> shown in <FIG>), a VES (such as the VES <NUM> shown in <FIG>), a standard charging port (such as the standard charging port <NUM> shown in <FIG>), and/or an enhanced charging port (e.g., the enhanced charging port <NUM> shown in <FIG>), communicating with and distribute power from/to the corresponding ESE and/or the CCU <NUM>. <FIG> illustrates one embodiment of a climate controlled transport unit <NUM> attached to a tractor <NUM>. The climate controlled transport unit <NUM> includes a transport climate control system <NUM> for a transport unit <NUM>. The tractor <NUM> is attached to and is configured to tow the transport unit <NUM>. The transport unit <NUM> shown in <FIG> is a trailer.

The transport climate control system <NUM> includes a CCU <NUM> that provides environmental control (e.g. temperature, humidity, air quality, etc.) within a climate controlled space <NUM> of the transport unit <NUM>. The CCU <NUM> is disposed on a front wall <NUM> of the transport unit <NUM>. In other embodiments, it will be appreciated that the CCU <NUM> can be disposed, for example, on a rooftop or another wall of the transport unit <NUM>. The CCU <NUM> includes a climate control circuit (not shown) that connects, for example, a compressor, a condenser, an evaporator and an expansion device to provide conditioned air within the climate controlled space <NUM>.

The transport climate control system <NUM> also includes a programmable climate controller <NUM> and one or more sensors (not shown) that are configured to measure one or more parameters of the transport climate control system <NUM> (e.g., an ambient temperature outside of the transport unit <NUM>, an ambient humidity outside of the transport unit <NUM>, a compressor suction pressure, a compressor discharge pressure, a supply air temperature of air supplied by the CCU <NUM> into the climate controlled space <NUM>, a return air temperature of air returned from the climate controlled space <NUM> back to the CCU <NUM>, a humidity within the climate controlled space <NUM>, etc.) and communicate parameter data to the climate controller <NUM>. The climate controller <NUM> is configured to control operation of the transport climate control system <NUM> including components of the climate control circuit. The climate controller <NUM> may comprise a single integrated control unit <NUM> or may comprise a distributed network of climate controller elements <NUM>, <NUM>. The number of distributed control elements in a given network can depend upon the particular application of the principles described herein.

In some embodiments, the tractor <NUM> can include an optional APU <NUM>. The optional APU <NUM> can be an electric auxiliary power unit (eAPU). Also, in some embodiments, the tractor <NUM> can also include a vehicle PDU <NUM> and a VES <NUM> (not shown). The APU <NUM> can provide power to the vehicle PDU <NUM> for distribution. It will be appreciated that for the connections, solid lines represent power lines and dotted lines represent communication lines. The climate controlled transport unit <NUM> can include a PDU <NUM> connecting to power sources (including, for example, an optional solar power source <NUM>; an optional power source <NUM> such as Genset, fuel cell, undermount power unit, auxiliary battery pack, etc.; and/or an optional liftgate battery <NUM>, etc.) of the climate controlled transport unit <NUM>. The PDU <NUM> can include a PDU controller (not shown). The PDU controller can be a part of the climate controller <NUM>. The PDU <NUM> can distribute power from the power sources of the climate controlled transport unit <NUM> to e.g., the transport climate control system <NUM>. The climate controlled transport unit <NUM> can also include an optional liftgate <NUM>. The optional liftgate battery <NUM> can provide power to open and/or close the liftgate <NUM>.

It will be appreciated that similar to the climate-controlled van <NUM>, the climate controlled transport unit <NUM> attached to the tractor <NUM> of <FIG> can also include a VES (such as the VES <NUM> shown in <FIG>), a standard charging port (such as the standard charging port <NUM> shown in <FIG>), and/or an enhanced charging port (such as the enhanced charging port <NUM> shown in <FIG>), communicating with and distribute power from/to a corresponding ESE and/or the CCU <NUM>. <FIG> illustrates another embodiment of a climate controlled transport unit <NUM>. The climate controlled transport unit <NUM> includes a multi-zone transport climate control system (MTCS) <NUM> for a transport unit <NUM> that can be towed, for example, by a tractor (not shown). It will be appreciated that the embodiments described herein are not limited to tractor and trailer units, but can apply to any type of 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, a bus, or other similar transport unit), etc..

The MTCS <NUM> includes a CCU <NUM> and a plurality of remote units <NUM> that provide environmental control (e.g. temperature, humidity, air quality, etc.) within a climate controlled space <NUM> of the transport unit <NUM>. The climate controlled space <NUM> can be divided into a plurality of zones <NUM>. The term "zone" means a part of an area of the climate controlled space <NUM> separated by walls <NUM>. The CCU <NUM> can operate as a host unit and provide climate control within a first zone 172a of the climate controlled space <NUM>. The remote unit 168a can provide climate control within a second zone 172b of the climate controlled space <NUM>. The remote unit 168b can provide climate control within a third zone 172c of the climate controlled space <NUM>. Accordingly, the MTCS <NUM> can be used to separately and independently control environmental condition(s) within each of the multiple zones <NUM> of the climate controlled space <NUM>.

The CCU <NUM> is disposed on a front wall <NUM> of the transport unit <NUM>. In other embodiments, it will be appreciated that the CCU <NUM> can be disposed, for example, on a rooftop or another wall of the transport unit <NUM>. The CCU <NUM> includes a climate control circuit (not shown) that connects, for example, a compressor, a condenser, an evaporator and an expansion device to provide conditioned air within the climate controlled space <NUM>. The remote unit 168a is disposed on a ceiling <NUM> within the second zone 172b and the remote unit 168b is disposed on the ceiling <NUM> within the third zone 172c. Each of the remote units 168a,b include an evaporator (not shown) that connects to the rest of the climate control circuit provided in the CCU <NUM>.

The MTCS <NUM> also includes a programmable climate controller <NUM> and one or more sensors (not shown) that are configured to measure one or more parameters of the MTCS <NUM> (e.g., an ambient temperature outside of the transport unit <NUM>, an ambient humidity outside of the transport unit <NUM>, a compressor suction pressure, a compressor discharge pressure, supply air temperatures of air supplied by the CCU <NUM> and the remote units <NUM> into each of the zones <NUM>, return air temperatures of air returned from each of the zones <NUM> back to the respective CCU <NUM> or remote unit 168a or 168b, a humidity within each of the zones <NUM>, etc.) and communicate parameter data to a climate controller <NUM>. The climate controller <NUM> is configured to control operation of the MTCS <NUM> including components of the climate control circuit. The climate controller <NUM> may comprise a single integrated control unit <NUM> or may comprise a distributed network of climate controller elements <NUM>, <NUM>. The number of distributed control elements in a given network can depend upon the particular application of the principles described herein.

It will be appreciated that similar to the climate-controlled van <NUM>, the climate controlled transport unit <NUM> of <FIG> can also include a vehicle PDU (such as the vehicle PDU <NUM> shown in <FIG>), a VES (such as the VES <NUM> shown in <FIG>), a standard charging port (such as the standard charging port <NUM> shown in <FIG>), and/or an enhanced charging port (e.g., the enhanced charging port <NUM> shown in <FIG>), communicating with and distribute power from/to the corresponding ESE and/or the CCU <NUM>. <FIG> is a perspective view of a vehicle <NUM> including a transport climate control system <NUM>, according to one embodiment. The vehicle <NUM> is a mass-transit bus that can carry passenger(s) (not shown) to one or more destinations. In other embodiments, the vehicle <NUM> can be a school bus, railway vehicle, subway car, or other commercial vehicle that carries passengers. The vehicle <NUM> includes a climate controlled space (e.g., passenger compartment) <NUM> supported that can accommodate a plurality of passengers. The vehicle <NUM> includes doors <NUM> that are positioned on a side of the vehicle <NUM>. In the embodiment shown in <FIG>, a first door <NUM> is located adjacent to a forward end of the vehicle <NUM>, and a second door <NUM> is positioned towards a rearward end of the vehicle <NUM>. Each door <NUM> is movable between an open position and a closed position to selectively allow access to the climate controlled space <NUM>. The transport climate control system <NUM> includes a CCU <NUM> attached to a roof <NUM> of the vehicle <NUM>.

The CCU <NUM> includes a climate control circuit (not shown) that connects, for example, a compressor, a condenser, an evaporator and an expansion device to provide conditioned air within the climate controlled space <NUM>. The transport climate control system <NUM> also includes a programmable climate controller <NUM> and one or more sensors (not shown) that are configured to measure one or more parameters of the transport climate control system <NUM> (e.g., an ambient temperature outside of the vehicle <NUM>, a space temperature within the climate controlled space <NUM>, an ambient humidity outside of the vehicle <NUM>, a space humidity within the climate controlled space <NUM>, etc.) and communicate parameter data to the climate controller <NUM>. The climate controller <NUM> is configured to control operation of the transport climate control system <NUM> including components of the climate control circuit. The climate controller <NUM> may comprise a single integrated control unit <NUM> or may comprise a distributed network of climate controller elements <NUM>, <NUM>. The number of distributed control elements in a given network can depend upon the particular application of the principles described herein.

It will be appreciated that similar to the climate-controlled van <NUM>, the vehicle <NUM> including a transport climate control system <NUM> of <FIG> can also include a vehicle PDU (such as the vehicle PDU <NUM> shown in <FIG>), a VES (such as the VES <NUM> shown in <FIG>), a standard charging port (such as the standard charging port <NUM> shown in <FIG>), and/or an enhanced charging port (e.g., the enhanced charging port <NUM> shown in <FIG>), communicating with and distribute power from/to the corresponding ESE and/or the CCU <NUM>.

In some embodiments, a CCU (e.g., the CCU <NUM>, <NUM>, <NUM>, <NUM>, <NUM>) can be an electrically powered climate control unit. Also, in some embodiments, the CCU can include a rechargeable energy storage device (not shown) that can provide power to a transport climate control system (e.g., the transport climate control systems <NUM>, <NUM>, <NUM>, <NUM>, <NUM>). In some embodiments, the rechargeable energy storage device can be charged by AC power (e.g., three-phase AC power, single phase AC power, etc.). In some embodiments, the rechargeable energy storage device can be charged by DC power. In some embodiments, components of the transport climate control system <NUM> (e.g., a compressor, one or more fans, one or more sensors, a controller, etc.) can require either AC power or DC power to operate. The CCU can include a receptacle (see <FIG>) with an AC contact arrangement, a DC contact arrangement, and a communication contact arrangement for receiving a single plug at a first end of an optimized power cord. The second end of the optimized power cord have an AC plug that is connected to an AC power source and a DC plug that is connected to a DC power source that is separate from the AC power source. For example, in one embodiment, the AC power source can be a utility power source and the DC power source can be an electric vehicle charging station. In some embodiments, the AC plug at the second end of the optimized power cord can have a three-phase contact arrangement. In some embodiments, the AC plug at the second end of the optimized power cord can have a single-phase contact arrangement. An embodiment of an optimized power cord is shown below with respect to <FIG>.

<FIG> illustrates a schematic diagram of a first embodiment of an electrically powered accessory <NUM> configured to be used with at least one of a vehicle, trailer, and a transport container that is connected to an AC power source <NUM> and a DC power source <NUM> via an optimized power cord <NUM>. The electrically powered accessory <NUM> can be, for example, a CCU (e.g., the CCU115, <NUM>, <NUM>, <NUM>, <NUM> shown in <FIG>). The electrically powered accessory <NUM> includes a receptacle <NUM> for receiving the optimized power cord <NUM>. In some embodiments, the receptacle <NUM> can be part of a power distribution unit (not shown) of the electrically powered accessory <NUM> that can distribute AC power and DC power to various components of the electrically powered accessory <NUM> including, for example, a rechargeable energy storage device (not shown). The power distribution unit may be electrically and/or communicatively connected between the AC power source <NUM> and the DC power source <NUM> at one end, and to the vehicle and/or to the CCU <NUM> at the other end. The structure and functionality of such a power distribution unit is described in more detail in U. Application Number <NUM>/<NUM>, "Transport Climate Control System with an Enhanced Power Distribution Unit for Managing Electrical Accessory Loads,". One embodiment of the receptacle <NUM> is discussed below with respect to <FIG>.

The AC power source <NUM> can be, for example, a utility power source. In some embodiments, the AC power source <NUM> can be a three-phase AC power source. In other embodiments, the AC power source <NUM> can be a single-phase power source. The DC power source <NUM> can be, for example, an electric vehicle charging station.

The optimized power cord <NUM> includes a first end <NUM> and a second end <NUM>. The first end <NUM> of the optimized power cord <NUM> includes a single plug <NUM> that is connected to the receptacle <NUM> of the electrically powered accessory <NUM>. The second end <NUM> of the optimized power cord <NUM> includes a first plug <NUM> that is connected to the AC power source <NUM> and includes a second plug <NUM> that is connected to the DC power source <NUM>. Accordingly, the optimized power cord <NUM> can simultaneously provide both AC power and DC power from the AC power source <NUM> and the DC power source <NUM> to the electrically powered accessory <NUM> via a single plug <NUM> at the first end <NUM> of the optimized power cord <NUM>. Details of the first end <NUM> of the optimized power cord <NUM> are described below with respect to <FIG> and <FIG>.

<FIG> illustrates a schematic diagram of a second embodiment (not falling under the scope of claim <NUM>) of the electrically powered accessory <NUM> configured to be used with at least one of a vehicle, trailer, and a transport container that is connected to an electrical supply equipment (ESE) (e.g., electric vehicle charging station) <NUM> that includes both the AC power source <NUM> and the DC power source <NUM> via an optimized power cord <NUM>. As noted above, the electrically powered accessory <NUM> can be, for example, a CCU (e.g., the CCU115, <NUM>, <NUM>, <NUM>, <NUM> shown in <FIG>). The electrically powered accessory <NUM> includes a receptacle <NUM> for receiving the optimized power cord <NUM>. In some embodiments, the receptacle <NUM> can be part of a power distribution unit (not shown) of the electrically powered accessory <NUM> that can distribute AC power and DC power to various components of the electrically powered accessory <NUM> including, for example, a rechargeable energy storage device (not shown). One embodiment of the receptacle <NUM> is discussed below with respect to <FIG>.

The optimized power cord <NUM>, not falling under the scope of claim <NUM>, includes a first end <NUM> and a second end <NUM>. The first end <NUM> of the optimized power cord <NUM> includes a single plug <NUM> that is connected to the receptacle <NUM> of the electrically powered accessory <NUM>. The second end <NUM> of the optimized power cord <NUM> also includes a single plug <NUM> that is connected to the ESE <NUM>. The ESE <NUM> can internally include an AC power source <NUM> and a DC power source <NUM>. Accordingly, the optimized power cord <NUM> can simultaneously provide both AC power and DC power from the ESE <NUM> to the electrically powered accessory <NUM> via the single plug <NUM> at the first end <NUM> of the optimized power cord <NUM> and the single plug <NUM> at the second end <NUM> of the optimized power cord <NUM>. Details of the first end <NUM> of the optimized power cord <NUM> are described below with respect to <FIG> and <FIG>.

It will be appreciated that the optimized power cords <NUM>, <NUM> can connect to the AC power source <NUM>, the DC power source <NUM>, and the ESE <NUM> using one or a combination of a Mode <NUM> charging mode, a Mode <NUM> charging mode, a Mode <NUM> charging mode, and a Mode <NUM> charging mode.

In the Mode <NUM> charging mode from IEC <NUM>, the AC power source <NUM> and/or the ESE <NUM> can include a normal AC receptacle accepting, for example, a NEMA <NUM>-20P plug, and provides no communication with the electrically powered accessory <NUM>.

In the Mode <NUM> charging mode, the AC power source <NUM> and/or the ESE <NUM> can include a normal AC receptacle accepting, for example, NEMA <NUM>-50P, and the optimized power cords <NUM>, <NUM> can include communication with the electrically powered accessory.

In the Mode <NUM> charging mode, the AC power source <NUM> and/or the ESE <NUM> can be an AC pedestal or wall mount EVSE with the second end <NUM>, <NUM> permanently affixed to the AC power source <NUM> and/or the ESE <NUM>.

In the Mode <NUM> charging mode from IEC <NUM>, the DC power source <NUM> and/or the ESE <NUM> can provide DC charging with the second end <NUM>, <NUM> permanently affixed to the DC power source <NUM> and/or the ESE <NUM>.

It will also be appreciated that the optimized power cords <NUM>, <NUM> can concurrently connect a vehicle electrical system of the vehicle and/or the electrically powered accessory <NUM> to both the AC power source <NUM> and the DC power source <NUM> or to the ESE <NUM> at the same. Accordingly, a rechargeable energy storage device of the electrically powered accessory <NUM> can be simultaneously connected to the DC power source <NUM>, <NUM> and a vehicle electrical system of the vehicle can be connected to the AC power source <NUM>, <NUM> via the same optimized power cord <NUM>, <NUM>. Also, a rechargeable energy storage device of the electrically powered accessory <NUM> can be simultaneously connected to the DC power source <NUM>, <NUM> and a vehicle electrical system of the vehicle can be connected to the DC power source <NUM>, <NUM> via the same optimized power cord <NUM>, <NUM>.

<FIG> illustrates a first end <NUM> of an optimized power cord <NUM> (e.g., the first ends <NUM>, <NUM> of the optimized power cords <NUM>, <NUM> shown in <FIG> and <FIG>), according to a first embodiment. The optimized power cord <NUM> includes an AC wire portion <NUM>, a DC wire portion <NUM>, and a single plug <NUM> at the first end <NUM>. The AC wire portion <NUM> transfers three-phase or single-phase AC power through the optimized power cord <NUM>. The DC wire portion <NUM> transfers DC power through the optimized power cord <NUM>. The AC wire portion <NUM> and the DC wire portion <NUM> are bundled together within a single cable sheath <NUM> through the first end <NUM> of the optimized power cable <NUM> up to the single plug <NUM>. The single plug <NUM> is connected to a first end of the AC wire portion <NUM> and a first end of the DC wire portion <NUM>. The single plug <NUM> includes an AC contact arrangement <NUM>, a DC contact arrangement <NUM>, and a communication contact arrangement <NUM>. The first end <NUM> of the optimized power cord <NUM> is configured to connect to an electrically powered accessory (e.g., the CCU <NUM>, <NUM>, <NUM>, <NUM>, <NUM> shown in <FIG> and the electrically powered accessory <NUM> shown in <FIG>) configured to be used with at least one of a vehicle, trailer, and a transport container.

The AC contact arrangement <NUM> can be configured to transfer three-phase AC power or single-phase AC power out of the optimized power cord <NUM>. The AC contact arrangement <NUM> includes a neutral contact <NUM> and line phase contacts <NUM>, <NUM>, <NUM>, with each of the contacts <NUM>, <NUM>, <NUM> supplying a separate line phase of a three-phase AC power. When the AC contact arrangement <NUM> is supplying single-phase AC power, only the neutral contact <NUM> and one of the line phase contacts <NUM>, <NUM>, <NUM> (e.g., line phase contact <NUM>) may be used.

The DC contact arrangement <NUM> can be configured to transfer DC power out of the optimized power cord <NUM>. The DC contact arrangement <NUM> includes a positive DC contact <NUM> and a negative DC contact <NUM>.

The communication contact arrangement <NUM> can be configured to communicate with the electrically powered accessory. The communication contact arrangement <NUM> includes a control pilot contact <NUM> that provides post-insertion signaling, a proximity pilot contact <NUM> that provides post-insertion signaling, and a protective earth contact <NUM> that can provide a full-current protective earthing system. The protective earth contact <NUM> is a safety feature that can reduce electric shock potential when, for example, there is a faulty connection.

<FIG> illustrates a first end <NUM> of an optimized power cord <NUM>, according to a second embodiment. The optimized power cord <NUM> includes an AC wire portion <NUM>, a DC wire portion <NUM>, and a single plug <NUM> at the first end <NUM>. The AC wire portion <NUM> can transfer single-phase AC power through the optimized power cord <NUM>. The DC wire portion <NUM> transfers DC power through the optimized power cord <NUM>. The AC wire portion <NUM> and the DC wire portion <NUM> are bundled together within a single cable sheath <NUM> through the first end <NUM> of the optimized power cable <NUM> up to the single plug <NUM>. The single plug <NUM> is connected to a first end of the AC wire portion <NUM> and a first end of the DC wire portion <NUM>. The single plug <NUM> includes a single-phase AC contact arrangement <NUM>, a DC contact arrangement <NUM>, and a communication contact arrangement <NUM>. The first end <NUM> of the optimized power cord <NUM> is configured to connect to an electrically powered accessory (e.g., the CCU <NUM>, <NUM>, <NUM>, <NUM>, <NUM> shown in <FIG> and the electrically powered accessory <NUM> shown in <FIG>).

The single-phase AC contact arrangement <NUM> can be configured to transfer single-phase AC power out of the optimized power cord <NUM>. The single-phase AC contact arrangement <NUM> includes a neutral contact <NUM> and a line contact <NUM> supplying a line phase of a single-phase AC power.

The communication contact arrangement <NUM> can be configured to communicate with the electrically powered accessory. The communication contact arrangement <NUM> includes a control pilot contact <NUM> that provides post-insertion signaling, a proximity pilot contact <NUM> that provides post-insertion signaling, and a protective earth contact <NUM> that can provide a full-current protective earthing system.

It will be appreciated that while the optimized power cords <NUM>, <NUM> are shown using a Type <NUM> combo configuration reflecting VDE-AR-E <NUM>-<NUM>-<NUM> plug specifications, it will be appreciated that in other embodiments the optimized power cords <NUM>, <NUM> can use a Type <NUM> combo configuration reflecting EV Plug Alliance specifications and/or a fast charge coupler configuration reflecting, for example, CHAdeMO specifications. Also, in some embodiments, the optimized power cord <NUM> can use a Type <NUM> combo configuration reflecting SAE J1772/<NUM> automotive plug specifications.

The optimized power cords <NUM>, <NUM> also include an unlock tab <NUM> that is configured to allow a user to detach the optimized power cord <NUM>, <NUM> from a receptacle (e.g., the receptacle <NUM> shown in <FIG>).

<FIG> illustrates one embodiment of a receptacle <NUM> of an electrically powered accessory (e.g., the CCU <NUM>, <NUM>, <NUM>, <NUM>, <NUM> shown in <FIG> and the electrically powered accessory <NUM> shown in <FIG>) configured to be used with at least one of a vehicle, trailer, and a transport container.

In some embodiments, the receptacle <NUM> can be part of a power distribution unit (not shown) of an electrically powered accessory (e.g., the electrically powered accessory <NUM> shown in <FIG>) that can distribute AC power and DC power to various components of the electrically powered accessory including, for example, a rechargeable energy storage device (not shown).

The receptacle <NUM> is configured to receive a single plug (e.g., the single plug <NUM>, <NUM> shown in <FIG> and <FIG>) of an optimized power cord (e.g., the optimized power cord <NUM>, <NUM> shown in <FIG> and <FIG>). The receptacle <NUM> includes an AC contact arrangement <NUM>, a DC contact arrangement <NUM>, and a communication contact arrangement <NUM>.

The AC contact arrangement <NUM> can be configured to receive three-phase AC power or single-phase AC power from an optimized power cord (e.g., the optimized power cords <NUM>, <NUM> shown in <FIG> and <FIG>). The AC contact arrangement <NUM> includes a neutral contact <NUM> and line phase contacts <NUM>, <NUM>, <NUM>, with each of the contacts <NUM>, <NUM>, <NUM> receiving a separate line phase of a three-phase AC power. When the AC contact arrangement <NUM> is receiving single-phase AC power, only the neutral contact <NUM> and one of the line phase contacts <NUM>, <NUM>, <NUM> (e.g., the line phase contact <NUM>) may be used. Also, in some embodiments, when the AC contact arrangement <NUM> is receiving single-phase AC power, the receptacle <NUM> can be adapted to not include the line phase contacts <NUM>, <NUM>, <NUM> not being used (e.g., the line phase contacts <NUM>, <NUM>). The neutral contact <NUM> is configured to connect with a neutral contact (e.g., the neutral contact <NUM>, <NUM> shown in <FIG> and <FIG>) of an optimized power cord. Each of the line phase contacts <NUM>, <NUM>, <NUM> is configured to connect with a line phase contact <NUM>, <NUM>, <NUM> of an optimized power cord.

The DC contact arrangement <NUM> can be configured to receive DC power from an optimized power cord. The DC contact arrangement <NUM> includes a positive DC contact <NUM> and a negative DC contact <NUM>. The positive DC contact <NUM> is configured to connect with a positive DC contact (e.g., the positive DC contact <NUM> shown in <FIG> and <FIG>) of an optimized power cord. The negative DC contact <NUM> is configured to connect with a negative DC contact (e.g., the negative DC negative contact <NUM> shown in <FIG> and <FIG>) of an optimized power cord.

The communication contact arrangement <NUM> can be configured to communicate with the electrically powered accessory. The communication contact arrangement <NUM> includes a control pilot contact <NUM> that provides post-insertion signaling, a proximity pilot contact <NUM> that provides post-insertion signaling, and a protective earth contact <NUM> that can provide a full-current protective earthing system. The control pilot contact <NUM> is configured to connect with a control pilot contact (e.g., the control pilot contact <NUM> shown in <FIG> and <FIG>) of an optimized power cord. The proximity pilot contact <NUM> is configured to connect with a proximity pilot contact (e.g., the proximity pilot contact <NUM> shown in <FIG> and <FIG>) of an optimized power cord. The protective earth contact <NUM> is configured to connect with a protective earth contact (e.g., the protective earth contact <NUM> shown in <FIG> and <FIG>) of an optimized power cord.

The configuration of the receptacle <NUM> allows the electrically powered accessory to simultaneously receive AC power from an AC power source and DC power from a DC source from a single plug of an optimized power cord.

It will be appreciated that while the receptacle <NUM> is shown to accept a Type <NUM> combo plug configuration reflecting VDE-AR-E <NUM>-<NUM>-<NUM> plug specifications, it will be appreciated that in other embodiments the receptacle <NUM> can be modified to accept a Type <NUM> combo plug configuration reflecting EV Plug Alliance specifications and/or a fast charge coupler plug configuration reflecting, for example, CHAdeMO specifications. Also, in some embodiments, the receptacle <NUM> can be modified to accept a Type <NUM> combo configuration reflecting SAE J1772/<NUM> automotive plug specifications.

The receptacle <NUM> also includes a latch mechanism <NUM> that is configured to lock the single plug when connected to the receptacle <NUM>. In some embodiments, the latch mechanism <NUM> is a motorized device that physically obstructs an unlock tab (e.g., the unlock tab <NUM> shown in <FIG> and <FIG>) of the single plug when the single plug is connected to the receptacle <NUM> as a safety feature to prevent a user from removing the single plug from the receptacle <NUM> until it is safe to do so. <FIG> illustrates a flowchart of a method <NUM> for transferring power to an electrically powered accessory (e.g., the CCU <NUM>, <NUM>, <NUM>, <NUM>, <NUM> shown in <FIG> and the electrically powered accessory <NUM> shown in <FIG>), according to one embodiment. The method <NUM> allows for proper communication between an ESE and both a vehicle and the electrically powered accessory. In particular, a controller of a vehicle and/or electrically powered accessory can communicate to an ESE controller of the ESE via the optimized power cord and the ESE controller can be provided with information to authenticate both the vehicle and the electrically powered accessory to receive power from the ESE. The invention as defined in the attached independent claim relates to an optimized power cord having a single plug at a first end (connected to DC and AC wire portions) and both an AC wire plug and a DC wire plug at a second end, and not to the method <NUM> which is useful for understanding the invention.

The method <NUM> begins at <NUM>, whereby the controller (e.g., the controller <NUM>, <NUM>, <NUM>, <NUM>, <NUM> shown in <FIG>) of a vehicle and/or electrically powered accessory waits until the vehicle and/or electrically powered accessory is connected to an ESE via an optimized power cord (e.g., the optimized power cords <NUM>, <NUM>, <NUM> and <NUM> shown in <FIG>, <FIG>, <FIG> and <FIG>) being connected to a receptacle of the vehicle and/or electrically powered accessory (e.g., the receptacle <NUM> shown in <FIG>). When the controller determines that the vehicle and/or electrically powered accessory is connected to the ESE via the optimized power cord, the method <NUM> proceeds concurrently to <NUM> and <NUM>.

At <NUM>, the controller determines waits for the vehicle and/or the electrically powered accessory to request power from the ESE. When the vehicle and/or electrically powered accessory requests power from the ESE, the method <NUM> proceeds to <NUM>.

At <NUM>, the controller locks the optimized power cord plug to the receptacle. In some embodiments, the controller can instruct a latch mechanism (e.g., the latch mechanism <NUM> shown in <FIG>) to physically obstruct an unlock tab (e.g., the unlock tab <NUM> shown in <FIG> and <FIG>) of the optimized power cord. This provides a safety feature that can prevent a user from removing the optimized power cord from the receptacle. The controller can also send a signal to an ESE controller that the optimized power cord is secured locked to the receptacle. The method <NUM> then proceeds to <NUM>, <NUM> and <NUM>.

At <NUM>, the controller determines whether the power from the ESE is sufficient for the power requirements of the vehicle and/or the electrically powered accessory based on, for example, the power received at <NUM>. When the controller determines that the power from the ESE is sufficient, the method <NUM> proceeds to <NUM>.

At <NUM>, the controller apportions power from the ESE to the vehicle and/or the electrically powered accessory based on the requests received at <NUM>. In some embodiments, when the controller determines that there is insufficient power at the ESE to meet the power request of the vehicle and/or the electrically powered accessory, the controller can send a notification to the user that the ESE may not be capable of providing sufficient power for the vehicle and/or the electrically powered accessory. The controller may also request a corrective action from the user based on the power deficiency. The method <NUM> then proceeds to <NUM>.

At <NUM>, the controller requests power from the ESE via a ready signal sent through a proximity pilot contact and a protection earth contact (e.g., the control pilot contact <NUM> and the protective earth contact <NUM> shown in <FIG> and <FIG>) of an optimized power cord. In some embodiments, the signal can be, for example, a <NUM> volt signal from the vehicle and/or the electrical accessory to the ESE. The method <NUM> then proceeds concurrently to <NUM> and <NUM>.

At <NUM>, the ESE supplies power to the vehicle via the optimized power cord. That is, power received at the receptacle is distributed to the vehicle based on the apportionment determined at <NUM>. At <NUM>, the controller determines whether power for the vehicle is still required from the ESE. When power is still required, the method <NUM> proceeds back to <NUM>. When power is no longer required, the method <NUM> proceeds to <NUM>.

At <NUM>, the ESE supplies power to the electrically powered accessory via the optimized power cord. That is, power received at the receptacle is distributed to the electrically powered accessory based on the apportionment determined at <NUM>. The method <NUM> then proceeds to <NUM>.

At <NUM>, the controller determines whether power for the electrically powered accessory is still required from the ESE. When power is still required, the method <NUM> proceeds back to <NUM>. When power is no longer required, the method <NUM> proceeds to <NUM>.

At <NUM>, the controller determines whether the power request at <NUM> has been satisfied for both of the vehicle and the electrically powered accessory. If the power request has been satisfied (neither the vehicle nor the electrically powered accessory require power from the ESE), the method proceeds to <NUM>. If the power request has not been satisfied (one of the vehicle and/or the electrically powered accessory still requires power from the ESE), the method returns to <NUM>.

At <NUM>, the controller instructs a controlled shutdown for the connection between the ESE and the vehicle via the optimized power cord upon receiving an unlatch signal (e.g., via the proximity pilt contacts <NUM>, <NUM> and the protective earth contacts <NUM>, <NUM> shown in <FIG>, <FIG> and <FIG>) from the ESE controller. Accordingly, the user can safely disconnect the optimized power cord from the receptacle. The method <NUM> then proceeds back to <NUM>.

At <NUM>, an ESE controller determines whether there is a proper connection between the optimized power cord and the vehicle /electrically powered accessory. In some embodiments, the ESE controller determines that there is a proper connection when signals are able to pass successfully between the ESE and the vehicle/electrically powered accessory via the proximity pilot contact and/or the protection earth contact. When the ESE controller determines that a proper connection is made, the method <NUM> proceeds to <NUM>. Otherwise, the ESE controller can provide a status notification (e.g., via a short message service (SMS) message, a message displayed at the ESE, an email, etc.) to the user that an improper connection has been made and the method <NUM> returns to <NUM>.

At <NUM>, the ESE controller waits for the vehicle/electrically powered accessory to be authenticated, the optimized power cord to be locked to the receptacle, and the vehicle/electrically powered accessory to be valid to receive power from a power supply of the ESE. The ESE controller can determine that the vehicle/electrically powered accessory is authenticated based on whether the vehicle/electrically powered accessory is permitted to use the ESE (e.g., the user has paid to use the ESE, has provided an authorized card and/or code, etc.) and/or the vehicle/electrically powered accessory has an appropriate load to match the power provided by the ESE. The ESE controller can determine whether the optimized power cord is securely locked to the receptacle based on, for example, a signal sent from the controller of the vehicle and/or electrically powered accessory at <NUM>. The ESE controller can determine that the vehicle/electrically powered accessory is valid to receive power from the power supply of the ESE based on communication signals sent via a protective earth contact and/or a proximity pilot contact of a communication contact arrangement of the optimized power cord and the receptacle (e.g., the proximity pilot contacts <NUM>, <NUM>, the protective earth contacts <NUM>, <NUM> and the communication contact arrangements <NUM>, <NUM> shown in <FIG>, <FIG> and <FIG>). When the ESE controller determines that the vehicle/electrically powered accessory is authenticated, the optimized power cord is locked to the receptacle, and the vehicle/electrically powered accessory is valid to receive power from a power supply of the ESE, the method <NUM> then proceeds to <NUM>. It will be appreciated that while the ESE controller waits, the ESE controller can send notification updates to the user (e.g., via SMS message, a message displayed on the ESE, an email message, etc.) indicating the status of the connection.

At <NUM>, the ESE controller instructs the ESE to supply power to the vehicle and/or electrically powered accessory. In some embodiments, the power sent to from the ESE to the vehicle/electrically powered accessory can be via a pulse width modulation ("PWM") power signal. The method <NUM> then proceeds concurrently to <NUM> and <NUM>.

At <NUM>, the ESE controller waits until the vehicle/electrically powered accessory is ready for receiving power. In some embodiments, the ESE controller can determine that the vehicle/electrically powered accessory is ready when the ESE controller receives the ready signal (e.g., via the control pilot contacts <NUM>, <NUM> and the protective earth contacts <NUM>, <NUM> shown in <FIG>, <FIG> and <FIG>) sent at <NUM>.

At <NUM>, the ESE supplies power to one or more of the vehicle and/or the electrically powered accessory. At <NUM>, the ESE controller determines whether power for the vehicle and/or electrically powered accessory is still required from the ESE. When power is still required, the method <NUM> proceeds back to <NUM>. When power is no longer required, the method <NUM> proceeds to <NUM>.

At <NUM>, the ESE controller instructs the latch mechanism to no longer physically obstruct the unlock tab of the optimized power cord and sends an unlatch signal (e.g., via the proximity pilot contacts <NUM>, <NUM> and the protective earth contacts <NUM>, <NUM> shown in <FIG>, <FIG> and <FIG>) to the controller of the vehicle/electrically powered accessory. The method <NUM> then proceeds to <NUM>.

It will be appreciated that the ESE controller also monitors the proximity pilot contacts, the control pilot contacts and the protective earth contacts of the optimized power cord and the receptacle to ensure that a proper connection is made at <NUM>. At any point the ESE controller determines that a combination of the proximity pilot contacts and the protective earth contacts or the control pilot contacts and the protective earth contacts are no longer capable of sending signals via the optimized power cord and the receptacle, the ESE controller determines that the connection between the ESE and the vehicle/electrically powered accessory is broken and sends a notification to the user (e.g., via a SMS message, a message displayed on the ESE, an email message, etc.). The method <NUM> then proceeds to <NUM>.

Claim 1:
An optimized power cord for transferring power to a transport climate control system that provides climate control to a climate controlled space within a vehicle and/or a transport unit towed by the vehicle, the optimized power cord comprising:
a DC wire portion to provide DC power to an electrically powered accessory, the DC wire portion having a first end and a second end;
an AC wire portion to provide AC power to the electrically powered accessory, the AC wire portion having a first end and a second end;
a single plug at a first end of the optimized power cord that is connected to the first end of the DC wire portion and connected to the first end of the AC wire portion, the single plug including:
an AC contact arrangement for connecting to an AC power port of the electrically powered accessory,
a DC contact arrangement for connecting to a DC power port of the electrically powered accessory, and
a communication contact arrangement for connecting and communicating with at least one of an AC power source and a DC power source and characterized by including:
an AC wire plug connected to the second end of the AC wire portion for connecting the optimized power cord to the AC power source; and
a DC wire plug connected to the second end of the DC wire portion for connecting the optimized power cord to the DC power source.