Patent ID: 12233683

Like reference numbers represent like parts throughout.

DETAILED DESCRIPTION

The embodiments disclosed herein relate to an electrically powered accessory configured to be used with at least one of a vehicle, trailer, and a transport container. More particularly, the embodiments disclosed herein relate to optimized power distribution to electrically powered accessories amongst one or more electric supply equipment stations.

It is noted that: U.S. application Ser. No. 16/565,063, “SYSTEM AND METHOD FOR MANAGING POWER AND EFFICIENTLY SOURCING A VARIABLE VOLTAGE FOR A TRANSPORT CLIMATE CONTROL SYSTEM,”; U.S. application Ser. No. 16/565,110, “TRANSPORT CLIMATE CONTROL SYSTEM WITH A SELF-CONFIGURING MATRIX POWER CONVERTER,”; U.S. application Ser. No. 16/565,146, “OPTIMIZED POWER MANAGEMENT FOR A TRANSPORT CLIMATE CONTROL ENERGY SOURCE,”; European Patent Application Number 19219088.2, “PRIORITIZED POWER DELIVERY FOR FACILITATING TRANSPORT CLIMATE CONTROL,”; U.S. application Ser. No. 16/565,205, “TRANSPORT CLIMATE CONTROL SYSTEM WITH AN ACCESSORY POWER DISTRIBUTION UNIT FOR MANAGING TRANSPORT CLIMATE CONTROL ELECTRICALLY POWERED ACCESSORY LOADS,”; U.S. application Ser. No. 16/565,235, “AN INTERFACE SYSTEM FOR CONNECTING A VEHICLE AND A TRANSPORT CLIMATE CONTROL SYSTEM,”; U.S. application Ser. No. 16/565,252, “DEMAND-SIDE POWER DISTRIBUTION MANAGEMENT FOR A PLURALITY OF TRANSPORT CLIMATE CONTROL SYSTEMS,”; and U.S. application Ser. No. 16/565,282, “OPTIMIZED POWER CORD FOR TRANSFERRING POWER TO A TRANSPORT CLIMATE CONTROL SYSTEM,”; all filed concurrently herewith on Sep. 9, 2019, and the contents of which are incorporated herein by reference. 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.

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.1Adepicts a climate-controlled van100that includes a climate controlled space105for carrying cargo and a transport climate control system110for providing climate control within the climate controlled space105. The transport climate control system110includes a climate control unit (CCU)115that is mounted to a rooftop120of the van100. The transport climate control system110can 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 space105. 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 system110also includes a programmable climate controller125and one or more sensors (not shown) that are configured to measure one or more parameters of the transport climate control system110(e.g., an ambient temperature outside of the van100, an ambient humidity outside of the van100, a compressor suction pressure, a compressor discharge pressure, a supply air temperature of air supplied by the CCU115into the climate controlled space105, a return air temperature of air returned from the climate controlled space105back to the CCU115, a humidity within the climate controlled space105, etc.) and communicate parameter data to the climate controller125. The climate controller125is configured to control operation of the transport climate control system110including the components of the climate control circuit. The climate controller unit115may comprise a single integrated control unit126or may comprise a distributed network of climate controller elements126,127. The number of distributed control elements in a given network can depend upon the particular application of the principles described herein.

The climate-controlled van100can also include a vehicle PDU101, a VES102, a standard charging port103, and/or an enhanced charging port104. The VES102can include a controller (not shown). The vehicle PDU101can 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 electric vehicle supply equipment (EVSE, not shown), via the standard charging port103, to the vehicle PDU101. Power can also be distributed from the vehicle PDU101to an electrical supply equipment (ESE, not shown) and/or to the CCU115(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 port104, to an ESE (not shown) and/or to the CCU115. The ESE can then distribute power to the vehicle PDU101via the standard charging port103.

FIG.1Bdepicts a climate-controlled straight truck130that includes a climate controlled space131for carrying cargo and a transport climate control system132. The transport climate control system132includes a CCU133that is mounted to a front wall134of the climate controlled space131. The CCU133can 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 space131.

The transport climate control system132also includes a programmable climate controller135and one or more sensors (not shown) that are configured to measure one or more parameters of the transport climate control system132(e.g., an ambient temperature outside of the truck130, an ambient humidity outside of the truck130, a compressor suction pressure, a compressor discharge pressure, a supply air temperature of air supplied by the CCU133into the climate controlled space131, a return air temperature of air returned from the climate controlled space131back to the CCU133, a humidity within the climate controlled space131, etc.) and communicate parameter data to the climate controller135. The climate controller135is configured to control operation of the transport climate control system132including components of the climate control circuit. The climate controller135may comprise a single integrated control unit136or may comprise a distributed network of climate controller elements136,137. 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 van100shown inFIG.1A, the climate-controlled straight truck130ofFIG.1Bcan also include a vehicle PDU (such as the vehicle PDU101shown inFIG.1A), a VES (such as the VES102shown inFIG.1A), a standard charging port (such as the standard charging port103shown inFIG.1A), and/or an enhanced charging port (e.g., the enhanced charging port104shown inFIG.1A), communicating with and distribute power from/to the corresponding ESE and/or the CCU133.

FIG.1Cillustrates one embodiment of a climate controlled transport unit140attached to a tractor142. The climate controlled transport unit140includes a transport climate control system145for a transport unit150. The tractor142is attached to and is configured to tow the transport unit150. The transport unit150shown inFIG.1Cis a trailer.

The transport climate control system145includes a CCU152that provides environmental control (e.g. temperature, humidity, air quality, etc.) within a climate controlled space154of the transport unit150. The CCU152is disposed on a front wall157of the transport unit150. In other embodiments, it will be appreciated that the CCU152can be disposed, for example, on a rooftop or another wall of the transport unit150. The CCU152includes 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 space154.

The transport climate control system145also includes a programmable climate controller156and one or more sensors (not shown) that are configured to measure one or more parameters of the transport climate control system145(e.g., an ambient temperature outside of the transport unit150, an ambient humidity outside of the transport unit150, a compressor suction pressure, a compressor discharge pressure, a supply air temperature of air supplied by the CCU152into the climate controlled space154, a return air temperature of air returned from the climate controlled space154back to the CCU152, a humidity within the climate controlled space154, etc.) and communicate parameter data to the climate controller156. The climate controller156is configured to control operation of the transport climate control system145including components of the climate control circuit. The climate controller156may comprise a single integrated control unit158or may comprise a distributed network of climate controller elements158,159. 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 tractor142can include an optional APU108. The optional APU108can be an electric auxiliary power unit (eAPU). Also, in some embodiments, the tractor142can also include a vehicle PDU101and a VES102(not shown). The APU108can provide power to the vehicle PDU101for distribution. It will be appreciated that for the connections, solid lines represent power lines and dotted lines represent communication lines. The climate controlled transport unit140can include a PDU121connecting to power sources (including, for example, an optional solar power source109; an optional power source122such as Genset, fuel cell, undermount power unit, auxiliary battery pack, etc.; and/or an optional liftgate battery107, etc.) of the climate controlled transport unit140. The PDU121can include a PDU controller (not shown). The PDU controller can be a part of the climate controller156. The PDU121can distribute power from the power sources of the climate controlled transport unit140to e.g., the transport climate control system145. The climate controlled transport unit140can also include an optional liftgate106. The optional liftgate battery107can provide power to open and/or close the liftgate106.

It will be appreciated that similar to the climate-controlled van100, the climate controlled transport unit140attached to the tractor142ofFIG.1Ccan also include a VES (such as the VES102shown inFIG.1A), a standard charging port (such as the standard charging port103shown inFIG.1A), and/or an enhanced charging port (such as the enhanced charging port104shown inFIG.1A), communicating with and distribute power from/to a corresponding ESE and/or the CCU152. It will be appreciated that the charging port(s)103and/or can be on either the tractor142or the trailer. For example, in one embodiment, the standard charging port103is on the tractor142and the enhanced charging port104is on the trailer.

FIG.1Dillustrates another embodiment of a climate controlled transport unit160. The climate controlled transport unit160includes a multi-zone transport climate control system (MTCS)162for a transport unit164that 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 MTCS162includes a CCU166and a plurality of remote units168that provide environmental control (e.g. temperature, humidity, air quality, etc.) within a climate controlled space170of the transport unit164. The climate controlled space170can be divided into a plurality of zones172. The term “zone” means a part of an area of the climate controlled space170separated by walls174. The CCU166can operate as a host unit and provide climate control within a first zone172aof the climate controlled space166. The remote unit168acan provide climate control within a second zone172bof the climate controlled space170. The remote unit168bcan provide climate control within a third zone172cof the climate controlled space170. Accordingly, the MTCS162can be used to separately and independently control environmental condition(s) within each of the multiple zones172of the climate controlled space162.

The CCU166is disposed on a front wall167of the transport unit160. In other embodiments, it will be appreciated that the CCU166can be disposed, for example, on a rooftop or another wall of the transport unit160. The CCU166includes 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 space170. The remote unit168ais disposed on a ceiling179within the second zone172band the remote unit168bis disposed on the ceiling179within the third zone172c. Each of the remote units168a,binclude an evaporator (not shown) that connects to the rest of the climate control circuit provided in the CCU166.

The MTCS162also includes a programmable climate controller180and one or more sensors (not shown) that are configured to measure one or more parameters of the MTCS162(e.g., an ambient temperature outside of the transport unit164, an ambient humidity outside of the transport unit164, a compressor suction pressure, a compressor discharge pressure, supply air temperatures of air supplied by the CCU166and the remote units168into each of the zones172, return air temperatures of air returned from each of the zones172back to the respective CCU166or remote unit168aor168b, a humidity within each of the zones118, etc.) and communicate parameter data to a climate controller180. The climate controller180is configured to control operation of the MTCS162including components of the climate control circuit. The climate controller180may comprise a single integrated control unit181or may comprise a distributed network of climate controller elements181,182. 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 van100, the climate controlled transport unit160ofFIG.1Dcan also include a vehicle PDU (such as the vehicle PDU101shown inFIG.1A), a VES (such as the VES102shown inFIG.1A), a standard charging port (such as the standard charging port103shown inFIG.1A), and/or an enhanced charging port (e.g., the enhanced charging port104shown inFIG.1A), communicating with and distribute power from/to the corresponding ESE and/or the CCU166.

FIG.1Eis a perspective view of a vehicle185including a transport climate control system187, according to one embodiment. The vehicle185is a mass-transit bus that can carry passenger(s) (not shown) to one or more destinations. In other embodiments, the vehicle185can be a school bus, railway vehicle, subway car, or other commercial vehicle that carries passengers. The vehicle185includes a climate controlled space (e.g., passenger compartment)189supported that can accommodate a plurality of passengers. The vehicle185includes doors190that are positioned on a side of the vehicle185. In the embodiment shown inFIG.1E, a first door190is located adjacent to a forward end of the vehicle185, and a second door190is positioned towards a rearward end of the vehicle185. Each door190is movable between an open position and a closed position to selectively allow access to the climate controlled space189. The transport climate control system187includes a CCU192attached to a roof194of the vehicle185.

The CCU192includes 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 space189. The transport climate control system187also includes a programmable climate controller195and one or more sensors (not shown) that are configured to measure one or more parameters of the transport climate control system187(e.g., an ambient temperature outside of the vehicle185, a space temperature within the climate controlled space189, an ambient humidity outside of the vehicle185, a space humidity within the climate controlled space189, etc.) and communicate parameter data to the climate controller195. The climate controller195is configured to control operation of the transport climate control system187including components of the climate control circuit. The climate controller195may comprise a single integrated control unit196or may comprise a distributed network of climate controller elements196,197. 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 van100, the vehicle185including a transport climate control system187ofFIG.1Ecan also include a vehicle PDU (such as the vehicle PDU101shown inFIG.1A), a VES (such as the VES102shown inFIG.1A), a standard charging port (such as the standard charging port103shown inFIG.1A), and/or an enhanced charging port (e.g., the enhanced charging port104shown inFIG.1A), communicating with and distribute power from/to the corresponding ESE and/or the CCU192.

FIG.2illustrates a schematic diagram of a power distribution site200, according to one embodiment. The power distribution site200is configured to distribute power to one or more electrically powered accessories285(e.g., the CCU's115,132,152,166and192shown inFIGS.1A-E) docked at one or more of a plurality of ESE stations250of the power distribution site200. The power distribution site200includes a power input stage210, a power converter stage220, a transfer switch matrix230, a power distribution controller240, the plurality of ESE stations250, and an optional human machine interface260. The power distribution site200also includes a loading dock270and a plurality of parking bays275where one or more vehicles280and/or electrically powered accessories285can be docked. Examples of the power distribution site200can be, for example, a shipyard, a warehouse, a supply yard, etc.

The power input stage210can be selectively connected to a plurality of power sources212,214,216,218that can supply power to the power distribution site200. In particular, the power input stage210includes a transformer connection215afor feeding power from a utility power source212to the power converter stage220, an inverter connection215bfor feeding power from a solar power source214to the power converter stage220, a generator set connection215cfor feeding power from a generator set216to the power converter stage220, and an inverter connection215dfor feeding power from a battery storage218to the power converter stage220. The power input stage210is configured to receive both Alternating Current (“AC”) power (e.g., from the utility supply source212, the solar power source212, the generator set214, etc.) and Direct Current (“DC”) power (e.g., from the solar power source212, the generator set214, the battery storage218, etc.). The power input stage210directs the power received from one or more of the plurality of power sources to the power converter stage220. The power input stage210(including the transformer connection215a, the inverter connection215b, the generator set connection215c, and the inverter connection215d) are controlled by the power distribution controller240.

The power converter stage220is connected to the power input stage210and is configured to convert power received from the power input stage210into a power that is compatible with one or more electrically powered accessories285docked at the one or more power distribution stages250. In some embodiments, the power input stage210can be connected to the power converter stage220via an AC bus and/or a DC bus.

The power converter stage220includes a rectifier circuit222, a DC/DC converter circuit224, an inverter circuit226, and an AC distribution circuit228. The rectifier circuit222is configured to convert AC power received from the power input stage210(e.g., from the utility power source212, the solar power source214, the generator set216, etc.) into DC power at a voltage and/or current level that is compatible with one or more of the electrically powered accessories285docked at the power distribution site200. The DC/DC converter224is configured to convert a voltage and/or current level of DC power received from the power input stage210(e.g., from the solar power source214, the generator set216, the battery storage218, etc.) into a DC power that is compatible with one or more of the electrically powered accessories285docked at the power distribution site200. The inverter circuit226is configured to convert DC power received from the power input stage210(e.g., from the solar power source214, the generator set216, the battery storage218, etc.) into an AC power that is compatible with one or more of the electrically powered accessories285docked at the power distribution site200. The AC distribution circuit228is configured to convert a voltage and/or current level of AC power received from the power input stage210(e.g., from the utility power source212, the solar power source214, the generator set216, etc.) into an AC power that is compatible with one or more of the electrically powered accessories285docked at the power distribution site200. Power converted by the power converter stage220is then directed to the transfer switch matrix230. It will be appreciated that the number of each of the rectifier circuits222, DC/DC converter circuits224, inverter circuits226, and AC distribution circuits228can vary based on the needs of the power distribution site200.

In some embodiments, the power converter stage220can include a modular rack that includes multiple power converter elements (e.g., the rectifier circuits222, DC/DC converter circuits224, inverter circuits226, and AC distribution circuits228, etc.). Power converter elements can be added/removed from the modular rack as desired. In some embodiments, the modular rack can be stored in a secure cabinet at the power distribution site200.

In some embodiments, the power input stage210and the power converter stage220can be controlled by the power distribution controller240to store excess power (e.g., from the utility power source212and into the battery storage218) during periods when the cost of utility power is relatively low (e.g., non-peak time periods). Also, in some embodiments, the power input stage210can be controlled by the power distribution controller240to vary power from each of the power sources212,214,216and218to supply power to one of more of the ESE stations250. Further, in some embodiments, one or more of the vehicles280and/or the electrically powered accessories285can requested by the power distribution controller240to transfer power back to, for example, the battery storage218and/or other vehicles280and/or electrically powered accessories285. Accordingly, the power distribution controller240can balance power within the power distribution site200.

The transfer switch matrix230is selectively connected to each of the plurality of ESE stations250and is configured to selectively distribute power to one or more of the ESE stations250. The transfer switch matrix230is configured to distribute both AC power and DC power from the power converter stage220to one or more of the ESE stations250. In particular, the transfer switch matrix230includes a rectifier switch233that can selectively connect the rectifier circuit222to one of the ESE stations250, a DC/DC switch235that can selectively connect the DC/DC converter circuit224to one of the ESE stations250c, an inverter switch226that can selectively connect the inverter circuit226to one of the ESE stations250, and an AC distribution switch228that can selectively connect the AC distribution circuit228to one of the ESE stations250. The transfer switch matrix230(including the switches233,235,237,239) are controlled by the power distribution controller240. In some embodiments, the transfer switch matrix230can include additional switches that may or may not be connected to any of the ESE stations250. Accordingly, the transfer switch matrix230can be configured to connect the power converter stage220to less than all of the ESE stations250. Also, in some embodiments, the number of switches connected to each of the circuits222,224,226,228can vary based on the needs of the power distribution site200.

Each of the ESE stations250is configured to distribute power received from the transfer switch matrix230to a vehicle and/or an electrically powered accessory docked at the particular station250. As shown inFIG.2, the ESE stations250are provided at the loading dock270and the parking bays275. It will be appreciated that each of the ESE stations250can supply power in the hundreds of kilowatts.

Each of the ESE stations250includes a DC charger252and an AC charger254that are configured to connect to a vehicle and/or an electrically powered accessory. It will be appreciated that in other embodiments, one or more of the ESE stations250may include only one of the DC charger252and the AC charger254. In some embodiments, one or more of the DC chargers252can be an off-board charger for fast charging. In some embodiments, the ESE stations250can communicate with a vehicle and/or an electrically powered accessory.

AC power delivered by the AC charger254can be single-phase AC or three phase AC power. DC power delivered by the DC charger252can be Low Voltage (LV) DC power (e.g., Class A) and/or High Voltage (HV) DC power (e.g., Class B). As defined herein, “low voltage” refers to Class A of the ISO 6469-3 in the automotive environment, in particular, a maximum working voltage of between about 0V to 60V DC or between about 0V to 30V AC. As defined herein, “high voltage” refers to Class B of the ISO 6469-3 in the automotive environment, in particular, a maximum working voltage of between about 60V to 1500V DC or between about 30V to 1000V AC. The AC charger254and the DC charger252can include any suitable connectors that support e.g., Combined Charging System (CCS, guided by e.g., CharIN), CHAdeMO, Guobiao recommended-standard 20234, Tesla Supercharger, and/or other EVSE standards. Typically, the AC charger254and the DC charger252for fast charging from the ESE stations250work exclusively. Embodiments disclosed herein can enable supplying both the AC power and the DC power for fast charging/power distribution from the ESE220to, for example, supply power to a vehicle and/or charge a rechargeable energy storage of the vehicle or the electrically powered accessory with the DC power and to operate an electrically powered accessory with AC power.

In some embodiments, the DC chargers252and the AC chargers254can send and receive communication signals between the power distribution controller240and one or both of a vehicle controller or electrically powered accessory controller of the vehicle and/or electrically powered accessory docked at one of the ESE stations250.

In the non-limiting example shown inFIG.2, the electrically powered accessory285aand a combination of the vehicle280band the electrically powered accessory285bare parked/docked at the loading dock270. The electrically powered accessory285ais a CCU (e.g., the CCU152shown inFIG.1C) attached to a trailer without a tractor. The electrically powered accessory285acan use AC power supplied by the AC charger254ato maintain temperature inside the trailer. The vehicle280bis an electric truck (e.g., the truck130shown inFIG.1B) and the electrically powered accessory285bis a CCU (e.g., the CCU133shown inFIG.1B). Both the vehicle280band the electrically powered accessory285bcan use DC power supplied by the DC charger252bfor charging their respective rechargeable battery storages so that they can operate once dispatched from the power distribution site200. The vehicle280cis an electric tractor (e.g., the tractor142shown inFIG.1C) and can use DC power supplied by the DC charger254cfor charging a respective rechargeable battery storage of the vehicle280cso that the vehicle280ccan operate once dispatched from the power distribution site200. The electrically powered accessory285dis a CCU (e.g., the CCU152shown inFIG.1C) attached to a trailer without a tractor. The electrically powered accessory285dcan use DC power supplied by the DC charger252dto charge a rechargeable energy storage of the electrically powered accessory285dand use AC power supplied by the AC charger254dto pre-cool and maintain temperature inside the trailer prior to dispatch from the power distribution site200.

It will be appreciated that the number and types of vehicles280and/or electrically powered accessories285parked/docked at the loading dock270can vary based on the needs of the power distribution site200. It will also be appreciated that the number and types of vehicles280and/or electrically powered accessories285parked/docked at the parking bays275can vary based on the needs of the power distribution site200. It will also be appreciated that the number of loading docks270and parking bays275can vary based on the needs of the power distribution site200.

The power distribution controller240is configured to control the power input stage210and the transfer switching matrix230. In particular, the power distribution controller240is configured to control each of the connections215to control which of the power sources212,214,216,218are providing power to the power distribution site200at any given time. The power distribution controller240is also configured to control the switches233,235,237and239to control which of the DC chargers252and the AC chargers254are supplied power for powering and/or charging a vehicle and/or electrically powered accessory.

The power distribution controller240can communicate with one or more external sources including, for example, a telematics unit of a vehicle, a telematics unit of an electrically powered accessory, a traffic service, a weather service, etc. In some embodiments, the optional HMI260can allow an operator to communicate with and/or provide instructions to the power distribution controller240. Also, in some embodiments, the power distribution terminal can send notification data via, for example, a short message service (SMS), email, etc. to one or more users/operators of the vehicles280and/or the electrically powered accessories285.

In some embodiments, the optional HMI260can provide a user interface for management of the power distribution site200(including the power input stage210, the power converter stage220, and/or the transfer switch matrix230, etc.). In some embodiments, the optional HMI260can provide wired and/or wireless connections to one or more remote management platforms (for example over the Internet) to manage the power distribution site200(including the power input stage210, the power converter stage220, and/or the transfer switch matrix230, etc.).

The power distribution controller240can also be configured to coordinate distribution of power to one or more electrically powered accessories docked at the power distribution site200. The power distribution controller240can coordinate power distribution based on infrastructure data about the power distribution site200, vehicle/electrically powered accessory data from one or more electrically powered accessories demanding power from one or more ESE stations250, and external data from an external source that can impact power demand from the one or more electrically powered accessories. The infrastructure data, the electrically powered accessory data, and the external data can be from various inputs and use simulation models and historical data to predict an optimization model for scheduling power distribution to the one or more electrically powered accessories while minimizing overall cost and ensuring that the electrically powered accessories have sufficient power to operate while at the power distribution site206and/or sufficient charge to operate when the electrically powered accessory is dispatched from the power distribution site200. Details of coordinating distribution of power is described in further detail with respect toFIG.3.

In some embodiments, the power distribution site200can be modular such that power distribution capacity can be increased or decreased as required and can be flexible such that the power distribution site200includes the plurality of ESE stations250that may or may not be capable of distributing power at any given time based on the switches233,235,237,239. Also, in some embodiments, the power distribution controller240can determine whether a new ESE station has been added to or removed from the power distribution site200. For example, as shown inFIG.2, the parking bay275may not have an associated ESE station250. Optionally, a new ESE station250n(including an optional DC charger252nand/or an optional AC charger254n) can be connected to a previously unused switch of the transfer switch matrix230DC charger252n. Similarly, one of the plurality of ESE stations250can be disconnected from the transfer switch matrix230when desired. The power distribution controller240can communicate with the transfer switch matrix230to determine when a ESE station is connected and/or removably disconnected from a switch of the transfer switch matrix230. Thus, the power distribution controller240can dynamically control the transfer switch matrix230and coordinate power distribution at the power distribution site200amongst the available ESE stations250accordingly.

Thus, the power distribution controller240can reduce costs by reducing the amount of power distributed at peak power demand rates, can reduce capacity strain on the power distribution site and can enable energy balancing amongst the multiple ESE stations250.

FIG.3illustrates a flowchart of a method300for optimizing power distribution to one or more vehicles (e.g., the vehicles280shown inFIG.2) and/or one or more electrically powered accessories (e.g., the electrically powered accessories285shown inFIG.2) at a power distribution site (e.g., the power distribution site200shown inFIG.2). For illustrative purposes, the one or more electrically powered accessories described in the method300are CCUs. Thus, the term electrically powered accessories and CCUs are used interchangeably. It will be appreciated that in other embodiments, the method300can be used with one or more different types of electrically powered accessories. It will also be appreciated that in some embodiments the method300can be a rolling or repetitive process that can plan, for example, hours ahead, days ahead, etc. It will also be appreciated that in some embodiments the method300can create a model for a plurality of time intervals and can also optionally aggregate all of the time interval models.

The method300begins concurrently at310,320and330. In particular, at310a power distribution controller (e.g., the power distribution controller240shown inFIG.2) obtains infrastructure data about the power distribution site. This includes concurrently obtaining fleet management priority data at312, utility data at314, loading and dispatching schedule data at316, and power distribution, charging and storage infrastructure data at318. The fleet management priority data obtained at312can be data provided by one or more of the electrically powered accessories (e.g., via a telematics unit) or via an HMI of the power distribution site (e.g., the optional HMI260) indicating what factors should be prioritized in using the power distribution site (e.g., dispatch time, minimizing cost of utility power, minimizing energy consumption, prioritizing climate control for certain CCUs, ensuring that one or more of the vehicles can leave on time, prioritizing full charge or partial charge of a particular vehicle, prioritizing order in which each of the vehicles is charged, minimizing cost to a fleet manager (e.g., fully charging a particular vehicle vs. the particular vehicle leaving on time), etc.). The utility data obtained at314can include, for example, current and future costs of obtaining utility power from a utility power source (e.g., the utility power source212shown inFIG.2) and/or technical limitations of the power distribution site. The technical limitations can be constraints and/or boundary conditions of the power distribution site and can include, for example, technical limitations of the power source(s) providing power at the power distribution site (e.g., the plurality of power sources212,214,216,218shown inFIG.2), a maximum power amount that can pass through an AC bus from the power source(s) to the vehicle(s), an energy rate, a demand rate, etc. For example, when the power source(s) includes a generator set and/or a battery storage, a technical limitation can be that the generator set and/or the battery storage are only capable of supplying a certain amount of power. In another example, a technical limitation can be that when there is a high demand for power from the power distribution unit, the power distribution unit can attempt to discharge power from a battery storage. The loading and dispatching schedule data obtained at316can include information regarding when vehicles and/or electrically powered accessories are arriving to the power distribution site, when vehicles and/or electrically powered accessories are set to leave the power distribution site, etc. When the power distribution controller obtains fleet management priority data at312, obtains utility data at314, and obtains loading and dispatching schedule data at316, the method300proceeds to340. The power distribution controller can use the loading and dispatching schedule data obtained at316to provide planned schedule boundary conditions to an optimization model at350. Planned schedule boundary conditions can include, for example, times at which each of the vehicles are required to be finished charging. Also, the power distribution controller can use the utility data obtained at314to provide utility boundary conditions to the optimization model at350. Utility boundary conditions can include, for example, a capacity of the battery storage, a maximum charging speed, a maximum power being provided by the power distribution site, etc.

The power distribution, charging and storage infrastructure data obtained at318can include power distribution capacity of the power distribution site, number and types of power converter elements (e.g., number of rectifier circuits, DC/DC converter circuits, inverter circuits, and/or AC distribution circuits, etc.), a storage capacity of a battery storage (e.g., the battery storage218shown inFIG.2) that can supply power to the vehicle(s) and/or electrically powered accessories, etc. The power distribution, charging and storage infrastructure data obtained at318can provide infrastructure boundary conditions that are provided to the optimization model at350. Infrastructure boundary conditions can include, for example, a maximum capacity of the battery storage at the power distribution site, a minimum capacity of the battery storage at the power distribution site, a maximum capacity of the AC and/or DC chargers of the power distribution site, a minimum capacity of the AC and/or DC chargers of the power distribution site, the number of AC chargers of the power distribution site, the number of DC chargers of the power distribution site, the number of ESE stations, any further information that can be used to plan for charging and/or precooling multiple vehicles and/or electrically powered accessories, etc.

At320, the power distribution controller obtains vehicle/electrically powered accessory data from one or more vehicles and/or CCUs demanding power from an ESE station (e.g., the ESE stations250shown inFIG.2) at the power distribution site. This includes concurrently obtaining trip data at322, telematics data324, and/or vehicle/electrically powered accessory data at326. The trip data obtained at322can include, for example, route information for each of the vehicles and/or CCUs, climate control setpoints for each of the CCUs, drop-off stop(s) for each of the vehicles and/or CCUs, etc. The telematics data (obtained at324) can be obtained from a telematics unit of the vehicles and/or CCUs. In some embodiments, the telematics data can be current telematics data. In some embodiments, the telematics data can be historical telematics data. Examples of telematics data can include for example, vehicle status data and/or training data. The vehicle status data can include, for example, initial status information regarding the vehicle when it is at the power distribution site and ready to be charged (e.g., current temperature within the climate controlled space, state of charge of the battery of the vehicle/electrically powered accessory, etc.). Training data can include, for example, a mathematical formula that can forecast energy required for a planned trip of the vehicle. The mathematical formula can use, for example, a size of the climate controlled space, an ambient temperature outside of the vehicle, an efficiency of a transport climate controlled unit, an amount of energy required by the transport climate controlled unit to compensate for a loss of cooling to the ambient, traffic data, weather data, and any other current or historic data to determine the amount of power required by the vehicle/electrically powered accessory for a trip. In some embodiments, machine learning based on field data and updates based on data obtained over time can be used to obtain the training data. The vehicle/electrically powered accessory data obtained at326can include, for example, technical data regarding the type of power required for operating and/or charging the vehicle/electrically powered accessory including. The technical data can include, for example, a size of the climate controlled space towed by the vehicle, an insulation quality of the climate controlled space, an efficiency of the transport climate controlled unit providing climate control to the climate controlled space, a resistance of rolling of the vehicle, and any other data that can be factor into predicting energy consumption of the vehicle/electrically powered accessory during the trip, The power distribution controller can use the trip data obtained at322to provide pre-dispatch boundary conditions of the vehicle and/or electrically powered accessory to the optimization model at350. The pre-dispatch boundary conditions can include, for example, temperature setpoint data The power distribution controller can use the telematics data obtained at324to provide initial status data of the vehicle and/or electrically powered accessory to the optimization model at350and can optionally provide training data to a trip energy model at344. The initial status data of the vehicle and/or electrically powered accessory can include, for example, a state of charge of a battery of the vehicle and/or electrically powered accessory upon arriving at the power distribution center, a current temperature within a climate controlled storage space towed by the vehicle.

At330, the power distribution controller obtains external data that may be relevant to power distribution optimization. This includes concurrently obtaining weather data at332and obtaining traffic data at334. The weather data can be obtained at332by the power distribution controller via, for example, a weather service via the Internet. The traffic data can be obtained at334by the power distribution controller via, for example, a traffic service via the Internet. When the power distribution controller obtains the weather data at332, the traffic data at334, the vehicle data at326and the trip data at322, the combined data is provided to the trip energy model at344.

At340, the power distribution controller uses a target function model to generate one or more target functions at342. The target functions can include one or more of optimizing against different targets (e.g., minimizing delay for charging the vehicle/electrically powered accessory, minimizing cost for charging the vehicle/electrically powered accessory, minimizing energy consumption of the vehicle/electrically powered accessory, minimizing wear, for example, on a battery of the vehicle/electrically powered accessory, etc. In some embodiments, the target function model can determine a cost for each of the one or more different targets and optimize the model based on the cost for each of the one or more targets. The target functions are provided to the optimization model at350.

At344, the power distribution controller uses a trip energy model to generate an energy prediction per trip at346for each of the vehicles and/or electrically powered accessories based on the vehicle data, the trip data, the weather data, and the traffic data. In some embodiments, the power distribution controller can input the training data obtained from the telematics data at324into the trip energy model at344to generate the energy prediction per trip at346. That is, the trip energy model determines an estimated amount of power required for a vehicle and/or electrically powered accessory during a specified trip. The energy prediction per trip provides a battery state of charge required for the vehicle and/or electrically powered accessory at the start of a trip in order for the vehicle and/or electrically powered accessory have sufficient power to complete the trip. The battery state of charge required for the vehicle and/or electrically powered accessory at the start of a trip is then provided to the optimization model at350.

At350, the power distribution controller inputs the target functions obtained at342, the utility boundary conditions obtained from the utility data at314, the planned schedule boundary conditions obtained from the loading and dispatching schedule data at316, the required battery state of charge at the start of a trip obtained from the energy prediction per trip determined at346, the pre-dispatch boundary conditions obtained from the trip data at322, the initial status data obtained from the telematics data at324, and the infrastructure boundary conditions obtained from the power distribution, charging and storage infrastructure data at318into the optimization model to generate a power distribution schedule for each of the vehicles and/or electrically powered accessories at355.

In some embodiments, the power distribution schedule can determine when each of the vehicles and/or electrically powered accessories can charge their respective rechargeable energy storage and/or start operation while parked/docked at the power distribution site. When the electrically powered accessory is a CCU, the power distribution schedule can determine when the CCU can use power from the power distribution site to charge its rechargeable energy storage, when the CCU can begin precooling climate control while at the power distribution site, and when the CCU can use power from the power distribution site to maintain climate control while parked/docked at the power distribution site. The method300then proceeds concurrently to360and365.

At360, the power distribution controller executes the power distribution schedule determined at355by controlling one or more of a power input stage (e.g., the power input stage210shown inFIG.2), a power converter stage (e.g., the power converter stage220shown inFIG.2), a transfer switch matrix (e.g., the transfer switch matrix230shown inFIG.2). Accordingly, the power distribution controller can control when and how each of the vehicles and/or electrically powered accessories are provided power from the power distribution site. This allows the power distribution controller to power and/or charge one or more electrically powered accessories and at the same time maintain logistical processes for operating the one or more electrically powered accessories and maintain dispatch schedules for the one or more electrically powered accessories while minimizing costs related to, for example, power demand rates, etc. It will be appreciated that in some embodiments, the power distribution schedule may not schedule for a rechargeable energy storage of a vehicle or electrically powered accessory to be charged to a complete state of charge. Rather, the optimization module can distribute sufficient power to the rechargeable energy storage for an upcoming trip.

At365, the power distribution controller can provide feedback to a user/operator of at least one of the vehicles and/or electrically powered accessories regarding the power distribution schedule for the particular vehicle and/or electrically powered accessory. In some embodiments, the feedback can include a notification when power is being distributed to the particular vehicle and/or electrically powered accessory, when sufficient power is provided to the vehicle and/or electrically powered accessory to successfully start and complete a trip, and/or when the power distribution controller determines that there may be an alert or failure to provide sufficient power for the vehicle and/or electrically powered accessory to successfully start and complete a trip. In some embodiments, the feedback can also include a notification of a delay, for example, in charging the particular vehicle and/or electrically powered accessory to achieve the desired and/or required state of charge.

Aspects:

It will be appreciated that any of aspects 1-6, aspects 7-13, aspects 14-19, and aspects 20-27 can be combined.Aspect 1. A method for optimizing power distribution amongst one or more electrical supply equipment stations at a power distribution site for supplying power to one or more transport climate control systems, the method comprising:obtaining infrastructure data about the power distribution site;obtaining vehicle/transport climate control system data from the one or more transport climate control systems and one or more vehicles demanding power from the one or more electrical supply equipment, wherein each of the one or more transport climate control systems is configured to provide climate control within a climate controlled space of the vehicle or a transport unit towed by the vehicle;obtaining external data from an external source that can impact power demand from the one or more transport climate control systems;generating an optimized power distribution schedule based on the infrastructure data, the vehicle/transport climate control system data and the external data; anddistributing power to the one or more transport climate control systems based on the optimized power distribution schedule.Aspect 2. The method of aspect 1, wherein obtaining the infrastructure data includes obtaining at least one of fleet management priority data, utility data, loading and dispatching schedule data, and power distribution, charging and storage infrastructure data.Aspect 3. The method of any one of aspects 1 and 2, wherein obtaining vehicle/transport climate control system data includes obtaining at least one of vehicle/transport climate control system data, trip data, and telematics data.Aspect 4. The method of any one of aspects 1-3, wherein obtaining external data includes obtaining at least one of weather data and traffic data.Aspect 5. The method of any one of aspects 1-4, wherein generating the optimized power distribution schedule based on the infrastructure data, the vehicle/transport climate control system data and the external data includes inputting at least one of target functions, utility boundary conditions, planned schedule boundary conditions, a battery state of charge at a trip start, pre-dispatch boundary conditions, initial vehicle/electrically powered accessory status, and infrastructure boundary conditions into an optimization model.Aspect 6. The method of any one of aspects 1-5, further comprising generating a feedback notification to a user regarding the optimized power distribution schedule for the one or more transport climate control systems.Aspect 7. A power distribution site for distributing power to one or more transport climate control systems, the power distribution site comprising:a power converter stage configured to convert power received from the one or more of a plurality of power sources into a power that is compatible with at least one of the one or more transport climate control systems;a plurality of electrical supply equipment stations that distribute power received from the power converter stage to at least one of the one or more transport climate control systems;a transfer switch matrix selectively connected to each of the plurality of electrical supply equipment stations, wherein the transfer switch matrix selectively distributes power converted by the power converter stage to at least one of the one or more transport climate control systems; anda power distribution controller that controls distribution of power to the one or more transport climate control systems by controlling operation of the power converter stage and the transfer switch matrix.Aspect 8. The power distribution site of aspect 7, wherein the plurality of power sources includes at least one of a utility power source, a solar power source, a generator set, and a battery storage.Aspect 9. The power distribution site of any one of aspects 7 and 8, wherein the power converter stage includes at least one of a rectifier circuit that converts AC power from one or more of the plurality of power sources into DC power at a DC voltage and/or current level compatible with at least one of the electrically powered accessories, a DC/DC converter circuit that converts a voltage and/or current level of DC power from one or more of the plurality of power sources into the DC power at the DC voltage and/or current level compatible with at least one of the transport climate control systems, an inverter circuit that converts DC power from one or more of the plurality of power sources into AC power at an AC voltage and/or current level compatible with at least one of the transport climate control systems, and an AC distribution circuit that converts a voltage and/or current level of AC power from one or more of the plurality of power sources into the AC power at the AC voltage and/or current level compatible with at least one of the transport climate control systems.Aspect 10. The power distribution site of any one of aspects 7-9, wherein each of the plurality of electrical supply equipment stations includes at least one of a DC charger and an AC charger that connects to at least one of the one or more transport climate control systems.Aspect 11. The power distribution site of any one of aspects 7-10, wherein the power converter stage includes a modular rack that includes one or more rectifier circuits, one or more DC/DC converter circuits, one or more inverter circuits, and one or more AC distribution circuits, wherein each of the one or more rectifier circuits, DC/DC converter circuits, inverter circuits, and AC distribution circuits can be selectively removed from the modular rack.Aspect 12. The power distribution site of aspect 11, wherein one of an additional rectifier circuit, an additional DC/DC converter circuit, an additional inverter circuit, and an additional AC distribution circuit can be selectively added to the modular rack.Aspect 13. The power distribution site of any one of aspects 7-12, wherein the power distribution controller is configured to coordinate distribution of power to at least one of the one or more transport climate control systems based on infrastructure data about the power distribution site, vehicle/transport climate control system data from the one or more transport climate control systems demanding power from the power distribution site, and external data from an external source that can impact power demand from at least one of the one or more transport climate control systems.Aspect 14. A method for optimizing power distribution amongst one or more electrical supply equipment stations at a power distribution site, the method comprising:obtaining infrastructure data about the power distribution site;obtaining vehicle/electrically powered accessory data from one or more electrically powered accessories and one or more vehicles demanding power from the one or more electrical supply equipment, wherein each of the one or more electrically powered accessories is configured to be used with at least one of a vehicle, a trailer, and a transportation container;obtaining external data from an external source that can impact power demand from the one or more electrically powered accessories;generating an optimized power distribution schedule based on the infrastructure data, the vehicle/electrically powered accessory data and the external data; anddistributing power to the one or more electrically powered accessories based on the optimized power distribution schedule.Aspect 15. The method of aspect 14, wherein obtaining the infrastructure data includes obtaining at least one of fleet management priority data, utility data, loading and dispatching schedule data, and power distribution, charging and storage infrastructure data.Aspect 16. The method of any one of aspects 14 and 15, wherein obtaining vehicle/electrically powered accessory data includes obtaining at least one of vehicle/electrically powered accessory data, trip data, and telematics data.Aspect 17. The method of any one of aspects 14-16, wherein obtaining external data includes obtaining at least one of weather data and traffic data.Aspect 18. The method of any one of aspects 14-17, wherein generating the optimized power distribution schedule based on the infrastructure data, the vehicle/electrically powered accessory data and the external data includes inputting at least one of target functions, utility boundary conditions, planned schedule boundary conditions, a battery state of charge at a trip start, pre-dispatch boundary conditions, initial vehicle/electrically powered accessory status, and infrastructure boundary conditions into an optimization model.Aspect 19. The method of any one of aspects 14-18, further comprising generating a feedback notification to a user regarding the optimized power distribution schedule for at least one of the one or more electrically powered accessories.Aspect 20. A power distribution site for distributing power to one or more electrically powered accessories, the power distribution site comprising:a power converter stage configured to convert power received from one or more of a plurality of power sources into a power that is compatible with at least one of the one or more electrically powered accessories;a plurality of electrical supply equipment stations that distribute power received from the power converter stage to at least one of the one or more electrically powered accessories;a transfer switch matrix selectively connected to each of the plurality of electrical supply equipment stations, wherein the transfer switch matrix selectively distributes power converted by the power converter stage to at least one of the one or more electrically powered accessories; anda power distribution controller that controls distribution of power to the one or more electrically powered accessories by controlling operation of the power converter stage and the transfer switch matrix.Aspect 21. The power distribution site of claim 20, wherein the plurality of power sources includes at least one of a utility power source, a solar power source, a generator set, and a battery storage.Aspect 22. The power distribution site of any one of aspects 20 and 21, wherein the power converter stage includes at least one of a rectifier circuit that converts AC power from one or more of the plurality of power sources into DC power at a DC voltage and/or current level compatible with at least one of the electrically powered accessories, a DC/DC converter circuit that converts a voltage and/or current level of DC power from one or more of the plurality of power sources into the DC power at the DC voltage and/or current level compatible with at least one of the electrically powered accessories, an inverter circuit that converts DC power from one or more of the plurality of power sources into AC power at an AC voltage and/or current level compatible with at least one of the electrically powered accessories, and an AC distribution circuit that converts a voltage and/or current level of AC power from one or more of the plurality of power sources into the AC power at the AC voltage and/or current level compatible with at least one of the electrically powered accessories.Aspect 23. The power distribution site of any one of aspects 20-22, wherein each of the plurality of electrical supply equipment stations includes at least one of a DC charger and an AC charger that connects to at least one of the one or more electrically powered accessories.Aspect 24. The power distribution site of any one of aspects 20-23, wherein the electrically powered accessory is a climate control unit of a transport climate control system that is provided on a transport unit.Aspect 25. The power distribution site of any one of aspects 20-24, wherein the power converter stage includes a modular rack that includes one or more rectifier circuits, one or more DC/DC converter circuits, one or more inverter circuits, and one or more AC distribution circuits, wherein each of the one or more rectifier circuits, DC/DC converter circuits, inverter circuits, and AC distribution circuits can be selectively removed from the modular rack.Aspect 26. The power distribution site of aspect 25, wherein one of an additional rectifier circuit, an additional DC/DC converter circuit, an additional inverter circuit, and an additional AC distribution circuit can be selectively added to the modular rack.Aspect 27. The power distribution site of any one of aspects 20-26, wherein the power distribution controller is configured to coordinate distribution of power to at least one of the one or more electrically powered accessories based on infrastructure data about the power distribution site, vehicle/electrically powered accessory data from the one or more electrically powered accessories demanding power from the power distribution site, and external data from an external source that can impact power demand from at least one of the one or more electrically powered accessories.

With regard to the foregoing description, it is to be understood that changes may be made in detail, without departing from the scope of the present invention. It is intended that the specification and depicted embodiments are to be considered exemplary only, with a true scope and spirit of the invention being indicated by the broad meaning of the claims.