Cross-Reference to Related Application

[0001] Reference is made to and this application claims priority from and the benefit of U.S. Provisional Application Serial No. 61/565,074, filed November 30, 2011, and entitled TRANSPORT REFRIGERATION SYSTEM POWERED BY DIESEL ENGINE WITH PRESSURIZED COMBUSTION AIR, which application is incorporated herein in its entirety by reference.

Background of the Invention

[0002] This invention relates generally to transport refrigeration systems and, more particularly, to improving system efficiency and reducing fuel consumption of an onboard diesel engine powering components of the transport refrigeration system.

[0003] Mobile refrigerated cargo systems, such as refrigerated trucks, refrigerated trailers and intermodal refrigerated containers are commonly used to transport perishable cargo, such as, for example, produce, meat, poultry, fish, dairy products, cut flowers, and other fresh or frozen perishable products.

Conventionally, transport refrigeration systems used in connection with mobile refrigerated cargo systems include a transport refrigeration unit having a refrigerant compressor, a condenser with one or more associated condenser fans, an expansion device, and an evaporator with one or more associated evaporator fans, which are connected via appropriate refrigerant lines in a closed refrigerant flow circuit. Air or an air/ gas mixture is drawn from the interior volume of the cargo space by the evaporator fan(s) associated with the evaporator, passed through the airside of the evaporator in heat exchange relationship with refrigerant whereby the refrigerant absorbs heat from the air, thereby cooling the air. The cooled air is then supplied back to the cargo space.

[0004] Commercially available transport refrigeration systems include a prime mover, typically a diesel engine, for powering the refrigerant compressor and other components, such as the condenser fans and evaporator fans, of the transport refrigeration unit. On refrigerated trucks and refrigerated trailers, the transport refrigeration system, commonly referred to as a reefer, is mounted to the truck or trailer and includes a prime mover as an integral component. On intermodal containers, a genset is mounted to the transport refrigeration unit carried on the container for powering the refrigerant compressor and other components of the transport refrigeration unit whenever the container is not connected to an external power supply. The genset includes a prime mover and an electric generator powered by the prime mover.

[0005] Diesel engines used as prime movers on transport refrigeration systems generally have two operating speeds, that is a high RPM speed, such as 2200 RPM, and a low RPM speed, such as 1400 RPM. In operation, the diesel engine is operated at high speed during pulldown of the temperature within the cargo space to a desired temperature set point and at low speed during the temperature maintenance mode. During standstill, that is when the refrigerant compressor is not operating, the diesel engine is typically idling at low speed. The diesel engine is generally designed to meet the power needs of the transport refrigeration system during operation at maximum capacity, such as during the temperature pulldown mode, with efficient fuel consumption. Therefore, during the temperature maintenance mode and standstill mode, the diesel engine is operating at lower efficiency and with increased fuel consumption.

Summary of the Invention

[0006] It would be desirable to reduce the size and weight of the diesel engine to reduce overall fuel consumption in a transport refrigeration system and to reduce total carbon output, that is emissions into the atmosphere of carbon compounds.

[0007] A transport refrigeration system for providing temperature conditioned air to a cargo storage space of a truck, trailer, intermodal container or other transport container, includes a refrigerant compression device and a prime mover for driving the refrigerant compression device. The prime mover comprises a diesel engine equipped with a combustion air pressurization apparatus, such as one of a turbo-charger and a supercharger. In an embodiment, the refrigerant compression device is directly driven by the turbo-charged or supercharged diesel engine. In an embodiment, an electric generator supplies electric power to drive the refrigerant compression device, the electric generator being directly driven by the turbo-charged or supercharged diesel engine.

Brief Description of the Drawings

[0008] For a further understanding of the disclosure, reference will be made to the following detailed description which is to be read in connection with the accompanying drawing, where:

[0009] FIG. 1 is a schematic illustration of an exemplary embodiment of a transport refrigeration system incorporating a turbo-charged diesel in accordance with an aspect of the disclosure; and

[0010] FIG. 2 is a schematic illustration of another exemplary embodiment of a transport refrigeration system incorporating a supercharged diesel engine in accordance with an aspect of the disclosure.

Detailed Description of the Invention

[0011] The exemplary transport refrigeration system 20 depicted in FIG. 1 includes a refrigeration unit 22 and a prime mover 24. The refrigeration unit 22 functions, under the control of the controller (not shown) and in a conventional manner, to establish and regulate a desired product storage temperature within a refrigerated cargo space wherein a perishable product is stored during transport and to maintain the product storage temperature within a specified temperature range. The refrigerated cargo space may be the cargo box of a trailer, a truck, or an intermodal container wherein perishable cargo, such as, for example, produce, meat, poultry, fish, dairy products, cut flowers, and other fresh or frozen perishable products, is stowed for transport.

[0012] The transport refrigeration unit 22 includes a refrigerant compression device 26, a refrigerant heat rejection heat exchanger 28, an expansion device 30, and a refrigerant heat absorption heat exchanger 32 connected in refrigerant flow communication in a closed loop refrigerant circuit and arranged in a conventional refrigeration cycle. The refrigeration unit 22 also includes one or more fans 34 associated with the refrigerant heat rejection heat exchanger 28 and one or more fans 36 associated with the refrigerant heat absorption heat exchanger 32. It is to be understood that other components (not shown) may be incorporated into the refrigerant circuit as desired, including for example, but not limited to, a suction modulation valve, a receiver, a filter/dryer, an economizer circuit, an hot gas defrost circuit, an electric resistance heater.

[0013] The refrigerant heat rejection heat exchanger 28 may operate either as a refrigerant condenser, such as if the refrigeration unit 22 is operating in a subcritical refrigerant cycle or as a refrigerant gas cooler, such as if the refrigeration unit 22 is operating in a transcritical cycle. The refrigerant heat absorption heat exchanger 32 functions as a refrigerant evaporator. The evaporator fan(s) 36 operate to pass air drawn from the temperature controlled cargo box through the evaporator in heat exchange relationship with the refrigerant passing through the evaporator to cool the air. The cooled air is supplied back to the temperature controlled cargo box. Fresh air can be mixed with the cargo box air prior passing through the evaporator.

[0014] The refrigerant compression device 26 may comprise a single-stage or multiple- stage compressor such as, for example, a reciprocating compressor or a scroll compressor. The compression device 26 has a compression mechanism (not shown) that may be driven directly by the prime mover 24 through a mechanical coupling or that may be driven by an electric motor. In the embodiment depicted in FIG. 1, for example, the compression mechanism of the refrigerant compression device 26 is coupled directly to and driven by the drive shaft 38 of the prime mover 24. It is to be understood, however, that the compression mechanism of the refrigerant compression device 26 may be mechanically coupled to the prime mover 24 by a belt drive or other drive coupling to connect the drive shaft of the prime mover 24 to a driven shaft of the refrigerant compression device. Further, the condenser fan(s), the evaporator fan(s), an alternator or other components of the transport refrigeration unit 22 or transport refrigeration system 20 may be driven off the prime mover 24 by belt drive, chain drive or otherwise. As a further example, in the embodiment depicted in FIG. 2, for example, the compression mechanism of the refrigerant compression device 26 is driven by an electric motor 40 that is supplied with electricity from a generator 42 mechanically coupled to and driven by the drive shaft 38 of the prime mover 24.

[0015] In the transport refrigeration system 20 disclosed herein, the prime mover 24 comprises a diesel engine 44 equipped with a combustion air

pressurization apparatus such as a turbo-charger 46, as illustrated schematically in FIG. 1, or a supercharger 48, as illustrated schematically in FIG. 2. The turbo- charger 46 and the supercharger 48 operate to boost the pressure of atmospheric air 5 to supply pressurized combustion air 7 for use as combustion air for combusting fuel in the engine 44. In the turbo-charged diesel engine embodiment, the turbo- charger 46 is driven by the exhaust gases 9 from the diesel engine 44 to pressurize the combustion air being supplied to the cylinders of the diesel engine 44. In the supercharged diesel engine embodiment, the supercharger 48 is mounted to and driven by the shaft 38 of the engine 44 to pressurize atmospheric air 5 to supply the pressurized combustion air 7. As a result of combusting the fuel in pressurized air, the efficiency of the combustion is increased and the power output of the engine is increased. Additionally, fuel consumption is reduced and exhaust emissions are reduced.

[0016] In transport refrigeration systems, unlike stationary refrigeration systems, weight and size of components are major design considerations due to limited available space and fuel economy considerations. Since the turbo-charged or supercharged diesel engine 44 can operate at a higher speed when the turbo-charger 46 or the supercharger 48 is engaged, the refrigerant compression device 26 can be operated at a higher speed. Being operational at a higher speed, particularly when operating at maximum capacity output, enables the size, and therefore the weight of the compressor to be reduced. Additionally, the turbo-charged or supercharged diesel engine 44 will itself be more compact as compared to a conventional diesel engine not equipped with a turbo-charger or supercharged producing the same power output.

[0017] The terminology used herein is for the purpose of description, not limitation. Specific structural and functional details disclosed herein are not to be interpreted as limiting, but merely as basis for teaching one skilled in the art to employ the present invention. Those skilled in the art will also recognize the equivalents that may be substituted for elements described with reference to the exemplary embodiments disclosed herein without departing from the scope of the present invention.

[0018] While the present invention has been particularly shown and described with reference to the exemplary embodiments as illustrated in the drawing, it will be recognized by those skilled in the art that various modifications may be made without departing from the spirit and scope of the invention.

Therefore, it is intended that the present disclosure not be limited to the particular embodiment(s) disclosed as, but that the disclosure will include all embodiments falling within the scope of the appended claims.