The disclosure relates to refrigerated transport systems such as intermodal containers. More particularly, the disclosure relates to refrigerant safety in such refrigerated transport systems.
An exemplary refrigerated intermodal container (also known as a shipping container or intermodal shipping container) has an equipment module at one end of the container. The equipment module contains a vapor compression system having a compressor, a heat rejection heat exchanger downstream of the compressor along a refrigerant flow path, an expansion device, and a heat absorption heat exchanger. One or more first fans may drive an external air flow across the heat rejection heat exchanger. One or more second fans may drive an internal air flow across the heat absorption heat exchanger. In various implementations, for powering the container, there may be a power cord for connecting to an external power source. For ease of manufacture or service, the equipment module may be pre-formed as a module mateable to a remainder of the container body (e.g., insertable into an open front end of the body). One example of such a container refrigeration system is sold by Carrier Corporation of Farmington, Conn. under the trademark ThinLINE. An example of such a system is seen in U.S. Patent Application 62/098144, of Rau, filed Dec. 30, 2014 and entitled “Access Panel”, the disclosure of which is incorporated in its entirety herein as if set forth at length. Additionally, refrigerated truck boxes, refrigerated railcars, and the like may have refrigeration systems with different forms or degrees of modularity.
There has been a general move to seek low global warming potential (GWP) refrigerants to replace conventional refrigerants such as R-134a. A number of proposed and possible future replacement refrigerants having low GWP also may have higher flammability and/or toxicity levels than prior refrigerants. These include various hydrofluorocarbon (HFC) and hydrocarbon (HC) refrigerants. Background flame arrestor technology for use with flammable refrigerants is found International Publication No. WO2015/009721A1, published Jan. 22, 2015, the disclosure of which is incorporated herein in its entirety by reference as if set forth at length.
Additionally, Controlled Atmosphere (CA) containers are used to ship various perishable items. These may have sources of gases used principally to limit oxygen content within the container. One example is found in US Patent Application Publication 2015/0316521 A1, of Goldman, published Nov. 5, 2015 and entitled “Controlled Environment Shipping Containers”.
One aspect of the disclosure involves a refrigerated transport system comprising: a body enclosing a refrigerated compartment. A refrigeration system comprises: a charge of refrigerant; a compressor for driving the refrigerant along a refrigerant flowpath; a first heat exchanger along the refrigerant flowpath and positioned to reject heat to an external environment in a cooling mode; and a second heat exchanger along the refrigerant flowpath and positioned to absorb heat from the refrigerated compartment in the cooling mode. The refrigerated transport system has a detector for detecting leakage of the refrigerant.
In one or more embodiments of any of the foregoing embodiments, the refrigerated transport system further comprises a dilution gas source coupled to the detector.
In one or more embodiments of any of the foregoing embodiments, the dilution gas consists essentially of nitrogen.
In one or more embodiments of any of the foregoing embodiments, the refrigerated transport system further comprises an automatic valve coupled to control flow from the dilution gas source.
In one or more embodiments of any of the foregoing embodiments, the dilution gas source is coupled via the automatic valve to one or more outlets positioned along an equipment box duct.
In one or more embodiments of any of the foregoing embodiments: the dilution gas source comprises a cylinder having a first outlet and a second outlet; and a first said automatic valve is positioned to control flow from the first outlet and a second said automatic valve is positioned to control flow from the second outlet.
In one or more embodiments of any of the foregoing embodiments, the refrigerated transport system further comprises a controller coupling the detector to the automatic valve (612) to control flow from the dilution gas source.
In one or more embodiments of any of the foregoing embodiments, the controller is configured to: receive input from the detector; and responsive to reaching a threshold, open the automatic valve.
In one or more embodiments of any of the foregoing embodiments, the refrigerated transport system further comprises a first valve along the refrigerant flowpath and a second valve along the refrigerant flowpath and coupled to the detector.
In one or more embodiments of any of the foregoing embodiments, the first valve and the second valve are normally closed valves coupled to the detector to close responsive to detection by the detector of the refrigerant outside the refrigerant flowpath.
In one or more embodiments of any of the foregoing embodiments, the body comprises a pair of side walls; a top; a bottom; and one or more doors.
In one or more embodiments of any of the foregoing embodiments, the refrigerated transport system further comprises a locking mechanism having a first condition locking the doors and a second condition allowing opening of the doors and coupled to the detector.
In one or more embodiments of any of the foregoing embodiments, the locking mechanism is coupled to the detector to shift from the second condition to the first condition responsive to detection by the detector of the refrigerant outside the refrigerant flowpath.
In one or more embodiments of any of the foregoing embodiments, the locking mechanism is mounted inside the refrigerated compartment.
In one or more embodiments of any of the foregoing embodiments, the refrigerated transport system further comprises one or both of: an externally visible light coupled to the detector; and an externally audible alarm coupled to the detector.
In one or more embodiments of any of the foregoing embodiments, the refrigerated transport system further comprises a battery-powered ventilation fan.
In one or more embodiments of any of the foregoing embodiments, the refrigerated transport system, further comprises: a first electric fan positioned to drive an air flow across the first heat exchanger; and a second electric fan positioned to drive a recirculating air flow from the refrigerated compartment across the second heat exchanger.
In one or more embodiments of any of the foregoing embodiments, the refrigerated transport system further comprises a battery, distinct from a battery of a main controller, if any, and coupled to the detector.
In one or more embodiments of any of the foregoing embodiments, a refrigerant charge of the vapor compression loop has a flammability classification of at least mildly flammable.
In one or more embodiments of any of the foregoing embodiments, a refrigerant charge of the vapor compression loop has a flammability classification of highly flammable.
In one or more embodiments of any of the foregoing embodiments, a refrigerant charge of the vapor compression loop comprises at least 50% by weight one or a combination of R-1234ze(E), R-1234yf, R-32, propane, and ammonia.
In one or more embodiments of any of the foregoing embodiments, a refrigerant charge of the vapor compression loop comprises at least 3% by weight propane.
In one or more embodiments of any of the foregoing embodiments, a refrigerant charge of the vapor compression loop comprises at least 50% by weight propane.
In one or more embodiments of any of the foregoing embodiments, the refrigerated transport system is a refrigerated intermodal shipping container wherein: the one or more doors comprise a pair of hinged doors at a first end of the body; and the refrigeration system is mounted in an equipment box at a second end of the body opposite the first end.
In one or more embodiments of any of the foregoing embodiments, the detector comprises a non-dispersive infrared sensor.
In one or more embodiments of any of the foregoing embodiments, a controller is coupled to the detector so as to, responsive to said detecting leakage of the refrigerant, at least one of: vent the refrigerated compartment; introduce a dilution gas from a gas source; lock at least one door of the one or more doors; isolate a portion of the refrigeration flowpath; and provide an audible and/or visible indication of the detection.
In one or more embodiments of any of the foregoing embodiments, a method for operating the refrigerated transport system comprises, responsive to said detecting leakage of the refrigerant, at least one of: venting the refrigerated compartment; introducing a dilution gas from a gas source; locking at least one door of the one or more doors; isolating a portion of the refrigeration flowpath; and providing an audible and/or visible indication of the detection.
The details of one or more embodiments are set forth in the accompanying drawings and the description below. Other features, objects, and advantages will be apparent from the description and drawings, and from the claims.
Like reference numbers and designations in the various drawings indicate like elements.
The equipment module contains a vapor compression refrigeration system 30 (
In various implementations, for powering the container, there may be a power cord (not shown) for connecting to an external power source. Additionally, the container may be associated with a generator 60 (
For ease of manufacture or service, the equipment module may be pre-formed as a module mateable to a remainder of the container body (e.g., insertable into an open front end of the body).
The module 26 comprises a front panel 70 (
The exemplary pair of rear doors 28A, 28B (
Each of the locking bars has mounted to it a handle 204 for rotating the bar. The handle has a proximal end mounted to the bar (e.g., by a pivot bracket 206) and a distal end at a hand grip. In the locked condition, the handle lies flat along the rear surface of the associated door. The handle may be held in place by a releasable catch 220 (
To address the use of hazardous or flammable refrigerant in the vapor compression system, one or more of several features may be added to a baseline (e.g., prior art) container body or included in the equipment module. Exemplary refrigerants have flammability and toxicity ratings of A3/B3, A2L/B2, or A2 under ANSI/ASHRAE Standard 34-2007. These include R-290 (propane) amongst other hydrocarbon refrigerants. A2L (non-toxic, mildly flammable) refrigerants include R-1234yf, R-1234ze(E), and R-32. A3 (non-toxic, highly flammable) refrigerants include propane. B2L (toxic, mildly flammable) refrigerants include ammonia. B3 (toxic, highly flammable) refrigerants include acetone and cyclopentane. The same ratings standards may be applied to refrigerant blends.
Flammable refrigerants used in HVAC/R applications may leak and migrate to undesirable regions such as confined spaces in the vicinity of the HVAC/R system. When the flammable refrigerants, in the presence of air or another oxidizer, are exposed to an ignition source, the potential for combustion events exists. The term flammability refers to the ability of a mixed refrigerant-air mixture, initially at ambient pressure and temperature conditions, to self-support flame propagation after a competent ignition source is removed. Such a flame or deflagration will propagate throughout the gaseous mixture provided that the composition of the mixture is within certain limits called the lower and upper flammability limits—LFL and UFL, respectively. The LFL represents the lowest refrigerant concentration that when well-mixed with air can ignite and propagate a flame at a given initial temperature and pressure condition. Similarly, a refrigerant's upper flammability limit (UFL) represents the highest refrigerant concentration with air that can propagate a flame.
For classification of a refrigerant as flammable or nonflammable, safety standards such as ANSI/ASHRAE Standard 34 have established testing methods such as ASTM E681 Standard Test Method for Concentration Limits of Flammability of Chemicals (Vapors and Gases) using a spark ignition source.
The degree of flammability can be assigned to one of three classes (1 or nonflammable, 2 or mildly flammable, and 3 or highly flammable) based on lower flammability limit testing, heat of combustion, and the laminar burning velocity measurement. A refrigerant can be assigned Class 2 if the refrigerant meets all three of the following conditions: (1) Exhibits flame propagation when tested at 140° F. (60° C.) and 14.7 psia (101.3 kPa), (2) Has an LFL >0.0062 lb/ft3 (0.10 kg/m3), and (3) Has a heat of combustion <8169 Btu/lb (19,000 kJ/kg). A refrigerant can be assigned Class 3 if the refrigerant meets both of the following conditions: (1) Exhibits flame propagation when tested at 140° F. (60° C.) and 101.3 kPa (14.7 psia), (2) Has an LFL ≥0.0062 lb/ft3 (0.10 kg/m3) or it has a heat of combustion that is ≥8169 Btu/lb (19,000 kJ/kg).
There is a need for an HVAC/R system or components that mitigates the spread of a flame upon ignition to other nearby combustible materials, mitigates the propagation of premixed deflagrations or explosions that can cause significant overpressure and structural damage or human injury in confined spaces, and/or quenches flames soon after ignition of refrigerant-air mixtures which may pose a risk to humans in the vicinity.
The total charge may consist essentially of one or more such refrigerants (e.g., allowing for industry standard levels of contaminants and additives such as corrosion inhibitors) or at least be 30% or 50% by weight such refrigerant(s). Propane offers efficiency and low cost. It or the other refrigerants may form the base refrigerant or a minority component in a blend. Blends containing propane or other refrigerants at levels of at least 3.0 weight percent may be used.
A first feature is an electronically or electrically controlled supplemental locking mechanism (lock) 230 which may be added to act responsive to detecting of a refrigerant leak by a detector 232 (
Exemplary detectors comprise infrared sensors along with signal processing and output electronics as may be appropriate. Exemplary infrared sensors are non-dispersive infrared (NDIR) sensors. Exemplary NDIR sensors have target sensing ranges of 3250 nm to 3650 nm or 6500 nm to 7650 nm. These ranges are approximate and are generally correlated with key hydrocarbon peaks for detecting hydrocarbon refrigerants. An alternative NDIR sensor is a two-channel sensor with one channel serving the function above and the other channel functioning as a more standard sensor used to sense container interior temperature. An alternative sensor would be a metal oxide sensor or an electrochemical sensor.
Although there may be various hardwired/hardcoded or analog implementations with little control logic, an exemplary implementation involves the detector 232 communicating with a programmed controller (which in turn communicates with the supplemental lock 230. The controller may be the main controller 64 of the refrigeration system or may be a separate unit 234 (
The exemplary supplemental lock 230 interacts with the locking bars of a baseline container configuration. The number of such supplemental locks depends upon the configuration of the doors and the existing latching mechanism. For example, some containers may be configured so that the doors may independently open. In such a situation, at a minimum, one supplemental lock is provided per door to lock at least one of the locking bars of such door. In the exemplary situation, however, one of the doors 28A (
Alternative supplemental locks may replace the existing or baseline catch and serve the function thereof in addition to the safety functions described below.
An exemplary supplemental lock 230 is in wireless communication with the controller and, therefore, includes its own battery and electronics (e.g., including a wireless receiver) and an actuator 250 (
Exemplary actuators include servomotors or solenoids and may be formed for worm drive, gear drive, linear drive, or the like. An exemplary locking condition is an extended condition extending through apertures in the handle and retainer. An exemplary unlocking condition is a retracted condition.
As a practical matter, the controller is more likely to be in hardwired communication with the detector rather than wireless communication. The controller may conveniently be located in the equipment box in reasonable wiring proximity to a detector in the box. The controller may have its own battery 258 (
Upon detection of the presence of the refrigerant (or a threshold level thereof) by the detector, the controller may cause the supplemental lock 230 actuator 250 to shift the locking member 252 from its unlocking condition to its locking condition. One or more of several unlocking options are possible, including: unlocking when the detector no longer detects threshold refrigerant; unlocking in response to a user-entered override (e.g., via a switch or control panel). Additionally, an interior safety release may be provided for a user inside.
As a further option, the detection may cause the controller to command one or more alerts or indicia. One example involves an alert unit 260 (
Yet other systems potentially involve integrating the detector with the supplemental locking mechanism such as for a supplemental locking mechanism mounted in the rear header. Such a system might have a relatively limited controller (e.g., a dedicated controller as distinguished from an overall controller of the refrigeration system).
Alternative implementations may have the supplemental lock be independent of the baseline locking bars. For example, one such independent variation (not shown) involves a pair of such supplemental locks locking each door directly to the rear header (or a single lock locking a dominant door to the header). Other exemplary implementations involve a supplemental lock 300 (
The exemplary actuator of the assembly 302 comprises an electric motor driving a spool around which a tether (e.g., cable) 308 is wrapped. The tether connects to the locking member. For locking, the controller may cause the motor to unwrap/unwind the tether. For unlocking, the controller may cause the motor to rewind/rewrap the tether to lift the locking member. As with the other embodiments, the actuator assembly may include its own battery, radio, and other electronics.
As a further safety feature, a plurality of valves may be located along the refrigerant flowpath and may be actuated responsive to the detector detecting refrigerant leakage. The valves allow isolation of sections of the refrigerant flowpath to limit leakage generally but also particularly limit leakage into the container. For example, a pair of valves 340 and 341 (
Exemplary valves are normally closed solenoid valves. These may be powered by the main battery of the refrigeration system or by a separate battery. As a practical matter, in operation, the power for such valves may come from the external power (e.g., ship power) or power from a generator as discussed above. Thus, energy consumption while the compressor is running would not be a problem. Again depending upon the implementation, these may be hardwired to the controller or may be subject to wireless control. Such valves are particular candidates for immediate/direct control by the main controller of the refrigeration system. In situations where separate controllers are involved, the controller 234 may communicate with the main controller of the refrigeration system to shut the refrigeration system down in response to leak detection. Such shutdown would involve shutting down the compressor and, subsequently, closing the valves 340 and 341 (or simply allowing them to close).
Yet additional safety features involve the placement of flame arrestors in a number of locations. Background flame arrestor technology which may be utilized is found International Publication No. WO2015/009721A1, published Jan. 22, 2015, the disclosure of which is incorporated herein in its entirety by reference as if set forth at length. One exemplary flame arrestor is one or more woven wire or perforated mesh (e.g., expanded metal mesh) panels 400 (
As a further safety feature, the detector and controller may be coupled to a ventilation system for venting the interior of the container in response to leak detection. This venting may be done by a dedicated additional venting fan (e.g., along with controllable shutter or other valving). In such a situation, the fan unit would include its own battery and electronics optionally integrated with one of the other components such as the controller, the detector, or the supplemental lock. Alternative implementations may use baseline fresh air exchange vents (e.g., 80A shown above and, its associated blower fan, if any, and/or evaporator fan) to do the venting. For example, one implementation might involve the shutting down of the refrigeration system but the opening of the gate valve 80A and the running of the fan 52A.
In addition or alternatively to such venting, an active inerting or diluting system 600 (
One or more sensors may be used to control the source. Depending upon the particular implementation, these may be shared with other container subsystems. Such sensors may include the refrigerant detector 232 mentioned above (or similar dedicated sensor) or may include other sensors.
An exemplary activation threshold is well below the lower flammability limit (LFL) for the refrigerant-air mixture of concern. An exemplary threshold is well under 0.25 times the LFL (e.g., 0.05 times the LFL or 0.10 times). The threshold may be programmed or otherwise configured into the relevant controller. The threshold may be refrigerant-specific or may represent a worst case scenario value e.g., the most flammable refrigerant that may be used in a plurality of refrigeration systems that share the same inerting system). Exemplary operation involves the controller causing a full discharge of the source upon reaching the threshold rather than actively controlling to conserve inerting gas for future use. The amount of flammable refrigerant is inherently limited to the system charge. A substantial portion of that charge may have already leaked to approach the threshold. The size of the source 602 may be selected to provide a sufficient margin such that after discharge of the source, the threshold is unlikely to be crossed.
The system 600 may have one or more outlets 610 (
Similarly, the system 600 may share a system/main controller 64 and battery 66 or may have a separate controller (e.g., 234) and battery (e.g., 258). Such controller and battery may be shared with other safety subsystems (if any) as noted above or may be yet separate therefrom.
An exemplary inerting charge may be selected to address a worst case scenario of an empty container (a relatively full container having less available oxygen to be diluted and thus requiring less inerting agent). If the same equipment box (or merely inerting system) may be used for multiple sizes of container, the inerting system may be sized for the largest (e.g., a nominal 40 ft. (nominal 12 m) intermodal container vs. a nominal 20 ft. (nominal 6 m)). If the same model of inerting system is to be used with different refrigerants, the size may be selected for inerting a worst case scenario of the most flammable refrigerant. A charge of about 65 kg of nitrogen would inert an empty 40 ft. container down to about 11% vol. oxygen and thus below the limiting oxygen concentration for most hydrocarbon and hydrofluorocarbon fuels. The limiting oxygen concentration is the minimum concentration in a mixture of fuel, oxygen and an inert that will propagate flame. An exemplary range lower end for N2 charge is at least 6.5 kg or at least 30 kg or at least 50 kg. Exemplary range upper ends usable with any of such lower ends are 70 kg or 100 kg. CO2 charges if used alternatively would scale based on relative molecular weight to achieve similar volumetric dilution.
The cylinder 604 may be a high pressure cylinder (e.g., charged to at least 2200 psi (15 MPa) full for N2) to save space and ensure a choked discharge flow. To ensure that the inerting gas discharge rate is sufficient, the size of the line may be selected to be larger than a typical refrigerant line (e.g. at least 0.5 inch (12.5 mm) inner diameter (ID).
The inerting system may also serve fire suppression/extinguishing purposes independent of the refrigerant leak detection. For example, there might be a cargo fire or an electrical fire involving the container. Various known sensor technologies may be used to detect a fire. One example of an existing component is a carbon dioxide sensor 237 (
Additional use of components to prevent or block sparking or arcing may be provided, including use of known forms of explosion-proof motors. Relevant motors for scrutiny include: the compressor motor; fan motors; and actuator motors. This may include replacing or modifying baseline motors and adding motors associated with features such as supplemental vents, supplemental fans, and the like.
Arcing would be undesirable in motor commutation. Particularly for evaporator fan motors (and other motors in the refrigerated compartment), induction motors would be good choices.
Such a motor may have a totally enclosed frame and be sealed from any vapor penetration, this would include seals to shafts that would drive the fans. All connections to such motors may be sealed from any vapor penetration. This sealing would include the conduit via which wire enters the motor connection box
Totally hermetic heaters would be used along the recirculating flowpaths (used for evaporator defrost and heating when external temperatures are so low that the compartment must be heated rather than cooled). Thus, any failure mode would not result in an electrical arc.
Some-to-all electrical interconnections (wire, cable) may be sealed in exposition proof conduit. All penetrations in or out the evaporator side of the equipment module would be explosion proof (no vapor penetration).
Some-to-all sensors may be sealed from vapor penetration so that any failure mode would not result in an electrical arc in a location of possible refrigerant exposure. In addition to sensors associated with the detector(s) 230 or other non-baseline components, this may include sensors of the baseline module. Exemplary baseline sensors include the DTS (defrost termination sensor) on the evaporator coil, HTT (high temperature termination sensor) on the evaporator coil and temperature measurement sensor located slightly downstream of the evaporator.
The system may be made using otherwise conventional or yet-developed materials and techniques.
The use of “first”, “second”, and the like in the description and following claims is for differentiation within the claim only and does not necessarily indicate relative or absolute importance or temporal order. Similarly, the identification in a claim of one element as “first” (or the like) does not preclude such “first” element from identifying an element that is referred to as “second” (or the like) in another claim or in the description.
Where a measure is given in English units followed by a parenthetical containing SI or other units, the parenthetical's units are a conversion and should not imply a degree of precision not found in the English units.
One or more embodiments have been described. Nevertheless, it will be understood that various modifications may be made. For example, when applied to an existing basic refrigeration system and/or container construction and associated use methods, details of such existing configuration or its associated use may influence details of particular implementations. Accordingly, other embodiments are within the scope of the following claims.
Benefit is claimed of U.S. Patent Application No. 62/292,692, filed Feb. 8, 2016, and entitled “Refrigerated Transport System with Refrigerant Dilution” and U.S. Patent Application No. 62/253,070, filed Nov. 9, 2015, and entitled “Refrigerated Transport System with Refrigerant Safety”, the disclosures of which are incorporated by reference herein in their entirety as if set forth at length.
Filing Document | Filing Date | Country | Kind |
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PCT/US2016/061061 | 11/9/2016 | WO | 00 |
Number | Date | Country | |
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62253070 | Nov 2015 | US | |
62292692 | Feb 2016 | US |