JPH08105666A - Refrigerator for transportation - Google Patents

Abstract

PURPOSE: To provide simple fan driving means and to reduce an apparatus space in a refrigerator for transportation which has a compressor, a condenser and an evaporator to be driven by the one power of an engine and an induction motor. CONSTITUTION: A capacitor 15 is connected in parallel with the stator winding 14 of a compressor driving motor 2. At the time of operating an engine, the rotor of a motor 2 is driven by the engine to self-induction generate. A condenser fan driving motor 8 and an evaporator fan driving motor 12 are connected to the capacitor 15, and the motors 8 and 12 are rotated by the power generated from the motor 2.

Description

Detailed Description of the Invention

[0001]

BACKGROUND OF THE INVENTION 1. Field of the Invention The present invention relates to a refrigerating apparatus for transportation on land or at sea.

[0002]

2. Description of the Related Art A refrigerating apparatus for transportation (hereinafter, abbreviated as a refrigerating apparatus) is mainly installed in a truck, and by performing a cooling operation, a heating operation, etc., the temperature inside the freezer mounted on the truck is set to a set temperature. To maintain.

FIG. 10 is an overall system diagram of a conventional refrigeration system. In FIG. 10, 1 is an engine, 2 is a motor driven by a commercial power source or the like (two-phase or three-phase induction motor),
Reference numeral 3 is a compressor that is driven by transmitting the power of the engine 1 or the motor 2. Reference numeral 4 denotes a centrifugal clutch, and when the engine 1 is used, the centrifugal clutch 4 is connected as the rotation speed of the engine 1 increases, whereby the compressor 3 is driven. On the other hand, when the motor 2 is used and the compressor 3 is driven, the centrifugal clutch 4 is disengaged so that the power of the motor 2 is not transmitted to the engine 1.

A three-way valve 5 switches the refrigerant circuit between a cooling operation circuit and a heating operation circuit. 6 is a condenser, 7 is a fan for blowing outside air to the condenser, and is a motor (AC motor)
8 driven. Reference numeral 9 is a throttle, 10 is an evaporator arranged in a freezer, 11 is a fan for blowing air inside the evaporator, which is driven by a motor (AC electric motor) 12. An AC generator 13 is driven by the engine 1 or the electric motor 2, and serves as a drive power source for the motor 8 and the motor 12.

During the cooling operation, the three-way valve 5 is switched, and the refrigerant is compressed by the compressor 3, the three-way valve 5, as shown by the solid arrow.
After passing through the condenser 6, the throttle 9, and the evaporator 10 in this order, the compressor 3
Return to On the other hand, during the heating operation, the three-way valve 5 is switched, and the refrigerant is compressed by the compressor 3, the three-way valve 5, and the evaporator 1 as shown by the broken line arrow.
0 is returned in this order to the compressor 3.

In this apparatus, the engine 1 is used to drive the compressor 3 when the vehicle is running. The power of the engine 1 is transmitted to the compressor 3 via the centrifugal clutch 4 to drive it. At the same time, the power of the engine 1 is transmitted to the AC generator 13 via the shaft of the stopped motor 2 and drives the AC generator 13. The electric power generated by the AC generator 13 is supplied to and drives the motor 8 and the motor 12.

In this device, the motor 2 is generally used by being connected to a commercial power source while the vehicle is stopped or in the ferry boat. The power of the motor 2 is the centrifugal clutch 4
(In this case, it acts as a pulley)
Is transmitted to and drives this. At this time, the motor 8 and the motor 12 are directly driven by a commercial power source or the like as the motor 2.

[0008]

In the conventional transportation refrigeration system described above, a dedicated AC generator 13 is required to drive the condenser fan motor 8 and the evaporator fan motor 12 while the refrigeration vehicle is running. Therefore, there is a problem that the installation space is required and the cost is increased.

The present invention solves the above-mentioned drawbacks of the prior art, eliminates the AC generator 13, and provides a simpler fan motor drive means, thereby reducing the device space and cost and achieving good starting. This enables the start-up, the effective use of the auxiliary electric heater, and the input of an appropriate load.

[0010]

SUMMARY OF THE INVENTION The present invention is to solve the above problems, and (1) A compressor driven by the power of one selected from an engine and an induction motor,
Also, in a transportation refrigeration system equipped with a motor for driving a condenser fan and an evaporator fan, a capacitor (electric storage device) is connected in parallel to a stator winding of the induction motor, and the driving engine is operated. In, the rotor of the induction motor is driven by the engine to generate self-induction power, and the condenser fan drive motor and the evaporator fan drive motor are connected to the induction motor, respectively, and the electric power generated in the induction motor is generated. According to another aspect of the present invention, there is provided a transportation refrigerating device, wherein the condenser fan driving motor and the evaporator fan driving motor are rotated.

(2) Further, in the above-mentioned (1), there is provided a transportation refrigeration system characterized in that the induction motor is energized by a starter power source battery of the engine for a predetermined short time before the engine is started.

(3) Further, in the above (1), an auxiliary electric heater is connected to the induction motor through a contactor, and the auxiliary electric heater can be used by the electric power generated in the induction motor even during engine operation. The present invention provides a transportation refrigeration system.

(4) Further, in the above-mentioned (1), each load of the condenser fan motor, the evaporator fan motor, etc. is connected to the induction motor through a contactor, and the induction motor generates electricity. The transportation refrigerating apparatus according to claim 1, further comprising a sequential starting means for closing each of the contactors after a predetermined period of time after the function is stabilized.

[0014]

According to the present invention, according to the invention of (1), when the induction motor is rotated by the power of the engine, the residual magnetism existing in the rotor causes an electromotive force of about several V in the stator winding. Occurs. The electromotive force thus generated causes a current to flow in a capacitor connected in parallel with the stator winding, thereby causing a load current to flow in the stator winding and forming a magnetism larger than the residual magnetism in the rotor. By repeating this kind of operation in a short time, it functions as an induction generator that generates a voltage close to the rated voltage. Since the fan driving motor is rotated by using this, a generator for rotating the fan driving motor, which has been conventionally provided, is not required, and the space can be reduced and the cost can be reduced.

Further, in the invention of (2), even if the induction motor for driving the compressor has a long down time and the residual magnetism of the rotor has disappeared, the battery for the starter power source of the engine is started before the engine is started. As a result, the windings (stator and rotor) of the induction motor are energized, and a current flows to form magnetism in place of the residual magnetism. Then, when the rotor is rotated by the power of the engine, an electromotive force of about several V is generated in the stator winding due to the newly formed magnetism. After that, through the same steps as in (1), the induction motor can be started up as a self-induction generator, and failure of start-up can be avoided.

Further, in the invention of (3), the same action and effect as those of the above-mentioned (1) are obtained, and in addition, the motor () is closed by closing the contactor even when the engine is running while the vehicle is running. The electric power generated in the three-phase induction motor can be supplied to and used by the auxiliary electric heater. Therefore, even in the heating operation during engine operation, the auxiliary electric heater can be used together, and the heating capacity does not become insufficient when the load is high such as when the outside air temperature decreases.

Further, in the invention of (4), the same action and effect as in (1) can be obtained, and in addition, when the engine is in operation, the load of the electric power generated by the induction motor is two or more, for example, When there are a total of three loads, one condenser fan motor and two evaporator fan motors, each load is connected to the induction motor through a contactor, and these contactors are sequentially connected one by one. Since the sequential starting means that closes after a predetermined time is provided, it is possible to sequentially start the plurality of loads at an appropriate time. Therefore, compared to the conventional case, the load is not applied at one time, the voltage drop can be reduced, and the capacity of the induction motor can be reduced.

[0018]

FIG. 1 is a basic wiring diagram of a condenser (condenser) of a refrigerating apparatus for transportation according to a first embodiment of the present invention, and FIG. 2 is a basic overall system diagram of the refrigerating apparatus. In FIG. 1, 15 is a stator winding 1 of a motor (three-phase induction motor) 2.
4 is a capacitor (condenser) connected in parallel. The position of this capacitor 15 in the entire system is shown in FIG.
Is shown in. The configuration other than the above is the same as that of the conventional technique (FIG. 10) except for the AC generator 13, and thus the description thereof is omitted.

During operation of the refrigeration system by the engine 1, however, the rotor of the motor 2 which is stopped is rotated by the power of the engine 1, and the residual magnetism existing in the rotor causes the stator winding 14 to have a voltage of several volts. Electromotive force is generated. The electromotive force thus generated causes a current to flow in the capacitor 15 connected in parallel with the stator winding 14, so that a load current flows in the stator winding 14 and a magnetism larger than the residual magnetism is formed in the rotor. This series of operations is repeated in a short time to function as an induction generator that generates a voltage close to the rated voltage. The load motors 8 and 12 are connected after the power generation function is stabilized.

As described above, according to the first embodiment described above, the motor (three-phase induction motor) 2 which is not used when the refrigeration system is operated by the engine 1 can be diverted as an induction generator. , The motor 12 can be driven. Therefore, it is possible to eliminate the need for the AC generator 13 which is conventionally required. This can reduce the space of the refrigeration system and reduce the cost.

FIG. 3 is a basic connection diagram of the above-described first embodiment, in which two motors 12 are used and contactors 16, 17, 1 are used.
Figure 8 shows the actual electrical connection diagram with 8 connected.
Is the system diagram, which is basically the same as Fig. 2,
It has two fans 11 and two motors 12.

In both figures, the motor (three-phase induction motor)
A capacitor (condenser) 15 is connected in parallel with the stator winding 14 of each of the two phases. Reference numeral 16 is a contactor for switching the engine and the motor, which is opened when the engine 1 is used and closed when the motor 2 is used. Reference numeral 17 is a contactor for opening and closing the circuit of the capacitor 15, which is closed when the engine 1 is used and is opened when the motor 2 is used.

In the first embodiment, the engine 1 is used to drive the compressor 3 when the vehicle is running.
The power of the engine 1 is transmitted to the compressor 3 via the centrifugal clutch 4 and drives it. At the same time, the power of the engine 1 is transmitted to the shaft of the motor 2 that is stopped, and its rotor is rotated by the power of the engine 1.

Hereinafter, as described above, the stator winding 1 is rotated by the residual magnetism existing in the rotor as the rotor rotates.
An electromotive force of about several V is generated in No. 4. The electromotive force thus generated causes a current to flow in the capacitor 15 connected in parallel with the stator winding 14, so that a load current flows in the stator winding 14 and a magnetism larger than the residual magnetism is formed in the rotor. This series of operations is repeated in a short time to function as an induction generator that generates a voltage close to the rated voltage.

When the power generation function is stabilized, the contactor 18 is switched from open to closed, the load motor 8 and the motor 12 are connected, and the electric power generated by the motor (three-phase induction motor) 2 is supplied to the motor 8 and the motor 12. Supplied and these are driven. The contactor 18 is closed when the motor 2 is used.

Further, similarly to the conventional example, the motor 2 is generally used by being connected to a commercial power source while the vehicle is stopped or in the ferry boat. The power of the motor 2 is transmitted to the compressor 3 via a centrifugal clutch 4 (which serves as a pulley in this case), and drives the compressor 3. At this time, the motor 8 and the motor 12 are directly driven by the commercial power source like the motor 2.

In the first embodiment described above, the compressor 3 is driven by the engine 1 while the vehicle is traveling, but at the same time, the power of the engine 1 is transmitted to the motor (three-phase induction motor) 2 at rest. The rotor is rotated, and it is diverted to a self-excited induction generator that generates a voltage close to the rated voltage by utilizing the residual magnetism existing in the rotor to drive the motor 8 and the motor 12. However, if the rest time of the motor 2 becomes long, the residual magnetism may decrease or disappear, and the self-excitation induction generator may not be able to start up, and it is desired to stabilize the start-up.

FIG. 5 is a second embodiment of the present invention and is an electrical connection diagram in which the rising of the operation is stabilized as described above. In the figure, reference numeral 20 denotes a battery for a starter power source of the engine 1, which is connected to the stator winding 14 of the motor 2 via a contactor 19 and a resistor 21.

The contactor 19 is for energizing for a predetermined time A (for example, 3 seconds) before the engine 1 is started, and is closed before a predetermined time B (for example, 5 seconds) before the engine 1 is started and for a predetermined time A (for 3 seconds). ) It is opened after energization, and after a predetermined time C (predetermined time B-predetermined time A), the engine 1 is started. The resistor 21 is for limiting the current flowing through the winding of the motor 2. Other configurations are similar to those of the first embodiment shown in FIGS. 3 and 4, and corresponding members are designated by the same reference numerals.

Then, the contactor 19 is closed a predetermined time B (for example, 5 seconds) before the engine 1 is started, and the stator winding 14 and the rotor winding of the motor 2 are energized by the battery 20 to cause the rotor to rotate. A magnetism is formed. Even if the motor 2 is stopped for a long time and the residual magnetism of the rotor disappears,
As described above, a new magnetism is formed in place of the remanent magnetism that has disappeared in the rotor when the battery 20 is energized for a short time before the engine is started, so that the startup as a self-induction generator is ensured. Can be

FIG. 6 is an electrical connection diagram in the case where an auxiliary electric heater is added to the first embodiment shown in FIG. 3, and FIG. 7 is a system diagram thereof, except for the auxiliary electric heater 21 and the contactor 19, FIG. This is the same as the first embodiment shown in FIG.

In FIGS. 6 and 7, reference numeral 13 is an auxiliary electric heater 21, which is arranged in parallel with the evaporator 10. When the motor 2 is used and the compressor 3 is driven, a heating operation is performed. When the heating capacity is insufficient, such as when the outside air temperature drops, the commercial power supply is energized and used. The other operations are the same as those in the first embodiment, and the description thereof will be omitted.

Reference numeral 19 denotes a contactor for turning on / off the supply of commercial power to the auxiliary electric heater 21, which is open when the engine 1 is used, and is used when the motor 2 is used and the outside air temperature is low and the load is high. It closes when the capacity is insufficient only by the heating operation by switching the refrigerant circuit. The auxiliary electric heater 21 is connected to a commercial power source via the contactor 19, and when the capacity is insufficient during high load heating operation, the contactor 19 is closed and energized by a controller (not shown) or manual operation.

When such an auxiliary electric heater 21 is added, since the auxiliary electric heater 21 is connected only to the commercial power source, the motor (three-phase induction motor) when the vehicle is stopped is used.
When 2 is connected to a commercial power source and used, in heating operation, the auxiliary electric heater 21 can be used together with switching of the refrigerant circuit to the heating operation circuit, but no problem occurs, but when the engine 1 is driven while the vehicle is running. Since the contactor 19 is opened and the auxiliary electric heater 21 cannot be used in the heating operation, only the switching of the refrigerant circuit to the heating operation circuit is performed.
The heating capacity may be insufficient when the load is high, such as when the outside air temperature drops.

FIGS. 8A and 8B show a third embodiment in which a heating capacity shortage that occurs when an auxiliary electric heater is added to the first embodiment described above is eliminated. FIG. 8A is an electrical connection diagram and FIG. It is a figure which shows operation | movement of each contactor used by (A).

In FIG. 8A, the condenser fan motors 8 and 2 are used as loads on the motor (three-phase induction motor) 2 which functions as a self-induction generator during engine operation.
Individual evaporator fan motor 12 and auxiliary electric heater 21
Are connected via contactors 22, 23, 24, respectively.

As shown in FIG. 8B, the contactor 1
As in the conventional case, 6 and 17 are opened and closed when the engine 1 is used, and are closed and open when the motor 2 is used.

When the engine motor changeover switch and the operation stop switch (not shown) are operated to set the engine operating position and the operating position, respectively, the contactor 17 is switched to the closed state and the motor (three-phase induction motor) 2 in the rest state is operated.
The shaft (rotor) of the engine is rotated by the engine 1, and the self-induction power generation is performed by the same operation as in the first embodiment.

When the power generation function is stabilized, the contactors 22, 23, 24 are switched from open to closed, the load motor 8, motor 12, and auxiliary electric heater 21 are connected, and the motor (three-phase induction motor) is connected. The electric power generated by 2 is supplied to the motor 8, the motor 12, and the auxiliary electric heater 21, which are driven or generate heat. The contactor 22 is always open during the heating operation circuit, the contactor 24 is always open during the cooling operation circuit, and the contactor 24 is open during the heating operation circuit except under high load.

When the engine motor selector switch and the operation stop switch (not shown) are operated to set the motor operating position and the operating position, respectively, the contactor 16
The contactor 23 is closed, the contactor 17 is opened, the contactor 22 is closed only in the cooling operation circuit, and the contactor 24 is closed only in the heating operation circuit when the load is high.

The power of the motor 2 is transmitted to the compressor 3 via a centrifugal clutch 4 (which serves as a pulley in this case),
Drive this. At this time, the motor 8 (only in the cooling operation circuit), the motor 12, and the auxiliary electric heater 21 (only in the heating operation circuit when the load is high) are directly driven or heated by the commercial power source like the motor 2.

As described above, when the engine 1 is in operation, the load applied to the motor (three-phase induction motor) 2 becomes two evaporator fan motors 12 and condenser fan motors 8 during cooling operation. During the heating operation, the condenser fan motor 8 is stopped and the two evaporator fan motors 12 and the auxiliary electric heater 21 are used. Therefore, the load applied to the motor (three-phase induction motor) 2 during the cooling and heating operations. Can be almost balanced.

Other structures and operations are similar to those of the first embodiment shown in FIGS. 2 and 3 or those shown in FIGS. 6 and 7, and corresponding members are designated by the same reference numerals.

In the refrigerating apparatus of the first embodiment described with reference to FIGS. 3 and 4, contactors are not installed in each load (the condenser fan motor 8 and the two evaporator fan motors 12). Since the circuit of the stator winding 14 and the capacitor 15 of the motor 2 is collectively opened and closed by the contactor 18, the motor (three-phase induction motor) 2 which is a self-induction generator is formed.
Therefore, it is necessary to increase the capacity of the motor 2 since the load is applied at once (if the capacity is not increased, the load is applied at once, the voltage drop becomes remarkable, and the load cannot be started).

Further, in the first embodiment, the circuit structure is such that an unnecessary load is driven when the refrigeration cycle is switched (the refrigerant does not flow into the condenser 6 during the heating cycle, and the condenser fan 7 does not have to be driven). ing.

FIG. 9 is an electrical connection diagram of the fourth embodiment in which the required load is sequentially taken into consideration in consideration of the above points. In FIG. 9, the contactor 32 is connected to the power source wiring of each of the condenser fan motor 8 and the evaporator fan motors 12a and 12b, which are loads of the motor (three-phase induction motor) 2 that functions as a self-induction generator when the engine is operating. 33a and 33b are interposed, and instead, the contactor 18 is removed in the embodiment shown in FIG.

Other configurations and operations are the same as those of the first embodiment shown in FIGS. 3 and 4.
It is similar to that of the embodiment, and corresponding members are designated by the same reference numerals.

Reference numeral 40 is a control device composed of a microcomputer attached to the present refrigerating apparatus, which sequentially has a starting means 41,
The engine / motor switching means 42 and, though not shown, are provided with an internal temperature control means for maintaining the internal temperature at a set temperature, an abnormality detecting means for detecting an abnormality during operation, and stopping the apparatus. .

Then, the operation stop switch 43, the switching signal of the engine motor changeover switch 44, the set temperature of the inside temperature setter, the detected value of the inside temperature sensor, etc., which are set by the occupant's operation, are input, and the respective values are input. Contactor 16,
An open / close signal is output to 17, 32, 33a and 33b.

Then, the engine motor selector switch 4
When 4 is switched to the engine operating position and the operation / stop switch 43 is switched to the operating position, the contactor 16 is first switched to open and the contactor 17 is switched to closed by the open / close signal from the engine motor switching means 42.

On the other hand, the motor (three-phase induction motor) 2 in the rest state is driven by the engine 1 by its shaft (rotor).
Is rotated, and by the same action as in the first embodiment, power generation by self-induced power generation is performed.

Next, the sequential starting means 41 closes the contactor 32 when the above-described power generation function of the motor 2 is stabilized, and then delays the contactor 33a by a predetermined time (for example, 3 seconds) and then the contactor 33a.
Is closed, and it is determined that the contactor 33b is closed after a further delay of a predetermined time (for example, 3 seconds), and the open / close signal is output to each of the contactors 32, 33a, 33b.

As a result, when the power generation function of the motor 2 becomes stable, first, the condenser fan motor 8 is energized and started. After that, the evaporator fan motor 12a and the evaporator fan motor 12b are separated at predetermined time intervals (for example, 3 seconds).
Are energized to start them. In the case of the fourth embodiment, the rated output of the condenser fan motor 8 is larger than that of the two evaporator fan motors 12a and 12b, and the motors 12a and 12b have the same rated output.

As described above, when the motor (three-phase induction motor) 2 functioning as a self-induction generator has two or more loads, the load is reduced starting from a large load one by one after a suitable time. You can

[0055]

【The invention's effect】

(1) In the transportation refrigeration apparatus of the present invention, a capacitor (electric storage device) is connected in parallel to the stator winding of the induction motor, and the rotor of the induction motor is driven by the engine during engine operation. Induction power generation is performed by the induction fan, and the condenser fan drive motor and the evaporator fan drive motor are rotated by the electric power generated in the induction motor, so that the condenser fan drive motor and the evaporator fan drive motor are rotated. It is possible to omit the AC generator and reduce the device space and cost.

(2) According to the present invention, even if the induction motor for driving the compressor has a long down time and the residual magnetism of the rotor has disappeared, the starter power source battery of the engine is used before starting the engine. When the rotor of the induction motor is energized and a new magnetism is formed in the rotor instead of the residual magnetism, and the rotor is rotated by the engine power, the newly formed magnetism creates a self-induction generator. It is possible to start up, reduce the space, and avoid starting failure as a self-induction generator.

(3) Further, in the present invention, since the auxiliary electric heater is connected to the commercial power source and also to the motor (three-phase induction motor) via the contactor, the engine operation while the vehicle is traveling is performed. At times, the electric power generated in the motor is supplied to the auxiliary electric heater,
It can be used. Therefore, even in the heating operation while the engine is running while the vehicle is running, the auxiliary electric heater can be used in combination for switching the refrigerant circuit to the heating operation circuit, so that the space can be reduced and the outside air temperature can be reduced. It is possible to solve the shortage of heating capacity under high load.

(4) Further, in the present invention, when the engine is in operation, the induction motor generates two or more loads of electric power,
For example, when there are a total of three loads, one condenser fan motor and two evaporator fan motors, each load is connected to the induction motor through a contactor, and one of these contactors is connected to each load. Since the sequential starting means is provided for sequentially closing at a proper time, the plurality of loads can be sequentially started at a proper time. As a result, the space is reduced and one load is applied to the induction motor during the self-induction power generation one after another with an appropriate time. Therefore, the voltage drop is lower than when all the loads are applied at once. Can be reduced and the capacity of the induction motor can be reduced. In addition, since a contactor is provided for each load, the load that is no longer needed when switching the refrigeration cycle can be disconnected, and power can be saved.

[Brief description of drawings]

FIG. 1 is a basic wiring diagram of a transportation refrigerating apparatus according to a first embodiment of the present invention.

FIG. 2 is an overall system diagram of the first embodiment shown in FIG.

FIG. 3 is a detailed electrical connection diagram of the first embodiment of the present invention.

FIG. 4 is an overall system diagram when two motors for an evaporator fan are provided in the first embodiment shown in FIG.

FIG. 5 is an electrical connection diagram of the transportation refrigeration apparatus according to the second embodiment of the present invention.

FIG. 6 is an electrical connection diagram of a transportation refrigeration system in which an auxiliary electric heater is added to the first embodiment of the present invention.

7 is an overall system diagram of the transportation refrigeration apparatus shown in FIG.

8A and 8B are views of a transportation refrigerating apparatus according to a third embodiment of the present invention, in which FIG. 8A is an electrical connection diagram and FIG. 8B is a diagram showing opening and closing of a contactor.

FIG. 9 is an electrical connection diagram of a transportation refrigerating apparatus according to a fourth embodiment of the present invention.

FIG. 10 is an overall system diagram of a conventional transportation refrigeration system.

[Explanation of symbols]

1 engine 2 motor (for driving compressor) 3 compressor 4 centrifugal clutch 5 three-way valve 6 condenser 7 fan 8 motor 9 throttle 10 evaporator 11 fan 12 motor 13 AC generator 14 motor 2 stator winding 15 condenser ( Condenser) 16, 17, 18, 19 Contactor 20 Battery 21 Auxiliary electric heater 22, 23, 24 Contactor 32, 33a, 33b, 34 Contactor 40 Control device 41 Sequential starting means 42 Engine / motor switching means

Claims (4)

[Claims] 1. A transportation refrigeration system including a compressor driven by a power selected from one of an engine and an induction motor, and a motor for driving a condenser fan and an evaporator fan. A condenser (electric storage device) is connected in parallel to the stator winding of the induction motor, and when the driving engine is operating, the rotor of the induction motor is driven by the engine to generate self-induction power, and the condenser fan is used. A driving motor and an evaporator fan driving motor are respectively connected to the induction motor, and the condenser fan driving motor and the evaporator fan driving motor are rotated by the electric power generated in the induction motor. A refrigerating apparatus for transportation characterized by. 2. The refrigerating apparatus for transportation according to claim 1, wherein the induction motor is energized by a starter power source battery of the engine for a predetermined short time before the engine is started. 3. The auxiliary electric heater is connected to the induction motor via a contactor, and the auxiliary electric heater can be used by the electric power generated in the induction motor even during engine operation. The refrigeration apparatus for transportation according to 1. 4. The induction motor is connected to respective loads of the condenser fan motor, the evaporator fan motor and the like via contactors, respectively, and after the power generation function of the induction motor is stabilized, predetermined loads are sequentially applied. The transport refrigeration system according to claim 1, further comprising a sequential starting means for closing each of the contactors after a certain time.