DIRECT CURRENT HYBRID LIGHTING AND ENERGY MANAGEMENT SYSTEMS AND METHODS

Abstract

The invention relates to a portable, skid mounted, wheeled and/or collapsible hybrid-power lighting and energy management system for harsh, remote and/or high latitude locations. The system combines an internal combustion engine (ICE) power source with a direct current power generator and a battery storage system for providing power to light system. The system may also include an ICE heating system and/or renewable solar and/or wind power systems in a manner that improves efficiency and reliability of operation in such locations, while preserving and improving functionality of operation and significantly reducing operator interaction during set-up and operation.

Claims

1-41. (canceled)

42. A portable hybrid lighting system comprising: at least one light system operatively supported by a mast; an internal combustion engine (ICE) having a direct current power generator configured to generate direct current directly from mechanical energy; and a battery storage system, the battery storage system being operatively connected to the at least one light system and to the ICE and being configured: to store electrical power from the ICE direct current power generator, and to provide stored electrical power to the at least one light system.

43. The hybrid lighting system according to claim 42, wherein the hybrid lighting system comprises an AC/DC inverter configured: to simultaneously receive direct current power from the connectors of a direct current power generator and the battery storage system; and to provide an alternating current power supply from the received direct current power.

44. The hybrid lighting system according to claim 42, wherein the light system comprises one or more lights configured: simultaneously to receive direct current power from the battery storage system and the direct current power generator; and generate light directly from the received direct current power.

45. The hybrid lighting system according to claim 42, wherein the at least one light system is a light emitting diode (LED) light system.

46. The hybrid lighting system according to claim 42, wherein the portable hybrid lighting system is configured simultaneously to provide, from the battery storage system and the direct current power generator, direct current power to an external DC load.

47. The hybrid lighting system according to claim 42, wherein the battery storage system comprises a lithium ion battery configured to store electrical power from the ICE.

48. The hybrid lighting system according to claim 47, wherein the lithium ion battery comprises a lithium iron phosphate battery.

49. The hybrid lighting system according to claim 42, wherein the control system, DC generator and batteries are configured to enable the battery storage system to be charged at greater than the batter storage system 1 C rating.

50. The hybrid lighting system according to claim 42, wherein the battery storage system comprises thermally insulated batteries.

51. The hybrid lighting system according to claim 50, wherein the batteries are thermally insulated by expanded foam insulation.

52. The hybrid lighting system according to claim 50, wherein the battery storage system comprises a thermally insulating casing comprising one or more iron based electrical connectors configured to connect to corresponding copper connectors inside the casing and to corresponding copper connectors outside the casing to allow electricity to pass from the battery inside the casing to circuitry outside the casing.

53. The hybrid lighting system according to claim 42, further comprising a heating system operatively connected to the ICE and/or a control system, the heating system configured to heat the ICE when the ICE is off.

54. The hybrid lighting system according the claim 42, wherein the system comprises a battery heating system having one or more thermally conducting plates, the thermally conducting plates being configured: to be in contact with the batteries; and to receive and disperse heat from a heating element.

55. The hybrid lighting system according the claim 54, wherein the thermally conducting plates comprise thermal paste sandwiched between two metal plates.

56. The hybrid lighting system according to claim 42, further comprising a control system operatively connected to the direct current power generator and the battery storage system.

57. The hybrid lighting system as to claim 56, wherein the control system is configured to control, in response to determining that the ICE is not available, the power delivered to the lighting system based on one or more of the SOC and the voltage of the battery.

58. The hybrid lighting system as to claim 56, wherein the control system is configured to perform one or more of the following: a) reduce the charging current when the State of Charge has exceeded a predetermined level; and b) reduce the current taken from the battery when the State of Charge has dropped below a predetermined level.

59. The hybrid lighting system of claim 42, the hybrid lighting system comprising one or more DC-to-DC converters to convert the direct current power generated by the direct current power generator.

60. The hybrid lighting system of claim 42, wherein the hybrid lighting system comprises a control system configured to: a) determine the global location; and b) generate a lighting on-off schedule based on the determined global location.

61. The hybrid lighting system of claim 42, wherein the hybrid lighting system comprises a cell monitoring system configured to: monitor the state of charge in an individual battery cell of a battery storage system; open a contactor to prevent charging current passing to the individual cell based on one or more of the following: if the cell voltage exceeds a predetermined high voltage cutoff; and if the cell voltage goes below a predetermined low voltage cutoff.

62. The hybrid lighting system of claim 61, wherein the contactor is arranged in parallel with a diode configured to allow discharging current to flow from an individual cell or the battery bank whilst preventing charging current passing to the individual cell.

63. The hybrid lighting system of claim 42, wherein the system comprises a dimming controller, the diming controller configured to reduce the voltage to at least one light if at least one battery is below a threshold voltage and/or the ICE has failed to start.

64. The hybrid lighting system of claim 42, wherein the system comprises a signaling module configured to send signals to a user in response to a predetermined condition being satisfied.

65. An energy management system comprising: at least one light system operatively supported by a mast; an internal combustion engine (ICE) having a direct current power generator configured to generate direct current directly from mechanical energy; and a battery storage system, the battery storage system being operatively connected to the at least one light system and to the ICE and being configured: to store electrical power from the ICE direct current power generator, and to provide stored electrical power to the at least one light system.

Description

BRIEF DESCRIPTION OF THE DRAWINGS

[0148] The invention is described with reference to the accompanying figures in which:

[0149] FIG. 1 is an end view of a skid-mounted hybrid light tower showing a light mast in a collapsed position and one solar panel in a deployed position in accordance with one embodiment of the invention.

[0150] FIGS. 2 and 3 are side and front perspective views of a skid-mounted hybrid light tower showing a light mast in a collapsed position and one solar panel in a deployed position in accordance with one embodiment of the invention.

[0151] FIG. 4 is an end view of a skid-mounted hybrid light tower showing the light mast in an erected position and a deployed solar panel.

[0152] FIG. 4A is an end view of a trailer-mounted hybrid light tower with a windmill showing the light mast in an erected position and a deployed solar panel.

[0153] FIG. 4B is a perspective view of a trailer-mounted hybrid light tower showing the light mast in an erected position and a deployed solar panel in accordance with a wind-powered embodiment of the invention.

[0154] FIG. 5 is a perspective view of a skid-mounted hybrid light tower showing the light mast in an extended position in accordance with one embodiment of the invention.

[0155] FIG. 5A is an end view of a trailer-mounted hybrid light tower showing the light mast in a retracted position in accordance with a wind-powered embodiment of the invention.

[0156] FIG. 5B is a perspective view of a trailer-mounted hybrid light tower showing the light mast in a retracted position in accordance with a wind-powered embodiment of the invention.

[0157] FIG. 6 is an end view of a trailer-mounted hybrid light tower showing each solar panel in a maximum deployed position.

[0158] FIGS. 7A, 7B and 7C are schematic views of a trailer-mounted hybrid light tower showing solar panels in a retracted position (7A), low sun angle deployment (7B) and high sun angle deployment (7C).

[0159] FIG. 8 are side and front views of a light mast in an extended position with a wind turbine.

[0160] FIG. 9 are rear perspective views of a retracted light mast with a wind turbine.

[0161] FIG. 10 is a rear perspective view of a hybrid light tower mast in a retracted position with a wind turbine.

[0162] FIG. 11 is a rear view of a hybrid light tower mast in a retracted position with a wind turbine.

[0163] FIG. 12 is a schematic diagram of the various sub-systems of a hybrid light tower having an intelligent control system (ICS) in accordance with one embodiment of the invention.

[0164] FIG. 13 is a schematic diagram of various optional sensor inputs to an intelligent control system (ICS).

[0165] FIG. 14 is a schematic diagram of a heating system in accordance with one embodiment of the invention.

[0166] FIG. 15a is a graph showing state-of-charge vs. time of a battery bank in accordance with a system described in the applicant's previous application, PCT/CA2013/000865.

[0167] FIG. 15b is a graph showing state-of-charge vs. time of a battery bank in accordance with an embodiment of the invention according to the present disclosure.

[0168] FIG. 16 is a schematic diagram of a control panel in accordance with one embodiment of the invention.

[0169] FIGS. 17a-17e are a series of views of a further embodiment of a skid-mounted hybrid light tower.

[0170] FIGS. 17f-17h are views of the control panel box of the embodiment of FIG. 17a.

[0171] FIGS. 18a-18b are a series of views of a further embodiment of a trailer-mounted hybrid light tower.

[0172] FIG. 19a is a perspective view of a heat diffusion plate with heater rod/wiring.

[0173] FIGS. 19b-c are perspective views of an insulated battery bank box having an ICE starter battery and a series of storage batteries.

DETAILED DESCRIPTION OF THE INVENTION

[0174] With reference to the figures a portable (e.g. skid-mounted, wheeled and/or collapsible) hybrid-power-source lighting and energy management system (referred to herein as a hybrid lighting system or HLS) 10 is described. The system utilizes a battery storage bank and an internal combustion engine (ICE) with a direct current power generator to power a light system and other internal and/or ancillary loads. The HLS may have an intelligent control system (ICS) comprising at least one controller that efficiently manages energy consumption and delivery. The overall philosophy of design is to reduce (e.g. minimize) engine runtime which in turn reduces (e.g. minimizes) fuel consumption.

[0175] In various embodiments the system utilizes solar and/or wind energy in conjunction with ICE energy. Generally, for those embodiments utilizing renewable energy systems, the system may operate to prioritize the use of renewable energy (e.g. wind and/or solar energy) when available but can draw on ICE generated power and/or stored battery power when neither wind nor solar are available in sufficient amounts to power the lighting system and/or auxiliary energy draw. In a condition where renewable components are either not added to the lighting system or if the system is deployed in an environment there the renewable components do not receive power inputs (e.g. from solar and/or wind), the lighting system is still able to reduce ICE runtime, fuel consumption and operator involvement due to the ICS functions and/or other system components such as batteries, LED lighting and/or intelligent battery charging or energy management algorithms. It will be appreciated that the controller may operate to manage the various power inputs in a manner that increases the efficiency for each time segment the ICE is used (or for a particular use cycle). That is, the system is generally designed and operated in order to reduce both fuel consumption and ICE runtime, whether considered separately or together. The system may operate with a user interface that reduces the requirements for user monitoring and/or user contact with the system (e.g. by allowing the user to program future events and/or to define operational parameters for event management).

Overview

[0176] With reference to FIGS. 1-11 and 17-19, various embodiments of the hybrid lighting system 10 are described. FIGS. 11-16 show various control schemes showing different embodiments that can be implemented in the operation of the system. The various physical embodiments include a skid-mounted system, a trailer mounted system, as well as systems having an optional solar panel and/or wind turbine. For the purposes of this description, the system is described as including a solar panel system although it is understood that a system may be designed that does not utilize a renewable energy system. That is, a hybrid system may be considered to be a system which uses multiple energy sources (e.g. from the DC generator and battery). The multiple energy sources of the hybrid system may include renewable energy sources and/or energy from the grid. The hybrid system may comprise multiple energy generators configured to generate energy via different mechanisms (e.g. a generator to generate electrical power from an ICE; a solar cell and a wind-turbine). As such, the system 10 generally includes: at least one light system 14 operatively supported by a mast 27; an internal combustion engine (ICE) 32 having a direct current power generator configured to generate direct current directly from mechanical energy; a battery storage system, the battery storage system 30 being operatively connected to the at least one light system and to the ICE and being configured: to store electrical power from the ICE direct current power generator, and to provide stored electrical power to the at least one light system.

[0177] Using direct current (DC) electrical transmission may be more efficient than using alternating current (AC) transmission within the configuration of the present invention. This may be particularly relevant for embodiments where the renewable power source is configured to produce DC current power (e.g. solar panels, or a wind turbine with a DC power generator) and the load is configured to use DC current power (e.g.: LED lights, inverter for AC sockets, system components, etc.). When AC power is not required for ancillary equipment, DC current may be the only current produced, generated and consumed by the system and its devices. Therefore, the present invention in one aspect may be considered a DC only lighting and energy management system.

[0178] DC system may be more reliable and can enhance system stability compared with a system, for example a prior art system, in which the ICE generates AC power that must be converted to DC for use by sub-components including the ICE starter battery, a control device, lighting, relays, etc. For example, the operator may not need to take into account phase differences, reactive power and/or frequency variation to maintain stability of the system (as they would for an AC generation system of prior art). This may allow a DC hybrid lighting system to form part of a local DC grid (e.g. comprising multiple interconnected hybrid light towers). It will be appreciated that such a grid may allow more complex combinations of ICEs and battery storage systems to be used to power the light systems than would be possible with each system operating independently. These combinations may be configured to increase the overall efficiency. For example, a grid may comprise a first hybrid lighting system having a solar panel and an interconnected second hybrid lighting system having a wind turbine. It will be appreciated that at night, if there is a wind blowing, the wind turbine of the second hybrid lighting system may be configured to charge the battery storage systems of both the first and second lighting systems and/or provide power to the light systems of both the first and second hybrid lighting systems.

[0179] A further advantage of DC power lines is efficiency. For example, less energy may be lost as DC is transmitted (compared with AC) because there is no need for reactive compensation along the line and/or because direct current flows through the entire conductor rather than at the surface (as with AC). Reactive compensation is generally required in AC to take into account the changing direction of the current. Therefore, it may be advantageous for the DC power to be transmitted directly as direct current between the various DC components (e.g. the DC generator, the battery storage system, the light system, a heating system) of the hybrid lighting system. A further advantage is that during manufacturing there is no need for isolated sets of electrical wiring, junctions and terminations. Furthermore, technician's supporting a DC system would require less training and troubleshooting may be minimized.

[0180] In this case, the system also comprises a trailer base or skid base 12 supporting a body 13, to allow the lighting system to be moved. The base 12 may be a mobile trailer base that allows the system to be moved to a desired location behind a vehicle or be a skid type base common in the oil and gas industry that allows the system to be moved with an industrial loader or fork lift onto and off a flat-bed truck.

[0181] The lighting system may also be configured to derive or capture renewable energy via a renewable energy system, which in this case, is a solar power system 16. The system may also comprise a heating system 26, which may be comprised of one or more individual heating systems. Heating system 26 may comprise one or more of: an ICE heating system, a battery bank heating, a fuel heating system (not shown). In this case, the system also comprises an intelligent control system (ICS) 28, where the ICS may comprise one or more sensing and/or controlling devices working together to manage system energy.

[0182] The light tower, in this case, is moveable between a collapsed position (see FIGS. 1-3 for example) for storage and transportation and an erected position (FIGS. 4, 4A, 4B and 5 for example), when the system is in use.

[0183] The design and operation of the light tower and associated systems are described in greater detail below.

Power for AC Loads

[0184] The hybrid lighting system may comprise an AC/DC inverter. The AC/DC inverter may be configured: to simultaneously receive direct current power from the connectors of a direct current power generator and/or the battery storage system 30; and to provide an alternating current power supply from the received direct current power source. This may allow AC to be drawn from the generator and/or battery. In some configurations, this may allow multiple power sources to simultaneously provide power to an AC supply (e.g. if the renewable energy source were also connected to the connectors of the direct current power generator). The multiple power sources may comprise a combination of one or more of: a renewable DC energy source; the battery storage system; and the direct current power generator.

[0185] By powering AC loads (e.g. auxiliary loads via one or more AC power sockets) from the battery (via the AC/DC inverter), the ICE need not be run in order to provide AC power. This may reduce engine run time. Furthermore, by powering AC loads via the battery (and/or renewable energy sources), the maximum power demand on the ICE may be better controlled. For example, in a system where the ICE is configured to drive an AC generator which is configured: to provide power to charge the battery (via a AC/DC rectifier); and to provide power for auxiliary AC loads, the ICE and AC generator should be sized to provide enough power for all of the loads simultaneously or be configured to actively limit the proportion of power delivered to the battery when an auxiliary AC load is being used. In the present case, the maximum power required may correspond to the power required to charge the battery, because if an auxiliary load is turned on, DC power is automatically diverted from charging the battery to powering the AC load.

[0186] The hybrid lighting and energy management system may be configured to transmit power between the various components as DC.

Mast 27

[0187] In this case, the mast 27 is attached to the base 12 for supporting the light system 14 and an optional wind turbine 20. In some embodiments, there may be more than one mast for separately supporting the lighting system and wind turbine, however for the purposes of this example, the lights 14 and wind turbine 20 (where included) are supported on a single mast.

[0188] The mast, in this case, can be moved between an extended and retracted position (e.g. via telescoping means) for transportation purposes and/or to adjust the height of the mast. It will be appreciated that in other embodiments, the mast may also pivot between a vertical and horizontal position for ease of transport and storage for some configurations. The mast may be erected using a series of cables and an appropriate motor system to progressively extend sections of the mast.

[0189] In some embodiments, connected to the mast is a proximity switch, limit switch or other such switch or sensing device also connected to the system such that certain components of the ICS become deactivated while the mast is in its retracted position, such as the mast position during transport. The automatic deactivation of a PLC, PCB and/or ICE autostart function from occurring, in response to the mast retraction, prevents the system from self-starting while in transport and/or storage without the need for the operator to perform the additional step of system deactivation. This therefore limits human error from contributing to system mismanagement or harm.

[0190] In other embodiments the lighting system may have an in-use configuration (e.g. where the ICE provides power to the generator which in turn provides energy to the battery and/or light systems), and a transport configuration (e.g. where the ICE is turned off, or where the ICE is enabled to provide locomotive power to move the lighting system). It will be appreciated that a control system may be configured to change the lighting system between the in-use configuration and the transport configuration based on user input and/or detecting whether or not the mast is in its retracted position.

[0191] Some embodiments may be configured such that the AC/DC inverter is activated and made available for use when the mast is raised (or otherwise placed in an in-use configuration). In other embodiments and configurations the inverter can be activated or deactivated by a switch. The switch may be a limit switch configured to the receptacles or a simple on/off switch controlled by an operator. This may be advantageous so that in its resting state the inverter doesn't draw unnecessary power from the battery bank. This ensures fuel is not consumed without a direct operational purpose. When an operator wishes to use the receptacles a switch then activates the inverter.

[0192] In other embodiments, the mast position is configured to move between two (or more) proxy switches configured to allow power to the system or place it in sleep, storage or transportation mode. In this case the mast raise and lower switch is connected directly to a battery. The rest of the system is connected to battery or other power though a relay. This way the mast can be raised when the system is not powered. In this way, by raising the mast the system is provided power:

[0193] To take the system out of sleep or transport mode, in this case, the mast must be raised. Once the mast clears proximity switch 1, the system will activate and automatically default to auto mode. Proximity switch 1 will also put the PCB in sleep mode when the mast is then lowered to its retracted, storage, transport position.

[0194] Proximity switch 2 is in place to detect the mast height extension. Once the proximity no longer detects a ferrous material, or otherwise detects that the mast is up, the PCB will deactivate the mast up button.

[0195] Both proximity switches have been configured to be fail-safe.

[0196] Sleep mode, in this case, removes power from the inverter, PCB, LCD, light and engine. The clock in the PCB may be maintained by internal battery.

Light System 14

[0197] Referring to FIG. 1, the light system 14, in this case, includes a light attachment member 14a connected to the mast 27, and one or more lights 14c (e.g. light panels) mounted to the light attachment member 14a. The angle and orientation of the lights may be automatically and/or manually adjustable. To adjust the angle, the lights may pivot about the light attachment member. The light attachment member may also pivot or swivel around the mast to effect the orientation of the lights.

[0198] It will be appreciated that the light system may comprise one or more DC lights configured: simultaneously to receive direct current power from the battery storage system and/or the direct current power generator; and generate light directly from the received direct current power. The lights may comprise LEDs (e.g. LED panel lights) which may be configured to use DC power. By using DC power, it will be appreciated that the need for an inverter and/or rectifier between the direct current power generator and/or battery storage system may be mitigated. In cases where the DC lights are configured to use a different voltage to that provided by the direct current power generator and/or battery storage system, it will be appreciated that the DC lights may be configured on a lighting circuit such that the voltage supplied to each DC light is provided with the appropriate voltage. For example, the DC lights may be configured in a combination of series and parallel circuits.

[0199] Other methods of controlling the voltage may also be used. For example, the hybrid lighting system may comprise one or more DC-to-DC converters to convert the DC power (e.g. power generated: by the direct current power generator; by the battery storage system; and/or by a renewable energy system). A DC-to-DC convertor may comprise one or more of: a switched-mode convertor such as a boost converter, a step-up converter, a buck convertor or a step-down convertor; and a linear regulator. It will be appreciated that using a switched-mode convertor may be more efficient than using a linear convertor. A DC-to-DC converter may be an inverting or non-inverting converter depending on polarity of the output relative to the polarity of the input. A DC-to-DC convertor may be configured to convert a DC power input directly into a DC power output (i.e. without converting to AC in an intermediate stage). It will be appreciated that the DC power output of a DC-to-DC convertor may have different properties than the DC power input (e.g. one or more of: different current; different voltage; and different polarity).

[0200] It will be appreciated that some embodiments may be configured to convert a DC power input indirectly into a DC power output via an alternating current stage.

[0201] The hybrid lighting system may comprise a DC smoothing circuit configured to smooth pulsed or varying DC current to smooth DC (i.e. direct current with a substantially constant current and/or voltage). The DC smoothing circuit may be configured to smooth direct current produced by a DC power generator. A DC smoothing circuit may comprise a reservoir capacitor configured to store charge when the direct current is higher and releases the stored charge when the direct current is lower.

[0202] In some embodiments, the intensity of the lights can be adjusted automatically and/or manually. This may be achieved by one or more of: adjusting the intensity of some of the lights; adjusting the intensity of all of the lights; and turning on or off some of the lights. The lights will typically operate with 12-96 volts; however it may be advantageous to use a light voltage of 24-48 volts to reduce line losses.

[0203] A control system may configured to control the power delivered to the lighting system based on the state of charge and/or voltage of the battery in response to determining that the ICE is not available (e.g. if the ICE has been manually disabled, if a fault in the ICE is detected and/or if the conditions, such as temperature conditions and/or timing conditions, for starting the ICE have not been met). For example, if the ICE has been manually disabled but light is required, the power supplied to the lights may be controlled by reducing the current supplied to the lights based on a measured voltage supplied by the battery. In this way, light may be provided for a longer time than if the initial current were maintained until the battery voltage was no longer sufficient to power the lights. By controlling the lights in this way, the duration of lighting may be extended. This would allow a smaller battery bank to be used without sacrificing the duration of lighting available when only the battery is available (e.g. in the event of an ICE failure). LEDs are particularly suited for this application as they may be configured to be dimmable and have low power consumption.

[0204] The power rating of the total system lights may range from a few hundred watts to several thousand, depending on the need or the offset lighting comparison. By way of comparison, if a typical standard light tower system consumes 4,000 watts, an equivalent LED lighting system may have a 700-1500 watt rating.

[0205] The lighting system may also include a light sensor (e.g. a photoresistor/photocell 36b as shown in FIG. 13) that can be utilized to sense ambient light levels and automatically power all or some of lights on or off at pre-determined threshold points. Similarly, the lighting system may be configured to adjust (e.g. decrease or increase) the light intensity based on the sensed ambient light level.

Renewable Energy System

[0206] The hybrid lighting system may comprise a renewable energy system operatively configured to generate electrical power from renewable energy. For example, the at least one renewable energy system is configured to generate power from any one of or a combination of solar power and wind power.

[0207] The at least one renewable energy system is configured to generate direct current power directly from the renewable energy. It will be appreciated that many renewable energy systems are particularly suited to generating DC current. For example, solar photovoltaic (PV) panels produce DC power.

Solar Panels

[0208] In the preferred embodiment the solar panel system 16 includes one or more arrays of solar panels 16a, 16b configured to the body 13 with appropriate mounting systems, hinges, lifting mechanisms and/or scaffolding. As shown in FIG. 1, the system has two arrays of solar panels 16a, 16b, each comprised of a number solar panels mounted on opposite sides of the body. Generally, the photo-active side of each solar panel is facing outwards when the solar panels are retained against the body.

[0209] As shown in FIGS. 6 and 7A-7C, the solar panels 16a, 16b can pivot with respect to the body 13 about a horizontal axis via a pivot member 16c between a fully retracted position a), a fully extended position d) and intermediate positions b) and c). In some embodiments, the solar panels may be pivoted and locked at set increments, e.g. every 10 degrees, between positions a) and d) by various support and locking systems as known to those skilled in the art. In some embodiments, the system includes one or more actuators 17 that enable the operator to manually extend and retract the solar panels to any desired angle.

[0210] In a preferred embodiment for cold weather climates, opposite sides of the trailer body 13 are at an angle with respect to vertical in order to reduce snow accumulation on the trailer body and the solar panels when they are in position a) and to enable orientation to a low sun angle to the horizon in high latitude climates. The optimal snow deflection angle for 0 is approximately 15, however in other embodiments the angle may be from 0 to 45. FIGS. 6 and 7A-7C illustrate the solar panels as being pivotable approximately 150 between position a) and position d) which represents the desired orientation range for most deployments. In other embodiments, the solar panels may be pivotable more or less than 150 if required or preferred for a particular deployment.

[0211] Referring to FIGS. 7A, 7B and 7C, various orientations of the first and second solar panels 16a, 16b are illustrated to demonstrate how solar energy can be most effectively captured based on the angle of the sun relative to the horizon. In high latitude climates, in the winter months, in the northern hemisphere, FIG. 7B may be the desired setup due to the reduced daylight hours in which the sun appears to hug the southern horizon. During these times snow fall would not accumulate on the solar panels due to the angle of the solar array. Further, in this embodiment, the angle of the body 13 preserves the life of the actuators or pistons that position the arrays. During setup, the body 12 will be oriented in an east/west alignment such that one side of the body containing an array of solar panels will be oriented to the south (in the northern hemisphere). Thus, a first side 13a of the body containing solar panels 16a would be facing south. A second side 13b of the body would therefore be facing north.

[0212] FIG. 7A shows both solar panels 16a, 16b in a storage and transportation position a). FIG. 7B shows the solar panels 16a, 16b, accordingly, in positions a) and d), used to most effectively capture energy from the sun's rays 17 when the rays are at a low angle to the horizon, such as at high latitudes (generally 50 or above) and/or in the winter season. FIG. 7C illustrates the solar panels 16a, 16b, accordingly, in positions b) and c), used when the sun's rays 17 are at a higher angle to the horizon, such as at mid-latitudes or in the summer season at high latitudes. As such, in some embodiments, the operator will, based on the knowledge of the latitude and time of year, deploy the solar panels such that the solar panels are oriented at an angle as close to 90 degrees to the incident light as possible. In the winter months, when the sun is low to the horizon over the entire day, generally little or no adjustment of the solar panels would be required during the day. During longer days, it may be preferred to set the solar panels for the mid-morning and mid-afternoon sun angle such that the average incident angle during the course of the day is close to 90 degrees.

[0213] In another embodiment, the solar panels may be mounted to a solar sensing device such as a solar tracker 36b (FIG. 13) that will automatically orient the panels to the optimum position, throughout the day, week or month that allows the greatest solar input to the system. A solar tracking system may also be integrated with a GPS database as described in greater detail below to dynamically move the panels based on geographical location and time of year.

[0214] Various solar panels may be deployed as known to those skilled in the art. For example, the system may include 2 arrays containing 4 to 12 panels with a 100 watt rating each. In other embodiments there may be 1 or more arrays with solar panels rated for 100 to 500 watts each. Solar panel footprint, shape and power rating will consider any or all of the following: a calculation of solar availability, ICE size, load drawn by the LED lights, energy management methods, ICS function and/or acceptable levels of annual fuel consumption, among other factors. Typically, the smaller the solar footprint and greater the LED draw, the more fuel must be consumed.

Wind Turbine

[0215] In one embodiment shown in the figures, a wind turbine 20 is configured to the body 13 to capture wind power for the light tower system 10 (see FIGS. 4A, 4B, 5A, 5B and FIGS. 8-11. The wind turbine preferably includes a shaft 20c that is telescopically connected to the mast 27 to enable the wind turbine to move between an erected position as shown in FIG. 8 and a retracted position as shown in FIG. 11.

[0216] Referring to FIG. 8, the wind turbine 20 comprises a rotor 24 connected to a supporting member 20a, the rotor having a hub 24a and blades 24b that rotate in the wind with respect to the supporting member. The supporting member is connected to the shaft 20c via a yaw bearing or similar device that allows the supporting member and rotor to swivel around the shaft. A wind vane 20d connected to the supporting member causes the rotor to orient itself with respect to the shaft to most effectively capture wind energy based on the current wind direction. The wind turbine includes the necessary components and circuitry to convert wind energy into electricity, including an electrical generator, gearbox, control electronics, etc. (not shown). It will be appreciated that the wind turbine electrical generator may comprise a direct current power generator configured to generate direct current power directly from the mechanical energy generated by the wind. This may be advantageous for charging the battery and/or providing DC power to any DC loads (e.g. the lighting system and/or any external DC loads).

[0217] The wind turbine includes a number of features for easy and/or automated and/or one-touch deployment and retraction. These features are best shown in FIGS. 8 to 11, as the wind turbine moves from full extension (FIG. 8), to full retraction (FIGS. 9-11).

[0218] Referring to FIGS. 8 and 9, the retraction/deployment features include a guide rod 50 and an angled plate 52 having a slot 54 for receiving the guide rod to prevent the wind turbine from swiveling while in the retracted position. A top end 50b attaches to the rotor and the plate 52 is attached to the mast 27. When the shaft 20c is retracted within the mast, a bottom end 50a of the guide rod contacts the angled plate and causes the supporting member 20a and rotor 24 to swivel such that the guide rod enters the slot 54. When the slot receives the guide rod, the supporting member and attached rotor are directed to and locked in a specific orientation, such as a front-facing orientation, preventing the wind turbine from swiveling during storage and transportation. A spacer 52a or other appropriate securing means is fixed to the mast below the slot and plate for receiving, guiding and providing stabilization for the bottom end 50a of the guide rod as it exits the underside of the slot 54.

[0219] Referring to FIGS. 10 and 11, the wind turbine also includes at least one bumper 56a for preventing the rotor from rotating when the wind turbine is in the retracted position and for providing protection to the blade. The at least one bumper is preferably fixed to the angled plate such that when the shaft 20c is retracted and the guide rod 50 received in the slot 54, one of the blades 24b contacts the bumper 56a, preventing the blade and rotor from rotating. The bumpers are preferably made of rubber or another absorbing and cushioning material in order to absorb shock and prevent damage to the blades during retraction of the wind turbine and during storage and travel.

[0220] The wind turbine retraction/deployment components, specifically the guide rod 50, plate 52, slot 54, and bumper 56a, allow for automatic and easy retraction and deployment of the wind turbine. In this embodiment, it is not necessary for an operator to manually rotate and secure the swiveling windmill and rotatable blades during retraction of the wind turbine, as this is done automatically by the action of collapsing the telescopic mast 27. Similarly, during deployment of the wind turbine, it is not necessary for an operator to manually release the retraction/deployment components, as this is also done automatically.

Deployment and Retraction of System

[0221] As configured, a user will deliver a light tower system 10 to a site and orient the trailer or skid, in an appropriate direction for solar energy capture. Typically, either the first side 13a or the second side 13b of the trailer body will be oriented facing south (when deployed in the northern hemisphere). The solar panels and lights 14c are oriented as desired at the site either before, during or after erection of the mast. The wind turbine 20, if present, is released as the mast 27 being extended.

[0222] Importantly, in a preferred embodiment as shown in FIG. 16, the system has a control panel 100 for interfacing with the operator and that allows the operator to deploy and activate the system with minimal time and a limited number of physical touches. In some embodiments, the control enables an operator to deploy the system with as few as 3 touches. Advantageously, a 3-touch user control interface system integrated with system components including ICS components, which in some embodiments may include a PLC with pre-set internal logic, minimizes the risk of human error in deploying the system with could cause inefficient operation and/or cause damage to the system. That is, to deploy the solar panels, the control panel includes a first pair of toggle switches 100a and 100b to allow the operator to lift each solar panel to a desired angle (first touch). A second toggle switch 100c causes the extension of the mast (second touch) and a power switch 102 is activated to place the system in an automatic run mode, off mode or manual ICE mode (third touch) explained in greater detail below.

Internal Combustion Engine (ICE)

[0223] The ICE 32, including the necessary associated electronics, direct current power generator and fuel tanks, may be located on the trailer body 13, and is preferably contained within a covered frame 18 to provide weather protection to the engine. The ICE provides energy to: charge the battery bank, power the lighting system and/or generate power for an auxiliary energy draw as needed and as controlled by the ICS 28. In one embodiment the ICE is a diesel-fuel engine which may include a separate starter battery 33 for starting the ICE. While diesel fuel is a preferred fuel for off grid applications, other fuels (e.g. petrol) may be utilized depending on the ICE. The ICE may be rated to over 5 kW (e.g. 8 kW-15 kW).

[0224] In various embodiments and particularly for cold climates, the ICE includes a heating system (comprising temperature sensors and a heating element) that operates to maintain the temperature of the ICE in an operating range such that the ICE can start reliably when needed in cold temperatures, without having to keep the ICE idling simply to maintain engine warmth. That is, a heating system may be operatively connected to the ICE and/or a control system for heating the ICE when the ICE is off or heating the ICE prior to the ICS sending a start command to the ICE.

[0225] The hybrid lighting system may comprise a grid power connector configured to perform one or more of: connecting the hybrid lighting system to a power grid (e.g. a local DC power grid or national power grid) for receiving and delivering grid power to the light system and/or an external load; and connecting the hybrid lighting system to a power grid (e.g. a local DC power grid or national power grid) for providing power to the grid generated by the hybrid lighting system (e.g. via the ICE and DC generator and/or one or more renewable energy systems).

[0226] Various heating systems can be designed with various functionalities as described below.

[0227] In some embodiments, a heating system pre-heats the ICE and/or fuel or fuel delivery system in response to a start command given by the operator or by the ICS.

[0228] In some embodiments, when an ICE start command is desired and/or signaled, the ICS may, based on the ambient temperature, ICE temperature, fuel temperature, climate or time of year, delay sending the start command to the ICE, instead sending a start command to a heating system allowing the ICE and/or the fuel or fuel delivery system to preheat for either a set time period or a predetermined temperature threshold, at which point when either is reached the ICS or the operator would then send an off command to the heating system and a start command to the preheated ICE.

[0229] The ICS may be configured to turn the ICE on and off throughout the entire day and/or night as needed to maintain an optimal ICE temp range, particularly in cold climates to ensure the ICE is always on-call should an operator need to run the ICE in manual mode to produce ancillary power. This operation would pulse the engine and/or the battery bank with electric power and/or thermal heat resulting in a reduced need for an ICE heating system such as an ICE coolant heater or block heater.

[0230] In some embodiments, a heat exchanger 44 captures and recycles heat generated by the ICE while it is running. In another embodiment the ICE powers electric heat and/or electric cooling devices, such as a fan, to various system components while running.

[0231] In some embodiments the ICE schedule is controlled by components of the ICS such as timers that can be manually set (for a 24 hour cycle or period) by an end user (worker). In another embodiment the ICE schedule is controlled by a programmable logic controller (PLC) or PCB software coding that does not allow for the end user (worker) to adjust the schedule at a worksite. In other various embodiments the ICE schedule is controlled by any combination of timers and PLC. All of the above may be integrated with an ICE autostart or similar functionality provided by a PLC or PCB.

[0232] A consideration when choosing the size of the ICE to be used is maximum load for an operator and/or the size of the size and type of the batteries. In a typical deployment, the ICE is sized to power an 8-20 kW generator which sufficient to power most ancillary loads. In some embodiments, a heat exchanger 44 captures and recycles heat generated by the ICE while it is running.

Battery Storage System

[0233] The battery storage system 30, which may or may not comprise a ICE starting battery (ISB) 33, is, in this case, situated on the body 13 within the enclosure 18 and is configured to receive and store energy generated from the solar power system 16, the wind turbine 20 (if present), grid power (if available) and/or the ICE 32. The battery storage system and/or ISB is configured to release the energy to power the lighting system, and/or various components of the ICS and system.

[0234] Importantly, the voltage and current ratings of the battery storage system are designed in conjunction with the overall energy performance of the system and with a primary objective of improving the efficiency of fuel consumption for a particular operational situation.

[0235] The voltage rating of the battery storage system will typically be designed with a voltage between 12-96V, but preferably between 24 volts and 48 volts, to avoid system power losses due to line loss and to easily integrate with off-the-shelf system components. For example, one embodiment may comprise 8 3.2V lithium ion cells wired in series to give an output voltage of 25.6V. Another embodiment may comprise 8 6V lead-acid batteries wired in two parallel strings of four batteries to give an output voltage of 24V. In some embodiments the battery storage system is sized to 800-900 amp-hours. In other embodiments the battery storage system is sized between 200-1600 amp-hours.

[0236] The total current rating of the battery storage system will be chosen in conjunction with the lights, the battery storage system and desired method of battery utilization.

[0237] The battery storage system may comprise a 12 volt lead-acid battery (e.g. similar to those commonly used to start an ICE). The 12 volt lead-acid battery may be used as an ICE starting battery.

[0238] The battery storage system may comprise a lithium ion battery configured to store electrical power from the ICE. The battery storage system may comprise one or more batteries (e.g. Lithium ion batteries) configured to be able to store power from a charging current with a magnitude which is equal to or greater than that of the maximum battery output current. For example, a 400 amp-hour 24V lithium ion battery bank may be charged with 400 amps (i.e. a 1 C rate) resulting in a 1 hour charge. Indeed, some lithium ion batteries may be configured to accept charging currents which are multiples of their 1 C rate (e.g. the maximum charging current may be up to five times the 1 C rating). For example, a lithium ion 400 Amp-hour battery may provide an output of 400 amperes for 1 hour when discharged at 1 C. Such a lithium ion battery may be configured to be charged at over 1 C. For example, such a battery may be charged at 2000 A (corresponding to 5 C) resulting in the charge time being a fifth of the 1 C charge time (12 minutes at 5 C rate compared with 1 hour at 1 C rate). Increasing the charging rate reduces the runtime of the ICE.

[0239] In contrast, some batteries (e.g. AGM batteries) can only be charged with 10-25% of the battery bank current rating (e.g. at between 0.1 C and 0.25 C rate) which means that the ICE must run for a longer time to charge the batteries.

[0240] Lithium ion batteries may have a larger useable SOC then other batteries (e.g. a larger range of SOC within the bulk charging phase). For example the bulk phase of a Lithium ion battery may be between 10% and 90% state of charge. Lithium ion batteries may be more efficient at storing charge. That is, a greater proportion of the charging energy may be recovered from the battery. Using such batteries may reduce ICE run time.

[0241] In some embodiments the ISB is used to power the heater 26a, the mast, the solar wings and/or components of the ICS.

[0242] The battery storage system in some embodiments comprises a battery bank. The battery bank may comprise 400 amp LiFePO.sub.4 battery bank having a battery management system. The Battery Management System (BMS) may comprise a load controller (e.g. a cell loop) configured to activate a contactor to remove loads and/or battery charging in certain conditions, for example when the battery bank is frozen in which case its not ideal to charge.

[0243] An embodiment of a battery bank may comprise 83.2v 400 ah LiFePO4 in series for a 24 volt nominal 400 ah bank. Each cell is individually monitored for LVC and HVC (Low Voltage Cutoff and High Voltage Cutoff). In this case, if any cell goes beyond LVC 2.75 volts or HVC 3.625 volts, any individual monitor may break the continuous signal loop that will trigger a contactor to open to prevent battery damage and/or thermal runaway.

[0244] In some embodiments, parallel with a contactor is a 400 amp diode to allow lighting and battery discharge after cold battery bank signal has opened the contactor. This may allow a draw on the battery bank but does not allow it to charge until its temperature increases above a low temperature threshold, for example 2 C. or above freezing. The diode rating may correspond to the battery current rating.

Battery Heating System

[0245] The hybrid lighting system may comprise a battery heating system operatively connected to the battery storage system for heating the battery storage system to maintain the battery storage system within a temperature range.

[0246] The battery storage system may comprise thermally insulated batteries.

[0247] The hybrid lighting may comprise a heat exchanger connected to the ICE for capturing and recycling heat released from the ICE for warming the battery storage system and/or the ICE.

[0248] For cold climate deployments, the system will preferably include at least one battery heating system 30e (shown in FIG. 13) to improve the efficiency of operation of the system batteries. By maintaining battery temperature within a preferred range, both SOC efficiency and cycle life can be improved. The battery heating system may be any one of or a combination of an electrical heating system such as an electrical element or battery blanket, compartment insulation that insulates the batteries from the exterior allowing the thermal heat from charging to remain in the battery compartment without the need for external heat input and/or a coolant heating system that circulates ICE engine coolant around the batteries. In warmer climates, the system may be configured to include a ventilation system including a fan to assist in ensuring that the battery temperatures do not exceed recommended operating temperatures. Each of the heating systems will use appropriate AC or DC power managed through the ICS.

[0249] A battery heating system FIG. 19a-19c may comprise one or more thermally conducting plates 1982, the thermally conducting plates being configured: to be in contact with or close proximity to the batteries 1980; and to receive and disperse heat from a heating element 1981. The thermally conducting plates may comprise a metal plate. The metal of the metal plate may comprise, for example, aluminum or copper. A thermally conducting plate may comprise thermal paste sandwiched between two metal plates (e.g. comprising aluminum) and/or between the plate and the adjacent battery. Thermal paste may comprise a polymerizable liquid matrix and large volume fractions of electrically insulating, but thermally conductive filler. Matrix materials are epoxies, silicones, urethanes, and acrylates. Aluminum oxide, boron nitride, zinc oxide, and/or aluminum nitride may be used as fillers.

[0250] The heating element may comprise a ceramic heater. The ceramic material may be semi-conductive such that when voltage is applied to it, the power decreases as it reaches a certain temperature according to the particular composition of the ceramic. This may allow the temperature of the ceramic heating element to be self-regulating.

[0251] In a typical system, a battery storage system is maintained in an optimal operating temperature range typically in the range of 5-25 C.+/10 C.

[0252] In some embodiments the battery heating system may comprise Aluminum plates ( in thickness) placed in between each battery (e.g. 10 in total). The plate may comprise a 25-watt ceramic heater. The ceramic heater may be placed in a gap (e.g. ) that is filled with thermal paste.

[0253] The heater may be powered with the 12v battery but can also be powered by 24v if needed.

[0254] The heater may be controlled by the controller as follows: [0255] Step 1: If the battery bank temperature drops below a lower temperature threshold (e.g. 5 C.) a relay enables connection of the ceramic heaters to a voltage supply thereby enabling heating. [0256] Step 2: The ceramic heater will continue to heat the aluminum plates until the battery core temperature reaches a higher temperature threshold (e.g. 20 C.). [0257] Step 3: heaters are turned off via relay when the higher temperature threshold is reached.

Intelligent Control System (ICS)

[0258] As shown in FIGS. 12 and 13, schematic diagrams of an intelligent control system or controller in relation to other components of the system are described in accordance with one embodiment. The ICS 28 receives inputs from ICE power 32, battery bank 30 and/or grid power 40. Other power inputs can include one or more renewable energy systems including solar 36 and/or wind 34 renewable energy systems.

[0259] In this case, the ICS controls power input to the light system 14 for lighting and to the battery storage system 30 as well as power output from the battery storage system. The ICS may also regulate the heating system 26 to turn it on or off when the ICE and/or battery storage system reach certain temperature thresholds or based on programmable timing. Importantly, the ICS (or control system) may be either a single component including various processors and sensors or may be an amalgamation of multiple components with various processor and sensors. In FIGS. 12 and 13, for the purposes of illustration, the ICS is described as a single component but it is understood that collectively the ICS can be configured as multiple integrated components, such as a Programmable Logic Controller (PLC) and/or PCB and/or ICE autostart controller and/or time clock (timer) controller, and/or voltage monitor/controller and/or battery chargers 30f (e.g. comprising DC-to-DC charge controllers) with appropriate algorithm based controller and/or solar charge controller, where functional intelligence is distributed between different components.

[0260] The control system may comprise means for: [0261] a. monitoring a current state-of-charge (SOC) within the battery storage system; [0262] b. turning on the ICE to generate electrical power when the current SOC is below a lower SOC threshold or based on an operator programmed start time; [0263] c. turning off the ICE when battery power is above an upper SOC threshold or when an operator programmed runtime has been achieved; [0264] d. directing ICE power to charge the battery system between the lower and upper SOC thresholds or operator programmed runtimes; and/or [0265] e. directing ICE or battery power to the light system if required;
wherein the control system controls charging of the battery storage system in order to reduce ICE runtime and/or fuel consumption by prioritizing charging of the battery storage system between the upper and lower SOC thresholds

[0266] The control system may comprise a battery charging algorithm. The battery charging algorithm may define upper and lower SOC thresholds corresponding to the bulk stage of the battery charging. Bulk stage, bulk charging or bulk stage charging may be defined in one embodiment as the DC generator providing a 1 C charge to the battery bank and/or the SOC or SOC range within a battery, for example a lithium battery. In other various embodiments bulk stage, bulk charging or bulk stage changing may refer to a heavier amp charging condition within a multi-stage battery charging algorithm and/or relate the SOC or SOC range within a particular battery type. The battery charging algorithm may be configured to initiate charging of the battery storage system at a lower threshold within the bulk stage of the battery charging and/or cease charging of the battery storage system at an upper threshold within the bulk stage of the battery charging. That is, this charging cycle would begin and end within the bulk charging phase of the battery. This may increase the efficiency of the lighting system because the ICE may only be turned on to charge the battery storage system at times when the SOC of the battery storage system is such that the battery storage system is particularly receptive to being charged.

[0267] In addition, and particularly in a harsh or cold-climate deployment, the management of available renewable energy may be adapted to control heat flow to enable more efficient operation of the system. In particular, as described above, capturing heat and/or minimizing the loss of heat from the system can have a significant effect on battery SOC and overall battery efficiency. In some embodiments, as shown in FIG. 12, the system comprises a battery storage system which may include an ICE starter battery 33. As battery efficiencies generally drop as temperatures drop, in this embodiment, the system comprises a battery heater which is, for example, configured to circulate heat from a coolant heater and/or ICE to the battery storage system and/or starter battery to keep it within a preferred operating temperature range for as much time as possible. In another embodiment, the ICE is configured with a heating blanket or elements that heat the battery storage system when the ICE is running. In another embodiment, an enclosure lined with insulation is sufficient to maintain desired battery temperatures where the thermal energy from charging creates or maintains the enclosure temperature.

[0268] As shown in FIG. 12, this embodiment comprises an inverter which is configured to draw DC current from the ICE with DC generator and/or the battery bank. The inverter converts this DC power to AC power for provision to AC auxiliary loads 42b.

[0269] Further still, the exhaust system of the ICE may also be provided with a heat exchanger 44 that captures heat from the exhaust system that is channeled or directed to the battery storage and/or ICE batteries and/or ICE engine block.

[0270] As shown in FIG. 13, the ICS 28 may receive inputs from a number of sensor inputs to enable effective energy management within the system. In some embodiments, the ICS will monitor auxiliary loads (in the form of DC loads 42a or AC loads which are powered via inverter 35). In some embodiments, the ICS will monitor available wind voltage 34a and solar voltage 36a from the renewable energy systems and/or available grid voltage 40a. The ICS will generally be looking for power sources based on current load demands or time of day. In some embodiments, if there is a lighting load demand, the ICS will initially look to provide that power by available wind power if available. If wind power is not available, the ICS will look to the battery storage system while the battery system has available power above a threshold value. If battery power is below a threshold SOC, the ICS will look to the ICE and/or DC generator for power.

[0271] Typically, the ICE will power the DC generator which in turn will charge the battery storage system and/or ISB while simultaneously providing power to the lights and/or other loads such as heaters, PLC, sensors, etc. As described in greater detail below, the ICS will generally control operation of the ICE to reduce fuel consumption and increase battery performance and cycle life. However, it should be noted that the system may enable an operator to keep the ICE operating as long as there is a load draw requiring the ICE to operate. In some embodiments, when the load is removed, the ICS will typically run the ICE to ensure the battery bank has a desired SOC charge in which case the ICS will signal the ICE to auto-off. In another embodiment the operator can manually turn the ICE off once the need for ancillary power has been filled.

[0272] The DC generator and ICE may be chosen to improve battery charging performance and to be better integrated with the system. For example, the attributes of the DC generator and ICE taken into account may include the power output of the engine and the charging rate of the generator (e.g. the maximum current from one generator may be 425 A).

[0273] In one embodiment, the DC generator works with a Kubota D902 ICE at 3600 RPM or a Kubota D1105 at 1800 RPM producing 8000 watts up to 32 volts.

[0274] The apparatus may be configured to have a maximum charging voltage (e.g. 28.9 volts) and to begin charging at a lower charging threshold voltage (e.g. 25 volts which may correspond to 50% SOC).

[0275] The generator may be configured to provide different voltages at different current. For example, the generator in this embodiment is tuned to 31.5 volts at 300 amps on a load bank. With a load using the battery bank at 25.3 volts the alternator is then tuned to 325 amps.

[0276] In this case, the battery bank is charged at the full 8000 watt capacity till the voltage of 28.5 is reached to allow for battery capacity fluctuations and inconsistencies in battery balancing.

[0277] In some embodiments, battery temperature 30d will preferably be monitored to ensure that the battery temperature is maintained within a preferred operating range. On the ICE, the ICE may be provided with an engine block temperature sensor 32b, an ICE oil pressure sensor 32c, a fuel level sensor 32d and/or an exhaust temperature sensor 32e. Each of these sensors provides general information about the operation of the ICE for maintenance and performance monitoring.

[0278] In addition, the ICE starting battery system, and/or ISB and/or battery storage system 33 may be provided with a battery voltage sensor 33b, 30b, and/or a battery temperature sensor 33c, 30c to provide both maintenance and performance monitoring. The heat exchanger 44 will typically be configured with appropriate sensors 44a, 44b to monitor the ambient temperature of air entering the heat exchanger and exiting the heat exchanger to the ICE compartment. That is, the ICS will monitor the performance of the heat exchanger to ensure that it is providing a net benefit in overall heat management.

[0279] The heater system 26, such as a coolant heater system, may be configured with appropriate sensors to monitor fuel level 26e, coolant level 26f and/or coolant temperature 26g. These sensors provide general information about the operation of the coolant heater system and allow for monitoring of its performance. An ICE heater system may comprise a coolant heater, fuel heater, engine block heater or other ICE heater.

[0280] In some embodiments, in response to the ICS detects that battery systems and/or ICE temperatures are dropping below threshold levels, the ICS may be configured to automatically turn on the coolant heater 26a (e.g. to run for a period of time to ensure that the system remains at a preferred temperature). In extremely cold weather conditions this auto on/off may occur several times throughout the day and/or night in order to maintain a minimum threshold system temperature. In another embodiment the ICS may turn on the coolant heater 26a to preheat the ICE when the ICE is to be given the on command. In this example the ICS would delay the ICE start by an appropriate time during which the coolant heater 26a would preheat the ICE. In another embodiment the coolant heater 26a may be directed by the ICS to preheat the ICE based on timers and/or time coding, rather than temperature.

[0281] In other embodiments, if the ICS detects that battery systems and/or ICE temperatures are dropping below threshold levels, the ICS may automatically turn on the ICE throughout the day and/or night for intervals sufficient to maintain a temperature range that ensures the ICE will reliably start. As discussed below in relation to efficient battery charging, periodic charging and discharging cycles improves the overall efficiency of the system.

[0282] In some embodiments, the ICS may include a photocell 36b to enable the ICS to automatically turn the lighting system on or off if automatic operation is desired.

[0283] In some embodiments, the system will also monitor auxiliary load current 42a and lights current 14e for calculating power usage rates.

[0284] The ICS may be configured control the schedule of the lighting system. This may be accomplished by a PLC or PCB coding and/or timers. The ICS may be configured to allow for an end user to manually control the timing of the lighting system and/or the ICE for 24 hour cycles. For example the user may enable a timer to turn the lighting system on and off each morning and evening consistent with the local sunrise and sunset times. The ICS may comprise a second timer configured to allow the end user to program the timing such that the ICE and lighting system turn on and off daily at the same time or at different times as required by the end user.

[0285] In another embodiment a separate timer may be employed allowing the end user to set the timing of a heating system 26a, the lighting system and/or the ICE in a manner suitable to the geographic location and local weather conditions. For example in cold northern climates the system may be designed in such a way that the end user may choose to set timers that permit the heater 26a to turn on 15 minutes before sunset so that at sunset when the light and ICE timers permit them to start, the ICE has already been preheated and the ICE can start reliably without operator involvement. The above are examples and it should be understood that the various timers that make up the ICS can be set in numerous ways that result in desired ICE, lights and heater start and stop times. In a preferred embodiment, for a specific geographic region, a PLC may be employed and programmed based on sunrise and sunset values so that an end user need not manually set timers. This may be advantageous when the lighting system is managed by different users at a given jobsite because it may remove the need for human involvement for light management as the length of day and night change throughout the year. In another embodiment an ICS may be used in combination with one or various timers.

[0286] In some embodiments, the apparatus may comprise a GPS receiver or module (e.g. a Venus GPS-11058). The GPS may be integrated into the PCB and comprise a RS-485 interface module. In this case, the GPS outputs a data string that contains at least Latitude, Longitude, Altitude and Date. Once the PCB coding confirms the information in the data string is reliable, a fifth string UTC or other time is added to the usable data string. The PCB coding takes this usable data string and configures it with another algorithm containing global sunrise and sunset time data that can be matched with data points within the usable data string. The ICS or PCB is configured to use these variables to determine sunrise and sunset for any deployment location of the present invention. This process may be repeated daily and will reset the data stored in a CMOS.

[0287] That is the apparatus is configured to perform the following steps: [0288] Parse a data string provided by a GPS. The string may comprise additional data and because the data is provided in a predetermined format, the required data may be determined by, for example, counting commas. [0289] Once the required variables are identified they get cached into memory and the processor will continue to parse additional strings, for example 4 more strings, and cache the variables until it has matching sets, for example 4 matching sets. It will be appreciated that different numbers of matching sets may be used. [0290] The 4 matching sets of variables, the Latitude, Longitude and Altitude are paired with system data including time and a solar activity algorithm to determine and use sunrise and sunset times and schedule the lights to turn on and off.

[0291] It will be appreciated that, if the GPS is unable to locate a satellite on a particular day, the system may use the last known information or data string until a new GPS signal is acquired.

ICS Control of the Battery Storage System

[0292] As described above, the ICS 28 may be configured to monitor and control the various sub-systems as well as the flow of energy through the system. As noted, the primary objectives are: a) to increase fuel efficiency, b) to manage battery charging to increase fuel efficiency and optimize battery life, c) to ensure managed delivery of energy to the load and d) to reduce ICE runtime.

[0293] Generally with regards to battery life, battery life is improved by managing the charging and discharging of the batteries such that the rates of charging and discharging are maintained within desired ranges. In a typical battery bank, the efficiency of charging will depend on the SOC of the battery and the rate of charging. That is, for a given available current at a charging voltage, the efficiency of charging when compared to fuel consumption and ICE runtime will vary based on the SOC, the SOC being determined by voltage sampling, amp in/out calculations or other method of determining a battery banks remaining energy or percentage of remaining charge known to those skilled in the art. In addition, depending on the design of the battery, the cycle life the battery will be affected by the charging and discharge rates to which the battery is subjected.

[0294] For example, batteries designed for deep-discharge will typically enable a lower current to be drawn from the battery to a lower SOC. If the rate of discharge is maintained within a preferred range and the battery is charged at a preferred rate, an optimal number of charge cycles will be realized. Similarly, high-power batteries designed for delivering high currents may have their life compromised if the battery is repeatedly allowed to discharge below a recommended SOC.

[0295] Further still, depending on the SOC the rate of charging will vary for a given input voltage and current. That is, in a typical battery, for example AGM batteries, the optimal charging current will vary for different SOCs where charging can be characterized as a) bulk phase charging, b) absorption phase charging and c) float phase charging.

[0296] Generally, bulk phase charging provides the most efficient and the most rapid rate of charging (i.e. where the battery is accepting the highest current). The precise SOC boundaries for bulk phase charging will depend on the battery type. For example, a lithium ion battery may have a larger bulk phase SOC range than a lead acid battery. Charging beyond the bulk phase will result in a diminished rate of charging with the battery accepting a lower amount of current resulting in greater charging time, and longer ICE runtime, for a lower percentage of SOC increase. Rate of charging will diminish further during the float stage where the battery can only accept a still smaller amount of current.

[0297] In some embodiments, the majority of time spent charging is limited to the bulk phase of the battery charge algorithm which can be effective in minimizing ICE runtime while optimizing battery charging rate. In this embodiment a maintenance cycle to periodically bring the SOC to 100% can increase battery life and other battery performance characteristics.

[0298] Importantly, and in accordance with the invention, the ICS balances the above system parameters with the overall operational objective of reducing fuel consumption at a job site. That is, the ICS receives instantaneous data from the system to monitor present system status and determine short-term actions while also undertaking longer term actions to improve long-term operation and health of the system.

[0299] The control system may be configured to control the current provided to the battery for charging and/or the current taken from the battery based on the state of charge of the battery and/or the temperature of the battery (e.g. measured by a thermometer such as a thermocouple). For example, the control system may be configured to reduce (e.g. by lowering or stopping) the charging current when the State of Charge has exceeded a predetermined level; and/or reduce (e.g. by lowering or stopping) the current taken from the battery when the State of Charge has dropped below a predetermined level. This may be particularly important for lithium ion batteries which may experience thermal runaway if overcharged and/or over-discharged.

[0300] The ICS may be configured to manage daily charging of the battery storage system depending on the time of day and the anticipated or actual load and longer cycle charging to optimize battery cycle life. The charging regimes are generally defined as a daily cycle and maintenance cycle.

[0301] The daily cycle or bulk phase charging cycle, generally charges and discharges the battery storage system within a range of SOCs in conjunction with the daily load on the system. Typically, during the daily cycle, the ICS will initiate charging of the battery storage system when the SOC drops below about 10%-50% and shut-off charging of the battery storage system when the SOC reaches about 80-90%. In a typical scenario, the daily cycle will include a time during which the battery storage system is discharging due to the load (time period based on actual load) followed by a 0.5-2 hour charging cycle. The daily cycle may repeat several times over the course of a day or designated period of time within a day dictated by the ICS and/or its coding.

[0302] The maintenance cycle, required more for AGM than lithium batteries, generally charges the battery storage system to full capacity after a longer period of time. The maintenance cycle will typically fully charge the battery storage system over a 2-8 hour charging cycle and will occur periodically, for example every two weeks of operation or after roughly 20-100 charging cycles, depending on time of year and solar availability. Depending on the battery storage system, prior to commencement of the maintenance cycle, the SOC may be taken to a lower SOC than during the daily cycle.

[0303] Importantly, during the daily cycle, as the electrical conversion rate of consumed fuel is more efficient (up to about 95% SOC), excess fuel is not being burned running the ICE. That is, during the daily cycle, a greater percentage of the available ICE power is used to directly charge the battery storage system meaning that for a given liter of fuel consumed, the system receives the greatest quantity of power. Said another way, by only running the ICE when the battery SOC is in a state where the DC generator can input current in the bulk phase, as opposed to the absorption or float phase, the system receives maximum energy from the conversion of fossil fuel to electrical energy. In contrast, during the maintenance cycle of AGM batteries, where the battery storage system is charged to 100% SOC via up to all three phases of charging, the conversion rate of a liter of fuel diminishes as the engine may be essentially idling during the absorption and float phase requiring a smaller amount of the available ICE power. If one were to charge the battery storage system to 100% each time the battery storage system SOC dropped below 50%, the ICE run time would have to be significantly increased resulting in greater consumed fuel. In some embodiments, during daylight hours when the battery storage system is not under draw from the lights, the ICS will not allow the ICE to run, allowing the solar input to dominate the battery storage system charging. In another case it is advantageous to cycle lithium batteries between, for example, 10% and 90% SOC during a time period in which the battery storage system is under draw.

[0304] As shown in FIG. 15a, a representative charging cycle (pulse type charging cycle) of the battery storage system of the applicant's previous system described in PCT/CA2013/000865 is shown during a typical 12 hour period of darkness where the ICE may be required. In this system, an alternating current generator is used in conjunction with a current controller and Absorbent Glass Mat (AGM) Batteries. As shown, if darkness begins at 18:00 hours and lasts until 06:00 hours, in some embodiments it is preferred that the batteries are allowed to discharge to about 10-50% SOC and then re-charged to about 80-100% SOC over an approximate 0.25-2 hour charging cycle. Thus, if the batteries are at or about 80% SOC at 1800 h and the lights are turned on, the lights will draw power down from the batteries for a period of time (possibly about 4-8 hours based on load). When the batteries reach about 50% SOC, the ICE will turn on to charge the batteries and simultaneously power the lights. When the batteries reach about 80% SOC, the ICE will turn off and the cycle is repeated until morning when the lights are turned off.

[0305] FIG. 15b is a graph showing state-of-charge vs. time of a battery bank in accordance with an embodiment according to the present disclosure. In this case, the system comprises Li-ion batteries and LED lights. For ease of comparison, in the example shown in FIG. 15b, the same SOC thresholds are used for the charging-discharging cycles as those used for the system of FIG. 15a. In this embodiment, in contrast with that of FIG. 15b, the lighting system uses a DC generator. Because the rate of charging for Li-ion batteries is much faster and current is controlled in a different way, the charge time is shorter than for the embodiment of FIG. 15a. In this case, the embodiment is configured to provide 6-hour ICE off time (during discharge) and 30 minute ice on time (for charging). This shows that the ICE run-time may be reduced compared with the embodiment of FIG. 15a.

[0306] Importantly, this pulse type of cycling of the battery ensures that the ICE is run for the minimum amount of time during the night to provide sufficient energy for both charging and/or powering the load. For example, in the example shown in FIG. 15a, two charging cycles are completed based on a 6 hour discharge (e.g. 18:00 to 24:00) and 0.5 hour charge cycle (e.g. 24:00 to 24:30). This is a better lights-on to ICE-runtime ratio than the system of PCT/CA2013/000865. As a result, fuel consumption is reduced.

[0307] In some embodiments, the charging intervals may either be controlled manually via a manually set controller(s) such as a timer, in conjunction with an ICE autostart and/or voltage monitor, or in a preferred embodiment, controlled by a PLC via internal time coding combined with an ICE autostart with voltage monitoring functionality. Should the ICE experience a mechanical failure preventing it from turning on and providing power to the battery bank at the lower SOC threshold, the ICS may be configured to gradually reduce power to the lights, dimming them over time, as a means to extend the range of time light is provided until the battery bank goes dead.

[0308] It will be appreciated that Li-ion batteries may be charged in the bulk regime across a much greater SOC than AGM batteries which will further improve efficiencies.

[0309] As noted, a maintenance cycle may be run on a regular basis where the ICE is run sufficiently long (typically 4-8 hours for a lead-acid or AGM battery system) to fully charge the battery storage system to 100% SOC. Also, where charging power is provided by renewable energy sources, the charging may continue to SOCs higher than the ICE cut-off threshold (e.g. to 100% SOC). Similarly, where charging power is provided by renewable energy sources, the system may be configured to allow charging of the batteries regardless of whether the SOC is below the ICE start threshold.

[0310] In other embodiments, different maintenance cycle charge times are programmed into the ICS depending on the month of the year. For example, in high latitude climates where solar in plentiful in the summer and scarce in the winter, the ICS may allow a 3 hour maintenance cycle in the summer and a 7 hour maintenance cycle in winter. Alternatively, it may be advantageous to allow the DC generator to charge until a threshold voltage is achieved (e.g. to a 100% SOC) at which point the ICS will send a stop command to the ICE.

[0311] In other embodiments, the maintenance cycle, DC generator run timing and/or voltage parameters all consistent with a pulse type charging technique may be manually controlled and/or controlled by automated coding that suits a specific need.

[0312] Other charging regimes may be implemented based on the particular performance characteristics of a battery storage system and/or DC generator. For example, some battery systems may enable efficient bulk charging over a greater range of SOC (e.g. 30-80% SOC). Similarly, a maintenance cycle may include discharging the battery to a lower SOC (e.g. 0-10%) prior to fully charging. In another embodiment, if fewer battery charging cycles in a given timeframe are desired, the battery storage system may be charged by a method wherein the battery storage system is permitted to charge and discharge between a low threshold, for example 20% SOC, and an upper threshold of between 80%-100% SOC. In this embodiment there may only be 1 charge per day and the maintenance cycle may not be necessary. In this embodiment the ICE may be permitted to turn on with the lighting system at night and run for a programmable period of time or until an upper SOC threshold desired by the operator has been met.

Coolant Heating System (CHS) and Heating System

[0313] In some embodiments for cold climates, and referring to FIG. 14, the system includes a coolant heating system (CHS) 26 that includes a coolant heater 26a for maintaining a starting temperature of the ICE 32. The CHS creates and circulates warmed coolant through the ICE block, particularly when the ICE is not running and is not generating any heat of its own, thereby maintaining a preferred engine starting temperature within the ICE and enable the ICE to start when in cold ambient temperatures. This allows the ICE to be turned off when it is not needed to generate power instead of being kept idling, thereby reducing fuel consumption in colder climates and the noise associated with running the ICE more than is otherwise needed when compared to a warmer climate. The CHS generally operates by burning a small amount of fuel, relative to the fuel consumption of an idling ICE, sufficient to heat coolant. This preheating process prevents excessive idling of the ICE in cold weather simply to keep the ICE on-call.

[0314] In some embodiments, the CHS 26a may also circulate warmed coolant to the battery bank 30 when needed. In this embodiment, a 4-way valve 26b controls the flow of coolant between the coolant heater and battery bank, thereby maintaining the temperature of the battery bank within an optimal operating range. In some embodiments, the 4-way valve includes a temperature-controlled switch that closes or opens the valve based on a pre-determined minimum temperature threshold for the battery bank, such as 10-40 C.

Other Intelligent Control System Features

[0315] The ICS may have a variety of features providing particular functionality that may be applicable or beneficial for particular deployments.

[0316] The hybrid lighting system according to any preceding claim, wherein the portable hybrid lighting system is configured simultaneously to provide, from the battery storage system and the direct current power generator, direct current power to an external DC load (e.g. a single external DC load). The external DC load may comprise, for example, an external battery charger (e.g. for charging portable-tool batteries), a laptop computer; or an external light.

[0317] In some embodiments, the ICS regulates the CHS to turn it off when the temperature of the circulating coolant and/or the ICE block is higher than a pre-determined temperature range or on when the temperature of the circulating coolant is lower than a predetermined temperature range, such as 5 C. to +5 C. In this embodiment the ICS may rely on a temperature switch to indicate the state of ICE block and/or ICE coolant temperature.

[0318] In some embodiments, the ICS is configured to only engage the CHS prior to sending a start command to the ICE.

[0319] In some embodiments, when an ICE start command is desired and/or signaled, the ICS may, depending on the ambient temperature, ICE temperature, climate or time of year, delay sending the start command to the ICE, instead sending a start command to the heating system allowing the ICE to preheat for either a set time period or a predetermined temperature threshold, at which point when reached the ICS or the operator would then send an off command to the heating system and a start command to the preheated ICE.

[0320] In some embodiments, the CHS is controlled by a temperature switch. In this embodiment the ICE is constantly maintained within a predetermined temperature range so that the ICE is always on call for an ICE start command, regardless of the ambient temperature.

[0321] In some embodiments, the operator may manually start the CHS prior to starting the ICS. In another embodiment the operator may control a programmable time clock or timer that controls the starting and stopping of the CHS.

[0322] In various embodiments, the CHS may be a Webasto or Espar brand, sized according to the ICE.

Battery Charging

[0323] The DC generator may be configured to supply a voltage to charge the battery storage system directly. That is, the power generated by the DC generator may be supplied directly to the battery storage system without intermediate components configured to change the voltage and/or current.

[0324] In other embodiments, it will be appreciated that the electrical parameters of the power generated by the DC generator may be changed before being supplied to the battery storage system. For example, DC-to-DC charge controllers may be configured to control the voltage and/or current provided to the batteries from the generator. The DC-to-DC charge controllers may comprise on or more DC-to-DC converters (e.g. switch mode converters). In addition the ICS may, in some embodiments, be configured to control when and how the DC generator provides energy to the battery storage system and will generally utilize a 2-stage or 3-stage, charging method or algorithm.

[0325] During bulk stage charging lithium batteries, the DC generator will input current to the batteries close to their maximum input rating (which for lithium ion batteries may be greater than the batteries' 1 C ratee.g. charging at 2 C rate such as 800 amps for a 400 amp-hour battery). In another case, during the other two stages required for AGM batteries (i.e. the absorption and float stages), the DC generator may be controlled to input fewer amps into the battery per hour of ICE runtime.

[0326] Furthermore by managing the DC generator in the above described manner, it allows scalability of lighting on a given system. For example if a user were to need more light, the system could supply the additional amp draw to the new lights resulting in an increase in engine run time automatically. Whereas if the ICS was designed with components that allowed the engine run time to be manually set by a user, the user would have to understand how to calculate the new engine runtime and/or solar inputs and/or battery charging algorithms along with other system factors to ensure the batteries would not become drained for lack of ICE runtime and/or insufficient battery charging. However, in another embodiment where scalability, flexibility or reduced manpower is less of a concern, the ICS may be designed with controllers that utilize dials, switches, buttons, gears, timers, digital timers or other digital controllers all of which would allow the operator to manually code the system functions based on a known draw and other known characteristics. In another embodiment, the ICE run schedule can be a combination of manual coding and automatic SOC sensing.

Geographical Functionality

[0327] In some embodiments, the lights turn on/off based on ICS coding of sunrise/sunset values for different geographic areas. This saves the operator from having to manually set the light schedule as the length of day and hours of sunrise/sunset fluctuate throughout the year. In some embodiments, the system includes a master global sunrise/sunset algorithm coded in the ICS. In some embodiments, the operator may use manual toggle switches dials, gears or the like to let the ICS know which light on/off schedule to use. In another embodiment the ICS receives feedback from an onboard GPS which then controls the light on/off schedule according to the need of that geographic area. The auto-start function for the ICE and the coded light on/off schedule controlled by the ICS is used to reduce operator involvement in managing the system. In other preferred embodiments more thoroughly described above, certain data within a GPS derived data string is paired with an algorithm to output the lighting schedule automatically based on a system deployment location.

Auxiliary Power

[0328] If auxiliary power requirements exist at any time, in some embodiments the ICE would automatically be turned on by the ICS to provide the auxiliary power that may be required through the battery bank circuit and/or to an AC and/or DC power outlet on the system. In another embodiment an operator can manually control the ICE by switching the ICS from auto mode to a manual mode to provide the auxiliary power.

[0329] Preferably, the system will operate to reduce the amount of time the ICE may be run during nighttime hours so as to reduce the noise impact at the site where there may be workers may be sleeping nearby.

[0330] Importantly, the system by using a plurality of energy inputs, and prioritizing based on renewables, can operate more efficiently with less servicing requirements in terms of both fuel and personnel time.

Location Device to Determine Lighting Schedule:

[0331] Certain embodiments may include a control system comprising programming, sequences and/or codes that convert a GPS locator signal input into a lighting schedule (e.g. the schedule including times when the system is turned on and/or times when the system is turned off). Such a control system may be included as a means of global distribution of the present invention without the need to program a lighting schedule at the manufacture stage. For example, an operator may receive a system in the middle of south America or Africa with the same factory source code. Upon arrival in both cases the operator would initiate an action, for example press a button that would allow the newly deployed (or re-deployed) system to locate its latitude and/or its longitude (or another location indicator). Once the system control has established is location coordinates it may then search its code for the lighting schedule appropriate for its location. The lighting schedule may be derived from code or data relating to solar activity including sunrise and sunset information for various geographic locations around the globe.

Network Integration

[0332] In some embodiments, the system will also include a modem 62 or GPS (not shown) for enabling data being collected from a system 10 to be sent to a central monitoring computer 60. The central computer may allow multiple systems 10 to be networked together at a single job site thus enabling personnel to monitor the performance of multiple units a job site. Centralized monitoring can be used for efficiently monitoring fuel consumption rates for a number of units that may be used for re-fueling planning and fuel delivery scheduling purposes. Similarly, ICE engine, coolant heater, wind tower, solar cell and/or light tower performance can be monitored for performance and maintenance reasons.

[0333] Data collected by a job site computer 60, modem 62 and/or GPS may also be reported back to a central system over the internet and/or cell towers and/or satellites for the purposes of monitoring a fleet of equipment across a wide area network. In this regard, each system may also be provided with GPS systems to monitor the location of equipment and transmit data.

[0334] The system may comprise a transmitter configured to transmit information via a network to a remote location. For example, the transmitter may allow emails to be automatically sent from the system to a remote location, the emails comprising operational data relating to the system.

[0335] For example, the engine controller will attempt to start the engine a predetermined number of times (e.g. 3 times) and will verify that the engine has started (e.g. based on the oil pressure switch). If the engine has failed to start after the predetermined number of times, the PCB or controller will send a signal (e.g. a 12V signal) to an asset tracker input, that in turn sends and email notifying the user of a failed start.

[0336] The PCB or controller may be configured to record the duration of engine use and send a signal when the duration exceeds a predetermined threshold. For example, the PCT may use an internal clock to count the continuous ignition time on, and the processor subtracts the variable from the constant engine oil change interval. Once the remainder total reaches 250 hours from the constant an input on the asset tracker is activated via the PCB or controller and an email or other message is sent to the user notifying the user that it is time to change the oil.

[0337] Signals may be generated based on Battery Managements System status. For example, BMS Failure occurs (and signals are generated) when any of the following conditions are met: if any battery cell reaches below 2.75 volts or measures above 3.625. If this occurs and email or other signal may be sent to the user.

[0338] Cumulative engine runtime, low fuel, and other system health issues may also be emailed the user.

Other Design Considerations

[0339] It should be noted that in some sun-rich climates, with a large solar panel footprint, it is possible for the lighting to be self-sufficient year round with no fuel consumption; however this typically only occurs when power consumption related to LED lighting is reduced to a value that may not provide comparable light output of a standard metal halide (MH) light tower. With a reasonable sized solar footprint for a portable light tower, if LED wattage is sized to provide comparable light to a standard MH light tower, there must be an ancillary power source (i.e. ICE) to supplement the annual need. Further, when choosing LED wattage, the amount of light provided by the LED must be balanced by acceptable levels of reduced fuel savings. For example, it may be more appropriate to choose less lighting to save more fuel and ICE run time, whereas in another case it may be that more lights are needed that will result in less fuel saving than in another case, but still more fuel savings than using MH bulbs on a standard light tower.

[0340] It is also preferable to utilize a system that can provide fuel savings without sacrificing lighting needs. For example, if similar light to a 4,000 watts MH light tower is provided by 1,000 watts of LEDs with approximately 95% reduction in power draw when combined with a typical solar and/or wind power input for a geographical location, this can result in a reduction in fuel consumption, maintenance cost and system wear of 60-95%.

User Interface

[0341] In some embodiments, a user interface 100 is provided that simplifies the deployment and operation of the system. As shown in FIG. 16, after orienting the system at a job site, the operator can fully deploy and operate the system with a minimal number of physical touches to the system. In some embodiments, the entire system can be operated by a system of three switches called the 3-Touch Setup Interface (3TSI). As shown in FIG. 16 the interface includes solar panel switches 100a,b, mast switch 100c and ICE/lighting control switch 102. Solar panels can be deployed and adjusted by simple toggle switches 100a,b or in another embodiment the solar panels can be controlled by 1 toggle switch or in another embodiment by several switches allowing for various axis tilting to align the solar panels with the sun. The mast is erected by a similar toggle switch 100c. The ICE/lights can be in one of three modes of operation, off, auto-run where the ICS fully controls the operation of the system, lights and ICE and manual on where the operator can manually turn on the ICE while the lights can remain in their automated mode controlled by the ICS. In another embodiment utilizing a 3-touch setup interface, the switch controlling the lights and ICE may have more than 3 positions allowing the operator variations on how to manage the way in which the lights, ICE and other system functions integrate, for example 4 or more positions. In another embodiment, a 4-Touch Setup Interface (4TSI) may be preferable in which case there is a separate switch to control the ICE functions and separate switch to control the lighting functions, both of which have switch positions for off, on and auto-on, the later allowing the ICS to manage the function of the ICE and/or the lights. In other embodiments the control for the lighting may turn on all lights at once or each light individually. In another embodiment the ICE function can be controlled by an ICE autostart controller allowing for off, on or manual run.

Other Options

[0342] FIG. 17a-17e show a further embodiment of a portable hybrid lighting system. In this case, the portable hybrid lighting system is configured to rest on a skid 1791 which can be moved from location to location using, for example, a forklift. In this case, the LED lights 1714 are supported on a telescopic mast 1727. The mast 1727 is shown in FIGS. 17a-17e in the retracted position.

[0343] The power for the lighting system 1714 is, in this case, provided by an array of solar panels 1716 in conjunction with an internal combustion engine (ICE) 1732 having a direct current power generator configured to generate direct current directly from mechanical energy. The ICE in this case is an 8 kW Diesel engine.

[0344] Power can be stored in a battery storage system 1730, the battery storage system being operatively connected to the at least one light system and to the ICE and being configured: to store electrical power from the ICE direct current power generator, and to provide stored electrical power to the at least one light system.

[0345] In this case, the system comprises an AC/DC inverter 1735 for providing AC power output from DC power from the DC generator and/or battery storage system 1730.

[0346] When in use, the unit is configured to stand on four stabilizers (e.g. legs 1792), which can be independently adjusted to compensate for uneven or sloped ground.

[0347] FIGS. 17f-17h show a series of views of the control box 1719 for housing the control panel 1700. The control panel may correspond to that shown in FIG. 16. In particular, FIG. 17f shows the front door of the control box open to allow access to the control panel. FIGS. 17g and 17h show respective front and perspective views of the control panel pivoted away on hinges to allow access to the controller. The control panel may comprise one or more buttons or switches and/or a touchscreen.

[0348] The control panel may allow the user to control the controller and aspects of device operation. For example, as noted above, the control panel may be configured to allow the user to activate or deactivate the inverter to ensure the inverter is not consuming power when AC receptacles are not in use.

[0349] In other embodiments there may be no ICE activation switch for normal daily system use. In this embodiment the ICE is controlled by the control system to only turn on when the battery bank is at or below a specified lower SOC threshold. In this way, all power consumption needs, whether direct from the battery or its associated power sources or through an inverter, are drawn from the battery bank first, and it's only the battery bank SOC that can signal for ICE on. This embodiment ensures that all energy consumed by the system firstly uses energy stored in the battery bank from renewables or other stored power. In some embodiments an override switch (e.g. located on the control panel) may be provided to allow the ICE to be activated (e.g. for maintenance purposes).

[0350] The control box, in this case, houses a user interface operatively connected to the control system, PCB, circuit board and/or other control system. The user interface may have one or more of: [0351] a. at least one mast switch for raising and lowering the mast; [0352] b. at least one solar panel positioning switch wherein the solar panels are moved into their deployed position by activating a switch; [0353] c. at least one solar panel wherein by raising the mast the solar panels are moved into their deployed position; [0354] d. an activation switch operatively connected to the control system, the activation switch allowing the system to auto-manage itself without further manual operation from an operator, wherein the system is permitted to auto-manage and to activate and deactivate one or more of the following based on pre-determined operational parameters: [0355] i. the ICE [0356] ii. the lights [0357] iii. a battery heating system [0358] iv. an ICE heating system [0359] v. an inverter [0360] vi. permit use of receptacles via inverter; [0361] e. an activation switch operatively connected to the control system, wherein the activation switch enables the system to [0362] i. auto-manage the ICE based on pre-determined operational parameters [0363] ii. deactivate the lights [0364] iii. permit use of receptacles via inverter; [0365] f. an activation switch operatively connected to the control system, wherein the activation switch enables the system to [0366] i. auto-mange the ICE based on pre-determined operational parameters [0367] ii. activate the lights for a specified time period, the time period being determined by the operator or by pre-determined operational parameters [0368] iii. permit use of receptacles via inverter.

[0369] FIG. 18a-18b show an alternative embodiment which is similar to that of FIG. 17a except that the skid has been replaced with a trailer unit. That is, in this case, the body of the hybrid lighting system is configured to rest on a trailer axle with two wheels 1887 and can be towed via a tow-bar 1898.

[0370] Like the embodiment of FIG. 17a, When in use, the unit is configured to stand on four stabilizers (e.g. legs 1892), which can be independently adjusted to compensate for uneven or sloped ground. In FIG. 18a, the four stabilizers 1892 are shown in a vertical in-use configuration. For transport, the four stabilizers can be rotated to be horizontal to the ground for transport (as shown in FIG. 18b).

[0371] FIG. 19a-19c show a battery heating configuration. FIG. 19a shows a plate heater comprising a plate 1982 and a ceramic heater 1981 which can be placed between successive battery cells as shown in FIGS. 19b-c.

[0372] In this case, the battery storage system is housed within an insulated battery box 1985. It will be appreciated that the battery box case 1985 is shown in cut-away in FIGS. 19b-c and will substantially enclose the batteries. In this case, in addition to the batteries 1980 for supplying power to at least a lighting system, the battery box also contains a 12V starter battery 1933 for the ICE. The starter battery is also provided with a ceramic heater (50 W in this case) 1984 which is attached to a starter battery heater plate 1983 for distributing heat from the heater to the starter battery.

[0373] Although the present invention has been described and illustrated with respect to preferred embodiments and preferred uses thereof, it is not to be so limited since modifications and changes can be made therein which are within the full, intended scope of the invention as understood by those skilled in the art.