A modular charging and power system for generating and supplying electrical power to electric vehicles, hybrid electric vehicles, other manned and unmanned remotely operated vehicles, drones, robotics, marine and aerospace vehicles, equipment, or apparatus, portable power units, propulsion systems, and other electrically powered systems. The modular charging and power system comprises a racking system for retaining one or more interchangeable power modules. Each power module comprises a generator driven by a power unit, a compressor to deliver high-pressure driving fluid to the power unit, and a battery bank. Electrical power generated by the generator powers the compressor, the battery bank, and/or an external electronic device or system.

A valve assembly is disclosed, and includes an evacuator and a relief valve. The evacuator includes a suction port that selectively applies a vacuum. The relief valve has an open position and a closed position, and includes an inlet, an outlet, a piston that translates within a chamber, and a pressurized chamber. The piston includes a first end and a second end. The pressurized chamber is fluidly connected to the suction port of the evacuator, and is defined in part by the first end of the piston. The piston translates within the pressurized chamber towards the open position if vacuum is applied to the pressurized chamber.

A turbocharger system for a vehicle comprising a turbocharger, a tank for compressed gas and an exhaust manifold conduit in fluid communication with an inlet of the turbocharger. The tank is in fluid communication with the manifold conduit and is arranged and controlled to push compressed gas into the manifold conduit during a predetermined pulse duration time period for initial compressor spin up in the turbocharger.

A turbocharger system for a vehicle comprising a turbocharger, a tank for compressed gas and an exhaust manifold conduit in fluid communication with an inlet of the turbocharger. The tank is in fluid communication with the manifold conduit and is arranged and controlled to push compressed gas into the manifold conduit during a predetermined pulse duration time period for initial compressor spin up in the turbocharger.

A residual gas ignitor for use in igniting a fuel-air mixture within a main combustion chamber of an engine. The residual gas ignitor includes at least one inlet/outlet port, a residual gas ignitor chamber for receiving a combustion gas from the main combustion chamber, an ignitor valve for opening and closing the at least one inlet/outlet port, an actuator for actuating the ignitor valve to open and close the at least one inlet/outlet port, a valve guide for keeping the ignitor valve in a correct orientation within the residual gas ignitor, a preload spring for being in compression when the actuator disposes the ignitor valve into the closed position, and a heating element for maintaining or increasing a temperature of the combustion gas while the combustion gas is in the residual gas ignitor chamber. The residual gas ignitor may be used in engines for initiating combustion of fuel-air mixtures.

The present invention relates to a method and system for increasing power output and enhancing efficiency of an internal combustion engine, which comprises: cooling exhaust gas of the engine in a recuperating heat exchanger by transferring heat to stored air; compressing the exhaust gas to a pressure requisite for admission into the engine utilizing a compander module powered by expanding previously compressed and stored air in an expander without parasitic power consumption; mixing the exhaust gas with expanded air; and cooling or heating the exhaust gas to a suitable temperature in a final trim cooler or heater and supplying the exhaust gas to the engine at a pressure requisite at an admission point, without the need for additional compression and concomitant parasitic power consumption needed for exhaust gas recirculation. Extra electric power output and higher thermal efficiency is facilitated by using the excess power generation from the compander in a synchronous AC generator.

Methods and systems are provided for controlling airflow of an accumulator of a motorized vehicle. In one example, a method includes storing pressurized gases within the accumulator by flowing intake air from a compressor of an engine of the vehicle to a pressure booster arranged upstream of the accumulator. Pressurized gases stored within the accumulator may be used to drive one or more pneumatic devices.

Methods and systems are provided for controlling airflow of an accumulator of a motorized vehicle. In one example, a method includes storing pressurized gases within the accumulator by flowing intake air from a compressor of an engine of the vehicle to a pressure booster arranged upstream of the accumulator. Pressurized gases stored within the accumulator may be used to drive one or more pneumatic devices.

The invention relates to a method for controlling a turbocharger system (10) fluidly connected to an exhaust manifold (102) of a combustion engine (100). The turbocharger system comprises a tank (40) with pressurized gas, and a turbocharger turbine (22) operable by exhaust gases from the exhaust manifold. The tank is fluidly connectable to the turbocharger turbine. The method comprises the steps of: determining a first operational mode in which zero fuel, or only a predetermined low amount of fuel, is injected to the combustion engine, for a predetermined time period; and, after the predetermined time period, injecting pressurized gas from the tank to drive the turbocharger turbine, such that the turbocharger turbine is activated by the pressurized gas.

The invention relates to a method for controlling a turbocharger system (10) fluidly connected to an exhaust manifold (102) of a combustion engine (100). The turbocharger system comprises a tank (40) with pressurized gas, and a turbocharger turbine (22) operable by exhaust gases from the exhaust manifold. The tank is fluidly connectable to the turbocharger turbine. The method comprises the steps of: determining a first operational mode in which zero fuel, or only a predetermined low amount of fuel, is injected to the combustion engine, for a predetermined time period; and, after the predetermined time period, injecting pressurized gas from the tank to drive the turbocharger turbine, such that the turbocharger turbine is activated by the pressurized gas.