A solid fuel power source that provides at least one of thermal and electrical power such as direct electricity or thermal to electricity is further provided that powers a power system comprising (i) at least one reaction cell for the catalysis of atomic hydrogen to form hydrinos, (ii) a chemical fuel mixture comprising at least two components chosen from: a source of H2O catalyst or H2O catalyst; a source of atomic hydrogen or atomic hydrogen; reactants to form the source of H2O catalyst or H2O catalyst and a source of atomic hydrogen or atomic hydrogen; one or more reactants to initiate the catalysis of atomic hydrogen; and a material to cause the solid fuel to be highly conductive, (iii) at least one set of electrodes that confine the fuel and an electrical power source that provides a short burst of low-voltage, high-current electrical energy to initiate rapid kinetics of the hydrino reaction and an energy gain due to forming hydrinos, (iv) a product recovery systems such as a condenser (v) a reloading system, (vi) at least one of hydration, thermal, chemical, and electrochemical systems to regenerate the fuel from the reaction products, (vii) a heat sink that accepts the heat from the power-producing reactions, (viii) a power conversion system that may comprise a direct plasma to electric converter such as a plasmadynamic converter, magnetohydrodynamic converter, electromagnetic direct (crossed field or drift) converter, direct converter, and charge drift converter or a thermal to electric power converter such as a Rankine or Brayton-type power plant.

A solid fuel power source that provides at least one of thermal and electrical power such as direct electricity or thermal to electricity is further provided that powers a power system comprising (i) at least one reaction cell for the catalysis of atomic hydrogen to form hydrinos, (ii) a chemical fuel mixture comprising at least two components chosen from: a source of H2O catalyst or H2O catalyst; a source of atomic hydrogen or atomic hydrogen; reactants to form the source of H2O catalyst or H2O catalyst and a source of atomic hydrogen or atomic hydrogen; one or more reactants to initiate the catalysis of atomic hydrogen; and a material to cause the solid fuel to be highly conductive, (iii) at least one set of electrodes that confine the fuel and an electrical power source that provides a short burst of low-voltage, high-current electrical energy to initiate rapid kinetics of the hydrino reaction and an energy gain due to forming hydrinos, (iv) a product recovery systems such as a condenser (v) a reloading system, (vi) at least one of hydration, thermal, chemical, and electrochemical systems to regenerate the fuel from the reaction products, (vii) a heat sink that accepts the heat from the power-producing reactions, (viii) a power conversion system that may comprise a direct plasma to electric converter such as a plasmadynamic converter, magnetohydrodynamic converter, electromagnetic direct (crossed field or drift) converter, direct converter, and charge drift converter or a thermal to electric power converter such as a Rankine or Brayton-type power plant.

An actuator is configured to drive a boost pressure control valve of a supercharger and includes an electric motor, an output shaft, a speed reducer, a rotational angle sensor and a magnetic circuit holder member. The speed reducer includes a final gear. The final gear is made of metal and is fixed to the output shaft, and the speed reducer reduces a speed of rotation outputted from the electric motor and transmits the rotation of the reduced speed to the output shaft. The rotational angle sensor includes a magnetic circuit device and a sensing device and senses a rotational angle of the output shaft. The magnetic circuit holder member is a non-magnetic member fixed to the output shaft. The magnetic circuit holder member is formed separately from the final gear and holds the magnetic circuit device.

An actuator is configured to drive a boost pressure control valve of a supercharger and includes an electric motor, an output shaft, a speed reducer, a rotational angle sensor and a magnetic circuit holder member. The speed reducer includes a final gear. The final gear is made of metal and is fixed to the output shaft, and the speed reducer reduces a speed of rotation outputted from the electric motor and transmits the rotation of the reduced speed to the output shaft. The rotational angle sensor includes a magnetic circuit device and a sensing device and senses a rotational angle of the output shaft. The magnetic circuit holder member is a non-magnetic member fixed to the output shaft. The magnetic circuit holder member is formed separately from the final gear and holds the magnetic circuit device.

A method of controlling fuel injection into a combustor of a gas turbine engine including: applying a first electrical charge to fuel such that the fuel becomes a charged fuel; and applying a second electrical charge to a component of the combustor, wherein the first electrical charge is applied to the fuel at a first frequency and the second electrical charge is applied to the component at a second frequency such that at least one of a selected tone, a selected screech, and a selected noise is produced by spraying the charged fuel through the component and into a combustion chamber of the combustor from a fuel nozzle.

A method of controlling fuel injection into a combustor of a gas turbine engine including: applying a first electrical charge to fuel such that the fuel becomes a charged fuel; and applying a second electrical charge to a component of the combustor, wherein the first electrical charge is applied to the fuel at a first frequency and the second electrical charge is applied to the component at a second frequency such that at least one of a selected tone, a selected screech, and a selected noise is produced by spraying the charged fuel through the component and into a combustion chamber of the combustor from a fuel nozzle.

A method of controlling fuel injection into a combustor of a gas turbine engine including: applying a first electrical charge to fuel such that the fuel becomes a charged fuel; and applying a second electrical charge to a component of the combustor, wherein the first electrical charge is applied to the fuel at a first frequency and the second electrical charge is applied to the component at a second frequency such that at least one of a selected tone, a selected screech, and a selected noise is produced by spraying the charged fuel through the component and into a combustion chamber of the combustor from a fuel nozzle.

An engine system is disclosed that includes an engine, a compound boosting system, and a variable valve. The compound boosting system includes first and second boosters, and is configured and dimensioned to compress air flowing into the engine to increase power and performance The first booster includes a first compressor positioned in a flow path of incoming air, a turbine, and a shaft interconnecting the compressor and the turbine. The second booster is electric and includes a second compressor. The valve is configured, dimensioned, and positioned such that in the open positions, when the second booster is running, air can be recirculated from adjacent an outlet of the second compressor to the inlet of the second compressor to mitigate surge in the second booster.

An engine system is disclosed that includes an engine, a compound boosting system, and a variable valve. The compound boosting system includes first and second boosters, and is configured and dimensioned to compress air flowing into the engine to increase power and performance The first booster includes a first compressor positioned in a flow path of incoming air, a turbine, and a shaft interconnecting the compressor and the turbine. The second booster is electric and includes a second compressor. The valve is configured, dimensioned, and positioned such that in the open positions, when the second booster is running, air can be recirculated from adjacent an outlet of the second compressor to the inlet of the second compressor to mitigate surge in the second booster.

Some embodiments described herein relate to a method of operating a compression ignition (CI) engine. The CI engine can include a combustion chamber. The method of operating the CI engine includes receiving a volume of intake charge in the combustion chamber, compressing the intake charge, injecting a volume of fuel into the combustion chamber, the fuel having a cetane number less than about 40, and combusting substantially all of the volume of fuel. A delay between injecting the volume of fuel into the combustion chamber and initiation of combustion is less than about 2 ms. The CI engine includes at least a two-stroke engine, an opposed-piston engine, a two-stroke opposed piston engine, a five-stroke engine, a six-stroke engine, a free-piston engine, a free piston engine linear, a rotary engine, and/or a Wankel rotary engine.