A fuel cell vehicle includes a bypass valve positioned downstream of a compressor and upstream of a fuel cell stack to selectively direct airflow from the compressor to an exhaust bypassing the fuel cell in an attempt to clear a partially or fully obstructed exhaust pipe. The bypass valve may be opened by a controller when an exhaust throttle valve is at or near a wide-open throttle position. The controller may also increase compressor flow and adjust airflow to the fuel cell stack until compressor pressure, speed, or temperature exceed corresponding limits.

A fuel cell vehicle includes a bypass valve positioned downstream of a compressor and upstream of a fuel cell stack to selectively direct airflow from the compressor to an exhaust bypassing the fuel cell in an attempt to clear a partially or fully obstructed exhaust pipe. The bypass valve may be opened by a controller when an exhaust throttle valve is at or near a wide-open throttle position. The controller may also increase compressor flow and adjust airflow to the fuel cell stack until compressor pressure, speed, or temperature exceed corresponding limits.

A self-contained traction wing which is intended to be used in combination with a gliding device capable of interacting with the feet of a user, is controlled by the user via manual gripping mechanism placed on the wing, and has a structure having a sail defined by a leading edge formed by an inflatable tube, and a trailing edge, the structure being symmetrical in relation to a central batten. The half wings located on either side of the central batten, each comprise at least one additional transverse batten between the central batten and the end of the wing. The additional transverse batten is closer to the end of the wing than to the central batten and comprises an inflatable tube structure, having a length provided to create a positive trailing edge.

A self-contained traction wing which is intended to be used in combination with a gliding device capable of interacting with the feet of a user, is controlled by the user via manual gripping mechanism placed on the wing, and has a structure having a sail defined by a leading edge formed by an inflatable tube, and a trailing edge, the structure being symmetrical in relation to a central batten. The half wings located on either side of the central batten, each comprise at least one additional transverse batten between the central batten and the end of the wing. The additional transverse batten is closer to the end of the wing than to the central batten and comprises an inflatable tube structure, having a length provided to create a positive trailing edge.

A front flying line kite depower system includes a line sheath that extends through a transverse opening in the control bar. A front flying line parting fitting is non-rotatably fixed to an upper end of the line sheath above the control bar. When a manual rotation force is imparted to the line sheath, the relative positioning of a first front flying line and a second front flying line is altered by the front flying line parting fitting to untangle any twisting above the line sheath. Within the line sheath, the second front flying line is off-set from a primary axis and orbits the first front flying line which is positioned on the primary axis to avoid any tangling during manual adjustment.

A kite includes a frame including a leading edge support and a plurality of struts extending rearward from the leading edge support, a flexible main canopy attached to the frame and at least one flexible kite sizing section adjustably attached to the flexible main canopy. The at least one flexible kite sizing section is adjustable to change an area of the kite, including an area of at least a first wing tip section of the kite.

A kite control bar having a line guide extending with a fixed pawl towards one end. A reel is pivotally mounted towards one end of the control bar and extending into the line receiving channel. The reel has a fixed shaft with a knob on the shaft to enabling manual rotation of the reel. The reel has a ratchet gear. The reel is pivotally movable from an engaged positioned in which the ratchet gear of the reel is engaged with the pawl on the control bar thereby preventing rotation of the reel and a disengaged position in which the ratchet gear of the reel is disengaged from the pawl on the control bar thereby allowing rotation of the reel. The reel is biased into the engaged position. The reel is moved from the engaged position to the disengaged position by pushing the knob away from a center of the control bar.

A kite includes a frame including a leading edge support and a plurality of struts extending rearward from the leading edge support, a flexible main canopy attached to the frame and at least one flexible kite sizing section adjustably attached to the flexible main canopy. The at least one flexible kite sizing section is adjustable to change an area of the kite, including an area of at least a first wing tip section of the kite.

Disclosed is a control device for power kites. It consists of a tall Y-shaped structure, the base of which is connected to the center of a horizontal control bar arranged perpendicular to the structure. An articulation forms the connection between the base of the structure and the center of the horizontal control bar. The control lines for the leading edge and the control lines for the trailing edge of a power kite are attached to the front and rear pre-lines of the device. Compared to a standard kite bar, the disclosed control device makes it easier for the user to balance using very short lines.

A control bar stopper includes a stopper body having a sleeved line receiving slip groove that allows sleeved line slippage. The stopper body has an underlying control bar bumper. A brake body is provided having a sleeved line receiving stop groove that resists sleeved line slippage. The brake body is smaller than the stopper body and is positioned above and at a distance from the control bar bumper with the stop groove facing the slip groove. A pivotal link connects the stopper body and the brake body. In response to a control bar striking the control bar bumper, the slip groove allows the stopper body to slide along a sleeved line and as the stopper body slides along the sleeved line, the brake body pivots about the pivotal link into stop contact with the sleeved line with the stop groove resisting further slippage.