Abstract: An object is to provide a catalyst particle that can exhibit high activity. The catalyst particle is an alloy particle formed of platinum atom and a non-platinum metal atom, wherein (i) the alloy particle has an L12 structure as an internal structure and has an extent of ordering of L12 structure in the range of 30 to 100%, (ii) the alloy particle has an LP ratio calculated by CO stripping method of 10% or more, and (iii) the alloy particle has a dN/dA ratio in the range of 0.4 to 1.0.

Abstract: An object is to provide a catalyst particle that can exhibit high activity. The catalyst particle is an alloy particle formed of platinum atom and a non-platinum metal atom, wherein (i) the alloy particle has an L12 structure as an internal structure and has an extent of ordering of L12 structure in the range of 30 to 100%, (ii) the alloy particle has an LP ratio calculated by CO stripping method of 10% or more, and (iii) the alloy particle has a dN/dA ratio in the range of 0.4 to 1.0.

Abstract: An object is to provide a catalyst particle that can exhibit high activity. The catalyst particle is an alloy particle formed of platinum atom and a non-platinum metal atom, wherein (i) the alloy particle has an L12 structure as an internal structure and has an extent of ordering of L12 structure in the range of 30 to 100%, (ii) the alloy particle has an LP ratio calculated by CO stripping method of 10% or more, and (iii) the alloy particle has a dN/dA ratio in the range of 0.4 to 1.0.

Abstract: An object is to provide a catalyst particle that can exhibit high activity. The catalyst particle is an alloy particle formed of platinum atom and a non-platinum metal atom, wherein (i) the alloy particle has an L12 structure as an internal structure and has an extent of ordering of L12 structure in the range of 30 to 100%, (ii) the alloy particle has an LP ratio calculated by CO stripping method of 10% or more, and (iii) the alloy particle has a dN/dA ratio in the range of 0.4 to 1.0.

Abstract: A combustor (BR) is provided with a premixer (10) mixing fuel and heating gas, a mixer (8) combusting the fuel and the heating gas mixed in the premixer, and a porous medium (9) disposed between the premixer and the mixer. A reformer (2) can be disposed downstream of the combustor, with the combustor and the reformer forming a fuel reforming device (R). Also, a fuel cell (1) can he disposed downstream of the reformer to form a fuel cell system (S), with the fuel reforming device.

Abstract: In a device for purifying an exhaust gas mixture from an engine, a catalyst traps and reduces NOx in dependence of the air fuel ratio of the exhaust gas mixture from the engine. A controller detects a predetermined condition to initiate a catalyst regenerating control to reduce NOx in the catalyst, and controls the engine in a catalyst regeneration control mode when the predetermined condition is detected. In the catalyst regeneration control mode, the controller sets the fuel injection timing on the compression stroke and the fuel injection quantity at a level to make the average air fuel ratio in a combustion chamber equal to or leaner than the stoichiometric ratio and to produce a rich air fuel mixture region richer than the stoichiometric ratio in the vicinity of a spark plug.

Abstract: A system and method for controlling ignition timing for a lean burn type internal combustion engine in which alcohol is mixed with gasoline. A final ignition timing value ADV is determined from a basic ignition timing value BASE, a feedback correction quantity .DELTA..sub.1, plus a second correction quantity .DELTA..sub.2, the basic ignition timing value being derived for conventional fuel (gasoline) on the basis of the operating conditions of an engine having a driving region in which the engine is driven with a lean air/fuel mixture ratio. The second correction quantity, .DELTA..sub.2, is derived according to an estimated value of a percentage R of mixture of an alternative fuel (alcohol) to the conventional fuel (gasoline).

Abstract: In order to accomplish aforementioned and other objects, a spark ignition timing control system, according to the present invention employs means for monitoring maximum pressure point in an engine revolution cycle, where the internal pressure in an engine cylinder becomes maximum for deriving period required for fully propagating combustion in the engine cylinder on the basis of angular difference between spark ignition initiating point and the maximum, pressure point. The means predicts concentration of one of fuels in a mixture fuel on the basis of the derived propagating period. The system compares the predicted concentration with an actually measured concentration of the relevant fuel by means of a sensor to detect failure of the sensor. When failure of the sensor is detected, fail-safe operation is performed by setting the concentration data at a predetermined fixed value.

Abstract: A swirl control system for a lean-burn engine, utilizing composite fuel blended with at least two different liquid fuels, comprises sensors for monitoring the operating state of the engine, a concentration meter for monitoring a mix proportion of one of the blended liquid fuels included in the composite fuel, and a control valve disposed in the vicinity of an intake port through which intake air is introduced via an intake air passage defined in an intake manifold of the engine into a combustion chamber of the engine. To vary a swirl mode of the swirl occurring in the combustion chamber, the swirl control valve is opened or closed by a controller on the basis of the present operating state of the engine and the mix proportion detected by the concentration meter.

Abstract: In order to accomplish aforementioned and other objects, a spark ignition timing control system, according to the present invention, is adapted to perform spark ignition timing control for an internal combustion engine combustioning a blended fuel, such as gasoline/alcohol mixture fuel. The control system performs MBT control by adjusting spark advance angle toward a maximum pressure point in feedback manner. The spark advance angle derived in MBT control is modified with a correction value derived on the combustion propagation speed which is variable depending upon blending ratio of one of the fuels in the blended fuel.