Abstract: A catalyst degradation detection apparatus includes an air-fuel ratio detector disposed downstream of a catalyst and configured to detect an air-fuel ratio of exhaust gas flowing out from the catalyst, and an electronic control unit configured to control an air-fuel ratio of inflow exhaust gas flowing into the catalyst and determine whether the catalyst is degraded. The electronic control unit is configured to execute degradation determination control that brings the air-fuel ratio of the inflow exhaust gas to an air-fuel ratio leaner or richer than a stoichiometric air-fuel ratio. The electronic control unit is configured to determine whether precious metal of the catalyst is degraded based on the air-fuel ratio detected by the air-fuel ratio detector when an oxygen storage amount of the catalyst is varying in the degradation determination control.

Abstract: The catalyst deterioration detection system 1 comprises an air-fuel ratio detection device 41 detecting an air-fuel ratio of an exhaust gas flowing out from the catalyst 20, an air-fuel ratio control part 71, and a deterioration judgment part 72. The air-fuel ratio control part is configured to perform a lean control making the air-fuel ratio of the inflowing exhaust gas leaner than a stoichiometric air-fuel ratio and a rich control making the air-fuel ratio of the inflowing exhaust gas richer than the stoichiometric air-fuel ratio. The deterioration judgment part is configured to calculate an amplitude of an air-fuel ratio of an exhaust gas flowing out from the catalyst due to the lean control and the rich control based on an output of the air-fuel ratio detection device and judge that the catalyst is deteriorating if the amplitude is equal to or greater than a threshold value.

Abstract: The catalyst deterioration detection system 1 comprises an air-fuel ratio detection device 41 detecting an air-fuel ratio of an exhaust gas flowing out from the catalyst 20, an air-fuel ratio control part 71, and a deterioration judgment part 72. The air-fuel ratio control part is configured to perform a lean control making the air-fuel ratio of the inflowing exhaust gas leaner than a stoichiometric air-fuel ratio and a rich control making the air-fuel ratio of the inflowing exhaust gas richer than the stoichiometric air-fuel ratio. The deterioration judgment part is configured to calculate an amplitude of an air-fuel ratio of an exhaust gas flowing out from the catalyst due to the lean control and the rich control based on an output of the air-fuel ratio detection device and judge that the catalyst is deteriorating if the amplitude is equal to or greater than a threshold value.

Abstract: The exhaust gas purification device of the present embodiment is provided in an exhaust gas flow path of an internal combustion engine. The exhaust gas purification device includes a honeycomb catalyst and a PM trapping filter. The honeycomb catalyst is formed by supporting a catalyst on a first substrate which is made of a promoter and has a honeycomb structure. The PM trapping filter is located on the exhaust gas downstream side of the honeycomb catalyst and includes a second substrate having a honeycomb structure, configured to be capable of trapping PM.

Abstract: The catalyst deterioration detection system 1 comprises an air-fuel ratio detection device 41 detecting an air-fuel ratio of an exhaust gas flowing out from the catalyst 20, an air-fuel ratio control part 71, and a deterioration judgment part 72. The air-fuel ratio control part is configured to perform a lean control making the air-fuel ratio of the inflowing exhaust gas leaner than a stoichiometric air-fuel ratio and a rich control making the air-fuel ratio of the inflowing exhaust gas richer than the stoichiometric air-fuel ratio. The deterioration judgment part is configured to calculate an amplitude of an air-fuel ratio of an exhaust gas flowing out from the catalyst due to the lean control and the rich control based on an output of the air-fuel ratio detection device and judge that the catalyst is deteriorating if the amplitude is equal to or greater than a threshold value.

Abstract: A catalyst degradation detection apparatus includes an air-fuel ratio detector disposed downstream of a catalyst and configured to detect an air-fuel ratio of exhaust gas flowing out from the catalyst, and an electronic control unit configured to control an air-fuel ratio of inflow exhaust gas flowing into the catalyst and determine whether the catalyst is degraded. The electronic control unit is configured to execute degradation determination control that brings the air-fuel ratio of the inflow exhaust gas to an air-fuel ratio leaner or richer than a stoichiometric air-fuel ratio. The electronic control unit is configured to determine whether precious metal of the catalyst is degraded based on the air-fuel ratio detected by the air-fuel ratio detector when an oxygen storage amount of the catalyst is varying in the degradation determination control.

Abstract: The exhaust gas purification device of the present embodiment is provided in an exhaust gas flow path of an internal combustion engine. The exhaust gas purification device includes a honeycomb catalyst and a PM trapping filter. The honeycomb catalyst is formed by supporting a catalyst on a first substrate which is made of a promoter and has a honeycomb structure. The PM trapping filter is located on the exhaust gas downstream side of the honeycomb catalyst and includes a second substrate having a honeycomb structure, configured to be capable of trapping PM.

Abstract: Provided is an exhaust gas filter comprising a plurality of cell walls, a plurality of cell holes surrounded by the cell walls, and plug parts each sealing one of both ends of at least a part of the cell holes. The cell walls each have pores that allow adjacent cell holes to communicate with each other. The cell walls contain at least one promoter selected from the group consisting of ceria, zirconia, and a ceria-zirconia solid solution as a constituent thereof.

Abstract: An exhaust gas purifying catalyst provided with a honeycomb structured porous material, a first catalyst consisting of Pd, a coating layer which is formed on a surface of the porous material and a second catalyst consisting of Rh which is loaded onto the coating layer. The porous material contains a catalyst support consisting of a ceria-zirconia solid solution, a composite consisting of alumina and an inorganic binder. A content of the catalyst support in the porous material exceeds 50 parts by mass of a total 100 parts by mass for the catalyst support and the composite. The coating layer is provided with a catalyst support consisting of ceria-zirconia solid solution.

Abstract: A porous honeycomb structure including multiple co-catalyst particles and multiple inorganic binder particles of smaller particle diameter than the co-catalyst particles. Each co-catalyst particle is comprised of a ceria-zirconia solid solution. The inorganic binder particles reside between the co-catalyst particles. In the honeycomb structure, an exposure fraction of the co-catalyst particles from the inorganic binder particles on a cross-section of the honeycomb structure is within a range of 3 to 10%.

Abstract: A honeycomb structure body has promoter particles made of ceria-zirconia solid solution, and inorganic binder particles made of alumina arranged between the promoter particles, and a cerium aluminate phase formed on a boundary surface between the promoter particles and the inorganic binder particles. Further, a method of producing the honeycomb structure body has at least first and second steps. The first step molds raw material to form a honeycomb molded body. The raw material has a mixture of promoter particles and a sol containing inorganic binder particles. The second step fires the honeycomb molded body in an atmosphere having an oxygen concentration of not more than 0.5 vol. % to produce the honeycomb structure body.

Abstract: A honeycomb structure body has promoter particles made of ceria-zirconia solid solution, and inorganic binder particles made of alumina arranged between the promoter particles, and a cerium aluminate phase formed on a boundary surface between the promoter particles and the inorganic binder particles. Further, a method of producing the honeycomb structure body has at least first and second steps. The first step molds raw material to form a honeycomb molded body. The raw material has a mixture of promoter particles and a sol containing inorganic binder particles. The second step fires the honeycomb molded body in an atmosphere having an oxygen concentration of not more than 0.5 vol. % to produce the honeycomb structure body.

Abstract: A porous honeycomb structure including multiple co-catalyst particles and multiple inorganic binder particles of smaller particle diameter than the co-catalyst particles. Each co-catalyst particle is comprised of a ceria-zirconia solid solution. The inorganic binder particles reside between the co-catalyst particles. In the honeycomb structure, an exposure fraction of the co-catalyst particles from the inorganic binder particles on a cross-section of the honeycomb structure is within a range of 3 to 10%.

Abstract: The present invention provides a trimethylgallium which has less than 0.1 ppm of a total organic silicon compound content; and a method for producing the trimethylgallium comprises hydrolyzing trimethylaluminum as a raw material, extracting organic silicon compound contained with a solvent, quantifying methyltriethylsilane by a Gas Chromatography-Mass Spectrometry, selecting a trimethylaluminum having less than 0.5 ppm of methyltriethylsilane content for the raw material, purifying by distillation, followed by reaction with gallium chloride and then distilling the reactant solution to obtain the trimethylgallium.

Abstract: A fuel control system for a cylinder injection type internal combustion engine which can avoid frequent changeover of engine control mode and ensure a sufficient vacuum level for a brake operating pressure while protecting against degradation combustibility and fuel-consumption performance of the engine without resorting to additional provision of a special circuit or device. The system includes an intake air flow sensor (2) for detecting an intake air quantity (Qa) fed to an internal combustion engine (1) for thereby outputting a corresponding information signal, a crank angle sensor (5) for detecting a rotation speed (rpm) (Ne) of the engine (1) and a crank angle thereof to thereby output a corresponding information signal (SGT), and a pressure sensor (17) for detecting a brake operating pressure (PB).

Abstract: To control rise of an engine output when performing backward driving with the back gear, the opening degree of a throttle valve for adjusting the air quantity to be taken into the engine is controlled so that it does not increase when the transmission is set to the back gear state.

Abstract: An exhaust gas recirculation control system for internal combustion engines, comprising an exhaust gas recirculation passage for recirculating a part of an exhaust gas from an internal combustion engine into the engine; an exhaust gas recirculation control valve for controlling a flow rate of the exhaust gas flowing in the exhaust gas recirculation passage; an opening degree controller for controlling an opening degree of the exhaust gas recirculation control valve; an operating condition detector for detecting an operating condition of the engine; means for setting a target exhaust gas recirculation ratio depending on the detected operating condition; a combustion state detector for detecting a combustion state in at least one cylinder of the engine; means for finding an actual exhaust gas recirculation ratio of the engine based on the detected combustion state; and means for controlling the opening degree controller so as to bring the actual exhaust gas recirculation ratio to the target exhaust gas recircul

Abstract: An inter-cylinder-injection fuel controller for an internal combustion engine which offers fail-safe performance against an increase in the amount of the intake air caused by a trouble in the intake system, and reliably suppresses the engine running speed from abnormally increasing. The fuel controller comprises various sensors 20 for outputting data representing operation conditions of the internal combustion engine, injectors for directly injecting the fuel into the cylinders, and a control unit 89 for operating the amounts F of fuel supplied into the cylinders based upon the operation conditions and for controlling the injectors based upon the amounts of supplying fuel, wherein said various sensors include an amount-of-intaken-air sensor for outputting data that corresponds to the amount Qa of the intaken air, and a crank angle sensor for outputting data .theta.

Abstract: A fuel control system for a cylinder injection type internal combustion engine which allows the fuel injection mode to make transition from a compression-stroke injection mode for realizing a high air-fuel ratio to the suction-stroke injection mode for realizing a low air-fuel ratio while ensuring stable combustion state without need for additional provision of any especial devices.

Abstract: When the ETV control system runs into trouble, drivability and safety are secured against the system trouble by fixing the step of speed change at a high speed position if the vehicle is running forward or stopping fuel feed to a specific cylinder or cylinders if it is running backward. When the electronic throttle control system runs into trouble, the throttle valve 3 is released from control by stopping power supply to the motor 1, the throttle value 3 is mechanically fixed in a preset position, and the transmission 2 is fixed in a high speed position if the vehicle is running forward, thereby to reduce engine acceleration and the shock to the body due to unnecessary speed change action, or fuel feed to a specific cylinder or cylinders is stopped according to the engine condition if the vehicle is running backward, thereby to reduce the engine output, so that the vehicle be enabled to run smoothly.