An air-fuel ratio control system for an internal combustion engine includes a LAF sensor and an O2 sensor arranged in an exhaust pipe at respective locations upstream and downstream of a catalytic converter. A desired air-fuel ratio coefficient used in calculating an amount of fuel supplied to the engine is calculated based on operating conditions of the engine, and corrected based on output from the O2 sensor. The air-fuel ratio of a mixture supplied to the engine is feedback-controlled to a stoichiometric air-fuel ratio based on the corrected desired air-fuel ratio coefficient. When the output from the O2 sensor falls within a predetermined range, the desired air-fuel ratio coefficient is not corrected, but held at an immediately preceding value thereof.

Air-fuel ratio control system for internal combustion engines

An internal combustion engine wherein an HC treatment catalyst (12) having the function of adsorbing the HC in the exhaust gas is arranged upstream of the NOx selective reducing catalyst (14), an urea aqueous solution fed from the reducing agent feed valve (15) is arranged upstream of the HC treatment catalyst (12), urea, and NOx contained in the exhaust gas, and HC adsorbed on the HC treatment catalyst 12 are reacted with each other to form intermediate products having cyano groups, oximes, and amino groups, and these intermediate products are sent to the NOx selective reducing catalyst (14).

Exhaust purification device of internal combustion engine

An exhaust gas purification device of an engine comprising a particulate filter arranged in an exhaust passage. An electric motor able to impart a vehicle drive power separate from the engine and able to generate electric power from the engine is provided. After the particulate filter finishes being warmed up, when the temperature of the particulate filter is low, the output torque of the engine is increased and the amount of increase of the output torque is consumed by the power generating action of the electric motor.

Exhaust gas purification device of an engine

A misfire-detecting system for an internal combustion engine carries out self-diagnosis of the system. In the system, sparking voltage generated across a spark plug of a cylinder of the engine is detected, and the detected sparking voltage is compared with a first predetermined reference voltage value, and a time period is measured over which the detected sparking voltage exceeds the first predetermined reference voltage value. It is determined that a misfire occurred in the engine when the measured time period exceeds a predetermined time period value. It is determined whether the engine is in self-sustaining operation. When it is determined that the engine is in self-sustaining operation, it is determined whether the misfire-detecting system is abnormal. It is determined that the misfire-detecting system is abnormal when the detected sparking voltage is lower than a second reference voltage value. Alternatively or in combination, it is determined that the misfire-detecting system is abnormal when the detected sparking voltage has continued to be higher than a third predetermined reference voltage value over a predetermined time period.

Misfire-detecting system for internal combustion engines

A device for detecting deterioration of a NOx absorbent arranged in the exhaust passage of an engine. An O2 sensor generating a current proportional to the air-fuel ratio is arranged in the exhaust passage downstream of the NOx absorbent. When the amount of NOx absorbed in the NOx absorbent is almost zero or after the amount of NOx absorbed in the NOx absorbent is made almost zero, the air-fuel ratio of the air-fuel mixture is changed from lean to rich, and the amount of oxygen stored in the NOx absorbent is detected from the output signal of the O2 sensor at this time. Further, the NOx absorbing capability is found by using this detected oxygen amount.

Device for detecting deterioration of NOx absorbent

PURPOSE: To accurately determine whether or not a catalyst is deteriorated by considering the characteristics of O 2 storage ability of the catalyst. CONSTITUTION: A first time measuring means M1 measures the length of time TL between the point of time when an air fuel ratio control means M1 changes the air fuel ratio to the Lean side and the point of time when the output of a downstream side O 2 sensor RS changes from Rich to Lean side. A second time measuring means M2 measures the length of time TR between the point of time when the air fuel ratio is changed to the Rich side and the point of time when the output of the downstream side O 2 , sensor RS changes from Lean to Rich side. A catalyst deterioration means M4 determines whether or not a catalyst is deteriorated when the average of the lengths of time TL and TR is shorter than a specified length of time. The lengths of time TL and TR are successively measured in that order to allow both length of time for the catalyst to absorb O 2 and NOx and length of time to absorb CO and HC to be properly considered, so that the O 2 storage ability of the catalyst can be accurately detected to allow accurately determining whether or not the catalyst is deteriorated. COPYRIGHT: (C)1993,JPO&Japio

Catalyst deterioration determination device

PURPOSE:To make an accurate judgment of misfire caused by the fuel system. CONSTITUTION:Terms t2-t4, t1-t5 of ignition voltage values B, B' exceeding comparative levels C, C' are measured, and when length CP of these terms exceeds a standard value CPREF, it is judged as misfire. The standard value CPREF is set in accordance with an engine drive state. Additionally, flame-out judgment is prohibited at the time when an engine is in a specified drive state.

Misfire detection device for internal combustion engine

PROBLEM TO BE SOLVED: To provide a fuel supply device capable of detecting fuel density also immediately after start of an engine in a simpler method. SOLUTION: During cranking of the engine, fuel pressure PF is sampled (S17), and by performing high-speed Fourier transform, frequency components of the sampled fuel pressure PF are calculated and pulsation natural frequency f0 of fuel inside a fuel supply system is calculated (S21). As fuel density ρF increases, the pulsation natural frequency f0 decreases. Therefore, based on the pulsation natural frequency f0, fuel density ρF is determined (S22). At that time, fuel temperature TF is detected (S20), and by correcting the fuel density ρF determined based on the pulsation natural frequency f0 by the fuel temperature TF, fuel density ρF at reference temperature TFREF is obtained. In accordance with the fuel density ρF, a mixture ratio RMIX of the fuel is calculated (S23). COPYRIGHT: (C)2008,JPO&INPIT

Fuel supply device

PROBLEM TO BE SOLVED: To efficiently supply fuel to a sub-chamber from the body of a fuel tank, without requiring a special driving source. SOLUTION: Since two check valves 30F and 30R allowing the movement of the fuel to the inside from the outside of the sub-chamber 15 and checking the movement of the fuel to the outside from the inside are arranged in a side wall 15a lower part of the sub-chamber 15 arranged inside a tank body 11, the fuel introduced once into the sub-chamber 15 from the tank body 11 side is prevented from returning again to the tank body 11 side, and the fuel can be surely supplied by preventing a sucking-up filter 23 continuing with a fuel pump 21 from being exposed from a fuel liquid level even when the fuel liquid level is inclined. Moreover, since the two check valves 30F and 30R are arranged, the longitudinally-laterally moving fuel can be efficiently introduced into the sub-chamber 15 via any check valves 30F and 30R. COPYRIGHT: (C)2008,JPO&INPIT

Sub-chamber structure of fuel tank

PROBLEM TO BE SOLVED: To improve accuracy of correction of fuel injection quantity by more appropriately calculate fuel pressure correction coefficient. SOLUTION: A reference value (kPfAVE) of fuel pressure correction coefficient is determined based on a detected operation state of an internal combustion engine. Fuel pressure detected by a fuel pressure sensor is corrected by the reference value of fuel pressure correction coefficient. A fuel pressure correction coefficient is calculated based on corrected fuel pressure and target value of fuel pressure. Quantity of fuel injected via fuel injection valve is calculated based on the calculate fuel pressure correction coefficient. A learning coefficient (kPfGAKU) is calculated based on air fuel ratio of an internal combustion engine and is learned. The reference value of the corrected fuel pressure correction coefficient can be calculated with the learning coefficient by multiplying the learning coefficient to the reference value of fuel pressure correction coefficient. The detected fuel pressure is collected by the reference value of fuel pressure correction coefficient which has been corrected by the learning coefficient. COPYRIGHT: (C)2007,JPO&INPIT

Fuel supply device for internal combustion engine

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