Development of 6M61CNG Engine for Medium-Duty Trucks

Shoji TANAKA* Masato YOSHIDA* Toshihiro KOKUBUN*

Tetsuhisa UESUGI** Toshiyuki KODAMA**

Abstract
Mitsubishi Fuso Truck & Bus Corporation has been developed a new CNG (Compressed Natural
Gas) engine, in-line 6-cylinder 6M61CNG, for medium-duty trucks. This engine has been developed
based on the 6M61 diesel engine. With its newly designed fuel supply system, intake system and
ignition system, the engine successfully obtained ULEV (Ultra Low Emission Vehicle) level certifica-
tion under the Low Emission Vehicle Certification System, proving that the exhaust emissions of
the engine were reduced to at least 75 % of the 2003 regulation limit, as well as achieved the best
output performance in this class.

Key words: Compressed Natural Gas, Alternative Fuel, Spark Ignition Engine, Emission

1. Introduction

Strong pressure for reductions in automotive

exhaust emissions in urban areas has recently prompt-
ed local governments and other bodies to promote the
introduction of low-emission vehicles that use alterna-
tive fuels. Among such vehicles, those that run on com-
pressed natural gas (CNG) are attracting attention.
Against this background, Mitsubishi Fuso Truck & Bus
Corporation (MFTBC) recently developed the 6M61CNG
engine for medium-duty trucks. Based on a diesel
engine, this new CNG engine incorporates newly
designed fuel-supply and intake systems that help it
realize class-leading output together with emissions
that are low enough for Ultra Low Emission Vehicle
(ULEV) certification. It was launched in July 2002 as a
powerplant for 2002-model Mitsubishi Fuso FIGHTER
trucks (Fig. 1).
The 6M61CNG engine received ULEV approval
under Japans 7LG certification system (this is operated
seven local governments in the Kanto region: the met-
ropolitan of Tokyo, the prefectures of Kanagawa,
Saitama, and Chiba and the cities of Yokohama,
Kawasaki, and Chiba) in November 2002.
An overview of the 6M61CNG engine is given in this
paper.
2. Development targets
Based on the highly evaluated 6M61 diesel engine,
which was launched in Japan in 1999, the 6M61CNG
engine was developed to have the following character-
istics:
(1) Low exhaust emissions
For minimal pollution, MFTBC targeted exhaust
emissions low enough for ULEV certification (at least
75 % lower than those permitted by 2003 regulations).
(2) High output performance
MFTBC aimed for the 6M61CNG engine to have the
Fig. 1 CNG FIGHTER garbage-vehicle
highest levels of output and torque in the class.
(3) High reliability
MFTBC aimed to realize sufficient quality and dura-
bility to ensure breakdown-free operation throughout
the vehicles service life.
(4) Suitability for special-purpose vehicles
Garbage-collection vehicles and van-body vehicles
account for approximately 90 % of CNG-fuelled medi-
um-duty trucks, so MFTBC took steps to ensure compat-
ibility with special-purpose vehicles (mainly garbage-
collection vehicles and refrigerated vehicles).
3. Major specifications
For CNG-fuelled operation, the 6M61CNG engine
differs from the 6M61 diesel engine mainly in its fuel-
supply system, intake system, and ignition system,
which were all newly designed.
The engines major specifications are shown in
Table 1. External views of the engine are shown in
Fig. 2. And a schematic diagram of the engine is shown
in Fig. 3.
Highly pressurized fuel from the CNG tank has its
pressure reduced in three stages from 20 MPa to atmos-
pheric pressure before being supplied to the engine.

* Engine Design Dept., Research & Dev. Office, MFTBC ** Engine Testing Dept., Research & Dev. Office, MFTBC

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Fig. 2 External outline of 6M61CNG engine
Fig. 3 Schematic diagram of 6M61CNG engine
The base engine was an 8.2-litre, six-cylinder, direct-
injection diesel engine for medium-duty trucks. For
CNG-fuelled operation, a speed sensor was fitted in the
location formerly occupied by an injection pump and
spark plugs were fitted in the locations formerly occu-
pied by injection nozzles. The compression ratio was
set at 12 to minimize the risk of knocking. The intake
system was fitted with a boost sensor to enable igni-
tion-timing correction, and the exhaust system was fit-
ted with a muffler incorporating a three-way catalytic
converter and an O2 sensor to enable control over the
air-fuel ratio.
For auxiliary braking, the exhaust brake of the
diesel-engine model was retained.
4. Technical features
4.1 Performance and exhaust emissions
With the 6M61CNG engine, an electronically con-
Development of 6M61CNG Engine for Medium-Duty Trucks
trolled mixer-type fuel-supply system, various other
advanced technologies, and optimal tuning of all parts
together enable low exhaust emissions and class-lead-
ing output performance.
Exhaust-emission limits imposed by Japans 2003
regulations are shown in Fig. 4. Thanks partly to stoi-
chiometric combustion under all speed and loading
conditions and partly to the three-way catalytic convert-
er, nitrogen-oxide (NOx) emissions and hydrocarbon
(HC) emissions are low enough for ULEV certification,
i.e., at least 75 % lower than those permitted by the
2003 regulations.
(1) Fuel-supply system
The fuel-supply arrangement is a mixer type in
which fuel is drawn into the cylinders by the intake vac-
uum in a venturi section. This arrangement is advanta-
geous in terms of simplicity and reliability.
With a mixer arrangement, the fuel supply can,
unless appropriate steps are taken, become unstable if
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Development of 6M61CNG Engine for Medium-Duty Trucks

Table 1 Engine specifications

Model 6M61CNG 6M61-2 diesel

Type 4-cycle
No. of cylinders 6
Valve mechanism OHC; 4 valves per cylinder (two intake; two exhaust)
Displacement (L) 8.201
Bore x stroke (mm) 118 x 125
Max. output (kW/min1) 140/2900 154/2900
Max. torque (Nm/min1) 608/1000 559/1700
Compression ratio 12.0 19.0
Ignition method Spark ignition Compression ignition
Fuel-supply arrangement Regulator + mixer Injection pump + injectors
Emission-control Three-way catalytic Fig. 5 Schematic of inner-vent system
None
arrangement converter
Exhaust brake Included

Fig. 4 Japans 2003 exhaust-emission regulations

Fig. 6 Schematic of PCV system with hot-water

the venturi is affected by clogging of the air cleaner

and/or by airflow generated by the vehicles movement.
Consequently, an inner-vent system, which samples the
reference atmospheric pressure of pressure-regulated
fuel in the intake passage between the air cleaner and
the mixer and counteracts the abovementioned effects,
was adopted. This system is shown in Fig. 5.
For minimal exhaust emissions and maximal fuel
economy, output, and driveability, the air-fuel ratio is
continuously adjusted in accordance with signals from
the O2 sensors and other sensors. Changes in the air-
fuel ratio are achieved through adjustment of the fuel-
injection amount by duty control (based on the signals)
of a feedback solenoid on the mixer.
A slow jet, which supplies the engine with fuel at a
pressure of 0.03 MPa (the pressure that results from the
regulators second stage of pressure reduction), was
adopted as an auxiliary fuel-injection device for maxi-
mal idling stability.
Further, a sub throttle was incorporated down-
stream of the main throttle to serve as a wide-open-
throttle (WOT) governor for overspeed prevention dur-
ing WOT operation.
(2) Positive crankcase ventilation (PCV) system
A closed PCV system was adopted for compliance
with regulations on crankcase emissions.
A schematic diagram of the PCV system is shown in
Fig. 6. This system incorporates positive-pressure and
vacuum-pressure PCV valves, which keep the pressure
in the crankcase constant and thus ensure the reliability
of seals and other parts. It also incorporates a hot-water
circuit, which prevents moisture in blowby gases from
condensing.
(3) Intake and exhaust systems
To maximize the energy absorbed during operation
of the exhaust brake, an air bypass valve, which bypass-
es the throttle when the throttle is completely closed,
was adopted. As a result, the highly evaluated exhaust-
brake performance of the original diesel-engine medi-
um-duty vehicle is largely replicated.
(4) Ignition system
A low-tension ignition system was adopted to maxi-
mize ignition-system reliability. A schematic diagram
of this system is shown in Fig. 7. An ignition coil is
directly mounted on the spark plug for each cylinder,
and an electronic control unit (ECU) effects ignition con-
trol in accordance with the appropriate firing order and
ignition timing. This arrangement is an effective means
of minimizing radio-interference noise and ignition-
energy losses.
Further, spark plugs with iridium center electrodes,
which are highly resistant to erosion, were adopted for
maximal ignition stability.

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 Development of 6M61CNG Engine for Medium-Duty Trucks

Fig. 7 Schematic of low-tension circuit spark

Fig. 8 Finite element model of CNG cylinder head

4.2 Reliability
Since all-stoichiometric combustion causes high
combustion and exhaust temperatures, adequate high-
temperature strength was ensured by the following
design revisions:
Alloy cast iron was adopted for the cylinder head,
and a shape that maximizes the cylinder heads thermal
fatigue strength was determined through analysis of the
heat deformation of flame-contact surfaces using the
finite-element-method (FEM) model shown in Fig. 8.
A special heat-resistant cast steel with superior
high-temperature strength, superior high-temperature
proof stress, and superior resistance to oxidation was
adopted for the exhaust manifold.
The engine valves were thermally sprayed with a
Triballoy that offers excellent wear resistance at high
temperatures, and a cobalt-molybdenum-chromium
sintered alloy was adopted for the valve seats.
engine was provided with an idle speed control (ISC)
valve that keeps the engine running at an appropriate
target speed.
5. Summary
With its various design enhancements, the
6M61CNG engine meets all of MFTBCs development
targets and has high commercial viability. Its availabili-
ty in medium-duty commercial vehicles means that
MFTBC is able to offer CNG engines in every commer-
cial-vehicle category (light-duty, medium-duty, and
heavy-duty). The development team aims to further
refine the new engine in line with feedback from users
and other relevant parties.

4.3 Application to special-purpose vehicles

To meet the great need for special-purpose vehicles
that have the low emissions and low noise of CNG vehi-
cles, application-specific measures were taken as fol-
lows:
(1) Garbage-collection vehicles
Shoji TANAKA Masato YOSHIDA Toshihiro KOKUBUN
To enable adjustment of the idling speed to suit
garbage-collection equipment from various manufac-
turers, the engine was provided with a fast idle mecha-
nism that opens and closes the throttle using a vacuum
actuator while the garbage-collection equipment is run-
ning.
(2) Refrigerated vehicles
To prevent the loading applied to the engine by the
refrigeration equipment from causing unwanted
engine-speed fluctuations while the engine is idling, the Tetsuhisa UESUGI Toshiyuki KODAMA

67