C o v e r S t o r y TR ANSMIS SIONS

AUTOMATED FIVE-SPEED MANUAL

TRANSMISSION – EASYTRONIC 3.0
The new Opel/Vauxhall five-speed automated manual transmission or manual transmission automated (MTA) as
the company calls it, introduced in the fall of 2014 as Easytronic 3.0, uses an electro-hydraulic clutch and shift
control. Major components from the base manual gearbox (F17-5) are used as common parts. The new transmis-
sion is stop/start capable, and its controls are based on a safety concept according to the ISO 26262 guidelines.

Author

DIPL.-ING. THOMAS ZEMMRICH

is Group Leader and Technical Spe-
cialist for Automated MT Systems in
the Transmission Area of Adam Opel
AG in Rüsselsheim (Germany).

34 www.autotechreview.com
CONTINUED STRATEGY

In the fall of 2014, Opel/Vauxhall intro-

duced a new generation of its automated
manual transmission MTA (Manual
Transmission Automated), designated
Easytronic 3.0. This continues a com-
pany strategy started in 2001 to offer this
type of gearbox as a low-cost, efficient
alternative to a conventional automatic
transmission for small and compact vehi-
cles [1]. Even though these automated
transmissions cannot reach the comfort
levels of powershift transmissions – due
to their inherent torque interruption dur-
ing shifting – they offer a considerably
easier operation than manual gearboxes
because of their automatic actuation
sequences, while also enabling lower
fuel consumption [2] through correspond-
ing functions and calibrations, as well as
a sporty driving style. This article
describes the design and performance 1 MTA transmission
characteristics of Opel’s new MTA.

TRANSMISSION DESIGN
The latest development of Opel’s proven
five-speed manual transmission (F17-5),
with a torque capacity of 190 Nm, was
chosen as the base. This transmission
enables the use of the new Opel MTA, 1,
in combination with small and mid-size
gasoline engines, currently up to 1.4 l
with MTA, and the diesel engine with a
1.3 l displacement. While six-speed man-
ual transmissions with a torque capacity
of up to 200 Nm are increasingly popular,
the five-speed version remains the pre-
ferred entry-level option in the small car
segment for cost reasons.
The shift forks and synchronisers of
the base transmission are used without
modifications for the automated variant.
The selected gear set is characterised by a
be realised through fast automatic down-
shifts. A requirement for the new MTA
was that the same clutch can be used in
both manual and automated applications,
and that no MTA-specific adaptations are
necessary for vehicle integration. 2
shows the transmission’s basic data.
In contrast to the previous electro-
mechanical system [1], an electro-hydraulic
actuator takes over the clutch and gear-
shift operation in the new MTA. Its main
components include an electric motor,
pump, pressure accumulator, oil reservoir,
block with solenoid valves and the control
module directly contacted to the valves
(mechatronic), 3.
Compared to earlier electro-hydraulic
Characteristic
systems, the actuation of this newest gen-
eration is distinguished by higher integra-
tion. All components are mounted on a
baseplate, which incorporates the hydrau-
lic ducts so there are no external hydrau-
lic lines. All internal sensors (shift/select
position and pressure) are also contacted
without wiring. These features deliver
benefits in terms of cost, mass, package
and system reliability.
To measure the input shaft speed, the
new MTA is equipped with a speed sen-
sor, using the Hall effect principle. The
fourth gear wheel serves as the target. A
separate target wheel is therefore unnec-
essary, so all shafts from the manual
transmission can be used unchanged in
Value

comparably wide ratio spread for a five- Maximum torque 190 Nm

speed gearbox of 5.53. Together with a Gear ratios 1st gear: 3.727
2nd gear: 2.136
correspondingly chosen final-drive ratio, 3 rd gear: 1.323
this enables a high total ratio in first gear 4th gear: 0.892
for comfortable drive-off performance 5th gear: 0.674
Reverse gear: 3.308
with low energy influx in the clutch, as
Final drives 4.188, 4.625 application dependent
well as a lower engine rpm at higher driv-
Centre distance 180 mm
ing speeds in fifth gear for reduced noise
Length 365 mm
level and fuel consumption.
Mass (dry) 39 kg, thereof electro-hydraulic actuator: 8 kg
The latter is achieved for the auto-
Transmission oil quantity 1.6 l
mated manual transmission without any
loss of performance, as acceleration can 2 Basic data of the MTA transmission

autotechreview S ep t e mb e r 2 015 Vo lum e 4 | I s su e 9 35

C o v e r S t o r y TR ANSMIS SIONS
3 MTA actuator
the automated application.
As in the manual transmission, the
clutch operation in the new MTA uses a
hydraulic concentric slave cylinder (CSC),
but without the need for a master cylin-
der. Instead of brake fluid, commonly
used as a medium with manual gear-
boxes, the MTA’s CSC is operated with the
actuating system’s hydraulic oil. A propor-
tional valve takes over regulation of the
oil flow. The MTA CSC is also equipped
with a contactless travel sensor (Hall
effect), which gives the controller the
feedback required for closed-loop control
of the clutch release travel. The target is a
magnet connected to the base of the
clutch release bearing. The advantage of
position measurement on the CSC is that
dynamic and temperature-caused effects
in the hydraulic line are included in the
control loop, as opposed to measuring the
position on a master cylinder. On the
Speed [rpm]
other hand, the CSC’s axial pulsation with
engine running is also detected by the
sensor and super-imposed over the travel
signal. Suitable filtering compensates for
this effect during processing of the raw
signal in the transmission controller.
Relative torque [%]
FUNCTIONS
The new MTA offers selectable automatic
or manual operating modes, and also sup-
ports the sport mode function as well as
cruise control. In automatic mode, numer-
ous shift maps with further functions are
available [2].
A new feature is the conditional
suppression of the 2-1 downshift at low
speeds. It operates the clutch in slip in
second gear as long as no higher demand
36
for traction force calls for a downshift to
first gear. The further developed upshift
prevention function guarantees selection
of the appropriate gear for required
minimum acceleration also in case of
increased driving resistance, e.g. during
uphill driving or trailering or with
reduced engine torque due to altitude or
heat. Together with optimised shift maps,
these special functions lead to a
considerable reduction in shift frequency.
In an Opel test cycle, the number of gear
shifts is reduced from 231 with the
existing Opel five-speed MTA to 195
shifts with the new version. This
contributes to enhanced driving comfort
and lower fuel consumption.
6000
4500
3000
0 1
100
50
0
0 Torque
reduction
Clutch data
4 Upshift schematic
Another objective of the new MTA
was optimisation of creep, i.e. drive-off
only by controlling the clutch without
depressing the accelerator pedal. Re-tun-
ing of entry and exit into or out of the
creep function is particularly beneficial
when parking. Furthermore, creeping on
slight uphill and downhill gradients is
now also more comfortable. This latter
improvement was achieved by the adop-
tion of calibratible target accelerations, in
relation to the gradients estimated by an
MTA algorithm.
The newly introduced sprint-start func-
tion enables drive-off with the highest
possible acceleration when the accelerator
pedal is quickly depressed to the kick-
down position. Measurements show an
increase in maximum acceleration of 1.9
m/s², delivering a reduced time to 20
km/h of 0.3 s compared to a normal wide
open throttle drive-off.
Like other transmission types in Opel’s
powertrain portfolio, the new MTA is also
stop/start capable. As with automatic
transmissions, pressing or releasing the
brake pedal during standstill is the pri-
mary trigger for engine stops and starts. A
special challenge to automated transmis-
sions is ensuring a delay-free and com-
fortable transition from releasing the
brake pedal through starting the engine to
providing acceleration. Here, the MTA has
Time [s]
Synchroni- 1 Time [s]
sation
Engine data Driver requested
torque
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 C o v e r S t o r y TR ANSMIS SIONS
Transmission Response time [ms]
New MTA 125
Predecessor MTA 150
Competitor MTA 134
5 Comparison of downshift characteristics
to measure up to the demands made of
automatic and dual-clutch transmissions,
and could sometimes even surpass their
performance in comparison tests. The
decisive element is the shift strategy for
the stop phase. Holding first gear with an
open clutch, together with various safety
measures, enables the system’s fast reac-
tion at the start, while at the same time
preventing an undesired drive-off.
DRIVEABILITY
Shift comfort is a main factor in determin-
ing customers’ acceptance of automated
manual transmissions and during the
development of the new MTA, improve-
ments to achieve this were made in vari-
ous areas [2]. For upshifts, the change in
vehicle acceleration (jerk) in relation to
the degree of acceleration is an important
comfort parameter. This was considered
by an optimised engine intervention with
parabolic shape of the torque intervention
during initiation of the shift process, 4.
10
9
SAE rating
General Upshifts
driveability
New MTA
6 Comparison of driveability evaluations
38
Ratio step related to shift time [1/s]
5.1
4.2
4.4
For downshifts, the system’s respon-
siveness is decisive. Here the new MTA
benefits from an expanded interface to the
engine controller, which enables precise
speed control. 5 shows a comparison of
important downshift characteristics for
different automated transmissions.
The success of the various measures is
evident in improved driveability of
approximately one SAE rating in the mini-
mum evaluations compared to Opel’s pre-
vious system. The variation of driveability
and shift quality is also substantially
reduced, 6. These results were confirmed
when using different evaluation methods.
SAFETY CONCEPT
The clutch and shift operation supervised
by a control module with internal sensor
technology, connected to other electronic
components in the vehicle, makes the
automated manual transmission a safety-
critical system, as defined by the ISO
26262 [3]. In view of the requirements of
Downshifts Acceleration Creep Drive-off
Predecessor MTA Competitor MTA
this standard, a safety concept for the
new MTA was developed and integrated
in its controls [4]. This concept comprises
specific requirements to the reliability of
the components involved and diagnoses
on a number of levels, as well as situa-
tional system reactions in the case of a
failure to ensure a safe state. Such meas-
ures range from the deactivation of indi-
vidual functions to interruption of the
power flow. The overriding objective is to
guarantee safety during vehicle operation,
while maintaining as much system availa-
bility as possible.
REFERENCES
[1] Barnbeck, A.; Becker, G.; Kiefer, M.; Quarg,
J.; Zemmrich, T.; Fischer, R.: Automated shift of a
conventional base transmission. 9th Aachen Collo-
quium Automobile and Engine Technology, 4 to 6
October 2000
[2] Ramminger, P.; Becker, G.: The new automat-
ed 5-speed manual transmission by Opel. Interna-
tional VDI-Congress Drivetrain for Vehicles, Frie-
drichshafen, 24 and 25 June 2014
[3] Czerny, B. J.; D’Ambrosio, J.; Debouk R.;
Stashko, K.: ISO 26262 Functional safety draft in-
ternational standard for road vehicles: Back-
ground, Status, and Overview. 28th International
System Safety Conference, Minneapolis/MN., 30
August to 3 September 2010
[4] Baron, K.; Ramminger, P.; Becker, G.: The
new automated 5-speed manual transmission by
Opel. 13th International CTI Symposium, Berlin, 8
to 11 December 2014
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