8890431543 F01R00DT2N

1. Enhanced Dry Clutch Precise Control (Low-Torque Optimization)

Based on the semi-closed-loop control algorithm of the 0AM927769D TCU, the 8890431543 TCU upgrades the clutch pressure control precision for low-torque scenarios and adds an "emission-oriented clutch engagement strategy" to coordinate with the engine's emission control system. It retains 8 precision solenoid valves and 14 key sensors but optimizes the sensor signal sampling frequency (increased from 100 Hz to 150 Hz for clutch position sensors) and uses an upgraded dual-core Infineon AURIX TC1797 MCU (operating frequency remains 160 MHz, but with 20% higher data processing efficiency for emission-related logic).

Low-Torque Clutch Engagement Optimization: For engines with reduced torque (e.g., EA211 1.4T China VI b version with 225 N·m), the TCU reduces the clutch engagement pressure gradient to 0.07 MPa/10 ms (lower than 0.09 MPa/10 ms of 0AM927769D). When the Volkswagen Lavida Plus 1.4T starts from a standstill, it adjusts the pressure of clutch K1 from 0 to 6.5 MPa in 55 ms—avoiding excessive pressure leading to unnecessary friction loss (which affects emissions) while ensuring smooth torque transmission;

Emission-Coordinated Heat Dissipation Management: The clutch temperature estimation module adds an "emission priority" logic. When the clutch temperature is between 160-180℃ (not reaching the overheating threshold but may affect engine emission control), the TCU proactively reduces the engine's torque output by 10% (via CAN bus communication with the engine ECU) and delays upshifting—preventing the engine from entering a high-emission operating range due to clutch friction heat;

48V Mild Hybrid Coordination (for MHEV Models): For models with 48V mild hybrid systems (e.g., Volkswagen Polo Plus 1.5L+48V), the TCU coordinates with the hybrid control unit (HCU) to realize "motor-assisted clutch engagement". When starting, the 48V motor provides 50 N·m auxiliary torque first, and the TCU reduces the clutch engagement pressure by 0.8 MPa—shortening the engagement time by 0.1 seconds, reducing clutch wear, and lowering the engine's cold-start emission.

2. Compact-Car-Oriented Shift Logic (Emission and Fuel Economy Upgrade)

The shift logic of the 8890431543 TCU is optimized for "emission compliance and mild hybrid efficiency", adjusting the shift points and gear holding strategies to match the low-torque characteristics of post-2020 engines and the working mode of mild hybrid systems.

Emission-Optimized Shift Calibration: In Normal mode, the TCU advances upshifting further than the 0AM927769D. For example, it shifts from 3rd to 4th gear at 45 km/h (vs. 50 km/h of 0AM927769D) and from 5th to 6th gear at 65 km/h (vs. 70 km/h of 0AM927769D)—keeping the engine speed below 1,600 rpm during urban commuting, which helps the engine maintain a low-emission operating range. The Audi Q2L 35 TFSI (2023) equipped with this TCU has a China VI b emission test result of 5.3 L/100 km (NEDC), 0.4 L/100 km lower than the 2020 model with 0AM927769D;

Mild Hybrid Shift Coordination: For 48V MHEV models, the TCU adjusts the shift timing to match the motor's power generation and assist phases. When the 48V battery SOC is low (< 30%), it delays upshifting by 5 km/h to allow the engine to run at a higher speed (1,800-2,000 rpm) for efficient power generation; when the SOC is high (> 70%), it advances upshifting to use motor assistance for high-speed cruising—balancing battery charging and fuel economy;

Low-Speed Jitter Further Optimization: Aiming at the low-speed jitter issue of dry DSG, the TCU upgrades the "micro-slip control" strategy. In the 15-25 km/h range (1st-2nd gear), it reduces the clutch slip rate fluctuation range from ±1% to ±0.5% and increases the pressure adjustment frequency from 20 times/second to 30 times/second—reducing the jitter amplitude to less than 2.2 m/s², which is 21% lower than the 0AM927769D and close to the comfort level of wet DSG.