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Brand: C.OEFT
OE numbers: 0AM927769D
Product Name: Transmission Control Module
Compatible model:
Product status: Remanufactured
Product weight:1.516KG
Packaging size: 63X41X36cm
Product packaging: Neutral Packaging
Car Series: for Volkswagen Audi
Car Type: Germany
1. Dry Clutch Precise Control System
As the core of DQ200 transmission control, the TCU adopts a semi-closed-loop clutch pressure control algorithm tailored for dry clutch structures. It integrates 8 precision solenoid valves (fewer than the 12 of DQ500) and collects real-time signals from 14 key sensors (including clutch position, input/output shaft speed, ambient temperature, and throttle opening sensors). Data processing relies on a dual-core Infineon AURIX TC1796 MCU (operating frequency up to 160 MHz)—with sufficient performance for low-torque scenarios, and 40% lower power consumption than the triple-core chip of 0BH325025-JD.
Low-Torque Clutch Engagement: The TCU controls the clutch engagement pressure gradient to 0.09 MPa/10 ms. For example, when the Volkswagen Golf 1.4T starts from a standstill, it adjusts the pressure of clutch K1 (responsible for 1/3/5/7 gears) from 0 to 8 MPa in 60 ms, ensuring smooth transmission of 250 N·m peak torque without slippage—avoiding excessive wear caused by dry clutch friction;
Dry Clutch Heat Dissipation Management: Equipped with a clutch temperature estimation module (no dedicated oil cooling system for dry DSG), it calculates clutch temperature based on engagement frequency, load duration, and ambient temperature. When the estimated temperature exceeds 180℃ (e.g., frequent start-stop in urban congestion), it activates "heat protection mode": delays upshifting, reduces clutch engagement speed by 30%, and limits maximum speed to 110 km/h—preventing clutch ablation, a common issue in dry DSG;
Start-Stop System Coordination: For models with engine start-stop function (post-2015 versions), the TCU coordinates with the start-stop controller to disengage the clutch within 0.3 seconds when the vehicle stops, and re-engages the clutch synchronously with engine restart—ensuring smooth start without jitter, and reducing idling fuel consumption by 8%-10%.
2. Compact-Car-Oriented Shift Logic
Leveraging the DQ200's "pre-selection" gear design (same as DQ500 but simplified), the 0AM927769D TCU optimizes shift logic for urban commuting scenarios, balancing shift speed and comfort while prioritizing fuel economy—key demands of compact car users.
Daily Commute Shift Calibration: In Normal mode, the TCU completes 1-2 gear shifts in 0.3 seconds and skip shifts (e.g., 4-2) in 0.45 seconds. For the Volkswagen Lavida 1.4T, shifting from 3rd to 4th gear at 50 km/h produces a jerk amplitude of less than 2.8 m/s²—meeting the comfort requirements of daily commuting, though slightly higher than wet DQ500;
Fuel-Saving Shift Strategy: The TCU advances upshifting to maintain low engine speeds. For example, it shifts from 5th to 6th gear at 70 km/h and to 7th gear at 85 km/h, keeping the engine speed below 1,800 rpm when cruising at 100 km/h. Taking the Audi A3 35 TFSI as an example, its comprehensive fuel consumption is as low as 5.8-6.5 L/100 km—20% lower than traditional 6AT models of the same level
1. Perfect Adaptation to Compact Models
Torque Matching Precision: Specifically calibrated for small-displacement engines with ≤250 N·m torque (e.g., EA211 1.4T, 1.0T), ensuring no power waste or overload—unlike universal TCUs that may have mismatched torque ranges;
Space-Saving Design: Integrated with the valve body, it occupies only 0.8L of installation space—critical for compact models like Volkswagen Polo and Skoda Rapid with narrow engine compartments;
Lightweight Advantage: Weighs only 1.2 kg (50% lighter than 0BH325025-JD), contributing to the vehicle's overall weight reduction and fuel economy improvement.
2. Cost-Effectiveness for Entry-Level Users
Low Manufacturing Cost: Simplified hardware (fewer solenoids and sensors) reduces production cost by 40% compared to 0BH325025-JD—lowering the vehicle's manufacturing cost, which is reflected in the affordable pricing of entry-level models;
Low Maintenance Expense: Routine maintenance only requires replacing hydraulic oil every 60,000 km (cost ~300 yuan) and cleaning the solenoid valve—no need for expensive oil cooler maintenance like wet DSG;
Long Service Life with Proper Care: Under normal use (avoid frequent high-load driving), the TCU's mean time between failures (MTBF) exceeds 1.2 million hours—meeting the 10-year/200,000 km service life expectation of entry-level car users.
3. Fuel Economy Optimization
Dry Clutch Energy Saving: Unlike wet DSG with oil stirring loss, the dry clutch design of DQ200, combined with the TCU's early upshifting logic, reduces transmission energy loss by 15%—directly improving fuel economy;
Start-Stop Coordination: The TCU's fast clutch disengagement/engagement control (0.3 seconds) ensures the start-stop system works efficiently, reducing urban commuting fuel consumption by 8%-12%—a key selling point for compact models;
Low-Power Operation: The dual-core MCU's low power consumption (15W under normal operation) reduces the vehicle's electrical load, indirectly saving fuel (about 0.3 L/100 km).
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