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Brand: C.OEFT
OE numbers: L539189E1H
Product Name: Transmission Control Module
Compatible model:
Product status: Remanufactured
Product weight: 0.293KG
Packaging size: 17X17X8.5cm
Product packaging: Neutral Packaging
Car Series: Japanese
Car Type: for Mazda
1. Multi-Mode Transmission Precise Control for Dynamic and Comfortable Shifting
The L539189E1H TCU adopts a multi-gear collaborative control algorithm (supporting 8-speed/9-speed AT and PHEV DCT) to achieve millisecond-level synchronization of gear shifting actions, balancing dynamic response and shifting comfort. It collects real-time signals from 12+ sensors (vehicle speed, engine torque, throttle opening, oil temperature, clutch pressure, etc.), and through a built-in 32-bit high-performance MCU (processing frequency up to 200 MHz), calculates the optimal shifting timing and pressure regulation curve in 5-8 ms.
For 8-speed/9-speed AT models (e.g., mid-size luxury sedans), when the driver switches to "Sport Mode" and accelerates rapidly (throttle opening > 80%), the TCU activates the "rapid downshift strategy": it skips 1-2 gears (e.g., from 7th gear directly to 5th gear) and increases the solenoid valve pressure by 0.3-0.5 MPa in 10 ms, shortening the shift time to 0.18-0.22 seconds—25% faster than standard mode. In "Comfort Mode" (urban commuting), the TCU extends the shift interval (e.g., shifting from 3rd to 4th gear at 45 km/h instead of 40 km/h) and reduces the pressure gradient to 0.1 MPa/10 ms, resulting in a jerking amplitude of less than 3.0 m/s²—far below the 4.5 m/s² industry average for mid-to-high-end AT models. For PHEV DCT models, the TCU coordinates the dual-clutch engagement sequence: when switching from electric to hybrid mode, it pre-charges the odd-gear clutch with 0.2 MPa low-pressure oil 0.3 seconds in advance, ensuring no power interruption during mode switching.
2. Hybrid Power System Synergistic Control for High Energy Efficiency
A key functional advantage of the L539189E1H TCU lies in its full-scenario hybrid power coordination capability, which is compatible with PHEV and HEV (hybrid electric vehicle) systems, and optimizes the energy distribution between the engine, motor, and battery. It adopts a "three-in-one" control logic: based on battery SOC (State of Charge), driving conditions, and user mode selection, it dynamically adjusts the engine start/stop timing, motor output torque, and transmission gear ratio to maximize energy utilization.
When the battery SOC is high (> 70%, pure electric mode), the TCU cuts off the engine fuel supply, maintains the engine clutch pressure at 0.1 MPa (disengaged), and controls the motor to drive the vehicle directly—supporting a pure electric range of up to 80 km for PHEV models. When the SOC is medium (30%-70%, hybrid mode), the TCU activates the "engine-motor torque sharing strategy": at low speeds (< 60 km/h), the motor provides 60%-80% of the torque to reduce engine idling loss; at high speeds (> 100 km/h), the engine takes over the main driving task (outputting 70%-90% of the torque) and the motor enters power generation mode. During regenerative braking (e.g., decelerating from 100 km/h to 0), the TCU adjusts the motor to reverse torque (up to 150 N·m) and coordinates the clutch pressure to 0.5-0.7 MPa, achieving a braking energy recovery rate of up to 82%—10% higher than ordinary hybrid TCUs. For low-temperature cold starts (< -25℃), the TCU controls the engine to run at 1,500 rpm for 2 minutes to pre-warm the battery and transmission oil, avoiding battery performance degradation in extreme environments.
1. Wide Compatibility with Multi-Brand Mid-to-High-End Models
The L539189E1H TCU is designed with a modular hardware architecture and configurable software, supporting multiple transmission types and vehicle brands, and has strong adaptability:
Transmission Type Compatibility: Fully compatible with 8-speed/9-speed AT (e.g., ZF 8AT, Aisin 8AT), 7-speed/8-speed PHEV DCT (e.g., Getrag 7DCT, BorgWarner 8DCT), and HEV eCVT systems. It can adapt to different transmission control protocols (CAN FD, LIN) by replacing the communication module, with no need for hardware modification—reducing the development cycle for vehicle manufacturers by 30%.
Brand and Market Adaptation: In the global market, it is matched with mid-to-high-end models of multiple brands, including certain German luxury brands (e.g., mid-size sedans), American brands (e.g., full-size SUVs), and Chinese joint-venture brands (e.g., high-end PHEV sedans). In China, it is a standard component for SAIC-Volkswagen, FAW-Audi, and GAC-Toyota’s high-end models. It supports multiple regional emission standards (China VI b, Euro 6d, US EPA Tier 3) and can be calibrated according to local driving habits (e.g., optimizing low-speed shifting logic for congested urban roads in China).
Power System Adaptation: It is compatible with multiple power sources, including traditional fuel engines (2.0T-3.0T), PHEV systems (engine + dual motors), and HEV systems (engine + single motor). For different engine torques (250-500 N·m), it can adjust the clutch pressure control curve through software calibration—avoiding the need for developing multiple TCU variants and reducing inventory pressure for vehicle manufacturers and repair shops.
2. High-Precision Control and Energy-Saving Performance
Ultra-High Control Precision: The L539189E1H TCU adopts a dual-core MCU (Infineon AURIX TC397) with a floating-point operation unit, which can calculate the clutch pressure and gear shifting timing with an error of less than 2%. The built-in high-precision ADC (16-bit resolution) can collect sensor signals with an accuracy of ±0.01 V, ensuring the solenoid valve pressure control accuracy is ±0.03 MPa—higher than the ±0.05 MPa of ordinary TCUs. This high precision enables the transmission to achieve "seamless shifting" (jerking amplitude < 2.5 m/s²) and reduces clutch friction loss by 15%.
Excellent Energy-Saving Effect: Through optimized control strategies (adaptive shifting, hybrid power distribution, regenerative braking), the TCU significantly improves the vehicle’s fuel economy. For 8-speed AT fuel models, it reduces fuel consumption by 8%-12% compared to traditional TCUs (e.g., from 8.5 L/100 km to 7.5 L/100 km). For PHEV models, it increases the pure electric range by 5%-8% (e.g., from 75 km to 80 km) and reduces the comprehensive fuel consumption to 1.2-1.5 L/100 km—meeting the requirements of China’s new energy vehicle subsidy policies.
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