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Brand: C.OEFT
OE numbers: L34T189E1A
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. Basic Gear Control for Stable and Economical Shifting
The L34T189E1A TCU adopts a simplified gear coordination algorithm (supporting 5-speed/6-speed AMT, CVT, and 6-speed entry-level PHEV DCT) to achieve second-level precise control of shifting actions, balancing driving stability and fuel economy. It collects real-time signals from 8+ core sensors (vehicle speed, engine speed, throttle opening, oil temperature, clutch position, etc.), and through a built-in 32-bit mainstream MCU (processing frequency up to 120 MHz), calculates the optimal shifting timing and pressure curve in 10-15 ms .
For 5-speed/6-speed AMT models (e.g., compact economical sedans), when the driver maintains a steady throttle (opening 30%-50%, urban commuting), the TCU activates the "economy shifting strategy": it advances upshifting (e.g., shifting from 2nd to 3rd gear at 35 km/h instead of 30 km/h) and controls the clutch engagement pressure gradient to 0.15 MPa/10 ms, reducing fuel consumption by 5%-8% compared to manual shifting. In emergency acceleration scenarios (throttle opening > 90%), the TCU triggers rapid downshifting (e.g., from 5th gear to 3rd gear) and shortens the shift time to 0.35-0.45 seconds—meeting the basic dynamic needs of mass-market users. For CVT models, the TCU adjusts the pulley pressure in real time based on speed and torque signals, maintaining the transmission ratio within the optimal efficiency range (transmission efficiency ≥ 88%) .
2. Entry-Level Hybrid System Coordination
A key functional feature of the L34T189E1A TCU is its basic hybrid power matching capability, compatible with low-voltage PHEV (150-200V) and mild hybrid (MHEV) systems, focusing on core energy distribution between the engine and motor. It adopts a "dual-condition" control logic: based on battery SOC and vehicle speed, it switches between pure electric, hybrid, and energy recovery modes to improve energy utilization.
When the battery SOC is high (> 65%, pure electric mode), the TCU cuts off the engine connection, controls the motor to drive directly, supporting a pure electric range of 30-50 km for entry-level PHEV models. When the SOC is low (< 30%, hybrid mode), the TCU starts the engine as the main power source and activates the motor for auxiliary output (providing 10%-20% of torque) during acceleration. During braking (speed > 20 km/h), the TCU switches the motor to power generation mode, achieving a braking energy recovery rate of 65%-70%—meeting the basic energy-saving needs of entry-level new energy vehicles . For MHEV models, it coordinates the engine start-stop timing: when the vehicle is stationary (e.g., red light), the TCU shuts down the engine and maintains the auxiliary systems (air conditioning, lights) through the motor, reducing idling fuel consumption by 12%-15%.
1. Wide Adaptability to Mass-Market Models
The L34T189E1A TCU adopts a simplified modular design with configurable basic software, supporting multiple mainstream low-cost transmission types and mass-market brands:
Transmission Compatibility: Fully compatible with 5-speed/6-speed AMT (e.g., Chery ACTECO AMT), entry-level CVT (e.g., Wolong CVT18), and 6-speed PHEV DCT. It adapts to basic communication protocols (CAN 2.0) without hardware modification, reducing the development cycle for vehicle manufacturers by 20%-25% .
Brand and Market Adaptation: In the domestic market, it is matched with economical models of multiple brands, including Changan, Geely, and Chery’s compact cars, as well as entry-level new energy models of BYD and GAC AION. It supports China VI a/B emission standards and is calibrated for congested urban road conditions (optimizing low-speed shifting logic to reduce jitter) .
Power System Adaptation: Compatible with small-displacement fuel engines (1.0T-1.5L), low-voltage PHEV (150-200V), and 48V MHEV systems. For different engine torques (150-250 N·m), it adjusts the clutch control curve through software calibration—avoiding multiple TCU variants and reducing inventory costs for manufacturers .
2. Practical Performance and Cost-Effectiveness
Balanced Control Performance: The TCU adopts a single-core MCU (e.g., Renesas RH850) with a 12-bit ADC, achieving clutch pressure control accuracy of ±0.08 MPa and shifting jerk amplitude < 4.0 m/s²—meeting the comfort requirements of mass-market users. Its transmission efficiency optimization reduces fuel consumption by 5%-8% for fuel models and 10%-12% for hybrid models .
High Cost-Effectiveness: As an entry-level OE TCU, its price is only 40%-50% of mid-to-high-end models (e.g., L539189E1H) while maintaining core functions. For aftermarket repair shops, its universal design reduces inventory types by 30%, lowering capital occupation .
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