L39C189E1B

1. Multi-Gear Stable Control for Smooth and Efficient Shifting

The L39C189E1B TCU adopts a mid-torque adaptive gear coordination algorithm (supporting 6-speed/8-speed AT, 6-speed mid-voltage PHEV DCT, and mainstream HEV eCVT) to achieve high-precision control of shifting actions, balancing daily driving comfort and fuel efficiency. It collects real-time signals from 12+ sensors (vehicle speed, engine torque, motor output, oil temperature, clutch position, etc.), and via a built-in dual-core MCU (processing frequency up to 180 MHz), calculates the optimal shifting timing and pressure curve in 8-12 ms.

For 6-speed/8-speed AT models (e.g., mainstream joint-venture mid-size sedans with 1.5T/2.0T engines), when the driver switches to "Sport" mode (throttle opening > 75%), the TCU activates the "dynamic downshift strategy": it skips 1-2 gears (e.g., from 7th gear to 5th gear) and increases the solenoid valve pressure by 0.3-0.5 MPa in 9 ms, shortening the shift time to 0.22-0.28 seconds—20% faster than ordinary mid-range TCUs. In "Eco" mode (urban commuting), the TCU advances upshifting (e.g., shifting from 3rd to 4th gear at 42 km/h instead of 38 km/h) and reduces the pressure gradient to 0.1 MPa/10 ms, resulting in a jerking amplitude of less than 2.8 m/s²—lower than the 4.0 m/s² industry average for mid-range AT models. For mid-voltage PHEV DCT models, the TCU coordinates dual-clutch pre-pressure control: when switching from electric to hybrid mode, it pre-charges the odd-gear clutch with 0.25 MPa low-pressure oil 0.25 seconds in advance, avoiding power interruption during mode switching.

2. Mid-Level Hybrid System Synergy Control

A core functional advantage of the L39C189E1B TCU is its mid-voltage hybrid coordination capability, compatible with mid-voltage PHEV (200-300V) and mainstream HEV systems, focusing on efficient energy distribution between the engine, single/multi motors, and medium-capacity batteries. It adopts a "dual-condition + scenario adaptation" control logic: based on battery SOC, driving speed, and road conditions, it dynamically adjusts the engine start/stop timing, motor torque ratio, and transmission gear ratio to optimize energy utilization.

When the battery SOC is high (> 70%, pure electric mode), the TCU cuts off the engine connection, 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 50-80 km for mid-level PHEV models. When the SOC is medium (35%-70%, hybrid mode), the TCU activates the "engine-motor collaborative strategy": at low speeds (< 55 km/h), the motor provides 60%-70% of the torque to reduce engine idling loss; at high speeds (> 110 km/h), the engine takes over the main driving task (outputting 75%-85% 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 200 N·m) and coordinates the clutch pressure to 0.5-0.7 MPa, achieving a braking energy recovery rate of up to 82%—12% higher than entry-level hybrid TCUs. For low-temperature cold starts (< -25℃), the TCU controls the engine to run at 1,600 rpm for 1.8 minutes and activates the battery pre-warming function, ensuring normal start-up and transmission operation in low-temperature environments.