Motorcycle engine AMT gear-shifting split-cylinder fuel cut-off torque reduction control method and system and motorcycle

Abstract

The invention discloses a motorcycle engine AMT (automated mechanical transmission) gear-shifting, cylinder-separating, fuel-cut and torque-reducing control method and system and a motorcycle, and the control method comprises the following steps: a gear-shifting and torque-reducing stage: detecting whether a whole vehicle sends a gear-shifting request, if so, entering a gear-shifting mode, determining a fuel-cut control strategy according to the current load and rotating speed of the engine, and starting a gear-shifting mode; controlling fuel cut-off of a cylinder of the engine according to the fuel cut-off control strategy; the fuel cut-off control strategy comprises the steps that if the engine is in the low-load working condition, fuel supply of the first air cylinder unit is cut off, and the second air cylinder unit is made to maintain basic power with the idling torque; if the engine is in the high-load working condition, fuel supply of the first air cylinder unit is cut off; then detecting whether the torque of the engine is reduced to a target value or not, if not, cutting off the fuel supply of the second cylinder unit when the engine enters the next working cycle, and recovering the fuel supply of the second cylinder unit after maintaining the fuel cut-off duration D; and in the gear shifting recovery stage, whether gear shifting is completed or not is detected, and if yes, fuel supply of the first air cylinder unit is recovered.

Description

TECHNICAL FIELD

[0001] The present application relates to the technical field of motorcycle engine control, in particular to a motorcycle engine AMT shift cylinder-by-cylinder fuel cut torque reduction control method and system and a motorcycle. BACKGROUND

[0002] The motorcycle engine AMT system is a transmission system that combines the advantages of manual and automatic transmissions. AMT (Automated Manual Transmission) is an automatic mechanical transmission that adds an electronic control system to the manual transmission. It realizes automatic shifting through an electronic control unit, a motor and sensors. This technology retains the advantages of traditional manual transmissions, such as high gear transmission efficiency, low cost and simple structure. At the same time, through electronic control, it reduces the jerk during shifting, improves the convenience and comfort of driving. Currently, the motorcycle AMT system usually uses the following torque reduction methods during shifting:

[0003] 1. Global fuel cut method: This method cuts off the fuel injection of all cylinders during shifting, causing the engine torque to drop sharply. Although this method has a significant torque reduction effect, it completely interrupts power output. After shifting is completed, it takes some time for the ECU to restore fuel supply to the engine to rebuild torque, causing power recovery to be delayed, which can cause a noticeable jerk and seriously affect driving smoothness and comfort.

[0004] 2. Ignition delay method: This method reduces torque by delaying the ignition angle. The advantage of this method is that it does not need to interrupt fuel supply, and power recovery is relatively fast. However, this method has a relatively slow torque reduction process, making it difficult to meet the time requirements of AMT rapid shifting (typical AMT shifting takes 200-300 ms).

[0005] 3. Clutch slip control: This method mainly relies on clutch slip to absorb shifting impact. Although it can effectively smooth out the impact, long-term slip will significantly increase clutch wear and tear, reducing its service life and posing a potential reliability risk.

[0006] In summary, the current torque reduction methods cannot balance rapid torque reduction and smooth recovery. Therefore, there is an urgent need for a torque reduction control method and system that can quickly reduce engine torque during AMT shifting while maintaining maximum power continuity and reducing reliance on the clutch, thereby improving shifting quality. SUMMARY

[0007] The present application provides a motorcycle engine AMT shift cylinder-by-cylinder fuel cut torque reduction control method and system and a motorcycle to solve the problem of existing torque reduction methods that cannot balance rapid torque reduction and smooth recovery.

[0008] To solve the above technical problems, the first aspect, the present application provides a motorcycle engine AMT shift cylinder cut-off torque control method, comprising the steps of:

[0009] Shift torque reduction phase: detect whether the vehicle requests a shift, if so, enter the shift mode, determine the cut-off control strategy according to the current engine load and speed, and control the engine cylinder cut-off according to the cut-off control strategy; The cut-off control strategy includes:

[0010] If the engine is in a low load condition, cut off the fuel supply of the first cylinder unit, and the second cylinder unit maintains the basic power with idle torque;

[0011] If the engine is in a high load condition, cut off the fuel supply of the first cylinder unit; Then detect whether the engine torque has dropped to the target value, if not, cut off the fuel supply of the second cylinder unit when the engine enters the next working cycle, and restore the fuel supply of the second cylinder unit after maintaining the cut-off duration D; The duration D is less than 1 / 2 of the time duration of the AMT shift;

[0012] Shift recovery phase: detect whether the shift is complete, if so, restore the fuel supply of the first cylinder unit.

[0013] Further, in the shift torque reduction phase, the torque reduction rate of the engine is adjusted according to an exponential decay function, which is expressed as:

[0014] ΔT = T0 • e^ ( -t / τ )

[0015] Where ΔT is the torque drop at the current time; T0 is the initial torque; t is the time difference between the current time and the time when the cut-off starts; τ is the time constant.

[0016] Further, the value range of the cut-off duration D is 50~100ms.

[0017] Further, in the shift torque reduction phase, the clutch transmission torque is monitored in real time, and if the clutch transmission torque is higher than the AMT shift demand threshold, the clutch slip compensation control is triggered to compensate for the clutch slip amount.

[0018] Further, the clutch slip compensation control method includes:

[0019] Adjust the pressure of the clutch, the clutch enters a semi-linked state, and a controllable slip is established;

[0020] The clutch slip amount is calculated using a slip amount calculation model, and the clutch transmission torque is controlled according to the slip amount using a PID control algorithm;

[0021] When the slip amount of the clutch is less than a preset threshold, the clutch is fully engaged, and the clutch slip compensation control is exited.

[0022] Further, the slip amount calculation model is:

[0023] T clutch = μ • F normal • R eff • (ω engine - ω trans ) / Δω max

[0024] Wherein: T clutch is the transmission torque of the clutch; μ is the dynamic friction coefficient of the friction plate; F normal is the pressing force of the clutch; R eff is the equivalent friction radius of the clutch; ω engine is the output shaft speed of the engine; ω trans is the input shaft speed of the gearbox; Δω max is the maximum speed difference between ω trans and ω engine .

[0025] Further, the method further comprises: synchronously optimizing the adjustment of the ignition advance angle and the fuel supply of the first cylinder unit while resuming the fuel supply of the first cylinder unit.

[0026] Further, the method further comprises: dynamically adjusting the fuel cut control strategy according to the driving state parameters, the road condition parameters and the engine dynamic parameters.

[0027] In a second aspect, the present application provides a motorcycle engine AMT shift cylinder fuel cut torque reduction control system, comprising:

[0028] A data acquisition unit is configured to acquire the load and speed of the engine;

[0029] A cylinder fuel cut decision module is configured to determine a fuel cut control strategy according to the current load and speed of the engine when detecting a shift request issued by the vehicle, and send the fuel cut control strategy to the engine actuator; and configured to send a resumption instruction to the engine actuator when detecting a shift completion signal issued by the vehicle; the fuel cut control strategy comprises: if the engine is in a low load condition, cutting off the fuel supply of the first cylinder unit, and making the second cylinder unit maintain the basic power with the idle torque; if the engine is in a high load condition, cutting off the fuel supply of the first cylinder unit; then detecting whether the torque of the engine has dropped to a target value, if not, cutting off the fuel supply of the second cylinder unit when the engine enters the next working cycle, and resuming the fuel supply of the second cylinder unit after maintaining a fuel cut duration D;

[0030] An engine actuator is configured to receive the fuel cut control strategy and the recovery instruction from the cylinder-by-cylinder fuel cut decision module, and control fuel supply of the first cylinder unit and the second cylinder unit according to the fuel cut control strategy and the recovery instruction.

[0031] Further, the system further comprises a clutch control module configured to monitor the transmission torque of the clutch in real time in the gear shifting and torque reduction phase, and trigger clutch slip compensation control to compensate for the slip amount of the clutch if the transmission torque of the clutch is higher than the AMT gear shifting demand threshold.

[0032] In a third aspect, the application provides a motorcycle comprising the control system of the second aspect.

[0033] The application has the following beneficial effects: by adopting the strategy of cutting off fuel supply of only part of the cylinders under low load, preferentially cutting off fuel supply of part of the cylinders under high load, and temporarily cutting off fuel supply of the remaining cylinders only when the torque drop does not reach the target value after cutting off fuel supply of part of the cylinders, at least part of the cylinders are ensured to not be completely cut off fuel supply, the power recovery time after gear shifting is shortened, power interruption caused by full cylinder fuel cut is avoided, power continuity is ensured, and the basis for instantaneous power recovery after gear shifting is laid. BRIEF DESCRIPTION OF DRAWINGS

[0034] The accompanying drawings, which are included to provide a further understanding of the application and are incorporated in and constitute a part of this application, illustrate embodiments of the application and together with the description serve to explain the application. In the drawings:

[0035] Figure 1 A control logic diagram of an embodiment of the application;

[0036] Figure 2 A system framework diagram of an embodiment of the application. DETAILED DESCRIPTION

[0037] In a first aspect, the application discloses an AMT gear shifting cylinder-by-cylinder fuel cut torque reduction control method for a motorcycle engine, comprising the following steps:

[0038] Gear shifting and torque reduction phase: detecting whether the vehicle sends a gear shifting request, if yes, entering a gear shifting mode, determining a fuel cut control strategy according to the current load and speed of the engine, and controlling cylinder fuel cut of the engine according to the fuel cut control strategy; the fuel cut control strategy comprises:

[0039] If the engine is in low load condition (e.g. throttle opening < 30%), the fuel supply of the first cylinder unit is cut off, and the second cylinder unit maintains the basic power with idle torque (5-10 N·m);

[0040] If the engine is in high load condition (e.g. throttle opening ≥ 30%), the fuel supply of the first cylinder unit is cut off; then it is detected whether the torque of the engine drops to the target value (judged by the difference of the crankshaft speed monitored by the crankshaft position sensor), if not, the fuel supply of the second cylinder unit is cut off when the engine enters the next working cycle, and the fuel supply of the second cylinder unit is restored after maintaining the fuel cut-off duration D; the duration D is less than 1 / 2 of the time duration of the whole AMT shifting process;

[0041] Shift recovery stage: if the shift is completed, the fuel supply of the first cylinder unit is restored.

[0042] The present application adopts the strategy of cutting off only part of the cylinders under low load, and preferentially cutting off part of the cylinders under high load, and only when the torque does not drop to the target value after cutting off part of the cylinders, the fuel supply of the remaining cylinders is cut off temporarily; it ensures that at least part of the cylinders are not completely cut off, shortens the power recovery time after shifting, avoids the complete interruption of power caused by full cylinder cut-off, ensures the continuity of power, and lays the foundation for the instantaneous recovery of power after shifting. In addition, by dynamically selecting part of the cylinders or all the cylinders for staged cut-off according to the shifting demand, compared with full cylinder cut-off at the same time, the speed fluctuation can be significantly reduced to provide smooth shifting.

[0043] The torque reduction control method can be applied to motorcycles with two-cylinder engines, three-cylinder engines, four-cylinder engines and other multi-cylinder engines, for example:

[0044] When the torque reduction control method is used to control the torque reduction of a two-cylinder engine, the first cylinder unit can be one cylinder of the engine, and the second cylinder unit can be two cylinders of the engine;

[0045] When the torque reduction control method is used to control the torque reduction of a three-cylinder engine, the first cylinder unit can be two cylinders, and the second cylinder unit can be one cylinder and three cylinders of the engine; or the first cylinder unit can be one cylinder and three cylinders, and the second cylinder unit can be two cylinders of the engine;

[0046] When the torque reduction control method is used to control the torque reduction of a four-cylinder engine, the first cylinder unit can be one cylinder and three cylinders of the engine, and the second cylinder unit can be two cylinders and four cylinders of the engine;

[0047] Similarly, when the torque reduction control method is used to control the torque reduction of a six-cylinder engine, an eight-cylinder engine, a sixteen-cylinder engine or other multi-cylinder engine, the cylinders of the engine can also be divided into two cylinder units for cylinder-by-cylinder cut-off control according to the distribution characteristics of the cylinders.

[0048] According to one embodiment of the application, during the shift torque reduction phase, the torque reduction rate η of the engine is adjusted according to an exponential decay function, which is expressed as:

[0049] ΔT = T0 • e^ ( -t / τ )

[0050] Wherein, ΔT is the torque reduction amount at the current time (N·m), the torque reduction rate η = ΔT / t; T0 is the initial torque, i.e. the engine output torque before fuel cut (N·m); t is the time difference between the current time and the time when fuel cutting starts (ms); τ is the time constant (ms), which is the decay rate parameter; e is the base of natural logarithm (about 2.718).

[0051] This embodiment makes the torque reduction rate of the engine decay according to an exponential decay function, which can avoid mechanical impact caused by step change of torque.

[0052] According to one embodiment of the application, the value range of the fuel cutting duration D is 50-100 ms.

[0053] After the fuel cutting of the gasoline engine cylinder, the crankshaft needs to experience 2-3 working cycles (720° crankshaft rotation angle per cycle of four-stroke engine) to reflect the torque change; and the torque reduction detection threshold needs at least a 10 ms sampling window (to prevent noise misjudgment) to identify the torque mutation through the crankshaft acceleration sensor, and 3-5 sampling points are needed to determine the trend; therefore, the lower limit of the fuel cutting duration D of the second cylinder unit is set to be greater than 50 ms in this embodiment, which not only can avoid insufficient torque reduction caused by too short fuel cutting time, but also can avoid errors caused by the delay from fuel cutting to torque reduction and the sensitivity of the crankshaft acceleration criterion; and the typical AMT shift takes 200-300 ms, so the upper limit of the fuel cutting duration D is set to be less than 100 ms in this application, which selects to complete the torque reduction in the early stage of shift (the first 50-100 ms), so as to leave sufficient time for the subsequent shift tooth engagement, and also can avoid the difficulty of afterburning caused by sudden drop of in-cylinder temperature and the sudden increase of unburned HC emissions.

[0054] According to one embodiment of the application, during the shift torque reduction phase, the transmitted torque of the clutch is monitored in real time, and if the transmitted torque of the clutch is higher than the AMT shift demand threshold, the clutch slip compensation control is triggered to compensate the slip amount of the clutch. The slip amount (Clutch Slip) is a core concept in the AMT automatic shift control, which refers to the speed difference between the driving disc (engine side) and the driven disc (transmission side) of the clutch in the semi-engaged state. The automatic shift controller (TCU) adjusts the torque transmission by controllable clutch friction slip according to the slip amount, so as to realize smooth transition of power after shift.

[0055] The embodiment introduces clutch slip compensation control, which works with the fuel cut control. Even if the remaining torque is slightly higher than the target value after fuel cut, the clutch slip can be precisely compensated, so that the system can cope with more complex working conditions and ensure the sufficiency and reliability of the torque reduction.

[0056] According to one embodiment of the present application, the clutch slip compensation control method comprises:

[0057] Adjusting the pressure of the clutch, the clutch enters a semi-engaged state, and a controllable slip is established;

[0058] Calculating the slip amount of the clutch using a slip amount calculation model, and controlling the transmission torque of the clutch according to the slip amount using a PID control algorithm;

[0059] When the slip amount of the clutch is less than a preset threshold, the clutch is fully engaged, and the clutch slip compensation control is exited.

[0060] The embodiment can dynamically and accurately adjust the torque transmitted by the clutch by using a PID control algorithm to close-loop control the slip amount, thereby greatly reducing the speed fluctuation and impact during gear shifting.

[0061] According to one embodiment of the present application, the slip amount calculation model is:

[0062] T clutch = μ • F normal • R eff • (ω engine - ω trans ) / Δω max

[0063] Wherein, T clutch is the transmission torque of the clutch (N·m), which is the upper limit of the torque that the clutch can bear in the slip state; μ is the dynamic friction coefficient of the friction plate (usually 0.2~0.4), which is affected by the material, temperature, and lubrication state; F normal is the clamping force of the clutch (N), which is the positive pressure applied by the hydraulic or spring mechanism; R eff is the equivalent friction radius of the clutch (m), which is the effective action radius of the friction plate (the average value for multi-plate type); ω engine is the output shaft speed of the engine (rad / s), i.e. the driving disc speed of the clutch; ω trans is the input shaft speed of the gearbox (rad / s), i.e. the driven disc speed of the clutch, which is not synchronized with ω engine during gear shifting; Δω max is the difference between ω trans and ω engineThe maximum difference in rotational speed (rad / s) between the two clutches is 20.9 rad / s (about 200 rpm) to prevent excessive slip and resulting ablation.

[0064] The slip amount calculation model disclosed in the embodiment comprehensively considers multiple factors such as the friction coefficient, the pressing force, and the rotational speed difference, and can more accurately calculate the real-time torque capacity of the clutch, thereby making the PID control more accurate. In addition, by introducing the maximum allowable rotational speed difference Δωmax, the slip degree in an extreme working condition is limited, thereby playing a physical protection role for the clutch.

[0065] According to one embodiment of the present application, the method further comprises: synchronously optimizing adjustment of the ignition advance angle and the fuel supply of the first cylinder unit while resuming the fuel supply of the first cylinder unit. In this embodiment, by synchronously optimizing adjustment of the fuel and the ignition, the power interruption time can be shortened, the power recovery time after short shifting can be shortened to within 0.2 seconds, and the followability and responsiveness of driving are improved.

[0066] According to one embodiment of the present application, the method further comprises: dynamically adjusting the fuel cut control strategy according to the driving state parameter, the road condition parameter, and the engine dynamic parameter.

[0067] The driving state parameter includes the gear state and the vehicle speed. If the gear state is a low gear (1-3 gears), the fuel cut intensity is increased (because the transmission ratio is large, the torque fluctuation is more sensitive). If the vehicle speed is low (less than 20 km / h), the second cylinder unit fuel cut time is extended (to avoid power interruption in the starting working condition).

[0068] The road condition parameter includes the slope signal (through IMU or navigation data) and the road adhesion coefficient (through ABS / TCU feedback). If it is on an uphill, the single-cylinder fuel cut time is limited (less than 50 ms), and the clutch slip is preferentially triggered. If it is on a downhill, all cylinders are allowed to be completely fuel cut (to compensate for power loss by gravity). If it is on a low adhesion road surface (such as in rain or snow), all cylinders are prohibited from being fuel cut, and only partial cylinder fuel cut and clutch slip are used for torque reduction control.

[0069] The engine dynamic parameter includes the knock sensor signal and the oil temperature. If the remaining cylinder knock intensifies after fuel cut, the fuel supply of the fuel cut cylinder is immediately restored. If the oil temperature is lower than 60℃, the fuel cut intensity is reduced (to avoid unstable combustion).

[0070] On the basis of the original load and rotational speed judgment, this embodiment introduces adaptive adjustment of the fuel cut control strategy according to the actual driving state parameter, the road condition parameter, and the engine dynamic parameter, thereby improving the shifting quality and safety in different working conditions.

[0071] In a second aspect, the present application discloses an AMT shifting cylinder-by-cylinder fuel cut torque reduction control system for a motorcycle engine, which comprises:

[0072] a data acquisition unit configured to acquire the load and the rotation speed of the engine;

[0073] a cylinder split fuel cut decision module configured to determine a fuel cut control strategy according to the load and the rotation speed of the engine when detecting a shift request from the vehicle (AMT control unit), and send the fuel cut control strategy to the engine actuator, and configured to send a recovery instruction to the engine actuator when detecting a shift completion signal from the vehicle, wherein the fuel cut control strategy comprises: if the engine is in a low load condition, cutting off the fuel supply of the first cylinder unit, and maintaining the basic power of the second cylinder unit at the idle torque; if the engine is in a high load condition, cutting off the fuel supply of the first cylinder unit, and then detecting whether the torque of the engine decreases to a target value, and if not, cutting off the fuel supply of the second cylinder unit when the engine enters the next working cycle, and resuming the fuel supply of the second cylinder unit after maintaining a fuel cut duration D;

[0074] an engine actuator configured to receive the fuel cut control strategy and the recovery instruction from the cylinder split fuel cut decision module, and control the fuel supply of the first cylinder unit and the second cylinder unit according to the fuel cut control strategy and the recovery instruction.

[0075] The data acquisition unit in the application comprises a throttle position sensor for acquiring the throttle opening degree and a crankshaft position sensor for acquiring the engine rotation speed, the cylinder split fuel cut decision module can adopt an ECU control unit, and the engine actuator is an oil injector and a control circuit thereof; the system is composed of standard vehicle components, does not require additional hardware, has low cost, and is easy to industrialize and apply.

[0076] According to one embodiment of the application, the system further comprises a clutch control module configured to monitor the transmission torque of the clutch in real time during the shift torque reduction stage, and trigger clutch slip compensation control if the transmission torque of the clutch is higher than an AMT shift demand threshold, to compensate the slip amount of the clutch. The cylinder split fuel cut decision module is signal-connected with the engine actuator, and cooperates with the ECU to control the shift process, so that the system has the full set of capabilities to realize precise and smooth shift control.

[0077] In a third aspect, the application discloses a motorcycle comprising the control system provided in the second aspect. The motorcycle can realize rapid reduction of engine torque and maximum maintenance of power continuity during AMT shift, and reduce the dependence on the clutch, thereby comprehensively improving the shift quality.

[0078] Finally, it is to be explained that the above embodiments are only used to illustrate the technical solutions of the present application but not to limit the present application. Although the present application has been described in detail with reference to the preferred embodiments, those skilled in the art should understand that the technical solutions of the present application can be modified or equivalently replaced without departing from the purpose and scope of the present application, and all of them should be covered in the scope of the claims of the present application.

Claims

1. A method for controlling cylinder-specific fuel cut-off and torque reduction during shifting in an AMT (Automated Manual Transmission) motorcycle engine, characterized in that, Including the following steps: During the shifting and torque reduction phase: Detect whether the vehicle has issued a shifting request. If so, enter the shifting mode, determine the fuel cut-off control strategy based on the current engine load and speed, and control the engine cylinder fuel cut-off according to the fuel cut-off control strategy. The fuel cut-off control strategy includes: If the engine is under low load, the fuel supply to the first cylinder unit is cut off, so that the second cylinder unit can maintain basic power with idle torque. If the engine is under high load, the fuel supply to the first cylinder unit is cut off; then it is detected whether the engine torque has dropped to the target value. If not, the fuel supply to the second cylinder unit is cut off when the engine enters the next working cycle, and the fuel supply to the second cylinder unit is restored after maintaining the fuel cut-off time D; the time D is less than 1 / 2 of the total time of AMT shifting. Shift recovery phase: Check if the shift is complete. If so, restore the fuel supply to the first cylinder unit.

2. The motorcycle engine AMT shift cylinder cut-off and torque reduction control method according to claim 1, characterized in that, During the shift and torque reduction phase, the engine torque reduction rate is adjusted according to an exponential decay function, which is expressed as: ΔT = T0 • e^(-t / τ) Where ΔT is the torque decrease at the current moment; T0 is the initial torque; t is the time difference between the current moment and the moment when the fuel cut-off begins; and τ is the time constant.

3. The motorcycle engine AMT shift cylinder cut-off fuel cut-off and torque reduction control method according to claim 1, characterized in that, The value range of the fuel cut-off duration D is 50~100ms.

4. The motorcycle engine AMT shift cylinder cut-off and torque reduction control method according to claim 1 or 2, characterized in that, During the shifting and torque reduction phase, the transmission torque of the clutch is monitored in real time. If the transmission torque of the clutch is higher than the AMT shifting requirement threshold, clutch slip compensation control is triggered to compensate for the amount of clutch slip.

5. The motorcycle engine AMT shift cylinder cut-off and torque reduction control method according to claim 3, characterized in that, The clutch slippage compensation control method includes: Adjust the clutch pressure to bring the clutch into a semi-engaged state and establish controllable slip friction. The slippage of the clutch is calculated using a slippage calculation model, and the transmission torque of the clutch is controlled based on the slippage using a PID control algorithm. When the clutch slippage is less than the preset threshold, the clutch is fully engaged and the clutch slippage compensation control is disengaged.

6. The motorcycle engine AMT shift cylinder cut-off and torque reduction control method according to claim 4, characterized in that, The model for calculating the amount of slippage is as follows: T clutch = μ • F normal • R eff • ( oh engine - oh trans ) / See max Wherein: T clutch The torque transmitted by the clutch is μ; the coefficient of dynamic friction of the friction plates is F. normal R is the clutch clamping force; eff ω is the equivalent friction radius of the clutch; engine ω is the output shaft speed of the engine. trans Δω is the input shaft speed of the gearbox. max For ω trans With ω engine The maximum speed difference between them.

7. The motorcycle engine AMT shift cylinder cut-off fuel cut-off and torque reduction control method according to claim 1, characterized in that, The method also includes: simultaneously optimizing and adjusting the ignition advance angle and the fuel supply to the first cylinder unit while restoring the fuel supply to the first cylinder unit.

8. A motorcycle engine AMT shift cylinder cut-off fuel reduction control system, characterized in that, include: The data acquisition unit is used to collect the engine load and speed. The cylinder cut-off fuel decision module is used to determine the fuel cut-off control strategy based on the current engine load and speed when a shift request is detected from the vehicle, and to send the fuel cut-off control strategy to the engine actuator. And when a shift completion signal is detected from the vehicle, a recovery command is sent to the engine actuator; the fuel cut-off control strategy includes: if the engine is under low load, the fuel supply to the first cylinder unit is cut off, so that the second cylinder unit maintains basic power at idle torque. If the engine is under high load, the fuel supply to the first cylinder unit is cut off; then the engine torque is checked to see if it has dropped to the target value. If not, the fuel supply to the second cylinder unit is cut off when the engine enters the next working cycle, and the fuel supply to the second cylinder unit is restored after maintaining the fuel cut-off time D. The engine actuator is used to receive the fuel cut-off control strategy and recovery command issued by the cylinder cut-off decision module, and control the fuel supply of the first cylinder unit and the second cylinder unit according to the fuel cut-off control strategy and recovery command.

9. The motorcycle engine AMT shift cylinder cut-off and torque reduction control system according to claim 8, characterized in that, The system also includes a clutch control module: used to monitor the transmission torque of the clutch in real time during the shift torque reduction phase. If the transmission torque of the clutch is higher than the AMT shift demand threshold, the clutch slip compensation control is triggered to compensate for the amount of clutch slip.

10. A motorcycle, characterized in that, Includes the control system described in either claim 8 or 9.

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