Vehicle control method and all-terrain vehicle

Abstract

The present application proposes a vehicle control method and an all-terrain vehicle, which relate to the field of vehicle control technology. The method includes: obtaining the driving state of the all-terrain vehicle at a first time and obtaining the vibration frequency of the belt at the first time; obtaining a preset belt vibration frequency range corresponding to the driving state at the first time according to the driving state of the all-terrain vehicle at the first time, and the preset belt vibration frequency range is the range of vibration frequencies when the belt does not slip; comparing the vibration frequency of the belt at the first time with the preset belt vibration frequency range, when the vibration frequency at the first time is outside the preset belt vibration frequency range, it is confirmed that the belt slipped at the first time. The technical solution of the present application detects whether the belt slips, thereby improving the safety during driving.

Description

Technical Field

[0001] The present application relates to the field of vehicle control technology, and in particular to a vehicle control method and an all-terrain vehicle. Background Art

[0002] A continuously variable transmission (CVT) is a transmission system for automobiles. The gear ratio of a continuously variable transmission is not a series of discrete values, but a series of continuous values. Therefore, vehicles with a continuously variable transmission have a smoother feel during the gear shifting process, which is superior to vehicles with stepped transmissions that have a sense of jerkiness when shifting gears.

[0003] Generally, a continuously variable transmission includes a driving wheel, a driven wheel and a belt, and the belt is used to transmit torque between the driving wheel and the driven wheel. For the driving wheel and the driven wheel with certain physical properties, the torque that can be transmitted between them is limited. When the torque transmitted by the belt exceeds the limited torque, the belt will slip. After the belt slips, the transmission efficiency of the continuously variable transmission decreases, and the driver may choose to increase the throttle, which will cause the belt temperature to rise, making it more likely to cause the belt to slip, and eventually cause serious damage to the belt.

[0004] Therefore, it is necessary to provide a technology for detecting whether the belt of a continuously variable transmission is slipping, and to further suppress the slipping of the belt when slipping is detected. However, the inventors realize that the existing technology uses very complex software and hardware configurations when detecting whether the belt is slipping and further controlling the slipping of the belt, and the efficiency and cost of detection and control are relatively high, and the efficiency is low. Summary of the invention

[0005] The embodiments of the present application provide a vehicle control method and an all-terrain vehicle, which can detect whether the belt in a continuously variable transmission is slipping during vehicle driving. The detection efficiency is high and the cost is low. When the belt slippage is detected, the belt slippage can be further suppressed, thereby protecting the belt and improving safety during driving.

[0006] In a first aspect, an embodiment of the present application provides a vehicle control method, wherein the vehicle is an all-terrain vehicle, the all-terrain vehicle includes a continuously variable transmission, and the continuously variable transmission includes a belt, and the method includes:

[0007] Acquire the driving state of the all-terrain vehicle at a first time and acquire the vibration frequency of the belt at the first time;

[0008] Acquiring a preset belt vibration frequency range corresponding to the driving state at the first time according to the driving state of the all-terrain vehicle at the first time, wherein the preset belt vibration frequency range is a range of vibration frequencies when the belt does not slip;

[0009] The vibration frequency of the belt at the first time is compared with the preset belt vibration frequency range. When the vibration frequency at the first time is outside the preset belt vibration frequency range, it is confirmed that the belt slips at the first time.

[0010] In combination with the first aspect, in a feasible implementation, the all-terrain vehicle further includes a gearbox, and the continuously variable transmission includes a driving wheel and a driven wheel;

[0011] The driving state of the all-terrain vehicle includes the gear position of the gear box, the rotation speed of the driving wheel and the rotation speed of the driven wheel;

[0012] The step of obtaining the driving status of the all-terrain vehicle at the first time includes:

[0013] Acquiring a gear position of the gear box at a first time, and determining a speed ratio of the gear box at the first time according to the gear position of the gear box at the first time;

[0014] Acquiring the speed of the all-terrain vehicle at a first time, and determining the rotation speed of the driven wheel at the first time according to the speed ratio of the gear box at the first time and the speed of the all-terrain vehicle at the first time;

[0015] The rotation speed of the engine output shaft of the all-terrain vehicle at a first time is obtained, and the rotation speed of the driving wheel at the first time is determined according to the rotation speed of the engine output shaft.

[0016] In combination with the first aspect, in a feasible implementation, the method further includes pre-storing a preset belt vibration frequency range corresponding to the driving state, wherein the belt vibration frequency range includes a frequency value range consisting of a lower frequency limit value f' and an upper frequency limit value f".

[0017] In combination with the first aspect, in a feasible implementation, the obtaining the vibration frequency of the belt at the first time specifically includes: within the first time, collecting the vibration frequency of the belt at a preset plurality of collection moments at a preset collection frequency;

[0018] The obtaining of the driving state of the all-terrain vehicle at the first time specifically includes: obtaining the driving state of the all-terrain vehicle corresponding to each collection moment in the first time;

[0019] The step of obtaining a preset belt vibration frequency range corresponding to the driving state of the all-terrain vehicle at the first time according to the driving state of the all-terrain vehicle at the first time comprises: obtaining a preset belt vibration frequency range corresponding to each collection time according to the driving state of the all-terrain vehicle at each collection time;

[0020] The comparing the vibration frequency of the belt at the first time with the preset belt vibration frequency range includes: comparing the vibration frequency of the belt at each collection moment in the first time with the preset belt vibration frequency range corresponding to each collection moment;

[0021] The method also includes: if the vibration frequency of the belt for a preset threshold number of collection times is within a preset belt vibration frequency range corresponding to the corresponding collection moment, it is determined that the belt does not slip at the first time; otherwise, it is determined that the belt slips at the first time.

[0022] In combination with the first aspect, in a feasible implementation manner, when it is confirmed that the belt slips at the first time, the method further includes:

[0023] The engine speed is adjusted according to the comparison between the vibration frequency of the belt at the first time and the vibration frequency range of the belt.

[0024] In combination with the first aspect, in a feasible implementation, the method includes: when it is confirmed that the belt slips and the vibration frequency of the belt at the first time is higher than the frequency upper limit value f", reducing the speed of the engine of the all-terrain vehicle.

[0025] In combination with the first aspect, in a feasible implementation, the method includes: when it is confirmed that the belt is slipping and the vibration frequency of the belt at the first time is lower than the frequency lower limit f', increasing the rotation speed of the engine of the all-terrain vehicle.

[0026] In combination with the first aspect, in a feasible implementation, the method includes: adjusting the speed of the engine using a PID control algorithm until the adjusted vibration frequency of the belt is between the frequency lower limit value f' and the frequency upper limit value f".

[0027] In a second aspect, the present application provides an all-terrain vehicle, the all-terrain vehicle comprising an engine, a continuously variable transmission and a gearbox, one end of the continuously variable transmission is connected to the engine, the other end of the continuously variable transmission is connected to the gearbox, the continuously variable transmission is used to transmit the power output by the engine to the gearbox, and the gearbox drives the all-terrain vehicle to run;

[0028] The continuously variable transmission comprises:

[0029] A driving wheel connected to the crankshaft of the engine;

[0030] A driven wheel connected to the input shaft of the gear box;

[0031] A belt connects the driving wheel and the driven wheel and is used to transmit torque between the driving wheel and the driven wheel; characterized in that:

[0032] The all-terrain vehicle further includes a control unit, which is used to execute the control method described in the first aspect above.

[0033] In combination with the second aspect, in a feasible implementation, the control unit includes an engine controller connected to the engine.

[0034] In the above technical scheme, by obtaining the driving state of the vehicle at the first time and the vibration frequency of the belt at the first time, and obtaining the corresponding preset belt vibration frequency range according to the driving state at the first time, the vibration frequency of the belt at the first time is compared with the preset belt vibration frequency range. If the vibration frequency at the first time is outside the preset belt vibration frequency range, it can be confirmed that the belt slips at the first time, so that whether the belt slips at the first time can be detected, so as to further suppress the belt slippage and protect the belt and driving safety. BRIEF DESCRIPTION OF THE DRAWINGS

[0035] In order to more clearly illustrate the technical solutions of the embodiments of the present application, the drawings required for use in the embodiments will be briefly introduced below. Obviously, the drawings described below are only some embodiments of the present application. For ordinary technicians in this field, other drawings can be obtained based on these drawings without paying creative work.

[0036] Figure 1 It is an all-terrain vehicle structure in this embodiment;

[0037] Figure 2 is a schematic diagram of power transmission of the all-terrain vehicle in this embodiment;

[0038] Figure 3 A schematic diagram of a vehicle control method provided in an embodiment of the present application;

[0039] Figure 4 A schematic diagram of frequency comparison for detecting belt slippage provided in an embodiment of the present application;

[0040] Figure 5 A schematic diagram of the structure of a vehicle control system provided in an embodiment of the present application. DETAILED DESCRIPTION

[0041] In order to better understand the technical solution of the present application, the embodiments of the present application are described in detail below with reference to the accompanying drawings.

[0042] It should be clear that the described embodiments are only part of the embodiments of the present application, rather than all the embodiments. Based on the embodiments in the present application, all other embodiments obtained by ordinary technicians in the field without creative work are within the scope of protection of the present application.

[0043] The terms used in the embodiments of the present application are only for the purpose of describing specific embodiments, and are not intended to limit the present application. The singular forms "a", "said" and "the" used in the embodiments of the present application and the appended claims are also intended to include plural forms, unless the context clearly indicates other meanings.

[0044] Figure 1 This is a vehicle structure provided in an embodiment of the present application.

[0045] like Figure 1 As shown, the vehicle in the embodiment of the present application may be, but is not limited to, an all-terrain vehicle 100. More specifically, the all-terrain vehicle 100 includes wheels 1, a frame 2, and a power system 3, wherein the power system 3 is disposed on the frame 2, and the wheels 1 include a front wheel 1 and a rear wheel 12.

[0046] Figure 2 Schematic diagram of power transmission of the all-terrain vehicle in this embodiment. Figure 2 As shown, the power system 3 includes an engine 31, a continuously variable transmission 32 and a gearbox 33. One end of the continuously variable transmission 32 is connected to the engine 31, and the other end of the continuously variable transmission 32 is connected to the gearbox 33. The continuously variable transmission 32 is used to transmit the torque output by the engine 31 to the gearbox 33 to drive the all-terrain vehicle 100. The all-terrain vehicle 100 also includes a front wheel drive device 4 connected to the gearbox 33 and a rear wheel drive device 5 connected to the gearbox 33.

[0047] like Figure 2As shown, the continuously variable transmission 32 includes a driving wheel 321, a driven wheel 322 and a belt 323, and the driving wheel 321 is connected to the output shaft 311 of the engine 31 and rotates therewith. The driven wheel 322 is connected to the input shaft 331 of the gearbox 33. The belt 323 connects the driving wheel 321 and the driven wheel 322, and is used to transmit torque between the driving wheel 321 and the driven wheel 322. It is easy to understand that the vehicle provided by the present application can also include more mechanisms, which are not repeated here. The purpose of the embodiment of the present application is to provide a method for detecting belt slippage in a continuously variable transmission, and to suppress the slippage phenomenon when the belt slippage is detected. Specifically, in the embodiment of the present application, the control unit in the all-terrain vehicle 100 is used to detect whether the belt 323 of the continuously variable transmission 32 is slipping. When the belt 323 is detected to be slipping, the engine controller connected to the engine 31 controls the speed of the output shaft 311 of the engine 31 to suppress the slippage of the belt 323.

[0048] like Figure 3 In one embodiment of the present application, a vehicle control method is provided. The vehicle control unit in the embodiment of the present application is applied to a control unit in an all-terrain vehicle.

[0049] Specifically, Figure 3 The vehicle control method in the embodiment includes:

[0050] S301, obtaining a driving state of the all-terrain vehicle at a first time and obtaining a vibration frequency of the belt at the first time;

[0051] In the embodiment of the present application, it should be noted that the first time may refer to a certain moment or a certain period of time. For example, the first time may refer to the current moment or a period of time pushed forward a certain time from the current moment.

[0052] Specifically, in this step, the driving state of the all-terrain vehicle 100 includes the gear position of the gearbox 33, the rotation speed of the driving wheel 321, and the rotation speed of the driven wheel 322. Specifically, obtaining the driving state of the all-terrain vehicle 100 at the first time includes: obtaining the gear position of the gearbox 33 at the first time, and determining the speed ratio of the gearbox 33 at the first time according to the gear position of the gearbox 33 at the first time; obtaining the vehicle speed of the all-terrain vehicle 100 at the first time, and determining the rotation speed of the driven wheel 322 at the first time according to the speed ratio of the gearbox 33 at the first time and the vehicle speed of the all-terrain vehicle 100 at the first time; and obtaining the rotation speed of the output shaft 311 of the engine 31 of the all-terrain vehicle 100 at the first time, and determining the rotation speed of the driving wheel 321 at the first time according to the rotation speed of the engine output shaft 311.

[0053] S302, obtaining a preset belt vibration frequency range corresponding to the driving state at the first time according to the driving state of the all-terrain vehicle at the first time, wherein the preset belt vibration frequency range is a range of vibration frequencies when the belt does not slip;

[0054] In the embodiment of the present application, there is also a step of pre-storing a preset belt vibration frequency range corresponding to the driving state. In the embodiment of the present application, the vibration frequency of the belt under different driving states without slipping can be collected in an experimental manner. Specifically, in an experimental environment, the all-terrain vehicle 100 is controlled in different driving states, and the vibration frequency of the belt is collected by a knock sensor set at the belt of the continuously variable transmission. Under the condition that the belt does not slip, the belt vibration frequency range includes a frequency value range composed of a lower frequency limit value f' and an upper frequency limit value f". After the collection of the experimental data is completed, it can be stored in a database and can be read and queried at any time.

[0055] S303, comparing the vibration frequency of the belt at the first time with a preset belt vibration frequency range, and when the vibration frequency at the first time is outside the preset belt vibration frequency range, it is confirmed that the belt slips at the first time.

[0056] The vehicle control method in the above-mentioned embodiment of the present application obtains the driving state of the vehicle at the first time and the vibration frequency of the belt at the first time, and obtains the corresponding preset belt vibration frequency range according to the driving state at the first time, and compares the vibration frequency of the belt at the first time with the preset belt vibration frequency range. If the vibration frequency at the first time is outside the preset belt vibration frequency range, it can be confirmed that the belt slips at the first time, so that whether the belt slips at the first time can be detected, so as to further suppress the belt slippage and protect the belt and driving safety.

[0057] Combine the following Figure 4 In a more specific embodiment of the present application, a vehicle control method is provided. The vehicle control method in the embodiment of the present application can make a more accurate detection of whether the belt is slipping.

[0058] In this embodiment, the vibration frequency of the belt at the first time is obtained, specifically: within the first time, the vibration frequency of the belt at a preset plurality of collection moments is collected at a preset collection frequency, for example, Figure 4 In the process, the collection frequency can be but not limited to once per second. In summary, the vibration frequency of the belt corresponding to 10 collection moments needs to be collected continuously, wherein the collection moments are specifically 1 second, 2 seconds...10 seconds and other time points, and the first time is a time period of 10 seconds.

[0059] In the embodiment of the present application, while obtaining the vibration frequency of the belt at each collection moment, the driving state of the all-terrain vehicle corresponding to each collection moment in the first time is obtained, and according to the driving state of the all-terrain vehicle at each collection moment, the preset belt vibration frequency range corresponding to each collection moment is obtained. Figure 4 , the vibration frequency of the belt obtained at each time point is different, which is expressed as 10 values ​​such as f1, f2...f10, and the preset belt vibration frequency range corresponding to each acquisition moment is also changing accordingly, f' and f" are expressed as two curves that change with time.

[0060] The embodiment of the present application further compares the vibration frequency of the belt at each collection moment within the first time with the preset belt vibration frequency range corresponding to each collection moment. If the vibration frequency of the belt at a preset threshold number of collection times is within the preset belt vibration frequency range corresponding to the corresponding collection moment, it is determined that the belt has not slipped at the first time; otherwise, it is determined that the belt has slipped at the first time. Figure 4 For example, it is set to obtain the vibration frequency of the belt every second, obtain the frequencies f1, f2...f10 within 10 seconds, and obtain the driving status of the vehicle every 1 second, and obtain the corresponding belt vibration frequency range according to the driving status, which is Figure 4 The curves f' and f" in the figure are shown in Figure 2. The vibration frequency at the corresponding moment is then compared with the belt vibration frequency range. If 8 or more vibration frequencies are within the belt vibration frequency range, it is determined that the belt has not slipped. Otherwise, it is determined that the belt has slipped. When the belt slips, it means that the vibration frequency of the belt detected multiple times exceeds the belt vibration frequency range. At this time, the slip phenomenon can be alarmed through devices such as the instrument panel, but is not limited to, and the engine can be controlled by the control unit to suppress the slip phenomenon.

[0061] The all-terrain vehicle in the embodiment of the present application includes a control unit to detect the belt slippage phenomenon. The control unit in the embodiment of the present application also includes an engine controller connected to the engine, and the engine controller, when confirming that the belt slips at the first time, adjusts the speed of the engine output shaft according to the comparison between the current vibration frequency of the belt and the vibration frequency range of the belt.

[0062] Furthermore, in one embodiment of the present application, when the engine controller confirms that the belt is slipping and the current vibration frequency of the belt is higher than the upper frequency limit f", the engine speed of the all-terrain vehicle is reduced, and when the belt is confirmed to be slipping and the current vibration frequency of the belt is lower than the lower frequency limit f', the engine speed of the all-terrain vehicle is increased. In an embodiment of the present application, the engine controller can, but is not limited to, adjust the engine speed using a PID control algorithm until the adjusted vibration frequency of the belt is between the lower frequency limit f' and the upper frequency limit f".

[0063] In the embodiment of the present application, the engine controller controls the speed of the engine, which can be achieved by, but not limited to, sending control instructions to the injector and the throttle valve body. The working principles of the injector and the throttle valve body can refer to the prior art and will not be repeated here.

[0064] Figure 5 A schematic diagram of a specific implementation structure of a vehicle control system is provided. The vehicle in this embodiment is an all-terrain vehicle. The vehicle control system in this embodiment includes a control unit 400 (the control unit 400 also includes an engine controller 4000), a gearbox shift sensor 401, an engine speed sensor 402, a vehicle speed sensor 403, a knock sensor 404, a throttle valve body sensor 405, a throttle valve body 406, an injector 407, and an instrument panel 408.

[0065] Among them, the gearbox gear position sensor 401 is used to collect the gearbox gear position data. The engine speed sensor 402 is used to collect the speed of the engine output shaft. The vehicle speed sensor 403 is used to collect the speed of the vehicle's drive shaft. The knock sensor is used to collect the vibration frequency of the belt. The throttle valve body sensor 405 is used to collect the opening of the throttle valve body. The data collected by the above sensors can be reported to the control unit 400, so that the control unit 400 can obtain the operating status of each component of the vehicle and perform corresponding calculations to output control instructions. For example, the control unit 400 can calculate and determine the driving status of the all-terrain vehicle based on the gearbox gear position sensor 401, the engine speed sensor 402, and the vehicle speed sensor 403, combined with the transmission relationship parameters that have been pre-confirmed and stored in the vehicle. The control unit 400 can also query the corresponding belt vibration frequency range when the belt is not slipping according to the driving status. The control unit 400 obtains the current vibration frequency of the belt through the knock sensor 404, and compares the current vibration frequency of the belt with the vibration frequency range of the belt, thereby detecting whether the belt is slipping. The detection information can be displayed on the instrument panel 408, and an alarm can be issued when slipping is detected. When slipping is detected, the engine controller 4000 can further send control instructions to the throttle valve body 406 and the injector 407.

[0066] For example, in a specific application scenario, the workflow of the above control system is:

[0067] (1) The range of the belt vibration frequency under the conditions of the gearbox gear position, driving wheel speed, driven wheel speed, and the belt non-slip state in the continuously variable transmission is set in the storage module of the control unit 400.

[0068] (2) The gear position of the gear box is determined by the gear box gear position sensor 401, and the speed ratio of the gear box at this gear position is determined and transmitted to the control unit 400;

[0069] (3) The speed of the output shaft of the gearbox is measured by the vehicle speed sensor 403, and the speed of the input shaft of the gearbox can be obtained. The input shaft of the gearbox is connected to the driven wheel, and the speed of the driven wheel can be obtained through the speed ratio of the gearbox, and the speed of the driven wheel is transmitted to the control unit 400;

[0070] (4) The crankshaft speed can be directly measured by the engine speed sensor 402. Since the crankshaft output shaft is connected to the driving wheel, the driving wheel speed can be obtained and transmitted to the control unit 400;

[0071] (5) The knock sensor 404 can detect the current vibration frequency of the belt during operation and transmit it to the control unit 400;

[0072] (6) The throttle valve body sensor 405 can determine the opening of the throttle valve body.

[0073] (7) The control unit 400 can calculate the vibration frequency range of the belt during operation under the above conditions, which is the vibration frequency range in which the belt does not slip.

[0074] (8) In the control unit 400, it is set to measure the vibration frequency of the belt once every second, and the measurement is continuous. 10 knock frequencies are taken within 10 seconds. If 8 knock frequencies are within the range of the vibration frequency when the belt is not slipping, it is determined that the belt is not slipping. As shown in the figure, among the 10 vibration frequencies obtained within 10 seconds, if 8 or more vibration frequency points of vibration f1, f2, f3, f4, f5, f6, f7, f8, f9 and f10 are within the set vibration frequency range f'~f", it is judged that the belt is not slipping. If the result is not consistent, an alarm prompt is given on the instrument panel, and the engine controller 4000 responds at the same time. The specific response method is to send a control instruction to the throttle valve body 406 and the injector 407 to change the speed of the engine. For example, when the engine adopts a mechanical throttle valve body, the injection amount of the injector is changed, and when the engine adopts an electronic throttle valve body, the injection amount of the injector or the opening of the electronic throttle valve body is changed, or the injector and the electronic throttle are changed at the same time to increase or decrease the engine speed, etc., so that the vibration frequency of the real-time belt is within the set range, and the current slippage of the belt is solved.

[0075] In the above technical scheme, by obtaining the driving state of the vehicle at the first time and the vibration frequency of the belt at the first time, and obtaining the corresponding preset belt vibration frequency range according to the driving state at the first time, the vibration frequency of the belt at the first time is compared with the preset belt vibration frequency range. If the vibration frequency at the first time is outside the preset belt vibration frequency range, it can be confirmed that the belt slips at the first time, so that whether the belt slips at the first time can be detected, so as to further suppress the belt slippage and protect the belt and driving safety.

[0076] In the description of this specification, the description with reference to the terms "one embodiment", "some embodiments", "example", "specific example", or "some examples" etc. means that the specific features, structures, materials or characteristics described in conjunction with the embodiment or example are included in at least one embodiment or example of the present application. In this specification, the schematic representations of the above terms do not necessarily refer to the same embodiment or example. Moreover, the specific features, structures, materials or characteristics described may be combined in any one or more embodiments or examples in a suitable manner. In addition, those skilled in the art may combine and combine the different embodiments or examples described in this specification and the features of the different embodiments or examples, without contradiction.

[0077] In addition, the terms "first" and "second" are used for descriptive purposes only and should not be understood as indicating or implying relative importance or implicitly indicating the number of the indicated technical features. Therefore, the features defined as "first" and "second" may explicitly or implicitly include at least one of the features. In the description of this application, the meaning of "plurality" is at least two, such as two, three, etc., unless otherwise clearly and specifically defined.

[0078] Any process or method description in a flowchart or otherwise described herein may be understood to represent a module, fragment or portion of code comprising one or more executable instructions for implementing the steps of a custom logical function or process, and the scope of the preferred embodiments of the present application includes alternative implementations in which functions may not be performed in the order shown or discussed, including performing functions in a substantially simultaneous manner or in the reverse order depending on the functions involved, which should be understood by technicians in the technical field to which the embodiments of the present application belong.

[0079] In the several embodiments provided in the present application, it should be understood that the disclosed system can be implemented in other ways. For example, the division of the units and modules is only a logical function division, and there may be other division methods in actual implementation, for example, multiple units or modules can be combined or integrated into another system, or some features can be ignored or not executed. Another point is that the mutual coupling or direct coupling or communication connection shown or discussed can be an indirect coupling or communication connection through some interfaces, devices or units, which can be electrical, mechanical or other forms.

[0080] In addition, each functional unit in each embodiment of the present application may be integrated into one processing unit, or each unit may exist physically separately, or two or more units may be integrated into one unit. The above-mentioned integrated unit may be implemented in the form of hardware or in the form of hardware plus software functional units.

[0081] The above description is only a preferred embodiment of the present application and is not intended to limit the present application. Any modifications, equivalent substitutions, improvements, etc. made within the spirit and principles of the present application shall be included in the scope of protection of the present application.

Claims

1. A vehicle control method, wherein the vehicle is an all-terrain vehicle, the all-terrain vehicle includes a continuously variable transmission, and the continuously variable transmission includes a belt, characterized in that: The method comprises: Acquire the driving state of the all-terrain vehicle at a first time and acquire the vibration frequency of the belt at the first time; Acquiring a preset belt vibration frequency range corresponding to the driving state at the first time according to the driving state of the all-terrain vehicle at the first time, wherein the preset belt vibration frequency range is a range of vibration frequencies when the belt does not slip; Comparing the vibration frequency of the belt at the first time with the preset belt vibration frequency range, and confirming that the belt slips at the first time when the vibration frequency at the first time is outside the preset belt vibration frequency range; Pre-storing a preset belt vibration frequency range corresponding to the driving state, wherein the belt vibration frequency range includes a frequency value range consisting of a lower frequency limit value f' and an upper frequency limit value f"; The all-terrain vehicle also includes a gearbox, and the continuously variable transmission includes a driving wheel and a driven wheel; The driving state of the all-terrain vehicle includes the gear position of the gear box, the rotation speed of the driving wheel and the rotation speed of the driven wheel; The step of obtaining the driving status of the all-terrain vehicle at the first time includes: Acquiring a gear position of the gear box at a first time, and determining a speed ratio of the gear box at the first time according to the gear position of the gear box at the first time; Acquiring the speed of the all-terrain vehicle at a first time, and determining the rotation speed of the driven wheel at the first time according to the speed ratio of the gear box at the first time and the speed of the all-terrain vehicle at the first time; The rotation speed of the engine output shaft of the all-terrain vehicle at a first time is obtained, and the rotation speed of the driving wheel at the first time is determined according to the rotation speed of the engine output shaft.

2. The method according to claim 1, characterized in that: The obtaining of the vibration frequency of the belt at the first time specifically includes: within the first time, collecting the vibration frequency of the belt at a preset plurality of collection moments at a preset collection frequency; The obtaining of the driving state of the all-terrain vehicle at the first time specifically includes: obtaining the driving state of the all-terrain vehicle corresponding to each collection moment in the first time; The step of obtaining a preset belt vibration frequency range corresponding to the driving state of the all-terrain vehicle at the first time according to the driving state of the all-terrain vehicle at the first time comprises: obtaining a preset belt vibration frequency range corresponding to each collection time according to the driving state of the all-terrain vehicle at each collection time; The comparing the vibration frequency of the belt at the first time with the preset belt vibration frequency range includes: comparing the vibration frequency of the belt at each collection moment in the first time with the preset belt vibration frequency range corresponding to each collection moment; The method further includes: if the vibration frequency of the belt at a preset threshold number of collection times is within a preset belt vibration frequency range corresponding to a corresponding collection moment, determining that the belt does not slip at the first time.

3. The vehicle control method according to claim 1 or 2, characterized in that: When it is confirmed that the belt slips at the first time, the method further includes: The rotation speed of the engine is adjusted according to the vibration frequency of the belt at the first time and a preset vibration frequency range of the belt.

4. The vehicle control method according to claim 3, characterized in that: The method includes: when it is confirmed that the belt slips and the vibration frequency of the belt at a first time is higher than the frequency upper limit value f", the rotation speed of the engine of the all-terrain vehicle is reduced.

5. The vehicle control method according to claim 3, characterized in that: The method includes: when it is confirmed that the belt slips and the vibration frequency of the belt at a first time is lower than the frequency lower limit value f', increasing the rotation speed of the engine of the all-terrain vehicle.

6. The vehicle control method according to claim 4 or 5, characterized in that: The method comprises: adjusting the rotation speed of the engine by using a PID control algorithm until the vibration frequency of the belt after adjustment is between the lower frequency limit value f' and the upper frequency limit value f".

7. An all-terrain vehicle, wherein one end of a continuously variable transmission is connected to an engine, and the other end of the continuously variable transmission is connected to a gear box, wherein the continuously variable transmission is used to transmit the power output by the engine to the gear box, and the gear box drives the all-terrain vehicle to run; The driving wheel is connected to the crankshaft of the engine; The driven wheel is connected to the input shaft of the gear box; A belt connects the driving wheel and the driven wheel and is used to transmit torque between the driving wheel and the driven wheel; characterized in that: The all-terrain vehicle further comprises a control unit configured to execute the vehicle control method according to any one of claims 1 to 6.

8. The all-terrain vehicle according to claim 7, characterized in that: The control unit includes an engine controller connected to the engine.

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