Electric all-terrain vehicle escape control method and system

Abstract

The invention discloses an electric all-terrain vehicle escape control method and system. The method comprises the steps that whether front wheels and rear wheels of an electric all-terrain vehicle slip or not is judged; if it is judged that the front wheel slips and the rear wheel does not slip, compensating the output torque of a rear motor used for driving the rear wheel, and increasing the power output of the rear motor; if it is judged that the rear wheels slip and the front wheels do not slip, the output torque of a front motor used for driving the front wheels is compensated, and the power output of the front motor is increased. The hardware function of the vehicle is reserved, then on the basis of the hardware function of the vehicle, the output torque of the motor of the non-slip wheel is compensated, the driving force of the non-slip wheel is fully utilized, power is prevented from being wasted on the slip wheel, and therefore the escape capacity is improved; moreover, according to the method, the control algorithm is simplified, a high-precision sensor does not need to be additionally arranged, and the reliability is improved while the cost is reduced.

Description

Technical Field

[0001] The present invention relates to the field of electric vehicle control, and in particular to a method and system for controlling an electric all-terrain vehicle to escape from distress. Background Art

[0002] An electric all-terrain vehicle (eATV) is an electric-powered, multi-purpose off-road vehicle capable of navigating complex terrains such as deserts, mud, snow, and mountains. Compared to traditional fuel-powered ATVs, eATVs are more environmentally friendly, quieter, and easier to maintain.

[0003] The function of the Traction Control System (TCS) is to enable the vehicle to obtain the best traction under various driving conditions; its working principle is: when it detects that a drive wheel is slipping, the system will automatically reduce the engine output power and apply brakes to the slipping wheel until it resumes normal rotation.

[0004] While traction control systems can prevent drive wheel slip during starting and acceleration, especially for high-horsepower vehicles, to maintain directional stability, the system's intervention, while reducing torque to prevent slipping, can also cause overall vehicle power loss, leading to insufficient power. This is particularly true in situations like off-roading and starting on sandy terrain, where the traction control system's conservative strategy can lead to excessive power restriction, reducing the vehicle's maneuverability.

[0005] To avoid the drawbacks of traction control system intervention during vehicle slip, patent CN 112078381 A discloses a torque distribution control method. Specifically, the method involves first obtaining the speeds of a first shaft and a second shaft, where the first shaft and the second shaft are each one of the front and rear axles. Then, based on the first and second shaft speeds, determining whether the first shaft is slipping, i.e., the front or rear axle, is determined. Finally, the output torque of the slipping shaft is reduced, while the output torque of the non-slipping shaft is increased. The difference between the change in the reduced output torque and the change in the increased output torque is less than a preset value. In this way, when a vehicle has drive shaft slip, the output torque of the slipping shaft is reduced while the output torque of the non-slipping shaft is increased. This effectively achieves at least a partial transfer of output torque from the slipping shaft to the non-slipping shaft. This method prevents drive shaft slip while minimizing the overall change in the vehicle's drive torque, thereby preventing a sudden and significant drop in vehicle driving force and maintaining minimal changes in vehicle dynamic performance. Furthermore, the frequency of activation of the TCS torque reduction function is reduced, improving vehicle stability and ride comfort. However, directly controlling the torque of the slipping shaft requires real-time acquisition of multi-dimensional data such as wheel speed, motor speed, torque feedback, and vehicle posture. It also requires the establishment of an accurate vehicle dynamics model and a high-computing-power controller. The control is complex, costly, and difficult to guarantee control accuracy.

[0006] Therefore, in the face of the above-mentioned problems, it is a technical problem that needs to be solved urgently to develop an electric all-terrain vehicle escape control method and system that is simple to control, low in cost, stable and reliable. Summary of the Invention

[0007] The purpose of the present invention is to provide an electric all-terrain vehicle escape control method and system to solve the problems of existing vehicle escape control being complex, costly and difficult to ensure control accuracy.

[0008] To solve the above technical problems, in a first aspect, the present invention discloses a method for controlling an electric all-terrain vehicle to escape from distress, comprising:

[0009] Determine whether the front and rear wheels of the electric all-terrain vehicle are slipping;

[0010] If it is determined that the front wheels are slipping but the rear wheels are not slipping, the output torque of the rear motor used to drive the rear wheels is compensated to increase the power output of the rear motor;

[0011] If it is determined that the rear wheels are slipping but the front wheels are not slipping, the output torque of the front motor used to drive the front wheels is compensated to increase the power output of the front motor.

[0012] Further, the electric all-terrain vehicle includes a traction control system;

[0013] If it is determined that the front wheels are slipping but the rear wheels are not, the traction control system intervenes and obtains the output torque Ntq_TCS_Fmcu requested from the front motor after the traction control system intervenes. The real-time required output torque Ntq_Rmcu* of the rear motor after torque compensation is then calculated based on the output torque Ntq_TCS_Fmcu requested from the front motor after the traction control system intervenes.

[0014] If it is determined that the rear wheels are slipping but the front wheels are not slipping, the traction control system intervenes and obtains the output torque requested of the rear motor after the traction control system intervenes - Ntq_TCS_Rmcu. Then, the real-time required output torque Ntq_Fmcu* of the front motor after torque compensation is calculated based on the output torque requested of the rear motor after the traction control system intervenes - Ntq_TCS_Rmcu.

[0015] Furthermore, the calculation model of the real-time required output torque Ntq_Rmcu* of the rear motor after torque compensation is:

[0016] Ntq_Rmcu*=Ntq_Rmcu+(Ntq_Fmcu-Ntq_TCS_Fmcu)

[0017] Among them, Ntq_Rmcu is the real-time demand for torque allocation of the rear motor, Ntq_Fmcu is the real-time demand for torque allocation of the front motor, and Ntq_TCS_Fmcu is the output torque requested by the front motor after the traction control system intervenes.

[0018] Furthermore, the calculation model of the real-time required output torque Ntq_Fmcu* of the front motor after torque compensation is:

[0019] Ntq_Fmcu*=Ntq_Fmcu+(Ntq_Rmcu-Ntq_TCS_Rmcu)

[0020] Among them, Ntq_Fmcu is the real-time demand for torque allocation of the front motor, Ntq_Rmcu is the real-time demand for torque allocation of the rear motor, and Ntq_TCS_Rmcu is the output torque requested by the rear motor after the traction control system intervenes.

[0021] Furthermore, the method for determining whether the front and rear wheels of the electric all-terrain vehicle are slipping specifically includes:

[0022] The actual vehicle speed, front wheel speed, and rear wheel speed of the electric all-terrain vehicle are collected respectively;

[0023] calculating a first wheel speed difference between the wheel speed of the front wheel and the wheel speed of the rear wheel;

[0024] calculating a second wheel speed difference between the wheel speed of the rear wheel and the wheel speed of the front wheel;

[0025] When the wheel speed of the front wheel is greater than the actual vehicle speed and the first wheel speed difference is greater than a first threshold, the front wheel is judged to be slipping; when the wheel speed of the rear wheel is greater than the actual vehicle speed and the second wheel speed difference is greater than a second threshold, the rear wheel is judged to be slipping.

[0026] Furthermore, the method further comprises:

[0027] Real-time monitoring of the SOC of the battery pack of the electric all-terrain vehicle;

[0028] When the SOC of the battery pack is less than a third threshold and the front wheels slip but the rear wheels do not slip, the available electric power of the front motor is reduced, and the available electric power of the rear motor is compensated at the same time to obtain the compensated available electric power of the rear motor;

[0029] When the SOC of the battery pack is less than the third threshold and the rear wheels slip but the front wheels do not slip, the available electric power of the rear motor is reduced, and at the same time, the available electric power of the front motor is compensated to obtain the compensated available electric power of the front motor.

[0030] Furthermore, the calculation model of the compensated rear motor available electric power P_Rmcu* is:

[0031] P_Rmcu*=P 总 -P_Fmcu*

[0032] P_Fmcu*=P_Fmcu×SOC

[0033] Among them, P 总 is the total output power of the battery pack, P_Fmcu* is the compensated available power of the front motor, P_Fmcu is the fixed available power of the front motor, and SOC is the current remaining power percentage of the battery pack.

[0034] Furthermore, the calculation model of the compensated front motor available electric power P_Fmcu* is:

[0035] P_Fmcu*=P 总 -P_Rmcu*

[0036] P_Rmcu*=P_Rmcu×SOC

[0037] Where P_Rmcu is the fixed available power of the rear motor.

[0038] In a second aspect, the present invention provides an electric all-terrain vehicle escape control system, comprising:

[0039] The vehicle controller is used to obtain the status of the front and rear wheels of the electric all-terrain vehicle. When only the front wheel slips, the output torque of the rear motor used to drive the rear wheel is compensated to increase the power output of the rear motor. If the rear wheel slips but the front wheel does not slip, the output torque of the front motor used to drive the front wheel is compensated to increase the power output of the front motor.

[0040] The front motor controller is used to control the output torque of the front motor according to the compensation command output by the vehicle controller;

[0041] The rear motor controller is used to control the output torque of the rear motor according to the compensation command output by the vehicle controller.

[0042] Furthermore, the anti-lock braking system monitors whether the front and rear wheels are slipping, and when slipping of the front or rear wheels is detected, the traction control system intervenes and uses the traction control system to reduce the torque of the front motor and rear motor corresponding to the slipping front or rear wheels.

[0043] The beneficial effects of the present invention are:

[0044] 1. By retaining the hardware functions of the vehicle, and then compensating for the output torque of the motor of the non-slipping wheel based on the hardware functions of the vehicle in this application, the driving force of the non-slipping wheel is fully utilized, and power is avoided from being wasted on the slipping wheel, thereby improving the ability to escape from trouble; and this method simplifies the control algorithm and does not require the additional arrangement of high-precision sensors, thereby reducing costs while improving reliability.

[0045] 2. When TCS intervenes, the reduced torque is compensated to the non-slipping wheels to maintain the total driving force; by limiting the total driving force, the battery load overload caused by high-power torque transfer can be avoided. This method optimizes the power distribution technology of TCS intervention, ensures the TCS function, and does not cause power loss of the entire vehicle, taking into account both anti-skid and escape.

[0046] 3. By adjusting the power distribution of the battery pack under low-battery conditions, the slipping wheels can be prevented from wasting energy due to idling, and the power can be concentratedly transferred to the wheels that are effectively doing work, reducing ineffective energy consumption. In particular, in low-battery mode, the battery life can be extended and basic passability can be maintained. BRIEF DESCRIPTION OF THE DRAWINGS

[0047] The drawings described herein are used to provide a further understanding of the present application and constitute a part of the present application. The same reference numerals are used in these drawings to represent the same or similar parts. The exemplary embodiments of the present application and their descriptions are used to explain the present application and do not constitute an improper limitation on the present application. In the drawings:

[0048] Figure 1 This is a schematic diagram of a control system for an electric all-terrain vehicle to escape from distress according to an embodiment of the present invention.

[0049] Figure 2 This is a schematic diagram of a control system for an electric all-terrain vehicle to escape from distress according to another embodiment of the present invention. DETAILED DESCRIPTION

[0050] The present invention provides a method for controlling an electric all-terrain vehicle to escape from distress, comprising:

[0051] Determine whether the front and rear wheels of the electric all-terrain vehicle are slipping;

[0052] If it is determined that the front wheels are slipping but the rear wheels are not slipping, the output torque of the rear motor used to drive the rear wheels is compensated to increase the power output of the rear motor;

[0053] If it is determined that the rear wheels are slipping but the front wheels are not slipping, the output torque of the front motor used to drive the front wheels is compensated to increase the power output of the front motor.

[0054] The present invention retains the hardware functions of the vehicle, and then compensates for the output torque of the motor of the non-slipping wheel based on the hardware functions of the vehicle in this application, fully utilizing the driving force of the non-slipping wheel and avoiding power wastage on the slipping wheel, thereby improving the ability to escape from trouble; moreover, this method simplifies the control algorithm and does not require the additional arrangement of high-precision sensors, thereby reducing costs while improving reliability.

[0055] According to one embodiment of the present application, the electric all-terrain vehicle further includes a traction control system TCS;

[0056] If it is determined that the front wheels are slipping but the rear wheels are not, the traction control system (TCS) intervenes to obtain the output torque Ntq_TCS_Fmcu requested by the front motor after TCS intervention. The real-time required output torque Ntq_Rmcu* of the rear motor after torque compensation is then calculated based on the output torque Ntq_TCS_Fmcu requested by the front motor after TCS intervention.

[0057] If it is determined that the rear wheels are slipping but the front wheels are not slipping, the traction control system TCS intervenes to obtain the output torque Ntq_TCS_Rmcu requested of the rear motor after the traction control system TCS intervenes. Then, the real-time required output torque Ntq_Fmcu* of the front motor after torque compensation is calculated based on the output torque Ntq_TCS_Rmcu requested of the rear motor after the traction control system TCS intervenes.

[0058] When TCS intervenes, it compensates for the reduced torque by redirecting it to the non-slipping wheels to maintain total driving force. By limiting total driving force, it avoids overloading the battery due to high-power torque transfer. This method optimizes power distribution, ensuring TCS functionality without sacrificing overall vehicle power, while also ensuring both anti-skid and self-rescue. Furthermore, TCS's proven traditional control solution offers excellent stability and deep integration with the braking system, ABS, and other components, making it compatible with a wide range of vehicle models.

[0059] According to one embodiment of the present application, the calculation model of the real-time required output torque Ntq_Rmcu* of the rear motor after torque compensation is:

[0060] Ntq_Rmcu*=Ntq_Rmcu+(Ntq_Fmcu-Ntq_TCS_Fmcu)

[0061] Among them, Ntq_Rmcu is the real-time demand for torque allocation of the rear motor, Ntq_Fmcu is the real-time demand for torque allocation of the front motor, Ntq_TCS_Fmcu is the output torque requested by the front motor after the traction control system TCS intervenes, Ntq_TCS_Rmcu≤Ntq_Rmcu; Ntq_Rmcu* does not exceed the maximum output torque of the rear motor Nrmcu1;

[0062] If a rear wheel slip torque reduction request is identified during compensation, the compensation mechanism will be exited immediately. At this time, the requested real-time output torques of the front and rear motors should be Ntq_Fmcu and Ntq_Rmcu respectively.

[0063] Through the embodiment, the Ntq_Rmcu* calculation model calculates the real-time required output torque of the rear motor after torque compensation, so that the total driving torque after compensation is consistent with the original demand to maintain the dynamic performance of the vehicle.

[0064] According to one embodiment of the present application, the calculation model of the real-time required output torque Ntq_Fmcu* of the front motor after torque compensation is:

[0065] Ntq_Fmcu*=Ntq_Fmcu+(Ntq_Rmcu-Ntq_TCS_Rmcu)

[0066] Among them, Ntq_Fmcu is the real-time demand for torque allocation of the front motor, Ntq_Rmcu is the real-time demand for torque allocation of the rear motor, and Ntq_TCS_Rmcu is the output torque requested by the rear motor after the traction control system TCS intervenes. Ntq_Fmcu* does not exceed the maximum output torque of the front motor Nfmcu2;

[0067] If the ICCU recognizes a request for torque reduction due to front wheel slip during compensation, the ICCU immediately exits the compensation mechanism. At this time, the requested real-time output torques of the front and rear motors should be Ntq_Fmcu and Ntq_Rmcu respectively.

[0068] Through the embodiment, the Ntq_Fmcu* calculation model calculates the real-time required output torque of the front motor after torque compensation, so that the total driving torque after compensation is consistent with the original demand to maintain the dynamic performance of the vehicle.

[0069] Ntq_Fmcu and Ntq_Rmcu are the ICCU's torque requests for the front and rear motors, taking into account parameters such as vehicle status, powertrain status, and environmental conditions. This ensures the vehicle delivers power in accordance with the user's intended direction. If both front and rear wheels are detected as slipping, the torque compensation mechanism is not triggered, and the current vehicle's final real-time torque requirement, Ntq (Ntq = Ntq_Fmcu + Ntq_Rmcu), is requested.

[0070] According to one embodiment of the present application, the method for determining whether the front and rear wheels of the electric all-terrain vehicle are slipping specifically includes:

[0071] The actual vehicle speed, front wheel speed, and rear wheel speed of the electric all-terrain vehicle are collected respectively;

[0072] calculating a first wheel speed difference between the wheel speed of the front wheel and the wheel speed of the rear wheel;

[0073] calculating a second wheel speed difference between the wheel speed of the rear wheel and the wheel speed of the front wheel;

[0074] When the wheel speed of the front wheel is greater than the actual vehicle speed and the first wheel speed difference is greater than a first threshold, the front wheel is judged to be slipping; when the wheel speed of the rear wheel is greater than the actual vehicle speed and the second wheel speed difference is greater than a second threshold, the rear wheel is judged to be slipping.

[0075] This embodiment calculates and determines whether the wheel is slipping based on the wheel speed, which can obtain results faster than calculating and determining whether the wheel is slipping based on the motor speed (the motor speed error is usually 10-20rpm, while the wheel speed error is 0.01rpm).

[0076] According to one embodiment of the present application, the method further includes:

[0077] Real-time monitoring of the SOC of the battery pack of the electric all-terrain vehicle;

[0078] When the SOC of the battery pack is less than the third threshold and the front wheels slip but the rear wheels do not, the available electric power of the front motor is reduced, and the available electric power of the rear motor is compensated at the same time to obtain the compensated available electric power of the rear motor; the available electric power of the motor is the maximum limit value of the actual electric power of the motor

[0079] When the SOC of the battery pack is less than the third threshold and the rear wheels slip but the front wheels do not slip, the available electric power of the rear motor is reduced, and at the same time, the available electric power of the front motor is compensated to obtain the compensated available electric power of the front motor.

[0080] Due to the size limitation of electric all-terrain vehicles, the capacity of the battery pack (about 15kwh) is much smaller than that of electric vehicles (60kwh-100kwh); under the premise of a small battery pack capacity, how to control the energy consumption of the slipping axle motor is also an urgent problem to be solved; this embodiment adjusts the power distribution of the battery pack under low-power conditions to avoid the waste of electricity due to idling of the slipping wheels, concentrates the power to the wheels that are effectively doing work, reduces ineffective energy consumption, and especially extends the battery life and maintains basic passability in low-power mode.

[0081] According to one embodiment of the present application, the calculation model of the compensated rear motor available electric power P_Rmcu* is:

[0082] P_Rmcu*=P 总 -P_Fmcu*

[0083] P_Fmcu*=P_Fmcu×SOC

[0084] Among them, P 总 is the total output power of the battery pack, P_Fmcu* is the compensated available power of the front motor, P_Fmcu is the fixed available power of the front motor, and SOC is the current remaining power percentage of the battery pack.

[0085] According to one embodiment of the present application, the calculation model of the compensated front motor available electric power P_Fmcu* is:

[0086] P_Fmcu*=P 总 -P_Rmcu*

[0087] P_Rmcu*=P_Rmcu×SOC

[0088] Where P_Rmcu is the fixed available power of the rear motor.

[0089] The above calculation model is used to calculate the available electric power P_Rmcu* of the rear motor after torque compensation and the available electric power P_Fmcu* of the front motor after compensation, respectively, so that the power distribution is associated with the SOC to maintain the total output power of the battery pack and avoid battery pack overload.

[0090] In a second aspect, the present invention discloses an electric all-terrain vehicle escape control system, such as Figure 2As shown, the system includes a vehicle controller (VCU), a front motor controller (FMCU), and a rear motor controller (RMCU). The VCU controls the outputs of the front and rear motor controllers (FMCU and RMCU) via a bus. The VCU is used to obtain the status of the electric all-terrain vehicle's front and rear wheels. When the front wheels slip but the rear wheels do not, the VCU compensates for the output torque of the rear motor driving the rear wheels, increasing the rear motor's power output. If the rear wheels slip but the front wheels do not, the VCU compensates for the output torque of the front motor driving the front wheels, increasing the front motor's power output. The FMCU controls the output torque of the front motor based on the compensation instructions output by the VCU. The RMCU controls the output torque of the rear motor based on the compensation instructions output by the VCU.

[0091] After receiving the compensation instructions output by the vehicle controller VCU, the wheel slip signal of the anti-lock braking system, and the TCS intervention signal, the front and rear motor controllers RMCU and the rear motor controller RMCU calculate the real-time required output torque Ntq_Fmcu* of the front and rear motors after compensation, and control the output torque of the corresponding front and rear motors respectively.

[0092] According to one embodiment of the present application, the anti-lock braking system ABS monitors whether the front and rear wheels are slipping, and when the front or rear wheel slipping is detected, the traction control system TCS intervenes, and the traction control system TCS is used to perform torque reduction control on the front motor and rear motor corresponding to the slipping front wheel or rear wheel. The anti-lock braking system ABS detects the rotation speed of the front and rear wheels through four wheel speed sensors. This embodiment uses the existing anti-lock braking system ABS wheel speed signal, does not require new sensors, is low-cost, and has a fast response. By monitoring slippage through the anti-lock braking system ABS, the traction control system TCS and the torque compensation multi-layer control comprehensively improve driving safety and escape efficiency. Among them, the traction control system TCS can be directly built into the anti-lock braking system ABS, so that the anti-lock braking system ABS has the function of the traction control system TCS; it can also be combined with the non-integrated anti-lock braking system ABS and the traction control system TCS to achieve the above functions.

[0093] Finally, it should be noted that the above embodiments are only used to illustrate the technical solutions of the present invention and are not limiting. Although the present invention 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 invention may be modified or replaced by equivalents without departing from the purpose and scope of the technical solutions of the present invention, which should all be included in the scope of the claims of the present invention.

Claims

1. A method for controlling an electric all-terrain vehicle to escape from a jam, characterized in that: include: Determine whether the front and rear wheels of the electric all-terrain vehicle are slipping; If it is determined that the front wheels are slipping but the rear wheels are not slipping, compensating the output torque of the rear motor for driving the rear wheels to increase the power output of the rear motor; If it is determined that the rear wheels are slipping but the front wheels are not slipping, the output torque of the front motor driving the front wheels is compensated to increase the power output of the front motor.

2. The electric all-terrain vehicle escape control method according to claim 1, characterized in that: If it is determined that the front wheels are slipping but the rear wheels are not slipping, the traction control system is enabled to intervene and obtain the output torque Ntq_TCS_Fmcu requested of the front motor after the traction control system intervenes; then, the real-time required output torque Ntq_Rmcu* of the rear motor after torque compensation is calculated based on the output torque Ntq_TCS_Fmcu requested of the front motor after the traction control system intervenes; If it is determined that the rear wheels are slipping but the front wheels are not slipping, the traction control system is intervened to obtain the output torque Ntq_TCS_Rmcu requested of the rear motor after the traction control system intervenes, and then the real-time required output torque Ntq_Fmcu* of the front motor after torque compensation is calculated based on the output torque Ntq_TCS_Rmcu requested of the rear motor after the traction control system intervenes.

3. The electric all-terrain vehicle escape control method according to claim 2, characterized in that: The calculation model of the real-time required output torque Ntq_Rmcu* of the rear motor after the torque compensation is: Ntq_Rmcu*=Ntq_Rmcu+(Ntq_Fmcu-Ntq_TCS_Fmcu) Among them, Ntq_Rmcu is the real-time demand for torque allocation of the rear motor, Ntq_Fmcu is the real-time demand for torque allocation of the front motor, and Ntq_TCS_Fmcu is the output torque requested by the front motor after the traction control system intervenes.

4. The electric all-terrain vehicle escape control method according to claim 2, characterized in that: The calculation model of the real-time required output torque Ntq_Fmcu* of the front motor after the torque compensation is: Ntq_Fmcu*=Ntq_Fmcu+(Ntq_Rmcu-Ntq_TCS_Rmcu) Among them, Ntq_Fmcu is the real-time demand for torque allocation of the front motor, Ntq_Rmcu is the real-time demand for torque allocation of the rear motor, and Ntq_TCS_Rmcu is the output torque requested by the rear motor after the traction control system intervenes.

5. The electric all-terrain vehicle escape control method according to claim 1, characterized in that: The method for determining whether the front and rear wheels of the electric all-terrain vehicle are slipping specifically includes: respectively collecting the actual vehicle speed, the front wheel speed, and the rear wheel speed of the electric all-terrain vehicle; calculating a first wheel speed difference between the wheel speed of the front wheel and the wheel speed of the rear wheel; calculating a second wheel speed difference between the wheel speed of the rear wheel and the wheel speed of the front wheel; When the wheel speed of the front wheel is greater than the actual vehicle speed and the first wheel speed difference is greater than a first threshold, it is determined that the front wheel is slipping; when the wheel speed of the rear wheel is greater than the actual vehicle speed and the second wheel speed difference is greater than a second threshold, it is determined that the rear wheel is slipping.

6. The electric all-terrain vehicle escape control method according to any one of claims 1 to 5, characterized in that: The method further includes: Real-time monitoring of the SOC of the battery pack of the electric all-terrain vehicle; When the SOC of the battery pack is less than a third threshold and the front wheels slip but the rear wheels do not slip, the available electric power of the front motor is reduced, and the available electric power of the rear motor is compensated to obtain the compensated available electric power of the rear motor; When the SOC of the battery pack is less than a third threshold and the rear wheels slip but the front wheels do not slip, the available electric power of the rear motor is reduced, and at the same time, the available electric power of the front motor is compensated to obtain the compensated available electric power of the front motor.

7. The electric all-terrain vehicle escape control method according to claim 6, characterized in that: The calculation model of the compensated rear motor available electric power P_Rmcu* is: P_Rmcu*=P 总 -P_Fmcu* P_Fmcu*=P_Fmcu×SOC Among them, P 总 is the total output power of the battery pack, P_Fmcu* is the compensated available power of the front motor, P_Fmcu is the fixed available power of the front motor, and SOC is the current remaining power percentage of the battery pack.

8. The electric all-terrain vehicle escape control method according to claim 6, characterized in that: The calculation model of the compensated front motor available electric power P_Fmcu* is: P_Fmcu*=P 总 -P_Rmcu* P_Rmcu*=P_Rmcu×SOC Where P_Rmcu is the fixed available power of the rear motor.

9. An electric all-terrain vehicle escape control system, characterized in that: include: The vehicle controller is used to obtain the status of the front and rear wheels of the electric all-terrain vehicle. When the front wheels slip but the rear wheels do not slip, the output torque of the rear motor used to drive the rear wheels is compensated to increase the power output of the rear motor; if the rear wheels slip but the front wheels do not slip, the output torque of the front motor used to drive the front wheels is compensated to increase the power output of the front motor; A front motor controller, configured to control the output torque of the front motor according to the compensation instruction output by the vehicle controller; The rear motor controller is used to control the output torque of the rear motor according to the compensation instruction output by the vehicle controller.

10. The electric all-terrain vehicle escape control system according to claim 9, characterized in that: The anti-lock braking system monitors whether the front and rear wheels are slipping, and when the front or rear wheels are detected to be slipping, the traction control system intervenes and uses the traction control system to control the torque reduction of the front motor and the rear motor corresponding to the slipping front or rear wheels.

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