A method for escape control of an all-terrain vehicle

Abstract

This application provides a method for controlling the traction of an all-terrain vehicle, relating to the field of vehicle control technology. The method includes: acquiring the current multi-dimensional operating parameters of the all-terrain vehicle; calculating the wheel-to-wheel speed difference, axle-to-axle speed difference, torque deviation, and temperature safety threshold of the electric drive axle motor windings based on the driving state parameters and the power battery status; obtaining the road surface adhesion level of the all-terrain vehicle based on the driving state; determining the operating conditions of the all-terrain vehicle based on the driving state parameters and the power battery status; determining the slippage level and slippage type based on the operating conditions, wheel-to-wheel speed difference, axle-to-axle speed difference, torque deviation, temperature safety threshold, road surface adhesion level, real-time winding temperature of the electric drive axle motor windings, and the power battery status; and controlling the traction of the all-terrain vehicle based on the slippage level and slippage type. This application improves the accuracy and efficiency of vehicle traction control.

Description

Technical Field

[0001] This application relates to the field of vehicle control technology, and more specifically, to a method for controlling the traction of an all-terrain vehicle. Background Technology

[0002] In addressing the operational needs of pure electric all-terrain vehicles operating under complex and harsh conditions, these vehicles typically employ a multi-axle all-wheel-drive configuration, resulting in a large curb weight, high motor output torque, and often operating environments with extremely low traction. Under such extreme conditions, vehicles are highly susceptible to skidding. If the response to skidding and traction is delayed and lacks a system-level protection mechanism, the transmission system may suffer abnormal mechanical impacts and be damaged, seriously threatening the safety of special field operations.

[0003] Currently, all-terrain vehicle (ATV) traction control primarily relies on differential lock mechanisms. This is achieved through manual control, where the driver, based on experience, independently operates the differential locks on each axle or between wheels via switches in the cab. Alternatively, a simplified automatic control system uses wheel speed sensor signals as a basis, comparing a single parameter such as the absolute value of the wheel speed difference or slip ratio with a fixed threshold to determine slippage and trigger the differential lock.

[0004] However, existing technologies rely solely on single-dimensional signals such as wheel speed difference, without integrating multi-source state parameters such as road surface adhesion estimation, power battery status, electric drive axle motor temperature, and torque deviation. This makes it impossible to distinguish between different slip levels and types, leading to false locking or missed locking under extreme conditions. Summary of the Invention

[0005] The purpose of this application is to address the shortcomings of the prior art by providing an all-terrain vehicle traction control method that controls the vehicle's traction based on the type and level of slippage, thereby improving the accuracy and efficiency of vehicle traction control.

[0006] To achieve the above objectives, the technical solutions adopted in the embodiments of this application are as follows: In a first aspect, one embodiment of this application provides a method for controlling the traction of an all-terrain vehicle, the method comprising: Obtain the current multi-dimensional operating parameters of the all-terrain vehicle; the current multi-dimensional operating parameters include at least: driving status parameters and power battery status; Based on the driving state parameters and the power battery status, calculate the wheel speed difference, axle speed difference, torque deviation, and temperature safety threshold of the electric drive axle motor winding of the all-terrain vehicle. The road surface adhesion is estimated based on the driving state parameters to obtain the road surface adhesion level of the all-terrain vehicle; The operating conditions of the all-terrain vehicle are obtained by identifying the driving status parameters and the power battery status; the operating conditions are used to indicate the road conditions of the scene in which the all-terrain vehicle is located. The slippage level and slippage type are determined based on the operating conditions, the wheel speed difference, the axle speed difference, the torque deviation, the temperature safety threshold, the road surface adhesion level, the real-time winding temperature of the electric drive axle motor winding, and the power battery status. The all-terrain vehicle is controlled to get out of trouble based on the slip level and slip type.

[0007] Optionally, the driving status parameters include: drive wheel speed, current vehicle speed, ignition switch opening, transfer case operating status, electric drive axle output torque, and the real-time winding temperature; The calculation of the inter-wheel speed difference, inter-axle speed difference, torque deviation, and temperature safety threshold of the electric drive axle motor windings of the all-terrain vehicle based on the driving state parameters and the power battery status includes: Calculate the wheel speed difference and the axle speed difference based on the drive wheel speed; The theoretical torque of the electric drive axle is calculated based on the current vehicle speed, the ignition switch opening, the transfer case operating status, the real-time winding temperature, and the power battery status. The torque deviation is calculated based on the output torque of the electric drive bridge and the theoretical torque of the electric drive bridge; The temperature safety threshold is calculated based on the preset insulation class of the electric drive bridge motor, the rated operating temperature, the real-time winding temperature, and the output torque of the electric drive bridge.

[0008] Optionally, the step of estimating the road surface adhesion based on the driving state parameters to obtain the road surface adhesion level of the all-terrain vehicle includes: Calculate the drive wheel slip ratio, vehicle speed change rate, and wheel speed difference based on the drive wheel speed and the current vehicle speed; The road surface adhesion level of the all-terrain vehicle is obtained by estimating the road surface adhesion based on the drive wheel slip ratio, the vehicle speed change rate, the wheel speed difference, and the output torque of the electric drive axle.

[0009] Optionally, the step of identifying the operating conditions of the all-terrain vehicle based on the driving state parameters and the power battery state includes: Based on the drive wheel speed, the current vehicle speed, and the ignition switch opening, calculate the drive wheel speed fluctuation amplitude, the ignition switch opening response rate, and the vehicle speed change rate. The operating conditions of the all-terrain vehicle are obtained by identifying the driving wheel speed fluctuation amplitude, the throttle opening response rate, the vehicle speed change rate, the torque deviation, the transfer case operating status, the real-time winding temperature, and the power battery status.

[0010] Optionally, determining the slippage level and slippage type based on the operating conditions, the wheel speed difference, the axle speed difference, the torque deviation, the temperature safety threshold, the road surface adhesion level, the real-time winding temperature of the electric drive axle motor windings, and the power battery status includes: Based on the operating conditions, obtain the level identification logic and type identification logic corresponding to the operating conditions; Based on the speed difference between the wheels and the speed difference between the axles, the type identification logic is used to identify the slippage type. The slippage level is determined by using the level identification logic based on the wheel speed difference, the axle speed difference, the torque deviation, the road surface adhesion level, the real-time winding temperature, and the power battery status.

[0011] Optionally, the type identification logic includes: a preset inter-wheel safety threshold corresponding to the operating condition, and a corresponding preset inter-axle safety threshold; the step of identifying the slippage type using the type identification logic based on the inter-wheel speed difference and the inter-axle speed difference includes: If the wheel speed difference on one drive axle is less than or equal to the preset wheel speed safety threshold, and the axle speed difference between the one drive axle and other drive axles is greater than the preset axle speed safety threshold, and the wheel speed difference on the other drive axles is less than or equal to the preset wheel speed safety threshold, and the axle speed difference between any two axles in the other drive axles is less than or equal to the preset axle speed safety threshold, then the slippage type is determined to be single axle slippage. If all the wheel speed differences are less than or equal to the preset wheel safety threshold, and there are at least two drive axles whose axle speed differences are greater than the preset axle safety threshold, then the slippage type is determined to be multi-axle slippage. If the wheel speed difference on one drive axle is greater than the preset wheel speed safety threshold, the wheel speed difference on other drive axles is less than or equal to the preset wheel speed safety threshold, and the speed difference between any two axles in other drive axles is less than or equal to the preset axle speed safety threshold, then the slippage type is determined to be wheel slippage. If the speed difference between the wheels of a drive axle is greater than a preset wheel safety threshold, and the speed difference between the shafts of a drive axle and other drive axles is greater than the preset wheel safety threshold, then the slippage type is determined to be mixed slippage.

[0012] Optionally, the power battery state includes: state of charge parameters and temperature parameters; the level identification logic includes: preset inter-wheel speed difference threshold, preset inter-axle speed difference threshold, preset torque deviation threshold, preset first state of charge parameter threshold, preset second battery state of charge parameter threshold, preset third battery state of charge parameter threshold, preset temperature range, preset first temperature threshold, preset second temperature threshold, and preset third temperature threshold corresponding to the operating condition; wherein, the preset first battery state of charge parameter threshold is greater than the preset second battery state of charge parameter threshold, and the preset second battery state of charge parameter threshold is greater than the preset third battery state of charge parameter threshold; the preset first temperature threshold is less than the preset second temperature threshold, and the preset second temperature threshold is less than the preset third temperature threshold; The step of identifying the slippage level using the level recognition logic based on the wheel speed difference, the axle speed difference, the torque deviation, the road surface adhesion level, the real-time winding temperature, and the power battery status includes: If the inter-axle speed difference of one drive axle is greater than the preset inter-axle speed difference threshold, the wheel speed difference of all drive axles is less than or equal to the preset wheel speed difference threshold, the torque deviation is less than or equal to the preset torque deviation threshold, the road surface adhesion level is medium, the state of charge parameter is greater than or equal to the preset first state of charge parameter threshold, the temperature parameter is within the preset temperature range, and the real-time winding temperature is less than or equal to the preset first temperature threshold, then the slippage level is determined to be mild slippage. If the inter-axle speed difference of at least two sets of drive axles is greater than the preset inter-axle speed difference threshold, the wheel speed difference of at least one drive axle is greater than the preset wheel speed difference threshold, the torque deviation is greater than the preset torque deviation threshold, the road surface adhesion level is low, the state of charge parameter is greater than or equal to the preset second battery state of charge parameter threshold, the temperature parameter is within the preset temperature range, and the real-time winding temperature is less than or equal to the preset second temperature threshold, then the slippage level is determined to be moderate slippage. If the wheel speed difference of all drive axles is greater than a preset multiple of the preset wheel speed difference threshold, the axle speed difference of all drive axles is greater than a preset multiple of the preset axle speed difference threshold, the torque deviation is greater than a preset multiple of the preset torque deviation threshold, the road surface adhesion level is extremely low, the state of charge parameter is greater than or equal to the preset third battery state of charge parameter threshold, the temperature parameter is within a preset temperature range, and the real-time winding temperature is less than or equal to the preset third temperature threshold, then the slippage level is determined to be severe slippage; wherein, the preset multiple is greater than 1.

[0013] Optionally, the step of controlling the all-terrain vehicle to get out of trouble based on the slippage level and the slippage type includes: If the slippage type is single-axis slippage and the slippage level is mild slippage, then the inter-axis differential lock between the slipping drive axle and the adjacent drive axle is locked, and the output torque of the slipping drive axle is reduced within a first preset torque reduction range. If the slippage type is single-axis slippage and the slippage level is moderate slippage, then the inter-axis differential lock between the slipping drive axle and the adjacent drive axle is locked, and the output torque of the slipping drive axle is reduced within a second preset torque reduction range. If the slippage type is single-axis slippage and the slippage level is severe slippage, then the inter-axis differential lock between the slipping drive axle and the adjacent drive axle is locked, and the output torque of the slipping drive axle is reduced by a third preset torque reduction range, wherein the first preset torque reduction range is smaller than the second preset torque reduction range, and the second preset torque reduction range is smaller than the third preset torque reduction range.

[0014] Optionally, the step of controlling the all-terrain vehicle to get out of trouble based on the slippage level and the slippage type includes: If the slippage type is multi-axis slippage and the slippage level is mild slippage, then the inter-axle differential lock between the drive axle with the highest degree of slippage and the adjacent drive axle is locked; wherein, the drive axle with the highest degree of slippage is the drive axle with the largest inter-axle speed difference. If the slippage type is multi-axis slippage and the slippage level is moderate slippage, then control the inter-axle differential locks of all drive axles and adjacent drive axles to lock sequentially. If the slippage type is multi-axle slippage and the slippage level is severe slippage, then control all drive axles and the inter-axle differential locks of adjacent drive axles to lock simultaneously.

[0015] Optionally, the step of controlling the all-terrain vehicle to get out of trouble based on the slippage level and the slippage type includes: If the slippage type is wheel slippage and the slippage level is mild slippage, then the wheel differential lock of the drive axle corresponding to the slipping wheel is locked, and the output torque of the drive axle is reduced within a first preset torque reduction range. If the slippage type is wheel slippage and the slippage level is moderate slippage, then the wheel differential lock of the drive axle corresponding to the slipping wheel is locked, and the output torque of the drive axle is reduced within a second preset torque reduction range. If the slippage type is wheel slippage and the slippage level is severe slippage, then the wheel differential lock of the drive axle corresponding to the slipping wheel is locked, and the output torque of the drive axle is reduced by a third preset torque reduction range; wherein, the first preset torque reduction range is smaller than the second preset torque reduction range, and the second preset torque reduction range is smaller than the third preset torque reduction range.

[0016] Optionally, the step of controlling the all-terrain vehicle to get out of trouble based on the slippage level and the slippage type includes: If the slippage type is mixed slippage and the slippage level is mild slippage, then the inter-axle differential lock of the slippage drive axle is locked. If the all-terrain vehicle fails to get out of trouble within a preset time, then the inter-wheel differential lock of the slippage drive axle is locked. If the slippage type is mixed slippage and the slippage level is moderate slippage, then both the inter-axle differential lock and the inter-wheel differential lock of the slippage drive axle are locked. If the slippage type is mixed slippage and the slippage level is severe slippage, then both the inter-axle differential lock and the inter-wheel differential lock of the slippage drive axle will be locked.

[0017] Secondly, another embodiment of this application provides an all-terrain vehicle traction control device, the device comprising: The acquisition module is used to acquire the current multi-dimensional operating parameters of the all-terrain vehicle; the current multi-dimensional operating parameters include at least: driving status parameters and power battery status; The calculation module is used to calculate the inter-wheel speed difference, inter-axle speed difference, torque deviation, and temperature safety threshold of the electric drive axle motor winding of the all-terrain vehicle based on the driving state parameters and the power battery state. The first determining module is used to estimate the road surface adhesion based on the driving state parameters to obtain the road surface adhesion level of the all-terrain vehicle. The second determining module is used to identify the operating conditions based on the driving state parameters and the power battery state to obtain the operating conditions of the all-terrain vehicle; the operating conditions are used to indicate the road conditions of the scene in which the all-terrain vehicle is located. The third determining module is used to determine the slippage level and slippage type based on the operating conditions, the wheel speed difference, the axle speed difference, the torque deviation, the temperature safety threshold, the road surface adhesion level, the real-time winding temperature of the electric drive axle motor winding, and the power battery status. The control module is used to control the all-terrain vehicle to get out of trouble based on the slip level and the slip type.

[0018] Thirdly, another embodiment of this application provides a vehicle controller, including: a processor, a memory, and a bus. The memory stores machine-readable instructions executable by the processor. When the vehicle controller is running, the processor communicates with the memory via the bus, and the processor executes the machine-readable instructions to perform the steps of the all-terrain vehicle traction control method as described in any of the first aspects above.

[0019] Fourthly, another embodiment of this application provides a storage medium storing a computer program, which, when executed by a processor, performs the steps of the all-terrain vehicle traction control method as described in any of the first aspects above.

[0020] The beneficial effects of this application are: This application provides a method for controlling the traction of an all-terrain vehicle (ATV). The method involves acquiring the ATV's current multi-dimensional operating parameters; calculating the wheel-to-wheel speed difference, axle-to-axle speed difference, torque deviation, and the temperature safety threshold of the electric drive axle motor windings based on the driving state parameters and the power battery status; estimating the road surface adhesion based on the driving state parameters to obtain the ATV's road surface adhesion level; identifying the operating conditions based on the driving state parameters and the power battery status to obtain the ATV's operating conditions; the operating conditions indicating the road surface conditions of the scenario in which the ATV is located; determining the slippage level and slippage type based on the operating conditions, wheel-to-wheel speed difference, axle-to-axle speed difference, torque deviation, temperature safety threshold, real-time winding temperature of the electric drive axle motor windings, and the power battery status; and controlling the ATV's traction based on the slippage level and slippage type. This application achieves slippage state recognition through multi-source parameter fusion modeling. Taking driving state parameters and power battery state as inputs, it generates criteria for wheel speed difference, axle speed difference, torque deviation, and dynamic temperature safety threshold. The road surface adhesion level and operating conditions are introduced into the judgment process, so that the recognition of slippage level and slippage type no longer depends on a single threshold, but on multi-dimensional collaborative analysis. This improves scene adaptability and state compliance, avoids false locking or response lag caused by isolated parameter judgment, and enhances the robustness, safety, and consistency of all-terrain vehicle extrication control. Attached Figure Description

[0021] To more clearly illustrate the technical solutions of the embodiments of this application, the accompanying drawings used in the embodiments will be briefly introduced below. It should be understood that the following drawings only show some embodiments of this application and should not be regarded as a limitation of the scope. For those skilled in the art, other related drawings can be obtained based on these drawings without creative effort.

[0022] Figure 1 A flowchart illustrating an all-terrain vehicle traction control method provided in this application embodiment; Figure 2 This is a structural schematic diagram of an all-terrain vehicle provided in an embodiment of this application; Figure 3 A flowchart illustrating the determination of judgment parameters in an all-terrain vehicle traction control method provided in this application embodiment; Figure 4 A schematic diagram of the process for determining the road surface adhesion level in an all-terrain vehicle traction control method provided in an embodiment of this application; Figure 5 A flowchart illustrating the determination of operating conditions in an all-terrain vehicle traction control method provided in this application embodiment; Figure 6 A schematic flowchart illustrating the slippage determination process in an all-terrain vehicle traction control method provided in this application embodiment; Figure 7 A schematic diagram of the traction control process in the first all-terrain vehicle traction control method provided in the embodiments of this application; Figure 8 This is a schematic diagram of the traction control process in the second all-terrain vehicle traction control method provided in the embodiments of this application; Figure 9 A schematic diagram of the traction control process in the third all-terrain vehicle traction control method provided in the embodiments of this application; Figure 10 A schematic diagram of the traction control process in the fourth all-terrain vehicle traction control method provided in the embodiments of this application; Figure 11 A schematic diagram of the structure of an all-terrain vehicle traction control device provided in this application embodiment; Figure 12 This is a schematic diagram of the structure of a vehicle controller provided in an embodiment of this application; Figure 13 This is a structural schematic diagram of a vehicle provided in an embodiment of this application. Detailed Implementation

[0023] To make the objectives, technical solutions, and advantages of the embodiments of this application clearer, the technical solutions of the embodiments of this application will be clearly and completely described below with reference to the accompanying drawings. It should be understood that the accompanying drawings in this application are for illustrative and descriptive purposes only and are not intended to limit the scope of protection of this application. Furthermore, it should be understood that the schematic drawings are not drawn to scale. The flowcharts used in this application illustrate operations implemented according to some embodiments of this application. It should be understood that the operations in the flowcharts may not be implemented in sequence, and steps without logical contextual relationships may be reversed or implemented simultaneously. In addition, those skilled in the art, guided by the content of this application, may add one or more other operations to the flowcharts, or remove one or more operations from the flowcharts.

[0024] Furthermore, the described embodiments are merely some, not all, of the embodiments of this application. The components of the embodiments of this application described and illustrated herein can typically be arranged and designed in various different configurations. Therefore, the following detailed description of the embodiments of this application provided in the accompanying drawings is not intended to limit the scope of the claimed application, but merely to illustrate selected embodiments of the application. All other embodiments obtained by those skilled in the art based on the embodiments of this application without inventive effort are within the scope of protection of this application.

[0025] It should be noted that the term "comprising" will be used in the embodiments of this application to indicate the presence of the features declared thereafter, but does not exclude the addition of other features.

[0026] Currently, all-terrain vehicle (ATV) traction control primarily relies on differential lock control technology. Existing technologies mainly depend on the driver's experience to control the locking and unlocking of each differential lock by operating a rocker switch in the cab; or they rely on monitoring the single parameter of wheel speed difference to determine slippage and use a fixed threshold to control the locking and unlocking of the differential locks. However, existing technologies for ATV traction control mainly rely on speed difference as a judgment parameter, without considering data from other aspects of vehicle operation. This results in low traction efficiency under extreme conditions and is prone to damaging the transmission system under normal driving conditions, leading to high maintenance costs.

[0027] Therefore, this application provides an all-terrain vehicle (ATV) traction control method, applied to the vehicle control system of the ATV. By acquiring the current multi-dimensional operating parameters of the ATV, the method determines the road conditions, wheel-to-wheel speed difference, axle-to-axle speed difference, torque deviation, and the temperature safety threshold of the electric drive axle motor windings in the scenario in which the ATV is located. Based on these parameters, the method determines the slippage level and type, and then performs traction control on the ATV according to the slippage level and type. The traction control method of this application can match different slippage scenarios, improving traction efficiency in extreme conditions while enhancing traction safety and stability, and extending vehicle service life.

[0028] To clearly describe the all-terrain vehicle traction control method provided in this application, the method is explained below with reference to several accompanying drawings. Figure 1 A flowchart illustrating an all-terrain vehicle traction control method provided in this application embodiment is shown below. Figure 1 As shown, the method includes: Step 101: Obtain the current multi-dimensional operating parameters of the all-terrain vehicle.

[0029] Among them, the current multi-dimensional operating parameters include at least: driving status parameters and power battery status.

[0030] Among them, an all-terrain vehicle is a fully driven vehicle used for driving on various complex road conditions, and an all-terrain vehicle is a vehicle that can obtain driving torque for each wheel. All-terrain vehicles can be four-wheel all-terrain vehicles, multi-functional all-terrain vehicles, special all-terrain vehicles, etc., and the embodiments of this application do not limit them.

[0031] For example, the all-terrain vehicle will be described below with reference to the accompanying drawings. In this application, an 8×8 all-terrain vehicle will be used as an example. Figure 2 This is a structural schematic diagram of an all-terrain vehicle provided in an embodiment of this application, as shown below. Figure 8 As shown, this 8×8 all-terrain vehicle includes eight drive wheels. Its chassis employs a four-axle layout, such as a front axle, a middle front axle, a middle rear axle, and a rear axle. Each drive axle connects to two drive wheels on the left and right, achieving a symmetrical arrangement of the eight drive wheels. Each side has four drive wheels, and each drive wheel is directly or indirectly driven by a corresponding drive motor. Every two drive wheels are connected via a drive axle. Inter-wheel differential locks are installed on the drive axles, and inter-axle differential locks are installed between the drive axles. The inter-wheel differential locks lock the left and right drive wheels of the same drive axle, ensuring that the left and right drive wheels of the same drive axle rotate at the same speed. The inter-axle differential locks lock adjacent drive axles, ensuring that the adjacent drive axles rotate at the same speed.

[0032] The driving state parameters can be parameters used to determine the vehicle's current attitude, movement trend, and road contact condition. These parameters can be obtained by installing corresponding driving state acquisition devices on the vehicle. Driving state parameters may include, for example, wheel-related parameters and vehicle body attitude parameters; this application embodiment does not impose any limitations on this. The power battery status can be parameters indicating the current power battery temperature, power, and state of charge, etc. These parameters can be obtained by installing corresponding power battery status acquisition devices on the vehicle; this application embodiment does not impose any limitations on this.

[0033] Optionally, by installing corresponding driving status acquisition devices and power battery status acquisition devices on the all-terrain vehicle, the driving status parameters of the all-terrain vehicle and the status of the power battery can be collected.

[0034] Step 102: Based on the driving status parameters and the power battery status, calculate the wheel speed difference, axle speed difference, torque deviation, and temperature safety threshold of the electric drive axle motor windings of the all-terrain vehicle.

[0035] The inter-wheel speed difference is the absolute value of the real-time speed difference between the left and right drive wheels on the same drive axle. The inter-shaft speed difference is the absolute value of the average speed difference between two adjacent drive axles, where adjacent drive axles are adjacent shaft pairs on the physical power transmission path. Torque deviation is the difference between the actual output torque and the theoretical torque of the electric drive axle. The temperature safety threshold of the electric drive axle motor windings is the highest permissible temperature for safe motor operation.

[0036] Step 103: Estimate the road surface adhesion based on the driving state parameters to obtain the road surface adhesion level of the all-terrain vehicle.

[0037] The road surface adhesion rating includes four levels: high adhesion, medium adhesion, low adhesion, and very low adhesion. Road surface adhesion refers to the gripping ability of an all-terrain vehicle between its drive wheels and the ground.

[0038] Optionally, the road adhesion level of the all-terrain vehicle can be obtained by estimating the grip between the drive wheels and the ground based on the driving state parameters. Alternatively, the road adhesion level of the all-terrain vehicle can be obtained by estimating the road adhesion based on the driving state parameters using a preset adhesion estimation model, wherein the preset adhesion estimation model is a model that has been pre-trained using the driving state parameters and the corresponding road adhesion level.

[0039] Step 104: Identify the operating conditions based on the driving status parameters and the power battery status to obtain the operating conditions of the all-terrain vehicle.

[0040] The operating conditions are used to indicate the road conditions of the scenario in which the all-terrain vehicle is located. The road conditions can be muddy road conditions, mining road conditions, oil field road conditions, sloping road conditions, stuck vehicle conditions, and icy road conditions, etc., and this application embodiment does not limit these conditions.

[0041] Optionally, the operating conditions of the all-terrain vehicle can be identified by using a preset operating condition recognition model based on the driving state parameters and the power battery status. The preset operating condition recognition model is a model pre-trained using the driving state parameters, the power battery status, and the corresponding operating conditions.

[0042] Step 105: Determine the slippage level and slippage type based on the operating conditions, wheel speed difference, axle speed difference, torque deviation, road surface adhesion level, temperature safety threshold, real-time winding temperature of the electric drive axle motor windings, and power battery status.

[0043] The slippage level can be categorized into mild, moderate, and severe slippage. Mild slippage indicates the vehicle is in the initial or slight slippage stage, with power transmission not yet severely compromised and the system having sufficient margin for smooth intervention. Moderate slippage indicates the vehicle is experiencing identifiable and persistent slippage, with a significant decrease in power transmission efficiency, requiring proactive intervention to prevent further deterioration. Severe slippage indicates the vehicle is on the verge of severe power failure, with the entire vehicle or key axles having lost effective traction; without immediate and strong intervention, it risks stalling or even mechanical damage.

[0044] Slippage types can include: single-axle slippage, multi-axle slippage, wheel slippage, and mixed slippage. Single-axle slippage occurs only between a specific drive axle and its adjacent drive axle, while all other axle relationships are normal; in other words, the speeds of this drive axle and its adjacent drive axles are inconsistent. Multi-axle slippage occurs between two or more adjacent drive axles where the axle speeds differ, but the left and right wheels on the same axle still rotate synchronously, with no wheel slippage; that is, at least two axle pairs have speed imbalances. Wheel slippage occurs between the left and right drive wheels of the same drive axle where the wheel speeds differ, while all axle relationships are normal. Mixed slippage is the simultaneous presence of both axle slippage and wheel slippage.

[0045] Optionally, the slippage type can be determined based on the operating conditions, the speed difference between wheels, and the speed difference between axles.

[0046] Optionally, the slippage level can be determined based on operating conditions, wheel speed difference, axle speed difference, torque deviation, road surface adhesion level, temperature safety threshold, real-time winding temperature of the electric drive axle motor winding, and power battery status.

[0047] Step 106: Control the all-terrain vehicle to get out of trouble according to the level and type of slippage.

[0048] Optionally, based on the slippage level and slippage type, a matching based on a preset control strategy library is performed to obtain a corresponding control strategy, and the all-terrain vehicle is controlled to get out of trouble according to the control strategy. The preset control strategy library includes control strategies corresponding to combinations of multiple slippage levels and multiple slippage types.

[0049] Optionally, based on the slippage level and slippage type, a preset fuzzy controller is used for inference to determine the control strategy for the all-terrain vehicle, thereby enabling the all-terrain vehicle to escape from difficult situations. The preset fuzzy controller is a fuzzy controller trained based on the slippage level, slippage type, and control strategy.

[0050] Optionally, based on the slippage level and type, a preset vehicle dynamics model is used to predict and determine the control strategy for the all-terrain vehicle, thereby enabling the all-terrain vehicle to escape from difficult situations. The preset vehicle dynamics model is a model trained based on the slippage level, slippage type, and control strategy.

[0051] Optionally, depending on the slip level and type, during the process of controlling the all-terrain vehicle's traction, if the vehicle speed exceeds 35 km / h and lasts for more than 2 seconds, the traction control is discontinued; if the brake pedal is detected being pressed, or the transmission is engaged in neutral or reverse, the traction control is discontinued; if all wheel speed differences, axle speed differences, and torque deviations return to the normal range and last for more than 3-5 seconds, the traction control is discontinued; if the real-time output torque of the drive axle exceeds 120% of the rated torque, or if the transmission system or electric drive is detected to be in a faulty state, the traction control is discontinued. If an abnormal impact occurs on the axle, the vehicle's traction control will be discontinued; if the transfer case's operating state changes (e.g., from low-speed four-wheel drive to high-speed four-wheel drive), or if an abnormal signal appears in the transfer case (in vehicles with a transfer case), the vehicle's traction control will be discontinued; if the battery's state of charge parameter is less than 10%, or the battery temperature exceeds the normal range of -20℃ to 55℃, the vehicle's traction control will be discontinued; if the electric drive axle motor winding temperature is >145℃ (forced unlocking, motor cooling prioritized), or if the electric drive axle motor experiences overcurrent or overvoltage faults, the vehicle's traction control will be discontinued.

[0052] Optionally, the exit process involves first unlocking all inter-wheel differential locks. After all inter-wheel differential locks are fully unlocked, the inter-axle differential locks are unlocked in reverse order of locking, with an unlocking interval of 1-2 seconds. At the same time, the electric drive axle is linked to reduce output torque and adjust motor speed to avoid transmission system impact damage caused by multiple drive axles linked and the fast response of the electric drive.

[0053] In this embodiment, the current multi-dimensional operating parameters of the all-terrain vehicle are obtained; based on the driving state parameters and the power battery status, the wheel speed difference, axle speed difference, torque deviation, and temperature safety threshold of the electric drive axle motor windings are calculated; road adhesion is estimated based on the driving state parameters to obtain the road adhesion level of the all-terrain vehicle; operating condition identification is performed based on the driving state parameters and the power battery status to obtain the operating condition of the all-terrain vehicle; the operating condition is used to indicate the road conditions of the scenario in which the all-terrain vehicle is located; based on the operating condition, wheel speed difference, axle speed difference, torque deviation, temperature safety threshold, real-time winding temperature of the electric drive axle motor windings, and power battery status, the slippage level and slippage type are determined; and the all-terrain vehicle is controlled to get out of trouble based on the slippage level and slippage type. This application achieves slippage state recognition through multi-source parameter fusion modeling. Taking driving state parameters and power battery state as inputs, it generates criteria for inter-wheel speed difference, inter-axle speed difference, torque deviation, and dynamic temperature safety threshold. It also incorporates road surface adhesion level and operating conditions into the judgment process, so that the recognition of slippage level and slippage type no longer depends on a single threshold, but on multi-dimensional collaborative analysis. This improves scene adaptability and state compliance, avoids false locking, over-locking, or response lag caused by isolated parameter judgment, and enhances the robustness, safety, and consistency of all-terrain vehicle extrication control.

[0054] Based on the above embodiments, the driving state parameters include: drive wheel speed, current vehicle speed, ignition switch opening, transfer case operating status, electric drive axle output torque, and real-time winding temperature. Therefore, this application provides a process for determining the judgment parameters in an all-terrain vehicle traction control method. Figure 3 This is a flowchart illustrating the determination of judgment parameters in an all-terrain vehicle traction control method provided in an embodiment of this application, as shown below. Figure 3 As shown, in step 102 above, based on the driving state parameters and the power battery status, the inter-wheel speed difference, inter-axle speed difference, torque deviation, and temperature safety threshold of the electric drive axle motor windings of the all-terrain vehicle are calculated, including: Step 301: Calculate the speed difference between the wheels and the speed difference between the shafts based on the speed of the drive wheels.

[0055] Driving status parameters include: drive wheel speed, current vehicle speed, ignition switch opening, transfer case operating status, electric drive axle output torque, and real-time winding temperature. Driving status acquisition devices include: wheel speed sensor, vehicle speed sensor, torque sensor, ignition switch opening sensor, transfer case status sensor, electric drive axle status sensor, and electric drive axle motor temperature sensor. Wheel speed sensors are installed inside the hub bearing unit of each drive wheel to collect the wheel speed of each drive wheel; vehicle speed sensors are integrated into the output end of the main reducer to collect the vehicle speed of the all-terrain vehicle; torque sensors are installed at the output end of each electric drive axle to collect the measured output torque of each drive axle; electric drive axle status sensors are installed in each electric drive axle controller to obtain the output signal of the electric drive axle controller and determine the output torque based on the output signal and the measured torque collected by the torque sensor; air pressure sensors are installed at the branch of the main air supply line of the pneumatic actuator to obtain the air pressure value of the pneumatic actuator; ignition switch opening sensor is installed at the accelerator pedal shaft in the cab to obtain the ignition switch opening; transfer case status sensor is installed in the transfer case housing to obtain the working status of the transfer case; power battery status sensor is installed inside the power battery to obtain the status information of the power battery; electric drive axle motor temperature sensor is installed in the motor winding slot to obtain the temperature of the electric drive axle motor winding.

[0056] Optionally, the absolute value of the speed difference between two drive wheels on the same drive axle is determined based on the wheel speed of the drive wheels, and this value is taken as the wheel speed difference.

[0057] Optionally, the average value of the two drive wheels on the same drive axle is determined as the drive axle speed based on the drive wheel speed, and the absolute value of the difference in drive speed between adjacent drive axles is used as the inter-shaft speed difference.

[0058] For example, such as Figure 2 As shown, for an 8x8 all-terrain vehicle, the wheel speed difference can include: the wheel speed difference of front axle 1, the wheel speed difference of front axle 2, the wheel speed difference of rear axle 1, and the wheel speed difference of rear axle 2. The axle speed difference can be the axle speed difference between the drive axles of front axle 1 and front axle 2, the axle speed difference between the drive axles of front axle 2 and rear axle 1, and the axle speed difference between the drive axles of rear axle 1 and rear axle 2.

[0059] Step 302: Calculate the theoretical torque of the electric drive axle based on the current vehicle speed, throttle opening, transfer case operating status, real-time winding temperature, and power battery status.

[0060] Optionally, the theoretical torque of the electric drive axle is calculated based on a preset power limiting strategy, using the current vehicle speed, throttle opening, transfer case operating status, real-time winding temperature, and power battery status. The preset power limiting strategy is a pre-set and stored set of systematic power constraint rules used to dynamically limit the maximum output power that the electric drive axle can obtain from the power battery under different operating conditions, based on the real-time status and safety boundaries of key vehicle components.

[0061] Optionally, a base torque is determined from a preset torque table based on the current vehicle speed and throttle opening. The torque coefficient corresponding to the high or low gear is selected for correction based on the transfer case's operating state, while simultaneously monitoring the real-time winding temperature and battery status. If the temperature approaches a safety threshold or the remaining battery charge is low, the theoretical torque output is limited in stages according to a fixed ratio. The preset torque table is determined based on the basic attributes of the all-terrain vehicle.

[0062] Step 303: Calculate the torque deviation based on the output torque of the electric drive bridge and the theoretical torque of the electric drive bridge.

[0063] Optionally, the difference between the output torque of the electric drive axle and the theoretical torque of the electric drive axle is determined based on the output torque of the electric drive axle and the theoretical torque of the electric drive axle, and the absolute value of the difference between the output torque of the electric drive axle and the theoretical torque of the electric drive axle is taken as the torque deviation.

[0064] Step 304: Calculate the temperature safety threshold based on the preset insulation class of the electric drive bridge motor, rated operating temperature, real-time winding temperature, and output torque of the electric drive bridge.

[0065] Optionally, a temperature safety threshold is calculated based on a preset thermal management protection strategy, using the preset insulation class, rated operating temperature, real-time winding temperature, and output torque of the electric drive axle motor. The preset thermal management protection strategy is determined based on the vehicle's fundamental attributes, and this embodiment does not impose any limitations on it.

[0066] Optionally, the rate of temperature rise of the winding is predicted based on the difference between the real-time winding temperature and the rated operating temperature, as well as the heat generated per unit time by the output torque of the electric drive bridge. When the predicted temperature will exceed the insulation class limit, the maximum allowable temperature is determined as the dynamic safety threshold.

[0067] In this embodiment, the abnormal power transmission is characterized by the difference in speed between wheels and the difference in speed between axles, the actual power output efficiency is measured by the torque deviation, and the temperature safety threshold is corrected. Together, they form a criterion chain, which avoids control failure caused by misjudgment of a single parameter, and ensures that all escape actions are performed under the constraints of motor insulation capacity, battery output capacity and mechanical load capacity, thereby improving the physical reliability, working condition adaptability and functional safety of control decisions.

[0068] Based on the above embodiments, this application also provides a process for determining the road surface adhesion level in the all-terrain vehicle traction control method. Figure 4 This is a flowchart illustrating the process of determining the road surface adhesion level in an all-terrain vehicle traction control method provided in an embodiment of this application, as shown below. Figure 4 As shown, in step 103 above, road surface adhesion is estimated based on driving state parameters to obtain the road surface adhesion level of the all-terrain vehicle, including: Step 401: Calculate the drive wheel slip ratio, vehicle speed change rate, and wheel speed difference based on the drive wheel speed and the current vehicle speed.

[0069] Among them, the drive wheel slip ratio indicates the degree of deviation of a single drive wheel from the ground's motion tendency. The vehicle speed change rate indicates the change in vehicle speed per unit time. The wheel speed difference is the absolute value of the real-time difference in rotational speed between the left and right drive wheels on the same drive axle.

[0070] Optionally, the drive wheel slip ratio is obtained by subtracting the current vehicle speed from the drive wheel speed and dividing the difference between the drive wheel speed and the current vehicle speed by the drive wheel speed.

[0071] Optionally, the rate of change of vehicle speed can be obtained by subtracting the speed measured at the previous moment from the current vehicle speed and dividing by the sampling interval. The sampling interval is determined according to current needs and can be one second.

[0072] Optionally, the absolute value of the difference between the left wheel speed and the right wheel speed on the same drive axle can be used as the wheel speed difference.

[0073] Step 402: Estimate the road surface adhesion based on the drive wheel slip ratio, vehicle speed change rate, wheel speed difference, and electric drive axle output torque to obtain the road surface adhesion level of the all-terrain vehicle.

[0074] Optionally, the road adhesion level of the all-terrain vehicle is determined based on the ratio of the current drive wheel slip ratio to the output torque of the electric drive axle. When the drive wheel slip ratio is large and the electric drive axle output torque is also large, but the vehicle speed change rate is small, it indicates that the electric drive axle output torque cannot be converted into acceleration, and the road surface is judged as low adhesion. If the drive wheel slip ratio is moderate and the vehicle speed increases accordingly when the electric drive axle output torque increases, it is judged as medium adhesion. If the drive wheel slip ratio is very small and the change in electric drive axle output torque can sensitively cause a change in vehicle speed, it is judged as high adhesion.

[0075] Optionally, the road adhesion level of the all-terrain vehicle is determined based on the wheel speed difference and the overall vehicle speed change rate. When the wheel speed difference is small but the speed change rate is lower than the expected normal range for torque, it indicates that the road surface is generally soft or has high resistance, and is judged as medium to low adhesion. When there is a wheel speed difference and the speed change rate is basically zero, while the drive wheel slip rate is increasing, it is directly judged as low adhesion or very low adhesion. If the wheel speed difference is normal and the speed change rate is proportional to the torque output, it is judged as high adhesion.

[0076] For example, the higher the slip ratio, the slipperier the road surface, and the lower the road adhesion level; if the electric drive axle outputs a large torque but has a low rate of change, then the road adhesion level is low; if the drive wheel slip ratio is high and the vehicle speed change rate is low, then the road adhesion level is low; if the wheel speed difference is large, then one side of the wheel will slip, and the road adhesion level is low.

[0077] In this embodiment, the road surface adhesion level is determined by different dimensions, forming a parameter combination that mutually corroborates and verifies, thereby improving the robustness and reliability of the estimation results under complex working conditions. Simultaneously, it avoids misjudgment and excessive intervention, ensuring stable estimation of the adhesion level under different loads, road surfaces, and tire pressures, providing a basis for subsequent traction control.

[0078] Based on the above embodiments, this application also provides a process for determining the operating conditions in an all-terrain vehicle traction control method. Figure 5 This is a flowchart illustrating the process of determining operating conditions in an all-terrain vehicle traction control method provided in an embodiment of this application, as shown below. Figure 5 As shown, in step 104 above, the operating condition is identified based on the driving state parameters and the power battery status to obtain the operating condition of the all-terrain vehicle, including: Step 501: Calculate the driving wheel speed fluctuation amplitude, ignition opening response rate, and vehicle speed change rate based on the driving wheel speed, current vehicle speed, and ignition switch opening.

[0079] The drive wheel speed fluctuation amplitude describes the degree of dispersion of all drive wheel speed signals around their mean within a set time window, indicating the stability of the wheel's contact with the ground. The accelerator pedal opening response rate is the change in the accelerator pedal opening signal per unit time during the pressing or releasing of the accelerator pedal. The vehicle speed change rate is the change in the overall vehicle speed per unit time, which can be understood as longitudinal acceleration.

[0080] Optionally, the wheel speeds of all drive wheels, the current vehicle speed, and the ignition switch opening signals are collected at a fixed period. Within a preset sliding time window, the standard deviation of all drive wheel speed sequences is calculated as the drive wheel speed fluctuation amplitude. The fixed period can be 10 milliseconds, and the preset sliding time window can be 1 second.

[0081] Optionally, a short-time derivative operation is performed on the switch opening signal to obtain the switch opening response rate. The short-time derivative can be a 100-millisecond window.

[0082] Optionally, a short-time derivative operation is performed on the vehicle speed signal, and the maximum absolute value is taken as the rate of change of vehicle speed. The short-time derivative can be a 100-millisecond window.

[0083] Step 502: Based on the driving wheel speed fluctuation amplitude, throttle opening response rate, vehicle speed change rate, torque deviation, transfer case working status, real-time winding temperature, and power battery status, the operating conditions of the all-terrain vehicle are identified to obtain the operating conditions of the all-terrain vehicle.

[0084] Optionally, operating condition identification is performed based on factors such as drive wheel speed fluctuation amplitude, throttle opening response rate, vehicle speed change rate, torque deviation, transfer case operating status, real-time winding temperature, power battery status, all-terrain vehicle's historical mileage, and historical operating condition data. A preset operating condition identification model is then used to obtain the all-terrain vehicle's operating conditions. The all-terrain vehicle's historical mileage and historical operating condition data are determined based on historical operating data. Driving state parameters reflect the vehicle's driving state and road surface characteristics, and historical operating data is used to correct the identification deviation of real-time parameters. The preset operating condition identification model is a pre-trained model, in which each operating condition corresponds to a specific parameter threshold and feature combination. The preset operating condition identification model can be a decision tree model or a rule learning model.

[0085] For example, if the operating condition is a muddy road surface, the fluctuation range of the drive wheel speed exceeds a preset high threshold for drive wheel speed fluctuation, the throttle opening is large but the vehicle speed change rate is low, the torque deviation is greater than a preset threshold, and the estimated road surface adhesion level is at a low or very low level. The preset high threshold for drive wheel speed fluctuation and the preset threshold are determined based on the vehicle's basic attributes, and this application embodiment does not impose any limitations on them.

[0086] For example, if the operating condition is a mining road surface condition, the road surface bumpiness exceeds the preset bumpiness threshold, the drive wheel speed fluctuates frequently with small amplitude, the torque deviation fluctuates greatly, and the transfer case operates in a low-speed or high-torque mode. The preset bumpiness threshold is determined based on the vehicle's basic attributes, and this embodiment does not impose any limitations on it.

[0087] For example, if the operating condition is an oilfield road condition, the drive wheel speed fluctuation is moderate, the vehicle speed change rate is smooth, the road surface bumpiness is moderate, the electric drive axle continuously outputs low to medium torque, the torque deviation value is stable in the medium range, and the adhesion estimation value is at a medium or low level.

[0088] For example, if the operating condition is a roadless area, the speed of the drive wheels fluctuates greatly and irregularly, the vehicle speed change rate fluctuates wildly, the throttle opening response rate is completely mismatched with the vehicle speed change rate, and the estimated adhesion value remains extremely low and fluctuates frequently.

[0089] For example, if the operating condition is a hill start, the current vehicle speed is close to 0, the torque of the electric drive axle continues to increase, the door opening gradually increases, the throttle opening response rate is smooth, and the drive wheel speed does not fluctuate significantly. At the same time, the hill state can be inferred by combining the slope sensor or torque-speed characteristics.

[0090] For example, if the operating condition is a stuck vehicle condition, the current vehicle speed is 0, the electric drive axle torque is continuously output with a deviation value, the drive wheel speed fluctuates greatly, the estimated adhesion value is extremely low and there is no upward trend, and the temperature of the electric drive axle motor windings rises slowly.

[0091] For example, if the operating condition is an icy road surface, the drive wheel speed spikes instantly, the fluctuation range of the drive wheel speed exceeds a preset extremely high threshold, the torque deviation value instantly exceeds the standard, the adhesion estimation value is at an extremely low level, and the vehicle speed change rate is extremely unstable. The preset extremely high threshold is determined based on the vehicle's basic attributes, and this application embodiment does not impose any restrictions on it.

[0092] Optionally, when a typical working condition is identified, the differential lock pre-control mode is automatically entered immediately. Typical working conditions can include special conditions such as mud, mines, oil fields, roadless areas, hill starts, stuck vehicles, and icy roads. This embodiment does not limit these conditions. If the working condition identification result remains valid for more than 1 second, the differential lock pre-control mode is entered. When the vehicle returns to a high-traction, well-adhesive surface and there is no tendency to slip or low-traction characteristics for more than 3 seconds, the pre-control mode is automatically exited, and normal control is restored.

[0093] In this embodiment of the application, multiple feature-based judgment data are generated without the need for external information. The recognition process adopts a feature combination matching mechanism to avoid misjudgment caused by single parameter drift or transient interference, thereby improving the foresight, accuracy and scenario adaptability of the escape response.

[0094] Based on the above embodiments, this application also provides a process for determining slippage in an all-terrain vehicle traction control method. Figure 6 This is a flowchart illustrating the slippage determination process in an all-terrain vehicle traction control method provided in an embodiment of this application, as shown below. Figure 6 As shown, in step 105 above, the slippage level and slippage type are determined based on operating conditions, wheel speed difference, axle speed difference, torque deviation, temperature safety threshold, real-time winding temperature of the electric drive axle motor windings, and power battery status, including: Step 601: Based on the operating conditions, obtain the level identification logic and type identification logic corresponding to the operating conditions.

[0095] Among them, the level identification logic is used to identify the slip level under the current operating conditions, and the type identification logic is used to identify the slip type under the current operating conditions.

[0096] Optionally, a preset identification logic table is used for matching based on the operating conditions to obtain the level identification logic and type identification logic corresponding to the operating conditions. The preset identification logic table is determined in advance through a combination of offline calibration and experimental verification. Real-vehicle tests are conducted under various typical operating conditions to collect key parameter data for different slip levels and slip types. The key parameter data is analyzed and clustered to determine the feature thresholds and logical rules for distinguishing between mild, moderate, and severe slip, as well as between single axles, multiple axles, wheels, and mixed slip under each operating condition, thus forming the preset identification logic table.

[0097] Step 602: Based on the speed difference between wheels and the speed difference between axles, use type recognition logic to identify the slippage type.

[0098] Optionally, wheel slippage is determined when the inter-wheel speed difference exceeds a threshold while the inter-axle speed difference is normal; single-axle slippage is determined when the inter-axle speed difference exceeds a threshold while the inter-wheel speed difference is normal; mixed slippage is determined when both the inter-wheel speed difference and the inter-axle speed difference exceed the threshold. The threshold can be 0 or other numbers; this embodiment does not limit this, and the specific value is determined based on the operating conditions.

[0099] Optionally, the inter-axle speed difference is first determined. If the inter-axle speed difference exceeds a threshold, inter-axle slippage is marked. Then, the inter-wheel speed difference of the same electric drive axle is determined. If the inter-wheel speed difference also exceeds the threshold and occurs in the drive axle that has been marked for inter-axle slippage, it is finally determined to be mixed slippage; otherwise, inter-axle slippage or inter-wheel slippage is output separately.

[0100] Step 603: Based on the wheel speed difference, axle speed difference, torque deviation, road surface adhesion level, real-time winding temperature, and power battery status, the level recognition logic is used to identify and determine the slippage level.

[0101] Optionally, the weights of multiple dimensions are determined based on the wheel-to-wheel speed difference, axle-to-axle speed difference, torque deviation, road surface adhesion level, real-time winding temperature, and battery status. For example, the wheel-to-wheel and axle-to-axle speed difference has the highest weight, while torque deviation and road surface adhesion level have lower weights, and winding temperature and battery status are used as correction terms. A comprehensive slippage index is obtained by weighted normalization of the wheel-to-wheel speed difference, axle-to-axle speed difference, torque deviation, road surface adhesion level, real-time winding temperature, and battery status. The corresponding slippage level is then determined based on the comprehensive slippage index.

[0102] Optionally, the wheel speed difference, axle speed difference, torque deviation, road surface adhesion level, real-time winding temperature, and power battery status are fuzzified into small, medium, and large variables, respectively, and the slippage level is determined by reasoning through preset fuzzy rules. The preset fuzzy rules are determined according to the current judgment requirements, and this embodiment does not impose any limitations on them.

[0103] In this embodiment, a level identification logic and a type identification logic are determined for the current operating condition. The type identification logic is then used to quickly distinguish the slippage type based on the speed difference between wheels and axles, while the level identification logic determines the slippage level. This avoids misjudgments under fixed thresholds in different scenarios. The dual-path parallel structure that separates type and level identification enables the system to both locate the slippage position and quantify its severity. Furthermore, temperature and battery status are incorporated into the level identification, ensuring that the judgment criteria are automatically tightened at high temperatures or low battery levels, protecting the hardware without sacrificing necessary off-road capability.

[0104] Based on the above embodiments, the type identification logic includes: a preset inter-wheel safety threshold corresponding to the operating condition, and a corresponding preset inter-axle safety threshold. This application also provides a process for determining the slippage type in an all-terrain vehicle traction control method. In step 602 above, based on the inter-wheel speed difference and the inter-axle speed difference, type identification logic is used to identify the slippage type, including: If there exists a wheel speed difference on one drive axle that is less than or equal to a preset wheel speed safety threshold, and the axle speed difference between one drive axle and other drive axles is greater than a preset axle speed safety threshold, and the wheel speed difference on other drive axles is less than or equal to a preset wheel speed safety threshold, and the speed difference between any two axles in other drive axles is less than or equal to a preset axle speed safety threshold, then the slippage type is determined to be single axle slippage.

[0105] The preset wheel-to-wheel safety threshold is the safe range of the speed difference between the two drive wheels on a drive axle. Different operating conditions correspond to different preset wheel-to-wheel safety thresholds. For example, in icy or snowy road conditions, the preset wheel-to-wheel safety threshold can be 1 m / s; in a stuck-in-the-ground condition, the preset wheel-to-wheel safety threshold can be between 2.5 m / s and 4 m / s. The preset axle-to-axle safety threshold is the speed difference between two adjacent drive axles. Different operating conditions correspond to different preset axle-to-axle safety thresholds. For example, in icy or snowy road conditions, the preset axle-to-axle safety threshold can be between 1 m / s and 1.5 m / s; in a stuck-in-the-ground condition, the preset axle-to-axle safety threshold can be between 2 m / s and 3.5 m / s.

[0106] Optionally, in the vehicle's drive axles, if the wheel speed difference on one drive axle is less than or equal to the preset wheel-to-wheel safety threshold, meaning there is no abnormal slippage between the left and right drive wheels of one drive axle, and the speed difference between one drive axle and other drive axles exceeds the preset wheel-to-wheel safety threshold, meaning slippage occurs between that drive axle and the other drive axles, and if not only are the wheel-to-wheel speed differences within the other drive axles within the normal range, but the speed differences between the axles of the other drive axles are also normal, then the current slippage type is determined to be single-axle slippage.

[0107] For example, on a three-axle all-terrain vehicle, if the speed difference between the middle axle and the rear axle exceeds the standard, but the speed difference between the left and right wheels of the middle axle is normal, the speed difference between the left and right wheels of the rear axle is normal, and the speed difference between the front axle and the middle axle is also normal, then it can be determined that the rear axle is slipping relative to the middle axle.

[0108] If the speed difference between all wheels is less than or equal to the preset wheel safety threshold, and there are at least two drive axles whose speed difference between the shafts is greater than the preset shaft safety threshold, then the slippage type is determined to be multi-axle slippage.

[0109] Optionally, when the speed difference between the left and right drives of all drive axles is less than or equal to the preset inter-wheel safety threshold, that is, when no inter-wheel slippage occurs in the drive axles, and there are at least two different sets of drive axles with an inter-axle speed difference exceeding the preset inter-axle safety threshold, the slippage type is determined to be multi-axle slippage.

[0110] For example, in a three-axle all-terrain vehicle, if the speed difference between the front drive axle and the middle drive axle is greater than a preset inter-axle safety threshold, and the speed difference between the middle drive axle and the rear drive axle is also greater than a preset inter-axle safety threshold, while the speed difference between the left and right wheels of all drive axles is less than or equal to a preset inter-wheel safety threshold, then it is considered multi-axle slippage.

[0111] If the wheel speed difference on one drive axle is greater than the preset wheel speed safety threshold, the wheel speed difference on other drive axles is less than or equal to the preset wheel speed safety threshold, and the speed difference between any two axles in other drive axles is less than or equal to the preset axle speed safety threshold, then the slippage type is determined to be wheel slippage.

[0112] Optionally, if the speed difference between the left and right drive wheels of one drive axle is greater than a preset inter-wheel safety threshold, while the speed difference between the left and right drive wheels of all other drive axles is less than or equal to the preset inter-wheel safety threshold, and the speed difference between the axles of the other drive axles is also less than or equal to the preset inter-axle safety threshold, then the slippage type is determined to be inter-wheel slippage. That is, slippage only occurs within the drive axle itself, meaning there is abnormal slippage between the left and right half-axles of that axle, and no obvious abnormal power distribution occurs between different axles.

[0113] For example, on a three-axle all-terrain vehicle, if the speed difference between the left and right wheels of the middle drive axle is greater than the preset wheel-to-wheel safety threshold, but the speed difference between the left and right drive wheels of the front and rear drive axles is normal, and the speed difference between the axles between the front and middle drive axles and between the middle and rear drive axles is normal, then it is determined to be wheel slippage.

[0114] If the speed difference between the wheels of a drive axle is greater than the preset wheel safety threshold, and the speed difference between the axles of a drive axle and the wheel is greater than the preset wheel safety threshold, then the slippage type is determined to be mixed slippage.

[0115] Optionally, when the speed difference between the left and right drive wheels of a certain drive axle exceeds a preset wheel-to-wheel safety threshold, and the speed difference between the drive axle and other drive axles also exceeds the preset wheel-to-wheel safety threshold, the slippage type is determined to be mixed slippage. In this case, the drive axle simultaneously experiences internal left and right wheel slippage and abnormal power distribution with adjacent axles.

[0116] Optionally, in a three-axle all-terrain vehicle, if the difference in speed between the left and right wheels of the middle drive axle is greater than a preset wheel-to-wheel safety threshold, and at the same time the difference in speed between the middle drive axle and the front drive axle or between the middle drive axle and the rear drive axle also exceeds the preset wheel-to-wheel safety threshold, then it is considered mixed slippage.

[0117] In this embodiment, the system simultaneously focuses on the speed difference between the left and right wheels of the same drive axle and the speed difference between different drive axles to construct a judgment system. This system can accurately distinguish different working conditions such as disengagement between a single drive axle and other axles, synchronous stalling of multiple drive axles, slippage of the left and right wheels within a single drive axle, and the coexistence of multiple slippage phenomena. This avoids misjudgment caused by relying on a single dimension for judgment, and does not require the introduction of complex models or additional hardware. It can achieve stable and reliable identification based entirely on the vehicle's existing sensor signals, adapting to various complex road surfaces and driving conditions.

[0118] Based on the above embodiments, the power battery status includes: state of charge parameters and temperature parameters. The level identification logic includes: preset inter-wheel speed difference threshold, preset inter-axle speed difference threshold, preset torque deviation threshold, preset first state of charge parameter threshold, preset second battery state of charge parameter threshold, preset third battery state of charge parameter threshold, preset temperature range, preset first temperature threshold, preset second temperature threshold, and preset third temperature threshold corresponding to the operating condition; wherein, the preset first battery state of charge parameter threshold is greater than the preset second battery state of charge parameter threshold, the preset second battery state of charge parameter threshold is greater than the preset third battery state of charge parameter threshold; the preset first temperature threshold is less than the preset second temperature threshold, and the preset second temperature threshold is less than the preset third temperature threshold. This application also provides a process for determining the slippage level in an all-terrain vehicle traction control method. In step 603 above, based on the inter-wheel speed difference, inter-axle speed difference, torque deviation, road surface adhesion level, real-time winding temperature, and power battery status, the level identification logic is used to identify and determine the slippage level, including: If the inter-axle speed difference of one drive axle is greater than the preset inter-axle speed difference threshold, the inter-wheel speed difference of all drive axles is less than or equal to the preset inter-wheel speed difference threshold, the torque deviation is less than or equal to the preset torque deviation threshold, the road surface adhesion level is medium, the state of charge parameter is greater than or equal to the preset first state of charge parameter threshold, the temperature parameter is within the preset temperature range, and the real-time winding temperature is less than or equal to the preset first temperature threshold, then the slippage level is determined to be mild slippage.

[0119] Among them, the state of charge parameter is the current remaining percentage of the power battery, used to characterize its power supply capability. The temperature parameter is the average temperature of the entire battery pack, used to affect charging and discharging efficiency and safety.

[0120] The preset wheel-to-wheel speed difference threshold is the maximum permissible speed difference between the left and right drive wheels of the same drive axle. When the wheel-to-wheel speed difference exceeds the preset threshold, at least one drive wheel on the drive axle is significantly slipping. The preset wheel-to-wheel speed difference threshold can be 50-80 rpm. This preset threshold is dynamically adjusted based on operating conditions such as current vehicle speed, steering angle, and road surface type. The preset axle-to-axle speed difference threshold is the limit for the speed difference between different drive axles. It reflects whether the various power output units of the vehicle are still in a coordinated driving state. The preset axle-to-axle speed difference threshold is determined based on operating conditions, and can be 80-120 rpm. The preset torque deviation threshold is the maximum acceptable deviation between the actual output torque of the drive axle and its theoretically distributed torque. The preset torque deviation threshold can be 15%-25% of the rated output torque of the drive axle.

[0121] The preset first, second, and third battery state-of-charge (SOC) parameter thresholds are three level boundaries set for the remaining charge of the power battery. The preset first SOC parameter threshold indicates a fully charged battery, suitable for mild intervention strategies; the preset second SOC parameter threshold can be 20%. The preset second SOC parameter threshold indicates a moderately charged battery, but caution is needed when using high-power mode; the preset second SOC parameter threshold can be 15%. The preset third SOC parameter threshold indicates a critically low battery charge, at which point the system will prioritize basic driving capabilities; the preset third SOC parameter threshold can be 10%.

[0122] The preset temperature range refers to the suitable temperature range within which the power battery can operate stably and efficiently. Within this range, the battery's internal resistance is low, its charging and discharging efficiency is high, and its lifespan is minimal, allowing the system to fully utilize its power performance. Once this range is exceeded, the heating or cooling mechanism is automatically activated, and the upper power limit is adjusted accordingly. The preset temperature range can be -20℃ to 55℃.

[0123] The preset first temperature threshold, second preset temperature threshold, and third preset temperature threshold are three levels of warning and response boundaries set for the temperature rise of the motor windings. The preset first temperature threshold is the lowest temperature, corresponding to the motor just entering the temperature rise stage, only recording and trend prediction; the preset first temperature threshold can be 120 degrees Celsius. The preset second temperature threshold is a moderate temperature, indicating that the continuous output torque should be reduced to prevent further temperature rise; the preset second temperature threshold can be 130 degrees Celsius. The preset third temperature threshold indicates that the windings are approaching the safety limit, and the power output of the axle will be reduced or cut off; the preset third temperature threshold can be 140 degrees Celsius.

[0124] Optionally, if the inter-axle speed difference of one drive axle exceeds a preset inter-axle speed difference threshold, it indicates that at least one drive axle exhibits a significantly increased speed difference with other drive axles, meaning the inter-axle speed difference exceeds the normal range. If the inter-wheel speed difference of all drive axles is less than or equal to the preset inter-wheel speed difference threshold, it means that the inter-wheel speed difference of each drive axle is still within a reasonable and controllable range, and the deviation of the output torque of the drive motor corresponding to each electric drive axle does not exceed the allowable limit. The road surface adhesion conditions are at a moderate level, the power battery has sufficient charge, and the real-time winding temperature of the motor has not reached the high-temperature limit requiring warning. In other words, the all-terrain vehicle is in a state of slight slippage, which has not yet affected driving stability and power transmission efficiency.

[0125] If at least two sets of drive axles have an inter-axle speed difference greater than a preset inter-axle speed difference threshold, at least one drive axle has an inter-wheel speed difference greater than a preset inter-wheel speed difference threshold, a torque deviation greater than a preset torque deviation threshold, a road surface adhesion level of low, a state of charge parameter greater than or equal to a preset second battery state of charge parameter threshold, a temperature parameter within a preset temperature range, and a real-time winding temperature less than or equal to a preset second temperature threshold, then the slippage level is determined to be moderate slippage.

[0126] Optionally, if the inter-axle speed difference of the drive wheels in at least two sets of drive axles is greater than a preset inter-axle speed difference threshold, then multiple drive axles will lose effective adhesion to varying degrees. Although the inter-wheel speed difference of at least one drive axle is greater than the preset inter-wheel speed difference threshold, the overall power output is unbalanced, the torque deviation is greater than the preset torque deviation threshold, and the road adhesion level is low, further exacerbating the risk of slippage. If the state of charge parameter is greater than or equal to the preset second battery state of charge parameter threshold, the temperature parameter is within the preset temperature range, and the real-time winding temperature is less than or equal to the preset second temperature threshold, meaning the vehicle's hardware is normal and the slippage is not caused by insufficient energy or thermal protection, but by an imbalance in the matching between road conditions and power coordination control, then the all-terrain vehicle is judged to be in a moderate slippage state where the slippage is aggravated and has affected driving efficiency and driving stability.

[0127] If the inter-wheel speed difference of all drive axles is greater than a preset multiple of the preset inter-wheel speed difference threshold, the inter-axle speed difference of all drive axles is less than or equal to a preset multiple of the preset inter-axle speed difference threshold, the torque deviation is greater than a preset multiple of the preset torque deviation threshold, the road surface adhesion level is extremely low, the state of charge parameter is greater than or equal to the preset third battery state of charge parameter threshold, the temperature parameter is within the preset temperature range, and the real-time winding temperature is less than or equal to the preset third temperature threshold, then the slippage level is determined to be severe slippage; the preset third battery state of charge parameter threshold is less than the preset second battery state of charge parameter threshold, and the preset third temperature threshold is greater than the preset second temperature threshold.

[0128] Among them, the preset multiple is greater than 1, and the preset multiple can be 1.5. All of the above preset multiples are the same.

[0129] Optionally, if the speed difference between all drive axles is greater than a preset multiple of the preset speed difference threshold between wheels, wheel slippage exists, and all drive wheels have severely lost effective adhesion to the road surface; if the speed difference between all drive axles is greater than a preset multiple of the preset speed difference threshold between axles, the deviation of the output torque of each motor increases, the vehicle travels on a road surface with extremely low adhesion, while the power battery still has low energy, the battery temperature is normal, and the motor winding temperature is not exceeded but is close to exceeding the limit, then the vehicle enters a severe slippage state that seriously affects handling safety and power response.

[0130] In this embodiment, multi-dimensional index analysis, including wheel speed difference, axle speed difference, torque distribution deviation, road surface adhesion conditions, energy status, and motor thermal status, is used to reflect the quantitative evolution of the fault degree while taking into account the real boundary of system operation. The state of charge and temperature threshold associated with each level are progressively increased to ensure that the judgment process always fits the hardware capability boundary and the actual energy supply, avoiding misjudgment or delayed response; thus providing a decision basis for accurate, reliable, and graded response.

[0131] Based on the above embodiments, this application also provides the process of traction control in the first all-terrain vehicle traction control method. Figure 7 This is a flowchart illustrating the traction control process in the first all-terrain vehicle traction control method provided in this application embodiment, as shown below. Figure 7 As shown, in step 106 above, the all-terrain vehicle is controlled to get out of trouble based on the slippage level and slippage type, including: Step 701: If the slippage type is single-axle slippage and the slippage level is mild slippage, then control the inter-axle differential lock between the slipping drive axle and the adjacent drive axle to lock, and control the output torque of the slipping drive axle to decrease within the first preset torque decrease range.

[0132] In this scenario, single-axle slippage occurs when a significant speed difference is observed in one drive axle, while other drive axles do not exhibit the same phenomenon, indicating that the slippage is concentrated on only that one drive axle. Adjacent drive axles are at least one drive axle adjacent to the slipping axle and can be coupled via an inter-axle differential lock. An inter-axle differential lock is a mechanical or electronically controlled coupling device used to limit the relative rotational movement between two adjacent drive axles, keeping them rotating as synchronously as possible. The first preset torque reduction range involves a small reduction in torque. Since the vehicle has not completely lost driving force during mild slippage, a small torque reduction combined with locking the differential is usually sufficient to restore wheel traction.

[0133] Optionally, if the slippage type is single-axle slippage and the slippage level is mild slippage, the inter-axle differential lock between the slipping drive axle and the adjacent drive axle is locked to keep the inter-axle speed of the slipping drive axle and the adjacent drive axle consistent. The output torque of the slipping drive axle is controlled to decrease within a first preset torque decrease range, thereby suppressing slippage while maintaining the smoothness of vehicle power and avoiding vehicle jerking or loss of power to get out of trouble due to sudden and large torque reduction.

[0134] Optionally, the solenoid valve controls the opening and closing of the air path to the pneumatic actuator of the inter-axle differential lock, thereby driving the differential lock to lock or unlock. This application includes a main solenoid valve, a redundant solenoid valve, a differential lock position feedback unit, and a pneumatic compensation unit. The inter-axle differential lock control system adopts a dual-valve parallel design of the main solenoid valve and the redundant solenoid valve, driving the differential lock through the pneumatic actuator. During normal operation, the controller sends a locking command to the main solenoid valve, which opens the air path. The pneumatic actuator pushes the differential lock to engage, while the differential lock position feedback unit monitors the position status of the locking mechanism in real time and sends a feedback signal to the vehicle controller. If the vehicle controller does not receive a position feedback signal within a set time or the feedback signal indicates that the locking is not complete, it determines that the main solenoid valve or the air path has malfunctioned, and immediately activates the redundant solenoid valve to take over control, connecting the backup air path to complete the locking. The pneumatic compensation unit continuously monitors the air source pressure throughout the process, automatically compensating when air pressure fluctuations or deficiencies are detected to ensure that the actuator receives stable driving air pressure. The controller determines the actual position information of the differential lock based on the feedback signal and compares it with the command status. If the position deviation exceeds the allowable range, an alarm is triggered or a protection strategy is executed.

[0135] Step 702: If the slippage type is single-axle slippage and the slippage level is moderate slippage, then control the inter-axle differential lock between the slipping drive axle and the adjacent drive axle to lock, and control the output torque of the slipping drive axle to decrease within the second preset torque decrease range.

[0136] Optionally, if the slippage type is single-axle slippage and the slippage level is moderate slippage, the inter-axle differential lock between the slipping drive axle and the adjacent drive axle is locked to keep the inter-axle speed of the slipping drive axle and the adjacent drive axle consistent. The output torque of the slipping drive axle is controlled to decrease within a second preset torque reduction range to achieve stronger torque reduction intervention, reduce the idle power of the slipping axle, and force more power to be transferred to the adjacent drive axle with traction through the inter-axle differential lock to improve the efficiency of getting out of trouble.

[0137] Step 703: If the slippage type is single-axle slippage and the slippage level is severe slippage, then control the inter-axle differential lock between the slipping drive axle and the adjacent drive axle to lock, and control the output torque of the slipping drive axle to decrease within the third preset torque decrease range.

[0138] Among them, the first preset torque reduction range is smaller than the second preset torque reduction range, the second preset torque reduction range is smaller than the third preset torque reduction range, the first preset torque reduction range can be 5%-15%, the second preset torque reduction range can be 15%-30%, and the third preset torque reduction range can be 30%-50%.

[0139] Optionally, if the slippage type is single-axle slippage and the slippage level is severe slippage, the differential lock between the slipping drive axle and the adjacent drive axle is locked to keep the axle speed of the slipping drive axle and the adjacent drive axle consistent. The output torque of the slipping drive axle is controlled to decrease within the third preset torque reduction range, thereby significantly reducing the output torque of the slipping drive crane, which may even approach zero, allowing the adjacent drive axle to bear the main driving force.

[0140] In this embodiment, differentiated torque intervention intensity is matched according to the severity of slippage between single axes. This avoids the poor smoothness or insufficient protection problems caused by the one-size-fits-all torque reduction in traditional control, and achieves refined, scenario-adaptive escape control.

[0141] Based on the above embodiments, this application also provides a flow chart for the traction control in a second all-terrain vehicle traction control method. Figure 8 This is a flowchart illustrating the traction control process in the second all-terrain vehicle traction control method provided in this application embodiment, as shown below. Figure 8 As shown, in step 106 above, the all-terrain vehicle is controlled to get out of trouble based on the slippage level and slippage type, including: Step 801: If the slippage type is multi-axle slippage and the slippage level is mild slippage, then the inter-axle differential lock between the drive axle with the highest slippage degree and the adjacent drive axle is locked.

[0142] Among them, the drive axle with the highest degree of slippage is the drive axle with the largest difference in speed between the axles. For example, if the difference in speed between the front axle and the middle axle is 2.5 meters per second, while the difference in speed between the middle axle and the rear axle is 1.8 meters per second, then the slippage between the front axle and the middle axle is more severe, and the front axle or the middle axle can be regarded as the drive axle with the highest degree of slippage.

[0143] Optionally, if the slippage type is multi-axle slippage and the slippage level is mild slippage, the inter-axle differential lock between the drive axle with the highest slippage degree and the adjacent drive axle is locked. The drive axle with the highest slippage degree is locked, and the power is redistributed to reduce the slippage point of the other drive axles with less slippage.

[0144] Step 802: If the slippage type is multi-axle slippage and the slippage level is moderate slippage, then control the inter-axle differential locks of all drive axles and adjacent drive axles to lock sequentially.

[0145] Optionally, if the slippage type is multi-axle slippage, the slippage level is moderate slippage, and multiple axle slippage points are quite obvious, with only the most severely slipped axle unable to escape, then the differential locks between all drive axles and adjacent drive axles will be locked sequentially according to the degree of slippage. That is, the drive axle with the most severe slippage will be locked first, followed by the drive axles with the least slippage, and finally the drive axle with the least slippage will be locked.

[0146] Step 803: If the slippage type is multi-axle slippage and the slippage level is severe slippage, then control the inter-axle differential locks of all drive axles and adjacent drive axles to lock simultaneously.

[0147] Optionally, if the slippage type is multi-axle slippage, the slippage level is severe slippage, and the vehicle is in an extreme condition where it is almost unable to move and needs to get out of trouble immediately, then control all drive axles and the inter-axle differential locks of adjacent drive axles to lock simultaneously.

[0148] In this embodiment, differentiated locking ranges and locking methods are matched according to the severity and scope of slippage. The progressive strategy, from single-point intervention to sequential locking and then to synchronous full locking, avoids the drawbacks of insufficient intervention or crude full locking in traditional control, and realizes refined and adaptive escape control in multi-axis slippage scenarios.

[0149] Based on the above embodiments, this application also provides a third method for controlling the traction of an all-terrain vehicle, including the flow of the traction control process. Figure 9 This is a flowchart illustrating the traction control process in the third all-terrain vehicle traction control method provided in this application embodiment, as shown below. Figure 9 As shown, in step 106 above, the all-terrain vehicle is controlled to get out of trouble based on the slippage level and slippage type, including: Step 901: If the slippage type is wheel slippage and the slippage level is mild slippage, then control the wheel differential lock of the drive axle corresponding to the slipping wheel to lock, and control the output torque of the drive axle to decrease within the first preset torque decrease range.

[0150] Wheel slippage occurs when the speed difference between the left and right drive wheels on the same drive axle exceeds a preset safety threshold. The drive axle corresponding to the slipping wheel is the drive axle where wheel slippage occurs.

[0151] Optionally, if the slippage type is wheel slippage and the slippage level is mild slippage, the wheel differential lock of the drive axle corresponding to the slipping wheel is locked, so that the rotation speed of the left and right drive wheels of the unified drive axle is the same, and the output torque of the drive axle is controlled to decrease within the first preset torque decrease range to avoid the impact at the moment of locking, while reducing the energy waste of the idle wheel.

[0152] Step 902: If the slippage type is wheel slippage and the slippage level is moderate slippage, then control the wheel differential lock of the drive axle corresponding to the slipping wheel to lock, and control the output torque of the drive axle to decrease within the second preset torque decrease range.

[0153] Optionally, if the slippage type is wheel slippage and the slippage level is moderate slippage, the wheel differential lock of the drive axle corresponding to the slipping wheel is locked, so that the rotation speed of the left and right drive wheels of the same drive axle is the same, and the output torque of the drive axle is reduced in the second preset torque reduction range to reduce mechanical impact, while retaining enough torque to be transmitted to the wheels with traction to complete the extrication.

[0154] Step 903: If the slippage type is wheel slippage and the slippage level is severe slippage, then control the wheel differential lock of the drive axle corresponding to the slipping wheel to lock, and control the output torque of the drive axle to decrease within the third preset torque decrease range.

[0155] Among them, the first preset torque reduction range is smaller than the second preset torque reduction range, the second preset torque reduction range is smaller than the third preset torque reduction range, the first preset torque reduction range can be 5%-15%, the second preset torque reduction range can be 15%-30%, and the third preset torque reduction range can be 30%-50%.

[0156] Optionally, if the slippage type is wheel slippage and the slippage level is severe slippage, the wheel differential lock of the drive axle corresponding to the slipping wheel is locked, so that the rotation speed of the left and right drive wheels of the unified drive axle is the same, and the output torque of the drive axle is controlled to decrease in the third preset torque decrease range, so that the torque decreases rapidly and significantly, even approaching zero.

[0157] In this embodiment, differentiated torque intervention intensity is precisely matched according to the severity of slippage, while the inter-wheel differential lock is uniformly engaged. The gradual torque reduction strategy, from slow to rapid, avoids the problems of poor smoothness or insufficient protection caused by a one-size-fits-all torque reduction, and ensures safe and effective extrication from various inter-wheel slippage conditions, from slight deviation to wheel suspension.

[0158] Based on the above embodiments, this application also provides a process for traction control in a fourth all-terrain vehicle traction control method. Figure 10 This is a flowchart illustrating the traction control process in the fourth all-terrain vehicle traction control method provided in this application embodiment, as shown below. Figure 10 As shown, in step 106 above, the all-terrain vehicle is controlled to get out of trouble based on the slippage level and slippage type, including: Step 1001: If the slippage type is mixed slippage and the slippage level is mild slippage, then control the inter-axle differential lock of the slipping drive axle to lock. If the all-terrain vehicle fails to get out of trouble within a preset time, then control the inter-wheel differential lock of the slipping drive axle to lock.

[0159] The slipping drive axle can be either the drive axle corresponding to wheel slippage or the drive axle corresponding to axle slippage. The preset time can be 3-5 seconds.

[0160] Optionally, if the slippage type is mixed slippage and the slippage level is mild slippage, the inter-axle differential lock of the slipping drive axle is locked to eliminate inter-axle slippage, allowing torque to be transferred from the slipping axle to the adjacent axle. If wheel slippage still exists within a preset time after the inter-axle lock takes effect, and the difference in adhesion between the left and right drive wheels is large, the inter-axle differential lock of the slipping drive axle is locked.

[0161] Step 1002: If the slippage type is mixed slippage and the slippage level is moderate slippage, then both the inter-axle differential lock and the inter-wheel differential lock of the slipping drive axle are locked.

[0162] Optionally, if the slippage type is mixed slippage and the slippage level is moderate slippage, then the slippage is more obvious. In this case, both the inter-axle differential lock and the inter-wheel differential lock of the slipping drive axle will be locked to achieve synchronous locking. The inter-axle differential lock solves the power distribution between axles, and the inter-wheel differential lock solves the speed difference between the left and right wheels, thereby improving speed quickly.

[0163] Step 1003: If the slippage type is mixed slippage and the slippage level is severe slippage, then both the inter-axle differential lock and the inter-wheel differential lock of the slipping drive axle will be locked.

[0164] Among them, the inter-axle differential locks and the inter-wheel differential locks are all locked, forming an inter-axle differential lock.

[0165] Optionally, if the slippage type is mixed slippage and the slippage level is severe slippage, the vehicle is already under extreme operating conditions, and the slipping drive axle loses driving force. In this case, both the inter-axle differential lock and the inter-wheel differential lock controlling the slipping drive axle will be locked, forcing the drive wheels on one drive axle and all drive wheels to rotate in unison.

[0166] In this embodiment, the intervention sequence, synchronization, and locking strength of the inter-axle differential lock and the inter-wheel differential lock are precisely matched according to the severity of the mixed slippage. The progressive strategy of step-by-step intervention, synchronous locking, and then full locking avoids the decrease in smoothness and component wear caused by excessive intervention, while ensuring safe and effective extrication under various mixed slippage conditions from mild to severe.

[0167] Based on the same inventive concept, this application also provides an all-terrain vehicle traction control device corresponding to the all-terrain vehicle traction control method. Since the principle of the device in this application is similar to the all-terrain vehicle traction control method described above in this application, the implementation of the device can refer to the implementation of the method, and the repeated parts will not be described again.

[0168] Figure 11 This is a schematic diagram of the structure of an all-terrain vehicle traction control device provided in an embodiment of this application, as shown below. Figure 11As shown, the device includes: an acquisition module 1101, a calculation module 1102, a first determination module 1103, a second determination module 1104, a third determination module 1105, and a control module 1106; wherein: The acquisition module 1101 is used to acquire the current multi-dimensional operating parameters of the all-terrain vehicle; the current multi-dimensional operating parameters include at least: driving status parameters and power battery status; The calculation module 1102 is used to calculate the inter-wheel speed difference, inter-axle speed difference, torque deviation, and temperature safety threshold of the electric drive axle motor winding of the all-terrain vehicle based on driving status parameters and power battery status. The first determining module 1103 is used to estimate the road surface adhesion based on the driving state parameters to obtain the road surface adhesion level of the all-terrain vehicle. The second determining module 1104 is used to identify the operating conditions based on the driving status parameters and the power battery status to obtain the operating conditions of the all-terrain vehicle; the operating conditions are used to indicate the road conditions of the scene in which the all-terrain vehicle is located. The third determining module 1105 is used to determine the slippage level and slippage type based on the operating conditions, wheel speed difference, axle speed difference, torque deviation, temperature safety threshold, road surface adhesion level, real-time winding temperature of the electric drive axle motor winding, and power battery status. The control module 1106 is used to control the all-terrain vehicle to get out of trouble based on the slip level and slip type.

[0169] In one possible implementation, the driving state parameters include: drive wheel speed, current vehicle speed, throttle opening, transfer case operating status, electric drive axle output torque, and real-time winding temperature; the calculation module 1102 is specifically used to: calculate the inter-wheel speed difference and the inter-axle speed difference based on the drive wheel speed. Calculate the theoretical torque of the electric drive axle based on the current vehicle speed, throttle opening, transfer case operating status, real-time winding temperature, and power battery status. Calculate the torque deviation based on the output torque and theoretical torque of the electric drive axle; The temperature safety threshold is calculated based on the preset insulation class of the electric drive bridge motor, the rated operating temperature, the real-time winding temperature, and the output torque of the electric drive bridge.

[0170] In one possible implementation, the first determining module 1103 is specifically used to: calculate the drive wheel slip ratio, the vehicle speed change rate, and the wheel speed difference based on the drive wheel speed and the current vehicle speed; The road adhesion level of the all-terrain vehicle is obtained by estimating the road adhesion force based on the drive wheel slip ratio, vehicle speed change rate, wheel speed difference, and electric drive axle output torque.

[0171] In one possible implementation, the second determining module 1104 is specifically used to: calculate the driving wheel speed fluctuation amplitude, the ignition opening response rate, and the vehicle speed change rate based on the driving wheel speed, the current vehicle speed, and the ignition switch opening. The operating conditions of the all-terrain vehicle are identified by analyzing the fluctuation range of the drive wheel speed, the response rate of the throttle opening, the rate of change of vehicle speed, the torque deviation, the working status of the transfer case, the real-time winding temperature, and the status of the power battery.

[0172] In one possible implementation, the third determining module 1105 is specifically used to: obtain the level identification logic and type identification logic corresponding to the operating conditions based on the operating conditions. Based on the speed difference between wheels and the speed difference between axles, a type recognition logic is used to identify the slippage type. Based on the wheel speed difference, axle speed difference, torque deviation, road surface adhesion level, real-time winding temperature, and power battery status, a level recognition logic is used to identify and determine the slippage level.

[0173] In one possible implementation, the type identification logic includes: a preset wheel-to-wheel safety threshold corresponding to the operating condition, and a corresponding preset axle-to-axle safety threshold; the third determining module 1105 is specifically used to: if there exists a wheel-to-wheel speed difference on a drive axle that is less than or equal to the preset wheel-to-wheel safety threshold, and the axle-to-axle speed difference between a drive axle and other drive axles is greater than the preset axle-to-axle safety threshold, the wheel-to-wheel speed difference on other drive axles is less than or equal to the preset wheel-to-wheel safety threshold, and the speed difference between every two axles in other drive axles is less than or equal to the preset axle-to-axle safety threshold, then the slippage type is determined to be single axle slippage; If all wheel speed differences are less than or equal to the preset wheel safety threshold, and there are at least two drive axle speed differences greater than the preset axle safety threshold, then the slippage type is determined to be multi-axle slippage. If there is a wheel speed difference on one drive axle that is greater than the preset wheel speed safety threshold, the wheel speed difference on other drive axles that is less than or equal to the preset wheel speed safety threshold, and the speed difference between any two axles in other drive axles is less than or equal to the preset axle speed safety threshold, then the slippage type is determined to be wheel slippage. If the speed difference between the wheels of one drive axle is greater than the preset wheel safety threshold, and the speed difference between the shafts of one drive axle and other drive axles is greater than the preset wheel safety threshold, then the slippage type is determined to be mixed slippage.

[0174] In one possible implementation, the power battery state includes: state of charge parameters and temperature parameters; the level identification logic includes: preset inter-wheel speed difference threshold, preset inter-axle speed difference threshold, preset torque deviation threshold, preset first state of charge parameter threshold, preset second battery state of charge parameter threshold, preset third battery state of charge parameter threshold, preset temperature range, preset first temperature threshold, preset second temperature threshold, and preset third temperature threshold; wherein, the preset first battery state of charge parameter threshold is greater than the preset second battery state of charge parameter threshold, and the preset second battery state of charge parameter threshold is greater than the preset third battery state of charge parameter threshold. State of charge parameter threshold; a preset first temperature threshold is less than a preset second temperature threshold, and a preset second temperature threshold is less than a preset third temperature threshold; the third determining module 1105 is specifically used for: if there is a drive axle with an inter-axle speed difference greater than a preset inter-axle speed difference threshold, all drive axles with wheel speed differences less than or equal to a preset wheel speed difference threshold, torque deviation less than or equal to a preset torque deviation threshold, road surface adhesion level is medium, state of charge parameter is greater than or equal to a preset first state of charge parameter threshold, temperature parameter is within a preset temperature range, and real-time winding temperature is less than or equal to a preset first temperature threshold, then the slippage level is determined to be mild slippage; If at least two sets of drive axles have an inter-axle speed difference greater than a preset inter-axle speed difference threshold, at least one drive axle has an inter-wheel speed difference greater than a preset inter-wheel speed difference threshold, a torque deviation greater than a preset torque deviation threshold, a road surface adhesion level of low, a state of charge parameter greater than or equal to a preset second battery state of charge parameter threshold, a temperature parameter within a preset temperature range, and a real-time winding temperature less than or equal to a preset second temperature threshold, then the slippage level is determined to be moderate slippage. If the inter-wheel speed difference of all drive axles is greater than a preset multiple of the preset inter-wheel speed difference threshold, the inter-axle speed difference of all drive axles is greater than a preset multiple of the preset inter-axle speed difference threshold, the torque deviation is greater than a preset multiple of the preset torque deviation threshold, the road surface adhesion level is extremely low, the state of charge parameter is greater than or equal to the preset third battery state of charge parameter threshold, the temperature parameter is within the preset temperature range, and the real-time winding temperature is less than or equal to the preset third temperature threshold, then the slippage level is determined to be severe slippage; wherein, the preset multiple is greater than 1.

[0175] In one possible implementation, the control module 1106 is specifically used to: if the slippage type is single-axis slippage and the slippage level is mild slippage, then control the inter-axis differential lock between the slipping drive axle and the adjacent drive axle to lock, and control the output torque of the slipping drive axle to decrease within a first preset torque decrease range. If the slippage type is single-axle slippage and the slippage level is moderate slippage, then the inter-axle differential lock between the slipping drive axle and the adjacent drive axle is locked, and the output torque of the slipping drive axle is reduced within the second preset torque reduction range. If the slippage type is single-axle slippage and the slippage level is severe slippage, then the inter-axle differential lock between the slipping drive axle and the adjacent drive axle is locked, and the output torque of the slipping drive axle is reduced by a third preset torque reduction range, wherein the first preset torque reduction range is smaller than the second preset torque reduction range, and the second preset torque reduction range is smaller than the third preset torque reduction range.

[0176] In one possible implementation, the control module 1106 is specifically used to: if the slippage type is multi-axis slippage and the slippage level is mild slippage, then control the inter-axle differential lock between the drive axle with the highest degree of slippage and the adjacent drive axle to lock; wherein, the drive axle with the highest degree of slippage is the drive axle with the largest inter-axle speed difference. If the slippage type is multi-axle slippage and the slippage level is moderate slippage, then control the inter-axle differential locks of all drive axles and adjacent drive axles to lock sequentially. If the slippage type is multi-axle slippage and the slippage level is severe slippage, then control the inter-axle differential locks of all drive axles and adjacent drive axles to lock simultaneously.

[0177] In one possible implementation, the control module 1106 is specifically used to: if the slippage type is wheel slippage and the slippage level is mild slippage, control the wheel differential lock of the drive axle corresponding to the slipping wheel to lock, and control the output torque of the drive axle to decrease in a first preset torque decrease range. If the slip type is wheel slip and the slip level is moderate slip, then the wheel differential lock of the drive axle corresponding to the slipping wheel is locked, and the output torque of the drive axle is reduced in the second preset torque reduction range. If the slippage type is wheel slippage and the slippage level is severe slippage, then the wheel differential lock of the drive axle corresponding to the slipping wheel is locked, and the output torque of the drive axle is reduced by the third preset torque reduction range; wherein, the first preset torque reduction range is smaller than the second preset torque reduction range, and the second preset torque reduction range is smaller than the third preset torque reduction range.

[0178] In one possible implementation, the control module 1106 is specifically used to: if the slippage type is mixed slippage and the slippage level is mild slippage, then control the inter-axle differential lock of the slippage drive axle to lock; if the all-terrain vehicle fails to get out of trouble within a preset time, then control the inter-wheel differential lock of the slippage drive axle to lock. If the slippage type is mixed slippage and the slippage level is moderate slippage, then both the inter-axle differential lock and the inter-wheel differential lock of the slipping drive axle will be locked. If the slippage type is mixed slippage and the slippage level is severe slippage, then both the inter-axle differential lock and the inter-wheel differential lock of the slipping drive axle will be locked.

[0179] The processing flow of each module in the device and the interaction flow between each module can be referred to the relevant descriptions in the above method embodiments, and will not be detailed here.

[0180] This application also provides a computer device. Figure 12 This is a schematic diagram of the structure of a vehicle controller provided in an embodiment of this application, such as... Figure 12 As shown, the vehicle controller 1200 includes a processor 1201 and a memory 1202, and optionally, a bus 1203. The memory 1202 stores machine-readable instructions executable by the processor 1201. When the vehicle controller 1200 is running, the processor 1201 and the memory 1202 communicate via the bus 1203. When the machine-readable instructions are executed by the processor 1201, the steps of the aforementioned all-terrain vehicle traction control method are performed.

[0181] This application also provides a vehicle. Figure 13 This application provides a schematic diagram of the structure of a vehicle, as shown in the embodiment of the present application. Figure 13 As shown, the vehicle includes at least: a vehicle body 1301 and a vehicle controller 1200 disposed on the vehicle body. The vehicle controller 1200 is used to execute the steps of the above-described all-terrain vehicle traction control method.

[0182] This application also provides a computer-readable storage medium storing a computer program, which, when executed by a processor, performs the steps of the above-described all-terrain vehicle traction control method.

[0183] Those skilled in the art will clearly understand that, for the sake of convenience and brevity, the specific working processes of the systems and devices described above can be referred to the corresponding processes in the method embodiments, and will not be repeated here. In the several embodiments provided in this application, it should be understood that the disclosed systems, devices, and methods can be implemented in other ways. The device embodiments described above are merely illustrative. For example, the division of modules is only a logical functional division, and in actual implementation, there may be other division methods. Furthermore, multiple modules or components can be combined or integrated into another system, or some features can be ignored or not executed. Another point is that the displayed or discussed mutual coupling or direct coupling or communication connection can be through some communication interfaces; the indirect coupling or communication connection of devices or modules can be electrical, mechanical, or other forms.

[0184] Furthermore, the functional units in the various embodiments of this application can be integrated into one processing unit, or each unit can exist physically separately, or two or more units can be integrated into one unit. If the functions are implemented as software functional units and sold or used as independent products, they can be stored in a computer-readable storage medium. Based on this understanding, the technical solution of this invention, or the part that contributes to the prior art, or a part of the technical solution, can be embodied in the form of a software product. This computer software product is stored in a storage medium and includes several instructions to cause a computer device (which may be a personal computer, server, or network device, etc.) to execute all or part of the steps of the methods described in the various embodiments of this invention. The aforementioned storage medium includes: USB flash drives, portable hard drives, read-only memory (ROM), random access memory (RAM), magnetic disks, optical disks, and other media capable of storing program code.

[0185] The above are merely specific embodiments of this application, but the scope of protection of this application is not limited thereto. Any changes or substitutions that can be easily conceived by those skilled in the art within the scope of the technology disclosed in this application should be included within the scope of protection of this application.

Claims

1. A method for controlling the traction of an all-terrain vehicle, characterized in that, The method includes: Obtain the current multi-dimensional operating parameters of the all-terrain vehicle; the current multi-dimensional operating parameters include at least: driving status parameters and power battery status; Based on the driving state parameters and the power battery status, calculate the wheel speed difference, axle speed difference, torque deviation, and temperature safety threshold of the electric drive axle motor winding of the all-terrain vehicle. The road surface adhesion is estimated based on the driving state parameters to obtain the road surface adhesion level of the all-terrain vehicle; The operating conditions of the all-terrain vehicle are obtained by identifying the driving status parameters and the power battery status; the operating conditions are used to indicate the road conditions of the scene in which the all-terrain vehicle is located. Based on the operating conditions, the wheel speed difference, the axle speed difference, the torque deviation, the temperature safety threshold, the road surface adhesion level, the real-time winding temperature of the electric drive axle motor windings, and the power battery status, the slippage level and slippage type are determined; wherein, the slippage level includes mild slippage, moderate slippage, and severe slippage, and the slippage type includes single axle slippage, multi-axle slippage, wheel slippage, and mixed slippage; The all-terrain vehicle is controlled to get out of trouble based on the slip level and slip type.

2. The method according to claim 1, characterized in that, The driving status parameters include: drive wheel speed, current vehicle speed, ignition switch opening, transfer case operating status, electric drive axle output torque, and real-time winding temperature; The calculation of the inter-wheel speed difference, inter-axle speed difference, torque deviation, and temperature safety threshold of the electric drive axle motor windings of the all-terrain vehicle based on the driving state parameters and the power battery status includes: Calculate the wheel speed difference and the axle speed difference based on the drive wheel speed; The theoretical torque of the electric drive axle is calculated based on the current vehicle speed, the ignition switch opening, the transfer case operating status, the real-time winding temperature, and the power battery status. The torque deviation is calculated based on the output torque of the electric drive bridge and the theoretical torque of the electric drive bridge; The temperature safety threshold is calculated based on the preset insulation class of the electric drive bridge motor, the rated operating temperature, the real-time winding temperature, and the output torque of the electric drive bridge.

3. The method according to claim 2, characterized in that, The step of estimating road surface adhesion based on the driving state parameters to obtain the road surface adhesion level of the all-terrain vehicle includes: Calculate the drive wheel slip ratio, vehicle speed change rate, and wheel speed difference based on the drive wheel speed and the current vehicle speed; The road surface adhesion level of the all-terrain vehicle is obtained by estimating the road surface adhesion based on the drive wheel slip ratio, the vehicle speed change rate, the wheel speed difference, and the output torque of the electric drive axle.

4. The method according to claim 2, characterized in that, The step of identifying the operating conditions of the all-terrain vehicle based on the driving state parameters and the power battery status to obtain the operating conditions includes: Based on the drive wheel speed, the current vehicle speed, and the ignition switch opening, calculate the drive wheel speed fluctuation amplitude, the ignition switch opening response rate, and the vehicle speed change rate. The operating conditions of the all-terrain vehicle are obtained by identifying the driving wheel speed fluctuation amplitude, the throttle opening response rate, the vehicle speed change rate, the torque deviation, the transfer case operating status, the real-time winding temperature, and the power battery status.

5. The method according to claim 1, characterized in that, The method of determining the slippage level and slippage type based on the operating conditions, the wheel speed difference, the axle speed difference, the torque deviation, the temperature safety threshold, the road surface adhesion level, the real-time winding temperature of the electric drive axle motor windings, and the power battery status includes: Based on the operating conditions, obtain the level identification logic and type identification logic corresponding to the operating conditions; Based on the speed difference between the wheels and the speed difference between the axles, the type identification logic is used to identify the slippage type. The slippage level is determined by using the level identification logic based on the wheel speed difference, the axle speed difference, the torque deviation, the road surface adhesion level, the real-time winding temperature, and the power battery status.

6. The method according to claim 5, characterized in that, The type identification logic includes: a preset inter-wheel safety threshold corresponding to the operating condition, and a corresponding preset inter-axle safety threshold; the step of identifying the slippage type using the type identification logic based on the inter-wheel speed difference and the inter-axle speed difference includes: If the wheel speed difference on one drive axle is less than or equal to the preset wheel speed safety threshold, and the axle speed difference between the one drive axle and other drive axles is greater than the preset axle speed safety threshold, and the wheel speed difference on the other drive axles is less than or equal to the preset wheel speed safety threshold, and the axle speed difference between any two axles in the other drive axles is less than or equal to the preset axle speed safety threshold, then the slippage type is determined to be single axle slippage. If all the wheel speed differences are less than or equal to the preset wheel safety threshold, and there are at least two drive axles whose axle speed differences are greater than the preset axle safety threshold, then the slippage type is determined to be multi-axle slippage. If the wheel speed difference on one drive axle is greater than the preset wheel speed safety threshold, the wheel speed difference on other drive axles is less than or equal to the preset wheel speed safety threshold, and the speed difference between any two axles in other drive axles is less than or equal to the preset axle speed safety threshold, then the slippage type is determined to be wheel slippage. If the speed difference between the wheels of a drive axle is greater than a preset wheel safety threshold, and the speed difference between the shafts of a drive axle and other drive axles is greater than the preset wheel safety threshold, then the slippage type is determined to be mixed slippage.

7. The method according to claim 5, characterized in that, The power battery status includes: state of charge parameters and temperature parameters; the level identification logic includes: preset inter-wheel speed difference threshold, preset inter-axle speed difference threshold, preset torque deviation threshold, preset first state of charge parameter threshold, preset second battery state of charge parameter threshold, preset third battery state of charge parameter threshold, preset temperature range, preset first temperature threshold, preset second temperature threshold, and preset third temperature threshold corresponding to the operating condition; wherein, the preset first battery state of charge parameter threshold is greater than the preset second battery state of charge parameter threshold, and the preset second battery state of charge parameter threshold is greater than the preset third battery state of charge parameter threshold; the preset first temperature threshold is less than the preset second temperature threshold, and the preset second temperature threshold is less than the preset third temperature threshold. The step of identifying the slippage level using the level recognition logic based on the wheel speed difference, the axle speed difference, the torque deviation, the road surface adhesion level, the real-time winding temperature, and the power battery status includes: If the inter-axle speed difference of one drive axle is greater than the preset inter-axle speed difference threshold, the wheel speed difference of all drive axles is less than or equal to the preset wheel speed difference threshold, the torque deviation is less than or equal to the preset torque deviation threshold, the road surface adhesion level is medium, the state of charge parameter is greater than or equal to the preset first state of charge parameter threshold, the temperature parameter is within the preset temperature range, and the real-time winding temperature is less than or equal to the preset first temperature threshold, then the slippage level is determined to be mild slippage. If the inter-axle speed difference of at least two sets of drive axles is greater than the preset inter-axle speed difference threshold, the wheel speed difference of at least one drive axle is greater than the preset wheel speed difference threshold, the torque deviation is greater than the preset torque deviation threshold, the road surface adhesion level is low, the state of charge parameter is greater than or equal to the preset second battery state of charge parameter threshold, the temperature parameter is within the preset temperature range, and the real-time winding temperature is less than or equal to the preset second temperature threshold, then the slippage level is determined to be moderate slippage. If the wheel speed difference of all drive axles is greater than a preset multiple of the preset wheel speed difference threshold, the axle speed difference of all drive axles is greater than a preset multiple of the preset axle speed difference threshold, the torque deviation is greater than a preset multiple of the preset torque deviation threshold, the road surface adhesion level is extremely low, the state of charge parameter is greater than or equal to the preset third battery state of charge parameter threshold, the temperature parameter is within a preset temperature range, and the real-time winding temperature is less than or equal to the preset third temperature threshold, then the slippage level is determined to be severe slippage; wherein, the preset multiple is greater than 1.

8. The method according to claim 1, characterized in that, The step of controlling the all-terrain vehicle to get out of trouble based on the slippage level and the slippage type includes: If the slippage type is single-axis slippage and the slippage level is mild slippage, then the inter-axis differential lock between the slipping drive axle and the adjacent drive axle is locked, and the output torque of the slipping drive axle is reduced within a first preset torque reduction range. If the slippage type is single-axis slippage and the slippage level is moderate slippage, then the inter-axis differential lock between the slipping drive axle and the adjacent drive axle is locked, and the output torque of the slipping drive axle is reduced within a second preset torque reduction range. If the slippage type is single-axis slippage and the slippage level is severe slippage, then the inter-axis differential lock between the slipping drive axle and the adjacent drive axle is locked, and the output torque of the slipping drive axle is reduced by a third preset torque reduction range, wherein the first preset torque reduction range is smaller than the second preset torque reduction range, and the second preset torque reduction range is smaller than the third preset torque reduction range.

9. The method according to claim 1, characterized in that, The step of controlling the all-terrain vehicle to get out of trouble based on the slippage level and the slippage type includes: If the slippage type is multi-axis slippage and the slippage level is mild slippage, then the inter-axle differential lock between the drive axle with the highest degree of slippage and the adjacent drive axle is locked; wherein, the drive axle with the highest degree of slippage is the drive axle with the largest inter-axle speed difference. If the slippage type is inter-axle slippage and the slippage level is moderate slippage, then control the inter-axle differential locks of all drive axles and adjacent drive axles to lock sequentially. If the slippage type is multi-axle slippage and the slippage level is severe slippage, then control all drive axles and the inter-axle differential locks of adjacent drive axles to lock simultaneously.

10. The method according to claim 1, characterized in that, The step of controlling the all-terrain vehicle to get out of trouble based on the slippage level and the slippage type includes: If the slippage type is wheel slippage and the slippage level is mild slippage, then the wheel differential lock of the drive axle corresponding to the slipping wheel is locked, and the output torque of the drive axle is reduced within a first preset torque reduction range. If the slippage type is wheel slippage and the slippage level is moderate slippage, then the wheel differential lock of the drive axle corresponding to the slipping wheel is locked, and the output torque of the drive axle is reduced within a second preset torque reduction range. If the slippage type is wheel slippage and the slippage level is severe slippage, then the wheel differential lock of the drive axle corresponding to the slipping wheel is locked, and the output torque of the drive axle is reduced by a third preset torque reduction range; wherein, the first preset torque reduction range is smaller than the second preset torque reduction range, and the second preset torque reduction range is smaller than the third preset torque reduction range.

11. The method according to claim 1, characterized in that, The step of controlling the all-terrain vehicle to get out of trouble based on the slippage level and the slippage type includes: If the slippage type is mixed slippage and the slippage level is mild slippage, then the inter-axle differential lock of the slippage drive axle is locked. If the all-terrain vehicle fails to get out of trouble within a preset time, then the inter-wheel differential lock of the slippage drive axle is locked. If the slippage type is mixed slippage and the slippage level is moderate slippage, then both the inter-axle differential lock and the inter-wheel differential lock of the slippage drive axle are locked. If the slippage type is mixed slippage and the slippage level is severe slippage, then both the inter-axle differential lock and the inter-wheel differential lock of the slippage drive axle will be locked.

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