All-terrain vehicle and control method therefor

Abstract

An all-terrain vehicle, comprising: a frame; a driver's seat; traveling wheel sets; an operating assembly; a driving system, comprising a first traveling motor and a second traveling motor, and further comprising a first feedback module for acquiring the rotational speed of the first traveling motor and a second feedback module for acquiring the rotational speed of the second traveling motor; a power supply assembly; and a controller, electrically connected to the driving system and the operating assembly, and comprising a torque distribution unit and a torque adjustment unit, wherein: the torque distribution unit is configured to distribute a first target torque to the first traveling motor and a second target torque to the second traveling motor on the basis of the status of the operating assembly and the speed of the all-terrain vehicle; and the torque adjustment unit is configured to reduce a target torque corresponding to a target traveling wheel set when the target traveling wheel set slips, and dynamically adjust the target torque on the basis of the rotational speed difference between the first traveling motor and the second traveling motor.

Description

All-terrain vehicles and their control methods

[0001] This application claims priority to Chinese Patent Application No. 202410941574.2, filed on July 12, 2024, the entire contents of which are incorporated herein by reference. Technical Field

[0002] This application relates to the field of vehicle control technology, specifically to an all-terrain vehicle and its control method. Background Technology

[0003] With the rapid development of vehicle technology, cars have become increasingly common in daily life, leading to higher demands for driving safety and convenience. Among these demands, there is a type of vehicle that can overcome the limitations of road conditions and traverse terrain difficult for ordinary vehicles, such as beaches, riverbeds, forest roads, streams, and harsh desert terrain; these vehicles are called all-terrain vehicles (ATVs). However, existing ATVs have simple functional configurations and low levels of intelligence, failing to adequately meet people's high demands for driving safety and convenience, resulting in a poor driving experience.

[0004] This section provides background information related to this application, which is not necessarily prior art. Summary of the Invention

[0005] One object of this application is to solve or at least alleviate some or all of the aforementioned problems. Therefore, one object of this application is to provide an all-terrain vehicle and a control method thereof.

[0006] To achieve the above objectives, this application adopts the following technical solution:

[0007] An all-terrain vehicle includes: a frame; a driver's seat for a driver to sit or stand, the driver's seat being mounted to the frame; a set of wheels for supporting the frame, the set of wheels including a front wheel assembly and a rear wheel assembly; a control assembly for the driver to operate to control at least the speed and direction of the all-terrain vehicle; a drive system for driving the set of wheels, the drive system including a first drive motor and a second drive motor, wherein the first drive motor drives the front wheel assembly and the second drive motor drives the rear wheel assembly; the drive system further includes a first feedback module and a second feedback module, the first feedback module being configured to acquire the rotational speed of the first drive motor and the second feedback module being configured to acquire the rotational speed of the second drive motor; and a power supply assembly including an energy storage device, at least for the drive... The system provides power; a controller, electrically connected to the drive system and the operating components, includes a torque distribution unit and a torque adjustment unit; wherein the torque distribution unit is configured to distribute a first target torque to the first travel motor and a second target torque to the second travel motor, based at least on the state of the operating components and the speed of the all-terrain vehicle; the torque adjustment unit is configured to reduce the target torque of the target travel motor corresponding to the target travel wheel set when slippage of the target travel wheel set is detected, and dynamically adjust the target torque based on the speed difference between the first travel motor and the second travel motor, wherein the target travel wheel set is the front wheel assembly or the rear wheel assembly, the target travel motor is the first travel motor or the second travel motor, and the target torque is the first target torque or the second target torque.

[0008] In some embodiments, the torque adjustment unit is configured to: determine that the front wheel assembly is slipping if the speed difference between the first travel motor and the second travel motor is detected to be greater than a first threshold; and determine that the rear wheel assembly is slipping if the speed difference between the first travel motor and the second travel motor is detected to be less than a second threshold; wherein the first threshold is greater than zero and the second threshold is less than zero.

[0009] In some embodiments, the torque adjustment unit is configured as follows:

[0010] If slippage of the front wheel assembly is detected, the first target torque is reduced by a first ratio, and the first target torque is dynamically adjusted according to the speed difference between the first travel motor and the second travel motor.

[0011] In some embodiments, the torque adjustment unit is configured to: if slippage of the rear wheel assembly is detected, reduce the second target torque by a second ratio, and dynamically adjust the second target torque according to the speed difference between the first travel motor and the second travel motor.

[0012] In some embodiments, the torque adjustment unit is configured to: when slippage of the target travel wheel set is detected, reduce the target torque of the target travel motor corresponding to the target travel wheel set by a preset ratio; determine whether the target travel wheel set is slipping based on the speed difference between the first travel motor and the second travel motor; if slippage does not occur, increase the target torque according to a preset method, and determine whether the target travel wheel set slips again based on the speed difference between the first travel motor and the second travel motor during the process of increasing the target torque; if slippage occurs again, update the target torque to half of the sum of the target torque when slipping again and the target torque reduced in the previous slippage, and repeat the above process of determining whether the target travel wheel set is slipping until the absolute value of the speed difference between the first travel motor and the second travel motor decreases to a third threshold.

[0013] In some embodiments, the torque adjustment unit is configured to: when slippage of the target walking wheel set is detected, reduce the target torque of the target walking motor corresponding to the target walking wheel set according to a preset ratio; and perform proportional-integral adjustment on the target torque based on the speed difference between the first walking motor and the second walking motor so that the absolute value of the speed difference is reduced to a third threshold.

[0014] In some embodiments, the drive system further includes a first inverter and a second inverter, wherein the first inverter is used to drive the first walking motor and the second inverter is used to drive the second walking motor.

[0015] In some embodiments, the all-terrain vehicle further includes a first controller and a second controller, the first controller being used to control the first inverter and the second controller being used to control the second inverter; the controller is electrically connected to the first controller and the second controller, and the controller is used to distribute the first target torque to the first controller and distribute the second target torque to the second controller.

[0016] In some embodiments, the torque distribution unit is configured to: determine the required torque based on the state of the operating component; and determine a torque distribution coefficient based on the required torque and the speed of the all-terrain vehicle, so as to maximize the total efficiency of the first travel motor and the second travel motor.

[0017] A control method for an all-terrain vehicle, the all-terrain vehicle including at least a first drive motor driving a first set of drive wheels and a second drive motor driving a second set of drive wheels, the method comprising: determining whether the drive wheels of the all-terrain vehicle are slipping based on the current speed difference between the first drive motor and the second drive motor; if so, identifying the slipping drive wheels as a target drive wheels and using the current torque of the target drive motor corresponding to the target drive wheels as a target torque; wherein the target drive wheels are either the first drive wheels or the second drive wheels, and the target drive motor is either the first drive motor or the second drive motor; reducing the target torque according to a preset ratio, and dynamically adjusting the target torque based on the speed difference between the first drive motor and the second drive motor.

[0018] In some embodiments, the first set of wheels is a front wheel assembly, and the second set of wheels is a rear wheel assembly.

[0019] In some embodiments, determining whether the all-terrain vehicle's wheel assembly is slipping based on the current speed difference between the first and second travel motors includes: if the current speed difference between the first and second travel motors is greater than a first threshold, then determining that the front wheel assembly is slipping; if the current speed difference between the first and second travel motors is less than a second threshold, then determining that the rear wheel assembly is slipping; wherein the first threshold is greater than zero and the second threshold is less than zero.

[0020] In some embodiments, dynamically adjusting the target torque based on the speed difference between the first and second travel motors includes: determining whether the target travel wheel set slips based on the speed difference between the first and second travel motors; if no slippage occurs, increasing the target torque according to a preset method, and determining whether the target travel wheel set slips again based on the speed difference between the first and second travel motors during the process of increasing the target torque; if slippage occurs again, updating the target torque to half the sum of the target torque when slipping again and the reduced target torque when slipping last time, and repeating the above determination of whether the target travel wheel set slips until the absolute value of the speed difference between the first and second travel motors decreases to a third threshold.

[0021] In some embodiments, dynamically adjusting the target torque based on the speed difference between the first travel motor and the second travel motor includes: performing proportional-integral adjustment on the target torque based on the speed difference between the first travel motor and the second travel motor, so that the absolute value of the speed difference is reduced to a third threshold.

[0022] In some embodiments, the all-terrain vehicle further includes an operating component operated by a driver to at least control the speed and direction of the all-terrain vehicle; the method further includes: determining a required torque based on the state of the operating component; determining a torque distribution coefficient based on the required torque and the speed of the all-terrain vehicle to maximize the overall efficiency of the first and second travel motors; and determining the current torque of the first and second travel motors based on the torque distribution coefficient.

[0023] An all-terrain vehicle includes: a frame; a driver's seat for a driver to sit or stand, the driver's seat being mounted to the frame; a set of wheels for supporting the frame, the set of wheels including a front wheel assembly and a rear wheel assembly; an operating component for the driver to operate to at least control the speed and direction of the all-terrain vehicle; wherein the operating component includes a gear selector, a brake pedal, and a first detection module, the gear selector being configured for the driver to operate to select one of a plurality of gears, the plurality of gears including at least forward, reverse, and neutral; the first detection module being used to detect the opening degree of the brake pedal; a drive system for driving the set of wheels, the drive system including a drive motor; a power supply component including an energy storage device for providing power to at least the drive system; and a controller electrically connected to the drive system and the operating component; wherein the controller is configured to determine a target torque of the drive motor based on the opening degree of the brake pedal when the all-terrain vehicle is detected to have entered a reverse mode.

[0024] In some embodiments, the controller is configured to: if it detects that the gear shifter is in reverse gear, and the opening degree of the brake pedal is greater than a preset opening degree threshold, and the rotational speed of the drive motor is less than a first rotational speed threshold, then determine that the all-terrain vehicle has entered reverse mode.

[0025] In some embodiments, the operating components further include a steering wheel and a second detection module, the second detection module being used to detect the steering angle of the steering wheel; the controller is configured to determine the correspondence between the opening of the brake pedal and the target torque based on the steering angle when the all-terrain vehicle is detected to have entered reverse mode.

[0026] In some embodiments, the opening of the brake pedal is linearly negatively correlated with the target torque.

[0027] In some embodiments, the controller is configured to: when the all-terrain vehicle is detected to have entered a reversing mode, if the current driving speed of the all-terrain vehicle is greater than a preset speed threshold, then determine the target torque as a preset torque; wherein the preset torque is determined based on the preset speed threshold.

[0028] In some embodiments, the operating components further include an accelerator pedal and a third detection module, the third detection module being used to detect the opening degree of the accelerator pedal; the controller is configured to: when the all-terrain vehicle is detected to have entered a reversing mode, if the opening degree of the brake pedal is zero and the opening degree of the accelerator pedal is not zero, determine an incremental torque based on the opening degree of the accelerator pedal; and update the target torque of the drive motor based on the incremental torque.

[0029] In some embodiments, the controller is configured to: if it detects that the rate of change of the accelerator pedal opening at the current moment is greater than a preset rate of change threshold, determine that the all-terrain vehicle is in an abnormal reversing condition at the current moment, and use the target torque of the previous moment as the target torque of the current moment.

[0030] In some embodiments, the controller is configured to: if it is detected that the rotational speed of the walking motor is less than the second rotational speed threshold within a preset reference time period, and the opening of the brake pedal and the accelerator pedal are both zero, then determine that the all-terrain vehicle is in an abnormal reversing condition, and set the target torque at the current moment to zero.

[0031] An all-terrain vehicle includes: a frame; a driver's seat for a driver to sit or stand, the driver's seat being mounted to the frame; a set of wheels for supporting the frame, the set of wheels including a front wheel assembly and a rear wheel assembly; and an operating assembly for the driver to operate to at least control the speed and direction of the all-terrain vehicle; wherein the operating assembly includes a gear selector, a brake pedal, an accelerator pedal, a first detection module, and a third detection module, the gear selector being configured for the driver to operate to select one of a plurality of gears, the plurality of gears including at least a forward gear, a reverse gear, and a neutral gear; the first detection module is used to detect the brake pedal. The third detection module is used to detect the opening degree of the accelerator pedal; a drive system is used to drive the walking wheel set, the drive system includes a walking motor; a power supply component includes an energy storage device to provide power to at least the drive system; a controller is electrically connected to the drive system and the operating component; wherein, the controller is configured to determine whether the all-terrain vehicle is in an abnormal reversing condition based at least on the opening degree of the brake pedal and / or the opening degree of the accelerator pedal when the all-terrain vehicle is detected to have entered the reversing mode, and to limit the target torque of the walking motor when the all-terrain vehicle is in an abnormal reversing condition.

[0032] In some embodiments, the controller is configured to: if it detects that the rate of change of the accelerator pedal opening at the current moment is greater than a preset rate of change threshold, determine that the all-terrain vehicle is in an abnormal reversing condition at the current moment, and use the target torque of the previous moment as the target torque of the current moment.

[0033] In some embodiments, the controller is configured to: if it is detected that the rotational speed of the walking motor is less than the second rotational speed threshold within a preset reference time period, and the opening of the brake pedal and the accelerator pedal are both zero, then determine that the all-terrain vehicle is in an abnormal reversing condition, and set the target torque at the current moment to zero.

[0034] In some embodiments, the controller is configured to: if it detects that the gear shifter is in reverse gear, and the opening degree of the brake pedal is greater than a preset opening degree threshold, and the rotational speed of the drive motor is less than a first rotational speed threshold, then determine that the all-terrain vehicle has entered reverse mode.

[0035] In some embodiments, the controller is configured to determine the target torque of the travel motor based on the opening degree of the brake pedal when the all-terrain vehicle is detected to have entered reverse mode.

[0036] In some embodiments, the opening of the brake pedal is linearly negatively correlated with the target torque.

[0037] In some embodiments, the controller is configured to: when the all-terrain vehicle is detected to have entered a reverse mode, if the opening of the brake pedal is zero and the opening of the accelerator pedal is not zero, determine the incremental torque based on the opening of the accelerator pedal; and update the target torque of the drive motor based on the incremental torque.

[0038] In some embodiments, the controller is configured to: when the all-terrain vehicle is detected to have entered a reversing mode, if the current driving speed of the all-terrain vehicle is greater than a preset speed threshold, then determine the target torque as a preset torque; wherein the preset torque is determined based on the preset speed threshold.

[0039] In some embodiments, the operating components further include a steering wheel and a second detection module, the second detection module being used to detect the steering angle of the steering wheel; the controller is configured to determine the correspondence between the opening of the brake pedal and the target torque based on the steering angle when the all-terrain vehicle is detected to have entered reverse mode.

[0040] An all-terrain vehicle includes: a frame; a driver's seat for a driver to sit or stand, the driver's seat being mounted to the frame; a set of wheels for supporting the frame, the set of wheels including a front wheel assembly and a rear wheel assembly; an operating component for the driver to operate to at least control the speed and direction of the all-terrain vehicle; wherein the operating component includes a gear selector, a brake pedal, and a first detection module for detecting the opening degree of the brake pedal, the gear selector being configured for the driver to operate to select one of a plurality of gears, the plurality of gears including at least forward, reverse, and neutral; a drive system for driving the set of wheels, the drive system including a drive motor and a feedback module for acquiring the rotational speed of the drive motor; a power supply component including an energy storage device for providing power to at least the drive system; and a controller electrically connected to the drive system and the operating component; wherein the controller is configured to, when detecting that the gear selector is not in neutral, determine whether the all-terrain vehicle has entered a parking mode based on the rotational speed of the drive motor and the opening degree of the brake pedal.

[0041] In some embodiments, the controller is configured to: if it detects that the rotational speed of the walking motor is less than a preset reference speed and the opening of the brake pedal is zero, then determine that the all-terrain vehicle enters a parking mode.

[0042] In some embodiments, the preset reference rotation speed is zero.

[0043] In some embodiments, the controller is configured to set the target speed of the walking motor to zero if it detects that the all-terrain vehicle has entered a parking mode.

[0044] In some embodiments, the walking motor includes a first walking motor and a second walking motor.

[0045] In some embodiments, the first drive motor is used to drive the front wheel assembly, and the second drive motor is used to drive the rear wheel assembly.

[0046] In some embodiments, the controller is configured to: determine the required torque based on the state of the operating components after the all-terrain vehicle enters the parking mode; if the required torque is greater than the parking torque, exit the parking mode; wherein the parking torque is the torque of the all-terrain vehicle in the parking mode.

[0047] In some embodiments, the controller is configured to exit the parking mode if it detects that the opening of the brake pedal is zero for a preset duration after the all-terrain vehicle enters the parking mode.

[0048] In some embodiments, the controller is configured to exit the parking mode if it detects that the gear shift is in neutral after the all-terrain vehicle enters the parking mode.

[0049] A control method for an all-terrain vehicle, the all-terrain vehicle including a drive motor and an operating component, the operating component including a gear selector, a brake pedal, and a first detection module for detecting the opening degree of the brake pedal, the gear selector being configured for a driver to operate to select one of a plurality of gears, the plurality of gears including at least forward, reverse, and neutral; the method including: when the gear selector is not in neutral, determining whether the all-terrain vehicle has entered a parking mode based on the rotational speed of the drive motor and the opening degree of the brake pedal; if the all-terrain vehicle has entered a parking mode, setting the target rotational speed of the drive motor to zero.

[0050] In some embodiments, determining whether the all-terrain vehicle has entered a parking mode based on the rotational speed of the walking motor and the opening of the brake pedal includes: if the rotational speed of the walking motor is less than a preset reference speed and the opening of the brake pedal is zero, then determining that the all-terrain vehicle has entered a parking mode.

[0051] In some embodiments, the walking motor includes a first walking motor and a second walking motor.

[0052] In some embodiments, the first drive motor is used to drive the front wheel assembly of the all-terrain vehicle, and the second drive motor is used to drive the rear wheel assembly of the all-terrain vehicle.

[0053] In some embodiments, the method further includes: when the all-terrain vehicle enters a parking mode, determining the required torque based on the state of the operating components; if the required torque is greater than the parking torque, exiting the parking mode; wherein the parking torque is the torque of the all-terrain vehicle in the parking mode.

[0054] In some embodiments, the method further includes: when the all-terrain vehicle enters the parking mode, if it is detected that the opening of the brake pedal is zero for a preset duration, then exit the parking mode.

[0055] In some embodiments, the method further includes: when the all-terrain vehicle enters the parking mode, if the gear shifter is detected to be in neutral, then exiting the parking mode. Attached Figure Description

[0056] Figure 1 is a structural schematic diagram of an all-terrain vehicle provided in this application;

[0057] Figure 2 is a top sectional view of an all-terrain vehicle provided in this application;

[0058] Figure 3 is a curve diagram of dynamic adjustment of target torque provided in this application;

[0059] Figure 4 is a curve of another target torque dynamic adjustment provided in this application;

[0060] Figure 5 is a schematic diagram of a target torque dynamic adjustment provided in this application;

[0061] Figure 6 is a flowchart of a control method for an all-terrain vehicle provided in this application;

[0062] Figure 7 is a schematic diagram of the control system of an all-terrain vehicle provided in this application;

[0063] Figure 8 is a curve showing the change in reversing control torque provided in this application;

[0064] Figure 9 is a flowchart of another control method for an all-terrain vehicle provided in this application.

[0065] Figure label:

[0066] 1. Chassis; 2. Driver's seat; 3. Wheelset; 4. Control components; 5. Drive system; 6. Power supply components; 7. Controller; 8. First controller; 9. Second controller;

[0067] 31. Front wheel assembly; 32. Rear wheel assembly; 41. Gear shifter; 42. Brake pedal; 43. First detection module; 44. Steering wheel; 45. Second detection module; 46. Accelerator pedal; 47. Third detection module; 51. First drive motor; 52. Second drive motor; 53. First feedback module; 54. Second feedback module; 55. First inverter; 56. Second inverter; 71. Torque distribution unit; 72. Torque adjustment unit. Detailed Implementation

[0068] Before explaining any implementation of this application in detail, it should be understood that this application is not limited to its application to the structural details and component arrangements set forth in the following description or shown in the above drawings.

[0069] In this application, the terms "comprising," "including," "having," or any other variations thereof are intended to cover non-exclusive inclusion, such that a process, method, article, or apparatus that comprises a list of elements includes not only those elements but also other elements not expressly listed, or elements inherent to such a process, method, article, or apparatus. Without further limitation, an element defined by the phrase "comprising one..." does not exclude the presence of other identical elements in the process, method, article, or apparatus that includes that element.

[0070] In this application, the term "and / or" describes the relationship between related objects, indicating that three relationships can exist. For example, A and / or B can represent three cases: A existing alone, A and B existing simultaneously, and B existing alone. Additionally, the character " / " in this application generally indicates that the preceding and following related objects have an "and / or" relationship.

[0071] In this application, the terms "connection," "combination," "coupling," and "installation" can refer to direct connection, combination, coupling, or installation, or indirect connection, combination, coupling, or installation. For example, a direct connection refers to two parts or components being connected together without the need for an intermediary, while an indirect connection refers to two parts or components each being connected to at least one intermediary, with the connection achieved through the intermediary. Furthermore, "connection" and "coupling" are not limited to physical or mechanical connections or couplings, but can also include electrical connections or couplings.

[0072] In this application, those skilled in the art will understand that relative terms (e.g., “about,” “approximately,” “basically,” etc.) used in conjunction with quantities or conditions are to include the values ​​and have the meaning indicated by the context. For example, such relative terms include at least the degree of error associated with the measurement of a particular value, tolerances associated with the particular value due to manufacturing, assembly, use, etc. Such terms should also be considered as disclosing a range defined by the absolute values ​​of the two endpoints. Relative terms may refer to a certain percentage (e.g., 1%, 5%, 10% or more) of the indicated value. Numerical values ​​that do not use relative terms should also be disclosed as specific values ​​with tolerances. Furthermore, “basically” when expressing relative angular relationships (e.g., substantially parallel, substantially perpendicular) may refer to a certain degree (e.g., 1 degree, 5 degrees, 10 degrees or more) added to or subtracted from the indicated angle.

[0073] In this application, those skilled in the art will understand that the function performed by a component can be performed by one component, multiple components, one part, or multiple parts. Similarly, the function performed by a part can also be performed by one part, one component, or a combination of multiple parts.

[0074] In this application, the directional terms "upper," "lower," "left," "right," "front," and "rear" are used to describe the orientation and positional relationships shown in the accompanying drawings and should not be construed as limiting the embodiments of this application. Furthermore, in the context, it should be understood that when an element is mentioned as being connected "upper" or "lower" to another element, it can be directly connected to the other element "upper" or "lower," or indirectly connected through an intermediate element. It should also be understood that directional terms such as upper side, lower side, left side, right side, front side, and rear side not only represent positive orientation but can also be understood as lateral orientation. For example, "below" can include directly below, lower left, lower right, lower front, and lower rear.

[0075] In this application, the terms "controller," "processor," "central processing unit," "CPU," and "MCU" are used interchangeably. When using the unit "controller," "processor," "central processing unit," "CPU," or "MCU" to perform a specific function, unless otherwise stated, these functions may be performed by a single or multiple of the aforementioned units.

[0076] In this application, the terms "device," "module," or "unit" are used to describe devices that can be implemented in hardware or software to perform a specific function.

[0077] In this application, the terms “calculation,” “judgment,” “control,” “determine,” “identify,” etc., refer to the operation and process of a computer system or similar electronic computing device (e.g., controller, processor, etc.).

[0078] The technical solution proposed in this application will be further described in detail below with reference to the accompanying drawings and specific embodiments.

[0079] Referring to Figures 1 and 2, this embodiment provides an all-terrain vehicle, including: a frame 1; a driver's seat 2 for the driver to sit or stand, the driver's seat 2 being mounted to the frame 1; a wheel assembly 3 for supporting the frame 1, the wheel assembly 3 including a front wheel assembly 31 and a rear wheel assembly 32; an operating component 4 for the driver to operate to at least control the speed and direction of the all-terrain vehicle; a drive system 5 for driving the wheel assembly 3, the drive system 5 including a first drive motor 51 and a second drive motor 52, wherein the first drive motor 51 drives the front wheel assembly 31 and the second drive motor 52 drives the rear wheel assembly 32; the drive system 5 further includes a first feedback module 53 configured to acquire the rotational speed of the first drive motor 51 and a second feedback module 54 configured to acquire the rotational speed of the second drive motor 52; and a power supply component 6 including an energy storage device, at least The drive system 5 is powered; the controller 7 is electrically connected to the drive system 5 and the operating component 4, and the controller 7 includes a torque distribution unit 71 and a torque adjustment unit 72; wherein, the torque distribution unit 71 is configured to distribute a first target torque to the first travel motor 51 and a second target torque to the second travel motor 52 at least according to the state of the operating component 4 and the speed of the all-terrain vehicle; the torque adjustment unit 72 is configured to reduce the target torque of the target travel motor corresponding to the target when slippage of the target travel wheel set is detected, and dynamically adjust the target torque according to the speed difference between the first travel motor 51 and the second travel motor 52, wherein the target travel wheel set is the front wheel assembly 31 or the rear wheel assembly 32, the target travel motor is the first travel motor 51 or the second travel motor 52, and the target torque is the first target torque or the second target torque.

[0080] For example, the operating components may include a gear selector, a brake pedal, and an accelerator pedal. The gear selector can be used to support vehicle gear selection, such as drive, reverse, and neutral; the brake pedal can be used to support vehicle braking control; and the accelerator pedal can be used to support vehicle acceleration control. It should be noted that controlling the opening of the brake pedal controls the braking force, and controlling the opening of the accelerator pedal controls the acceleration force. Specifically, a larger opening of the brake pedal indicates a greater depth of depressing the brake pedal, resulting in greater braking force and faster braking; similarly, a larger opening of the accelerator pedal indicates a greater depth of depressing the accelerator pedal, resulting in greater acceleration and faster acceleration. For example, the state of the operating components may include at least one of the following: the position of the gear selector, the opening of the brake pedal, and the opening of the accelerator pedal.

[0081] The target torque can be understood as the driving torque intended to be allocated to the drive motors (including the first and second drive motors). Specifically, the target torque can be either a first target torque or a second target torque. The first target torque can refer to the driving torque allocated to the first drive motor, which can be used to drive the front wheel assembly; the second target torque can refer to the driving torque allocated to the second drive motor, which can be used to drive the rear wheel assembly.

[0082] The torque distribution unit is configured to allocate a first target torque to the first drive motor and a second target torque to the second drive motor, based at least on the state of the operating components and the speed of the all-terrain vehicle. Specifically, when the driver depresses the accelerator pedal, the required torque (the torque requested by the driver) is first calculated based on the accelerator pedal opening. Then, the required torque is proportionally distributed according to a preset distribution method to determine the first and second target torques. The first target torque is then allocated to the first drive motor, and the second target torque is allocated to the second drive motor. The preset distribution method can refer to a pre-defined torque distribution principle. For example, the preset distribution method can be an average distribution principle or a principle maximizing drive motor efficiency. The first and second target torques allocated based on the state of the operating components and the speed of the all-terrain vehicle serve as the initial target torques for the first and second drive motors, respectively.

[0083] The torque adjustment unit is configured to reduce the target torque of the target motor corresponding to the target wheel assembly when slippage is detected, and dynamically adjust the target torque based on the speed difference between the first and second motors. The target wheel assembly can be a front or rear wheel assembly, and the target motor can be either the first or second motor. For example, assuming the target wheel assembly is the front wheel assembly, slippage indicates that the speed of the front wheel assembly is greater than that of the rear wheel assembly. This means the first target torque of the first motor corresponding to the front wheel assembly is greater than the second target torque of the second motor corresponding to the rear wheel assembly. Reducing the first target torque can reduce the speed of the front wheel assembly. However, excessive reduction in the first target torque can lead to insufficient driving power for the all-terrain vehicle, affecting its normal operation. To balance the driving power of the all-terrain vehicle, in addition to reducing the first target torque, it is necessary to dynamically adjust the first target torque based on the speed difference between the first and second motors. For example, hysteresis control, proportional-integral (PI) control, or binary control can be used to dynamically adjust the first target torque. It should be noted that this embodiment does not limit the method of dynamic torque adjustment, and can be flexibly set according to actual application needs.

[0084] In some embodiments, optionally, the torque adjustment unit is configured to: determine that the front wheel assembly is slipping if the speed difference between the first travel motor and the second travel motor is detected to be greater than a first threshold; and determine that the rear wheel assembly is slipping if the speed difference between the first travel motor and the second travel motor is detected to be less than a second threshold; wherein the first threshold is greater than zero and the second threshold is less than zero.

[0085] The first threshold and the second threshold can refer to two pre-set reference values ​​for the speed difference, where the first threshold is greater than zero and the second threshold is less than zero. Specifically, if the speed difference between the first and second travel motors is greater than the first threshold, it indicates that the speed of the first travel motor is greater than the speed of the second travel motor and the speed difference between them is greater than the first threshold, thus confirming that the front wheel assembly is slipping. If the speed difference between the first and second travel motors is less than the second threshold, it indicates that the speed of the first travel motor is less than the speed of the second travel motor and the speed difference between them is less than the second threshold, thus confirming that the rear wheel assembly is slipping. For example, the first and second thresholds can be set to a pair of opposite numbers, such as 200 rpm and -200 rpm. Here, rpm is the unit of motor speed, representing revolutions per minute. Taking a first threshold of 200 rpm and a second threshold of -200 rpm as an example, when the speed difference between the first and second travel motors is greater than 200 rpm, it can be determined that the front wheel assembly is slipping; when the speed difference between the first and second travel motors is less than -200 rpm, it can be determined that the rear wheel assembly is slipping.

[0086] In some embodiments, optionally, the torque adjustment unit is configured to: if slippage of the front wheel assembly is detected, reduce the first target torque by a first ratio, and dynamically adjust the first target torque according to the speed difference between the first travel motor and the second travel motor.

[0087] Here, the first ratio can refer to a pre-set ratio parameter, which can be flexibly set according to actual usage requirements. For example, the first ratio can be set to 50%, in which case the first target torque after reduction according to the first ratio is half of the initial first target torque.

[0088] In some embodiments, optionally, the torque adjustment unit is configured to: if slippage of the rear wheel assembly is detected, reduce the second target torque by a second ratio, and dynamically adjust the second target torque according to the speed difference between the first travel motor and the second travel motor.

[0089] The second ratio can refer to another pre-set ratio parameter. The second ratio can be set to the same value or a different value as the first ratio, and can be flexibly set according to actual usage requirements. For example, both the first ratio and the second ratio can be set to 50%. The dynamic adjustment method of the first target torque and the second target torque can refer to the target torque described above, and will not be repeated here.

[0090] Furthermore, the first and second ratios can be set based on the all-terrain vehicle's driving environment (such as terrain complexity and road surface roughness), thereby enabling more efficient torque adjustment for different driving conditions. For example, when the all-terrain vehicle is driving on a smooth, flat road surface, the road friction is relatively low, so the first and second ratios can be set to larger values; when the all-terrain vehicle is driving on a rough, rocky road surface, the road friction is relatively high, so the first and second ratios can be set to smaller values.

[0091] In some embodiments, optionally, the torque adjustment unit is configured to perform the following steps A1-A4:

[0092] A1. When slippage of the target walking wheel set is detected, the target torque of the target walking motor corresponding to the target walking wheel set is reduced according to a preset ratio.

[0093] The preset ratio can be set with reference to the first and second ratios mentioned above. The preset ratio can be calibrated before the vehicle leaves the factory to select a value that ensures safety and can mitigate slippage in most situations. Specifically, if slippage is detected in the front wheel assembly, the first target torque of the first travel motor corresponding to the front wheel assembly is reduced according to the preset ratio; if slippage is detected in the rear wheel assembly, the second target torque of the second travel motor corresponding to the rear wheel assembly is reduced according to the preset ratio.

[0094] A2. Determine whether the target walking wheel set is slipping based on the speed difference between the first walking motor and the second walking motor.

[0095] After reducing the target torque, it is necessary to determine again whether the target travel wheel assembly is slipping. Specifically, firstly, the rotational speeds of the first and second travel motors are obtained, and the difference between the first and second travel motor speeds is calculated. This yields the actual speed difference between the two travel motors. If the actual speed difference is greater than a first threshold (the first threshold is greater than zero), it can be determined that the front wheel assembly is slipping; if the actual speed difference is less than a second threshold (the second threshold is less than zero), it can be determined that the rear wheel assembly is slipping. The absolute values ​​of the first and second thresholds can be the same or different, and can be preset according to actual usage conditions.

[0096] If the target wheel set is still slipping based on the speed difference, the torque adjustment process should be terminated immediately. Although the target wheel set may still slip after one torque adjustment, the slippage can be alleviated to some extent compared to before the adjustment, thereby reducing the adverse effects of the target wheel set slippage on vehicle driving. Furthermore, the slippage problem can be addressed by increasing the required torque based on the driver's control of the operating components (such as increasing the accelerator pedal opening).

[0097] A3. If slippage does not occur, increase the target torque according to the preset method, and determine whether the target travel wheel set slips again based on the speed difference between the first travel motor and the second travel motor during the process of increasing the target torque.

[0098] The preset method can refer to a pre-defined way of increasing the reference torque. For example, the preset method can be used to describe the change in the target torque of the target travel motor over time, or it can be used to describe the correlation between the target torque of the target travel motor at adjacent time points (i.e., the magnitude relationship of the target torque at adjacent time points). For example, the preset method can be a curve reflecting that the target torque of the target travel motor is positively correlated with time (i.e., the target torque of the target travel motor increases as time increases). The curve can be a straight line or a curve, which can be set according to actual needs. If the curve is a straight line, the target torque of the target travel motor is linearly positively correlated with time; if the curve is a curve, the target torque of the target travel motor is non-linearly positively correlated with time.

[0099] Specifically, if the difference in speed between the first and second travel motors indicates that the target travel wheel set is no longer slipping, the reduction of the target torque can be stopped. However, to maintain vehicle dynamism, it is necessary to attempt to increase the target torque while ensuring the vehicle is no longer slipping. In this case, the target torque can be increased in the following manner, and the speeds of the first and second travel motors can be acquired in real time during this process. The speed difference between the two motors is then calculated in real time, and the speed difference is used to determine whether the target travel wheel set is slipping again.

[0100] A4. If slippage occurs again, the target torque is updated to half the sum of the target torque when slippage occurs again and the target torque after reduction during the previous slippage. The above process of determining whether the target travel wheel set has slipped is repeated until the absolute value of the speed difference between the first travel motor and the second travel motor is reduced to the third threshold.

[0101] The third threshold can refer to a pre-set reference value for the speed difference between the first and second travel motors. For example, the third threshold can be set to zero or a value close to zero. Specifically, if it is determined that the target travel wheel set has slipped again based on the speed difference, the target torque of the target travel motor needs to be further reduced. At this time, the target torque can be updated to half the sum of the target torque at the time of slippage and the reduced target torque at the time of the previous slippage. The process of determining whether the target travel wheel set has slipped is repeated until the absolute value of the speed difference between the first and second travel motors decreases to the third threshold.

[0102] It should be noted that after a simple and quick torque adjustment, the wheel speeds of the front and rear wheel assemblies of the all-terrain vehicle are equal (the third threshold is zero) or nearly equal (the third threshold is close to zero). This ensures that the all-terrain vehicle does not slip while maintaining its power.

[0103] For example, referring to Figure 3, the horizontal axis represents time, and the vertical axis represents the torque reference value (i.e., target torque) during the torque adjustment process. Tf represents the first target torque of the first travel motor (i.e., the target torque of the front motor corresponding to the front wheel assembly), and Tr represents the second target torque of the second travel motor (i.e., the target torque of the rear motor corresponding to the rear wheel assembly). Here, the first travel motor is the target travel motor (i.e., the front wheel assembly slips), with a preset ratio of 50% and a third threshold of 0. The preset method is that the target torque of the first travel motor is a linear positive correlation function with time. As shown in Figure 3, slippage of the front wheel assembly is detected at 1.5s. At this time, the first target torque is 64 Nm. First, it is reduced from 64 Nm to 32 Nm by 50%. Then, the actual speed difference between the first and second travel motors when the torque is 32 Nm is obtained, and it is determined that the front wheel assembly does not slip, but the actual speed difference is not 0. At this point, based on the preset linear positive correlation function, the torque increases from 32 Nm until it reaches 60 Nm. Then, the front wheel assembly slips again. The target torque is then updated to (32+60) / 2 = 46 Nm. Next, the actual speed difference between the first and second travel motors is obtained when the torque reaches 46 Nm. Based on this, it is determined that the front wheel assembly is not slipping, but the actual speed difference is not zero. At this point, based on the preset linear positive correlation function, the torque increases from 46 Nm until it reaches 59 Nm. Then, the front wheel assembly slips again. The target torque is then updated to (46+59) / 2 = 52.5 Nm. Then, the actual speed difference between the first and second travel motors is obtained when the torque reaches 52.5 Nm. Based on this, it is determined that the front wheel assembly is not slipping, but the actual speed difference is not zero. At this point, based on a preset linear positive correlation function, the torque is increased from 52.5 Nm until it reaches 58.5 Nm. Then, it is found that the front wheel assembly slips again, and the target torque is updated to (52.5 + 58.5) / 2 = 55.5 Nm. Then, the actual speed difference between the first and second travel motors is obtained again when the torque reaches 52.5 Nm. It is found that the actual speed difference is zero (i.e., the third threshold is reached), so the torque adjustment process can be terminated, and the first target torque is updated to 55.5 Nm. Furthermore, since the rear wheel assembly is not slipping, the second target torque of the second travel motor can be kept constant at 80 Nm.

[0104] In some embodiments, optionally, the torque adjustment unit is configured to perform the following steps B1-B2:

[0105] B1. When slippage of the target walking wheel set is detected, the target torque of the target walking motor corresponding to the target walking wheel set is reduced according to a preset ratio.

[0106] B2. Based on the speed difference between the first and second travel motors, the target torque is adjusted proportionally and integrally so that the absolute value of the speed difference is reduced to the third threshold.

[0107] Specifically, after reducing the target torque of the target travel motor corresponding to the target travel wheel set according to a preset ratio, the rotational speeds of the first and second travel motors are acquired in real time, and the speed difference between them is calculated. Then, using a third threshold as the target, the rotational speed of the target travel motor is first proportionally and integrally adjusted through the first control loop, and the adjustment result of the first control loop is transmitted to the second control loop. The target torque of the target travel motor is then proportionally and integrally adjusted through the second control loop until the absolute value of the speed difference between the first and second travel motors decreases to the third threshold, at which point the adjustment stops. The third threshold can be set to zero or a value close to zero.

[0108] It should be noted that after a relatively smooth torque adjustment, the wheel speeds of the front and rear wheel assemblies of the all-terrain vehicle are equal (the third threshold is zero) or nearly equal (the third threshold is close to zero). This ensures that the all-terrain vehicle does not slip while maintaining its power performance.

[0109] For example, referring to Figure 4, the horizontal axis represents time, and the vertical axis represents the torque reference value (i.e., target torque) during the torque adjustment process. Tf represents the first target torque of the first travel motor (i.e., the target torque of the front motor corresponding to the front wheel assembly), and Tr represents the second target torque of the second travel motor (i.e., the target torque of the rear motor corresponding to the rear wheel assembly). Here, the first travel motor is the target travel motor (i.e., the front wheel assembly slips), with a preset ratio of 50% and a third threshold of 0. As shown in Figure 4, slippage of the front wheel assembly is detected at 1.5s. At this time, the first target torque is 64 Nm. First, it is reduced from 64 Nm to 32 Nm by 50%. Then, the speed difference between the first and second travel motors when the torque is 32 Nm is obtained, and it is determined that the speed difference is not 0. Then, targeting the third threshold, the speed of the first travel motor is proportionally and integrally adjusted through the first control closed loop. The adjustment result of the first control closed loop is transmitted to the second control closed loop, which then adjusts the reference torque of the first travel motor proportionally and integrally. At 3 seconds, the speed difference is found to be 0 (i.e., the third threshold is reached), and the target torque at 3 seconds is 54 Nm. At this point, the adjustment process can be terminated, and the first target torque is updated to 54 Nm. Furthermore, since the rear wheel assembly does not slip, the second target torque of the second travel motor can be kept constant at 80 Nm.

[0110] In some embodiments, the drive system 5 may optionally include a first inverter 55 and a second inverter 56, wherein the first inverter 55 is used to drive the first walking motor 51 and the second inverter 56 is used to drive the second walking motor 52.

[0111] In some embodiments, optionally, the all-terrain vehicle further includes a first controller 8 and a second controller 9, the first controller 8 being used to control a first inverter 55, and the second controller 9 being used to control a second inverter 56; a controller 7 is electrically connected to the first controller 8 and the second controller 9, and the controller 7 is used to distribute a first target torque to the first controller 8 and a second target torque to the second controller 9.

[0112] In some embodiments, optionally, the torque distribution unit is configured to: determine the required torque based on the state of the operating components; and determine the torque distribution coefficient based on the required torque and the speed of the all-terrain vehicle, so as to maximize the total efficiency of the first travel motor and the second travel motor.

[0113] The torque distribution coefficient serves as the basis for torque distribution to the travel motors. Specifically, the torque distribution coefficient can include a first distribution coefficient and a second distribution coefficient, and the sum of the first and second distribution coefficients is 1. The first distribution coefficient characterizes the proportion of the first target torque of the first travel motor to the required torque, and the second distribution coefficient characterizes the proportion of the second target torque of the second travel motor to the required torque; that is, the sum of the first and second target torques equals the required torque. Therefore, it can be simply understood that distributing the required torque proportionally according to the first distribution coefficient yields the first target torque, and distributing it proportionally according to the second distribution coefficient yields the second target torque.

[0114] Specifically, the state of the operating components is first determined based on the driver's operation, and then the required torque is calculated based on the state of the operating components. Next, the total efficiency of the first and second travel motors is determined based on the required torque and the speed of the all-terrain vehicle, and the torque distribution coefficient is obtained when the total efficiency is maximized. It should be noted that in this embodiment, the torque distribution coefficient is determined based on the principle of maximizing the efficiency of the travel motors, so that the total efficiency of the first and second travel motors is maximized.

[0115] See Figure 5, T ref This represents the required torque. The front motor and rear motor are the first and second travel motors, respectively. 'n' represents the slower motor speed among the front and rear motors. T 1 f and T 1 r T represents the torque distribution between the front and rear motors, respectively. 2 f and T 2 r These represent the reference torque (i.e., dynamically adjusted torque) of the front and rear motors, respectively. State represents the vehicle's slippage state (e.g., 0 indicates no slippage, 1 indicates slippage), and T... 3 f and T 3r T represents the target torque of the front and rear motors, respectively. f and T r n represents the output torque of the front and rear motors, respectively. f and n r These represent the rotational speeds of the front and rear motors, respectively. As shown in Figure 5, when the driver depresses the accelerator pedal, the required torque T is first calculated based on the pedal's opening degree. ref Then, based on the required torque T ref Based on the principle of maximizing overall motor efficiency, torque is distributed between the slower motor (n) and the front motor to obtain the distributed torque T between the front and rear motors. 1 f and T 1 r and T 1 f and T 1 r The target torque T of the front and rear motors are respectively used as the target torques. 3 f and T 3 r Furthermore, based on the rotational speed n of the front and rear motors... f and n r The speed difference Δn is calculated based on the difference, and it is used to determine whether the vehicle is slipping. If vehicle slippage is determined, the target torque of the slipping travel motor is reduced, and the target torque is dynamically adjusted, while the target torque of the non-slipping travel motor remains unchanged. The output torque is then updated based on the adjusted target torque, and the updated output torque is output to the vehicle.

[0116] Referring to Figure 6, this embodiment provides a control method for an all-terrain vehicle, which includes the following steps:

[0117] S110. Based on the current speed difference between the first and second travel motors, determine whether the travel wheel set of the all-terrain vehicle is slipping.

[0118] The all-terrain vehicle includes at least a first travel motor that drives the first set of travel wheels and a second travel motor that drives the second set of travel wheels. The current speed difference can refer to the speed difference between the first and second travel motors at the current moment.

[0119] S120. If so, the slipping wheel set is identified as the target wheel set, and the current torque of the target motor corresponding to the target wheel set is taken as the target torque.

[0120] The target walking wheel set is either the first walking wheel set or the second walking wheel set, and the target walking motor is either the first walking motor or the second walking motor.

[0121] S130. Reduce the target torque according to the preset ratio, and dynamically adjust the target torque according to the speed difference between the first travel motor and the second travel motor.

[0122] In some embodiments, the first set of wheels may be a front wheel assembly, and the second set of wheels may be a rear wheel assembly.

[0123] In some embodiments, optionally, determining whether the all-terrain vehicle's wheel assembly is slipping based on the current speed difference between the first and second travel motors includes: if the current speed difference between the first and second travel motors is greater than a first threshold, then determining that the front wheel assembly is slipping; if the current speed difference between the first and second travel motors is less than a second threshold, then determining that the rear wheel assembly is slipping; wherein the first threshold is greater than zero and the second threshold is less than zero.

[0124] In some embodiments, optionally, the target torque is dynamically adjusted based on the speed difference between the first travel motor and the second travel motor, including the following steps C1-C3:

[0125] C1. Determine whether the target walking wheel set is slipping based on the speed difference between the first walking motor and the second walking motor.

[0126] C2. If slippage does not occur, increase the target torque according to the preset method, and determine whether the target travel wheel set slips again based on the speed difference between the first travel motor and the second travel motor during the process of increasing the target torque.

[0127] C3. If slippage occurs again, the target torque is updated to half the sum of the target torque when slippage occurs again and the target torque after reduction during the previous slippage. The above process of determining whether the target travel wheel set has slipped is repeated until the absolute value of the speed difference between the first travel motor and the second travel motor is reduced to the third threshold.

[0128] The implementation methods of C1-C3 can be referred to the relevant descriptions of A2-A4 above, and will not be repeated here.

[0129] In some embodiments, optionally, the target torque is dynamically adjusted based on the speed difference between the first travel motor and the second travel motor, including: performing proportional-integral adjustment on the target torque based on the speed difference between the first travel motor and the second travel motor, so that the absolute value of the speed difference is reduced to a third threshold.

[0130] In some embodiments, optionally, the all-terrain vehicle further includes an operating component operated by a driver to at least control the speed and direction of the all-terrain vehicle; the method further includes steps D1-D3:

[0131] D1. Determine the required torque based on the status of the operating components.

[0132] D2. Determine the torque distribution coefficient based on the required torque and the speed of the all-terrain vehicle to maximize the overall efficiency of the first and second travel motors.

[0133] D3. Determine the current torque of the first and second travel motors based on the torque distribution coefficient.

[0134] The specific implementation methods of D1-D3 can be referred to the relevant descriptions above, and will not be repeated here.

[0135] The control method for all-terrain vehicles provided in this application can stop the slippage of the all-terrain vehicle's walking wheel set by dynamically adjusting the torque when slippage is detected. This can effectively avoid vehicle stability and safety problems caused by slippage of the walking wheel set, and ensure that the all-terrain vehicle maintains good power performance while ensuring that the walking wheel set does not slip.

[0136] Another all-terrain vehicle provided in this embodiment includes: a frame 1; a driver's seat 2 for the driver to sit or stand, the driver's seat 2 being mounted to the frame 1; a wheel assembly 3 for supporting the frame 1, the wheel assembly 3 including a front wheel assembly 31 and a rear wheel assembly 32; an operating component 4 for the driver to operate to at least control the speed and direction of the all-terrain vehicle; wherein, the operating component 4 includes a gear selector 41, a brake pedal 42, and a first detection module 43, the gear selector 41 being configured for the driver to operate to select one of a plurality of gears, the plurality of gears including at least forward gear, reverse gear, and neutral gear; the first detection module 43 being used to detect the opening degree of the brake pedal 42; a drive system 5 for driving the wheel assembly 3, the drive system 5 including a drive motor; a power supply component 6, the power supply component 6 including an energy storage device, providing power to at least the drive system 5; and a controller 7 electrically connected to the drive system 5 and the operating component 4; wherein, the controller 7 is configured to determine the target torque of the drive motor based on the opening degree of the brake pedal 42 when the all-terrain vehicle is detected to have entered reverse mode.

[0137] For example, a pre-defined correspondence can be established to describe the mapping between the brake pedal opening and the target torque of the drive motor. Based on this correspondence and the brake pedal opening in reverse mode, the target torque of the drive motor is determined. Specifically, the brake pedal opening is negatively correlated with the target torque of the drive motor; that is, the smaller the brake pedal opening, the larger the target torque of the drive motor. Furthermore, the correspondence can be linear or non-linear, and can be pre-defined according to actual needs. Optionally, the brake pedal opening is linearly negatively correlated with the target torque. This can be understood as the target torque of the drive motor increasing linearly as the brake pedal opening gradually decreases.

[0138] Specifically, when the all-terrain vehicle enters reverse mode, if the brake pedal opening is detected to be less than a preset reference opening when the driver gradually releases the brake pedal, the corresponding relationship can be found in real time based on the brake pedal opening to determine the target torque of the drive motor corresponding to the brake pedal opening. In this case, as the brake pedal opening gradually decreases, the target torque of the drive motor gradually increases until the brake pedal is fully released, at which point the vehicle will creep at a low speed with a specific target torque (determined by the corresponding relationship). It should be noted that as the target torque of the drive motor gradually increases, the braking torque of the all-terrain vehicle will gradually decrease. The braking torque comes from the independent brake control of the hydraulic brake system and is unrelated to the controller in this embodiment. This controller is suitable for adjusting the target torque of the drive motor based on the brake pedal, ultimately achieving single-pedal control of the reverse drive torque, making the target torque control more precise, thereby achieving smooth control of the vehicle speed.

[0139] In some embodiments, optionally, the controller is configured to: if it detects that the gear shifter is in reverse gear, and the opening degree of the brake pedal is greater than a preset opening degree threshold, and the speed of the travel motor is less than a first speed threshold, then determine that the all-terrain vehicle has entered the reverse mode.

[0140] The preset opening threshold can refer to a pre-set reference value for the brake pedal opening. The first speed threshold can refer to a pre-set reference value for the travel motor speed. It should be noted that this embodiment does not specifically limit the preset opening threshold and the first speed threshold, and they can be flexibly set according to actual needs.

[0141] Referring to Figure 7, the all-terrain vehicle's control system includes a signal acquisition unit, a driving control unit, and a motor execution unit. The signal acquisition unit includes a brake pedal opening sensor (i.e., the first detection module 43), an accelerator pedal opening sensor (i.e., the third detection module 47), a gear position sensor (connected to the gear position sensor to detect the gear position), and a steering angle sensor (i.e., the second detection module 45). Specifically, the brake pedal opening sensor is connected to the brake pedal to detect its opening; the accelerator pedal opening sensor is connected to the accelerator pedal to detect its opening; and the steering angle sensor is connected to the steering wheel to detect its steering angle. The driving control unit is connected to the signal acquisition unit and the motor execution unit, receiving their output signals and sending control commands to the motor execution unit. The motor execution unit receives and executes the control commands from the driving control unit and feeds back information about the drive motor (such as speed and torque) to the driving control unit. The motor execution unit includes an execution module (such as a MOS switch bridge, used to execute control commands) and a feedback module (such as a Hall sensor, used to provide feedback on information such as the speed and torque of the walking motor). The feedback module includes a first feedback module (used to obtain the speed of the first walking motor) and a second feedback module (used to obtain the speed of the second walking motor).

[0142] Specifically, when the driver operates the all-terrain vehicle through the control components, the signal acquisition unit first acquires the vehicle's current operating signals, including the gear position of the gear selector, the brake pedal opening, and the speed of the drive motor, and then sends these signals to the driving control unit. Upon receiving the operating signals, the driving control unit analyzes and judges them. If it detects that the gear selector is in reverse gear, the brake pedal opening is greater than a preset threshold, and the drive motor speed is less than a first speed threshold, then it determines that the all-terrain vehicle has entered reverse mode and performs single-pedal control on the target torque of the drive motor. The control command is then sent to the motor execution unit, thereby achieving precise control of the vehicle's reverse drive torque.

[0143] In some embodiments, optionally, the operation group 4 further includes a steering wheel 44 and a second detection module 45, the second detection module 45 being used to detect the steering angle of the steering wheel 44; the controller 7 is configured to determine the correspondence between the opening of the brake pedal 42 and the target torque based on the steering angle when the all-terrain vehicle is detected to have entered the reversing mode.

[0144] It should be noted that when the vehicle is reversing at a large turning angle, it requires greater drive torque. To improve the vehicle's adaptability, different reversing drive torques can be matched based on the steering wheel angle to different steering conditions. For example, a mapping relationship between steering angle and its corresponding value can be pre-defined. This mapping relationship can be used to describe the correspondence between brake pedal opening and target torque at different steering angles. For example, referring to Figure 8, the braking torque decreases linearly as the brake pedal opening decreases (controlled by the hydraulic braking system), while the drive torque (i.e., the target torque) increases linearly as the brake pedal opening decreases. Furthermore, at the same brake pedal opening, a larger steering angle corresponds to a larger drive torque, thus better matching different reversing conditions at different steering angles. Figure 8 only uses 100% steering angle, 60% steering angle, and 20% steering angle as examples and does not specifically limit the size of the steering angle; and only the absolute value of the brake pedal opening needs to be considered.

[0145] In some embodiments, optionally, the controller is configured to: when the all-terrain vehicle is detected to have entered the reversing mode, if the current driving speed of the all-terrain vehicle is greater than a preset speed threshold, then the target torque is determined as a preset torque; wherein the preset torque is determined based on the preset speed threshold.

[0146] Here, "current speed" refers to the vehicle's speed at the current moment. "Preset speed threshold" refers to a pre-set reference value for the vehicle's speed. "Preset torque" refers to a pre-set reference value for torque based on the preset speed threshold. Specifically, when an all-terrain vehicle is detected entering reverse mode, if its current speed exceeds the preset speed threshold, it indicates that the current speed is too high for a vehicle in reverse mode, potentially posing a reversing hazard. In this case, to improve the safety of reversing, it is necessary to limit the drive torque output, specifically by limiting the target torque to a preset torque. It can be understood that because the current speed exceeds the preset speed threshold, the current torque corresponding to the current speed is greater than the preset torque corresponding to the preset speed threshold. By setting the target torque to the preset torque, the current torque can be reduced, ultimately achieving speed- and torque-limited operation of the vehicle in reverse mode.

[0147] In some embodiments, optionally, the operation component 4 further includes an accelerator pedal 46 and a third detection module 47, the third detection module 47 being used to detect the opening degree of the accelerator pedal 46; the controller 7 is configured to: when the all-terrain vehicle is detected to enter the reversing mode, if the opening degree of the brake pedal 42 is zero and the opening degree of the accelerator pedal 46 is not zero, determine the incremental torque based on the opening degree of the accelerator pedal 46; and update the target torque of the travel motor based on the incremental torque.

[0148] It should be noted that when higher drive torque is required based on actual usage scenarios, torque control needs to be achieved in conjunction with the accelerator pedal, in addition to the brake pedal. Specifically, when the all-terrain vehicle is detected to have entered reverse mode, if the brake pedal opening is zero and the accelerator pedal opening is not zero, it indicates that the brake pedal is fully released and the accelerator pedal is depressed, meaning the driver needs to increase the reverse drive torque. In this case, the incremental torque needs to be determined first based on the accelerator pedal opening, and then the incremental torque is added to the original target torque (obtained by controlling the brake pedal) to increase the target torque of the drive motor and meet the driver's actual needs.

[0149] In some embodiments, optionally, the controller is configured to: if the rate of change of the accelerator pedal opening at the current moment is detected to be greater than a preset rate of change threshold, then determine that the all-terrain vehicle is in an abnormal reversing condition at the current moment, and use the target torque of the previous moment as the target torque of the current moment.

[0150] The preset rate of change threshold can refer to a pre-set reference value for the rate of change of the accelerator pedal opening. Specifically, the rate of change of the accelerator pedal opening at the current moment is calculated based on the accelerator pedal opening at the current moment and the previous moment. The rate of change of the accelerator pedal opening at the current moment is calculated as: (Accelerator pedal opening at the current moment - Accelerator pedal opening at the previous moment) / Accelerator pedal opening at the previous moment. Then, the rate of change of the accelerator pedal opening at the current moment is compared with the preset rate of change threshold. If the former is greater than the latter, it indicates that the rate of change of the accelerator pedal opening at the current moment is too large. This could lead to a sudden torque change, thus determining that the all-terrain vehicle is in an abnormal reversing condition at the current moment. The target torque from the previous moment is then used as the target torque for the current moment, meaning the target torque from the previous moment is still used to limit the rapid increase of the reversing drive torque, thereby improving the safety of reversing the vehicle.

[0151] In some embodiments, optionally, the controller is configured to: if it is detected that the rotational speed of the travel motor is less than the second rotational speed threshold within a preset reference time period, and the opening of the brake pedal and the accelerator pedal are both zero, then determine that the all-terrain vehicle is in an abnormal reversing condition, and set the target torque at the current moment to zero.

[0152] The preset reference duration can refer to a pre-set time length. The second speed threshold can refer to another pre-set speed reference value for the drive motor. Specifically, if the speed of the drive motor is detected to be consistently lower than the second speed threshold within the preset reference duration, and the opening of both the brake pedal and the accelerator pedal is zero, it is possible that the vehicle has encountered an obstacle while reversing. Therefore, it can be determined that the all-terrain vehicle is in an abnormal reversing condition, and the target torque at the current moment is set to zero. That is, the driving control unit no longer feeds back the vehicle's reverse drive torque, thereby improving the safety of reversing the vehicle.

[0153] The all-terrain vehicle provided in this application, when detecting that the all-terrain vehicle has entered reverse mode, can determine the target torque of the drive motor through the controller of the all-terrain vehicle based on the opening of the brake pedal. In order to achieve precise speed control of the all-terrain vehicle in reverse mode based on the target torque, the driver does not need to frequently switch between the brake pedal and the accelerator pedal. The target torque of the drive motor can be precisely controlled by only one pedal (brake pedal), making the reverse speed of the all-terrain vehicle easier to control, effectively reducing driver fatigue, and avoiding accidental pressing of multiple pedals, which helps to improve the safety and convenience of driving the vehicle.

[0154] The all-terrain vehicle provided in this application can limit the target torque of the drive motor through the controller when the all-terrain vehicle is detected to be in an abnormal reversing condition, so as to effectively control the reversing drive torque of the all-terrain vehicle, thereby better dealing with abnormal reversing conditions and helping to improve the safety of vehicle driving.

[0155] This embodiment provides another all-terrain vehicle, including: a frame 1; a driver's seat 2 for the driver to sit or stand, the driver's seat 2 being mounted to the frame 1; a running wheel assembly 3 for supporting the frame 1, the running wheel assembly 3 including a front wheel assembly 31 and a rear wheel assembly 32; and an operating assembly 4 for the driver to operate to at least control the speed and direction of the all-terrain vehicle; wherein, the operating assembly 4 includes a gear selector 41, a brake pedal 42, an accelerator pedal 46, a first detection module 43, and a third detection module 47, the gear selector 41 being configured for the driver to operate to select one of a plurality of gears, the plurality of gears including at least forward gear, reverse gear, and neutral gear; the first detection module... 43 is used to detect the opening degree of brake pedal 42, and the third detection module 47 is used to detect the opening degree of accelerator pedal 46; drive system 5 is used to drive the walking wheel set 3, and drive system 5 includes a walking motor; power supply component 6 includes an energy storage device to provide power to at least drive system 5; controller 7 is electrically connected to drive system 5 and operation component 4; wherein, controller 7 is configured to determine whether all-terrain vehicle is in an abnormal reversing condition based at least on the opening degree of brake pedal 42 and / or accelerator pedal 46 when the all-terrain vehicle is detected to have entered reversing mode, and limit the target torque of the walking motor when the all-terrain vehicle is in an abnormal reversing condition.

[0156] In some embodiments, optionally, the controller is configured to: if the rate of change of the accelerator pedal opening at the current moment is detected to be greater than a preset rate of change threshold, then determine that the all-terrain vehicle is in an abnormal reversing condition at the current moment, and use the target torque of the previous moment as the target torque of the current moment.

[0157] In some embodiments, optionally, the controller is configured to: if it is detected that the rotational speed of the travel motor is less than the second rotational speed threshold within a preset reference time period, and the opening of the brake pedal and the accelerator pedal are both zero, then determine that the all-terrain vehicle is in an abnormal reversing condition, and set the target torque at the current moment to zero.

[0158] In some embodiments, optionally, the controller is configured to: if it detects that the gear shifter is in reverse gear, and the opening degree of the brake pedal is greater than a preset opening degree threshold, and the speed of the travel motor is less than a first speed threshold, then determine that the all-terrain vehicle has entered the reverse mode.

[0159] In some embodiments, optionally, the controller is configured to determine the target torque of the travel motor based on the opening of the brake pedal when the all-terrain vehicle is detected to have entered reverse mode.

[0160] In some embodiments, optionally, the brake pedal opening is linearly negatively correlated with the target torque.

[0161] In some embodiments, optionally, the controller is configured to: when the all-terrain vehicle is detected to have entered the reversing mode, if the opening of the brake pedal is zero and the opening of the accelerator pedal is not zero, determine the incremental torque based on the opening of the accelerator pedal; and update the target torque of the drive motor based on the incremental torque.

[0162] In some embodiments, optionally, the controller is configured to: when the all-terrain vehicle is detected to have entered the reversing mode, if the current driving speed of the all-terrain vehicle is greater than a preset speed threshold, then the target torque is determined as a preset torque; wherein the preset torque is determined based on the preset speed threshold.

[0163] In some embodiments, optionally, the operating component 4 further includes a steering wheel 44 and a second detection module 45, the second detection module 45 being used to detect the steering angle of the steering wheel 44; the controller 7 is configured to determine the correspondence between the opening of the brake pedal 42 and the target torque based on the steering angle when the all-terrain vehicle is detected to have entered the reversing mode.

[0164] This embodiment provides another all-terrain vehicle, including: a frame 1; a driver's seat 2 for the driver to sit or stand, the driver's seat 2 being mounted to the frame 1; a running wheel assembly 3 for supporting the frame 1, the running wheel assembly 3 including a front wheel assembly 31 and a rear wheel assembly 32; and an operating assembly 4 for the driver to operate to at least control the speed and direction of the all-terrain vehicle; wherein, the operating assembly 4 includes a gear selector 41, a brake pedal 42, and a first detection module 43 for detecting the opening degree of the brake pedal 42, the gear selector 41 being configured for the driver to operate to select one of a plurality of gears. The vehicle has multiple gears, including at least forward, reverse, and neutral; a drive system 5 for driving the wheel assembly 3, the drive system 5 including a drive motor and a feedback module for obtaining the speed of the drive motor; a power supply assembly 6 including an energy storage device to provide power to at least the drive system 5; and a controller 7 electrically connected to the drive system 5 and the operating assembly 4. The controller 7 is configured to determine whether the all-terrain vehicle has entered a parking mode based on the speed of the drive motor and the opening of the brake pedal 42 when it detects that the gear selector 41 is not in neutral.

[0165] The parking mode is primarily designed to address the issue of vehicles rolling backward after being parked on a slope. Specifically, when the vehicle is detected to be in a non-neutral position, the drive motor speed is close to zero, and the brake pedal is released (i.e., the brake pedal opening is zero), the all-terrain vehicle is controlled to enter parking mode; otherwise, it does not enter parking mode. At this point, the vehicle has already stopped or is close to stopping, and the driver is switching pedals from the brake to the accelerator. Entering parking mode keeps the vehicle stationary during this pedal shift.

[0166] In some embodiments, optionally, the controller is configured to: if it detects that the rotational speed of the travel motor is less than a preset reference speed and the opening of the brake pedal is zero, then determine that the all-terrain vehicle enters the parking mode.

[0167] The preset reference speed can refer to a pre-set reference value for the travel motor speed, and the preset reference speed is approximately zero. Optionally, the preset reference speed is zero.

[0168] In some embodiments, the controller is optionally configured to set the target speed of the drive motor to zero if the all-terrain vehicle is detected to have entered a parking mode.

[0169] The target speed can refer to the output speed of the walking motor.

[0170] In some embodiments, the walking motor may optionally include a first walking motor 51 and a second walking motor 52.

[0171] In some embodiments, optionally, the first travel motor 51 is used to drive the front wheel assembly 31, and the second travel motor 52 is used to drive the rear wheel assembly 32.

[0172] In some embodiments, optionally, the controller is configured to: determine the required torque based on the state of the operating components after the all-terrain vehicle enters the parking mode; if the required torque is greater than the parking torque, exit the parking mode; wherein, the parking torque is the torque of the all-terrain vehicle in the parking mode.

[0173] Specifically, when the all-terrain vehicle enters parking mode, the required torque can be determined in real time based on the status of the operating components. The specific implementation method can be found in the description above. If the detected required torque is greater than the parking torque, it indicates a vehicle starting requirement, and the vehicle needs to exit parking mode.

[0174] In some embodiments, the controller is optionally configured to exit the parking mode if it detects that the opening of the brake pedal is zero for a preset duration after the all-terrain vehicle enters the parking mode.

[0175] The preset duration can refer to another pre-set time length, which can be used to allow the driver time to switch pedals. For example, the preset duration can be set to 10 seconds. Specifically, when the all-terrain vehicle enters parking mode, if the brake pedal opening is detected to be zero within the preset duration, it indicates that the brake pedal release time is too long. In this case, in order to prevent damage to the drive motor due to prolonged stalling, it is necessary to exit parking mode.

[0176] In some embodiments, optionally, the controller is configured to exit the parking mode if it detects that the gear shift is in neutral after the all-terrain vehicle enters the parking mode.

[0177] Specifically, when the gear selector is detected to have switched from non-neutral to neutral, the parking mode is exited.

[0178] Referring to Figure 9, another control method for an all-terrain vehicle provided in this embodiment includes the following steps:

[0179] S210. When the gear selector is not in neutral, determine whether the all-terrain vehicle has entered parking mode based on the speed of the travel motor and the opening of the brake pedal.

[0180] The all-terrain vehicle includes a drive motor and an operating component. The operating component includes a gear selector, a brake pedal, and a first detection module for detecting the opening of the brake pedal. The gear selector is configured for the driver to operate to select one of a plurality of gears, which include at least forward, reverse, and neutral.

[0181] S220. If the all-terrain vehicle enters parking mode, the target speed of the drive motor will be set to zero.

[0182] In some embodiments, optionally, determining whether the all-terrain vehicle has entered a parking mode based on the rotational speed of the travel motor and the opening of the brake pedal includes: if the rotational speed of the travel motor is less than a preset reference speed and the opening of the brake pedal is zero, then determining that the all-terrain vehicle has entered a parking mode.

[0183] In some embodiments, the walking motor may optionally include a first walking motor 51 and a second walking motor 52.

[0184] In some embodiments, optionally, a first travel motor 51 is used to drive the front wheel assembly 31 of the all-terrain vehicle, and a second travel motor 52 is used to drive the rear wheel assembly 32 of the all-terrain vehicle.

[0185] In some embodiments, the method may optionally further include: when the all-terrain vehicle enters the parking mode, determining the required torque based on the state of the operating components; if the required torque is greater than the parking torque, exiting the parking mode; wherein, the parking torque is the torque of the all-terrain vehicle in the parking mode.

[0186] In some embodiments, the method may optionally further include: when the all-terrain vehicle enters the parking mode, if it is detected that the opening of the brake pedal is zero for a preset duration, then exit the parking mode.

[0187] In some embodiments, the method may optionally further include: when the all-terrain vehicle enters the parking mode, if the gear shift is detected to be in neutral, then exiting the parking mode.

[0188] The control method for all-terrain vehicles provided in this application can quickly and accurately determine whether the all-terrain vehicle has entered the parking mode, and set the target speed of the walking motor to zero in the parking mode, so as to better deal with the problem of the vehicle rolling backward after parking on the slope, which helps to improve the safety of vehicle driving.

[0189] The foregoing has shown and described the basic principles, main features, and advantages of this application. Those skilled in the art should understand that the above embodiments do not limit this application in any way, and all technical solutions obtained by equivalent substitution or equivalent transformation fall within the protection scope of this application.

Claims

An all-terrain vehicle, wherein, include: Frame; A driver's seat, for the driver to sit or stand, is mounted to the vehicle frame; A wheel assembly for supporting the vehicle frame, the wheel assembly including a front wheel assembly and a rear wheel assembly; Operating components are provided for the driver to operate in order to at least control the speed and direction of the all-terrain vehicle; A drive system is provided for driving the walking wheel assembly. The drive system includes a first walking motor and a second walking motor, wherein the first walking motor is used to drive the front wheel assembly and the second walking motor is used to drive the rear wheel assembly. The drive system also includes a first feedback module and a second feedback module, wherein the first feedback module is configured to acquire the rotational speed of the first walking motor and the second feedback module is configured to acquire the rotational speed of the second walking motor. A power supply assembly, including an energy storage device, provides power to at least the drive system; A controller, electrically connected to the drive system and the operating components, includes a torque distribution unit and a torque adjustment unit. The torque distribution unit is configured to allocate a first target torque to the first travel motor and a second target torque to the second travel motor, based at least on the state of the operating components and the speed of the all-terrain vehicle. The torque adjustment unit is configured to reduce the target torque of the target travel motor corresponding to the target travel wheel set when slippage is detected, and to dynamically adjust the target torque based on the speed difference between the first and second travel motors. The target travel wheel set is either the front wheel assembly or the rear wheel assembly, the target travel motor is either the first or the second travel motor, and the target torque is either the first or the second target torque. The all-terrain vehicle according to claim 1, wherein, The torque adjustment unit is configured as follows: If the speed difference between the first walking motor and the second walking motor is detected to be greater than a first threshold, it is determined that the front wheel assembly has slipped. If the speed difference between the first walking motor and the second walking motor is detected to be less than the second threshold, it is determined that the rear wheel assembly is slipping. Wherein, the first threshold is greater than zero, and the second threshold is less than zero. The all-terrain vehicle according to claim 1, wherein, The torque adjustment unit is configured as follows: If slippage of the front wheel assembly is detected, the first target torque is reduced by a first ratio, and the first target torque is dynamically adjusted according to the speed difference between the first travel motor and the second travel motor. The all-terrain vehicle according to claim 1, wherein, The torque adjustment unit is configured as follows: If slippage of the rear wheel assembly is detected, the second target torque is reduced according to the second ratio, and the second target torque is dynamically adjusted according to the speed difference between the first travel motor and the second travel motor. The all-terrain vehicle according to claim 1, wherein, The torque adjustment unit is configured as follows: When slippage of the target walking wheel set is detected, the target torque of the target walking motor corresponding to the target walking wheel set is reduced according to a preset ratio; Whether the target walking wheel set slips is determined based on the speed difference between the first walking motor and the second walking motor; If slippage does not occur, the target torque is increased according to the preset method, and during the process of increasing the target torque, it is determined whether the target walking wheel set slips again based on the speed difference between the first walking motor and the second walking motor; If slippage occurs again, the target torque is updated to half the sum of the target torque at the time of slippage and the reduced target torque at the time of the previous slippage, and the above process of determining whether the target travel wheel set has slipped is repeated until the absolute value of the speed difference between the first travel motor and the second travel motor is reduced to the third threshold. The all-terrain vehicle according to claim 1, wherein, The torque adjustment unit is configured as follows: When slippage of the target walking wheel set is detected, the target torque of the target walking motor corresponding to the target walking wheel set is reduced according to a preset ratio; The target torque is proportional-integral adjustment based on the speed difference between the first and second travel motors, so that the absolute value of the speed difference is reduced to a third threshold. The all-terrain vehicle according to claim 1, wherein, The drive system further includes a first inverter and a second inverter, wherein the first inverter is used to drive the first walking motor and the second inverter is used to drive the second walking motor. The all-terrain vehicle according to claim 7, wherein, The all-terrain vehicle further includes a first controller and a second controller. The first controller is used to control the first inverter, and the second controller is used to control the second inverter. The controller is electrically connected to the first controller and the second controller, and the controller is used to distribute the first target torque to the first controller and the second target torque to the second controller. The all-terrain vehicle according to claim 1, wherein, The torque distribution unit is configured as follows: The required torque is determined based on the state of the operating components; The torque distribution coefficient is determined based on the required torque and the speed of the all-terrain vehicle to maximize the overall efficiency of the first and second travel motors. A control method for an all-terrain vehicle, wherein, The all-terrain vehicle includes at least a first motor for driving a first set of wheels and a second motor for driving a second set of wheels, and the method includes: Based on the current speed difference between the first and second travel motors, determine whether the all-terrain vehicle's travel wheel set is slipping; If so, the slipping wheel set is identified as the target wheel set, and the current torque of the target motor corresponding to the target wheel set is taken as the target torque; wherein, the target wheel set is the first wheel set or the second wheel set, and the target motor is the first motor or the second motor; The target torque is reduced according to a preset ratio, and the target torque is dynamically adjusted based on the speed difference between the first travel motor and the second travel motor. The method according to claim 10, wherein, The first set of wheels is a front wheel assembly, and the second set of wheels is a rear wheel assembly. The method according to claim 11, wherein, Determining whether the all-terrain vehicle's wheel set is slipping based on the current speed difference between the first and second travel motors includes: If the current speed difference between the first walking motor and the second walking motor is greater than a first threshold, then it is determined that the front wheel assembly is slipping. If the current speed difference between the first walking motor and the second walking motor is less than the second threshold, then it is determined that the rear wheel assembly is slipping. Wherein, the first threshold is greater than zero, and the second threshold is less than zero. The method according to claim 10, wherein, Dynamically adjusting the target torque based on the speed difference between the first and second travel motors includes: Whether the target walking wheel set slips is determined based on the speed difference between the first walking motor and the second walking motor; If slippage does not occur, the target torque is increased according to the preset method, and during the process of increasing the target torque, it is determined whether the target walking wheel set slips again based on the speed difference between the first walking motor and the second walking motor; If slippage occurs again, the target torque is updated to half the sum of the target torque at the time of slippage and the reduced target torque at the time of the previous slippage, and the above process of determining whether the target travel wheel set has slipped is repeated until the absolute value of the speed difference between the first travel motor and the second travel motor is reduced to the third threshold. The method according to claim 10, wherein, Dynamically adjusting the target torque based on the speed difference between the first and second travel motors includes: The target torque is proportional-integral adjustment based on the speed difference between the first and second travel motors, so that the absolute value of the speed difference is reduced to a third threshold. The method according to claim 10, wherein, The all-terrain vehicle further includes an operating component, which is operated by a driver to at least control the speed and direction of the all-terrain vehicle; the method further includes: The required torque is determined based on the state of the operating components; The torque distribution coefficient is determined based on the required torque and the speed of the all-terrain vehicle to maximize the overall efficiency of the first and second travel motors. The current torque of the first travel motor and the second travel motor is determined based on the torque distribution coefficient. An all-terrain vehicle, wherein, include: Frame; A driver's seat, for the driver to sit or stand, is mounted to the vehicle frame; A wheel assembly for supporting the vehicle frame, the wheel assembly including a front wheel assembly and a rear wheel assembly; An operating component is provided for the driver to operate in order to control at least the speed and direction of the all-terrain vehicle; wherein the operating component includes a gear selector, a brake pedal, and a first detection module; the gear selector is configured for the driver to operate in order to select one of a plurality of gears, the plurality of gears including at least forward, reverse, and neutral; the first detection module is used to detect the opening degree of the brake pedal; A drive system for driving the walking wheel set, the drive system including a walking motor; A power supply assembly, including an energy storage device, provides power to at least the drive system; A controller is electrically connected to the drive system and the operating components; wherein the controller is configured to determine the target torque of the travel motor based on the opening degree of the brake pedal when the all-terrain vehicle is detected to have entered reverse mode. The all-terrain vehicle according to claim 16, wherein, The controller is configured as follows: If the gear selector is detected to be in reverse gear, and the brake pedal opening is greater than a preset opening threshold, and the speed of the drive motor is less than a first speed threshold, then the all-terrain vehicle is determined to have entered reverse mode. The all-terrain vehicle according to claim 16, wherein, The operating components also include a steering wheel and a second detection module, the second detection module being used to detect the steering angle of the steering wheel; The controller is configured to determine the correspondence between the brake pedal opening and the target torque based on the steering angle when the all-terrain vehicle is detected to have entered reverse mode. The all-terrain vehicle according to any one of claims 16-18, wherein, The opening degree of the brake pedal is linearly negatively correlated with the target torque. The all-terrain vehicle according to claim 16, wherein, The controller is configured as follows: When the all-terrain vehicle is detected to have entered reverse mode, if the current speed of the all-terrain vehicle is greater than a preset speed threshold, the target torque is determined as a preset torque; wherein the preset torque is determined based on the preset speed threshold. The all-terrain vehicle according to claim 16, wherein, The operating components also include an accelerator pedal and a third detection module, the third detection module being used to detect the opening degree of the accelerator pedal; The controller is configured as follows: When the all-terrain vehicle is detected to have entered reverse mode, if the opening of the brake pedal is zero and the opening of the accelerator pedal is not zero, the incremental torque is determined based on the opening of the accelerator pedal. The target torque of the walking motor is updated based on the incremental torque. The all-terrain vehicle according to claim 21, wherein, The controller is configured as follows: If the rate of change of the accelerator pedal opening at the current moment is detected to be greater than a preset rate of change threshold, then it is determined that the all-terrain vehicle is in an abnormal reversing condition at the current moment, and the target torque of the previous moment is used as the target torque of the current moment. The all-terrain vehicle according to claim 21, wherein, The controller is configured as follows: If it is detected that the rotational speed of the walking motor is less than the second rotational speed threshold within a preset reference time period, and the opening of the brake pedal and the accelerator pedal are both zero, then it is determined that the all-terrain vehicle is in an abnormal reversing condition, and the target torque at the current moment is set to zero. An all-terrain vehicle, wherein, include: Frame; A driver's seat, for the driver to sit or stand, is mounted to the vehicle frame; A wheel assembly for supporting the vehicle frame, the wheel assembly including a front wheel assembly and a rear wheel assembly; An operating component is provided for the driver to operate in order to at least control the speed and direction of the all-terrain vehicle; wherein the operating component includes a gear selector, a brake pedal, an accelerator pedal, a first detection module, and a third detection module; the gear selector is configured for the driver to operate in order to select one of a plurality of gears, the plurality of gears including at least forward, reverse, and neutral; the first detection module is used to detect the opening degree of the brake pedal, and the third detection module is used to detect the opening degree of the accelerator pedal; A drive system for driving the walking wheel set, the drive system including a walking motor; A power supply assembly, including an energy storage device, provides power to at least the drive system; A controller is electrically connected to the drive system and the operating components; wherein the controller is configured to, when detecting that the all-terrain vehicle has entered a reversing mode, determine whether the all-terrain vehicle is in an abnormal reversing condition based at least on the opening of the brake pedal and / or the opening of the accelerator pedal, and limit the target torque of the travel motor when the all-terrain vehicle is in an abnormal reversing condition. The all-terrain vehicle according to claim 24, wherein, The controller is configured as follows: If the rate of change of the accelerator pedal opening at the current moment is detected to be greater than a preset rate of change threshold, then it is determined that the all-terrain vehicle is in an abnormal reversing condition at the current moment, and the target torque of the previous moment is used as the target torque of the current moment. The all-terrain vehicle according to claim 24, wherein, The controller is configured as follows: If it is detected that the rotational speed of the walking motor is less than the second rotational speed threshold within a preset reference time period, and the opening of the brake pedal and the accelerator pedal are both zero, then it is determined that the all-terrain vehicle is in an abnormal reversing condition, and the target torque at the current moment is set to zero. The all-terrain vehicle according to any one of claims 24-26, wherein, The controller is configured as follows: If the gear selector is detected to be in reverse gear, and the brake pedal opening is greater than a preset opening threshold, and the speed of the drive motor is less than a first speed threshold, then the all-terrain vehicle is determined to have entered reverse mode. The all-terrain vehicle according to claim 27, wherein, The controller is configured as follows: When the all-terrain vehicle is detected to have entered reverse mode, the target torque of the drive motor is determined based on the opening of the brake pedal. The all-terrain vehicle according to claim 28, wherein, The opening degree of the brake pedal is linearly negatively correlated with the target torque. The all-terrain vehicle according to claim 28, wherein, The controller is configured as follows: When the all-terrain vehicle is detected to have entered reverse mode, if the opening of the brake pedal is zero and the opening of the accelerator pedal is not zero, the incremental torque is determined based on the opening of the accelerator pedal. The target torque of the walking motor is updated based on the incremental torque. The all-terrain vehicle according to claim 28, wherein, The controller is configured as follows: When the all-terrain vehicle is detected to have entered reverse mode, if the current speed of the all-terrain vehicle is greater than a preset speed threshold, the target torque is determined as a preset torque; wherein the preset torque is determined based on the preset speed threshold. The all-terrain vehicle according to claim 27, wherein, The operating components also include a steering wheel and a second detection module, the second detection module being used to detect the steering angle of the steering wheel; the controller is configured to determine the correspondence between the opening of the brake pedal and the target torque based on the steering angle when the all-terrain vehicle is detected to have entered reverse mode. An all-terrain vehicle, wherein, include: Frame; A driver's seat, for the driver to sit or stand, is mounted to the vehicle frame; A wheel assembly for supporting the vehicle frame, the wheel assembly including a front wheel assembly and a rear wheel assembly; An operating component is provided for operation by the driver to control at least the speed and direction of the all-terrain vehicle; wherein the operating component includes a gear selector, a brake pedal, and a first detection module for detecting the opening of the brake pedal, the gear selector being configured for operation by the driver to select one of a plurality of gears, the plurality of gears including at least forward, reverse, and neutral. A drive system for driving the walking wheel set, the drive system including a walking motor and a feedback module for acquiring the rotational speed of the walking motor; A power supply assembly, including an energy storage device, provides power to at least the drive system; The controller is electrically connected to the drive system and the operating components; wherein the controller is configured to determine whether the all-terrain vehicle enters a parking mode based on the rotational speed of the travel motor and the opening of the brake pedal when it detects that the gear shifter is not in neutral. The all-terrain vehicle according to claim 33, wherein, The controller is configured as follows: If the rotational speed of the walking motor is detected to be less than the preset reference speed and the opening of the brake pedal is zero, then the all-terrain vehicle is determined to enter the parking mode. The all-terrain vehicle according to claim 34, wherein, The preset reference rotation speed is zero. The all-terrain vehicle according to any one of claims 33-35, wherein, The controller is configured as follows: If the all-terrain vehicle is detected to have entered parking mode, the target speed of the walking motor is set to zero. The all-terrain vehicle according to claim 33, wherein, The walking motor includes a first walking motor and a second walking motor. The all-terrain vehicle according to claim 37, wherein, The first travel motor is used to drive the front wheel assembly, and the second travel motor is used to drive the rear wheel assembly. The all-terrain vehicle according to claim 33, wherein, The controller is configured as follows: When the all-terrain vehicle enters the parking mode, the required torque is determined based on the status of the operating components; If the required torque is greater than the parking torque, then exit the parking mode; wherein, the parking torque is the torque of the all-terrain vehicle in the parking mode. The all-terrain vehicle according to claim 33, wherein, The controller is configured as follows: When the all-terrain vehicle enters the parking mode, if it is detected that the opening of the brake pedal is zero for a preset duration, it exits the parking mode. The all-terrain vehicle according to claim 33, wherein, The controller is configured as follows: When the all-terrain vehicle enters the parking mode, if the gear shift is detected to be in neutral, it exits the parking mode. A control method for an all-terrain vehicle, wherein, The all-terrain vehicle includes a drive motor and an operating assembly. The operating assembly includes a gear selector, a brake pedal, and a first detection module for detecting the opening degree of the brake pedal. The gear selector is configured for the driver to operate to select one of a plurality of gears, the plurality of gears including at least forward, reverse, and neutral. The method includes: When the gear selector is not in neutral, the system determines whether the all-terrain vehicle has entered parking mode based on the rotational speed of the travel motor and the opening of the brake pedal. If the all-terrain vehicle enters parking mode, the target speed of the walking motor is set to zero. The method according to claim 42, wherein, Determining whether the all-terrain vehicle enters parking mode based on the rotational speed of the drive motor and the opening of the brake pedal includes: If the rotational speed of the walking motor is less than the preset reference speed and the opening of the brake pedal is zero, then the all-terrain vehicle is determined to enter the parking mode. The method according to claim 42, wherein, The walking motor includes a first walking motor and a second walking motor. The method according to claim 44, wherein, The first drive motor is used to drive the front wheel assembly of the all-terrain vehicle, and the second drive motor is used to drive the rear wheel assembly of the all-terrain vehicle. The method according to any one of claims 42-45, wherein, The method further includes: When the all-terrain vehicle enters the parking mode, the required torque is determined based on the status of the operating components; If the required torque is greater than the parking torque, then exit the parking mode; wherein, the parking torque is the torque of the all-terrain vehicle in the parking mode. The method according to any one of claims 42-45, wherein, The method further includes: When the all-terrain vehicle enters the parking mode, if it is detected that the opening of the brake pedal is zero for a preset duration, it exits the parking mode. The method according to any one of claims 42-45, wherein, The method further includes: When the all-terrain vehicle enters the parking mode, if the gear shift is detected to be in neutral, it exits the parking mode.

Images