An anti-slip control method of transfer case, characterized in that it comprises: S10: calculating a target speed of a main driving shaft through the following formula: v m, target = max(v s, target, v min), wherein v m, target denotes the target speed of the main driving shaft, v s, target denotes the speed of the main driving shaft in response to the influence of the steering of a vehicle and the lateral deviation of a tire being considered, and v min denotes a minimum speed of the vehicle to avoid a wheel speed precision error and a jitter phenomenon of the vehicle under a starting low-speed driving condition; S20: determining an anti-slip control condition through the following mode: in response to determining that v m > v m, target (1+λ 1), and a time period t of keeping v m > v m, target (1+λ 1) is greater than or equal to a time period t 1, starting an anti-slip control, and t 1 is related to the acceleration of the main driving shaft, v m denotes an average value of the rotating speeds of two wheels at two ends of the main driving shaft, and λ 1 denotes a trigger threshold offset of an anti-slip control function under a trackslip condition; in an anti-slip control starting state, in response to determining that an engagement control torque T target of the transfer case of the vehicle is equal to 0, and the time period t of keeping T target = 0 is greater than or equal to a time period t 2, exiting the anti-slip control, and t 2 is a calibration value; S30: calculating the engagement control torque T target of the transfer case through the following formula: T target = K p △ v, m+ k l ∫ △ v, m, and k p and k l denote a corrected proportional integral control parameters obtained by correcting a control parameter factor b of the vehicle in an over-trackslip state and an under-trackslip state, △ v, m denotes a speed control deviation of the main driving shaft, and △ v, m = v m - v m, target. S10: calculating a target speed of a main driving shaft through the following formula: v m, target = max(v s, target, v min), wherein v m, target denotes the target speed of the main driving shaft, v s, target denotes the speed of the main driving shaft in response to the influence of the steering of a vehicle and the lateral deviation of a tire being considered, and v min denotes a minimum speed of the vehicle to avoid a wheel speed precision error and a jitter phenomenon of the vehicle under a starting low-speed driving condition; S20: determining an anti-slip control condition through the following mode: in response to determining that v m > v m, target (1+λ 1), and a time period t of keeping v m > v m, target (1+λ 1) is greater than or equal to a time period t 1, starting an anti-slip control, and t 1 is related to the acceleration of the main driving shaft, v m denotes an average value of the rotating speeds of two wheels at two ends of the main driving shaft, and λ 1 denotes a trigger threshold offset of an anti-slip control function under a trackslip condition; in an anti-slip control starting state, in response to determining that an engagement control torque T target of the transfer case of the vehicle is equal to 0, and the time period t of keeping T target = 0 is greater than or equal to a time period t 2, exiting the anti-slip control, and t 2 is a calibration value; S30: calculating the engagement control torque T target of the transfer case through the following formula: T target = K p △ v, m+ k l ∫ △ v, m, and k p and k l denote a corrected proportional integral control parameters obtained by correcting a control parameter factor b of the vehicle in an over-trackslip state and an under-trackslip state, △ v, m denotes a speed control deviation of the main driving shaft, and △ v, m = v m - v m, target.