Multi-mode switching control method and system for tracked vehicles based on lithium batteries

Abstract

This invention proposes a multi-mode switching control method and system for tracked vehicles based on lithium batteries, belonging to the field of vehicle control technology. The method includes: classifying the tracked vehicle's mode evolution according to the bias change trend value to obtain a pre-selected driving mode; normalizing and weighting the extreme values ​​of voltage drop and temperature rise rate at the individual cells in the lithium battery pack to obtain a power margin decay constant; comparing the power margin decay constant with the expected switching duration of the pre-selected driving mode to obtain a duration feasibility indicator; based on the duration feasibility indicator and the power margin decay constant, directional duration calibration of the left and right torque increments of the tracked vehicle to obtain a dual-side time scale increment; and applying dual-side asynchronous loading to the tracked vehicle based on the dual-side time scale increment to obtain the final output torque value. This invention can improve the efficiency of multi-mode switching control for tracked vehicles based on lithium batteries.

Description

Technical Field

[0001] This invention relates to the field of vehicle control technology, and in particular to a multi-mode switching control method and system for tracked vehicles based on lithium batteries. Background Technology

[0002] In existing technologies for multi-mode switching control of lithium-ion battery-powered tracked vehicles, the determination of the driving mode and the assessment of the lithium-ion battery's power supply capacity are typically handled separately. The driving mode switching decision is mainly based on the vehicle's driving state parameters for immediate response, while the power output capacity of the lithium-ion battery pack is only simply limited as a static threshold constraint. This separate architecture means that during mode switching, dynamic degradation characteristics of the lithium-ion battery, such as voltage drops and temperature rise rates, cannot be incorporated into the optimization of the switching strategy in real time. As a result, after the switching command is issued, the actual power margin that the lithium-ion battery can support is often severely mismatched with the expected switching time, leading to torque output oscillations or power supply protection interruptions during the switching process, ultimately causing the switching action to be delayed or fail.

[0003] Furthermore, existing solutions for coordinated control of independent drive torque on both sides of tracked vehicles lack a differentiated calibration mechanism for the timing of torque increment changes on both sides. When mode switching requires step changes in torque on both sides with different directions and amplitudes, traditional methods employ fixed slope or symmetrical increment strategies, failing to adapt the torque loading rates on the left and right sides separately based on the real-time power decay status of the lithium battery. This results in asynchronous phase misalignment of the drive motors on both sides during the switching window, exacerbating lateral swaying and ineffective energy dissipation. These shortcomings collectively manifest as poor smoothness and low effective completion rate in the mode switching process. Frequent switching failures repeatedly impact the lithium battery pack, accelerating its performance degradation. The overall control efficiency is insufficient to meet actual operational requirements. Therefore, improving the multi-mode switching control efficiency of lithium battery-based tracked vehicles has become an urgent problem to be solved. Summary of the Invention

[0004] This invention provides a multi-mode switching control method and system for tracked vehicles based on lithium batteries, in order to solve the problems mentioned in the background art.

[0005] To achieve the above objectives, the present invention provides a multi-mode switching control method for tracked vehicles based on lithium batteries, comprising:

[0006] S01. Based on the trend value of the deviation change of the tracked vehicle, classify the tracked vehicle into modes to obtain the pre-selected drive mode of the tracked vehicle.

[0007] S02. Normalize and weight the extreme values ​​of voltage drop and temperature rise rate at the individual cells in the lithium battery pack to obtain the power margin decay constant of the lithium battery pack.

[0008] S03. The power margin attenuation constant is compared with the expected switching duration of the pre-selected drive mode to obtain the duration feasibility indicator of the pre-selected drive mode.

[0009] S04. Based on the duration feasibility identifier and the power margin attenuation constant, directional duration calibration is performed on the left torque increment and right torque increment of the tracked vehicle to obtain the bilateral time increment of the tracked vehicle.

[0010] S05. Based on the dual-sided time scale increment, apply dual-sided asynchronous loading to the tracked vehicle to obtain the final value of the output torque of the tracked vehicle.

[0011] In a preferred embodiment, the bias change trend value includes:

[0012] The output torque parameters of the left drive wheel and the right drive wheel of the tracked vehicle are monitored in real time to obtain the real-time values ​​of the left drive torque and the right drive torque of the tracked vehicle.

[0013] The difference between the real-time left-drive torque value and the real-time right-drive torque value is calculated to obtain the real-time torque deviation value of the tracked vehicle.

[0014] The time-series differential derivative of the real-time torque bias value is used to obtain the bias change trend value of the tracked vehicle.

[0015] In a preferred embodiment, the step of performing mode evolution classification on the tracked vehicle to obtain the pre-selected drive mode of the tracked vehicle includes:

[0016] Within a preset sliding time window, the duration of the trend direction and the amplitude of the trend value of the deviation change are statistically analyzed.

[0017] Based on the statistical results, the evolution trend category of the tracked vehicle is determined;

[0018] Based on the aforementioned evolution trend category, the driving modes with mapping associations among the preset driving modes are selected as the pre-selected driving modes for the tracked vehicle.

[0019] In a preferred embodiment, the extreme voltage drop and extreme temperature rise rate at the individual cell terminals of the lithium battery pack include:

[0020] The voltage drop amplitude at each cell in the lithium battery pack is tracked point by point, and the extreme values ​​of the voltage drop amplitude are selected across the entire range to obtain the extreme values ​​of the voltage drop at each cell.

[0021] The surface temperature of the housing at each point of the unit is captured, and the temperature rise rate of the housing surface is obtained by time-series differential derivation.

[0022] Extreme point detection is performed on the heating rate to obtain the extreme value of the temperature rise rate at the monomer end.

[0023] In a preferred embodiment, the normalized weighted aggregation of the extreme voltage drop and extreme temperature rise rate at the individual cells in the lithium battery pack to obtain the power margin decay constant of the lithium battery pack includes:

[0024] The voltage drop extreme value and the temperature rise rate extreme value are converted by amplitude comparison to obtain the normalized drop amplitude and normalized temperature rise rate value.

[0025] Based on the normalized drop amplitude and the normalized heating rate, the power margin decay constant of the lithium battery pack is calculated, wherein the formula for calculating the power margin decay constant is:

[0026] ;

[0027] In the formula, The power margin attenuation constant is... The preset reference power margin time constant, For exponential function operators, The preset voltage drop sensitivity weighting coefficient, This represents the maximum permissible voltage drop of the lithium battery pack under its current state of charge. This refers to the extreme value of the voltage drop. The preset temperature rise rate sensitivity weighting coefficient, This represents the maximum permissible rate of temperature rise of the lithium battery pack's casing under the current heat dissipation conditions. This represents the extreme value of the temperature rise rate. This is the preset electrothermal synergistic deterioration coupling coefficient.

[0028] In a preferred embodiment, the step of comparing the power margin attenuation constant with the expected switching duration of the pre-selected drive mode to obtain a duration feasibility indicator of the pre-selected drive mode includes:

[0029] Extract the bilateral torque difference between the pre-selected driving mode and the current driving mode, wherein the bilateral torque difference includes the left torque increment and the right torque increment;

[0030] The difference in torque between the two sides is divided into progressive steps according to a preset single-step progressive torque increment.

[0031] Multiply the number of steps in the incremental ladder by the preset base response time to obtain the expected switching duration of the preselected driving mode.

[0032] The power margin attenuation constant is used as the upper limit of the available duration window to determine the window tolerance of the expected switching duration.

[0033] When the determination result is acceptable, the feasibility of switching the pre-selected driving mode is symbolically mapped to obtain the duration feasibility identifier of the pre-selected driving mode.

[0034] In a preferred embodiment, the step of performing directional duration calibration on the left and right torque increments of the tracked vehicle based on the duration feasibility identifier and the power margin decay constant, respectively, to obtain the bilateral time-scale increments of the tracked vehicle, includes:

[0035] Using the power margin decay constant as the upper limit of the total time window, the step size of the gradient step of the left torque increment is divided into equal time windows, and a step size sign is assigned to the left gradient step size after division to obtain the left time scale increment of the left torque increment.

[0036] Using the power margin decay constant as the upper limit of the total time window, the step size of the gradient step of the right torque increment is divided into equal time windows, and a step size sign is assigned to the right gradient step size after division to obtain the right time scale increment of the right torque increment.

[0037] The left-side time increment and the right-side time increment are merged in the same order on both sides to obtain the two-side time increment of the tracked vehicle.

[0038] In a preferred embodiment, the step of applying bilateral asynchronous loading to the tracked vehicle based on the bilateral time scale increments to obtain the final value of the tracked vehicle's output torque includes:

[0039] Based on the dual-side time scale increment, torque setpoints are applied to the dual-side drive motors of the tracked vehicle step by step until the real-time output torque of the dual-side drive motors reaches the target torque value of the pre-selected drive mode.

[0040] The dual-side loading curves of the dual-side drive motors are used as the asynchronous loading torque trajectory.

[0041] The deviation between the final amplitude of the asynchronous loading torque trajectory and the target torque value is zeroed out;

[0042] The compensation result is used as the final value of the output torque of the tracked vehicle.

[0043] In a preferred embodiment, the step of zeroing out the deviation between the final amplitude of the asynchronously loaded torque trajectory and the target torque value includes:

[0044] Extract the difference between the final amplitude of the asynchronous loading torque trajectory and the target torque value;

[0045] The sign polarity of the difference is determined to obtain the polarity of the end deviation of the asynchronous loading torque trajectory;

[0046] Based on the polarity of the end deviation, the opposite of the difference is applied as a reverse correction amount to the end amplitude of the asynchronous loading torque trajectory to obtain the zero-compensation correction value of the asynchronous loading torque trajectory.

[0047] To address the above problems, the present invention also provides a multi-mode switching control system for tracked vehicles based on lithium batteries, the system comprising:

[0048] The pattern prediction and classification module is used to classify the tracked vehicle according to the trend value of the bias change of the tracked vehicle, and obtain the pre-selected driving mode of the tracked vehicle.

[0049] The power margin assessment module is used to normalize and weight the extreme values ​​of voltage drop and temperature rise rate at the individual cells in the lithium battery pack to obtain the power margin decay constant of the lithium battery pack.

[0050] The duration feasibility determination module is used to compare the power margin attenuation constant with the expected switching duration of the pre-selected drive mode to obtain the duration feasibility identifier of the pre-selected drive mode.

[0051] The directional duration calibration module is used to perform directional duration calibration on the left torque increment and right torque increment of the tracked vehicle based on the duration feasibility identifier and the power margin attenuation constant, respectively, to obtain the bilateral duration increment of the tracked vehicle.

[0052] The dual-sided asynchronous loading module is used to perform dual-sided asynchronous loading on the tracked vehicle based on the dual-sided time scale increments to obtain the final value of the output torque of the tracked vehicle.

[0053] Compared with the prior art, the present invention has the following beneficial effects:

[0054] 1. This invention uses the trend of bias changes in tracked vehicles as the basis for classifying mode evolution, pre-selecting the drive mode. Simultaneously, it normalizes and weights the extreme values ​​of voltage drop and temperature rise rates at individual lithium battery cells, constructing a power margin decay constant that reflects the real-time power output capability of the lithium battery. Using this decay constant as the upper limit of the available duration window, it determines the time window tolerance for the expected switching duration of the pre-selected drive mode, ensuring that the mode switching decision completes an adaptive verification of the dynamic power supply capability of the lithium battery before initiation. Only pre-selected drive modes confirmed by the duration feasibility indicator can proceed to the subsequent execution stage, thereby avoiding switching interruptions or oscillations caused by insufficient power support from the source, significantly improving the effective execution rate and first-time success rate of the mode switching process.

[0055] 2. This invention, based on duration feasibility identification and power margin decay constant, performs directional duration calibration on the left and right torque increments of a tracked vehicle, enabling each side to obtain independent time-scale increments adapted to the current lithium battery power state, thereby performing asynchronous loading on both sides. This mechanism allows the left and right drive motors to gradually approach the target torque according to their respective calibrated incremental step sizes and timing windows, and performs zero-compensation on the deviation between the asynchronous loading torque trajectory and the target value at the end of loading. Dual-side torque loading is no longer constrained by a fixed incremental slope, but dynamically adjusts its loading rhythm according to the lithium battery power margin, effectively suppressing torque overshoot and phase misalignment during loading, ensuring the smoothness of the vehicle's driving posture, and reducing energy waste caused by ineffective loading. Ultimately, this achieves refined utilization of lithium battery power resources and extends effective operating time. Attached Figure Description

[0056] Figure 1 This is a flowchart illustrating a multi-mode switching control method for a tracked vehicle based on a lithium battery, provided in an embodiment of the present invention.

[0057] Figure 2 A functional block diagram of a lithium battery-based multi-mode switching control system for tracked vehicles provided in an embodiment of the present invention;

[0058] The realization of the objective, functional features and advantages of the present invention will be further explained in conjunction with the embodiments and with reference to the accompanying drawings. Detailed Implementation

[0059] It should be understood that the specific embodiments described herein are merely illustrative of the invention and are not intended to limit the invention.

[0060] This application provides a multi-mode switching control method for tracked vehicles based on lithium batteries. The executing entity of the multi-mode switching control method for tracked vehicles based on lithium batteries includes, but is not limited to, at least one of the following electronic devices that can be configured to execute the method provided in this application: a server, a terminal, etc. In other words, the multi-mode switching control method for tracked vehicles based on lithium batteries can be executed by software or hardware installed on a terminal device or a server device. The server includes, but is not limited to, a single server, a server cluster, a cloud server, or a cloud server cluster. The server can be an independent server or a cloud server that provides basic cloud computing services such as cloud services, cloud databases, cloud computing, cloud functions, cloud storage, network services, cloud communication, middleware services, domain name services, security services, content delivery networks (CDNs), and big data and artificial intelligence platforms.

[0061] Reference Figure 1 The diagram shown is a flowchart illustrating a multi-mode switching control method for tracked vehicles based on lithium batteries, according to an embodiment of the present invention. In this embodiment, the multi-mode switching control method for tracked vehicles based on lithium batteries includes:

[0062] S01. Based on the trend value of the deviation change of the tracked vehicle, classify the tracked vehicle into modes to obtain the pre-selected drive mode of the tracked vehicle.

[0063] In this embodiment of the invention, the bias change trend value includes:

[0064] The output torque parameters of the left drive wheel and the right drive wheel of the tracked vehicle are monitored in real time to obtain the real-time values ​​of the left drive torque and the right drive torque of the tracked vehicle.

[0065] The difference between the real-time left-drive torque value and the real-time right-drive torque value is calculated to obtain the real-time torque deviation value of the tracked vehicle.

[0066] The time-series differential derivative of the real-time torque bias value is used to obtain the bias change trend value of the tracked vehicle.

[0067] The process of classifying the tracked vehicle into modes to obtain the pre-selected drive modes of the tracked vehicle includes:

[0068] Within a preset sliding time window, the duration of the trend direction and the amplitude of the trend value of the deviation change are statistically analyzed.

[0069] Based on the statistical results, the evolution trend category of the tracked vehicle is determined;

[0070] Based on the aforementioned evolution trend category, the driving modes with mapping associations among the preset driving modes are selected as the pre-selected driving modes for the tracked vehicle.

[0071] The output torque parameter of the left drive wheel of the tracked vehicle is monitored in real time to obtain the real-time value of the left drive torque. Simultaneously, the output torque parameter of the right drive wheel is monitored to obtain the real-time value of the right drive torque. The difference between the real-time values ​​of the left and right drives is calculated, i.e., the real-time value of the left drive torque is subtracted from the real-time value of the right drive torque to obtain the real-time value of the torque deviation. The real-time value of the torque deviation is then differentiated using time-series difference calculation. Specifically, the difference between the current real-time value of the torque deviation and the previous real-time value is taken, and the time interval between the two values ​​is divided to obtain the deviation change trend value at that moment. This operation is repeated time-by-time to obtain continuous deviation change trend values.

[0072] Using the current moment as the end point of the window, a sequence of historical bias change trend values ​​is extracted within a preset sliding time window. The sign of each bias change trend value within the window is checked one by one, and the position of the sign change is recorded. At the same time, the magnitude of the bias change trend value at each moment is checked, and the highest and lowest points of the magnitude are recorded. The sign presented at the end point of the window is taken as the trend direction, the time from the last sign change moment to the end point of the window is taken as the duration of the trend direction, and the difference between the highest and lowest points of the magnitude is taken as the trend amplitude oscillation amplitude.

[0073] Based on the combination of two statistical results, namely the duration of trend direction and the oscillation amplitude of trend value, the evolution trend category to which the current tracked vehicle belongs is determined from multiple preset evolution trend categories. This determination is accomplished by combining and matching the intervals in which the duration of trend direction and the oscillation amplitude of trend value each fall. Each combination of the duration of trend direction and the oscillation amplitude of trend value uniquely corresponds to an evolution trend category.

[0074] Multiple drive modes are pre-stored in the control device of the tracked vehicle. Each drive mode specifies the target torque value to be achieved by the left and right drive wheels. Simultaneously, a mapping relationship between evolution trend categories and drive modes is stored, with each evolution trend category having a mapping relationship with only one drive mode. Based on the determined evolution trend category, this mapping relationship is searched, and the drive mode with the mapping relationship for that evolution trend category is selected as the pre-selected drive mode for the tracked vehicle.

[0075] The beneficial effects include the ability to continuously capture asymmetrical torque changes in the vehicle's operating state by real-time monitoring of the output torque of the left and right drive wheels and calculating the difference and differential values, providing a direct basis for mode determination. Statistical analysis of the sign and amplitude of the bias change trend value using a slip time window ensures that both trend direction and oscillation amplitude are considered simultaneously, avoiding the uncertainty caused by relying solely on instantaneous values. This guarantees that the evolution trend classification result conforms to the steady-state trend in actual driving. Based on the determination result, pre-stored mapping relationships are directly indexed, allowing the pre-selected drive mode to be locked in advance before the switching action occurs, eliminating the trial-and-error stage in the switching decision, thereby shortening the preparation time for mode switching and reducing the frequency of repeated adjustments due to mode misjudgment.

[0076] S02. Normalize and weight the extreme values ​​of voltage drop and temperature rise rate at the individual cells in the lithium battery pack to obtain the power margin decay constant of the lithium battery pack.

[0077] In this embodiment of the invention, the extreme values ​​of voltage drop and temperature rise rate at the individual cell terminals of the lithium battery pack include:

[0078] The voltage drop amplitude at each cell in the lithium battery pack is tracked point by point, and the extreme values ​​of the voltage drop amplitude are selected across the entire range to obtain the extreme values ​​of the voltage drop at each cell.

[0079] The surface temperature of the housing at each point of the unit is captured, and the temperature rise rate of the housing surface is obtained by time-series differential derivation.

[0080] Extreme point detection is performed on the heating rate to obtain the extreme value of the temperature rise rate at the monomer end.

[0081] The normalized weighted aggregation of the extreme voltage drop and extreme temperature rise rate at the individual cells in the lithium battery pack yields the power margin decay constant of the lithium battery pack, including:

[0082] The voltage drop extreme value and the temperature rise rate extreme value are converted by amplitude comparison to obtain the normalized drop amplitude and normalized temperature rise rate value.

[0083] Based on the normalized drop amplitude and the normalized heating rate, the power margin decay constant of the lithium battery pack is calculated, wherein the formula for calculating the power margin decay constant is:

[0084] ;

[0085] In the formula, The power margin attenuation constant is... The preset reference power margin time constant, For exponential function operators, The preset voltage drop sensitivity weighting coefficient, This represents the maximum permissible voltage drop of the lithium battery pack under its current state of charge. This refers to the extreme value of the voltage drop. The preset temperature rise rate sensitivity weighting coefficient, This represents the maximum permissible rate of temperature rise of the lithium battery pack's casing under the current heat dissipation conditions. This represents the extreme value of the temperature rise rate. This is the preset electrothermal synergistic deterioration coupling coefficient.

[0086] The voltage drop amplitude of each cell in the lithium battery pack during the discharge process is tracked point by point. The voltage drop amplitude at each time point is recorded. Among all the recorded voltage drop amplitudes, the value with the largest amplitude is taken as the extreme value of voltage drop at the cell terminal.

[0087] The surface temperature of each cell casing in the lithium battery pack is captured point by point. The surface temperature of the casing at each time point is recorded. The difference between the surface temperature of the casing at the current time and the surface temperature of the casing at the previous time is calculated. The difference is divided by the time interval between the previous time and the current time to obtain the heating rate of the surface temperature of the casing at the current time. This operation is repeated time by time to obtain a continuous heating rate.

[0088] Of all the heating rates obtained, the one with the largest value is taken as the extreme value of the temperature rise rate at the single-unit end.

[0089] The voltage drop extreme value is compared with the preset voltage drop reference value. Specifically, the voltage drop extreme value is divided by the voltage drop reference value, and the result is used as the normalized drop amplitude. At the same time, the temperature rise rate extreme value is compared with the preset temperature rise rate reference value. Specifically, the temperature rise rate extreme value is divided by the temperature rise rate reference value, and the result is used as the normalized temperature rise rate value.

[0090] For each combination of normalized dropout amplitude and normalized temperature rise rate, a corresponding power margin decay constant is pre-defined, establishing a correspondence between the combinations of normalized dropout amplitude and normalized temperature rise rate and the power margin decay constant. Based on the obtained normalized dropout amplitude and normalized temperature rise rate, the power margin decay constant that matches the combination in the correspondence is found, and this value is used as the power margin decay constant of the lithium battery pack.

[0091] The reference power margin time constant is a pre-set fixed value, directly stored in the tracked vehicle's control device. The voltage drop extreme value is obtained by tracking the voltage drop amplitude of each cell in the lithium battery pack point-by-point during discharge and taking the maximum value across the entire range. The temperature rise rate extreme value is obtained by capturing the surface temperature of each cell's casing point-by-point, performing time-series difference on the temperature sequence, and taking the maximum value. The maximum permissible terminal voltage drop amplitude depends on the current state of charge (SOC). The control device pre-stores the correspondence between SOC and the maximum permissible terminal voltage drop amplitude, and retrieves this correspondence based on the real-time monitored SOC to obtain the current value. The maximum permissible casing temperature rise rate depends on the current heat dissipation conditions. The control device pre-stores the correspondence between heat dissipation condition parameters and the maximum permissible casing temperature rise rate, and retrieves this correspondence based on the real-time monitored heat dissipation condition parameters to obtain the current value. The voltage drop sensitivity weighting coefficient, temperature rise rate sensitivity weighting coefficient, and electrothermal co-deterioration coupling coefficient are all pre-set fixed values, directly stored in the tracked vehicle's control device.

[0092] This formula aggregates the ratios of the extreme voltage drop to the maximum permissible terminal voltage drop, the extreme temperature rise rate to the maximum permissible casing temperature rise rate, and the product of the two ratios, assigning different weights to each. The aggregated result is then scaled using an exponential function to the reference power margin time constant, resulting in the power margin decay constant. The ratio of the extreme voltage drop to the maximum permissible terminal voltage drop reflects the degree of voltage drop relative to the permissible limit; the ratio of the extreme temperature rise rate to the maximum permissible casing temperature rise rate reflects the degree of temperature rise rate relative to the permissible limit; and the product of the two ratios reflects the degree of synergistic deterioration when voltage drop and temperature rise rate occur simultaneously. After the reference power margin time constant is exponentially scaled by the aggregated result, its value decreases at an accelerated rate as the aggregated result increases. The final output power margin decay constant characterizes the upper limit of the time window during which the current lithium battery pack can support power output.

[0093] When the extreme voltage drop relative to the maximum permissible terminal voltage drop increases, the corresponding ratio term in the formula increases, the aggregation result increases accordingly, and the output value of the power margin decay constant decreases. When the extreme temperature rise rate relative to the maximum permissible casing temperature rise rate increases, the corresponding ratio term increases, the aggregation result increases accordingly, and the output value of the power margin decay constant decreases. When both the extreme voltage drop and the extreme temperature rise rate increase simultaneously, the product term of the two ratios increases. This product term contributes an additional increment to the aggregation result, making the increase in the aggregation result greater than the increase when either ratio increases alone. The output value of the power margin decay constant decreases at a faster rate. Therefore, the power margin decay constant output by this formula always decreases monotonically with the increase in the degree of voltage drop or temperature rise rate, and the rate of decrease when both are increased simultaneously is higher than the rate of decrease when either factor acts alone.

[0094] The beneficial effects are as follows: by tracking the voltage drop amplitude of each cell in the lithium battery pack point-by-point throughout the discharge process and taking the extreme value, the worst voltage state of the battery during discharge is fully considered, avoiding state omissions caused by relying solely on instantaneous sampling values. By capturing the surface temperature of the casing point-by-point and performing time-series differential to obtain the temperature rise rate before taking the extreme value, the most prominent thermal behavior of the battery during discharge is accurately obtained, providing a complete temperature dimension basis for subsequent power determination. By comparing the extreme values ​​of voltage drop and temperature rise rate with their respective reference values, the two different physical quantities are converted to a unified amplitude scale. Based on this, the power margin decay constant is directly obtained by looking up the pre-established correspondence, so that the current power support capability of the battery is output in a clear numerical form, ensuring that the dependence of subsequent switching control on the battery state has an executable basis.

[0095] S03. The power margin attenuation constant is compared with the expected switching duration of the pre-selected drive mode to obtain the duration feasibility indicator of the pre-selected drive mode.

[0096] In this embodiment of the invention, the step of comparing the power margin attenuation constant with the expected switching duration of the pre-selected drive mode to obtain a duration feasibility indicator of the pre-selected drive mode includes:

[0097] Extract the bilateral torque difference between the pre-selected driving mode and the current driving mode, wherein the bilateral torque difference includes the left torque increment and the right torque increment;

[0098] The difference in torque between the two sides is divided into progressive steps according to a preset single-step progressive torque increment.

[0099] Multiply the number of steps in the incremental ladder by the preset base response time to obtain the expected switching duration of the preselected driving mode.

[0100] The power margin attenuation constant is used as the upper limit of the available duration window to determine the window tolerance of the expected switching duration.

[0101] When the determination result is acceptable, the feasibility of switching the pre-selected driving mode is symbolically mapped to obtain the duration feasibility identifier of the pre-selected driving mode.

[0102] Extract the target torque values ​​for the left and right drive wheels specified in the pre-selected drive mode. Simultaneously extract the target torque values ​​for the left and right drive wheels specified in the current drive mode. Subtract the left target torque value of the current drive mode from the left target torque value of the pre-selected drive mode to obtain the left torque increment. Subtract the right target torque value of the current drive mode from the right target torque value of the pre-selected drive mode to obtain the right torque increment. The left torque increment and the right torque increment together constitute the torque difference between the two sides.

[0103] The preset single-step variable torque increment is a fixed torque change, directly stored in the tracked vehicle's control device. This single-step variable torque increment specifies the allowable torque change for each variable action. Dividing the left torque increment by the single-step variable torque increment yields the left variable step number, and dividing the right torque increment by the single-step variable torque increment yields the right variable step number, with both numbers rounded up. The maximum value between the left and right variable step numbers is used as the total variable step number shared by both sides, or the left variable step number can be used as the left variable step number and the right variable step number as the right variable step number, and the two methods can be used separately.

[0104] The preset base response time is a fixed time value stored directly in the control device of the tracked vehicle. This base response time specifies the time required to complete one level of gradient steps. The total number of gradient steps is multiplied by the base response time, that is, the total number of gradient steps is repeatedly added to the base response time. The result is used as the expected switching duration of the pre-selected drive mode.

[0105] The power margin attenuation constant is used as the upper limit of the available duration window. The value of the power margin attenuation constant is read, along with the value of the expected switching duration. The expected switching duration is compared with the value of the power margin attenuation constant. If the expected switching duration is less than or equal to the value of the power margin attenuation constant, the time window corresponding to the current power margin attenuation constant is determined to be able to accommodate the expected switching duration, and the result is "accommodative." If the expected switching duration is greater than the value of the power margin attenuation constant, the result is "incompatible."

[0106] When the determination result is that it can be accommodated, a symbolic marker indicating that the switching is feasible is assigned to the pre-selected driving mode as a duration feasibility identifier. When the determination result is that it cannot be accommodated, another symbolic marker indicating that the switching is not feasible is assigned to the pre-selected driving mode as a duration feasibility identifier. The assigned symbolic marker is output as the final duration feasibility identifier.

[0107] The beneficial effect is that by extracting the target torque values ​​on the left and right sides of the pre-selected drive mode and the current drive mode respectively and subtracting them, the amount of torque that needs to be changed on both sides is independently and clearly obtained, providing a numerical basis for subsequent differential changes on both sides. Dividing the torque difference between the two sides by the single-step torque increment and rounding up yields the number of steps in the change ladder, transforming any torque change into a discrete number of steps, thus converting an uncertain continuous change process into a deterministic step-by-step execution flow. Multiplying the total number of change ladder steps by the basic response time yields the expected switching duration, allowing the time consumption of the switching process to be quantified before execution. By directly comparing the expected switching duration with the power margin decay constant and assigning a symbol based on the comparison result, the switching feasibility is output in a clearly marked form. Subsequent control processes can directly decide whether to execute the switch based on this symbol, without needing to repeatedly evaluate the relationship between battery state and time consumption.

[0108] S04. Based on the duration feasibility identifier and the power margin attenuation constant, directional duration calibration is performed on the left torque increment and right torque increment of the tracked vehicle to obtain the bilateral time increment of the tracked vehicle.

[0109] In this embodiment of the invention, the step of performing directional duration calibration on the left and right torque increments of the tracked vehicle based on the duration feasibility identifier and the power margin decay constant, respectively, to obtain the bilateral time increments of the tracked vehicle, includes:

[0110] Using the power margin decay constant as the upper limit of the total time window, the step size of the gradient step of the left torque increment is divided into equal time windows, and a step size sign is assigned to the left gradient step size after division to obtain the left time scale increment of the left torque increment.

[0111] Using the power margin decay constant as the upper limit of the total time window, the step size of the gradient step of the right torque increment is divided into equal time windows, and a step size sign is assigned to the right gradient step size after division to obtain the right time scale increment of the right torque increment.

[0112] The left-side time increment and the right-side time increment are merged in the same order on both sides to obtain the two-side time increment of the tracked vehicle.

[0113] Read the duration feasibility flag. If the duration feasibility flag indicates that switching is feasible, continue to execute the subsequent steps. If the duration feasibility flag indicates that switching is not feasible, terminate the subsequent steps and maintain the current driving mode.

[0114] Using the power margin decay constant as the upper limit of the total time window, the time value represented by the power margin decay constant is read and taken as the total time length that can be occupied for the entire switching process. The number of gradient steps of the left-side torque increment is extracted, and the total time length is divided equally according to the number of gradient steps on the left side, i.e., the total time length is divided by the number of gradient steps on the left side to obtain the time window length corresponding to each gradient step. The left-side torque increment is also divided equally according to the number of gradient steps on the left side, i.e., the left-side torque increment is divided by the number of gradient steps on the left side to obtain the torque step size corresponding to each gradient step. Following the time sequence from the first gradient step to the last gradient step, a step size sign is assigned to the torque step size of each gradient step. This step size sign is copied from the original sign of the left-side torque increment; if the left-side torque increment is positive, the step size sign is positive; if the left-side torque increment is negative, the step size sign is negative. The torque step size of each progressive step and its corresponding time window length together constitute the left time scale component of that progressive step. The left time scale components of all progressive steps are arranged in chronological order to form the left time scale increment of the left torque increment.

[0115] Using the power margin decay constant as the upper limit of the total time window, the time value represented by the power margin decay constant is read and taken as the total time length that can be occupied for the entire switching process. The number of gradient steps of the right-side torque increment is extracted, and the total time length is divided equally according to the number of gradient steps on the right side, i.e., the total time length is divided by the number of gradient steps on the right side to obtain the time window length corresponding to each gradient step. The right-side torque increment is also divided equally according to the number of gradient steps on the right side, i.e., the right-side torque increment is divided by the number of gradient steps on the right side to obtain the torque step size corresponding to each gradient step. Following the time sequence from the first gradient step to the last gradient step, a step size sign is assigned to the torque step size of each gradient step. This step size sign is copied from the original sign of the right-side torque increment; if the right-side torque increment is positive, the step size sign is positive; if the right-side torque increment is negative, the step size sign is negative. The torque step size of each graded step and its corresponding time window length together constitute the right-side time scale component of that graded step. The right-side time scale components of all grades of graded steps are arranged in chronological order to form the right-side time scale increment of the right-side torque increment.

[0116] The left and right time increments are merged sequentially on both sides according to time order. Specifically, the larger of the two time window lengths (either the first-level gradient step in the left or right time increment, or the smaller of the two, or the independent time window lengths of the left and right sides) is used as the merged first-level time window length. When the number of gradient steps on the left and right sides is inconsistent, the time window length corresponding to the larger step is used as the merged shared time window length, ensuring synchronous termination of the switching processes on both sides. When the number of steps is the same, the time window length of either side is used as the shared time window length. The merged time window length is assigned to the torque step size of the corresponding level in both the left and right time increments, allowing the left and right sides to execute their respective torque gradients within the same time window. Repeat the above merging operation step by step in chronological order until all the step changes have been merged. Arrange all the merged results in chronological order to obtain the bilateral time increments of the tracked vehicle.

[0117] The beneficial effect is that by reading the feasibility flag and immediately terminating subsequent execution when the flag is deemed infeasible, the switching action is triggered only when the battery power margin can support it, avoiding the additional load on the battery caused by invalid switching. Using the power margin decay constant as the upper limit of the total time window, the left and right torque increments are divided into equal time windows, allowing each side to independently complete the division of the progressive step under the same total time constraint. Each progressive step obtains a corresponding time window length and torque step size, thus ensuring that the torque change process on both sides is limited to the available time window. By assigning a symbolic marker copied from the original torque increment to the step size, the direction of torque change is clearly carried on each step, avoiding directional confusion during execution. The left and right time increments are merged sequentially according to time order, ensuring that the left and right sides are executed in alignment within the same time window, guaranteeing that the change rhythm of the driving force on both sides remains consistent during the switching process of the tracked vehicle, while each change retains its original directional information.

[0118] S05. Based on the dual-sided time scale increment, apply dual-sided asynchronous loading to the tracked vehicle to obtain the final value of the output torque of the tracked vehicle.

[0119] In this embodiment of the invention, the step of applying bilateral asynchronous loading to the tracked vehicle based on the bilateral time scale increments to obtain the final value of the tracked vehicle's output torque includes:

[0120] Based on the dual-side time scale increment, torque setpoints are applied to the dual-side drive motors of the tracked vehicle step by step until the real-time output torque of the dual-side drive motors reaches the target torque value of the pre-selected drive mode.

[0121] The dual-side loading curves of the dual-side drive motors are used as the asynchronous loading torque trajectory.

[0122] The deviation between the final amplitude of the asynchronous loading torque trajectory and the target torque value is zeroed out;

[0123] The compensation result is used as the final value of the output torque of the tracked vehicle.

[0124] The zeroing compensation for the deviation between the final amplitude of the asynchronous loading torque trajectory and the target torque value includes:

[0125] Extract the difference between the final amplitude of the asynchronous loading torque trajectory and the target torque value;

[0126] The sign polarity of the difference is determined to obtain the polarity of the end deviation of the asynchronous loading torque trajectory;

[0127] Based on the polarity of the end deviation, the opposite of the difference is applied as a reverse correction amount to the end amplitude of the asynchronous loading torque trajectory to obtain the zero-compensation correction value of the asynchronous loading torque trajectory.

[0128] Read the time increments on both sides, starting from the first level of the incremental step, extract the left torque step and left time window length corresponding to the level, and simultaneously extract the right torque step and right time window length corresponding to the level, or extract the shared time window length after merging. According to the time length specified by the time window length of the level, within this time length, add the left torque step to the current torque value of the left drive motor as the torque setpoint and apply it to the left drive motor, and simultaneously add the right torque step to the current torque value of the right drive motor as the torque setpoint and apply it to the right drive motor.

[0129] After applying the first level of the progressive step, read the next level of the progressive step from the bilateral time increments. Extract the corresponding left torque step and left time window length, as well as the right torque step and right time window length. Within the corresponding time window, add the current torque value of the left drive motor to the left torque step of that level as the torque setpoint and apply it to the left drive motor. Similarly, add the current torque value of the right drive motor to the right torque step of that level as the torque setpoint and apply it to the right drive motor. Repeat this process level by level until all levels of the progressive step in the bilateral time increments have been applied, then stop the progressive application process.

[0130] During the stepwise application process, the real-time output torque of the left drive motor at each moment is recorded. These recorded values ​​are connected in chronological order to form the loading curve of the left drive motor. At the same time, the real-time output torque of the right drive motor at each moment is recorded. These recorded values ​​are connected in chronological order to form the loading curve of the right drive motor. The left and right loading curves together form the double-sided loading curve, which is the asynchronous loading torque trajectory.

[0131] After the entire step-by-step application process is completed, the amplitude at the end position of the asynchronous loading torque trajectory is read. This end amplitude is the real-time output torque value of the left and right drive motors after the last step of the gradient is applied. At the same time, the left and right target torque values ​​specified in the pre-selected drive mode are read. The left end amplitude is subtracted from the left target torque value to obtain the left difference, and the right end amplitude is subtracted from the right target torque value to obtain the right difference. The left difference and the right difference together constitute the difference between the end amplitude and the target torque value.

[0132] Perform sign polarity determination on the left-side difference to check whether it is positive, negative, or zero. If the left-side difference is positive, the left-side terminal deviation polarity is positive; if the left-side difference is negative, the left-side terminal deviation polarity is negative; if the left-side difference is zero, the left-side terminal deviation polarity is zero. Perform the same sign polarity determination on the right-side difference to obtain the right-side terminal deviation polarity.

[0133] Based on the polarity of the left-side deviation, the opposite of the left-side difference is taken as the left-side reverse correction amount. Specifically, if the left-side difference is positive, the left-side reverse correction amount is negative; if the left-side difference is negative, the left-side reverse correction amount is positive; and if the left-side difference is zero, the left-side reverse correction amount is zero. This left-side reverse correction amount is added to the left-side amplitude to obtain the left-side zero-compensation correction value. Based on the polarity of the right-side deviation, the opposite of the right-side difference is taken as the right-side reverse correction amount. This right-side reverse correction amount is added to the right-side amplitude to obtain the right-side zero-compensation correction value. The left-side and right-side zero-compensation correction values ​​are used together as the final output torque value of the tracked vehicle.

[0134] The beneficial effects are as follows: by progressively reading the torque step size and time window length of each step in the incremental time scale on both sides and applying the given value step by step, the torque on both sides completes the change of each step within their respective specified time windows, avoiding output fluctuations caused by a single large-span change. By recording the real-time output torque at each moment during the progressive application process and connecting the recorded values ​​in time sequence to form a dual-side loading curve, the complete trajectory of the entire asynchronous loading process is preserved, providing a directly comparable reference for end-point deviation correction. By extracting the difference between the trajectory end amplitude and the target value and determining its sign polarity, and then taking the opposite of the difference as a reverse correction amount added to the end amplitude, the end amplitude is precisely adjusted to the target value, eliminating the end deviation caused by quantization segmentation or execution delay accumulation during the progressive application process, ensuring that the final output torque value is consistent with the target torque value of the pre-selected drive mode.

[0135] like Figure 2 The diagram shown is a functional block diagram of a lithium battery-based multi-mode switching control system for tracked vehicles provided in an embodiment of the present invention.

[0136] The lithium battery-based multi-mode switching control system 10 for tracked vehicles described in this invention can be installed in an electronic device. Depending on the functions implemented, the lithium battery-based multi-mode switching control system 10 may include a mode prediction and classification module 11, a power margin assessment module 12, a duration feasibility determination module 13, a direction duration calibration module 14, and a dual-sided asynchronous loading module 15. The module described in this invention can also be called a unit, which refers to a series of computer program segments that can be executed by the processor of an electronic device and can perform a fixed function, and are stored in the memory of the electronic device.

[0137] In this embodiment, the functions of each module / unit are as follows:

[0138] The pattern prediction and classification module 11 is used to classify the tracked vehicle according to the trend value of the deviation change of the tracked vehicle to obtain the pre-selected driving mode of the tracked vehicle.

[0139] The power margin evaluation module 12 is used to perform normalized weighted aggregation of the extreme values ​​of voltage drop and temperature rise rate at the individual cells in the lithium battery pack to obtain the power margin decay constant of the lithium battery pack.

[0140] The duration feasibility determination module 13 is used to compare the power margin attenuation constant with the expected switching duration of the pre-selected drive mode to obtain the duration feasibility identifier of the pre-selected drive mode.

[0141] The directional duration calibration module 14 is used to perform directional duration calibration on the left torque increment and right torque increment of the tracked vehicle based on the duration feasibility identifier and the power margin attenuation constant, respectively, to obtain the bilateral duration increment of the tracked vehicle.

[0142] The dual-sided asynchronous loading module 15 is used to perform dual-sided asynchronous loading on the tracked vehicle based on the dual-sided time scale increment, so as to obtain the final value of the output torque of the tracked vehicle.

[0143] In the several embodiments provided by this invention, it should be understood that the disclosed methods and systems can be implemented in other ways. For example, the system embodiments described above are merely illustrative; for instance, the division of modules is only a logical functional division, and other division methods may be used in actual implementation.

[0144] The modules described as separate components may or may not be physically separate. The components shown as modules may or may not be physical units; that is, they may be located in one place or distributed across multiple network units. Some or all of the modules can be selected to achieve the purpose of this embodiment according to actual needs.

[0145] Furthermore, the functional modules in the various embodiments of the present invention can be integrated into one processing unit, or each unit can exist physically separately, or two or more units can be integrated into one unit. The integrated unit can be implemented in hardware or in the form of hardware plus software functional modules.

[0146] It will be apparent to those skilled in the art that the present invention is not limited to the details of the exemplary embodiments described above, and that the present invention can be implemented in other specific forms without departing from the spirit or essential characteristics of the present invention.

[0147] This application embodiment can acquire and process relevant data based on artificial intelligence technology. Artificial intelligence is the theory, method, technology, and application system that uses digital computers or machines controlled by digital computers to simulate, extend, and expand human intelligence, perceive the environment, acquire knowledge, and use that knowledge to obtain optimal results.

[0148] Finally, it should be noted that the above embodiments are only used to illustrate the technical solutions of the present invention and are not intended to limit it. Although the present invention has been described in detail with reference to preferred embodiments, those skilled in the art should understand that modifications or equivalent substitutions can be made to the technical solutions of the present invention without departing from the spirit and scope of the technical solutions of the present invention.

Claims

1. A multi-mode switching control method for tracked vehicles based on lithium batteries, characterized in that, The method includes: S01. Based on the trend value of the deviation change of the tracked vehicle, classify the tracked vehicle into modes to obtain the pre-selected drive mode of the tracked vehicle. S02. Normalize and weight the extreme values ​​of voltage drop and temperature rise rate at the individual cells in the lithium battery pack to obtain the power margin decay constant of the lithium battery pack. S03. The power margin attenuation constant is compared with the expected switching duration of the pre-selected drive mode to obtain the duration feasibility indicator of the pre-selected drive mode. S04. Based on the duration feasibility identifier and the power margin attenuation constant, directional duration calibration is performed on the left torque increment and right torque increment of the tracked vehicle to obtain the bilateral time increment of the tracked vehicle. S05. Based on the dual-sided time scale increment, apply dual-sided asynchronous loading to the tracked vehicle to obtain the final value of the output torque of the tracked vehicle.

2. The multi-mode switching control method for tracked vehicles based on lithium batteries as described in claim 1, characterized in that, The trend value of the deviation change includes: The output torque parameters of the left drive wheel and the right drive wheel of the tracked vehicle are monitored in real time to obtain the real-time values ​​of the left drive torque and the right drive torque of the tracked vehicle. The difference between the real-time left-drive torque value and the real-time right-drive torque value is calculated to obtain the real-time torque deviation value of the tracked vehicle. The time-series differential derivative of the real-time torque bias value is used to obtain the bias change trend value of the tracked vehicle.

3. The multi-mode switching control method for tracked vehicles based on lithium batteries as described in claim 1, characterized in that, The process of classifying the tracked vehicle into modes to obtain the pre-selected drive modes of the tracked vehicle includes: Within a preset sliding time window, the duration of the trend direction and the amplitude of the trend value of the deviation change are statistically analyzed. Based on the statistical results, the evolution trend category of the tracked vehicle is determined; Based on the aforementioned evolution trend category, the driving modes with mapping associations among the preset driving modes are selected as the pre-selected driving modes for the tracked vehicle.

4. The multi-mode switching control method for tracked vehicles based on lithium batteries as described in claim 1, characterized in that, The extreme values ​​of voltage drop and temperature rise rate at the individual cells in the lithium battery pack include: The voltage drop amplitude at each cell in the lithium battery pack is tracked point by point, and the extreme values ​​of the voltage drop amplitude are selected across the entire range to obtain the extreme values ​​of the voltage drop at each cell. The surface temperature of the housing at each point of the unit is captured, and the temperature rise rate of the housing surface is obtained by time-series differential derivation. Extreme point detection is performed on the heating rate to obtain the extreme value of the temperature rise rate at the monomer end.

5. The multi-mode switching control method for tracked vehicles based on lithium batteries as described in claim 1, characterized in that, The normalized weighted aggregation of the extreme voltage drop and extreme temperature rise rate at the individual cells in the lithium battery pack yields the power margin decay constant of the lithium battery pack, including: The voltage drop extreme value and the temperature rise rate extreme value are converted by amplitude comparison to obtain the normalized drop amplitude and normalized temperature rise rate value. Based on the normalized drop amplitude and the normalized heating rate, the power margin decay constant of the lithium battery pack is calculated, wherein the formula for calculating the power margin decay constant is: ； In the formula, The power margin attenuation constant is... The preset reference power margin time constant, For exponential function operators, The preset voltage drop sensitivity weighting coefficient, This represents the maximum permissible voltage drop of the lithium battery pack under its current state of charge. This refers to the extreme value of the voltage drop. The preset temperature rise rate sensitivity weighting coefficient, This represents the maximum permissible rate of temperature rise of the lithium battery pack's casing under the current heat dissipation conditions. This represents the extreme value of the temperature rise rate. This is the preset electrothermal synergistic deterioration coupling coefficient.

6. The multi-mode switching control method for tracked vehicles based on lithium batteries as described in claim 1, characterized in that, The step of comparing the power margin attenuation constant with the expected switching duration of the pre-selected drive mode to obtain a duration feasibility indicator for the pre-selected drive mode includes: Extract the bilateral torque difference between the pre-selected driving mode and the current driving mode, wherein the bilateral torque difference includes the left torque increment and the right torque increment; The difference in torque between the two sides is divided into progressive steps according to a preset single-step progressive torque increment. Multiply the number of steps in the incremental ladder by the preset base response time to obtain the expected switching duration of the preselected driving mode. The power margin attenuation constant is used as the upper limit of the available duration window to determine the window tolerance of the expected switching duration. When the determination result is acceptable, the feasibility of switching the pre-selected driving mode is symbolically mapped to obtain the duration feasibility identifier of the pre-selected driving mode.

7. The multi-mode switching control method for tracked vehicles based on lithium batteries as described in claim 1, characterized in that, Based on the duration feasibility identifier and the power margin attenuation constant, the directional duration calibration of the left and right torque increments of the tracked vehicle is performed respectively to obtain the bilateral time increments of the tracked vehicle, including: Using the power margin decay constant as the upper limit of the total time window, the step size of the gradient step of the left torque increment is divided into equal time windows, and a step size sign is assigned to the left gradient step size after division to obtain the left time scale increment of the left torque increment. Using the power margin decay constant as the upper limit of the total time window, the step size of the gradient step of the right torque increment is divided into equal time windows, and a step size sign is assigned to the right gradient step size after division to obtain the right time scale increment of the right torque increment. The left-side time increment and the right-side time increment are merged in the same order on both sides to obtain the two-side time increment of the tracked vehicle.

8. The multi-mode switching control method for tracked vehicles based on lithium batteries as described in claim 1, characterized in that, The step of applying asynchronous loading to the tracked vehicle on both sides based on the dual-side time scale increments to obtain the final value of the tracked vehicle's output torque includes: Based on the dual-side time scale increment, torque setpoints are applied to the dual-side drive motors of the tracked vehicle step by step until the real-time output torque of the dual-side drive motors reaches the target torque value of the pre-selected drive mode. The dual-side loading curves of the dual-side drive motors are used as the asynchronous loading torque trajectory. The deviation between the final amplitude of the asynchronous loading torque trajectory and the target torque value is zeroed out; The compensation result is used as the final value of the output torque of the tracked vehicle.

9. The multi-mode switching control method for tracked vehicles based on lithium batteries as described in claim 8, characterized in that, The zeroing compensation for the deviation between the final amplitude of the asynchronous loading torque trajectory and the target torque value includes: Extract the difference between the final amplitude of the asynchronous loading torque trajectory and the target torque value; The sign polarity of the difference is determined to obtain the polarity of the end deviation of the asynchronous loading torque trajectory; Based on the polarity of the end deviation, the opposite of the difference is applied as a reverse correction amount to the end amplitude of the asynchronous loading torque trajectory to obtain the zero-compensation correction value of the asynchronous loading torque trajectory.

10. A lithium battery-based multi-mode switching control system for tracked vehicles, used to implement the lithium battery-based multi-mode switching control method for tracked vehicles as described in claim 1, the system comprising: The pattern prediction and classification module is used to classify the tracked vehicle according to the trend value of the bias change of the tracked vehicle, and obtain the pre-selected driving mode of the tracked vehicle. The power margin assessment module is used to normalize and weight the extreme values ​​of voltage drop and temperature rise rate at the individual cells in the lithium battery pack to obtain the power margin decay constant of the lithium battery pack. The duration feasibility determination module is used to compare the power margin attenuation constant with the expected switching duration of the pre-selected drive mode to obtain the duration feasibility identifier of the pre-selected drive mode. The directional duration calibration module is used to perform directional duration calibration on the left torque increment and right torque increment of the tracked vehicle based on the duration feasibility identifier and the power margin attenuation constant, respectively, to obtain the bilateral duration increment of the tracked vehicle. The dual-sided asynchronous loading module is used to perform dual-sided asynchronous loading on the tracked vehicle based on the dual-sided time scale increments to obtain the final value of the output torque of the tracked vehicle.

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