A combined active and passive safety control method and system

Abstract

This invention discloses a method and system for integrated active and passive safety control. The method includes: collecting vehicle driving-related parameters; the vehicle driving-related parameters include: wheel speed, lateral acceleration, longitudinal acceleration, steering wheel angle, yaw rate, brake pedal signal, and accelerator pedal signal; determining the stability factor of each relevant control component in the vehicle based on the vehicle driving-related parameters; determining the overall vehicle stability factor based on the stability factor of each relevant control component; and adjusting the active seat belts according to the overall vehicle stability factor.

Description

Technical Field

[0001] This application relates to the field of vehicle safety control technology, and in particular to a method and system for integrated active and passive safety control. Background Technology

[0002] Active safety technologies in automobiles refer to devices and technologies installed in the vehicle itself that actively prevent accidents, such as the AEB (Automatic Emergency Braking) system. Passive safety technologies in automobiles refer to safety devices and technologies that minimize personal injury to the driver and passengers after a traffic accident, such as power seat belts and active hoods. Integrated active and passive safety technologies utilize active safety features to identify the vehicle's operating status and environmental conditions, and then control passive safety features accordingly, thereby effectively improving vehicle safety performance.

[0003] In the integration of active and passive safety technologies, the active and passive cooperation between the AEB automatic emergency braking system and the electric seat belt is a typical example. By combining environmental perception sensors with the control signals of the AEB automatic emergency braking system, the electric seat belt can be selectively tightened or loosened.

[0004] The study found that this method is mainly controlled by the AEB automatic emergency braking system, which generally only brakes and tightens the seat belts when the vehicle is out of control. Therefore, the existing active and passive safety fusion technology cannot identify vehicle abnormalities in advance and cannot fully guarantee the driving safety of drivers and passengers. Summary of the Invention

[0005] This invention provides a method and system for integrated active and passive safety control. By using vehicle driving-related parameters (wheel speed, lateral acceleration, longitudinal acceleration, steering wheel angle, yaw rate, brake pedal signal, accelerator pedal signal), the system calculates the vehicle stability factor and adjusts the active seat belts based on this factor. This allows for the early identification of abnormal vehicle control scenarios and the protection of occupants before danger occurs. This solves or partially solves the technical problem of existing integrated active and passive safety technologies being unable to identify vehicle anomalies in advance, thereby improving the safety of occupants.

[0006] To address the aforementioned technical problems, a first aspect of the present invention discloses an active-passive safety fusion control method, the method comprising:

[0007] Collect vehicle driving-related parameters; the vehicle driving-related parameters include: wheel speed, lateral acceleration, longitudinal acceleration, steering wheel angle, yaw rate, brake pedal signal, and accelerator pedal signal.

[0008] The stability factor of each relevant control component in the vehicle is determined based on the vehicle driving-related parameters.

[0009] Based on the stability factors of each relevant control component, the overall vehicle stability factor is determined;

[0010] The active seat belts are adjusted according to the vehicle stability factor.

[0011] Optionally, the stability factors of each relevant control component include: the stability factor of the anti-lock braking system, the stability factor of the drive anti-skid system, the stability factor of the yaw stability control system, the stability factor of the drag torque control system, and the stability factor of the rollover prevention control system.

[0012] Optionally, determining the stability factors of each relevant control component in the vehicle based on the vehicle driving-related parameters specifically includes:

[0013] Calculate the overall vehicle speed based on the longitudinal acceleration and the wheel speeds of each wheel in the vehicle;

[0014] Calculate the real-time slip ratio of each wheel;

[0015] Determine whether the vehicle driving-related parameters meet the first set condition; the first set condition is: the vehicle speed is greater than the first vehicle speed threshold, and the brake pedal signal indicates that the brake pedal is depressed;

[0016] If satisfied, the overall vehicle slip ratio is determined from the real-time slip ratios of each wheel, and the stability factor of the anti-lock braking system (ABS) is determined using the overall vehicle slip ratio; the mapping relationship between the overall vehicle slip ratio and the stability factor of the ABS is as follows: Wherein, δ represents the vehicle slip ratio, h1 represents the stability factor of the anti-lock braking system, and A% and B% represent the endpoint values ​​of the required slip ratio range of the anti-lock braking system.

[0017] Optionally, determining the stability factors of each relevant control component in the vehicle based on the vehicle driving-related parameters specifically includes:

[0018] Determine whether the vehicle driving-related parameters meet the second set condition; the second set condition is: the accelerator pedal signal indicates that the accelerator pedal is depressed.

[0019] If satisfied, the stability factor of the drive anti-slip component is determined using the vehicle slip ratio; the mapping relationship between the vehicle slip ratio and the stability factor of the drive anti-slip component is as follows: Wherein, δ represents the vehicle slip ratio, h2 represents the stability factor of the drive anti-slip component, and C% and D% represent the endpoint values ​​of the required slip ratio range of the drive anti-slip component.

[0020] Optionally, determining the stability factors of each relevant control component in the vehicle based on the vehicle driving-related parameters specifically includes:

[0021] Determine whether the vehicle driving-related parameters meet the third set condition; the third set condition is: the vehicle speed is greater than the second vehicle speed threshold, the steering wheel angle is greater than the first set steering angle threshold, the lateral acceleration is greater than the first set lateral acceleration threshold, and the yaw rate is greater than the set angular velocity threshold.

[0022] If satisfied, the stability factor of the yaw stabilization control component is determined using the yaw angular velocity; the mapping relationship between the yaw angular velocity and the stability factor of the yaw stabilization control component is as follows: Wherein, ω represents the yaw rate, h3 represents the stability factor of the yaw stabilization control component, and E% and F% represent the endpoint values ​​of the required yaw rate range of the yaw stabilization control component.

[0023] Optionally, determining the stability factors of each relevant control component in the vehicle based on the vehicle driving-related parameters specifically includes:

[0024] Determine whether the vehicle driving-related parameters meet the fourth set condition; the fourth set condition is: the overall vehicle speed is greater than the third vehicle speed threshold, and the accelerator pedal signal and the brake pedal signal indicate that they are not pressed.

[0025] If satisfied, the stability factor of the drag torque control component is determined using the vehicle slip ratio; the mapping relationship between the vehicle slip ratio and the stability factor of the drag torque control component is as follows: Wherein, δ represents the vehicle slip ratio, h4 represents the stability factor of the drag torque control component, and G% and H% represent the endpoint values ​​of the required slip ratio range of the drag torque control component.

[0026] Optionally, determining the stability factors of each relevant control component in the vehicle based on the vehicle driving-related parameters specifically includes:

[0027] Determine whether the vehicle driving-related parameters meet the fifth set condition; the fifth set condition is: the vehicle speed is greater than the fourth vehicle speed threshold, the steering wheel angle is greater than the second set steering angle threshold, and the lateral acceleration is greater than the second set lateral acceleration threshold.

[0028] If satisfied, the stability factor of the rollover prevention control component is determined using the lateral acceleration; the mapping relationship between the lateral acceleration and the stability factor of the rollover prevention control component is as follows: Where, α 横h5 represents the lateral acceleration, h5 represents the stability factor of the rollover prevention control component, and I% and J% represent the endpoint values ​​of the required lateral acceleration range of the rollover prevention control component.

[0029] Optionally, determining the vehicle stability factor based on the stability factors of each relevant control component specifically includes:

[0030] The minimum stability factor is determined from the stability factors of each relevant control component and used as the overall vehicle stability factor.

[0031] Optionally, adjusting the active seat belts according to the vehicle stability factor specifically includes:

[0032] The corresponding vehicle safety level is determined based on the vehicle stability factor.

[0033] Adjust the active seat belts according to the vehicle's safety gear setting.

[0034] A second aspect of the present invention discloses an active-passive safety fusion control system, the system comprising:

[0035] The data acquisition module is used to collect vehicle driving-related parameters, including: wheel speed, lateral acceleration, longitudinal acceleration, steering wheel angle, yaw rate, brake pedal signal, and accelerator pedal signal.

[0036] The first determining module is used to determine the stability factor of each relevant control component in the vehicle based on the vehicle driving-related parameters;

[0037] The second determining module is used to determine the vehicle stability factor based on the stability factors of each relevant control component;

[0038] An adjustment module is used to adjust the active seat belts according to the vehicle stability factor.

[0039] Through one or more technical solutions of the present invention, the present invention has the following beneficial effects or advantages:

[0040] The solution in this invention determines the vehicle stability factor step by step through vehicle driving-related parameters, and then adjusts the active seat belts according to the vehicle stability factor. This can identify abnormal loss of control scenarios of the vehicle in advance and protect the driver and passengers in the vehicle before danger occurs, thereby effectively improving the safety of the driver and passengers.

[0041] The above description is merely an overview of the technical solution of the present invention. In order to better understand the technical means of the present invention and to implement it in accordance with the contents of the specification, and in order to make the above and other objects, features and advantages of the present invention more apparent and understandable, specific embodiments of the present invention are described below. Attached Figure Description

[0042] Various other advantages and benefits will become apparent to those skilled in the art upon reading the following detailed description of preferred embodiments. The accompanying drawings are for illustrative purposes only and are not intended to limit the invention. Furthermore, the same reference numerals denote the same parts throughout the drawings.

[0043] In the attached diagram:

[0044] Figure 1 A flowchart of an active-passive safety fusion control method according to an embodiment of the present invention is shown;

[0045] Figure 2 A schematic diagram of an active-passive safety fusion control system according to an embodiment of the present invention is shown. Detailed Implementation

[0046] Exemplary embodiments of the invention will now be described in more detail with reference to the accompanying drawings. While exemplary embodiments of the invention are shown in the drawings, it should be understood that the invention may be implemented in various forms and should not be limited to the embodiments set forth herein. Rather, these embodiments are provided so that this invention will be thorough and complete, and will fully convey the scope of the invention to those skilled in the art.

[0047] Firstly, such as Figure 1 As shown in the embodiments of this specification, the active and passive safety fusion control method includes the following steps:

[0048] S101 collects vehicle driving-related parameters.

[0049] Specifically, vehicle driving-related parameters characterize the vehicle's driving state, including: wheel speed, lateral acceleration, longitudinal acceleration, steering wheel angle, yaw rate, brake pedal signal, and accelerator pedal signal. These are collected using corresponding sensors. For example, wheel speed is collected using wheel speed sensors; since a vehicle has four tires, the speed of each tire is recorded. Lateral acceleration is collected using lateral acceleration sensors, referring to the acceleration caused by centrifugal force during cornering. Longitudinal acceleration is collected using longitudinal acceleration sensors, referring to the vehicle's axial acceleration. Steering wheel angle is collected using steering wheel angle sensors, characterizing the steering wheel's rotation angle to determine the degree of cornering. Yaw rate is collected using yaw rate sensors, indicating the angle of lateral sway during driving; excessive yaw rate at high speeds or sharp bends can cause loss of control or even rollover accidents. Brake pedal signals and accelerator pedal signals are collected by devices mounted on the brake pedal. It is worth noting that different combinations of parameters can accurately reflect different actual driving states of the vehicle. Therefore, by collecting vehicle driving-related parameters, the actual driving status of the vehicle can be obtained, thereby accurately identifying abnormal loss of control scenarios and avoiding misidentification.

[0050] S102, determine the stability factor of each relevant control component in the vehicle based on vehicle driving-related parameters.

[0051] The stability factors of each relevant control component include: the stability factor of the anti-lock braking system (ABS), the stability factor of the traction control system (TCS), the stability factor of the yaw stability control system, the stability factor of the drag torque control system, and the stability factor of the rollover prevention control system. The stability factor is used to concretely represent the vehicle's stable state. The stability factor ranges from [0, 1], where 0 represents complete instability and 1 represents complete stability; a larger value indicates greater stability, and a smaller value indicates greater instability. The stability factors of each relevant control component represent the vehicle's stability performance under different operating conditions. For example, the stability factor of the ABS is used to concretely represent the vehicle's stable state during emergency braking. The stability factor of the rollover prevention control system is used to concretely represent the vehicle's stable state during a rollover.

[0052] The stability factor of different control components is determined by different combinations of parameters. The determination methods of the stability factor of each relevant control component are introduced below.

[0053] Before determining the speed, calculate the overall vehicle speed based on the longitudinal acceleration and the wheel speeds of each wheel, and then calculate the real-time slip ratio of each wheel. The real-time slip ratio of each wheel is calculated using the formula: The calculation yielded the result; where s represents the real-time slip ratio, u represents the vehicle speed, and us represents the vehicle speed.i This represents the wheel speed of each wheel. It is worth noting that the overall vehicle speed and the real-time slip rate of each wheel can be calculated separately in advance, and the stability factor of each relevant control component can be determined accordingly; alternatively, they can be calculated separately during the process of determining the stability factor of each relevant control component.

[0054] The stability factor of the anti-lock braking system (ABS) is determined according to the following steps:

[0055] Determine whether the vehicle's driving-related parameters meet the first set conditions. The first set conditions are: the vehicle speed is greater than a first vehicle speed threshold, and the brake pedal signal indicates that the brake pedal is depressed.

[0056] If the condition is met, it indicates that the vehicle is about to enter an emergency braking state. The overall vehicle slip ratio is then determined from the real-time slip ratios of each wheel. Slip ratio refers to the amount of slip between the tire track and the road surface when the tire is braking or accelerating while traveling in a straight line. For example, a slip ratio of 0 means the distance the car travels is equal to the distance the tire tread travels; a slip ratio of 100% means that the movement of any tire will not cause any movement of the vehicle body. Since slip ratio affects vehicle braking, a higher slip ratio indicates poorer grip and will exacerbate acceleration and braking symptoms. Therefore, the maximum slip ratio among the real-time slip ratios of each wheel is used as the overall vehicle slip ratio to facilitate subsequent calculations of the stability factors of the anti-lock braking system (ABS), traction control system (TCS), and drag torque control system.

[0057] The stability factor of the anti-lock braking system (ABS) is determined using the vehicle slip ratio.

[0058] The mapping relationship between the vehicle slip ratio and the stability factor of the anti-lock braking system is as follows: Where δ represents the vehicle slip ratio, h1 represents the stability factor of the anti-lock braking system (ABS), and A% and B% represent the endpoints of the required slip ratio range for the ABS. The required slip ratio range varies for different vehicle models, and the endpoints of this range can be set based on empirical values ​​from actual driving conditions. For example, the required slip ratio range for the ABS is 10% to 30%; correspondingly, A is 10 and B is 30.

[0059] As can be seen from the above mapping relationship, the vehicle slip ratio and the stability factor of the anti-lock braking system (ABS) are negatively correlated. As the vehicle slip ratio increases, the value of the ABS stability factor decreases, indicating that the vehicle is more unstable under emergency braking conditions. Similarly, as the vehicle slip ratio decreases, the value of the ABS stability factor increases, indicating that the vehicle is more stable under emergency braking conditions.

[0060] The stability factor of the drive anti-slip components is determined according to the following steps:

[0061] Determine whether the vehicle's driving-related parameters meet the second set condition; the second set condition is: the accelerator pedal signal indicates that the accelerator pedal is depressed.

[0062] If this condition is met, it indicates that the car is about to accelerate. The stability factor of the drive anti-slip components is then determined using the vehicle slip ratio.

[0063] The mapping relationship between the vehicle slip ratio and the stability factor of the drive anti-slip components is as follows: Where δ represents the overall vehicle slip ratio, h2 represents the stability factor of the drive anti-slip component, and C% and D% represent the endpoint values ​​of the required slip ratio range for the drive anti-slip component. The required slip ratio range for the drive anti-slip component varies depending on the vehicle model, and the endpoint values ​​of this range can be set based on empirical values ​​from actual driving conditions. For example, the required slip ratio range for the drive anti-slip component is 10% to 30%; correspondingly, C is 10 and D is 30.

[0064] As can be seen from the above mapping relationship, the vehicle slip ratio and the stability factor of the drive anti-slip components are negatively correlated. As the vehicle slip ratio increases, the value of the stability factor of the drive anti-slip components decreases, indicating that the vehicle is more unstable under acceleration. Similarly, as the vehicle slip ratio decreases, the value of the stability factor of the drive anti-slip components increases, indicating that the vehicle is more stable under acceleration.

[0065] The stability factor of the yaw stabilization control component is determined according to the following steps:

[0066] Determine whether the vehicle's driving-related parameters meet the third set condition.

[0067] The third setting condition is: the vehicle speed is greater than the second vehicle speed threshold, the steering wheel angle is greater than the first set steering angle threshold, the lateral acceleration is greater than the first set lateral acceleration threshold, and the yaw rate is greater than the set angular velocity threshold.

[0068] If the condition is met, it indicates that the car is turning and may cause a rollover accident. In this case, the stability factor of the yaw stability control component is determined using the yaw rate.

[0069] The mapping relationship between yaw rate and the stability factor of the yaw stabilization control component is as follows: Where ω represents the yaw rate, h3 represents the stability factor of the yaw stabilization control component, and E and F represent the endpoint values ​​of the yaw rate range required by the yaw stabilization control component. The required yaw rate range varies for different vehicle models, and the endpoint values ​​of the required yaw rate range can be set based on empirical values ​​from actual driving conditions.

[0070] As can be seen from the above mapping relationship, yaw rate and the stability factor of the yaw stability control component are negatively correlated. The larger the vehicle's yaw rate, the smaller the stability factor value of the yaw stability control component, the more unstable the vehicle is when turning, and the easier it is to cause loss of vehicle control or even rollover accidents. Similarly, as the yaw rate decreases, the larger the stability factor value of the yaw stability control component, the more stable the vehicle is when turning, and the less likely it is to cause a safety accident.

[0071] The stability factor of the drag torque control component is determined according to the following steps:

[0072] Determine whether the vehicle's driving-related parameters meet the fourth set condition.

[0073] The fourth setting condition is: the vehicle speed is greater than the third vehicle speed threshold, and the accelerator pedal signal and brake pedal signal indicate that the pedal is not depressed;

[0074] If the condition is met, it indicates that the vehicle is in motion. The stability factor of the drag torque control component is then determined using the vehicle slip ratio. Drag torque is an important performance indicator for automotive brake calipers; excessively high values ​​can increase fuel consumption, damage parts, and easily cause brake lock-up.

[0075] The mapping relationship between the vehicle slip ratio and the stability factor of the drag torque control component is as follows: Where δ represents the vehicle slip ratio, h4 represents the stability factor of the drag torque control component, and G and H represent the endpoint values ​​of the required slip ratio range for the drag torque control component. The required slip ratio range for the drag torque control component varies depending on the vehicle model, and the endpoint values ​​of this range can be set based on empirical values ​​from actual driving conditions. For example, the required slip ratio range for the drag torque control component is 10% to 30%; correspondingly, G is 10 and H is 30.

[0076] As can be seen from the above mapping relationship, the vehicle slip ratio and the stability factor of the drag torque control component are negatively correlated. As the vehicle slip ratio increases, the value of the stability factor of the drag torque control component decreases, and the vehicle becomes more unstable during operation. Similarly, as the vehicle slip ratio decreases, the value of the stability factor of the drag torque control component increases, and the vehicle becomes more stable during operation.

[0077] The stability factor of the rollover prevention control components is determined according to the following steps:

[0078] Determine whether the vehicle's driving-related parameters meet the fifth set condition.

[0079] The fifth setting condition is: the vehicle speed is greater than the fourth vehicle speed threshold, the steering wheel angle is greater than the second set steering angle threshold, and the lateral acceleration is greater than the second set lateral acceleration threshold.

[0080] If the conditions are met, it indicates that the vehicle is at risk of rollover. The stability factor of the rollover prevention control components is determined using lateral acceleration. The mapping relationship between lateral acceleration and the stability factor of the rollover prevention control components is as follows: Where, α 横 h5 represents the lateral acceleration, h5 represents the stability factor of the rollover mitigation control system, and I and J represent the endpoint values ​​of the required lateral acceleration range for the rollover mitigation control system. The required lateral acceleration range for the rollover mitigation control system varies depending on the vehicle model, and the endpoint values ​​of the required lateral acceleration range can be set based on empirical values ​​from actual driving conditions.

[0081] As can be seen from the above mapping relationship, lateral acceleration and the stability factor of the rollover stabilization control system are negatively correlated. As lateral acceleration increases, the stability factor of the rollover stabilization control system decreases, and the vehicle is more prone to rollover. Similarly, as lateral acceleration decreases, the stability factor of the rollover stabilization control system increases, and the vehicle is less prone to rollover.

[0082] S103, based on the stability factors of each relevant control component, determine the overall vehicle stability factor.

[0083] The vehicle stability factor represents the stable state of the vehicle. The minimum stability factor is determined from the stability factors of each relevant control component, and the vehicle stability factor is calculated as min(h1, h2, h3, h4, h5). By using the stability factor under the most unstable vehicle condition as the vehicle stability factor to adjust the active seat belts, the driving safety of the vehicle can be maximized.

[0084] S104, Active seat belts are adjusted according to the vehicle stability factor.

[0085] During the adjustment process, the corresponding vehicle safety level is determined based on the vehicle stability factor; the active seat belts are then adjusted accordingly based on the vehicle safety level.

[0086] The active seatbelt tension adjustment has two positions: Position 1 and Position 2. If the active seatbelt is in Position 1, it is fixed and cannot be adjusted. If it is in Position 2, it can be adjusted.

[0087] The corresponding vehicle safety level is determined based on the vehicle stability factor. Specifically, the vehicle stability factor takes values ​​between [0, 1], and the vehicle safety level is divided into three states: mild instability, moderate instability, and severe instability. Different stability states correspond to different seat belt adjustment forces. If the vehicle stability factor is in [a1, 1], it indicates that the corresponding vehicle safety level is mild instability; if the vehicle stability factor is in (a2, a1), it indicates that the corresponding vehicle safety level is moderate instability; if the vehicle stability factor is in [0, a2], it indicates that the corresponding vehicle safety level is severe instability. The specific correspondence is shown in Table 1.

[0088] Table 1

[0089]

[0090] Where a2 and a1 represent the range endpoints of the vehicle stability factor, respectively. F represents the normal tension of the active seatbelt. The active seatbelt is adjusted according to the vehicle's safety setting. For example, if the active seatbelt is set to the second setting (2) and the vehicle's safety setting is moderate instability, the adjustment force of the active seatbelt is: F × (1 + b1); where b1 ≥ 1 and is a positive value, representing the first tension ratio. As another example, if the active seatbelt is set to the second setting (2) and the vehicle's safety setting is severe instability, the adjustment force of the active seatbelt is: F × (1 + b2); where b2 > b1 and is a positive value, representing the second tension ratio.

[0091] In this solution, the overall vehicle stability is gradually determined by using relevant vehicle driving parameters. This allows for the prediction of abnormal vehicle loss of control scenarios. The active seat belts are adaptively adjusted according to different vehicle stability states, so that the tension of the seat belts changes with the changes in the vehicle's stability state. This protects the driver and passengers before danger occurs, thereby effectively improving their safety.

[0092] Secondly, based on the same inventive concept as the active-passive safety fusion control method provided in the first aspect of the embodiments described above, this specification also provides an active-passive safety fusion control system, see [link]. Figure 2 The system includes:

[0093] The acquisition module 201 is used to acquire vehicle driving-related parameters, including: wheel speed, lateral acceleration, longitudinal acceleration, steering wheel angle, yaw rate, brake pedal signal, and accelerator pedal signal.

[0094] The first determining module 202 is used to determine the stability factor of each relevant control component in the vehicle based on the vehicle driving-related parameters;

[0095] The second determining module 203 is used to determine the vehicle stability factor based on the stability factors of each relevant control component;

[0096] Adjustment module 204 is used to adjust the active seat belts according to the vehicle stability factor.

[0097] It should be noted that the specific methods by which each module performs operations in the active and passive safety fusion control system provided in the embodiments of this specification have been described in detail in the method embodiments provided in the first aspect above. The specific implementation process can be referred to the method embodiments provided in the first aspect above, and will not be described in detail here.

[0098] Although preferred embodiments of this application have been described, those skilled in the art, upon learning the basic inventive concept, can make other changes and modifications to these embodiments. Therefore, the appended claims are intended to be interpreted as including the preferred embodiments as well as all changes and modifications falling within the scope of this application.

[0099] Obviously, those skilled in the art can make various modifications and variations to this application without departing from the spirit and scope of this application. Therefore, if such modifications and variations fall within the scope of the claims of this application and their equivalents, this application also intends to include such modifications and variations.

Claims

1. A method for integrated active and passive safety control, characterized in that, The method includes: Collect vehicle driving-related parameters; the vehicle driving-related parameters include: wheel speed, lateral acceleration, longitudinal acceleration, steering wheel angle, yaw rate, brake pedal signal, and accelerator pedal signal. Determining the stability factors of various control components in the vehicle based on the vehicle driving-related parameters specifically includes: calculating the overall vehicle speed based on the longitudinal acceleration and the wheel speeds of each wheel; calculating the real-time slip ratio of each wheel; determining whether the vehicle driving-related parameters meet a first set condition; the first set condition is: the overall vehicle speed is greater than a first speed threshold, and the brake pedal signal indicates that the brake pedal is depressed; if satisfied, determining the overall vehicle slip ratio from the real-time slip ratios of each wheel, and using the overall vehicle slip ratio to determine the stability factor of the anti-lock braking system (ABS); wherein, the overall vehicle slip ratio is negatively correlated with the stability factor of the ABS, the greater the overall vehicle slip ratio, the smaller the value of the stability factor of the ABS; the stability factors of each control component include: the stability factor of the ABS. Based on the stability factors of each relevant control component, the overall vehicle stability factor is determined; The active seat belts are adjusted according to the vehicle stability factor.

2. The method as described in claim 1, characterized in that, The stability factors of each relevant control component include: the stability factor of the drive anti-slip component, the stability factor of the yaw stability control component, the stability factor of the drag torque control component, and the stability factor of the anti-rollover control component.

3. The method as described in claim 2, characterized in that, The mapping relationship between the vehicle slip ratio and the stability factor of the anti-lock braking system is as follows: ;in, This represents the overall vehicle slip ratio. This indicates the stability factor of the anti-lock braking system (ABS). , The endpoint value represents the range of slip ratios required for the braking anti-lock braking system.

4. The method as described in claim 3, characterized in that, The determination of stability factors for each relevant control component in the vehicle based on the vehicle driving-related parameters specifically includes: Determine whether the vehicle driving-related parameters meet the second set condition; the second set condition is: the accelerator pedal signal indicates that the accelerator pedal is depressed. If satisfied, the stability factor of the drive anti-slip component is determined using the vehicle slip ratio; the mapping relationship between the vehicle slip ratio and the stability factor of the drive anti-slip component is as follows: ;in, This represents the overall vehicle slip ratio. This represents the stability factor of the driving anti-slip component. , The endpoint value represents the range of slip ratios required for the drive anti-slip component.

5. The method as described in claim 3, characterized in that, The determination of stability factors for each relevant control component in the vehicle based on the vehicle driving-related parameters specifically includes: Determine whether the vehicle driving-related parameters meet the third set condition; the third set condition is: the vehicle speed is greater than the second vehicle speed threshold, the steering wheel angle is greater than the first set steering angle threshold, the lateral acceleration is greater than the first set lateral acceleration threshold, and the yaw rate is greater than the set angular velocity threshold. If satisfied, the stability factor of the yaw stabilization control component is determined using the yaw angular velocity; the mapping relationship between the yaw angular velocity and the stability factor of the yaw stabilization control component is as follows: ;in, This indicates the yaw rate. This represents the stability factor of the yaw stabilization control component. , This represents the endpoint value of the required yaw angular velocity range for the yaw stabilization control component.

6. The method as described in claim 3, characterized in that, The determination of stability factors for each relevant control component in the vehicle based on the vehicle driving-related parameters specifically includes: Determine whether the vehicle driving-related parameters meet the fourth set condition; the fourth set condition is: the overall vehicle speed is greater than the third vehicle speed threshold, and the accelerator pedal signal and the brake pedal signal indicate that they are not pressed. If satisfied, the stability factor of the drag torque control component is determined using the vehicle slip ratio; the mapping relationship between the vehicle slip ratio and the stability factor of the drag torque control component is as follows: ;in, This represents the overall vehicle slip ratio. This represents the stability factor of the drag torque control component. , The endpoint value represents the range of slip ratios required for the drag torque control component.

7. The method as described in claim 3, characterized in that, The determination of stability factors for each relevant control component in the vehicle based on the vehicle driving-related parameters specifically includes: Determine whether the vehicle driving-related parameters meet the fifth set condition; the fifth set condition is: the vehicle speed is greater than the fourth vehicle speed threshold, the steering wheel angle is greater than the second set steering angle threshold, and the lateral acceleration is greater than the second set lateral acceleration threshold. If satisfied, the stability factor of the rollover prevention control component is determined using the lateral acceleration; the mapping relationship between the lateral acceleration and the stability factor of the rollover prevention control component is as follows: ;in, This indicates the lateral acceleration. This indicates the stability factor of the anti-rollover control component. , This indicates the endpoint value of the required lateral acceleration range for the anti-rollover control component.

8. The method as described in claim 1, characterized in that, The determination of the vehicle stability factor based on the stability factors of each relevant control component specifically includes: The minimum stability factor is determined from the stability factors of each relevant control component and used as the overall vehicle stability factor.

9. The method as described in claim 1, characterized in that, The adjustment of the active seat belts based on the vehicle stability factor specifically includes: The corresponding vehicle safety level is determined based on the vehicle stability factor. Adjust the active seat belts according to the vehicle's safety gear setting.

10. A combined active and passive safety control system, characterized in that, The system includes: The data acquisition module is used to collect vehicle driving-related parameters, including: wheel speed, lateral acceleration, longitudinal acceleration, steering wheel angle, yaw rate, brake pedal signal, and accelerator pedal signal. The first determining module is used to determine the stability factor of each relevant control component in the vehicle based on the vehicle driving-related parameters. Specifically, it includes: calculating the overall vehicle speed based on the longitudinal acceleration and the wheel speeds of each wheel; calculating the real-time slip ratio of each wheel; determining whether the vehicle driving-related parameters meet a first set condition; the first set condition is: the overall vehicle speed is greater than a first speed threshold, and the brake pedal signal indicates that the brake pedal is depressed; if satisfied, determining the overall vehicle slip ratio from the real-time slip ratios of each wheel, and using the overall vehicle slip ratio to determine the stability factor of the anti-lock braking system (ABS); wherein the overall vehicle slip ratio is negatively correlated with the stability factor of the ABS, and the larger the overall vehicle slip ratio, the smaller the value of the stability factor of the ABS; the stability factor of each relevant control component includes the stability factor of the ABS. The second determining module is used to determine the vehicle stability factor based on the stability factors of each relevant control component; An adjustment module is used to adjust the active seat belts according to the vehicle stability factor.

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