Active and passive safety fusion control method and system

Abstract

Disclosed in the present invention are an active and passive safety fusion control method and system. The method comprises: collecting vehicle driving-related parameters, wherein the vehicle driving-related parameters comprise the speed of wheels, a transverse acceleration, a longitudinal acceleration, the rotation angle of a steering wheel, a yaw rate, a brake pedal signal and an accelerator pedal signal; on the basis of the vehicle driving-related parameters, determining a stability factor of each related control component in a vehicle; on the basis of the stability factor of each related control component, determining a stability factor of the whole vehicle; and on the basis of the stability factor of the whole vehicle, adjusting an active safety belt.

Description

Active and passive safety fusion control method and system Technical Field

[0001] The present application relates to the field of vehicle safety control technology, and in particular to an active and passive safety fusion control method and system. Background Art

[0002] Active safety technologies in automobiles refer to devices and technologies installed on the vehicle that can proactively prevent accidents, such as automatic emergency braking (AEB). Passive safety technologies in automobiles, such as power seatbelts and active hoods, minimize injuries to the driver and passengers after an accident. Active and passive safety fusion technology utilizes active safety to identify the vehicle's operating and environmental conditions and, based on this information, control passive safety-related features, effectively improving vehicle safety performance.

[0003] In the active and passive safety fusion technology, the active and passive coordination of the AEB automatic emergency braking system and the electric seat belts is a typical case. The electric seat belts can be selectively tightened or loosened through the environmental perception sensor combined with the control signal of the AEB automatic emergency braking system.

[0004] However, the research found that since this method is mainly controlled by the AEB automatic emergency braking system, and the AEB automatic emergency braking system generally only performs emergency braking when the vehicle loses control and controls the tightening of the seat belts, it can be seen that the active and passive safety fusion technology of the existing technology cannot identify vehicle abnormalities in advance and cannot fully guarantee the driving safety of drivers and passengers.

[0005] Summary of the Invention

[0006] The present invention provides an active and passive safety fusion control method and system, which calculates the vehicle stability factor through vehicle driving related parameters (wheel speed, lateral acceleration, longitudinal acceleration, steering wheel angle, yaw angular velocity, brake pedal signal, accelerator pedal signal), adjusts the active safety belt based on the vehicle stability factor, and can identify vehicle abnormality and loss of control scenarios in advance, and protect the driver and passengers in the vehicle before the vehicle is in danger, thereby solving or partially solving the technical problem that the active and passive safety fusion technology of the existing technology cannot identify vehicle abnormalities in advance, and improves the protection safety of the driver and passengers.

[0007] To solve the above technical problems, the first aspect of the present invention discloses an active and passive safety fusion control method, which includes:

[0008] Collecting vehicle driving related parameters; the vehicle driving related parameters include: wheel speed, lateral acceleration, longitudinal acceleration, steering wheel angle, yaw angular velocity, brake pedal signal, accelerator pedal signal;

[0009] Determining stability factors of relevant control components in the vehicle based on the vehicle driving related parameters;

[0010] Determining a vehicle stability factor based on the stability factors of the relevant control components;

[0011] The active seat belts are adjusted according to the vehicle stability factor.

[0012] Optionally, the stability factors of the relevant control components include: the stability factor of the anti-lock braking component, the stability factor of the drive anti-skid 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.

[0013] Optionally, determining the stability factor of each relevant control component in the vehicle based on the vehicle driving related parameters specifically includes:

[0014] Calculating the vehicle speed based on the longitudinal acceleration and the wheel speed of each wheel in the vehicle;

[0015] Calculate the real-time slip rate of each wheel;

[0016] Determining whether the vehicle driving-related parameters meet a first set condition; the first set condition is: the vehicle speed is greater than a first speed threshold, and the brake pedal signal indicates that the brake pedal is depressed;

[0017] If the conditions are met, the vehicle slip rate is determined from the real-time slip rates of each wheel, and the stability factor of the anti-lock braking component is determined using the vehicle slip rate. The mapping relationship between the vehicle slip rate and the stability factor of the anti-lock braking component is: Wherein, δ represents the slip rate of the entire vehicle, h1 represents the stability factor of the anti-lock braking component, and A% and B% represent the end points of the slip rate range required by the anti-lock braking component.

[0018] Optionally, determining the stability factor of each relevant control component in the vehicle based on the vehicle driving related parameters specifically includes:

[0019] determining whether the vehicle driving related parameters satisfy a second set condition; the second set condition being: the accelerator pedal signal indicating that the accelerator pedal is depressed;

[0020] If the conditions are met, the stability factor of the driving anti-skid component is determined using the vehicle slip ratio. The mapping relationship between the vehicle slip ratio and the stability factor of the driving anti-skid component is: Wherein, δ represents the slip rate of the entire vehicle, h2 represents the stability factor of the driving anti-skid component, and C% and D% represent the end point values ​​of the slip rate range required by the driving anti-skid component.

[0021] Optionally, determining the stability factor of each relevant control component in the vehicle based on the vehicle driving related parameters specifically includes:

[0022] determining whether the vehicle driving-related parameters satisfy a third set condition; the third set condition being: the vehicle speed is greater than a second vehicle speed threshold, the steering wheel angle is greater than a first set angle threshold, the lateral acceleration is greater than the first set lateral acceleration threshold, and the yaw angular velocity is greater than a set angular velocity threshold;

[0023] If the conditions are met, 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: Wherein, ω represents the yaw rate, h3 represents the stability factor of the yaw stabilization control component, and E and F represent the end points of the yaw rate range required by the yaw stabilization control component.

[0024] Optionally, determining the stability factor of each relevant control component in the vehicle based on the vehicle driving related parameters specifically includes:

[0025] determining whether the vehicle driving-related parameters satisfy a fourth set condition; the fourth set condition being: the vehicle speed is greater than a third vehicle speed threshold, and the accelerator pedal signal and the brake pedal signal indicate that the accelerator pedal is not depressed;

[0026] If the conditions are met, 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: Wherein, δ represents the vehicle slip ratio, h4 represents the stability factor of the drag torque control component, and G% and H% represent the end points of the required slip ratio range of the drag torque control component.

[0027] Optionally, determining the stability factor of each relevant control component in the vehicle based on the vehicle driving related parameters specifically includes:

[0028] determining whether the vehicle driving-related parameters satisfy a fifth set condition; the fifth set condition being: the vehicle speed is greater than a fourth vehicle speed threshold, the steering wheel angle is greater than a second set steering angle threshold, and the lateral acceleration is greater than a second set lateral acceleration threshold;

[0029] If the conditions are met, the stability factor of the anti-rollover control component is determined using the lateral acceleration; the mapping relationship between the lateral acceleration and the stability factor of the anti-rollover control component is: Among them, α 横represents the lateral acceleration, h5 represents the stability factor of the anti-rollover control component, and I and J represent the end points of the lateral acceleration range required by the anti-rollover control component.

[0030] Optionally, determining the vehicle stability factor based on the stability factors of the relevant control components specifically includes:

[0031] A minimum stability factor is determined from the stability factors of the relevant control components as the vehicle stability factor.

[0032] Optionally, adjusting the active seat belt according to the vehicle stability factor specifically includes:

[0033] Determining a corresponding vehicle safety gear according to the vehicle stability factor;

[0034] The active safety belt is adjusted accordingly according to the vehicle safety gear position.

[0035] A second aspect of the present invention discloses an active and passive safety fusion control system, the system comprising:

[0036] an acquisition module configured to acquire vehicle driving related parameters; the vehicle driving related parameters include: wheel speed, lateral acceleration, longitudinal acceleration, steering wheel angle, yaw angular velocity, brake pedal signal, and accelerator pedal signal;

[0037] a first determining module configured to determine a stability factor of each relevant control component in the vehicle based on the vehicle driving related parameters;

[0038] a second determining module configured to determine a vehicle stability factor based on the stability factors of the relevant control components;

[0039] The adjustment module is configured to adjust the active seat belt according to the vehicle stability factor.

[0040] Through one or more technical solutions of the present invention, the present invention has the following beneficial effects or advantages:

[0041] The solution in the present invention gradually determines the vehicle stability factor through vehicle driving related parameters, and then adjusts the active seat belts according to the vehicle stability factor. It can identify abnormal vehicle out-of-control scenarios in advance and protect the driver and passengers in the vehicle before the vehicle is in danger, thereby effectively improving the protection safety of the driver and passengers.

[0042] The above description is only an overview of the technical solution of the present invention. In order to more clearly understand the technical means of the present invention, it can be implemented in accordance with the contents of the specification. In order to make the above and other purposes, features and advantages of the present invention more obvious and easy to understand, the specific implementation methods of the present invention are specifically listed below. BRIEF DESCRIPTION OF THE DRAWINGS

[0043] Various other advantages and benefits will become apparent to those skilled in the art upon reading the detailed description of the preferred embodiment below. The accompanying drawings are for illustration purposes only and are not to be considered as limiting the present invention. The same reference symbols are used throughout the drawings to represent the same components. In the drawings:

[0044] FIG1 shows a flow chart of an active and passive safety fusion control method according to an embodiment of the present invention;

[0045] FIG2 shows a schematic diagram of an active and passive safety fusion control system according to an embodiment of the present invention. DETAILED DESCRIPTION

[0046] Exemplary embodiments of the present invention will be described in more detail below with reference to the accompanying drawings. Although exemplary embodiments of the present invention are shown in the accompanying drawings, it should be understood that the present invention can be implemented in various forms and should not be limited by the embodiments set forth herein. Rather, these embodiments are provided to enable a more thorough understanding of the present invention and to fully convey the scope of the present invention to those skilled in the art.

[0047] In the first aspect, as shown in FIG1 , the active and passive safety fusion control method provided in the embodiment of this specification includes the following steps:

[0048] S101, collecting vehicle driving related parameters.

[0049] Specifically, vehicle driving-related parameters used to characterize the vehicle's driving state include: wheel speed, lateral acceleration, longitudinal acceleration, steering wheel angle, yaw rate, brake pedal signal, and accelerator pedal signal. During the acquisition process, corresponding sensors are used for data collection. For example, wheel speed is collected using a wheel speed sensor. Since the vehicle has four tires, the wheel speeds of each of the four tires are collected. Lateral acceleration is collected using a lateral acceleration sensor and refers to the acceleration caused by centrifugal force generated when the vehicle turns. Longitudinal acceleration is collected using a longitudinal acceleration sensor and refers to the vehicle's axial acceleration. Steering wheel angle is collected using a steering wheel angle sensor and is used to characterize the steering wheel's rotation angle, thereby determining the degree of the vehicle's turn. Yaw rate is collected using a yaw rate sensor and refers to the lateral swing angle of the vehicle during driving. Excessive yaw rate at high speeds or in sharp turns can cause loss of vehicle control or even a rollover. The brake pedal signal is collected by a collection device mounted on the brake pedal, and the accelerator pedal signal is collected by a collection device mounted on the brake pedal. It is worth noting that different parameter combinations can truly reflect different actual vehicle driving states. Therefore, by collecting vehicle driving related parameters, the actual driving status of the vehicle can be obtained, so as to accurately identify the abnormal and out-of-control scenarios of the vehicle and avoid 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 the relevant control components 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 anti-rollover control system. The stability factor is used to visualize the stability of the vehicle. The stability factor value range is [0, 1]; 0 indicates complete instability and 1 indicates complete stability. A larger value indicates greater stability, while a smaller value indicates greater instability. The stability factors of the relevant control components represent the stability of the vehicle under different operating conditions. For example, the stability factor of the anti-lock braking system visualizes the stability of the vehicle during emergency braking. The stability factor of the anti-rollover control system visualizes the stability of the vehicle during a rollover.

[0052] The stability factors of different control components are determined by different parameter combinations. The following describes how to determine the stability factors of each relevant control component.

[0053] Before determining, the vehicle speed is calculated based on the longitudinal acceleration and the wheel speed of each wheel in the vehicle, and then the real-time slip rate of each wheel is calculated. The real-time slip rate of each wheel is calculated according to the formula: Calculated; where s represents the real-time slip rate, u represents the vehicle speed, and ui Represents the wheel speed of each wheel. It is worth noting that the vehicle speed and the real-time slip rate of each wheel can be calculated separately in advance and then used to determine the stability factors of the relevant control components. Alternatively, they can be calculated separately during the process of determining the stability factors of the relevant control components.

[0054] The stability factor of the anti-lock braking component is determined in the following steps:

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

[0056] If the conditions are met, indicating that the vehicle is about to enter an emergency braking state, the vehicle's slip rate is then determined from the real-time slip rates of each wheel. The slip rate refers to the slip between the tire footprint and the road surface when the tire brakes or accelerates while driving in a straight line. For example, a slip rate of 0 means that the distance traveled by the car is equal to the distance traveled by the tire tread; a slip rate of 100% means that the movement of any tire will not cause the vehicle body to move. Since the slip rate affects the braking of the vehicle, the greater the slip rate, the worse the grip, and the more it will aggravate the vehicle's acceleration and braking symptoms. Therefore, the maximum slip rate among the real-time slip rates of each wheel is used as the vehicle's slip rate to facilitate the subsequent calculation of the stability factors of the anti-lock braking component, the drive anti-skid component, and the drag torque control component.

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

[0058] The mapping relationship between the vehicle slip rate and the stability factor of the anti-lock braking component is: Where δ represents the vehicle slip ratio, h1 represents the stability factor of the anti-lock braking system, and A% and B% represent the endpoints of the required slip ratio range for the anti-lock braking system. The required slip ratio range for the anti-lock braking system varies between different vehicle models, and the endpoints of the required slip ratio range for the anti-lock braking system can be set based on experience gained during actual driving. For example, the required slip ratio range for the anti-lock braking system is 10% to 30%; accordingly, A is 10 and B is 30.

[0059] The above mapping relationship shows that the vehicle slip rate and the stability factor of the anti-lock braking system are negatively correlated. As the vehicle slip rate increases, the stability factor of the anti-lock braking system decreases, indicating that the vehicle becomes more unstable during emergency braking. Similarly, as the vehicle slip rate decreases, the stability factor of the anti-lock braking system increases, indicating that the vehicle is more stable during emergency braking.

[0060] The stability factor of the driving anti-skid component is determined in the following steps:

[0061] It is determined 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.

[0062] If it is satisfied, it means that the car is about to be in an accelerating state, and the vehicle slip rate is used to determine the stability factor of the driving anti-skid component.

[0063] The mapping relationship between the vehicle slip rate and the stability factor of the driving anti-skid component is: Where δ represents the vehicle's slip ratio, h2 represents the stability factor of the anti-skid component, and C% and D% represent the endpoints of the required slip ratio range for the anti-skid component. The required slip ratio range for the anti-skid component varies for different vehicle models, and the endpoints can be set based on experience gained during actual driving. For example, the required slip ratio range for the anti-skid component is 10% to 30%; accordingly, C is 10 and D is 30.

[0064] The above mapping relationship shows that the vehicle's slip rate is negatively correlated with the stability factor of the anti-skid component. As the vehicle's slip rate increases, the stability factor decreases, indicating greater vehicle instability under acceleration. Similarly, as the vehicle's slip rate decreases, the stability factor increases, indicating greater vehicle stability under acceleration.

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

[0066] It is determined whether the vehicle driving related parameters meet the third setting 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 angle threshold, the lateral acceleration is greater than the first set lateral acceleration threshold, and the yaw angular velocity is greater than the set angular velocity threshold.

[0068] If it is satisfied, it means that the car is in a turning state and may cause a rollover accident. The yaw angular velocity is then used to determine the stability factor of the yaw stability control component.

[0069] The mapping relationship between the yaw rate and the stability factor of the yaw stability control component is: Where ω represents the yaw rate, h3 represents the stability factor of the yaw stability control component, and E and F represent the endpoints of the required yaw rate range for the yaw stability control component. The required yaw rate range for the yaw stability control component varies across different vehicle models. The endpoints of the required yaw rate range can be set based on experience gained during actual driving.

[0070] The above mapping relationship shows that yaw rate and the stability factor of the yaw stability control component are negatively correlated. The greater the vehicle's yaw rate, the smaller the yaw stability control component's stability factor, and the more unstable the vehicle becomes during cornering, making it more likely to lose control or even rollover. Similarly, as the yaw rate decreases, the yaw stability control component's stability factor increases, making the vehicle more stable during cornering and less likely to cause an accident.

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

[0072] It is determined whether the vehicle driving related parameters meet the fourth setting condition.

[0073] The fourth setting condition is: the 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 depressed;

[0074] If the conditions are met, indicating the vehicle is in motion, the vehicle's slip ratio is then used to determine the stability factor of the drag torque control component. Drag torque is a key indicator of automotive brake calipers. Excessive values ​​can increase fuel consumption, damage parts, and potentially cause locking.

[0075] The mapping relationship between the vehicle slip rate and the stability factor of the drag torque control component is: Where δ represents the vehicle slip ratio, h4 represents the stability factor of the drag torque control component, and G% and H% represent the endpoints of the required slip ratio range for the drag torque control component. The required slip ratio range for the drag torque control component varies for different vehicle models, and the endpoints of the required slip ratio range can be set based on empirical data from actual driving. For example, the required slip ratio range for the drag torque control component is 10% to 30%; accordingly, G is 10 and H is 30.

[0076] The above mapping relationship shows that the vehicle slip ratio and the stability factor of the drag torque control component are negatively correlated. As the vehicle slip ratio increases, 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 stability factor of the drag torque control component increases, and the vehicle becomes more stable during operation.

[0077] The stability factor of the anti-rollover control component is determined in the following steps:

[0078] It is determined whether the vehicle driving related parameters meet the fifth setting 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 anti-rollover control component is determined using the lateral acceleration. The mapping relationship between the lateral acceleration and the stability factor of the anti-rollover control component is: Among them, α 横 represents lateral acceleration, h5 represents the stability factor of the anti-rollover control component, and I and J represent the endpoints of the anti-rollover control component's required lateral acceleration range. The required lateral acceleration range of the anti-rollover control component varies across different vehicle models. The endpoints of the required lateral acceleration range can be set based on experience gained during actual driving.

[0081] The above mapping relationship shows that lateral acceleration and the stability factor of the anti-rollover control component are negatively correlated. As lateral acceleration increases, the stability factor of the anti-rollover control component decreases, and the vehicle is more likely to roll over. Similarly, as lateral acceleration decreases, the stability factor of the anti-rollover control component increases, and the vehicle is less likely to roll over.

[0082] S103: Determine the vehicle stability factor based on the stability factors of the relevant control components.

[0083] The vehicle stability factor represents the stability of the vehicle. The minimum stability factor is determined from the stability factors of the relevant control components, and is used as the vehicle stability factor: vehicle stability factor = min(h1, h2, h3, h4, h5). By using the stability factor at the vehicle's most unstable state as the vehicle stability factor to adjust the active seatbelts, vehicle safety can be maximized.

[0084] S104, adjust the active seat belt according to the vehicle stability factor.

[0085] During the adjustment process, the corresponding vehicle safety gear is determined based on the vehicle stability factor; the active seat belt is adjusted accordingly according to the vehicle safety gear.

[0086] The active seat belt tension adjustment state has two gears: first gear 1 and second gear 2. If the active seat belt adjustment state is in the first gear 1, it means that the active seat belt is fixed and cannot be adjusted. If the active seat belt adjustment state is in the second gear 2, it means that it can be adjusted.

[0087] The corresponding vehicle safety gear is determined based on the vehicle stability factor. Specifically, the vehicle stability factor ranges from [0, 1], and the vehicle safety gear is divided into three states: mild instability, moderate instability, and severe instability. Different stability states correspond to different seatbelt adjustment forces. If the vehicle stability factor is in [a1, 1], the corresponding vehicle safety gear is mild instability; if the vehicle stability factor is in (a2, a1), the corresponding vehicle safety gear is moderate instability; if the vehicle stability factor is in [0, a2], the corresponding vehicle safety gear is severe instability. The specific correspondence is shown in Table 1.

[0088] Table 1

[0089] Wherein, a2 and a1 represent the range endpoint values ​​of the vehicle stability factor respectively. F represents the normal tensioning force of the active safety belt. The active safety belt is adjusted accordingly according to the vehicle safety gear. For example, if the adjustment state of the active safety belt is in the second gear 2, and the vehicle safety gear is moderately unstable, the force for adjusting the active safety belt is: F×(1+b1); wherein b1≥1 and is a positive value, indicating the first tightening ratio. For another example, if the adjustment state of the active safety belt is in the second gear 2, and the vehicle safety gear is severely unstable, the force for adjusting the active safety belt is: F×(1+b2); wherein b2>b1 and is a positive value, indicating the second tightening ratio.

[0090] In this solution, the stability state of the entire vehicle is gradually determined through vehicle driving related parameters, and abnormal vehicle loss of control scenarios are predicted and identified. The active seat belts are adaptively adjusted according to the different stability states of the vehicle, so that the tightening force of the seat belts changes with the changes in the stability state of the vehicle, thereby protecting the driver and passengers in the car before the vehicle is in danger, thereby effectively improving the protection safety of the driver and passengers.

[0091] In a second aspect, based on the same inventive concept as the active and passive safety fusion control method provided in the embodiment of the first aspect, the embodiment of this specification further provides an active and passive safety fusion control system. Referring to FIG. 2 , the system includes:

[0092] The acquisition module 201 is configured to acquire vehicle driving related parameters; the vehicle driving related parameters include: wheel speed, lateral acceleration, longitudinal acceleration, steering wheel angle, yaw angular velocity, brake pedal signal, accelerator pedal signal;

[0093] A first determining module 202 is configured to determine a stability factor of each relevant control component in the vehicle based on the vehicle driving related parameters;

[0094] A second determining module 203 is configured to determine a vehicle stability factor based on the stability factors of the relevant control components;

[0095] The adjustment module 204 is configured to adjust the active seat belt according to the vehicle stability factor.

[0096] It should be noted that the active and passive safety fusion control system provided in the embodiments of this specification, wherein the specific manner in which each module performs operations has been described in detail in the method embodiment provided in the above-mentioned first aspect, the specific implementation process can refer to the method embodiment provided in the above-mentioned first aspect, and will not be elaborated here.

[0097] Although the preferred embodiments of the present application have been described, those skilled in the art may make additional changes and modifications to these embodiments once they have learned the basic creative concept. Therefore, the appended claims are intended to be interpreted as including the preferred embodiments and all changes and modifications that fall within the scope of the present application.

[0098] Obviously, those skilled in the art may make various changes and modifications to this application without departing from the spirit and scope of this application. Thus, if these modifications and variations of this application fall within the scope of the claims of this application and their equivalents, this application is intended to include these modifications and variations.

Claims

1. An active and passive safety fusion control method, characterized in that: The method comprises: Collecting vehicle driving related parameters; the vehicle driving related parameters include: wheel speed, lateral acceleration, longitudinal acceleration, steering wheel angle, yaw angular velocity, brake pedal signal, accelerator pedal signal; Determining stability factors of relevant control components in the vehicle based on the vehicle driving related parameters; Determining a vehicle stability factor based on the stability factors of the relevant control components; The active seat belts are adjusted according to the vehicle stability factor.

2. The method according to claim 1, characterized in that The stability factors of the relevant control components include: the stability factor of the anti-lock braking component, the stability factor of the driving anti-skid 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 according to claim 2, characterized in that The determining of the stability factors of the relevant control components in the vehicle based on the vehicle driving related parameters specifically includes: Calculating the vehicle speed according to the longitudinal acceleration and the wheel speed of each wheel in the vehicle; Calculate the real-time slip rate of each wheel; Determining whether the vehicle driving related parameters meet a first setting condition; the first setting condition is: the vehicle speed is greater than a first vehicle speed threshold, and the brake pedal signal indicates that the brake pedal is depressed; If satisfied, the vehicle slip rate is determined from the real-time slip rates of each wheel, and the stability factor of the anti-lock braking component is determined using the vehicle slip rate; the mapping relationship between the vehicle slip rate and the stability factor of the anti-lock braking component is: Wherein, δ represents the slip rate of the whole vehicle, h1 represents the stability factor of the anti-lock braking component, and A% and B% represent the end point values ​​of the slip rate range required by the anti-lock braking component.

4. The method according to claim 3, characterized in that The determining of the stability factors of the relevant control components in the vehicle based on the vehicle driving related parameters specifically includes: Determining whether the vehicle driving related parameters meet a second setting condition; the second setting condition is: the accelerator pedal signal indicates that the accelerator pedal is depressed; If satisfied, the stability factor of the driving anti-skid component is determined using the vehicle slip ratio; the mapping relationship between the vehicle slip ratio and the stability factor of the driving anti-skid component is: Wherein, δ represents the slip rate of the whole vehicle, h2 represents the stability factor of the driving anti-skid component, and C% and D% represent the end point values ​​of the slip rate range required for the driving anti-skid component.

5. The method according to claim 3, characterized in that The determining of the stability factors of the relevant control components in the vehicle based on the vehicle driving related parameters specifically includes: Determining whether the vehicle driving related parameters meet a third setting condition; the third setting condition is: the vehicle speed is greater than a second vehicle speed threshold, the steering wheel angle is greater than a first setting angle threshold, the lateral acceleration is greater than a first setting lateral acceleration threshold, and the yaw angular velocity is greater than a setting angular velocity threshold; If satisfied, the stability factor of the yaw stability control component is determined using the yaw angular velocity; the mapping relationship between the yaw angular velocity and the stability factor of the yaw stability control component is: Wherein, ω represents the yaw rate, h3 represents the stability factor of the yaw stability control component, and E and F represent the end point values ​​of the yaw rate range required by the yaw stability control component.

6. The method according to claim 3, characterized in that The determining of the stability factors of the relevant control components in the vehicle based on the vehicle driving related parameters specifically includes: Determine whether the vehicle driving related parameters meet the fourth setting condition; the fourth setting condition is: The vehicle speed is greater than a third vehicle speed threshold, and the accelerator pedal signal and the brake pedal signal indicate that the accelerator pedal is not depressed; 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: Wherein, δ represents the slip rate of the whole vehicle, h4 represents the stability factor of the drag torque control component, and G% and H% represent the end point values ​​of the slip rate range required by the drag torque control component.

7. The method according to claim 3, characterized in that The determining of the stability factors of the relevant control components in the vehicle based on the vehicle driving related parameters specifically includes: Determining whether the vehicle driving related parameters meet a fifth setting condition; the fifth setting condition is: the vehicle speed is greater than a fourth vehicle speed threshold, the steering wheel angle is greater than a second setting angle threshold, and the lateral acceleration is greater than a second setting lateral acceleration threshold; If satisfied, the stability factor of the anti-rollover control component is determined using the lateral acceleration; the mapping relationship between the lateral acceleration and the stability factor of the anti-rollover control component is: Among them, α 横 represents the lateral acceleration, h5 represents the stability factor of the anti-rollover control component, and I and J represent the end point values ​​of the lateral acceleration range required by the anti-rollover control component.

8. The method according to claim 1, characterized in that The determining of the vehicle stability factor based on the stability factors of the relevant control components specifically includes: The minimum stability factor is determined from the stability factors of the relevant control components as the whole vehicle stability factor.

9. The method according to claim 1, characterized in that The adjusting the active safety belt according to the vehicle stability factor specifically includes: Determining a corresponding vehicle safety gear position according to the vehicle stability factor; The active safety belt is adjusted accordingly according to the vehicle safety gear position.

10. An active and passive safety fusion control system, characterized in that: The system comprises: The acquisition module is configured to acquire vehicle driving related parameters; the vehicle driving related parameters include: wheel speed, lateral acceleration, longitudinal acceleration, steering wheel angle, yaw angular velocity, brake pedal signal, accelerator pedal signal; A first determination module is configured to determine a stability factor of each relevant control component in the vehicle based on the vehicle driving related parameters; A second determination module is configured to determine a vehicle stability factor based on the stability factors of the relevant control components; The adjustment module is configured to adjust the active safety belt according to the vehicle stability factor.

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