A safe driving control system combining pulse and vehicle speed

Abstract

A safe driving control system that combines pulse and vehicle speed, including left and right handlebars for a motorcycle, is characterized in that: pulse sensors are mounted on both handlebars, the pulse sensors being connected to the left and right pulse signal input terminals of a processor, respectively; the processor is further connected to a rotation angle sensor, which is mounted in the motorcycle's steering system; the processor is further provided with a data interaction terminal group connected to a human-computer interaction device; the processor is further connected to a wireless communication unit for external communication; and the processor is further connected to a power management system. The present invention has the significant effects of being able to monitor the driver's pulse rate in real time, providing different degrees of prompts to the driver based on the pulse rate and ensuring safe operation in combination with vehicle steering data; uploading the pulse rate to a remote backend; and regulating the driver's driving habits, thereby ensuring safe driving and preventing traffic accidents.

Description

Technical Field

[0001] The present invention relates to the technical field of motorcycles, and in particular to a safe driving control system combining pulse and vehicle speed. Background Art

[0002] Safe driving is now receiving increasing attention from the government and is a key safety factor for every family. Currently, safe motorcycle driving is primarily determined by the driver's self-perception, and pulse rate alone cannot be used to alert the driver or provide safe braking instructions. If a driver experiences an emergency or is caught driving under the influence, and continues to operate the motorcycle while unable to respond or safely operate, a traffic accident is highly likely to occur. Therefore, safety measures for motorcycle driving still need to be improved.

[0003] The existing technical difficulty is: how to provide a prompt warning and safe operation for motorcycle drivers' standardized driving, drunk driving and special circumstances. Summary of the Invention

[0004] The purpose of the present invention is to provide a safe driving control system that combines pulse and vehicle speed, which can monitor the driver's pulse rate information in real time, and provide different degrees of prompts to the driver through the pulse rate information and give safe operations to ensure the driver's driving safety and avoid traffic accidents.

[0005] The present invention provides the following technical solution: a safe driving control system that combines pulse and vehicle speed, including left and right handlebars of a motorcycle, wherein pulse sensors are installed on both handlebars of the motorcycle, and the pulse sensors are respectively connected to the left and right pulse signal input terminals of a processor. The processor is also connected to a rotation angle sensor, which is installed in the steering system of the motorcycle. The processor is also provided with a data interaction terminal group connected to a human-computer interaction device, the processor is also connected to a wireless communication unit for communication with the outside world, and the processor is also connected to a power management system; the processor determines whether the driver's heartbeat is normal based on the pulse sensor, and issues an alarm through the human-computer interaction device; the processor combines the driver's heartbeat and the steering data of the motorcycle to safely control the power management system and achieve safe deceleration of the vehicle.

[0006] When driving a motorcycle, the driver holds the left and right handlebars of the motorcycle with both hands. The pulse sensor transmits the pulse signals of the driver's left and right hands to the processor. The pulse signals are processed by the processor to obtain the driver's pulse number, and the driver's pulse number is used to determine whether it is necessary to remind the driver of the current physiological state or intervene in safe driving to control the motorcycle to stop safely. If the pulse number is normal, the current pulse number will be displayed through the human-computer interaction device and the current pulse number will be uploaded to the wireless communication unit. If the pulse number is abnormal but does not affect safe driving, the current physiological state will be indicated through the human-computer interaction device, and the current pulse number will be displayed through the human-computer interaction device and the current pulse number will be uploaded to the wireless communication unit. If the pulse number is abnormal and will affect safe driving, the processor will stop the motorcycle safely according to the working condition of the motorcycle, or even restrict the motorcycle from starting. The current pulse number will also be displayed through the human-computer interaction device and the current pulse number will be uploaded to the wireless communication unit to ensure the safety of the driver and avoid traffic accidents.

[0007] The pulse sensor data output terminal group is connected to the pulse input terminal group of the processor, the angle data output terminal of the rotation angle sensor is connected to the angle input terminal of the processor; and the vehicle speed control terminal of the processor is connected to the power management system, so that the processor can easily obtain pulse signals and angle signals.

[0008] The processor stores a safe driving management unit, and the management process of the safe driving management unit is as follows:

[0009] Steps for processor self-test;

[0010] a step for determining whether a pulse signal exists; when a pulse signal does not exist, entering a step for intervening in a safety driving assistance function and entering a step for notifying a human-computer interaction device of the current pulse count via a Lin line; a step for uploading the pulse count to a wireless communication unit via SPI; and returning to a step for performing an I2C self-test of the processor;

[0011] When a pulse signal is present, entering a step for determining whether to turn on the auxiliary start function;

[0012] When the auxiliary starting function is turned on, the process proceeds to a step for notifying the power management system via CAN to start the engine; the process proceeds to a step for determining whether the pulse rate is between 60 and 100;

[0013] When the auxiliary start function is not turned on, the process proceeds to the step of determining whether the pulse rate is between 60 and 100.

[0014] When the pulse rate is between 60 and 100, the step of notifying the human-computer interaction device to display the current pulse rate via the Lin line is entered;

[0015] Step for uploading the pulse count to the wireless communication unit via SPI;

[0016] Return to the steps for the processor I2C self-test;

[0017] When the pulse rate is not between 60 and 100, the process proceeds to a step for determining whether the pulse rate is less than 60.

[0018] When the pulse rate is less than 60, the process enters the step of low heart rate alarm;

[0019] A step for notifying a human-computer interaction device to display a current pulse rate via a Lin line;

[0020] Step for uploading the pulse count to the wireless communication unit via SPI;

[0021] Return to the steps for the processor I2C self-test;

[0022] When the pulse rate is not less than 60, the process proceeds to the step of determining whether the pulse rate is between 100 and 160.

[0023] When the pulse rate is between 100 and 160, the system will enter the step of drunk driving risk warning;

[0024] A step for notifying a human-computer interaction device to display a current pulse rate via a Lin line;

[0025] Step for uploading the pulse count to the wireless communication unit via SPI;

[0026] Return to the steps for the processor I2C self-test;

[0027] When the pulse rate is not between 100 and 160, the process proceeds to a step for determining whether the pulse rate is greater than 160.

[0028] When the pulse rate is not greater than 160, return to the step for determining whether the pulse rate is between 60 and 100;

[0029] When the pulse rate is greater than 160, the process proceeds to the step for heart disease prompt;

[0030] A step for determining whether the vehicle speed is greater than 0 km / h;

[0031] When the vehicle speed is greater than 0 km / h, the process enters the step for active braking;

[0032] Steps for prompting safe braking;

[0033] A step for notifying a human-computer interaction device to display a current pulse rate via a Lin line;

[0034] Step for uploading the pulse count to the wireless communication unit via SPI;

[0035] Return to the steps for the processor I2C self-test;

[0036] When the vehicle speed is not greater than 0 km / h, the process proceeds to a step for notifying the power management system via CAN that starting is not permitted.

[0037] A step for notifying a human-computer interaction device to display a current pulse rate via a Lin line;

[0038] Step for uploading the pulse count to the wireless communication unit via SPI;

[0039] Return to the steps for the processor I2C self-test.

[0040] The wireless communication unit is connected to the processor via an SPI line, the human-computer interaction device is connected to the processor via a Lin line, the power management system is connected to the processor via a CAN line, the LDO front end is connected to the VBAT end, the LDO back end is connected to the processor, the LDO ground end is grounded, and the LDO back end is also connected to the VCC end.

[0041] The safe driving control and judgment process is completed through the processor, which facilitates the transmission of information between each module and the processor.

[0042] The processor is a single-chip microcomputer, the LDO is a low-voltage linear stabilizer, the human-computer interaction device is an instrument, the instrument includes a display, a buzzer and an alarm light, and the wireless communication unit is a 4G module.

[0043] The specific steps of the auxiliary safety driving function intervention include:

[0044] Steps for determining whether the vehicle is in motion;

[0045] When the vehicle is running, entering a step for a handlebar separation reminder;

[0046] When the vehicle is not running, a procedure for inhibiting starting is entered.

[0047] The calculation formula for the vehicle speed deceleration effect of the active braking is as follows:

[0048]

[0049]

[0050] Among them, A is the vehicle speed deceleration coefficient; β is the throttle opening value; f is the brake control frequency / s; α is the steering wheel steering angle value; V is the current vehicle speed coefficient; 2 is the standard idle coefficient; n is the standard deceleration coefficient; n' is the current deceleration coefficient; A' is the standard vehicle speed deceleration coefficient; A" is the current vehicle speed deceleration coefficient;

[0051] Assume α is the zero value of the steering wheel steering angle and β is the idle speed opening value, substitute the set standard deceleration coefficient n, the current vehicle speed V coefficient and the current brake control frequency f into formula (1) to obtain the standard vehicle speed deceleration coefficient A′; substitute the set standard deceleration coefficient n, the current throttle opening value β, the current brake control frequency f, the current vehicle speed V coefficient and the current steering wheel steering angle α into formula (1) to obtain the current vehicle speed deceleration coefficient A″;

[0052] The vehicle speed deceleration effect of the active brake is based on the current deceleration coefficient n' value, and the motorcycle is decelerated by a speed deceleration effect of n'KM / h per second.

[0053] When actively braking, the active braking operation needs to safely stop the motorcycle according to the driving conditions of the motorcycle. When the motorcycle is traveling in a straight line, the active braking brakes and slows down the motorcycle according to the standard deceleration coefficient n value. When the motorcycle is turning, the active braking brakes and slows down the motorcycle according to the current deceleration coefficient n' value. As the steering angle increases, the current steering wheel steering angle α increases, thereby reducing the current deceleration coefficient n' value. Because the greater the steering angle, the greater the centrifugal force. Adjusting the current deceleration coefficient n' value according to the curve can prevent the driver from being thrown out by the centrifugal force due to active braking in the curve, ensuring that the motorcycle can be safely decelerated to ensure the safety of the driver.

[0054] The specific steps of the active braking include:

[0055] A step for obtaining parameter information such as a set standard deceleration coefficient n, a current vehicle speed V, and a current brake control frequency coefficient f;

[0056] Used to bring the obtained parameter information into the formula The steps for calculating the standard vehicle speed deceleration coefficient A';

[0057] A step for obtaining a set standard deceleration coefficient n, a current steering wheel angle α, a current throttle opening coefficient β, a current brake control frequency f, and a current vehicle speed V;

[0058] Used to bring the obtained parameter information into the formula The step of calculating the current vehicle speed deceleration coefficient A″;

[0059] Used to bring the standard vehicle speed deceleration coefficient A′ and the current vehicle speed deceleration coefficient A″ into the formula The step of calculating the current deceleration coefficient n';

[0060] The step of braking and decelerating the motorcycle according to a speed reduction effect of n^'KM / h per second;

[0061] A step for determining whether the vehicle speed is 0; when the vehicle speed is not 0, returning to a step for obtaining parameter information such as a set standard deceleration coefficient n, a current vehicle speed V, and a current brake control frequency coefficient f;

[0062] When the vehicle speed reaches 0, the process ends.

[0063] The significant effects of the present invention are: it can monitor the driver's pulse rate in real time, provide the driver with different degrees of prompts based on the pulse rate and provide safe operations in combination with the vehicle steering angle, upload the pulse rate to the remote background, and regulate the driver's driving habits, thereby ensuring the driver's safe driving to avoid traffic accidents. BRIEF DESCRIPTION OF THE DRAWINGS

[0064] Figure 1 This is a schematic diagram of the left and right hand pipe structures of a motorcycle of the present invention;

[0065] Figure 2 for Figure 1 A-direction sectional view;

[0066] Figure 3 Schematic diagram of circuit connection of the present invention;

[0067] Figure 4 Schematic diagram of the management process of the safe driving management unit of the present invention;

[0068] Figure 5 This is a schematic diagram of the process of intervention of the auxiliary safe driving function of the present invention;

[0069] Figure 6 It is a schematic diagram of the process of active braking of the present invention. DETAILED DESCRIPTION

[0070] The present invention is further described in detail below with reference to the accompanying drawings and specific embodiments.

[0071] like Figure 1-6The invention discloses a safety driving control system combining pulse and vehicle speed, comprising left and right handlebars 1 of a motorcycle, pulse sensors 7 being installed on both the left and right handlebars 1 of the motorcycle, the pulse sensors 7 being connected to the left and right pulse signal input terminals of a single chip microcomputer 2 respectively, the single chip microcomputer 2 being further connected to a rotation angle sensor 8, the rotation angle sensor 8 being installed in the steering system of the motorcycle, the single chip microcomputer 2 being further provided with a data interaction terminal group connected to an instrument 4, the instrument comprising a display, a buzzer and an alarm light, the single chip microcomputer 2 being further connected to a 4G module 3 for communicating with the outside world, the single chip microcomputer 2 being further connected to a power management system 5; the 4G module 3 being connected to the single chip microcomputer 2 via an SPI line, the instrument 4 being connected to the single chip microcomputer 2 via a Lin line, the power management system (5) being connected to the single chip microcomputer 2 via a CAN line, the front end of the low voltage linear stabilizer 6 being connected to a VBAT terminal, the rear end of the low voltage linear stabilizer 6 being connected to the single chip microcomputer 2, the ground terminal of the low voltage linear stabilizer 6 being grounded, and the rear end of the low voltage linear stabilizer 6 being further connected to the VCC terminal.

[0072] The pulse sensor 2 is provided with an SCL terminal, an SDA terminal, an INT# terminal, a VVD terminal, a first VLED terminal, a second VLED terminal, a PGND terminal and a GND terminal. The SCL terminal is connected to the I2C terminal of the microcontroller 2, the SDA terminal and the INT# terminal are respectively connected to the microcontroller 2, the VVD terminal is connected to the VCC terminal via the first VLED+ terminal and the second VLED+ terminal, the VCC terminal is also connected to the microcontroller 2, and the PGND terminal and the GND terminal are respectively grounded.

[0073] The single chip microcomputer 2 determines whether the driver's heartbeat is normal based on the pulse sensor 7 and issues an alarm through the instrument; the single chip microcomputer 2 combines the driver's heartbeat and the steering data of the motorcycle to safely control the power management system 5 to achieve safe deceleration of the vehicle.

[0074] The data output terminal group of the pulse sensor 7 is connected to the pulse input terminal group of the single chip microcomputer 2, the angle data terminal of the rotation angle sensor 8 is connected to the angle input terminal of the single chip microcomputer 2; the vehicle speed control terminal of the single chip microcomputer 2 is connected to the power management system 5.

[0075] The single chip microcomputer 2 stores a safe driving management unit, and the management process of the safe driving management unit is as follows:

[0076] Steps for self-testing processor 2;

[0077] a step for determining whether a pulse signal exists; and when a pulse signal does not exist, entering a step for intervening in a safety driving assistance function;

[0078] A step for notifying the human-computer interaction device 4 of the current pulse rate via the Lin line;

[0079] A step for uploading the pulse count to the wireless communication unit 3 via SPI;

[0080] Return to the steps for processor 2 I2C self-test;

[0081] When a pulse signal is present, entering a step for determining whether to turn on the auxiliary start function;

[0082] When the auxiliary starting function is turned on, the process proceeds to a step for notifying the power management system 5 via the CAN to start the engine; the process proceeds to a step for determining whether the pulse rate is between 60 and 100;

[0083] When the auxiliary start function is not turned on, the process proceeds to the step of determining whether the pulse rate is between 60 and 100.

[0084] When the pulse rate is between 60 and 100, the process proceeds to a step of notifying the human-computer interaction device 4 to display the current pulse rate via the Lin line;

[0085] A step for uploading the pulse count to the wireless communication unit 3 via SPI;

[0086] Return to the steps for processor 2 I2C self-test;

[0087] When the pulse rate is not between 60 and 100, the process proceeds to a step for determining whether the pulse rate is less than 60.

[0088] When the pulse rate is less than 60, the process enters the step of low heart rate alarm;

[0089] A step for notifying the human-computer interaction device 4 to display the current pulse rate through the Lin line;

[0090] A step for uploading the pulse count to the wireless communication unit 3 via SPI;

[0091] Return to the steps for processor 2 I2C self-test;

[0092] When the pulse rate is not less than 60, the process proceeds to the step of determining whether the pulse rate is between 100 and 160.

[0093] When the pulse rate is between 100 and 160, the system will enter the step of drunk driving risk warning;

[0094] A step for notifying the human-computer interaction device 4 to display the current pulse rate through the Lin line;

[0095] A step for uploading the pulse count to the wireless communication unit 3 via SPI;

[0096] Return to the steps for processor 2 I2C self-test;

[0097] When the pulse rate is not between 100 and 160, the process proceeds to a step for determining whether the pulse rate is greater than 160.

[0098] When the pulse rate is not greater than 160, return to the step for determining whether the pulse rate is between 60 and 100;

[0099] When the pulse rate is greater than 160, the process proceeds to the step for heart disease prompt;

[0100] A step for determining whether the vehicle speed is greater than 0 km / h;

[0101] When the vehicle speed is greater than 0 km / h, the process enters the step for active braking;

[0102] Steps for prompting safe braking;

[0103] A step for notifying the human-computer interaction device 4 to display the current pulse rate through the Lin line;

[0104] A step for uploading the pulse count to the wireless communication unit 3 via SPI;

[0105] Return to the steps for processor 2 I2C self-test;

[0106] When the vehicle speed is not greater than 0 km / h, the process proceeds to a step for notifying the power management system 5 via the CAN that starting is not permitted.

[0107] A step for notifying the human-computer interaction device 4 to display the current pulse rate through the Lin line;

[0108] A step for uploading the pulse count to the wireless communication unit 3 via SPI;

[0109] Return to the steps for Processor 2 I2C self-test.

[0110] The specific steps of the auxiliary safety driving function intervention include:

[0111] Steps for determining whether the vehicle is in motion;

[0112] When the vehicle is running, entering a step for a handlebar separation reminder;

[0113] When the vehicle is not running, a procedure for inhibiting starting is entered.

[0114] The calculation formula for the vehicle speed deceleration effect of the active braking is as follows:

[0115]

[0116]

[0117] In formulas (1) and (2), A is the vehicle speed deceleration coefficient; β is the throttle opening value; f is the brake control frequency / s; α is the steering wheel steering angle value; V is the current vehicle speed coefficient; 2 is the standard idle speed coefficient; n is the standard deceleration coefficient; n′ is the current deceleration coefficient; A′ is the standard vehicle speed deceleration coefficient; A″ is the current vehicle speed deceleration coefficient;

[0118] Assume α is the zero value of the steering wheel steering angle and β is the idle speed opening value, substitute the set standard deceleration coefficient n, the current vehicle speed V coefficient and the current brake control frequency f into formula (1) to obtain the standard vehicle speed deceleration coefficient A′; substitute the set standard deceleration coefficient n, the current throttle opening value β, the current brake control frequency f, the current vehicle speed V coefficient and the current steering wheel steering angle α into formula (1) to obtain the current vehicle speed deceleration coefficient A″;

[0119] The vehicle speed deceleration effect of the active braking is based on the current deceleration coefficient n' value in formula (2), and the motorcycle is decelerated by a speed deceleration effect of n'KM / h per second.

[0120] The specific steps of the active braking include:

[0121] A step for obtaining parameter information such as a set standard deceleration coefficient n, a current vehicle speed V, and a current brake control frequency coefficient f;

[0122] Used to bring the obtained parameter information into the formula Calculate the standard vehicle speed deceleration coefficient A ′ Steps;

[0123] A step for obtaining a set standard deceleration coefficient n, a current steering wheel angle α, a current throttle opening coefficient β, a current brake control frequency f, and a current vehicle speed V;

[0124] Used to bring the obtained parameter information into the formula The step of calculating the current vehicle speed deceleration coefficient A″;

[0125] Used to bring the standard vehicle speed deceleration coefficient A′ and the current vehicle speed deceleration coefficient A″ into the formula Calculate the current deceleration coefficient n ′ Steps;

[0126] For n per second ′ KM / h speed deceleration effect on the steps of braking and decelerating the motorcycle;

[0127] A step for determining whether the vehicle speed is 0; when the vehicle speed is not 0, returning to a step for obtaining parameter information such as a set standard deceleration coefficient n, a current vehicle speed V, and a current brake control frequency coefficient f;

[0128] When the vehicle speed reaches 0, the process ends.

[0129] The workflow of the present invention is as follows:

[0130] like Figure 1-6 As shown, the single-chip computer 2 collects the driver's current pulse signal and the vehicle steering angle data through the pulse sensor and the angle sensor, analyzes and identifies the driver's current physiological condition and the vehicle steering angle, and displays the driver's current pulse rate through the instrument 4 and uploads it to the 4G module 4. It also performs safety prompts or safe driving operations according to the set pulse rate threshold. According to the driver's pulse rate threshold, there are: drunk driving risk prompts, heart rate upload and display, low heart rate prompts, and handlebar separation prompts. If there is suspicion of heart disease, the motorcycle is prohibited from starting, or the moving motorcycle is safely stopped to ensure the driver's driving safety and avoid traffic accidents.

[0131] More specifically, when the driver starts to drive the motorcycle, he needs to hold the left and right handlebars 1 of the motorcycle with both hands respectively. The pulse sensors 7 on the left and right handlebars 1 of the motorcycle check the driver's pulse. When the motorcycle is started, the single chip microcomputer 2 detects whether there is a pulse signal through the pulse sensors 7 on the left and right handlebars 1 through self-test. When there is no pulse signal, the single chip microcomputer 2 determines whether the motorcycle is running. If the motorcycle is not running, the driver is prohibited from starting. When the motorcycle is not running, the instrument 4 displays and the buzzer prompts the driver to disengage the handlebars. Only when the single chip microcomputer 2 detects a pulse signal through the pulse sensor 7 on the handlebar through self-test can the driver start the motorcycle. After starting the motorcycle, the pulse sensor 7 will detect the driver's pulse rate in real time and convert it into a pulse signal and transmit it to the single chip microcomputer 2 for self-test. The single chip microcomputer 2 determines the driver's different physiological states according to the driver's pulse rate. The single chip microcomputer 2 performs different degrees of prompts, warnings and safety operations according to the set pulse rate threshold. When the driver's pulse rate is normal, it only needs to display the pulse rate through the instrument 4 and upload the pulse rate to the 4G module 3; when the driver's pulse rate is If the pulse rate is too low, a buzzer alarm is sounded, the pulse rate is displayed on the instrument 4, and the pulse rate is uploaded to the 4G module 3; if the pulse rate is too high, which may be caused by drunk driving, the driver is reminded of drunk driving, the pulse rate is displayed on the instrument 4, and the pulse rate is uploaded to the 4G module 3; if the driver's pulse rate is too high, which may be caused by heart disease, the motorcycle judges the vehicle speed; when the vehicle speed is greater than 0 km / h, the single-chip microcomputer 2 actively brakes the motorcycle based on the steering data provided by the angle sensor 8 to safely stop the moving motorcycle; when the motorcycle is not turning, the active braking slows down and stops the motorcycle according to the standard vehicle speed deceleration effect. The greater the steering angle of the motorcycle, the weaker the speed deceleration effect of the active braking, or even no deceleration of the motorcycle. After the motorcycle stops, the driver is reminded through the instrument 4, the pulse rate is displayed on the instrument 4, and the pulse rate is uploaded to the 4G module 3. When the vehicle speed is less than 0 km / h, the power management system 5 is notified not to start the motorcycle, and the pulse rate is displayed on the instrument 4 and uploaded to the 4G module 3 to ensure the driver's driving safety and avoid traffic accidents.

Claims

1. A pulse and speed combined safe driving control system, comprising left and right handlebars (1) of a motorcycle, characterized in that: The left and right handlebars (1) of the motorcycle are both equipped with pulse sensors (7), the pulse sensors (7) being connected to the left and right pulse signal input terminals of the processor (2), respectively. The processor (2) is also connected to a rotation angle sensor (8), which is installed in the steering system of the motorcycle. The processor (2) is also provided with a data interaction terminal group connected to the human-computer interaction device (4). The processor (2) is also connected to a wireless communication unit (3) for communicating with the outside world. The processor (2) is also connected to a power management system (5). The processor (2) determines whether the driver's heartbeat is normal based on the pulse sensor (7) and issues a warning through the human-computer interaction device (4); the processor (2) combines the driver's heartbeat and the steering data of the motorcycle to safely control the power management system (5) to achieve safe deceleration of the vehicle; The data output terminal group of the pulse sensor (7) is connected to the pulse input terminal group of the processor (2); the angle data output terminal of the rotation angle sensor (8) is connected to the angle input terminal of the processor (2); the vehicle speed control terminal of the processor (2) is connected to the power management system (5); The processor (2) stores a safe driving management unit, and the management process of the safe driving management unit is as follows: Steps for self-testing the processor (2); a step for determining whether a pulse signal exists; when a pulse signal does not exist, entering a step for intervening in an auxiliary safety driving function and entering a step for notifying a human-computer interaction device (4) to display the current pulse number via a Lin line; and a step for uploading the pulse number to a wireless communication unit (3) via SPI; Return to the step for the processor (2) I2C self-test; When a pulse signal is present, entering a step for determining whether to turn on the auxiliary start function; When the auxiliary starting function is turned on, a step is entered for notifying the power management system (5) to start the engine via the CAN; Entering the step for determining whether the pulse rate is between 60 and 100; When the auxiliary start function is not turned on, the process proceeds to the step of determining whether the pulse rate is between 60 and 100. When the pulse rate is between 60 and 100, the step of notifying the human-computer interaction device (4) to display the current pulse rate is entered through the Lin line; A step for uploading the pulse count to the wireless communication unit (3) via SPI; Return to the step for the processor (2) I2C self-test; When the pulse rate is not between 60 and 100, the process proceeds to a step for determining whether the pulse rate is less than 60. When the pulse rate is less than 60, the process enters the step of low heart rate alarm; A step for notifying a human-computer interaction device (4) to display a current pulse number via a Lin line; A step for uploading the pulse count to the wireless communication unit (3) via SPI; Return to the step for the processor (2) I2C self-test; When the pulse rate is not less than 60, the process proceeds to the step of determining whether the pulse rate is between 100 and 160. When the pulse rate is between 100 and 160, the system will enter the step of drunk driving risk warning; A step for notifying a human-computer interaction device (4) to display a current pulse number via a Lin line; A step for uploading the pulse count to the wireless communication unit (3) via SPI; Return to the step for the processor (2) I2C self-test; When the pulse rate is not between 100 and 160, the process proceeds to a step for determining whether the pulse rate is greater than 160. When the pulse rate is not greater than 160, return to the step for determining whether the pulse rate is between 60 and 100; When the pulse rate is greater than 160, the process proceeds to the step for heart disease prompt; A step for determining whether the vehicle speed is greater than 0 km / h; When the vehicle speed is greater than 0 km / h, the process enters the step for active braking; Steps for prompting safe braking; A step for notifying a human-computer interaction device (4) to display a current pulse number via a Lin line; A step for uploading the pulse count to the wireless communication unit (3) via SPI; Return to the step for the processor (2) I2C self-test; When the vehicle speed is not greater than 0 km / h, a step is entered for notifying the power management system (5) via the CAN that starting is not permitted; A step for notifying a human-computer interaction device (4) to display a current pulse number via a Lin line; A step for uploading the pulse count to the wireless communication unit (3) via SPI; Return to the step for the processor (2) I2C self-test.

2. A pulse and vehicle speed combined safe driving control system according to claim 1, characterized in that: The wireless communication unit (3) is connected to the processor (2) via an SPI line, the human-computer interaction device (4) is connected to the processor (2) via a Lin line, the power management system (5) is connected to the processor (2) via a CAN line, the front end of the LDO (6) is connected to the VBAT end, the back end of the LDO (6) is connected to the processor (2), the ground end of the LDO (6) is grounded, and the back end of the LDO (6) is also connected to the VCC end.

3. A pulse and vehicle speed combined safe driving control system according to claim 2, characterized in that: The processor (2) is a single chip microcomputer, the LDO (6) is a low voltage linear stabilizer, the human-computer interaction device (4) is an instrument, the instrument includes a display, a buzzer and an alarm light, and the wireless communication unit (3) is a 4G module.

4. The pulse and vehicle speed combined safe driving control system according to claim 1, characterized in that: The process of the auxiliary safety driving function intervention includes: Steps for determining whether the vehicle is in motion; When the vehicle is running, entering a step for a handlebar separation reminder; When the vehicle is not running, a procedure for inhibiting starting is entered.

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