Driver intention cooperative ego vehicle trajectory invasion defensive maneuver linkage method

Abstract

The application discloses a driver-intention-coordinated other-vehicle trajectory invasion defensive control linkage method, and belongs to the technical field of vehicle control, wherein the driver-intention-coordinated other-vehicle trajectory invasion defensive control linkage method comprises the following steps: collecting running data of a side-lane vehicle, judging whether the side-lane vehicle has a strong lane-changing intention according to the running data; collecting real-time control data of a driver when the side-lane vehicle has the strong lane-changing intention, outputting a control intention type of the driver and a confidence degree about the control intention type according to the real-time control data; matching a hierarchical control priority rule in a preset control rule database according to the output control intention type and the confidence degree, and executing a defensive control strategy according to the hierarchical control priority rule, so that the output defensive control strategy is matched with the control intention type of the driver, conflicts are avoided, and safety hazards caused by the conflicts and control resistance feelings generated by the driver are reduced.

Description

Technical Field

[0001] This invention relates to the field of vehicle control technology, and in particular to a method for defensive control linkage that coordinates driver intent with the trajectory of another vehicle to prevent intrusion. Background Technology

[0002] With the rapid iteration of intelligent driving and active safety technologies, defensive control technologies for scenarios involving vehicles forcibly changing lanes or intruding into other lanes have become one of the core configurations of L2-L4 level intelligent driving vehicles.

[0003] In related technologies, current defense systems are generally unidirectional and passive. After detecting the collision risk caused by a vehicle forcibly changing lanes from the side lane, they directly output a fixed defensive control strategy. This defensive control strategy is prone to conflict with the driver's control, posing safety hazards and causing strong resistance from the driver. Summary of the Invention

[0004] This invention aims to at least solve the technical problems existing in related technologies. To this end, this invention proposes a method for defensive control linkage based on the trajectory intrusion of other vehicles in coordination with driver intent, so that the output defensive control strategy matches the type of driver control intent, avoiding conflicts and reducing safety hazards caused by conflicts and the driver's resistance to control.

[0005] The driver-intention-coordinated defensive control linkage method for other vehicle trajectory intrusion according to embodiments of the present invention includes: Collect the operation data of vehicles in the bypass lane, and determine whether the vehicles in the bypass lane have the intention to forcibly change lanes based on the operation data; When a vehicle in the adjacent lane has the intention to forcibly change lanes, the driver's real-time control data is collected, and the driver's control intention type and confidence level about the control intention type are output based on the real-time control data. Based on the type and confidence level of the output control intent, the system matches hierarchical control priority rules in the preset control rule database and executes defensive control strategies according to these rules.

[0006] The driver intent-coordinated defensive control linkage method for intrusion into other vehicles, according to an embodiment of the present invention, has at least the following beneficial effects: This method collects the operating data of vehicles in adjacent lanes and determines whether such vehicles intend to forcibly change lanes based on the operating data, thereby providing preliminary input for subsequent scene recognition and avoiding invalid triggering. When it is determined that a vehicle in adjacent lane intends to forcibly change lanes, the method collects the driver's real-time control data and outputs the driver's control intent type based on the real-time control data. The control intent type indicates whether the driver has recognized the forced lane change of the vehicle in adjacent lanes and made the correct avoidance operation. The confidence level is used to determine the credibility of the control intent type. This driver intent-coordinated defensive control linkage method can match hierarchical control priority rules in a preset control rule database according to the output control intent type. That is, it matches corresponding hierarchical control priority rules according to different control intent types, clarifying the priority of system adjustment and driver operation, and constructing a smooth transition mechanism between system active defense and driver control coordination. This effectively eliminates the conflict between defensive control strategies and driver operation, reducing safety hazards caused by the conflict and the driver's resistance to control.

[0007] According to some embodiments of the present invention, real-time control data of the driver is collected, and the type of driver's control intention is output based on the real-time control data, including: When any of the following conditions are met: brake pedal travel is greater than or equal to the first travel value and brake pedal change rate is greater than or equal to the first change value, steering wheel angle is greater than or equal to the first angle and steering wheel angular velocity is greater than or equal to the first velocity, or accelerator pedal is fully released and brake pedal is triggered, the driver's control intention type is output as emergency control intention, and the real-time control data includes brake pedal travel, brake pedal change rate, steering wheel angle, steering wheel angular velocity, and accelerator pedal travel. Based on the output manipulation intent type and confidence level, the system matches hierarchical manipulation priority rules in a pre-defined manipulation rule database, and executes defensive manipulation strategies according to these rules, including: When the control intention type is emergency control intention, the hierarchical control priority rule matched in the control rule database is the first priority rule. The corresponding defensive control strategy for the first priority is to stop the intervention operations of lane keeping correction, steering damping increase and active braking, and adjust the suspension support adjustment range according to the first preset ratio.

[0008] According to some embodiments of the present invention, real-time control data of the driver is collected, and the type of driver's control intention is output based on the real-time control data, including: When any of the following conditions are met: the brake pedal travel is between the second travel value and the first travel value; the steering wheel angle is between the second angle and the first angle; the turn signal is on and the steering wheel is turned; or the accelerator pedal travel continues to decrease, the driver's control intention type is output as active control intention. The real-time control data includes the brake pedal travel, steering wheel angle, turn signal on status, and accelerator pedal travel. The first travel value is greater than the second travel value, and the first angle is greater than the second angle. Based on the output manipulation intent type and confidence level, the system matches hierarchical manipulation priority rules in a pre-defined manipulation rule database, and executes defensive manipulation strategies according to these rules, including: When the control intention type is active control intention, the hierarchical control priority rule matched in the control rule database is the second priority rule. The corresponding defensive control strategy for the second priority is to stop intervention operations that are opposite to the driver's operation direction, provide assistance to the driver's operation, and adjust the suspension support adjustment range according to the second preset ratio.

[0009] According to some embodiments of the present invention, real-time control data of the driver is collected, and the type of driver's control intention is output based on the real-time control data, including: When the steering wheel angle is less than or equal to the third angle, the brake pedal change rate and the accelerator pedal change rate are both less than or equal to the second change value, and the turn signal is off, the driver's control intention type is output as lane keeping intention. The real-time control data includes steering wheel angle, brake pedal change rate, accelerator pedal change rate, and turn signal on status. The third angle is less than the second angle, and the second change value is less than the first change value. Based on the output manipulation intent type and confidence level, the system matches hierarchical manipulation priority rules in a pre-defined manipulation rule database, and executes defensive manipulation strategies according to these rules, including: When the control intention type is lane keeping intention, the hierarchical control priority rule matched in the control rule database is the third priority rule. The corresponding defensive control strategy for the third priority is to adjust the suspension support adjustment range to the upper limit, adjust the steering damping to the upper limit, maintain lane keeping assist, apply braking assist, and issue a warning signal to the driver.

[0010] According to some embodiments of the present invention, real-time control data of the driver is collected, and the type of driver's control intention is output based on the real-time control data, including: When the steering wheel angle is less than or equal to the fourth angle, the brake pedal change rate and the accelerator pedal change rate are both less than or equal to the third change value, and the turn signal is off, the driver's control intention type is output as no control intention. The real-time control data includes the steering wheel angle, brake pedal change rate, accelerator pedal change rate, and turn signal on status. The fourth angle is less than the third angle, and the third change value is less than the second change value. Based on the output manipulation intent type and confidence level, the system matches hierarchical manipulation priority rules in a pre-defined manipulation rule database, and executes defensive manipulation strategies according to these rules, including: When the control intention type is no control intention, the hierarchical control priority rule matched in the control rule database is the third priority rule. The corresponding defensive control strategy for the third priority is to adjust the suspension support adjustment range to the upper limit, adjust the steering damping to the upper limit, maintain lane keeping assist, apply braking assist, and issue a warning signal to the driver.

[0011] According to some embodiments of the present invention, real-time control data of the driver is collected, and the type of driver's control intention is output based on the real-time control data, including: When any of the following conditions are met: the accelerator pedal travel is greater than or equal to the third travel value and the accelerator pedal change rate is greater than or equal to the fourth change value; the steering wheel angle suddenly changes towards the vehicle in the side lane and the turn signal is off; or the driver's eyes are closed for more than a preset time, the driver's control intention type is output as misoperation intention. The real-time control data includes accelerator pedal travel, accelerator pedal change rate, steering wheel angle, turn signal on status, and driver's eye opening degree. The third travel value is greater than the first travel value, and the fourth change value is greater than the first change value. Based on the output manipulation intent type and confidence level, the system matches hierarchical manipulation priority rules in a pre-defined manipulation rule database, and executes defensive manipulation strategies according to these rules, including: When the control intention type is misoperation intention, the hierarchical control priority rule matched in the control rule database is the fourth priority rule. The corresponding defensive control strategy for the fourth priority is to shield the driver's misoperation and retain effective avoidance operations.

[0012] According to some embodiments of the present invention, real-time control data of the driver is collected, and the driver's control intention type and confidence level regarding the control intention type are output based on the real-time control data, including: After outputting the control intention type based on real-time control data, the number of data dimensions that match the control intention type is counted based on five core control data dimensions: steering, braking, acceleration, assisted control, and DMS extension. If the number of data dimensions is greater than or equal to the preset number and the confidence level is greater than or equal to the calibration threshold, the manipulation intent type is determined to be a valid intent.

[0013] According to some embodiments of the present invention, real-time control data of the driver is collected, and the driver's control intention type and confidence level regarding the control intention type are output based on the real-time control data, including: If the number of data dimensions is less than the preset number and the confidence level is less than the calibrated threshold, the manipulation intent type is determined to be an invalid intent. Based on the output manipulation intent type and confidence level, the system matches hierarchical manipulation priority rules in a pre-defined manipulation rule database, and executes defensive manipulation strategies according to these rules, including: The control priority rule matched in the control rule database is set as the second priority rule. The corresponding defensive control strategy for the second priority is to stop intervention operations that are opposite to the driver's operation direction, provide assistance to the driver's operation, and adjust the suspension support adjustment range according to the second preset ratio.

[0014] According to some embodiments of the present invention, a hierarchical control priority rule is matched in a preset control rule database based on the output control intent type and confidence level, and a defensive control strategy is executed according to the hierarchical control priority rule, further comprising: If the defensive control strategy is opposite to the driver's operation direction or there is a torque conflict, the intervention operation of the defensive control strategy will not be executed, and the driver's operation will be assisted and adapted.

[0015] According to some embodiments of the present invention, the method for defensive control linkage against intrusion of another vehicle's trajectory by a driver's intent to coordinate further includes: It receives global setting instructions or one-time temporary setting instructions from the driver in real time, and adjusts the parameters of the defensive control strategy according to the global setting instructions or one-time temporary setting instructions. Continuously collect drivers' historical driving data, analyze drivers' driving styles based on historical driving data, and adjust the parameters of defensive control strategies based on driving styles.

[0016] Additional aspects and advantages of the invention will be set forth in part in the description which follows, and in part will be obvious from the description, or may be learned by practice of the invention. Attached Figure Description

[0017] The present invention will be further described below with reference to the accompanying drawings and embodiments, wherein: Figure 1 This is a flowchart of a driver-intention-coordinated anti-intrusion control linkage method for other vehicle trajectory intrusion according to an embodiment of the present invention; Figure 2The flowchart shows a driver intent coordination method for defensive control linkage against intrusion of other vehicle trajectories according to an embodiment of the present invention, where the control intent type is an emergency control intent and the hierarchical control priority rule is a first priority rule. Figure 3 The flowchart illustrates a driver intent-coordinated, other-vehicle trajectory intrusion defensive control linkage method according to an embodiment of the present invention, where the control intent type is active control intent and the hierarchical control priority rule is the second priority rule. Figure 4 The flowchart shows a driver intent coordination method for defensive control linkage against other vehicle trajectory intrusion according to an embodiment of the present invention, where the control intent type is lane keeping intent and the hierarchical control priority rule is the third priority rule. Figure 5 The flowchart shows a driver intent coordination method for defensive control linkage against intrusion of other vehicle trajectories according to an embodiment of the present invention, where the control intent type is no control intent and the hierarchical control priority rule is the third priority rule. Figure 6 The flowchart shows a driver intent coordination method for defensive control linkage against intrusion of other vehicle trajectories according to an embodiment of the present invention, where the control intent type is a misoperation intent and the hierarchical control priority rule is the fourth priority rule. Figure 7 This is a flowchart illustrating a valid intention type in a driver intention-coordinated, other-vehicle trajectory intrusion defensive control linkage method according to an embodiment of the present invention. Figure 8 This is a flowchart illustrating an embodiment of the driver intent coordination method for defensive control linkage with other vehicle trajectories in an embodiment of the present invention, where the control intent type is invalid intent. Figure 9 This is a flowchart illustrating the addition of personalized settings and adjustments based on driving style in a driver intent-coordinated, other-vehicle trajectory intrusion defensive control linkage method according to an embodiment of the present invention. Detailed Implementation

[0018] Embodiments of the present invention are described in detail below. Examples of these embodiments are shown in the accompanying drawings, wherein the same or similar reference numerals denote the same or similar elements or elements having the same or similar functions throughout. The embodiments described below with reference to the accompanying drawings are exemplary and are only used to explain the present invention, and should not be construed as limiting the present invention.

[0019] In the description of this invention, it should be understood that the orientation descriptions, such as up, down, etc., are based on the orientation or positional relationship shown in the drawings and are only for the convenience of describing this invention and simplifying the description, and are not intended to indicate or imply that the device or element referred to must have a specific orientation, or be constructed and operated in a specific orientation, and therefore should not be construed as a limitation of this invention.

[0020] In the description of this invention, "multiple" refers to two or more. The use of "first" and "second" is for distinguishing technical features only and should not be construed as indicating or implying relative importance, or implicitly indicating the number of indicated technical features or their sequential relationship.

[0021] In the description of this invention, unless otherwise explicitly defined, terms such as "set up," "install," and "connect" should be interpreted broadly, and those skilled in the art can reasonably determine the specific meaning of the above terms in this invention in conjunction with the specific content of the technical solution.

[0022] With the rapid iteration of intelligent driving and active safety technologies, defensive control technologies for scenarios involving vehicles forcibly changing lanes or intruding into other lanes (cutting in) have become one of the core configurations of L2-L4 level intelligent driving vehicles. Current industry technologies largely focus on recognizing other vehicles' lane-changing intentions, triggering warnings, and unidirectional chassis adjustment or emergency braking control. The core logic is a passive, system-dominated defense; that is, after detecting a risk, the system directly outputs a fixed control strategy, completely ignoring the driver's real-time control intentions and personalized driving habits. This leads to significant shortcomings in the practical application of these technologies, specifically as follows: (1) The system frequently conflicts with the driver's control, posing secondary safety hazards. Existing defensive control technologies rely on unidirectional system control without a driver intent coordination mechanism. When the system detects a risk of another vehicle's trajectory intrusion, it directly executes fixed operations such as increasing suspension support, increasing steering damping, lane keeping assist, and active braking, without simultaneously recognizing the driver's real-time control actions. When the driver has already performed emergency avoidance, active braking, or lane change maneuvers, the system's unidirectional control is prone to conflict with the driver's actions. For example, if the system increases steering damping to limit steering range while the driver is performing an emergency avoidance maneuver, steering jamming and understeer may occur. Similarly, if the system performs lane keeping assist while the driver is actively changing lanes to avoid a risk, the steering wheel may "steer," severely interfering with driver control and potentially leading to secondary safety accidents such as skidding and loss of control on slippery roads or at high speeds. Existing technologies lack clear control priority rules, only achieving a binary switch between "complete system dominance" and "complete system deactivation," without smooth collaborative adaptation capabilities.

[0023] (2) Lack of driver intervention authority, resulting in extremely poor functional flexibility and practicality. Existing defensive control systems use globally fixed intervention logic, supporting only "always on" or "always off" modes, lacking refined driver intervention permissions. For example, when a driver encounters a tentative lane change by another vehicle, they may want to handle the situation autonomously without system intervention, but the system still forcibly executes defensive adjustments, causing the driver to feel strong resistance to control. Drivers with different driving styles have significantly different needs for the intensity of system intervention, which current technologies cannot meet, resulting in severely insufficient functional flexibility and low user acceptance.

[0024] (3) The fixed parameters that are the same for everyone cannot be adapted to individual driving habits, and the humanization is seriously lacking. Existing defensive control systems use fixed parameters for trigger thresholds, adjustment ranges, and intervention intensity, preset at the factory, without personalization for different drivers' driving habits. Different drivers have significantly different driving styles: aggressive drivers follow closely, change lanes frequently, and respond quickly to emergencies, showing strong resistance to strong system intervention, making them prone to over-intervention with fixed parameters; while mild-mannered novice drivers follow further, react slowly to emergencies, and have weak risk prediction abilities, making them prone to under-intervention with fixed parameters. Current technology cannot identify and adapt to different drivers' habits, failing to achieve personalized defensive adaptation, and is severely out of step with the current development trend of "humanization and personalization" in intelligent vehicles.

[0025] (4) There is no complete collaborative control closed loop, the technical logic is scattered, and the adaptability to scenarios is weak. Existing technologies are mostly single-point function optimizations, failing to form a complete logical closed loop. Their technical logic is fragmented and cannot cover the collaborative control needs of all scenarios, such as highways, urban roads, and slippery surfaces.

[0026] (5) Lack of fault tolerance mechanism in extreme scenarios, resulting in high risk of misjudgment. Existing technologies do not have fault tolerance mechanisms designed for scenarios involving driver misoperation or insufficient confidence in intent recognition: when drivers make mistakes such as accidentally pressing the accelerator or turning the steering wheel, it can easily exacerbate traffic accidents.

[0027] In summary, the core flaw of existing technologies lies in the "system-centric one-way control logic," which completely ignores the driver's central role in vehicle control, fails to establish a collaborative mechanism between driver intent and system defense, and does not adapt to personalized driving habits. As a result, the safety, humanization, and practicality of the functions cannot meet actual driving needs. There is an urgent need for a driver-centric, collaborative, and defensive control method to fill the gaps in existing technologies.

[0028] Reference Figures 1 to 9 As shown, the driver-intention-coordinated anti-intrusion control linkage method for other vehicle trajectory intrusion according to one embodiment of the present invention is applicable to vehicles equipped with L2 and above intelligent driving systems.

[0029] Reference Figure 1 As shown, the method for defensive control linkage where the driver intends to coordinate with another vehicle's trajectory intrusion includes the following steps: Step S100: Collect the operation data of vehicles in the bypass lane, and determine whether the vehicles in the bypass lane have the intention to forcibly change lanes based on the operation data; Step S200: When a vehicle in the bypass lane has the intention to forcibly change lanes, collect the driver's real-time control data, and output the type of the driver's control intention and the confidence level of the type of control intention based on the real-time control data. Step S300: Match the hierarchical control priority rules in the preset control rule database according to the output control intention type and confidence level, and execute the defensive control strategy according to the hierarchical control priority rules.

[0030] Reference Figure 1 As shown, in step S100, the driver intent-coordinated anti-intrusion control linkage method for other vehicle trajectories in this embodiment of the invention is based on the confirmation of the intention of the vehicle in the bypass lane to forcibly change lanes. Relying on a multi-sensor fusion system (millimeter-wave radar, forward-looking vision camera, vehicle IMU, V2X vehicle networking module), it collects the operating data of the vehicle in the bypass lane, including relative distance, relative longitudinal / lateral speed, lateral displacement, lane line crossing status, turn signal status, heading angle, and time to collision (TTC). Through the lane change intention recognition model (the model parameters can be calibrated according to the vehicle type perception data and actual scenario requirements), it confirms that the vehicle in the bypass lane has a forced lane change intention, providing a preliminary input for subsequent extreme scenario recognition and avoiding invalid triggering.

[0031] Reference Figure 1 As shown, in step S200, the driver-intent-coordinated anti-intrusion control linkage method can construct a multi-dimensional, high real-time driver control intent recognition system. It collects real-time driver control data through onboard sensors, inputs it into the driver intent recognition model, and accurately determines the driver's real-time control intent and intent confidence level, providing a core basis for subsequent coordination priority determination. The specific implementation is as follows: Reference Figure 1 As shown, the core data acquisition and sampling standards are as follows: Five types of core control data are collected through vehicle body sensors. The sampling frequency can be calibrated according to the vehicle's hardware configuration, with a default recommendation of no less than 50Hz to ensure real-time recognition. The data includes: Steering control data: steering torque, steering angle, steering angular velocity, steering direction; Braking control data: brake pedal travel, brake pedal change rate, brake master cylinder pressure, brake light status; Acceleration control data: accelerator pedal travel, accelerator pedal change rate, accelerator opening change rate; Assisted control data: turn signal on status, hazard light status, steering wheel button operation (temporarily off / sensitivity adjustment); Optional extended data: driver eye tracking data (via DMS driver monitoring system), steering wheel grip force data.

[0032] Reference Figure 1 As shown, the classification and judgment thresholds for driving intentions are as follows: A driving intention recognition model based on a rule engine and / or deep learning is constructed to classify the driver's driving intentions into 5 categories, and the judgment thresholds for each category are defined (all thresholds can be calibrated; the following are default recommended values). The model also outputs the confidence score of intention recognition (0-100%), with the specific classifications as follows:

[0033] Reference Figure 1 As shown, the driver-intention-coordinated anti-intrusion control linkage method first collects the driver's real-time control data, and then compares it with emergency control intention, active control intention, lane-keeping intention, no control intention, and misoperation intention. Figure 5 The sub-conditions for determining the type of intent are compared to complete the initial determination of the intent type, determine the control intent type to which the current operation belongs, and, together with the confidence level verification, determine whether the output control intent type belongs to a valid intent or an invalid intent.

[0034] Reference Figure 1 As shown, the driver's intention to coordinate with other vehicles' trajectory intrusion defensive control linkage method achieves real-time and accurate identification and confidence determination of the driver's various control intentions through high-frequency collection of multi-dimensional control data, providing core basis for collaborative linkage and is a prerequisite for resolving control conflicts.

[0035] Reference Figure 1 As shown, it should be noted that both the lane change intention recognition model and the driving intention recognition model can use a convolutional neural network (CNN) to extract spatial features, while a long short-term memory network (LSTM) or a gated recurrent unit (GRU) is responsible for processing time-series data such as vehicle trajectories to capture the changes in the forced lane change intention of vehicles in the bypass lane over time.

[0036] Reference Figure 1As shown, in step S300, the driver-intention-coordinated anti-intrusion control linkage method establishes hierarchical control priority rules based on the identified control intention type and confidence level. Each hierarchical control priority rule is matched with emergency control intention, active control intention, lane-keeping intention, no control intention, and misoperation intention, respectively, to construct a smooth linkage mechanism of "system active defense and driver control coordination". This clarifies the priority of system adjustment and driver operation, achieving the core objectives of "absolute driver priority, smooth coordination and system safety backup". The specific rules and implementation methods are as follows: Reference Figure 1 As shown, the core rules of the hierarchical priority system are divided into four levels based on the type of control intent. Different control priority rules correspond to different defensive control strategies, achieving conflict-free linkage between the system and the driver's control, as detailed below:

[0037] Reference Figure 1 As shown, the driver-intention-coordinated defensive control linkage method for intruding trajectory of other vehicles has a control linkage actuator: it can cover the coordinated control of the entire chassis actuator of the vehicle, including the suspension controller, steering system, braking system, and vehicle stability system, to achieve dynamic and smooth adjustment of defense parameters without any sudden adjustment changes, thus avoiding giving the driver an abrupt control feeling.

[0038] Reference Figure 1 As shown, the driver-intention-coordinated defensive control linkage method addresses the core pain points of existing technologies by reconstructing the defensive control logic with the "driver as the core." It solves the problem of frequent conflicts between the one-way control and real-time control of existing defense systems by focusing on the control logic of driver intention recognition and collaborative control. It establishes clear control priority rules and a smooth collaborative adaptation mechanism to eliminate secondary safety hazards caused by control conflicts at the root.

[0039] Reference Figure 1 As shown, the driver-intention-coordinated defensive control linkage method for other vehicle trajectory intrusion establishes hierarchical priority rules based on the driver's intention, realizes the smooth adaptation between system defense and driver control, clarifies the driver's main control status, and takes into account the system's safety backup capability.

[0040] Reference Figure 2 As shown, it can be understood that the driver's intention to coordinate with the trajectory of another vehicle intrusion defensive control linkage method involves collecting the driver's real-time control data in step S200, and outputting the driver's control intention type based on the real-time control data, including the following steps: Step S210: When any of the following conditions are met, such as brake pedal travel being greater than or equal to the first travel value and brake pedal change rate being greater than or equal to the first change value, steering wheel angle being greater than or equal to the first angle and steering wheel angular velocity being greater than or equal to the first speed, or accelerator pedal being fully released and brake pedal being triggered, the driver's control intention type is output as emergency control intention, and the real-time control data includes brake pedal travel, brake pedal change rate, steering wheel angle, steering wheel angular velocity, and accelerator pedal travel. In step S300, the method for defensive control linkage against intrusion of another vehicle's trajectory by the driver's intention to coordinate involves matching hierarchical control priority rules in a preset control rule database based on the output control intention type and confidence level, and executing a defensive control strategy according to the hierarchical control priority rules, including the following steps: Step S310: When the control intention type is emergency control intention, the hierarchical control priority rule matched in the control rule database is the first priority rule. The corresponding defensive control strategy for the first priority is to stop the intervention operations for lane keeping correction, steering damping increase and active braking, and adjust the suspension support adjustment range according to the first preset ratio.

[0041] Reference Figure 2 As shown, in step S210, if any of the following conditions are met in the user's dynamic control data: brake pedal travel ≥ 50% and rate of change ≥ 30% / s, steering wheel angle ≥ 30° and angular velocity ≥ 20° / s, or accelerator pedal fully released and brake pedal triggered, it indicates that the driver has identified a risk and is performing emergency avoidance / braking. At this time, the defense system should provide the driver with absolute control. The first travel value is 50%, the first rate of change is 30% / s, the first angle is 30°, and the first velocity is 20° / s.

[0042] Reference Figure 2 As shown, in step S310, the hierarchical control priority rule matched in the control rule database is the first priority rule. The core execution principle of the first priority rule is that the driver has complete control, and the system immediately suspends strong intervention, only performing safety precautions. The corresponding defensive control strategy for the first priority is: 1. Stop the planned defensive intervention operations, that is, immediately stop strong intervention operations such as lane keeping correction, increased steering damping, and active braking; 2. The suspension support adjustment range is reduced by a preset ratio (the ratio can be calibrated, with a default recommended reduction of 50%) to adapt to the vehicle posture requirements of the driver during emergency steering / braking; 3. Only basic Electronic Stability Control (ESC) is retained, without any additional defensive adjustments, fully adapting to the driver's driving actions.

[0043] Reference Figure 3As shown, it can be understood that the driver's intention to coordinate with the trajectory of another vehicle intrusion defensive control linkage method involves collecting the driver's real-time control data in step S200, and outputting the driver's control intention type based on the real-time control data, including the following steps: Step S220: When any of the following conditions are met, such as the brake pedal travel being between the second travel value and the first travel value, the steering wheel angle being between the second angle and the first angle, the turn signal being on and the steering wheel being turned, or the accelerator pedal travel continuously decreasing, the driver's control intention type is output as active control intention. The real-time control data includes the brake pedal travel, steering wheel angle, turn signal on status, and accelerator pedal travel. The first travel value is greater than the second travel value, and the first angle is greater than the second angle. In step S300, the method for defensive control linkage against intrusion of another vehicle's trajectory by the driver's intention to coordinate involves matching hierarchical control priority rules in a preset control rule database based on the output control intention type and confidence level, and executing a defensive control strategy according to the hierarchical control priority rules, including the following steps: Step S320: When the control intention type is active control intention, the hierarchical control priority rule matched in the control rule database is the second priority rule. The corresponding defensive control strategy for the second priority is to stop intervention operations that are opposite to the driver's operation direction, provide assistance to the driver's operation, and adjust the suspension support adjustment range according to the second preset ratio.

[0044] Reference Figure 3 As shown, in step S220, if any of the following conditions are met in the user's dynamic control data: brake pedal travel is 20%-50%, steering wheel angle is 10°-30°, turn signal is on and steering wheel angle is >0, or accelerator pedal travel continues to decrease, it indicates that the driver has identified the risk and is actively controlling the vehicle to respond, requiring the defensive system to cooperate and adapt. The second travel value is 20%, and the second angle is 10°.

[0045] Reference Figure 3 As shown, in step S320, the hierarchical control priority rule matched in the control rule database is the second priority rule. The core execution principle of the second priority rule is that the system adjustment is fully adapted to the driver's control, without any conflict, assisting the driver in handling risks. The corresponding defensive control strategy for the second priority is: 1. Stop all operations that are opposite to the direction of the driver's control (e.g., if the driver turns left, the system stops correcting the right lane). 2. Dynamically adjust defense parameters according to the driver's steering direction: if the driver applies the brakes, the system simultaneously increases the braking assist force without superimposing active braking; if the driver applies the steering, the system simultaneously adjusts the steering damping adjustment range to match the steering action. 3. Adjust the suspension support adjustment range to the corresponding preset value (the ratio can be calibrated, with 70% recommended by default), balancing vehicle stability and handling agility.

[0046] It should be noted that the first and second preset ratios can be adjusted according to actual needs, and are not limited here.

[0047] Reference Figure 4 As shown, it can be understood that the driver's intention to coordinate with the trajectory of another vehicle intrusion defensive control linkage method involves collecting the driver's real-time control data in step S200, and outputting the driver's control intention type based on the real-time control data, including the following steps: Step S230: When the steering wheel angle is less than or equal to the third angle, the brake pedal change rate and the accelerator pedal change rate are both less than or equal to the second change value, and the turn signal is in the off state, the driver's control intention type is output as lane keeping intention. The real-time control data includes steering wheel angle, brake pedal change rate, accelerator pedal change rate and turn signal on state, the third angle is less than the second angle, and the second change value is less than the first change value. In step S300, the method for defensive control linkage against intrusion of another vehicle's trajectory by the driver's intention to coordinate involves matching hierarchical control priority rules in a preset control rule database based on the output control intention type and confidence level, and executing a defensive control strategy according to the hierarchical control priority rules, including the following steps: Step S330: When the control intention type is lane keeping intention, the hierarchical control priority rule matched in the control rule database is the third priority rule. The corresponding defensive control strategy for the third priority is to adjust the suspension support adjustment range to the upper limit, adjust the steering damping to the upper limit, maintain lane keeping assist, apply braking assist, and issue a warning signal to the driver.

[0048] Reference Figure 4 As shown, in step S230, if the user's dynamic control data meets all the following conditions: steering wheel angle ≤ 2°, brake pedal and accelerator pedal change rate ≤ 5% / s, and turn signal is off, it indicates that the driver has not identified the risk / has no control action and wishes to maintain lane driving, requiring the system to take the lead in defense. The third angle is 2°, and the second change value is 5% / s.

[0049] Reference Figure 4 As shown, in step S330, the hierarchical control priority rule matched in the control rule database is the third priority rule. The core execution principle of the third priority rule is that the system-led defensive control execution fully ensures driving safety and avoids risks in advance. The corresponding defensive control strategy for the third priority is: 1. The system fully executes preset defensive handling strategies, including scenario-based adaptive suspension support and steering damping adjustment, lane keeping assist, pre-braking assist, etc. 2. Simultaneously trigger tiered warnings to remind the driver to pay attention to risks (e.g., through audible prompts or dashboard visual warning lights); 3. If the driver subsequently triggers active / emergency control, the system will immediately switch to the corresponding priority without any delay.

[0050] Reference Figure 5 As shown, it can be understood that the driver's intention to coordinate with the trajectory of another vehicle intrusion defensive control linkage method involves collecting the driver's real-time control data in step S200, and outputting the driver's control intention type based on the real-time control data, including the following steps: Step S240: When the steering wheel angle is less than or equal to the fourth angle, the brake pedal change rate and the accelerator pedal change rate are both less than or equal to the third change value, and the turn signal is in the off state, the driver's control intention type is output as no control intention. The real-time control data includes the steering wheel angle, brake pedal change rate, accelerator pedal change rate, and turn signal on state. The fourth angle is less than the third angle, and the third change value is less than the second change value. In step S300, the method for defensive control linkage against intrusion of another vehicle's trajectory by the driver's intention to coordinate involves matching hierarchical control priority rules in a preset control rule database based on the output control intention type and confidence level, and executing a defensive control strategy according to the hierarchical control priority rules, including the following steps: Step S340: When the control intention type is no control intention, the hierarchical control priority rule matched in the control rule database is the third priority rule. The corresponding defensive control strategy for the third priority is to adjust the suspension support adjustment range to the upper limit, adjust the steering damping to the upper limit, maintain lane keeping assist, apply braking assist, and issue a warning signal to the driver.

[0051] Reference Figure 5 As shown, in step S240, if the user's dynamic control data shows that both hands are still on the steering wheel; there is no steering / braking / accelerator operation; and there are no auxiliary control actions, it indicates that the driver has not taken any action. The system needs to take the lead in defense and safety. The fourth angle can be 0° and the third change value can be 0% / s.

[0052] Reference Figure 5 As shown, in step S340, the hierarchical control priority rule matched in the control rule database is the third priority rule. The core execution principle of the third priority rule is that the system-led defensive control execution fully ensures driving safety and avoids risks in advance. The corresponding defensive control strategy for the third priority is: 1. The system fully executes preset defensive handling strategies, including scenario-based adaptive suspension support and steering damping adjustment, lane keeping assist, pre-braking assist, etc. 2. Simultaneously trigger tiered warnings to remind the driver to pay attention to risks (e.g., through audible prompts or dashboard visual warning lights); 3. If the driver subsequently triggers active / emergency control, the system will immediately switch to the corresponding priority without any delay.

[0053] Reference Figure 6 As shown, it can be understood that the driver's intention to coordinate with the trajectory of another vehicle intrusion defensive control linkage method involves collecting the driver's real-time control data in step S200, and outputting the driver's control intention type based on the real-time control data, including the following steps: Step S250: When any of the following conditions are met, such as the accelerator pedal travel being greater than or equal to the third travel value and the accelerator pedal change rate being greater than or equal to the fourth change value, the steering wheel angle suddenly turning towards the vehicle in the side lane and the turn signal being off, or the driver closing their eyes for more than a preset time, the driver's control intention type is output as misoperation intention. The real-time control data includes the accelerator pedal travel, accelerator pedal change rate, steering wheel angle, turn signal on status, and driver's eye opening and closing degree. The third travel value is greater than the first travel value, and the fourth change value is greater than the first change value. In step S300, the method for defensive control linkage against intrusion of another vehicle's trajectory by the driver's intention to coordinate involves matching hierarchical control priority rules in a preset control rule database based on the output control intention type and confidence level, and executing a defensive control strategy according to the hierarchical control priority rules, including the following steps: Step S350: When the control intention type is misoperation intention, the hierarchical control priority rule matched in the control rule database is the fourth priority rule. The corresponding defensive control strategy for the fourth priority is to shield the driver's misoperation and retain effective avoidance operations.

[0054] Reference Figure 6 As shown, in step S250, if the user's dynamic control data shows that the accelerator pedal travel is ≥80% and the change rate is ≥50% / s in a risk scenario; the steering angle suddenly changes towards the vehicle in the side lane and there is no turn signal linkage; or the DMS detects that the driver is distracted / closed his eyes, it indicates that the driver has performed a dangerous misoperation. The system needs to prioritize blocking the dangerous action, while identifying and retaining the effective avoidance operation. The third travel value is 80% and the fourth change value is 50% / s.

[0055] Reference Figure 6As shown, in step S350, the hierarchical control priority rule matched in the control rule database is the fourth priority rule. The core execution principle of the fourth priority rule is to shield the system from driver error, prioritize driving safety, and avoid accidents. The corresponding defensive control strategy for the third priority is: 1. Immediately disable any driver misoperation (such as accidentally pressing the full accelerator) and cut off power; 2. Fully implement the highest level of defensive handling strategies, including emergency braking, maximum suspension support, and adaptive steering damping; 3. Simultaneously trigger the highest level of audible and visual warning to remind the driver to correct their operation.

[0056] Reference Figure 7 As shown, it can be understood that the driver-intention-coordinated anti-intrusion control linkage method for other vehicles' trajectories, in step S200, collects the driver's real-time control data, and outputs the driver's control intention type and the confidence level regarding the control intention type based on the real-time control data, including the following steps: Step S260: After outputting the control intention type based on the real-time control data, count the number of data dimensions that match the control intention type based on the five core control data dimensions: steering, braking, acceleration, assisted control, and DMS extension. Step S260: If the number of data dimensions is greater than or equal to the preset number and the confidence level is greater than or equal to the calibration threshold, the manipulation intent type is determined to be a valid intent.

[0057] Reference Figure 7 As shown, the confidence determination rule for the driver's intention to coordinate with other vehicles' trajectory intrusion defensive control linkage method is as follows: First, the driver's real-time control data is compared with emergency control intention, active control intention, lane-keeping intention, no control intention, and misoperation intention. Figure 5 The system compares the sub-conditions for determining the intent type to complete the initial intent type judgment and determine the intent category to which the current operation belongs. Then, based on five core control data dimensions—steering, braking, acceleration, assisted control, and DMS extension—the system counts the number of data dimensions that match the characteristics of the initially judged intent (the number of matching dimensions and the confidence threshold can be calibrated according to the vehicle model and sensor accuracy). When the number of matching dimensions is ≥2, the confidence level is ≥ the calibration threshold, and the intent is judged as valid. The preset number can be 2, and the calibration threshold can be calibrated according to the actual situation.

[0058] Reference Figure 7As shown, the beneficial effects of this step are as follows: by collecting multi-dimensional data at high frequency, the driver's control intentions can be accurately identified at the millisecond level, clearly distinguishing the different control needs of the driver, providing an accurate basis for subsequent coordination priority determination, fundamentally solving the core defect of existing technology of "not recognizing driver intentions and blindly executing control", and laying a data foundation for eliminating control conflicts; at the same time, the confidence determination mechanism avoids erroneous intervention caused by misjudgment of intentions, further improving the reliability of the system.

[0059] Reference Figure 8 As shown, it can be understood that in step S200 of the driver-intention-coordinated anti-intrusion control linkage method, the driver's real-time control data is collected, and the driver's control intention type and confidence level regarding the control intention type are output based on the real-time control data, including: Step S270: If the number of data dimensions is less than the preset number and the confidence level is less than the calibration threshold, the manipulation intent type is determined to be an invalid intent. That is, when only one data dimension matches, the confidence level is less than the calibration threshold, and it is judged as a low-confidence intent, and the driver priority principle is followed by default.

[0060] Reference Figure 8 As shown, the hierarchical control priority rule matched in the control rule database at this time is the second priority rule. The core execution principle of the second priority rule is that the system adjustment is fully adapted to the driver's control, without any conflict, assisting the driver in handling risks. The corresponding defensive control strategy for the second priority is: 1. Stop all operations that are opposite to the direction of the driver's control (e.g., if the driver turns left, the system stops correcting the right lane). 2. Dynamically adjust defense parameters according to the driver's steering direction: if the driver applies the brakes, the system simultaneously increases the braking assist force without superimposing active braking; if the driver applies the steering, the system simultaneously adjusts the steering damping adjustment range to match the steering action. 3. Adjust the suspension support adjustment range to the corresponding preset value (the ratio can be calibrated, with 70% recommended by default), balancing vehicle stability and handling agility.

[0061] Reference Figure 8 As shown, the driver-intention-coordinated anti-intrusion control linkage method, when the confidence level of the control intention type is <80%, defaults to executing the Level 2 coordination adaptation priority rule, does not perform strong system intervention, and only performs auxiliary adaptation, so as to avoid interfering with the driver's control due to misjudgment of intent and ensure the driver's main control status.

[0062] Understandably, in step S300, the method for defensive control linkage against intrusion of another vehicle's trajectory by the driver's intent to coordinate, which matches hierarchical control priority rules in a preset control rule database based on the output control intent type and confidence level, and executes a defensive control strategy according to the hierarchical control priority rules, also includes the following steps: In step S360, if the defensive control strategy is opposite to the driver's operation direction or there is a torque conflict, the intervention operation of the defensive control strategy is not executed, and the driver's operation is assisted and adapted.

[0063] The defensive control linkage method for coordinating with other vehicles' trajectories has a conflict resolution mechanism: In addition to erroneous operation intentions, in other types of control intentions, when the system's preset defensive operation is opposite to the driver's control action or there is a torque conflict, the conflict operation is immediately stopped and the system switches to the cooperative adaptation mode to ensure that there will be no problems such as steering wheel control grabbing, steering jamming, or braking conflict, thus eliminating control conflicts at the source.

[0064] This driver-intention-coordinated defensive control linkage method for intruding into the trajectory of another vehicle completely breaks the unidirectional control logic of existing technologies that are "completely dominated by the system" through hierarchical priority rules. It clarifies the driver's main control role and achieves smooth coordination and adaptation between system defense and driver control, eliminating secondary safety hazards caused by control conflicts at the source. At the same time, through hierarchical strategies, it takes into account the safety needs of different scenarios, ensuring both the flexibility of driver active control and the system safety backup when the driver is not operating, solving the industry problem of existing technologies being "rigid when controlled and chaotic when left uncontrolled".

[0065] This driver-intention-coordinated, anti-intrusion control linkage method addresses the lack of fault tolerance mechanisms in extreme scenarios in existing technologies. It establishes a mechanism for determining intent confidence and identifying misoperations, balancing the driver's primary control role with driving safety in extreme scenarios.

[0066] Reference Figure 9 As shown, it is understandable that the driver's intention to coordinate with the defensive control linkage method for intruding into the trajectory of another vehicle also includes the following steps: Step S400: Receive global setting instructions or one-time temporary setting instructions from the driver in real time, and adjust the parameters of the defensive control strategy according to the global setting instructions or one-time temporary setting instructions. Step S500: Continuously collect the driver's historical driving data, analyze the driver's driving style based on the historical driving data, and adjust the parameters of the defensive control strategy based on the driving style.

[0067] Reference Figure 9As shown, in step S400, to further enhance the flexibility of the function and the driver's control, a multi-dimensional and refined driver intervention permission system is constructed, granting the driver full-process intervention capabilities. This driver-intentioned collaborative method for intrusive defensive control linkage of other vehicle trajectories can be divided into three categories: global setting permissions, single temporary intervention permissions, and security lock permissions, as detailed below: 1. Global settings permissions: Drivers can complete global personalized settings through the central control screen and vehicle infotainment system, including: Customizable Collaboration Modes: Three preset collaboration modes are provided (Aggressive Mode / Standard Mode / Mild Mode), which drivers can select with one click. In Aggressive Mode, the system intervention intensity is the lowest and the driver priority is the highest, intervening only in extremely high-threat scenarios. In Mild Mode, the system intervention intensity is the highest and the intervention timing is the earliest, providing full-process assistance for novice drivers. Standard Mode is the factory default setting. Customizable Coordination Sensitivity: The driver can manually adjust the triggering timing of system intervention, the upper limit of the adjustment range, and the sensitivity of driver intention recognition. Stepless adjustment is supported, and the adjustment range can be calibrated. Customizable function permissions: Drivers can choose to enable / disable specific defensive linkage functions, such as disabling active braking linkage and retaining only suspension and steering coordination adjustment.

[0068] 2. Single Temporary Intervention Permission: Drivers can easily intervene in a single risk scenario without modifying global settings. This includes: One-click temporary shutdown: All system defense adjustments for this risk scenario can be temporarily disabled with a single click using a dedicated button on the steering wheel. Once the risk is resolved, the global settings will be automatically restored without requiring any further operation from the driver. Temporary sensitivity adjustment: The system intervention intensity can be temporarily increased or decreased in a single scenario via the steering wheel paddles / buttons, and will automatically return to normal after the risk is eliminated; Temporary adaptation triggered by operation: When the driver presses the brake pedal for ≥30% of the travel (threshold can be calibrated) or continuously turns the steering wheel for more than 1 second (duration can be calibrated), the system automatically triggers a temporary collaborative adaptation mode to reduce the intensity of intervention and adapt to the driver's operation.

[0069] 3. Safety Lock Permissions: To ensure driving safety in extreme scenarios, a permission lock mechanism is set up. When the threat level of a vehicle in the bypass lane is high and TTC is less than or equal to the calibrated threshold (calibrable, with a default recommended threshold of 1.5s), the system locks the safety fallback function. The driver cannot temporarily disable core safety functions such as emergency braking and vehicle stability control, but can only adjust the suspension and steering adjustment range to ensure that the safety baseline is not breached in extreme scenarios.

[0070] Reference Figure 9As shown, the beneficial effects of this step are as follows: Through a multi-dimensional intervention permission system, the problem of insufficient driver intervention permissions in existing technologies is completely solved, giving drivers full control and control. This satisfies both the driver's need for personalized global settings and the need for temporary adjustments in a single scenario, significantly reducing the driver's resistance to the defense system and improving the flexibility and practicality of the function. At the same time, the safety lock mechanism takes into account both the driver's autonomy and driving safety in extreme scenarios, avoiding the risk of the driver accidentally disabling the safety function.

[0071] Reference Figure 9 As shown, the driver-intention-coordinated anti-intrusion control linkage method addresses the problem of insufficient driver intervention authority in existing technologies, constructs a multi-dimensional and refined driver intervention authority system, improves the flexibility and practicality of the function, and reduces the driver's resistance to control.

[0072] Reference Figure 9 As shown, in step S500, the driver's intention to coordinate with the defensive control linkage method for intrusion of other vehicles' trajectories uses a deep learning model to continuously learn the driver's historical driving habits, automatically classify driving styles, and complete personalized self-calibration of defense parameters and coordination sensitivity, achieving exclusive humanized adaptation. The specific implementation method is as follows: 1. Driving Habit Data Collection System: The vehicle system continuously collects the driver's complete historical driving data, covering the entire driving cycle, and is divided into two categories: static feature data and dynamic behavioral data. Static characteristic data: driver's daily following distance, daily driving speed, lane change frequency, average change rate of brake / accelerator pedal, and turn signal usage rate; Dynamic behavioral data: Drivers' emergency response time in historical risk scenarios, operational feedback to system interventions (such as the frequency of temporary shutdowns and the habit of manually adjusting sensitivity), operational characteristics of emergency operations, and reaction speed to warnings.

[0073] 2. Driving Style Deep Learning Classification Model: A deep learning model based on an LSTM (Long Short-Term Memory) network is constructed. Inputting the collected driving data, the model classifies drivers' driving styles into three categories. When the classification confidence level is ≥90% (threshold calibrable), parameter self-calibration is triggered. Specific classification features are as follows: Aggressive driving style: close following distance, frequent lane changes, large change rate of brake / accelerator pedal, short emergency response time, frequent temporary shutdown of the system for strong intervention, and fast reaction speed to warnings; Standard driving style: Driving data is at the industry average level, system settings are adjusted occasionally, emergency response time is moderate, and tolerance for system intervention is moderate; Mild driving style: long following distance, low lane change frequency, smooth brake / accelerator pedal changes, long emergency response time, almost never turning off system intervention, slow response to warnings, and reliance on system assistance.

[0074] Reference Figure 9 As shown, this driver-intentioned, coordinated defensive control method for tracing intrusions into other vehicles' trajectories has a personalized parameter self-calibration logic: based on the driver's driving style classification, it automatically calibrates the system's core defensive parameters and coordination sensitivity. The calibrated parameters can be overridden by the driver's global manual settings, ensuring the driver's ultimate control. The core calibration rules are as follows (all calibration ratios can be calibrated):

[0075] Reference Figure 9 As shown, the driver's intention to coordinate with other vehicles' trajectory intrusion defensive control linkage method has an online learning and closed-loop optimization mechanism: the model adopts an online learning mode, and after driving 100 kilometers or completing 10 risk scenario responses, it automatically updates driving data, recalibrates driving style and core parameters, and continuously optimizes adaptability; at the same time, it collects feedback from drivers on manual modification of system calibration parameters, incorporates feedback data into model training, continuously improves the accuracy of classification and calibration, and achieves the continuous optimization capability of "becoming more adaptable with use".

[0076] Reference Figure 9 As shown, the beneficial effects of this step are as follows: through the continuous learning and parameter self-calibration of the deep learning model, the problem that the fixed parameters of the existing technology cannot be adapted to personalized driving habits has been completely solved, and exclusive humanized adaptation has been achieved. It not only meets the needs of aggressive drivers for control freedom, but also meets the needs of mild novice drivers for safety assistance. At the same time, the online learning and closed-loop optimization mechanism allows the system's adaptability to continuously improve with the length of use, which greatly improves user stickiness and acceptance.

[0077] Reference Figure 9 As shown, the driver-intention-coordinated defensive control linkage method for other vehicles' trajectory intrusion uses a deep learning model to continuously learn the driver's driving habits, achieve personalized self-calibration of driving style classification and defense parameters, and achieve exclusive humanized adaptation. This solves the problem that existing technologies with fixed parameters cannot adapt to personalized driving habits. Through a deep learning model of driving habits, it achieves personalized self-calibration of defense parameters and achieves exclusive humanized adaptation.

[0078] Understandably, to further improve the system's reliability and security, and to construct a complete closed-loop feedback and fault-tolerance mechanism, this driver-intended coordinated anti-intrusion control linkage method for other vehicles' trajectories has the following characteristics: 1. Execution effect feedback mechanism: After each collaborative defense operation, the system automatically collects vehicle posture data, driver operation data, and risk avoidance effect to evaluate the effectiveness of the collaborative control. If control conflicts or insufficient / excessive intervention occur, the priority rules and parameter thresholds for the corresponding scenario are automatically optimized. 2. Error tolerance mechanism: When a driver error is detected, the system only blocks the dangerous action corresponding to the error, without restricting the driver's normal operation. At the same time, all control permissions are restored immediately after the risk is eliminated to avoid excessive system takeover. 3. Fault Degradation Mechanism: When the sensor that identifies the driver's intent malfunctions, the system automatically degrades to the "driver absolute priority" mode, retaining only basic warning functions and not performing any defensive operations to avoid false interventions caused by sensor malfunctions. 4. Manual override mechanism: At any time, the driver can force a switch to the driver absolute priority mode by pressing the brake pedal to its full travel or by pressing and holding the temporary off button, thus completely taking over the vehicle control and ensuring the driver's ultimate control.

[0079] The driver-intention-coordinated anti-intrusion control linkage method for other vehicles provided in this invention breaks through the inherent logic of the existing technology of "one-way system dominance". It builds a collaborative linkage mechanism with the driver as the core, producing multi-dimensional core beneficial effects. It is creative, practical and mass-producible, comprehensively improves driving safety and eliminates the hidden danger of control conflict from the root.

[0080] The driver intent-coordinated anti-intrusion control linkage method provided in this invention establishes a hierarchical priority coordination mechanism through real-time and accurate identification of the driver's control intent. This achieves smooth adaptation between system defense and driver control, completely avoiding problems such as steering jamming, steering wheel control grabbing, and braking conflict. Simultaneously, through an extreme scenario fault tolerance mechanism, it balances the driver's primary role with extreme risk prevention, significantly reducing the incidence of secondary safety accidents. It achieves the core objective of "system assistance without control grabbing, and safety backup without absence," and has the following beneficial effects: (1) The level of humanization has been significantly improved, and user acceptance and usage rate have increased significantly. The driver intent-based anti-intrusion control linkage method for other vehicle trajectories provided in this invention is entirely based on the driver's control needs and driving habits. Through personalized parameter self-calibration, it achieves exclusive adaptation for drivers with different driving styles, solving the dual pain points of "excessive intervention" and "insufficient intervention" in existing technologies. At the same time, the multi-dimensional intervention permission design gives the driver full control, greatly reducing the driver's resistance to the system, significantly improving user acceptance of the function and daily usage rate, and truly realizing the "human-centered" nature of intelligent safety systems.

[0081] (2) The functionality and adaptability to different scenarios have been greatly enhanced, covering all driving needs. The collaborative linkage mechanism of the driver intent-coordinated anti-intrusion control linkage method for other vehicle trajectories provided in this invention is adaptable to all scenarios, including highways, urban roads, suburban roads, and dry / wet / icy / snowy road surfaces. It can adapt to the different control needs of different drivers, supporting both strong assistance mode for novice drivers and weak intervention mode for experienced drivers. It supports both full-process system assistance and single temporary intervention by the driver. Compared with existing fixed parameter technical solutions, the scope of scenario adaptation is significantly expanded, which can meet the full-dimensional needs of different working conditions and different drivers.

[0082] (3) The technical logic is complete and closed-loop, and it has the ability to continuously iterate and optimize. The driver intent-coordinated anti-intrusion control linkage method for other vehicle trajectories provided in this invention constructs a complete technical closed loop of "identification-judgment-execution-learning-calibration-feedback". Through an online deep learning model, it can continuously learn the driver's driving habits and operation feedback, continuously optimize parameter calibration and collaborative control logic. The system's adaptability and accuracy continue to improve with the length of use, solving the defects of existing technologies that are "fixed at the factory and cannot be continuously optimized", and has extremely strong technical vitality and iteration space.

[0083] The driver's intention to coordinate with other vehicles' trajectory intrusion defensive control linkage method solves the problem of fragmented logic and lack of complete closed loop in existing technologies. It constructs a complete closed loop of "identification-judgment-execution-learning-calibration-feedback optimization" to cover the collaborative control needs of all scenarios.

[0084] It is understood that, in order to clearly illustrate the technical solution and implementation effect of the present invention, three specific embodiments covering different driving styles and risk scenarios are provided in combination with actual driving scenarios. The prerequisite for all embodiments is: confirmation of the intention of the bypass vehicle to forcibly change lanes, which meets the triggering condition; the specific parameters involved in the embodiments are all default recommended calibration values, which can be flexibly adjusted according to the vehicle model requirements.

[0085] Example 1: Aggressive driver, urban road, active control intention scenario Basic scenario parameters: The driver is an aggressive driver with 10 years of driving experience, characterized by close following distance and frequent lane changes. Historical data shows frequent temporary system shutdowns and strong interventions. The model has classified this as an aggressive driving style, and parameter self-calibration has been completed: the intervention trigger TTC threshold has been lowered, the upper limit of the adjustment range has been reduced, and the sensitivity of driver intent recognition has been increased. The vehicle is traveling on an urban expressway at 70 km / h on a dry asphalt surface with a road adhesion coefficient of 0.85 and a lane width of 3.5m. An SUV in the left-hand lane, without using its turn signal, suddenly crosses the dashed line and forcibly changes lanes into the vehicle's lane. The relative distance is 2.5m, the relative lateral speed is 0.8m / s, the longitudinal overlap rate is 40%, and the TTC is 1.2s, meeting the trigger conditions. The DMS detects that the driver's gaze is focused on the navigation ahead, unaware of the left-hand risk. The brake pedal travel is 0%, and the steering torque is 1N. m, confirming that the driver did not take effective evasive action.

[0086] Driver intent recognition process: 2 seconds later, the vehicle in the bypass lane continues to change lanes into the vehicle's lane, and the relative distance is reduced to 2m. TTC=1.0s, reaching the trigger threshold, and the system starts the collaborative defense process; Simultaneously collect driver operation data: The driver turns on the left turn signal, turns the steering wheel to the left by 15°, the steering angular velocity is 15° / s, and at the same time releases the accelerator and the brake pedal travel is 25%. The intent recognition model outputs the active control intent with a confidence level of 92%.

[0087] Collaborative execution process: Matching the Level 2 collaborative adaptation priority rule, the system immediately stops the right lane keeping correction operation. The originally preset suspension support adjustment range of 30% is automatically adjusted to the preset value of 70%, and the steering damping adjustment range is synchronously adapted to the driver's left steering action; at the same time, the braking assist force is simultaneously increased to match the driver's braking operation, without superimposing active braking, and without any control conflict.

[0088] Driver intervention and execution effect: The driver temporarily reduced the system intervention intensity by using the steering wheel buttons, and the system responded immediately, further reducing the adjustment range; the driver successfully completed the left lane change to avoid the obstacle, without any steering wheel control grabbing or steering jamming, and the vehicle's posture remained stable. After the vehicle in the other lane completely changed lanes, the system immediately stopped adjusting, restored the basic parameters, and incorporated the driver's operation feedback into the deep learning model to further optimize parameter calibration.

[0089] Example 2: Mild-mannered novice driver, high-speed scenario, no intention to control the vehicle. Basic scenario parameters: The driver is a mild-mannered novice with 3 months of driving experience. Their driving habits include maintaining a long following distance, low lane-changing frequency, and long emergency response time. The model has categorized this as a mild driving style and completed parameter self-calibration: intervention trigger timing is advanced, the upper limit of adjustment range is increased, and warning sensitivity is improved. The vehicle is traveling on a highway at 90 km / h on a dry surface. A vehicle in the left lane activates its left turn signal and quickly changes lanes into the vehicle's lane. The relative distance is 5 meters, the relative speed is 15 km / h, and the TTC (Time To Change) is 3.2 seconds, reaching the trigger threshold. The system initiates the collaborative defense process.

[0090] Driver Intent Recognition Process: The system synchronously collects driver control data: The driver does not perform any steering, braking, or accelerator operations, holds the steering wheel with both hands, and does not operate the turn signal. The DMS system detects that the driver's gaze is not focused on the vehicle in the left lane, and the intent recognition model outputs no control intent with a confidence level of 95%.

[0091] Collaborative execution process: Matching the Level 3 system's dominant priority rules, the system fully executes the preset defensive control strategy: suspension support, steering damping, and active anti-roll bar stiffness are all increased to the preset upper limit, while lane keeping assist and pre-braking assist are executed simultaneously, triggering the highest level of audible and visual warnings to remind the driver to pay attention to risks; the entire process is without abrupt adjustments or changes, and the vehicle's posture remains stable.

[0092] Execution results: The system intervened early to make defensive adjustments, which greatly improved the vehicle's handling stability. At the same time, it warned the driver to recognize the risk. The driver then lightly applied the brakes to decelerate smoothly. The system immediately detected the driver's braking operation and switched to the Level 2 cooperative adaptation priority mode to adapt to the driver's braking action without any conflict. After the risk was eliminated, the system incorporated the scenario data into the model and continued to optimize the calibration parameters.

[0093] Example 3: Standard driver, slippery road surface, emergency control intention and misoperation scenario. Basic scenario parameters: The driver is using the standard driving style, and the system maintains the default parameter settings. The vehicle is traveling on a wet and slippery road surface in rainy weather at a speed of 50 km / h. The road surface adhesion coefficient is 0.35. The vehicle is in the middle lane, with vehicles traveling in the adjacent lanes on both sides, with a distance of 3 meters between them. A truck in the left lane forcibly changes lanes and cuts in, with a relative distance of 3 meters and a TTC of 1.3 seconds, which meets the triggering conditions. The driver is unaware of the risk and does not take any evasive action.

[0094] Driver intention recognition process: The system synchronously collects driver operation data: Due to tension, the driver accidentally presses the accelerator pedal to 80% of its travel, with a change rate of 60% / s, and at the same time, sharply turns the steering wheel to the left with a steering angle of 35° and an angular velocity of 25° / s. The intention recognition model synchronously outputs the emergency control intention (confidence 90%) and the misoperation intention (confidence 93%).

[0095] Collaborative execution process: The driver simultaneously triggers an emergency control intention (sharp steering to avoid danger) and a misoperation intention (accidentally pressing the accelerator). The system adopts an action splitting and adaptation strategy: it prioritizes matching the Level 4 system safety fallback priority rule, only blocking the dangerous operation of accidentally pressing the accelerator, cutting off power output and executing pre-braking assistance; at the same time, it matches the Level 1 driver absolute priority rule, retaining and adapting the effective avoidance action of emergency steering, immediately stopping and maintaining lane keeping correction, adapting to the reduction of steering damping adjustment range, and maintaining the suspension support at the preset upper limit to ensure vehicle stability on slippery roads and avoid sideslip; the entire process only blocks dangerous misoperations and adapts effective avoidance actions, without any control conflicts.

[0096] Results: The driver successfully completed the emergency avoidance maneuver without any steering jamming or power mis-output. The vehicle did not skid or lose control, successfully avoiding the risk of collision. After the risk was eliminated, the system immediately restored all control permissions, stopped defensive adjustments, and triggered a reminder to inform the driver that the erroneous operation had been blocked, enhancing the driver's sense of security.

[0097] The driver intent-based anti-intrusion control linkage method for other vehicle trajectories provided in this invention requires no modification to the existing vehicle hardware architecture. It can be rapidly mass-produced and deployed via OTA upgrades, and is compatible with the vast majority of currently sold vehicles equipped with Level 2 and above intelligent driving systems, provided the following basic conditions are met: Hardware infrastructure: The vehicle is equipped with a basic active safety perception system (millimeter-wave radar and forward-facing camera), an adjustable suspension / steering system, and body control sensors (steering / brake / accelerator sensors), which are already met by existing L2 and above level intelligent driving models; Software foundation: The algorithm of the vehicle intelligent driving domain controller and chassis domain controller is optimized and written into the intent recognition, collaborative control and parameter self-calibration logic of this invention, which can be achieved through OTA upgrade without replacing hardware; Compliance basis: All control logic and steering / braking parameters in this solution comply with relevant national standards such as GB 7258 "Technical Conditions for Safe Operation of Motor Vehicles" and GB / T 39901 "Performance Requirements and Test Methods for Automatic Emergency Braking Systems (AEB) of Passenger Cars", and fully meet regulatory requirements.

[0098] It should be understood that in some other embodiments, for low-end models without a DMS system, the driver intention coordination method for defensive control linkage against other vehicle trajectories can eliminate eye-tracking data and complete intention recognition only through three core control data: steering, braking, and accelerator. This simplifies the model and makes it suitable for low-end models, while the core intention classification logic remains unchanged. For high-end models, a steering wheel grip force sensor, a driver's EEG sensor, and voice command recognition can be added to further improve the accuracy and lead time of intention recognition, while the core intention recognition logic remains unchanged.

[0099] The driver's intention to coordinate with other vehicles' trajectory intrusion defensive control linkage method can use a rule engine to replace the deep learning model. It completes the intention classification through fixed threshold rules, without the need for complex model training, reducing the computational pressure on the controller, adapting to vehicle models with limited computing power, and keeping the core intention classification logic unchanged.

[0100] It should be understood that, in some other embodiments, the driver-intention-coordinated anti-intrusion control linkage method can simplify the existing 4-level priority rules to 3-level priority rules (driver priority, coordination adaptation, system fallback), merge the priority rules of emergency control and active control, simplify the control logic, and adapt to vehicles with limited computing power; or it can refine the classification to 5 levels, add a "warning assistance priority" level, trigger a warning only for low-risk scenarios, and not perform control intervention, further improving the level of refinement, while the core "driver's primary status" logic remains unchanged.

[0101] The driver's intention to coordinate with other vehicles' trajectory intrusion defensive control linkage method can use a fuzzy control algorithm to replace the fixed threshold switching. Based on the intent confidence, threat level, and road conditions, it can achieve smooth and stepless switching of priorities, replacing the existing hierarchical switching, and further improving the smoothness of collaborative adaptation, while the core priority division logic remains unchanged.

[0102] It should be understood that in some other embodiments, the driver's intention to coordinate with the other vehicle trajectory intrusion defensive control linkage method can expand the 3 driving styles to 5, further improving the refinement of personalized adaptation; or it can be simplified to 2 categories (sporty and comfort), reducing the difficulty of classification, adapting to the basic vehicle model, while the core personalized adaptation logic remains unchanged.

[0103] The driver's intention to coordinate with other vehicles' trajectory intrusion defensive control linkage method can use a lookup table method and an expert rule engine to replace the LSTM deep learning model. Based on the driver's historical driving data, it matches a preset style-parameter correspondence table to complete parameter self-calibration. It does not require complex model training, reduces the requirements for vehicle computing power, and can achieve basic personalized adaptation, while the core goal of "a thousand people, a thousand policies" remains unchanged. At the same time, it can support drivers to manually import their own driving style parameters to achieve one-click calibration, replacing the system's automatic learning.

[0104] It should be understood that the driver's intention to coordinate with the defensive control linkage method for intrusion of other vehicles' trajectories can use voice control instead of steering wheel button operation. The driver can complete temporary intervention through voice commands without manual operation, thus improving driving safety. Alternatively, the driver's intervention intention can be identified by the characteristics of steering wheel grip and pedal pressure, and the intervention intensity can be automatically adjusted without the driver's active operation. The core driver intervention authority logic remains unchanged.

[0105] The driver's intention to coordinate with other vehicles' trajectory intrusion defensive control linkage method can add a multi-driver profile function, supporting the storage of multiple drivers' driving habits and parameter settings. When different drivers are driving, they can switch the corresponding personalized parameters with one click through account login and facial recognition, adapting to multi-person vehicle use scenarios, while the core driver intervention permission logic remains unchanged.

[0106] Those skilled in the art will understand that embodiments of the present invention can be provided as methods, systems, or computer program products. Therefore, the present invention can take the form of a completely hardware embodiment, a completely software embodiment, or an embodiment combining software and hardware aspects. Furthermore, the present invention can take the form of a computer program product embodied on one or more computer-usable storage media (including, but not limited to, disk storage, CD-ROM, optical storage, etc.) containing computer-usable program code.

[0107] This invention is described in terms of flowcharts and / or block diagrams of methods, apparatus (systems), and computer program products according to embodiments of the invention. It will be understood that each block of the flowcharts and / or block diagrams, and combinations of blocks in the flowcharts and / or block diagrams, can be implemented by computer program instructions. These computer program instructions can be provided to a processor of a general-purpose computer, special-purpose computer, embedded processor, or other programmable data processing apparatus to produce a machine, such that the instructions, which execute via the processor of the computer or other programmable data processing apparatus, generate instructions for implementing the flowcharts and / or block diagrams. Figure 1 One or more processes and / or boxes Figure 1 A device that provides the functions specified in one or more boxes.

[0108] It should be noted that in all specific embodiments of this application, when processing data related to user identity or characteristics, such as user information, user behavior data, user historical data, and user location information, user permission or consent is obtained first. Furthermore, the collection, use, and processing of this data comply with relevant laws, regulations, and standards of the relevant countries and regions. In addition, when embodiments of this application require access to sensitive personal information of users, separate permission or consent from the user is obtained through pop-ups or redirects to confirmation pages. Only after obtaining the user's separate permission or consent is the necessary user-related data for the proper functioning of the embodiments of this application obtained.

[0109] The vehicles mentioned above can be private cars, such as sedans, SUVs, MPVs, or pickup trucks. They can also be commercial vehicles, such as vans, buses, small trucks, or large semi-trailers. The vehicles must have an electric motor capable of outputting power or acting as a generator to store mechanical energy. When the vehicle is a new energy vehicle, it can be a hybrid vehicle or a pure electric vehicle.

[0110] The embodiments of the present invention have been described in detail above with reference to the accompanying drawings. However, the present invention is not limited to the above embodiments. Within the scope of knowledge possessed by those skilled in the art, various changes can be made without departing from the spirit of the present invention.

Claims

1. A method for defensive control linkage against intrusion of another vehicle's trajectory in response to driver intent, characterized in that, include: Collect the operation data of vehicles in the bypass lane, and determine whether the vehicles in the bypass lane have the intention to forcibly change lanes based on the operation data; When the vehicle in the bypass lane has the intention to forcibly change lanes, real-time control data of the driver is collected, and the type of the driver's control intention and the confidence level of the type of control intention are output based on the real-time control data. Based on the output of the control intent type and the confidence level, a hierarchical control priority rule is matched in a preset control rule database, and a defensive control strategy is executed according to the hierarchical control priority rule.

2. The driver-intention-coordinated defensive control linkage method for detecting intrusion into the trajectory of another vehicle, as described in claim 1, is characterized in that... The process of collecting real-time control data from the driver and outputting the driver's control intention type based on the real-time control data includes: When any of the following conditions are met: brake pedal travel is greater than or equal to the first travel value and brake pedal change rate is greater than or equal to the first change value, steering wheel angle is greater than or equal to the first angle and steering wheel angular velocity is greater than or equal to the first velocity, or accelerator pedal is fully released and brake pedal is triggered, the driver's control intention type is output as emergency control intention. The real-time control data includes brake pedal travel, brake pedal change rate, steering wheel angle, steering wheel angular velocity, and accelerator pedal travel. The step of matching hierarchical control priority rules in a preset control rule database based on the output control intent type and confidence level, and executing defensive control strategies according to the hierarchical control priority rules, includes: When the control intention type is the emergency control intention, the hierarchical control priority rule matched in the control rule database is the first priority rule, and the defensive control strategy corresponding to the first priority is to stop the intervention operations of lane keeping correction, steering damping increase and active braking, and adjust the suspension support adjustment range according to the first preset ratio.

3. The driver-intention-coordinated, other-vehicle trajectory intrusion defensive control linkage method according to claim 2, characterized in that, The process of collecting real-time control data from the driver and outputting the driver's control intention type based on the real-time control data includes: When any of the following conditions are met: the brake pedal travel is between the second travel value and the first travel value; the steering wheel angle is between the second angle and the first angle; the turn signal is on and the steering wheel is turned; or the accelerator pedal travel continues to decrease, the driver's control intention type is output as active control intention. The real-time control data includes brake pedal travel, steering wheel angle, turn signal on status, and accelerator pedal travel. The first travel value is greater than the second travel value, and the first angle is greater than the second angle. The step of matching hierarchical control priority rules in a preset control rule database based on the output control intent type and confidence level, and executing defensive control strategies according to the hierarchical control priority rules, includes: When the control intention type is the active control intention, the hierarchical control priority rule matched in the control rule database is the second priority rule, and the defensive control strategy corresponding to the second priority is to stop the intervention operation opposite to the driver's operation direction, provide assistance to the driver's operation, and adjust the suspension support adjustment range according to the second preset ratio.

4. The driver-intention-coordinated anti-intrusion control linkage method for other vehicle trajectory intrusion according to claim 3, characterized in that, The process of collecting real-time control data from the driver and outputting the driver's control intention type based on the real-time control data includes: When the steering wheel angle is less than or equal to the third angle, the brake pedal change rate and the accelerator pedal change rate are both less than or equal to the second change value, and the turn signal is in the off state, the driver's control intention type is output as lane keeping intention. The real-time control data includes steering wheel angle, brake pedal change rate, accelerator pedal change rate, and turn signal on state. The third angle is less than the second angle, and the second change value is less than the first change value. The step of matching hierarchical control priority rules in a preset control rule database based on the output control intent type and confidence level, and executing defensive control strategies according to the hierarchical control priority rules, includes: When the control intention type is the lane keeping intention, the hierarchical control priority rule matched in the control rule database is the third priority rule, and the defensive control strategy corresponding to the third priority is to adjust the suspension support adjustment range to the upper limit, adjust the steering damping to the upper limit, maintain lane keeping assist, apply braking assist, and issue a warning signal to the driver.

5. The driver-intention-coordinated defensive control linkage method for other vehicle trajectory intrusion according to claim 4, characterized in that, The process of collecting real-time control data from the driver and outputting the driver's control intention type based on the real-time control data includes: When the steering wheel angle is less than or equal to the fourth angle, the brake pedal change rate and the accelerator pedal change rate are both less than or equal to the third change value, and the turn signal is in the off state, the driver's control intention type is output as no control intention. The real-time control data includes the steering wheel angle, brake pedal change rate, accelerator pedal change rate, and turn signal on state. The fourth angle is less than the third angle, and the third change value is less than the second change value. The step of matching hierarchical control priority rules in a preset control rule database based on the output control intent type and confidence level, and executing defensive control strategies according to the hierarchical control priority rules, includes: When the control intention type is no control intention, the hierarchical control priority rule matched in the control rule database is the third priority rule, and the defensive control strategy corresponding to the third priority is to adjust the suspension support adjustment range to the upper limit, adjust the steering damping to the upper limit, maintain lane keeping assist, apply braking assist, and issue a warning signal to the driver.

6. The driver-intention-coordinated, other-vehicle trajectory intrusion defensive control linkage method according to claim 2, characterized in that, The process of collecting real-time control data from the driver and outputting the driver's control intention type based on the real-time control data includes: When any of the following conditions are met: the accelerator pedal travel is greater than or equal to the third travel value and the accelerator pedal change rate is greater than or equal to the fourth change value; the steering wheel angle suddenly changes towards the vehicle in the side lane and the turn signal is off; or the driver's eyes are closed for more than a preset time, the driver's control intention type is output as misoperation intention. The real-time control data includes accelerator pedal travel, accelerator pedal change rate, steering wheel angle, turn signal on status, and the driver's eye opening degree. The third travel value is greater than the first travel value, and the fourth change value is greater than the first change value. The step of matching hierarchical control priority rules in a preset control rule database based on the output control intent type and confidence level, and executing defensive control strategies according to the hierarchical control priority rules, includes: When the control intention type is the misoperation intention, the hierarchical control priority rule matched in the control rule database is the fourth priority rule, and the defensive control strategy corresponding to the fourth priority is to shield the driver's misoperation and retain effective avoidance operations.

7. The driver-intention-coordinated defensive control linkage method for detecting intrusion into the trajectory of another vehicle, as described in claim 2, is characterized in that... The process of collecting real-time driver control data and outputting the driver's control intention type and confidence level regarding the control intention type based on the real-time control data includes: After outputting the control intention type based on the real-time control data, the number of data dimensions that match the control intention type is counted based on five core control data dimensions: steering, braking, acceleration, assisted control, and DMS extension. If the number of data dimensions is greater than or equal to a preset number and the confidence level is greater than or equal to a calibration threshold, the manipulation intent type is determined to be a valid intent.

8. The driver-intention-coordinated defensive control linkage method for detecting intrusion into the trajectory of another vehicle, as described in claim 7, is characterized in that... The process of collecting real-time driver control data and outputting the driver's control intention type and confidence level regarding the control intention type based on the real-time control data includes: If the number of data dimensions is less than the preset number and the confidence level is less than the calibration threshold, the manipulation intent type is determined to be an invalid intent. The step of matching hierarchical control priority rules in a preset control rule database based on the output control intent type and confidence level, and executing defensive control strategies according to the hierarchical control priority rules, includes: Let the graded control priority rule matched in the control rule database be the second priority rule. The defensive control strategy corresponding to the second priority is to stop the intervention operation opposite to the driver's operation direction, provide assistance to the driver's operation, and adjust the suspension support adjustment range according to the second preset ratio.

9. The driver-intention-coordinated defensive control linkage method for detecting intrusion into the trajectory of another vehicle, as described in any one of claims 2 to 5, is characterized in that... The step of matching hierarchical control priority rules in a preset control rule database based on the output control intent type and confidence level, and executing a defensive control strategy according to the hierarchical control priority rules, further includes: If the defensive control strategy is opposite to the driver's operating direction or there is a torque conflict, the intervention operation of the defensive control strategy will not be executed, and the driver's operation will be assisted and adapted.

10. The driver-intention-coordinated, other-vehicle trajectory intrusion defensive control linkage method according to claim 1, characterized in that, The method for defensive control linkage against intrusion of other vehicles' trajectories by driver intent also includes: The system receives global setting instructions or one-time temporary setting instructions from the driver in real time, and adjusts the parameters of the defensive control strategy according to the global setting instructions or the one-time temporary setting instructions. The system continuously collects the driver's historical driving data, analyzes the driver's driving style based on the historical driving data, and adjusts the parameters of the defensive control strategy based on the driving style.

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