## 2 Materials and Methods
### Electric-like Field Model  
To interact with other traffic players and their operational risk fields, we presume in this model that the self-vehicle \(i\) carries \(Q_{i}\) electric charge. The overlapping region will increase the charge \(q\) and accrue potential energy with the area of the region \(S\) whenever other traffic participants or their risk fields enter the self-vehicle risk field. Depending on the severity, the cost borne by other traffic participants and their operational risk fields per unit area \(dS\) varies in size. As a result, it can be said as follows. \[dq_{j}=k_{j}dS_{ij}, \tag{12}\]  
\[E_{S_{ij}}=k\frac{Q_{i}q_{j}}{r_{S}}, \tag{13}\]  
where \(j\) represents the various areas where the same target's operational risk field and the self-vehicle risk field overlap, where \(j=1,2,3\). \(S_{ij}\) is the area of the various risk field regions occupied by the overlapping regions, and \(k_{j}\) is the risk weight of the risk field regions. \(k_{j}\) is usually taken as 1. Assuming equal distribution of the charges in the electric field-like model, we can compare the overlapping regions to point charges at their centroid locations. The centroid position can be expressed as  
\[c(x,y)=\left(\frac{1}{k}x_{0}^{k}x_{m},\frac{1}{k}x_{0}^{k}y_{m}\right),\ x_{m},y_{m}\in S_{ij}, \tag{14}\]  
where \(x,y\) are the horizontal and vertical coordinates in the region \(S_{ij}\) under the self-carriage coordinate system. \(r_{s}\) is the separation between the center of the overlapping region and the vehicle's center of gravity, and the resulting Coulomb force is defined as  
\[\overset{\rightarrow}{F}_{S_{j}}=k\frac{Q_{i}q_{j}}{r_{S}^{2}}\overset{ \rightarrow}{e}r, \tag{15}\]  
The computational basis of the electric field-like model is shown in Figure 4. As shown in this diagram, the green point \(C_{1}\) is the centre of the overlap of the green vehicle in the risk field of the blue vehicle \(i\) driving operation and influences the direction of the repulsive force on the blue vehicle \(i\). This overlap influences the magnitude of the repulsive force. Similarly, the effect of the orange vehicle on the blue vehicle is derived in this way. It demonstrates how other factors, such as the two vehicles' speeds and heading angles, can also have an impact on how severe an encounter between two moving objects is. It is important to note that the red area in the diagram represents the range that the self-vehicle can travel in the case of an emergency. As a result, different entities are not permitted to enter this area because doing so would result in an accident. Additionally, if this range overlaps with another area, the operational risk field of other traffic participants would also be given a high risk weight. According to [12], accidents are anomalous transfers in the context of energy transfer theory. According to [19], the relationship between the various activities suggested determines the equivalent force caused by the self-vehicle \(i\) when it is moving at a constant speed. Then, the self-vehicle \(i\)'s force with the virtual point charge is provided by \[\stackrel{{\rightarrow}}{{F}}_{kine}=\frac{mv^{2}}{2r_{S}}, \tag{16}\]  
where \(m\) and \(v\) stand for the self-vehicle \(i\)'s mass and speed, respectively. So, it is established that  
\[k\frac{Q_{i}q_{j}}{r_{S}z^{2}}=\frac{mv^{2}}{2r_{S}}, \tag{17}\]  
From this, we can obtain  
\[\frac{q_{j}}{r_{S}}=\frac{mv^{2}}{2 kQ_{i}}, \tag{18}\]  
Given that \(k\) and \(Q_{i}\) have constant values, \(\frac{q_{j}}{r_{S}}\) must also be constant when \(v\) is constant. The above equation demonstrates that when the self-vehicle maintains a constant speed, an increase in \(q_{j}\) results in an increase in the risk to the self-vehicle, which must result in an increase in the distance \(r\) between the self-vehicle and the virtual point charge; conversely, a decrease in \(q_{j}\) results in a reduction in the risk to the self-vehicle, and the self-vehicle can shorten the distance \(r\) between the virtual point.