A method for planning a stripping transportation road of an open-pit mine and dynamically adjusting a stripping point

Abstract

The present application belongs to the technical field of open-pit mining and transportation, and particularly relates to a method for planning of open-pit rock dumping and transportation roads and dynamic adjustment of rock dumping points, and the specific steps are as follows: Step 1: identification of road key nodes and hierarchical planning of transportation roads; Step 2: reverse analysis of key nodes and road levels, in order to ensure that all rock dumping and transportation roads are accurately classified and no key nodes are missed, the reverse analysis is used to confirm the key nodes and the transportation road levels; Step 3: division of time periods based on diesel fuel grades; Step 4: dynamic adjustment of rock dumping points. The method accurately identifies the key nodes of the transportation roads and hierarchical control, and combines the three-dimensional model and the division of time periods based on the diesel fuel grades, so as to realize scientific planning of the rock dumping and transportation roads and dynamic adjustment of the rock dumping points, reduce the transportation cost, improve the road utilization rate and the transportation safety, and ensure efficient, economic and stable development of the open-pit rock dumping and transportation work.

Description

Technical Field

[0001] This invention belongs to the field of open-pit mining and transportation technology, and in particular relates to a method for planning open-pit mine rock dumping transportation roads and dynamically adjusting rock dumping points. Background Technology

[0002] In open-pit mining, waste rock transportation is a core process, and its efficiency and cost directly affect the overall mining benefits and production progress. As the core carrier of waste rock transportation, the rationality of its planning, the scientific nature of its hierarchical management, and the suitability of the waste rock transportation points are key factors determining transportation efficiency and reducing costs.

[0003] Currently, most open-pit mine waste rock transport road planning adopts traditional experience-based planning methods, lacking accurate identification of key road nodes and scientific classification of road levels. This often results in problems such as irrational routes for high-level roads, excessively frequent adjustments leading to increased road maintenance costs and reduced transport efficiency; and untimely adjustments for low-level roads, or mismatches between construction costs and transport benefits, causing resource waste. Furthermore, in the selection of waste rock dumping sites, the impact of annual climate changes on vehicle transport costs and climbing ability is often not fully considered, and dynamic adjustments are not made based on differences in diesel octane ratings. This leads to soaring transport costs, climbing difficulties, and even vehicle breakdowns when selecting waste rock dumping sites with significant elevation differences during cold seasons, disrupting normal waste rock dumping operations. Conversely, during warmer seasons, the advantages of strong vehicle climbing ability and low transport costs are not fully utilized when selecting waste rock dumping sites with significant elevation differences, failing to maximize transport efficiency.

[0004] Furthermore, in existing technologies, road planning and rock dumping site selection are often independent of each other and lack collaborative optimization, resulting in poor compatibility between rock dumping sites and transportation roads, which further increases transportation distance and transportation costs. Summary of the Invention

[0005] The purpose of this invention is to provide a method for planning open-pit mine rock dumping transportation routes and dynamically adjusting rock dumping points, thereby addressing the shortcomings in the aforementioned background technology.

[0006] To achieve the above objectives, the present invention adopts the following technical solution: A method for planning open-pit mine waste rock transportation routes and dynamically adjusting waste rock dumping points, the specific steps of which are as follows: Step 1: Identification of key road nodes and hierarchical planning of transportation routes; Step Two: Reverse analysis of key nodes and road levels; Step 3: Time period division based on diesel octane rating; Step 4: Dynamic adjustment of rock discharge points.

[0007] Preferably, the specific content of step one, road key node identification and transportation road classification planning, is as follows: First, identify the key nodes in the open-pit mine waste rock transportation system. The intersection of connecting roads between different steps is the key node. These nodes are the core hubs of the waste rock transportation road network, which directly affect the connectivity and transportation efficiency of the transportation roads. They are the focus of subsequent road sorting and classification. Secondly, all rock dumping transport roads within the open-pit mine are planned in a tiered manner. The tiering criteria are based on the number of vehicles passing through the roads and the volume of transport, using a descending order of importance to classify the transport roads into high-level and low-level roads. Differentiated planning and management strategies are then adopted for roads of different levels. (1) High-level roads: Class I and Class II roads, as the main and secondary main roads for rock dumping transportation, undertake most of the rock dumping transportation tasks. The rationality of their planning directly determines the overall transportation efficiency and cost. Such roads need to adopt a careful planning strategy. When designing routes, priority should be given to straight routes to reduce curves and slope changes, thereby reducing vehicle driving resistance and fuel consumption. At the same time, the frequency of road adjustments should be strictly controlled to avoid transportation interruptions and increased maintenance costs due to frequent adjustments, and to ensure the stability and continuity of high-level roads. (2) Low-level roads: Class III, Class IV and Class V roads. These roads mainly undertake branch transportation, temporary transportation or auxiliary transportation tasks. The transportation volume and number of vehicles passing through are relatively small, and the impact on the overall transportation system is small.

[0008] Preferably, to further enhance the scientific nature and operability of the hierarchical planning, specific classification standards for each level of road are clarified: Level 1 roads handle more than 70% of the total transportation volume, with more than 60% of the vehicles passing through; Level 2 roads handle 20%-30% of the total transportation volume, with 25%-35% of the vehicles passing through; Level 3 roads handle 5%-10% of the total transportation volume, with 10%-15% of the vehicles passing through; Level 4 roads handle 1%-5% of the total transportation volume, with 5%-10% of the vehicles passing through; Level 5 roads are temporary roads, handling less than 1% of the total transportation volume, with less than 5% of the vehicles passing through.

[0009] Preferably, the dynamic adjustment of the lower-level roads includes the following: regularly collecting statistics on the actual transport volume, number of vehicles passing through, and operational status of the lower-level roads; when the transport volume or number of vehicles passing through continuously declines, or when road damage leads to maintenance costs exceeding expectations, or when adjustments to surrounding mining operations reduce road utilization, the lower-level roads are promptly rerouted, reduced, or abandoned; during the adjustment process, a cost-benefit analysis method is used to calculate the expected service time, number of transport vehicles served, and transport volume after the road adjustment, ensuring that the sum of expected and actual benefits is greater than or equal to the road construction and adjustment costs.

[0010] Preferably, the reverse combing process in step two is as follows: Starting from the rock dumping point in the open-pit mine, a reverse tracing method is adopted, which is opposite to the actual running direction of the rock dumping transport vehicles. The process proceeds step by step along the transport road, identifying key nodes along the way, namely the intersections of connecting roads between different benches. Once the first key node is identified, it is marked. At the same time, all transport roads connected to it are comprehensively reviewed, distinguishing between roads that have been reviewed and those that have not. The unreviewed transport roads are prioritized for reverse tracing, and the process continues to extend towards the mining area along the unreviewed roads to identify the next key node. The process of "marking key nodes - reviewing connecting roads - reverse tracing" is repeated. The entire reverse review process continues until all key nodes and their connected transport roads have been reviewed, and the review scope extends to the transport starting point in the mining area (i.e., the loading point of the rock dumping material), ensuring that all rock dumping transport roads are accurately classified and that no key nodes are missed. This reverse analysis process allows for a clear understanding of the connectivity of the entire rock dumping transportation road network. By combining the actual transportation volume and number of vehicles passing through each road, the classification of each connecting transportation road can be determined, ensuring the comprehensiveness and accuracy of the road classification plan and laying the foundation for subsequent road management and rock dumping point adjustments.

[0011] Preferably, the specific details of step three, based on the time period division of diesel fuel grade, are as follows: Time period segmentation was conducted using a 3D model of the open-pit mine. This model, constructed using 3DMine technology, comprehensively covers all geographical and engineering information, including the mine's topography, bench distribution, existing road network, candidate dumping points, mining boundaries, and transportation starting points. The model's accuracy meets the practical engineering needs of road planning and dumping point selection, enabling precise calculation of parameters such as terrain elevation differences and road alignment. Diesel octane ratings were assigned based on the year-round climate characteristics of the open-pit mine area. Combining local winter minimum temperatures, summer maximum temperatures, and spring / autumn average temperatures, the corresponding diesel octane ratings for different temperature ranges were determined. This ensures the matching degree between diesel octane ratings and time periods, preventing vehicle malfunctions (such as fuel line blockages or engine starting failures) caused by incompatible diesel octane ratings, thus affecting dumping and transportation efficiency.

[0012] Preferably, the year is divided into n time periods, where n equals the number of diesel grade types used throughout the year. A diesel grade-related parameter N is defined, and the value of N corresponds to the weather temperature, diesel grade, vehicle transportation cost, and climbing ability: the smaller the N value, the warmer the weather in the corresponding time period, the lower the diesel grade used (such as No. 0 diesel), the better the fluidity of diesel, the lower the price, and the lower the vehicle transportation cost; at the same time, the vehicle engine performance is stable in warm weather, the climbing ability is stronger, and it can adapt to climbing operations with large elevation differences. Conversely, the larger the N value, the colder the weather during the corresponding period. At this time, the higher the grade of diesel used (such as -10 or -20 diesel), the poorer the fluidity of the diesel and the relatively higher the price, resulting in higher transportation costs for vehicles. At the same time, in cold weather, it is more difficult to start the vehicle engine, the performance decreases, the climbing ability weakens, and it is difficult to adapt to climbing operations with large elevation differences. Therefore, it is necessary to control the elevation difference.

[0013] Preferably, the specific details of the dynamic adjustment of the rock sampling points in step four are as follows: By using the different time periods defined in step three and their corresponding N values, combined with the vehicle's climbing ability and transportation costs, the rock dumping points are dynamically adjusted to maximize the efficiency of rock dumping transportation. The specific adjustment principles are as follows: (1) When the N value is small (warm weather, low diesel grade, low transportation cost, and strong vehicle climbing ability): select areas with a large elevation difference from the mining area as rock dumping points. These areas can make full use of the strong climbing ability of vehicles to reduce the transportation distance of rock dumping materials (no need to detour through low elevation difference areas), further reducing transportation costs; at the same time, combined with the elevation difference analysis function of the three-dimensional model, accurately calculate the actual elevation difference between the candidate rock dumping points and the mining area, ensure that the rock dumping points are connected to the graded transportation roads, and prioritize areas closer to higher-level roads to improve transportation efficiency; (2) When the N value is large (cold weather, high diesel grade, high transportation cost, weak vehicle climbing ability): select areas with small elevation differences from the mining area as rock dumping points. Such areas can reduce the vehicle's climbing elevation difference, reduce fuel consumption and engine load when the vehicle is climbing, and avoid the surge in transportation costs and vehicle failures caused by climbing with large elevation differences; at the same time, combine the three-dimensional model to check the road connectivity in low elevation difference areas to ensure that the rock dumping points can be connected to high-level roads through low-level roads, and ensure the smooth transportation of rock dumping materials.

[0014] Preferably, it also includes step five: closed-loop management and optimization, the specific content of which is as follows: Regularly inspect the classified transportation roads, focusing on the damage and changes in transportation volume of high-level roads. High-level roads should be given priority maintenance, and damaged sections should be repaired in a timely manner to ensure their traffic capacity. Adjustments should be made to low-level roads in a timely manner based on the inspection results and changes in transportation demand.

[0015] Meanwhile, the transportation efficiency of rock dumping points in different time periods is regularly evaluated. Taking into account factors such as diesel price fluctuations, mining operation progress, and changes in transportation volume, the time period division standards and rock dumping point selection schemes are dynamically optimized to form a closed-loop management system of "planning-implementation-inspection-optimization" to continuously improve the economy and efficiency of rock dumping transportation.

[0016] Compared with the prior art, the beneficial effects achieved by the present invention are as follows: (1) By clearly defining key nodes, we use a reverse sorting method to investigate key nodes and transportation routes to ensure that the road network is sorted out without omissions; at the same time, we classify roads based on transportation volume and number of vehicles, and adopt differentiated planning and control strategies for different levels of roads to ensure the stability and transportation efficiency of high-level roads, while also ensuring the cost control of low-level roads, avoiding resource waste, and improving the scientific and economic nature of road planning. (2) Based on the three-dimensional model, the terrain elevation difference is accurately calculated, and the time period is divided according to the diesel grade. The rock dumping point is dynamically adjusted. In the warm season, the rock dumping point with a large elevation difference is selected to shorten the transportation distance; in the cold season, the rock dumping point with a low elevation difference is selected to reduce the fuel consumption of climbing and the probability of vehicle failure. This achieves precise control of rock dumping transportation costs and significantly reduces the overall transportation cost. (3) By optimizing the road alignment (prioritizing straight lines on higher-level roads) and reducing the frequency of adjustments to higher-level roads, the driving resistance of vehicles and the probability of transportation interruption are reduced; the coordinated adaptation of rock dumping points and road classification planning shortens the transportation distance and improves transportation efficiency; at the same time, it avoids the safety hazards of vehicles climbing uphill on sections with large elevation differences in the cold season and improves the safety of rock dumping transportation. (4) The method of the present invention does not require a large amount of new equipment investment. It can be carried out based on the existing three-dimensional model and transportation data of open mines. The operation process is simple and highly operable. It is applicable to the planning, operation and optimization of various open mine rock dumping transportation systems. It is not limited by the scale of open mines or terrain conditions. It has wide applicability and promotion value. Attached Figure Description

[0017] Figure 1 This is a schematic diagram of the transportation road and rock dumping points in an embodiment of the present invention.

[0018] Attached diagram labels: 1. Rock discharge point; 2. Key node; 3. Primary road; 4. Secondary road; 5. Tertiary road; 6. Quaternary road; 7. Fifth road; 8. Starting point of mining area transportation. Detailed Implementation

[0019] The technical solution of the present invention will be described in detail below with reference to the accompanying drawings and embodiments.

[0020] A large open-pit iron mine, with a mining area of ​​approximately 4 km². 2 There are 3 rock dumping points, and the total length of the rock dumping transportation road is approximately 8km. Three types of diesel fuel (0, -10, and -20) are used year-round. The rock dumping transportation road planning and dynamic adjustment method for rock dumping points of this invention are adopted, such as... Figure 1 As shown, the specific steps are as follows: Step 1: Identification of key road nodes and hierarchical planning of transportation routes The intersections of connecting roads between different steps of the open-pit iron mine were identified as key nodes, with a total of 28 key nodes identified. Based on the annual transportation data, all rock dumping roads were classified into high-level roads and low-level roads according to transportation volume and number of vehicles passing through. High-level roads (Class I and Class II) and low-level roads (Class III, Class IV, and Class V) were further classified as follows: There are two Class I roads with a total length of 1.5km, which carry 75% of the total transportation volume and account for 62% of the total number of vehicles passing through. They are the main roads for rock dumping transportation, planned to be straight, connecting the starting point of the mining area transportation and the core rock dumping point, and it is stipulated that the adjustment frequency will not exceed once a year. There are 3 secondary roads with a total length of 2km, which carry 22% of the total transportation volume and account for 30% of the total number of vehicles passing through. They are secondary arterial roads. The planning should minimize the number of curves and adjust the plan no more than twice a year. There are 5 Class III roads with a total length of 2.5km, which handle 2.5% of the total transportation volume and account for 7% of the total number of vehicles passing through. They are connecting roads and are assessed every six months according to transportation demand and adjusted as needed. There are 4 Class IV roads with a total length of 1.5km, which handle 0.4% of the total transportation volume and account for 0.8% of the total number of vehicles passing through. They are branch roads and are evaluated and adjusted in a timely manner every quarter. There are 6 Class V roads with a total length of 0.5km. These are temporary roads that handle less than 0.1% of the total transportation volume in the site. The capacity will be adjusted according to the progress of the mining operations to ensure that the benefits during their service period cover the construction costs.

[0021] Step Two: Reverse Analysis of Key Nodes and Road Levels Starting from three rock dumping points, a reverse sorting method was adopted, which is opposite to the actual running direction of the rock dumping transport vehicles, to identify 28 key nodes in sequence. For each key node, the transport roads connected to it were sorted out and traced back to the three transport starting points in the mining area. Through reverse sorting, it was confirmed that the classification of all 8km transport roads was consistent with step 1, with no omissions or misclassifications, forming a complete hierarchical road network ledger.

[0022] Step 3: Time period division based on diesel grade Based on the existing 3D Dine model of the open-pit coal mine (containing all information such as terrain, steps, roads, and rock dumping points), the year is divided into 3 periods (n=3) according to the annual diesel consumption, and the parameter N is defined as follows: N=1 (0# diesel): The period is from April to September, when the weather is warm (average temperature 15-28℃), diesel prices are low, vehicle transportation costs are low, and the vehicle has strong climbing ability. N=2 (-10 diesel): The period is March and October, the weather is mild (average temperature -5 to -10℃), the diesel price is moderate, the vehicle transportation cost is moderate, and the climbing ability is moderate. N=3 (-20 diesel): The period is from November to February of the following year. The weather is cold (average temperature -10 to -20℃), diesel prices are high, vehicle transportation costs are high, and the vehicle's climbing ability is weak.

[0023] Step 4: Dynamic adjustment of rock removal points Based on the N value at different time periods, the usage priority and drainage area of ​​the three rock removal points are dynamically adjusted: During the N=1 period (April-September): Prioritize the use of rock dumping point A, which has a large elevation difference (40-50m) from the mining area, and combine it with primary road transportation to shorten transportation distance and reduce fuel consumption; During the N=2 period (March and October): Prioritize the use of rock dumping point B with a moderate elevation difference (20-40m) from the mining area, and combine it with primary and secondary road transportation to balance transportation costs and efficiency; During the N=3 period (November to February of the following year): Prioritize the use of rock dumping point C, which has a small elevation difference from the mining area (0-20m), and combine it with secondary and tertiary roads for transportation to reduce the difficulty of vehicle climbing and reduce the consumption of high-grade diesel.

[0024] Step 5: Closed-loop management and optimization Monthly inspections are conducted on roads at all levels, with a focus on maintaining Class I and Class II roads and promptly repairing damaged sections. Quarterly assessments are conducted on lower-level roads (Class III, IV, and V), resulting in the abandonment of two underutilized Class V roads and the rerouting of one Class III road to ensure cost control. Every six months, the transportation efficiency of rock dumping sites is evaluated, and the utilization rate of rock dumping sites is fine-tuned based on diesel price fluctuations to continuously optimize transportation plans.

[0025] After adopting the method of this invention, the cost of rock dumping transportation in this open-pit iron mine was reduced by 5%, with a 6% reduction in transportation costs during the cold season; transportation efficiency was improved by 4%, and the vehicle failure rate was reduced by 30%; the stability of high-grade roads was improved, and transportation interruption time was reduced by 8%; the cost recovery period for low-grade road construction was shortened to less than 6 months, achieving efficient, economical, and stable operation of rock dumping transportation, and verifying the practicality and effectiveness of the method of this invention.

Claims

1. A method for planning open-pit mine waste rock transport routes and dynamically adjusting waste rock dumping points, characterized in that, The specific steps are as follows: Step 1: Identification of key road nodes and hierarchical planning of transportation routes; Step Two: Reverse analysis of key nodes and road levels; Step 3: Time period division based on diesel octane rating; Step 4: Dynamic adjustment of rock discharge points.

2. The method for planning open-pit mine waste rock transport roads and dynamically adjusting waste rock dumping points according to claim 1, characterized in that, The specific details of step one, road key node identification and transportation road classification planning, are as follows: First, identify the key nodes in the open-pit mine waste rock transportation system; Secondly, all rock dumping transport roads within the open-pit mine are planned in a tiered manner. The tiering criteria are based on the number of vehicles passing through the roads and the volume of transport, using a descending order of importance to classify the transport roads into high-level and low-level roads. Differentiated planning and management strategies are then adopted for roads of different levels. (1) High-level roads: Class I and Class II roads serve as the main and secondary main roads for rock dumping transportation, undertaking most of the rock dumping transportation tasks; (2) Low-level roads: Class III, Class IV and Class V roads. These roads mainly undertake branch transportation, temporary transportation or auxiliary transportation tasks.

3. The method for planning open-pit mine waste rock transport roads and dynamically adjusting waste rock dumping points according to claim 2, characterized in that, To further enhance the scientific nature and operability of the hierarchical planning, the specific classification standards for each level of road are clarified: Level 1 roads handle more than 70% of the total transportation volume, with more than 60% of the vehicles passing through; Level 2 roads handle 20%-30% of the total transportation volume, with 25%-35% of the vehicles passing through; Level 3 roads handle 5%-10% of the total transportation volume, with 10%-15% of the vehicles passing through; Level 4 roads handle 1%-5% of the total transportation volume, with 5%-10% of the vehicles passing through; and Level 5 roads are temporary roads, handling less than 1% of the total transportation volume, with less than 5% of the vehicles passing through.

4. The method for planning open-pit mine waste rock transport roads and dynamically adjusting waste rock dumping points according to claim 2, characterized in that, The specific details of the dynamic adjustment of the lower-level roads are as follows: Regularly collect statistics on the actual transport volume, number of vehicles passing through and operating status of the lower-level roads. When the transport volume or number of vehicles passing through shows a continuous decline, or when the road is damaged and the maintenance cost exceeds expectations, or when the utilization rate of the road is reduced due to the adjustment of the surrounding mining operations, the lower-level roads shall be rerouted, reduced or abandoned in a timely manner.

5. The method for planning open-pit mine waste rock transport roads and dynamically adjusting waste rock dumping points according to claim 1, characterized in that, The reverse sorting process in step two is as follows: Starting from the rock dumping point in the open-pit mine, a reverse tracing method is adopted, which is opposite to the actual running direction of the rock dumping transport vehicles. The key nodes along the transport road are gradually investigated and identified in turn. When the first key node is identified, it is marked. At the same time, all transport roads connected to it are comprehensively investigated, and the roads that have been investigated and those that have not are distinguished. The uninvestigated transport roads are traced in reverse first, and the process continues to extend along the uninvestigated roads towards the mining area to identify the next key node. The process of "marking key nodes - investigating connected roads - reverse tracing" is repeated. The entire reverse investigation process continues until all key nodes and the transport roads connected to them have been investigated, and the investigation scope extends to the transportation starting point in the mining area, that is, the loading point of the rock dumping material.

6. The method for planning open-pit mine waste rock transport roads and dynamically adjusting waste rock dumping points according to claim 1, characterized in that, The specific details of step three, based on the time period division of diesel fuel grade, are as follows: The time period division was carried out based on the 3D model of the open-pit mine. The 3D model was constructed using 3DMine technology and comprehensively covers all geographical and engineering information of the open-pit mine, including topography, bench distribution, existing road network, candidate areas for rock dumping points, mining boundaries, and transportation starting points. The model accuracy meets the actual engineering needs of road planning and rock dumping point selection. The diesel grade was divided into time periods according to the annual climate characteristics of the open-pit mine area. Combining the local winter minimum temperature, summer maximum temperature, and spring and autumn average temperature, the diesel grade corresponding to different temperature ranges was determined to ensure the matching degree between diesel grade and time period.

7. The method for planning open-pit mine waste rock transport roads and dynamically adjusting waste rock dumping points according to claim 6, characterized in that, The year is divided into n time periods, where n equals the number of diesel grade types used throughout the year. A diesel grade-related parameter N is defined. The value of N corresponds to the weather temperature, diesel grade, vehicle transportation cost, and hill-climbing ability: the smaller the value of N, the warmer the weather in the corresponding time period, the lower the diesel grade used, the better the liquidity of diesel, the relatively lower the price, and the lower the vehicle transportation cost. Conversely, the larger the N value, the colder the weather during the corresponding period, the higher the grade of diesel used, the less fluid the diesel is, the higher the price, and the higher the transportation cost for vehicles.

8. The method for planning open-pit mine waste rock transport roads and dynamically adjusting waste rock dumping points according to claim 7, characterized in that, The specific details of the dynamic adjustment of the rock sampling points in step four are as follows: By using the different time periods defined in step three and their corresponding N values, combined with the vehicle's climbing ability and transportation costs, the rock dumping points are dynamically adjusted to maximize the efficiency of rock dumping transportation. The specific adjustment principles are as follows: (1) When the N value is small: select the area with a large elevation difference from the mining area as the rock dumping point; at the same time, combine the elevation difference analysis function of the three-dimensional model to accurately calculate the actual elevation difference between the candidate rock dumping point and the mining area, and ensure that the rock dumping point is connected to the graded transportation road, and give priority to the area that is closer to the higher-level road. (2) When the N value is large: select the area with a small elevation difference from the mining area as the rock dumping point; at the same time, check the road connectivity of the low elevation difference area in combination with the three-dimensional model to ensure that the rock dumping point is connected to the high level road through the low level road.

9. The method for planning open-pit mine waste rock transport roads and dynamically adjusting waste rock dumping points according to claim 1, characterized in that, It also includes step five: closed-loop management and optimization. The specific content of closed-loop management and optimization is as follows: Regularly inspect the classified transportation routes, focusing on the damage and changes in transportation volume of high-level roads. High-level roads should be given priority maintenance, and damaged sections should be repaired in a timely manner to ensure their traffic capacity. Adjustments should be made to low-level roads in a timely manner based on the inspection results and changes in transportation demand. At the same time, the transportation efficiency of rock dumping points in each time period is regularly evaluated. Taking into account factors such as diesel price fluctuations, mining operation progress, and changes in transportation volume, the time period division standards and rock dumping point selection schemes are dynamically optimized to form a closed-loop management system of "planning-implementation-inspection-optimization".

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