A method and system for intelligent downhole traffic control based on a joint scheduling unit

Abstract

This invention relates to an intelligent traffic control method and system for underground mining based on a joint scheduling unit, belonging to the field of underground traffic management technology in coal mines. The method includes: setting up a joint scheduling unit consisting of a master base station and at least one slave base station; the master base station communicates with the slave base stations via TCP / IP protocol to obtain vehicle UWB positioning data in real time; based on preset locking and unlocking distance ranges, the master base station runs an intelligent scheduling algorithm to generate traffic light control commands and controls the status of the traffic lights connected to the master and slave base stations via RS485. The system adopts a distributed architecture, eliminating the need for a centralized controller, and supports dynamic configuration of master-slave mode and locking / unlocking parameters; a single base station can participate in multiple scheduling units simultaneously. This invention achieves precise vehicle scheduling underground, significantly improving flexibility, scalability, and robustness, reducing construction costs, and is suitable for complex scenarios such as roadways, intersections, and crossroads.

Description

Technical Field

[0001] This invention belongs to the field of underground traffic management technology in coal mines, and relates to an intelligent underground traffic control method and system based on a joint scheduling unit. Background Technology

[0002] Underground auxiliary transportation in coal mines is a crucial link in ensuring production, currently relying mainly on tools such as rail-mounted locomotives and trackless rubber-tired vehicles. However, the underground roadway environment is complex, with narrow spaces, numerous curves and intersections, etc. Traditional manual driving methods, due to insufficient information guidance, are prone to vehicle violations, traffic congestion, and even safety accidents. Furthermore, the variable geological conditions and high personnel mobility underground mean that the inability to accurately track vehicle locations in real time will severely impact rescue efficiency.

[0003] In existing technologies, centralized controllers are commonly used to achieve vehicle positioning and traffic light control. This involves receiving and analyzing positioning data through a section-level centralized controller, and then locking and controlling the relevant sections. However, this approach has significant drawbacks:

[0004] (1) The centralized controller needs to continuously process data from multiple zones, resulting in an increase in overall energy consumption;

[0005] (2) Additional centralized controllers and supporting communication lines need to be deployed, increasing construction and maintenance costs;

[0006] (3) The signal light control relies on fixed interlocking logic, which cannot dynamically adjust the interlocking range according to the roadway topology, making it difficult to adapt to complex scenarios such as intersections and crossroads.

[0007] (4) When adding new equipment or adjusting road sections, the centralized control logic needs to be reconstructed, resulting in high system expansion costs.

[0008] Furthermore, existing methods decouple traffic light control from vehicle positioning, making it impossible to respond in real time to changes in vehicle dynamic position, resulting in scheduling delays. For example, if the oncoming traffic light cannot be locked in advance when a vehicle enters a narrow section of road, it can easily cause a collision; while improper unlocking timing may reduce traffic efficiency.

[0009] Therefore, there is an urgent need for a low-energy, highly flexible, and scalable intelligent traffic control method for underground transportation to address the inherent shortcomings of centralized control architectures, achieve precise vehicle positioning and dynamic coordination with traffic lights, and improve the safety and efficiency of underground transportation. Summary of the Invention

[0010] In view of this, the purpose of this invention is to provide an intelligent traffic control method and system for underground vehicles based on a joint scheduling unit. This method proposes a segment vehicle location information sharing algorithm based on a joint scheduling unit, and establishes a preemptive interlocking local scheduling management mechanism to realize intelligent traffic control for underground locomotives, trackless rubber-tired vehicles, and other vehicles. This method achieves precise UWB positioning through positioning base stations and vehicle cards, and sets up joint scheduling units for road sections where traffic lights need to be installed. The joint scheduling unit consists of one master base station and one or more slave base stations. Slave base stations send vehicle location information to the master base station. The master base station generates a vehicle scheduling queue based on the vehicle location information from each base station, and then generates traffic light control commands based on the set locking and unlocking distance ranges using the vehicle scheduling algorithm. The master base station sends the traffic light control commands to the slave base stations, and the master and slave base stations control their respective traffic lights according to the control commands, ultimately realizing intelligent traffic control for underground vehicles. The invention's technology design allows base stations to use the same hardware and software, and configure master-slave mode through a host computer. The same base station can participate in up to two joint scheduling units at the same time, which improves the flexibility and scalability of the entire system. Furthermore, the invention's technology design does not require the deployment of a separate centralized controller, which greatly reduces construction costs.

[0011] To achieve the above objectives, the present invention provides the following technical solution:

[0012] A method for intelligent downhole traffic control based on a joint scheduling unit includes the following steps:

[0013] S1: A joint dispatch unit is set up in the target road segment. The joint dispatch unit includes one master base station, at least one slave base station and corresponding traffic lights. The master base station and the slave base station communicate through the TCP / IP protocol, and each base station is connected to the corresponding traffic light through RS485.

[0014] S2: The main base station obtains its own and slave base station's vehicle location data in real time and generates a vehicle dispatch queue;

[0015] S3: The main base station generates control commands based on the preset locking distance range and unlocking distance range through the traffic light intelligent scheduling algorithm; the locking distance range is used to trigger the hostile traffic light red light state, and the unlocking distance range is used to deactivate the hostile traffic light red light state;

[0016] S4: The master base station sends control commands to the corresponding slave base stations, and the master base station and slave base stations control the status of their respective signal lights according to the commands.

[0017] Furthermore, the joint scheduling unit is configured as a master-slave structure, with the master base station and the slave base station each connected to a traffic light; when a vehicle enters the locking range of the master base station, the master base station controls its own traffic light to be green and the slave base station's traffic light to be red; when the vehicle enters the unlocking range of the slave base station, the master base station controls the slave base station's traffic light to switch to green.

[0018] Furthermore, the joint scheduling unit is configured as a master-slave structure, including a master base station and multiple slave base stations, which is suitable for intersection sections; when a vehicle enters the locking range of any base station, the master base station controls the signal light of that base station to be green, and the signal lights of the other hostile base stations to be red; when a vehicle enters the unlocking range of any hostile base station, the master base station controls all hostile signal lights to switch to green.

[0019] Furthermore, the locking distance range and unlocking distance range are dynamically configured by the host computer and adjusted according to the location of the on-site traffic lights; the master base station and the slave base station use the same hardware and the master-slave mode is set by the host computer.

[0020] An intelligent underground traffic control system based on a joint scheduling unit includes:

[0021] The joint scheduling unit module consists of one master base station, at least one slave base station, and corresponding traffic lights;

[0022] The positioning module is used to obtain the vehicle's location through UWB positioning of the main base station and the slave base station;

[0023] The scheduling algorithm module, integrated into the main base station, generates traffic light control commands based on vehicle positioning data and preset lock / unlock distance range;

[0024] The communication module allows the main base station to communicate with the slave base station via TCP / IP protocol and control the status of signal lights via RS485.

[0025] Furthermore, the master base station is a TCP client, and the slave base station is a TCP server; the master base station actively connects to the slave base station and polls to obtain vehicle location data.

[0026] Furthermore, a single base station can participate in two joint scheduling units simultaneously, and the base station is configured in the host computer as either the master base station or the slave base station of different scheduling units.

[0027] Furthermore, the intelligent traffic light scheduling algorithm performs the following operations:

[0028] a. Detect whether the vehicle has entered the locking range. If it is not locked, mark the locking status and control the hostile signal light to red.

[0029] b. Detect whether the locked vehicle has entered the unlocking range of the hostile base station. If so, unlock the vehicle and switch the hostile signal light to green.

[0030] Furthermore, the main base station stores a vehicle dispatch queue, which records the vehicle's locked base station, hostile base station, and traffic light status change history.

[0031] Furthermore, the locking distance range and unlocking distance range are dynamic interval values, which are adjusted in real time by the host computer according to the tunnel topology.

[0032] The beneficial effects of this invention are as follows:

[0033] (1) By setting the locking distance range and unlocking distance range to dynamically adjustable interval values, the signal light control area can be flexibly configured according to the actual layout of the roadway (such as curves and intersections). When the position of the signal light changes or needs to be controlled in advance, only the parameters need to be modified through the host computer, without the need for hardware reconstruction, which greatly simplifies the on-site deployment and subsequent maintenance.

[0034] (2) The master base station and the slave base station achieve distributed communication through the TCP / IP protocol. The host computer only needs to send the initial configuration parameters (such as the locking / unlocking range and master-slave relationship). Even if the host computer communication is interrupted, the joint scheduling unit can still run autonomously based on the local algorithm to avoid system paralysis due to the failure of the central node.

[0035] (3) A modular joint scheduling unit design is adopted, in which a single base station can participate in two scheduling units simultaneously (such as serving as the master base station of one unit and the slave base station of another unit), and seamless expansion of the underground road network is achieved through the overlay of units. When adding a new road section, only the base station needs to be added and the master-slave relationship needs to be configured, without modifying the existing system architecture.

[0036] (4) The traditional centralized controller is abandoned, and the intelligent scheduling algorithm is embedded in the main base station to realize distributed control using the existing base station hardware, reducing the investment in additional equipment. At the same time, the main and slave base stations adopt a unified hardware platform and differentiate functions through software configuration, reducing the complexity of spare parts management and procurement costs.

[0037] (5) Based on UWB precise positioning data and preemptive locking mechanism, real-time signal light control commands are generated to ensure that the opposing direction signal light is locked in advance (red light) before the vehicle enters the dangerous area, and is quickly unlocked (green light) after the vehicle leaves, reducing vehicle waiting time, avoiding oncoming traffic conflicts, and reducing the risk of human-caused violations.

[0038] (6) By using a master-slave architecture (such as a master-three slave), it supports complex road sections such as crossroads and multiple intersections. Combined with the real-time update of the vehicle dispatch queue, it dynamically allocates traffic light priorities, solves the adaptation problem of traditional fixed interlocking strategies under complex topologies, and improves the traffic efficiency of the entire road network.

[0039] Other advantages, objectives, and features of the invention will be set forth in part in the description which follows, and in part will be apparent to those skilled in the art from the following examination, or may be learned from practice of the invention. The objectives and other advantages of the invention can be realized and obtained through the following description. Attached Figure Description

[0040] To make the objectives, technical solutions, and advantages of the present invention clearer, the preferred embodiments of the present invention will be described in detail below with reference to the accompanying drawings, wherein:

[0041] Figure 1 This is a schematic diagram of a joint scheduling unit;

[0042] Figure 2 Schematic diagram of a master + slave joint scheduling unit;

[0043] Figure 3 Schematic diagram of a master + two slave joint scheduling unit;

[0044] Figure 4 Schematic diagram of a master + three slave joint scheduling unit;

[0045] Figure 5 This is a schematic diagram of a dual joint scheduling unit;

[0046] Figure 6 Main base station workflow diagram;

[0047] Figure 7 For base station workflow diagram;

[0048] Figure 8 This is a flowchart of the intelligent traffic light scheduling algorithm. Detailed Implementation

[0049] The following specific examples illustrate the implementation of the present invention. Those skilled in the art can easily understand other advantages and effects of the present invention from the content disclosed in this specification. The present invention can also be implemented or applied through other different specific embodiments, and various details in this specification can be modified or changed based on different viewpoints and applications without departing from the spirit of the present invention. It should be noted that the illustrations provided in the following embodiments are only schematic representations of the basic concept of the present invention. Unless otherwise specified, the following embodiments and features can be combined with each other.

[0050] The accompanying drawings are for illustrative purposes only and are schematic diagrams, not actual pictures. They should not be construed as limiting the invention. To better illustrate the embodiments of the invention, some parts in the drawings may be omitted, enlarged, or reduced, and do not represent the actual product dimensions. It is understandable to those skilled in the art that some well-known structures and their descriptions may be omitted in the drawings.

[0051] In the accompanying drawings of the embodiments of the present invention, the same or similar reference numerals correspond to the same or similar components. In the description of the present invention, it should be understood that if terms such as "upper," "lower," "left," "right," "front," and "rear" indicate the orientation or positional relationship based on the orientation or positional relationship shown in the drawings, they are only for the convenience of describing the present invention and simplifying the description, and do not indicate or imply that the device or element referred to must have a specific orientation, or be constructed and operated in a specific orientation. Therefore, the terms used to describe positional relationships in the drawings are only for illustrative purposes and should not be construed as limiting the present invention. For those skilled in the art, the specific meaning of the above terms can be understood according to the specific circumstances.

[0052] I. Joint Scheduling Unit

[0053] like Figure 1 As shown, the joint dispatch unit consists of one master base station, one or more slave base stations, and multiple traffic lights. The master and slave base stations communicate via TCP / IP, while the traffic lights communicate with each base station via RS485. The master base station acts as a TCP client, and the slave base stations act as TCP servers. The master base station actively connects to the slave base stations and obtains vehicle location information within their range. The master base station comprehensively analyzes its own and each slave base station's vehicle information, combining the locking and unlocking distance ranges of each base station, and generates traffic light control commands based on the vehicle dispatch algorithm. These commands are then sent to each slave base station, which in turn controls its respective traffic lights via RS485 according to the control commands.

[0054] II. Implementation Principle of Joint Scheduling Unit

[0055] (1) Glossary

[0056] Main base station: It has functions such as positioning, intelligent traffic light scheduling algorithm, and traffic light control.

[0057] From the base station: It has functions such as positioning and controlling traffic lights.

[0058] Locked base station: The ranging base station within the locked range of the joint dispatch unit when the vehicle first enters.

[0059] Enemy base station: A base station other than the one locked within the joint dispatch unit.

[0060] Hostile signal lights: Signal lights connected to hostile base stations.

[0061] Locking range: This setting is for locking enemy base stations and enemy traffic lights. When a vehicle is not locked and enters the current base station's locking range, all traffic lights connected to enemy base stations will be turned red.

[0062] Unlock Range: This setting is for unlocking enemy base stations and enemy traffic lights. When a vehicle is locked and the current ranging base station is an enemy base station, entering the unlock range of the current base station will control all enemy traffic lights to turn green.

[0063] (2) One master + one slave joint scheduling unit

[0064] like Figure 2 As shown, a master-slave joint scheduling unit consists of one master base station, one slave base station, and two traffic lights. It is suitable for deployment on straight or curved road sections. The master and slave base stations share data via TCP / IP protocol. When vehicle 1 enters the lock-on range of the master base station, the master base station adds vehicle 1 to the vehicle scheduling queue of the joint scheduling unit, recording that the lock-on base station for vehicle 1 is the master base station and the opposing base station is the slave base station. At this time, the traffic light status generated by the intelligent scheduling algorithm is that the lock-on base station's traffic light is green, and the opposing base station's traffic light is red. Therefore, the master base station controls its connected traffic light 1 to be green and notifies the slave base station via TCP to control the opposing traffic light, i.e., traffic light 2, to be red. At this time, vehicle 2 either enters the passing chamber or waits in place. When vehicle 1 enters the unlocking range of the base station, the traffic light status generated by the intelligent scheduling algorithm is that the locked base station's traffic light is green and the enemy base station's traffic light is green. Therefore, the master base station controls its own connected traffic light 1 to be green and notifies the slave base station via TCP to control the enemy's traffic light, i.e., traffic light 2, to be green. Then, the locked state of vehicle 1 is cleared. After vehicle 1 has completely driven out of the unlocking range, vehicle 1 is removed from the vehicle scheduling queue.

[0065] Vehicle 2 waits to meet Vehicle 1 before continuing forward. When Vehicle 2 enters the lock range of the secondary base station, the primary base station adds Vehicle 2 to the vehicle dispatch queue of the joint dispatch unit, recording that the lock base station for Vehicle 2 is the secondary base station and the hostile base station is the primary base station. At this time, the signal light status generated by the intelligent dispatch algorithm is green for the lock base station and red for the hostile base station. Therefore, the primary base station controls its own signal light 1 to be red and notifies the secondary base station via TCP to control the lock base station's signal light (signal light 2) to be green. When Vehicle 2 enters the unlock range of the primary base station, the signal light status generated by the intelligent dispatch algorithm is green for both the lock base station and the hostile base station. Therefore, the primary base station controls its own signal light 1 to be green and notifies the secondary base station via TCP to control the lock base station's signal light (signal light 2) to be green. Then, it clears the lock status of Vehicle 2. After Vehicle 2 has completely left the unlock range, it removes Vehicle 2 from the vehicle dispatch queue.

[0066] Setting the locking and unlocking distances to a range greatly facilitates on-site installation and flexible adjustments later. If the traffic lights are moved later, or if it is necessary to control the traffic lights from a certain location in advance, the locking and unlocking distance ranges can be modified via the host computer according to the on-site installation conditions.

[0067] (3) One master + two slave joint scheduling unit

[0068] like Figure 3 As shown, the master + slave joint scheduling unit consists of one master base station, two slave base stations, and three traffic lights, and is suitable for deployment at three-way intersections.

[0069] Data sharing between the master base station and slave base stations is achieved via TCP / IP protocol. When vehicle 1 enters the locking range of the master base station, the master base station adds vehicle 1 to the vehicle dispatch queue of the joint dispatch unit, recording that the locking base station for vehicle 1 is the master base station, and the opposing base stations are slave base stations 2 and 3. At this time, the traffic light status generated by the intelligent dispatch algorithm is that the locking base station's traffic light is green, and the opposing base station's traffic light is red. Therefore, the master base station controls its own connected traffic light 1 to be green, and notifies slave base stations 2 and 3 via TCP to control the opposing traffic lights (i.e., traffic lights 2 and 3) to be red. When vehicle 1 enters the unlocking range of any slave base station, the traffic light status generated by the intelligent dispatch algorithm is that the locking base station's traffic light is green, and the opposing base station's traffic light is green. Therefore, the master base station controls its own connected traffic light 1 to be green, and notifies slave base stations 2 and 3 via TCP to control the opposing traffic lights (i.e., traffic lights 2 and 3) to be green, then clears the locking status of vehicle 1. After vehicle 1 has completely driven out of the unlocking range, vehicle 1 is removed from the vehicle dispatch queue.

[0070] (4) One master + three slave joint scheduling unit

[0071] like Figure 4 As shown, the one-master + three-slave joint dispatch unit consists of one master base station, three slave base stations, and four traffic lights, and is suitable for deployment at intersections.

[0072] Data sharing between the master base station and slave base stations is achieved via TCP / IP protocol. When vehicle 1 enters the locking range of slave base station 3, the master base station adds vehicle 1 to the vehicle scheduling queue of the joint scheduling unit, recording that the locking base station for vehicle 1 is slave base station 3, and the opposing base stations are the master base station, slave base station 2, and slave base station 4. At this time, the traffic light status generated by the intelligent scheduling algorithm is that the locking base station's traffic light is green, and the opposing base station's traffic light is red. Therefore, the master base station notifies slave base station 3 via TCP to control its connected traffic light 3 to be green, and notifies slave base stations 2 and 4 via TCP to control the opposing traffic lights (i.e., traffic lights 2 and 4) to be red, and controls its own connected traffic light 1 to be red. When vehicle 1 enters the unlocking range of any opposing base station, the traffic light status generated by the intelligent scheduling algorithm is that the locking base station's traffic light is green, and the opposing base station's traffic light is green. Therefore, the main base station notifies the slave base station 3 via TCP to control the connected signal light 3 to be green, and notifies the slave base stations 2 and 4 via TCP to control the opposing signal lights (signal lights 2 and 4) to be green, and controls its own connected signal light 1 to be green. Then, the locked state of vehicle 1 is cleared, and after vehicle 1 has completely driven out of the unlocked range, vehicle 1 is removed from the vehicle dispatch queue.

[0073] III. Implementation Principle of Dual Joint Scheduling Unit

[0074] A single base station can simultaneously participate in two joint dispatch units to control underground signal lights. For example... Figure 5 As shown, base station 1, base station 2, signal light 1, and signal light 2 form joint scheduling unit A, while base station 2, base station 3, signal light 3, and signal light 4 form joint scheduling unit B. Base station 2 participates in both joint scheduling unit A and joint scheduling unit B, and is connected to both signal light 2 and signal light 4. The master-slave mode of base station 2 within both scheduling units is configured by the host computer. Scheduling units A and B are not limited to a master + slave mode; they can also be a master + two slaves or a master + three slaves mode. Each scheduling unit is implemented according to the joint scheduling unit implementation principle described above. Similarly, base station 1 and base station 3 can each form another joint scheduling unit with subsequent base stations. This dual joint scheduling unit implementation further reduces the number of underground devices, thereby further reducing system costs.

[0075] IV. Base Station Workflow

[0076] Base stations are divided into master base stations and slave base stations. The master base station is responsible for functions such as positioning, intelligent traffic light control algorithms, and traffic light control, while the slave base station is responsible for functions such as positioning and traffic light control. The master-slave mode of the base stations is configured by the host computer.

[0077] (1) Main base station workflow

[0078] The main base station workflow diagram is as follows: Figure 6As shown, the main base station operates according to the following steps:

[0079] S1: The host computer configures the base station to be in master mode, and at the same time sends the main base station's locked and unlocked range, number of base stations, base station IP address, base station address number, address of the signal light connected to the base station, and locked and unlocked range to the main base station.

[0080] S2: The main base station operates in TCP client mode and actively connects to the TCP server of the slave base station;

[0081] S3: Poll each slave base station to obtain vehicle location data from the slave base station, and send the traffic light control command generated by the intelligent scheduling algorithm to the corresponding slave base station;

[0082] S4: After obtaining the vehicle location data from the base station, add the vehicle location data from the base station to the vehicle dispatch queue;

[0083] S5: The location data of vehicles that have successfully located themselves with the main base station are also added to the vehicle dispatch queue;

[0084] S6: The intelligent scheduling algorithm engine runs periodically, comprehensively processes the data in the vehicle scheduling queue, generates the control status of each traffic light according to the locking and unlocking range of the master and slave base stations, and sends it to the corresponding slave base station through step S3, and controls the traffic lights connected to this base station through RS485.

[0085] (2) From the base station workflow

[0086] From the base station workflow diagram as follows Figure 7 As shown, the base station operates according to the following steps:

[0087] S1: The host computer configures the base station to slave mode and sends the master base station IP address, master base station address number, and the address of the signal light connected to this base station to the slave base station.

[0088] S2: The base station operates in TCP server mode, waiting for a connection from the main base station;

[0089] S3: Receives the polling command sent by the main base station, obtains the traffic light control command issued by the main base station, and returns the local vehicle positioning data to the main base station at the same time;

[0090] S4: Add the vehicle location data that was successfully located from the base station itself to the local vehicle queue;

[0091] S5: Controls the signal lights connected to this base station via RS485 according to the signal light control instructions issued by the main base station.

[0092] (3) Intelligent traffic light scheduling algorithm

[0093] The intelligent traffic light scheduling algorithm runs on the main base station, which is responsible for comprehensively analyzing the vehicle location information within the joint scheduling unit and finally generating control commands for each traffic light, which are then sent to each slave base station through polling commands.

[0094] The flowchart of the intelligent traffic light scheduling algorithm is as follows: Figure 8 As shown, the operation steps are as follows:

[0095] S1: Check if there is any unprocessed vehicle data in the vehicle dispatch queue; if so, proceed to S2.

[0096] S2: Is the current vehicle locked? If it is locked, proceed to S3; otherwise, proceed to S5.

[0097] S3: Has the current vehicle entered the unlock range of a hostile base station? If yes, proceed to S4; otherwise, proceed to S1.

[0098] S4: Clear the vehicle's lock status and set the hostile signal light status to green, then proceed to S1;

[0099] S5: Has the current vehicle entered the locking range of the current ranging base station? If yes, proceed to S6; otherwise, proceed to S1.

[0100] S6: Set the current vehicle to locked state, lock the base station to the current ranging base station, and set the status of the signal light connected to the locked base station to green, and set the status of the hostile signal light to red, then enter S1.

[0101] Finally, it should be noted that the above embodiments are only used to illustrate the technical solutions of the present invention and are not intended to limit it. Although the present invention has been described in detail with reference to preferred embodiments, those skilled in the art should understand that modifications or equivalent substitutions can be made to the technical solutions of the present invention without departing from the spirit and scope of the present invention, and all such modifications or substitutions should be covered within the scope of the claims of the present invention.

Claims

1. A method for intelligent traffic control in a mine based on a joint dispatch unit, characterized by: The method comprises the following steps: S1: setting a joint scheduling unit on a target section, the joint scheduling unit comprising one master base station, at least one slave base station and corresponding signal lights, the master base station and the slave base station communicating through a TCP / IP protocol, each base station connecting the corresponding signal light through RS485, wherein the locking distance range and the unlocking distance range are dynamically configured by an upper computer and adjusted according to the positions of the signal lights on site, and the master base station and the slave base station adopt the same hardware and are set as master and slave modes by the upper computer; S2: the master base station acquiring vehicle positioning data of itself and the slave base station in real time to generate a vehicle scheduling queue; S3: the master base station generating a control instruction through a signal light intelligent scheduling algorithm according to a preset locking distance range and an unlocking distance range, the signal light intelligent scheduling algorithm performing the following operations: a. detecting whether a vehicle enters a locking range, and if not, marking a locking state and controlling an enemy signal light to be red; b. detecting whether the locked vehicle enters an unlocking range of an enemy base station, and if so, releasing the locking and switching the enemy signal light to be green; the locking distance range being used to trigger a red state of the enemy signal light, and the unlocking distance range being used to release the red state of the enemy signal light; S4: the master base station issuing the control instruction to the corresponding slave base station, the master base station and the slave base station controlling the states of the respective signal lights according to the instruction, wherein a single base station participates in two joint scheduling units at the same time, and the base station is respectively set as a master base station or a slave base station of different scheduling units in the configuration of the upper computer; the joint scheduling unit being configured as a one-master-one-slave structure or a one-master-multiple-slave structure; when being configured as the one-master-one-slave structure, the master base station and the slave base station are respectively connected with one signal light, when a vehicle enters a locking range of the master base station, the master base station controls the signal light of itself to be green and the signal light of the slave base station to be red, and when the vehicle enters an unlocking range of the slave base station, the master base station controls the signal light of the slave base station to be switched to green; when being configured as the one-master-multiple-slave structure, the structure is applicable to a fork road section, when a vehicle enters a locking range of any base station, the master base station controls the signal light of the base station to be green and the signal lights of the rest enemy base stations to be red, and when the vehicle enters an unlocking range of any enemy base station, the master base station controls all the enemy signal lights to be switched to green.

2. A joint dispatch unit based intelligent traffic control system for a mine for carrying out the method of claim 1, characterized by: The method comprises: a joint scheduling unit module, composed of one master base station, at least one slave base station and corresponding signal lights, wherein a single base station participates in two joint scheduling units at the same time, and the base station is respectively set as a master base station or a slave base station of different scheduling units in the configuration of the upper computer; a positioning module, used to acquire vehicle positions through UWB positioning of the master base station and the slave base station; a scheduling algorithm module, integrated in the master base station, used to generate signal light control instructions according to vehicle positioning data and preset locking / unlocking distance ranges, the locking distance range and the unlocking distance range being dynamic interval values, which are adjusted in real time by the upper computer according to the topology of the lane; a communication module, used for the master base station to communicate with the slave base station through a TCP / IP protocol and control the states of the signal lights through RS485, wherein the master base station is a TCP client, the slave base station is a TCP server, the master base station actively connects the slave base station and polls vehicle positioning data; The main base station stores a vehicle dispatch queue, which records the lock base station, hostile base station and signal light state change history of the vehicle.

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