Mine transport truck intelligent scheduling optimization method and system

Abstract

The application discloses a kind of mine transport truck intelligent scheduling optimization method and system, it is related to mine transport scheduling technical field, including: based on the formation of scheduling basic data and to be scheduled task and to be arranged mine card, determine subsequent loading and unloading point and subsequent transportation route, form single vehicle subsequent task arrangement scheme and jointly adjust, obtain common subsequent task arrangement scheme, by operation time transmission verification forms common predicted road occupancy time and common predicted empty running distance, and determine loading and unloading operation and road occupancy time;Screen single vehicle subsequent task arrangement scheme and common subsequent task arrangement scheme, verify loading and unloading operation and road occupancy time, form whole mine task allocation scheme, judge traffic conflict and determine traffic order, extend road occupancy time, form road traffic arrangement.The application eliminates the road resource allocation contradiction caused by single vehicle independent scheduling, improves global scheduling coordination.

Description

Technical Field

[0001] This invention relates to the field of mine transportation scheduling technology, and in particular to an intelligent scheduling optimization method and system for mine transportation trucks. Background Technology

[0002] Transportation scheduling in open-pit mines is a crucial aspect of open-pit mining operations, directly impacting mine production efficiency and operating costs. In gold and other precious metal open-pit mines, transportation scheduling must comprehensively consider factors such as truck load capacity, road gradient, loading and unloading point capacity, and ore grade blending requirements. Currently, the industry commonly employs scheduling methods based on rule engines or genetic algorithms. These methods collect real-time data such as truck location, fuel level, and road conditions, combined with historical transportation records, to generate single-vehicle task sequences and route plans. These methods typically allocate tasks based on fixed priorities or preset constraints and use time window models to verify road occupancy conflicts, forming a basic scheduling scheme. This conventional method provides a standardized operational process for mine transportation, ensuring the orderly conduct of transportation operations to a certain extent, and represents a common technical paradigm in the field of intelligent mine scheduling.

[0003] However, existing conventional scheduling methods have significant limitations when dealing with the complex and ever-changing mining operating environment. On the one hand, in terms of the connection between individual vehicle task scheduling and global coordination, conventional methods tend to focus on individual vehicle path optimization, lacking a mechanism for jointly adjusting tasks for multiple vehicles. This often leads to uneven distribution of road resources when the optimal solution for an individual vehicle is aggregated globally. On the other hand, in terms of verification mechanisms, conventional methods mostly use single-time window verification, failing to perform step-by-step verification along the transportation route, making it difficult to effectively identify implicit time conflicts. Summary of the Invention

[0004] In view of the problems existing in the prior art, the present invention is proposed.

[0005] Therefore, this invention provides an intelligent scheduling optimization method for mining transport trucks, which solves the problems of disconnect between individual vehicle and global coordination and insufficient time conflict verification in existing scheduling methods.

[0006] To solve the above-mentioned technical problems, the present invention provides the following technical solution: In a first aspect, the present invention provides an intelligent scheduling optimization method for mining transport trucks, comprising: collecting operational data and historical records, and associating and organizing them to determine the operational status of mining trucks, roads, and transportation tasks; judging road traffic conditions and dividing the adjustable range of tasks; determining scheduling thresholds according to historical operational status to form basic scheduling data; forming tasks to be scheduled and mining trucks to be arranged based on the basic scheduling data; determining subsequent loading and unloading points and subsequent transportation routes; forming a single-vehicle subsequent task arrangement plan and adjusting it together to obtain a common subsequent task arrangement plan; forming a common estimated road occupancy time and a common estimated empty travel distance through operation time transmission verification, and determining loading and unloading operations and road occupancy time; screening single-vehicle subsequent task arrangement plans and common subsequent task arrangement plans; verifying loading and unloading operations and road occupancy time to form a mine-wide task allocation plan; judging traffic conflicts and determining the traffic order; extending road occupancy time to form a road traffic arrangement; verifying tasks, roads, and time according to the mine-wide task allocation plan and road traffic arrangement to form a verified task plan and a verified road traffic arrangement; associating task information and traffic information to form an intelligent scheduling optimization result for mining transport trucks.

[0007] As a preferred embodiment of the intelligent scheduling optimization method for mining transport trucks described in this invention, the steps for forming basic scheduling data are as follows: Collecting data on mining trucks participating in transportation scheduling, road data, transportation task data, loading and unloading operation data, and historical operation records; associating and organizing the collected data to form raw scheduling data; and determining the status of mining trucks, roads, transportation tasks, loading and unloading operations, and historical operation status from the raw scheduling data; based on the status of mining trucks, roads, transportation tasks, loading and unloading operations, and historical operation status in the raw scheduling data, determining the road conditions for each mining truck on each road, and identifying road conditions for prohibited passage, speed limit passage, waiting passage, and permitted passage; based on the road conditions, transportation task status, and historical operation status, dividing the task into non-adjustable and adjustable parts, determining the safety distance threshold, task adjustment advance time threshold, and loading and unloading connection time threshold; and summarizing the road conditions, non-adjustable task parts, adjustable task parts, and each threshold to form basic scheduling data.

[0008] As a preferred embodiment of the intelligent scheduling optimization method for mining transport trucks described in this invention, the steps for obtaining a common subsequent task arrangement scheme are as follows: Based on the scheduling basic data, tasks to be scheduled are generated and mining trucks to be scheduled are selected. The non-adjustable task portion and scheduling threshold are read from the scheduling basic data, keeping the non-adjustable task portion unchanged. Subsequent loading points and subsequent unloading points are selected based on the mining trucks to be scheduled and the tasks to be scheduled, and subsequent transportation routes are formed in conjunction with road traffic conditions. A single-vehicle subsequent task arrangement scheme is formed based on the mining trucks to be scheduled, the tasks to be scheduled, the subsequent loading points, the subsequent unloading points, and the subsequent transportation routes. The estimated road occupancy time and estimated empty travel distance of the single-vehicle scheme are calculated, and the single-vehicle subsequent task arrangement scheme is selected based on the non-adjustable task portion, road traffic conditions, and scheduling threshold. Mining trucks requiring joint adjustment are selected through the single-vehicle subsequent task arrangement scheme and the estimated road occupancy time of the single-vehicle scheme, keeping the non-adjustable task portion and subsequent transportation routes unchanged. Joint adjustment is performed based on the scheduling threshold to form the adjusted estimated road occupancy time and common subsequent task arrangement scheme for the single-vehicle scheme, while retaining the estimated empty travel distance of the single-vehicle scheme.

[0009] As a preferred embodiment of the intelligent scheduling optimization method for mining transport trucks described in this invention, the step of forming a common estimated road occupancy time and a common estimated empty driving distance through operation time transmission verification refers to performing operation time transmission verification based on a common subsequent task arrangement scheme and scheduling basic data, deleting common subsequent task arrangement schemes that fail verification, retaining common subsequent task arrangement schemes that pass verification, and determining the corresponding adjusted single-vehicle scheme estimated road occupancy time and single-vehicle scheme estimated empty driving distance as the common estimated road occupancy time and the common estimated empty driving distance, respectively.

[0010] As a preferred embodiment of the intelligent scheduling optimization method for mining transport trucks described in this invention, the steps for forming the common estimated road occupancy time and common estimated empty travel distance through operation time transmission verification are as follows: Based on the common subsequent task arrangement scheme and scheduling basic data, an operation time transmission sequence is established according to the time sequence of subsequent loading points, subsequent transportation routes, and subsequent unloading points, and the unadjustable task portion, road traffic conditions, scheduling threshold, adjusted single-vehicle scheme estimated road occupancy time, and single-vehicle scheme estimated empty travel distance are extracted; the common subsequent task arrangement scheme is verified level by level according to the operation time transmission sequence, and the adjusted single-vehicle scheme estimated road occupancy time is adjusted sequentially based on road traffic conditions and scheduling threshold, and the unadjustable task portion and subsequent transportation route are verified to form an operation time transmission verification result, while retaining the single-vehicle scheme estimated empty travel distance; based on the operation time transmission verification result, the common subsequent task arrangement schemes that fail verification are deleted and the common subsequent task arrangement schemes that pass verification are retained, the adjusted single-vehicle scheme estimated road occupancy time is determined as the common estimated road occupancy time, and the single-vehicle scheme estimated empty travel distance is determined as the common estimated empty travel distance.

[0011] As a preferred embodiment of the intelligent scheduling optimization method for mining transport trucks described in this invention, the steps for forming a mine-wide task allocation scheme are as follows: Based on the single-vehicle subsequent task allocation scheme and the common subsequent task allocation scheme, the schemes for the same mining truck are screened in conjunction with the commonly estimated road occupancy time. If two or more schemes still exist after screening, the screening is continued in conjunction with the commonly estimated empty travel distance, retaining the subsequent loading point, subsequent unloading point, and subsequent transport route to form a screened task allocation scheme; Through the screened task allocation scheme, subsequent loading point, subsequent unloading point, and subsequent transport route, the loading and unloading operations of the mining trucks are sorted and the conflicting operation time is postponed. The road occupancy time corresponding to the subsequent transport route is updated according to the postponed operation time to form a verified task allocation scheme; Based on the verified task allocation scheme, road occupancy time, and subsequent transport route, the available operation time of the loading point, the available operation time of the unloading point, the loading and unloading connection time threshold, and the required completion time are verified. Verified task allocation schemes that fail the verification are deleted, the remaining verified task allocation schemes are summarized, and the corresponding road occupancy time and subsequent transport route are retained to form a mine-wide task allocation scheme.

[0012] As a preferred embodiment of the intelligent scheduling optimization method for mining transport trucks described in this invention, the steps for forming a road traffic arrangement are as follows: Based on the overall mine task allocation scheme, road occupancy time, and subsequent transport routes, compare the road occupancy times of mining trucks passing through the same road location, determine traffic conflicts between mining trucks, and determine the traffic order to form a road traffic adjustment result; Based on the road traffic adjustment result, traffic order, and traffic conflicts, extend the road occupancy time for those with traffic conflicts, and transmit the extension result along the subsequent transport routes to re-determine traffic conflicts, forming an updated road occupancy time and an updated overall mine task allocation scheme; Based on the updated road occupancy time and the updated overall mine task allocation scheme, determine traffic conflicts again, delete updated overall mine task allocation schemes that cannot eliminate traffic conflicts according to the traffic order, and summarize the remaining updated overall mine task allocation schemes and updated road occupancy times to form a road traffic arrangement.

[0013] As a preferred embodiment of the intelligent scheduling optimization method for mining transport trucks described in this invention, the steps for forming the verified task plan and the verified road traffic arrangement are as follows: Based on the mine-wide task allocation plan and road traffic arrangement, the mine-wide task allocation plan and road traffic arrangement are verified accordingly, and content that does not meet the task adjustment range or road traffic conditions is deleted, forming a preliminary verification plan and retained road traffic information; Based on the preliminary verification plan and retained road traffic information, combined with loading and unloading operations, and according to the loading and unloading connection time threshold and the task adjustment advance time threshold, the loading and unloading operation time and task adjustment time are verified respectively, and the preliminary verification plan and corresponding retained road traffic information that fail the verification are deleted, forming a time verification plan and time verification road traffic information; Through the time verification plan and time verification road traffic information, the loading and unloading operation time and task adjustment time are verified again, and the time verification plan and corresponding time verification road traffic information that still do not meet the loading and unloading connection time threshold or task adjustment advance time threshold are deleted, forming the verified task plan and the verified road traffic arrangement.

[0014] As a preferred embodiment of the intelligent scheduling optimization method for mining transport trucks described in this invention, the steps for forming the intelligent scheduling optimization result for mining transport trucks are as follows: Based on the verified task plan and the verified road traffic arrangement, establish a mining truck association relationship according to the mining trucks, and associate the task information in the verified task plan with the traffic information in the verified road traffic arrangement to form associated scheduling information; according to the associated scheduling information and the mining truck association relationship, perform a completeness check on the task information and traffic information, delete incomplete associated scheduling information, and retain complete associated scheduling information to form mining truck scheduling information; through the mining truck scheduling information and the mining truck association relationship, summarize the task information and traffic information in the mining truck scheduling information to form the intelligent scheduling optimization result for mining transport trucks.

[0015] Secondly, this invention provides an intelligent scheduling and optimization system for mining transport trucks, comprising: a scheduling basic data processing module, which collects operational data and historical records, correlates and organizes them, determines the operational status of mining trucks, roads, and transportation tasks, judges road traffic conditions and divides the adjustable range of tasks, determines scheduling thresholds based on historical operational status, and forms scheduling basic data; and a transportation task scheduling module, which, based on the scheduling basic data, forms tasks to be scheduled and mining trucks to be arranged, determines subsequent loading and unloading points and subsequent transportation routes, forms a single-vehicle subsequent task arrangement plan and adjusts it collectively to obtain a common subsequent task arrangement plan, which is then verified through operation time transmission to form a common plan. The system estimates road occupancy time and estimated empty travel distance, and determines loading and unloading operations and road occupancy time. The mine-wide task coordination module filters individual vehicle subsequent task arrangement schemes and joint subsequent task arrangement schemes, verifies loading and unloading operations and road occupancy time, forms a mine-wide task allocation scheme, identifies traffic conflicts and determines the passage order, extends road occupancy time, and forms a road passage arrangement. The scheduling result verification module verifies tasks, roads, and time based on the mine-wide task allocation scheme and road passage arrangement, forms a verified task scheme and a verified road passage arrangement, links task information and passage information, and forms a smart scheduling optimization result for mine transport trucks.

[0016] The beneficial effects of this invention are as follows: by obtaining a common subsequent task arrangement scheme, the contradiction in road resource allocation caused by independent scheduling of single vehicles is eliminated, and the overall scheduling coordination is improved; by forming a road traffic arrangement, the orderly passage of multiple vehicles sharing road sections is ensured, and the effect of ensuring the feasibility of the scheduling scheme is achieved. Attached Figure Description

[0017] To more clearly illustrate the technical solutions of the embodiments of the present invention, the drawings used in the following description of the embodiments will be briefly introduced. Obviously, the drawings described below are only some embodiments of the present invention. For those skilled in the art, other drawings can be obtained based on these drawings without creative effort.

[0018] Figure 1 A flowchart for an intelligent scheduling optimization method for mining transport trucks.

[0019] Figure 2 A schematic diagram of an intelligent scheduling and optimization system for mining transport trucks.

[0020] Figure 3 This is a flowchart illustrating the generation of a common subsequent task arrangement scheme and the overall operation time transfer verification process for Example 1.

[0021] Figure 4 A diagram showing the result of the work interval between adjacent vehicles in the joint follow-up task arrangement plan.

[0022] Figure 5 A diagram showing the distances between mining trucks arranged for road traffic.

[0023] Figure 6 This is a flowchart of the step-by-step operation time transfer verification process in Example 2. Detailed Implementation

[0024] To make the above-mentioned objects, features and advantages of the present invention more apparent and understandable, the specific embodiments of the present invention will be described in detail below with reference to the accompanying drawings.

[0025] Many specific details are set forth in the following description in order to provide a full understanding of the invention. However, the invention may also be practiced in other ways different from those described herein, and those skilled in the art can make similar extensions without departing from the spirit of the invention. Therefore, the invention is not limited to the specific embodiments disclosed below.

[0026] Secondly, the term "one embodiment" or "embodiment" as used herein refers to a specific feature, structure, or characteristic that may be included in at least one implementation of the present invention. The phrase "in one embodiment" appearing in different places in this specification does not necessarily refer to the same embodiment, nor is it a single or selective embodiment that is mutually exclusive with other embodiments.

[0027] Reference Figures 1-5 This is an embodiment of the present invention, which provides an intelligent scheduling optimization method for mining transport trucks, including the following steps: S1. Collect operational data and historical records, and correlate and organize them to determine the operational status of mining trucks, roads and transportation tasks, judge road traffic conditions and divide the adjustable range of tasks, determine the scheduling threshold according to the historical operational status, and form the basic data for scheduling.

[0028] Collect data on mining trucks, roads, transportation tasks, loading and unloading operations, and historical operation records that are involved in transportation scheduling.

[0029] Mining truck data includes the truck number, current location, positioning error range, direction of travel, current speed, current load, no-load or heavy-load status, braking status, tire temperature, whether it is loading, whether it is unloading, whether a new transportation arrangement is acceptable, traction capacity, braking capacity, and permissible tire temperature range.

[0030] Road data includes road number, road connection relationship, road length, road slope, speed limit, single-lane road location, continuous slope road section location, curve location, intersection location, meeting point location, road closure information, and current road occupancy status.

[0031] The current road occupancy status includes the road location, the number of the occupying mining card, the current location of the occupying mining card, the direction of travel of the occupying mining card, the current speed of the occupying mining card, the estimated time for the occupying mining card to leave the road location, whether the road location is occupied, whether the meeting point is available, and whether the waiting point is available.

[0032] The location of a single-lane road, the location of a continuous sloping road section, the location of a curve, the location of an intersection, and the location of a meeting point are collectively referred to as the road location.

[0033] Loading and unloading operation data includes loading point data, unloading point data, and loading and unloading equipment operation data.

[0034] Loading point data includes loading point number, type of loadable material, available operating time, number of vehicles currently in the queue, number of vehicles allowed to operate simultaneously, and corresponding loading equipment number.

[0035] The unloading point data includes the unloading point number, the type of material that can be received, the available operating time, the number of vehicles currently in the queue, the number of vehicles allowed to operate simultaneously, and the corresponding unloading equipment number.

[0036] Transportation task data includes production task data and unfulfilled transportation arrangements.

[0037] Production task data includes the type of material to be transported, optional loading points, optional unloading points, allowed start time and required completion time. Each production task corresponds to one mining truck transportation operation, and the production task is considered complete when the corresponding unloading operation is completed.

[0038] Unfinished transportation arrangements include mine card numbers that were formed but not yet completed in the previous scheduling cycle, arranged loading points, arranged unloading points, arranged transportation routes, originally estimated arrival time at the loading point, originally estimated loading completion time, originally estimated entry time into the road location, originally estimated departure time from the road location, originally estimated arrival time at the unloading point, and originally estimated unloading completion time.

[0039] The loading and unloading equipment operation data includes the current vehicle being loaded, the estimated loading completion time of the current vehicle being loaded, the current vehicle being unloaded, the estimated unloading completion time of the current vehicle being unloaded, the estimated loading operation time per vehicle, the estimated unloading operation time per vehicle, and the interval between adjacent vehicle operations.

[0040] Historical operation records include braking stopping distance records for the current shift, task adjustment time records, operation interval records for adjacent vehicles at loading and unloading equipment, and communication delay records.

[0041] Based on the current load of the mining truck, road gradient, road closure information, current road occupancy, traction capacity, braking capacity, braking status, tire temperature, and allowable tire temperature range, determine the road conditions for each mining truck on each available road. Road conditions are categorized as permitted passage, speed-limited passage, waiting passage, and prohibited passage.

[0042] When the current load and road gradient combination does not meet the traction or braking capacity requirements, the corresponding road is judged as a no-passage road; when the road is closed, the meeting point is unavailable, the tire temperature exceeds the allowable tire temperature range, or the braking condition does not meet the requirements for heavy-load downhill driving, the corresponding road is judged as a no-passage road; when passage is possible but it is necessary to reduce speed or wait for the adjacent mining truck to pass, the corresponding road is judged as a speed-limited passage or a waiting passage road.

[0043] Determine if there are any conditions prohibiting passage. Read road closure information, mining truck traction capacity, mining truck braking capacity, tire temperature, and permissible tire temperature range. The mining truck traction capacity is represented by the maximum uphill gradient the truck can traverse under the current load, and the mining truck braking capacity is represented by the maximum downhill gradient the truck can safely traverse under the current load. If the road is closed, it is determined as a prohibited passage. If the road gradient is uphill and exceeds the mining truck traction capacity, it is determined as a prohibited passage. If the road gradient is downhill and exceeds the mining truck braking capacity, it is determined as a prohibited passage. If the mining truck tire temperature exceeds the permissible tire temperature range, or if the mining truck braking condition does not meet the requirements for heavy-load downhill passage, the road is also determined as a prohibited passage.

[0044] On roads not deemed prohibited from passage, determine if speed limits apply. If the mining truck's current speed exceeds the road's speed limit, the road is classified as speed-limited. If the road gradient does not exceed the mining truck's traction or braking capacity, but the truck needs to reduce its speed according to the speed limit when traversing a continuous slope under its current load, the road is classified as speed-limited. If the mining truck's current speed exceeds the speed limit at a curve, the road is classified as speed-limited. If two mining trucks traveling in the same direction are located on the same road, and the mining truck's current speed exceeds that of the other truck, requiring it to reduce its speed before following, the road is classified as speed-limited.

[0045] In roads not classified as prohibited or with speed limits, the system continues to assess whether waiting conditions exist. If a single-lane road position, intersection position, or meeting position is occupied, and the mining truck cannot enter the road position before the occupying mining truck leaves, the road is classified as waiting to pass. If an oncoming mining truck is located in the same road position, and the mining truck needs to wait for the oncoming mining truck to pass before entering the road position at the meeting or waiting position, the road is classified as waiting to pass.

[0046] If a road is not classified as a prohibited, speed-limited, or waiting road, and the road closure information, road gradient, current road occupancy, mining truck traction capacity, mining truck braking capacity, braking status, tire temperature, and allowable tire temperature range all meet the requirements for passage, then the road will be classified as passable.

[0047] Based on incomplete transportation arrangements, the current location of the mining truck, whether loading or unloading is underway, and road location, tasks are divided into non-adjustable and adjustable portions. When the mining truck has already entered loading / unloading operations or is on a road, the loading / unloading points, transportation routes, road occupancy times, and operation times already in progress are classified as non-adjustable tasks. When the mining truck has not yet entered loading / unloading operations or is on a road, subsequent loading / unloading points, subsequent transportation routes, and arrival sequences are classified as adjustable tasks.

[0048] Delete records generated due to equipment failure, communication interruption, or manual emergency stop from the braking stopping distance record, and use the remaining records as valid braking stopping distance records. Select the maximum stopping distance from the valid braking stopping distance records. Determine the position deviation distance by the distance between the boundary value farthest from the current position of the mining truck within the positioning error range and the current position of the mining truck. Select the maximum communication delay from the communication delay record, and calculate the distance the mining truck can continue to travel within the maximum communication delay by multiplying the current speed of the mining truck by the maximum communication delay. Sum the maximum stopping distance, the position deviation distance, and the distance the mining truck can continue to travel within the maximum communication delay to form a safety distance threshold. If there is no valid braking stopping distance record in the current shift, the mining truck will perform a braking test under the current load, current speed, and road gradient conditions, and the initial safety distance threshold will be formed in the same way.

[0049] Remove records caused by communication interruptions, vehicle malfunctions, or manual takeover from the task adjustment time log. The remaining task adjustment time logs will be considered valid. If valid task adjustment time logs exist, select the maximum adjustment time from these logs and set it as the task adjustment advance time threshold. The task adjustment advance time threshold ranges from 20 seconds to 180 seconds; if the maximum adjustment time is less than 20 seconds, the threshold is set to 20 seconds; if it is greater than 180 seconds, the threshold is set to 180 seconds. If no valid task adjustment time logs exist, 180 seconds will be set as the task adjustment advance time threshold.

[0050] It should be noted that the threshold value for task adjustment advance time ranges from 20 seconds to 180 seconds to balance the time required for task adjustment and the timeliness of scheduling. 20 seconds is used to ensure that task adjustment has the necessary execution time, and 180 seconds is used to avoid prematurely restricting the adjustable part of the task due to excessively long task adjustment advance time.

[0051] First, delete records caused by equipment failure, shift change downtime, refueling / charging, or manual maintenance from the adjacent vehicle operation interval records of the loading and unloading equipment. The remaining adjacent vehicle operation interval records are then considered valid operation interval records. If valid operation interval records exist, select the maximum time interval from these records and set it as the loading / unloading connection time threshold. The loading / unloading connection time threshold ranges from 20 seconds to 240 seconds; if the maximum time interval is less than 20 seconds, the threshold is set to 20 seconds; if it is greater than 240 seconds, the threshold is set to 240 seconds. If no valid operation interval records exist, 240 seconds is set as the loading / unloading connection time threshold.

[0052] It should be noted that the effective operation interval record is the normal operation record after removing abnormal operation factors. The maximum time interval represents the maximum interval between adjacent vehicle operations that has occurred under normal operation conditions. Therefore, the maximum time interval is determined as the loading and unloading connection time threshold. The loading and unloading connection time threshold is set between 20 seconds and 240 seconds to balance the efficiency of loading and unloading operation connection and scheduling adjustment space. 20 seconds is used to avoid the interval between adjacent vehicle operations being too short, which would affect the normal loading and unloading connection, and 240 seconds is used to avoid the interval between adjacent vehicle operations being too long, which would reduce the continuity of loading and unloading operations.

[0053] The basic scheduling data is obtained by summarizing the following data: road traffic conditions, road location, production task data, loading point data, unloading point data, road data, current road occupancy, non-adjustable task portion, adjustable task portion, safety distance threshold, task adjustment advance time threshold, and loading / unloading connection time threshold.

[0054] S2. Based on the scheduling basic data, tasks to be scheduled and mining trucks to be arranged are generated, subsequent loading and unloading points and subsequent transportation routes are determined, a single vehicle subsequent task arrangement plan is generated and adjusted together to obtain a common subsequent task arrangement plan. After the operation time is transmitted and verified, a common estimated road occupation time and a common estimated empty driving distance are generated, and the loading and unloading operation and road occupation time are determined.

[0055] Based on the scheduling foundation data, the types of materials to be transported in the production task data are matched with the types of loadable materials in the loading point data and the types of acceptable materials in the unloading point data. The types of materials to be transported in the production task data are read, and loading points in the loading point data that match the types of loadable materials are searched for; these are designated as candidate loading points. Similarly, unloading points in the unloading point data that match the types of acceptable materials are searched for; these are designated as candidate unloading points. If both candidate loading and unloading points exist for the same type of material to be transported, the material type, candidate loading points, and candidate unloading points are combined to form a material loading / unloading matching result. This result is then associated with the allowed start time and required completion time in the production task data to create a task to be scheduled. If no candidate loading or unloading point exists, no corresponding task to be scheduled is created.

[0056] Once a scheduling task is generated, the data on the mining cards is read to determine if they can accept new transportation arrangements. Mining cards that can accept new transportation arrangements are identified as waiting-to-be-scheduled mining cards, while keeping the non-adjustable task portions of each waiting-to-be-scheduled mining card unchanged. If a waiting-to-be-scheduled mining card has non-adjustable task portions, the position and time at which the non-adjustable task portion was completed are used as the starting position and time for subsequent task scheduling; if no non-adjustable task portions are present, the current position and time of the mining card are used as the starting position and time for subsequent task scheduling. The waiting-to-be-scheduled tasks are read one by one, and candidate load points and candidate unload points are retrieved from them. Determine whether there are road connections between the starting position of the subsequent task arrangement and each candidate loading point, and between each candidate loading point and its corresponding candidate unloading point. Delete loading point and unloading point combinations that do not have road connections or require passing through prohibited roads, and determine the remaining combinations as optional loading / unloading point combinations. For each optional loading / unloading point combination, determine the loading point as the subsequent loading point and the unloading point as the subsequent unloading point. Based on the starting position of the subsequent task arrangement, the subsequent loading point, and the subsequent unloading point, query the road connection relationship, delete roads with prohibited passage conditions, and combine road length, speed limit requirements, and current road occupancy status to sequentially determine the connecting roads from the starting position of the subsequent task arrangement to the subsequent loading point and from the subsequent loading point to the subsequent unloading point, forming the subsequent transportation route.

[0057] Once the subsequent transportation route is determined, the estimated arrival time at the loading point, the estimated loading completion time, the estimated entry time into the road, the estimated departure time from the road, the estimated arrival time at the unloading point, and the estimated unloading completion time for each vehicle will be calculated.

[0058] The time required for each road location along the subsequent transportation route is determined based on road conditions, road length, speed limits, the current speed of the mining truck, and the current road occupancy. When road conditions allow passage or speed limits, the time required for the mining truck to pass through the road location is determined based on road length, speed limits, and the current speed of the mining truck. When road conditions require waiting, the time required for the mining truck to pass through the road location is determined after the mining truck waits until it is expected to leave the road location, based on road length, speed limits, and the current speed of the mining truck. The waiting time is then summed with the time required for the mining truck to pass through the road location. The time required to reach each road location from the starting point of the subsequent task to the subsequent loading point is accumulated according to the order of the road locations along the subsequent transportation route, and combined with the start time of the subsequent task, a single-vehicle plan's estimated arrival time at the loading point is formed. Based on the single-vehicle plan's estimated arrival time at the loading point, the available working time at the loading point, the number of vehicles currently queuing at the loading point, the number of vehicles allowed to work simultaneously, and the loading... The following data is used to calculate the estimated loading completion time for a single vehicle: The estimated loading completion time for the current vehicle operating on the loading equipment, the estimated loading completion time for the current vehicle operating on the loading equipment, and the estimated loading operation time for a single vehicle. Based on the estimated loading completion time for a single vehicle, the subsequent transport route, road length, speed limits, and current road occupancy, the estimated entry time and exit time for a single vehicle are calculated according to the order of road locations on the subsequent transport route. Based on the estimated exit time and the road length, speed limits, and current road occupancy from the road location to the subsequent unloading point, the estimated arrival time at the unloading point is calculated. Finally, based on the estimated arrival time at the unloading point, the available working time at the unloading point, the number of vehicles currently queuing at the unloading point, the number of vehicles allowed to operate simultaneously, the current vehicle operating on the unloading equipment, the estimated unloading completion time of the current vehicle operating on the unloading equipment, and the estimated unloading operation time for a single vehicle, the estimated unloading completion time for a single vehicle is calculated.

[0059] The estimated road occupancy time for a single vehicle is calculated based on the estimated time of entry into the road and the estimated time of exit from the road. The estimated empty driving distance for a single vehicle is calculated based on the road length between the starting position of the subsequent task and the subsequent loading point. If the estimated arrival time of a single vehicle at the loading point is earlier than the allowed start time, the mining truck will wait until the allowed start time before loading. The estimated loading completion time of the single vehicle plan will be extended by the increased waiting time, and the estimated entry time into the road position, estimated departure time from the road position, estimated road occupation time, estimated arrival time at the unloading point, and estimated unloading completion time of the single vehicle plan will be recalculated. If the subsequent task arrangement plan for a single vehicle changes the non-adjustable task portion, the subsequent transportation route passes through a prohibited road, or the estimated unloading completion time of the single vehicle plan is later than the required completion time, the corresponding subsequent task arrangement plan for the single vehicle will be deleted. If the time interval between the current moment and the estimated arrival time at the loading point, estimated entry time into the road position, or estimated arrival time at the unloading point of the first executed single vehicle plan in the adjustable task portion is less than the task adjustment advance time threshold, the corresponding subsequent task arrangement plan for the single vehicle will be deleted. If there are two or more subsequent task arrangement plans for the same mining truck for the same scheduled task that have not been deleted, the subsequent task arrangement plan with the shortest total road length of the subsequent transportation route will be retained.

[0060] Based on the single-vehicle subsequent task arrangement plan, mining trucks requiring joint adjustment are selected. Joint adjustment conditions are set for two or more mining trucks: The two or more mining trucks have the same subsequent loading point, and there is a situation where the number of vehicles allowed to work simultaneously is already full when the trucks arrive; the two or more mining trucks pass through the same road location, and the corresponding single-vehicle plans have overlapping estimated road occupancy times or the distance between the mining trucks is less than the safe distance threshold; the two or more mining trucks have the same subsequent unloading point, and there is a situation where the number of vehicles allowed to work simultaneously is already full when the trucks arrive. Joint adjustment is performed on two or more mining trucks when any of the following adjustment conditions are met.

[0061] During joint adjustments, the non-adjustable task portions, subsequent loading points, subsequent unloading points, and subsequent transportation routes remain unchanged. When the number of vehicles allowed to operate simultaneously at a loading or unloading point is greater than one, the corresponding number of workstations is determined according to the number of vehicles allowed to operate simultaneously. Mining trucks are assigned to the earliest available workstations according to their expected arrival times, and the interval between adjacent vehicle operations is calculated within the same workstation. The arrival order is adjusted according to the expected arrival time at the loading point for each vehicle. If the number of vehicles allowed to operate simultaneously is not full when a mining truck arrives, the expected loading completion time for the corresponding vehicle plan remains unchanged. If the number of vehicles allowed to operate simultaneously is full, the corresponding mining truck waits until the earliest loading truck among those currently loading completes its loading before loading begins, and the expected loading completion time for the corresponding vehicle plan is extended accordingly based on the increased waiting time. Within the same loading station, mining trucks are arranged in order of their estimated arrival time at the loading point according to their individual plans. The interval between the completion of loading by one mining truck and the start of loading by the next mining truck is calculated. If the interval exceeds the loading / unloading connection time threshold, the next mining truck is compared with the following mining trucks in turn, and the mining truck that can arrive at the loading point within the loading / unloading connection time threshold is prioritized and moved after the previous mining truck. If there are multiple mining trucks that meet the conditions, the mining truck with the earliest estimated arrival time at the loading point according to its individual plan is prioritized, forming an adjusted arrival order, and the adjusted estimated loading completion time for each mining truck is obtained. Based on the estimated loading completion time of each mining truck after the adjustment of its single-truck plan, the subsequent transportation route, road length, speed limit requirements, and current road occupancy, the time required for each mining truck to travel from the subsequent loading point to each road location is calculated according to the order of the road locations in the subsequent transportation route, thus forming the estimated time for each mining truck to enter the road location after the adjustment of its single-truck plan. Based on the road length, speed limit requirements, and the current speed of the mining truck corresponding to the road location, the time required for the mining truck to pass through the road location is determined. Combined with the estimated time for entering the road location after the adjustment of the single-truck plan, the estimated time for leaving the road location after the adjustment of the single-truck plan is formed. Based on the estimated time for entering the road location after the adjustment of the single-truck plan and the estimated time for leaving the road location after the adjustment of the single-truck plan, the estimated road occupancy time for each mining truck after the adjustment of its single-truck plan is formed.

[0062] If the estimated road occupancy time for two or more mining trucks at the same road location overlaps with the adjusted single-vehicle plan, the adjustment will be made according to the direction of travel of the mining trucks. For mining trucks traveling in the same direction, the estimated entry time of the adjusted single-vehicle plan is arranged from first to last. The estimated entry time of the next mining truck is used as the comparison time. Based on the time ratio between the estimated entry time and the estimated exit time of each mining truck at the comparison time and the road length, the estimated position of each mining truck within the road location is determined, and the distance between the estimated positions of two mining trucks is determined as the distance between the mining trucks. If the distance between the next mining truck and the previous mining truck when the latter enters the road location is less than the safe distance threshold, the estimated entry time of the adjusted single-vehicle plan for the latter mining truck is postponed until the distance between the two mining trucks is not less than the safe distance threshold, and the estimated exit time of the adjusted single-vehicle plan is postponed accordingly. For opposing mining trucks, if the estimated road occupancy time of the adjusted single-vehicle plan overlaps, the mining truck that enters the road later will wait at the meeting point or waiting position until the mining truck that entered the road earlier leaves the corresponding road position, and then enter in turn. This will form the adjusted estimated entry time, estimated exit time and estimated road occupancy time of each mining truck according to the adjusted single-vehicle plan.

[0063] Based on the estimated departure time of each mining truck from its adjusted single-vehicle plan, the road length from its current location to the subsequent unloading point, speed limits, and current road occupancy, the estimated arrival time at the unloading point for each mining truck is calculated. The estimated unloading completion time for each mining truck is calculated based on the estimated arrival time at the unloading point, the available working time at the unloading point, the number of vehicles currently queuing at the unloading point, the number of vehicles allowed to work simultaneously, the vehicles currently operating at the unloading equipment, the estimated unloading completion time of the currently operating vehicles at the unloading equipment, and the estimated unloading operation time per vehicle at the unloading equipment. Mining trucks are arranged in order of their estimated arrival time at the unloading point. If the allowed number of vehicles to work simultaneously is full when a mining truck arrives, the corresponding mining truck waits until the earliest unloading truck among those currently unloading has completed its unloading before starting unloading, and the estimated unloading completion time is extended accordingly based on the increased waiting time. If the interval between adjacent vehicle operations exceeds the loading / unloading connection time threshold, mining trucks that can begin unloading within the loading / unloading connection time threshold are prioritized and moved after the preceding mining truck.

[0064] The adjusted single-vehicle follow-up task arrangement plan was determined as the common follow-up task arrangement plan, and the overall operation time transfer verification of the common follow-up task arrangement plan was carried out.

[0065] If the adjusted single-vehicle plan's estimated arrival time at the unloading point is outside the unloading point's operational time, the adjusted single-vehicle plan's estimated unloading completion time is later than the required completion time, the adjusted single-vehicle plan's estimated road occupancy time still has time overlap and cannot meet the safety distance threshold, the interval between adjacent vehicle operations exceeds the loading and unloading connection time threshold, or the joint follow-up task arrangement plan changes the non-adjustable task portion, passes through prohibited roads, or cannot meet the task adjustment advance time threshold, then the operation time transfer verification result of the corresponding joint follow-up task arrangement plan will be determined as failing, and the corresponding joint follow-up task arrangement plan will be deleted; the operation time transfer verification result of the remaining joint follow-up task arrangement plans will be determined as passing and will be retained. The estimated road occupancy time of the adjusted single-vehicle plan corresponding to the retained joint follow-up task arrangement plan will be used as the joint estimated road occupancy time, and the estimated empty-load travel distance of the corresponding single-vehicle plan will be used as the joint estimated empty-load travel distance.

[0066] To verify the effectiveness of the joint follow-up task arrangement scheme in improving the coordination of loading and unloading operations, Figure 4 Using the current number of vehicles in the queue as the x-axis and the interval between adjacent vehicle operations as the y-axis, a comparison was made between the single-vehicle follow-up task arrangement scheme, the joint follow-up task arrangement scheme, and the loading / unloading connection time threshold. As the number of vehicles in the queue increases, the interval between adjacent vehicle operations corresponding to the single-vehicle follow-up task arrangement scheme generally increases, while the interval between adjacent vehicle operations corresponding to the joint follow-up task arrangement scheme remains within the loading / unloading connection time threshold. This indicates that joint adjustment can improve the connection between the arrival order of mining trucks and loading / unloading operations, reducing equipment waiting time.

[0067] S3. Screen the subsequent task arrangement plan for single vehicles and the joint subsequent task arrangement plan, verify the loading and unloading operation and road occupation time, form a task allocation plan for the whole mine, determine the traffic conflict and determine the traffic order, extend the road occupation time, and form a road traffic arrangement.

[0068] Based on the undeleted single-vehicle follow-up task arrangement schemes, shared follow-up task arrangement schemes, shared estimated road occupancy time, shared estimated empty driving distance, and operation time transfer verification results, the single-vehicle follow-up task arrangement schemes and shared follow-up task arrangement schemes are filtered according to the mining card number. If a shared follow-up task arrangement scheme with a passed operation time transfer verification result exists for the same mining card, the shared follow-up task arrangement scheme is retained; if no shared follow-up task arrangement scheme with a passed operation time transfer verification result exists for the same mining card, the undeleted single-vehicle follow-up task arrangement scheme is retained.

[0069] If there are two or more common subsequent task arrangement schemes for the same mining truck with passed operation time transfer verification, then compare the common estimated road occupation time with the estimated road occupation time of other mining trucks or the common estimated road occupation time to see if there is any time overlap. Prioritize retaining the common subsequent task arrangement scheme that does not have time overlap; if there is no time overlap or all of them have time overlap, then retain the common subsequent task arrangement scheme with the shortest common estimated empty travel distance.

[0070] Based on the selected and retained single-vehicle follow-up task arrangement scheme and shared follow-up task arrangement scheme, the non-adjustable task portions, subsequent loading points, subsequent unloading points, and subsequent transportation routes of each mining truck remain unchanged. For the single-vehicle follow-up task arrangement scheme, mining trucks arriving at the same loading point are arranged in order of their estimated arrival time according to the single-vehicle scheme. For the shared follow-up task arrangement scheme, mining trucks arriving at the same loading point are arranged in order of their adjusted arrival order according to the adjusted arrival time. Based on the available working time at the loading point, the number of vehicles currently queuing at the loading point, and the number of vehicles allowed to work simultaneously, if the number of vehicles allowed to work simultaneously is not full when a mining truck arrives, the estimated loading completion time of the single-vehicle scheme or the adjusted estimated loading completion time of the single-vehicle scheme is maintained. If the number of vehicles allowed to work simultaneously is full, the corresponding mining truck waits until the earliest loading truck among the currently loading mining trucks completes its loading before loading begins, and the estimated loading completion time of the single-vehicle scheme or the adjusted estimated loading completion time of the single-vehicle scheme is extended accordingly based on the increased waiting time.

[0071] If the estimated loading completion time of a single-vehicle plan, or its adjusted estimated loading completion time, is postponed, the estimated entry time, exit time, and road occupancy time of the single-vehicle plan will be recalculated based on the subsequent transport routes, road lengths, speed limits, and current road occupancy, according to the order of the road positions on the subsequent transport routes. Alternatively, the estimated entry time, exit time, and road occupancy time of the adjusted single-vehicle plan will be recalculated. The estimated arrival time at the unloading point and the estimated unloading completion time of the single-vehicle plan will also be recalculated. If the estimated road occupancy time of the adjusted single-vehicle plan corresponding to a shared subsequent task arrangement plan changes, the recalculated estimated road occupancy time will be used as the shared estimated road occupancy time. If the postponed or adjusted estimated loading completion time of the single-vehicle plan is outside the working time at the loading point, the corresponding single-vehicle subsequent task arrangement plan or shared subsequent task arrangement plan will be deleted.

[0072] Mining trucks arriving at the unloading point according to their estimated arrival time under the single-vehicle plan or the adjusted estimated arrival time under the single-vehicle plan are arranged in order of arrival. Based on the unloading point's available working time, the current number of vehicles in the queue at the unloading point, and the allowed number of vehicles operating simultaneously, if the allowed number of vehicles operating simultaneously is not full when a mining truck arrives, the estimated unloading completion time under the single-vehicle plan or the adjusted estimated unloading completion time is maintained. If the allowed number of vehicles operating simultaneously is full, the corresponding mining truck will wait until the earliest unloading truck among those currently unloading has completed its unloading before starting its unloading, and the estimated unloading completion time under the single-vehicle plan or the adjusted estimated unloading completion time will be extended accordingly based on the increased waiting time. If the estimated arrival time under the single-vehicle plan or the adjusted estimated arrival time under the single-vehicle plan is outside the unloading point's available working time, the interval between adjacent vehicle operations exceeds the loading and unloading connection time threshold, or the estimated unloading completion time under the single-vehicle plan or the adjusted estimated unloading completion time is later than the required completion time, then the corresponding single-vehicle subsequent task arrangement plan or the shared subsequent task arrangement plan will be deleted. The remaining single-vehicle follow-up task arrangement schemes and shared follow-up task arrangement schemes are used to form a mine-wide task allocation scheme based on the mine card number. If there are no single-vehicle follow-up task arrangement schemes or shared follow-up task arrangement schemes that have not been deleted within the current scheduling cycle, the corresponding task to be scheduled will be retained until the next scheduling cycle.

[0073] Based on the overall mine task allocation plan, and according to the order of each road location in the subsequent transportation route, combined with the driving direction, empty or heavy load status, road gradient, safety distance threshold, the estimated time of a single vehicle entering the road location, the estimated time of a single vehicle leaving the road location, the estimated road occupation time of a single vehicle, the adjusted estimated time of a single vehicle entering the road location, the adjusted estimated time of a single vehicle leaving the road location, and the jointly estimated road occupation time, each mining truck passing through the same road location is compared one by one. If the estimated road occupation time of a single vehicle's plan overlaps with the estimated road occupation time of other mining trucks' plans or the jointly estimated road occupation time, or if the distance between the mining trucks is less than the safety distance threshold, then the order in which the corresponding mining trucks pass through the road locations is determined, and this order is set as the passage order.

[0074] For mining trucks traveling in the same direction, the estimated entry time to the road location according to the single-vehicle plan or the adjusted estimated entry time is arranged from first to last. If the distance between the later mining truck and the earlier mining truck when the latter enters the road location is less than the safe distance threshold, the estimated entry time of the later mining truck or the adjusted estimated entry time of the single-vehicle plan is postponed until the distance between the mining trucks is not less than the safe distance threshold, and the estimated exit time of the single-vehicle plan or the adjusted estimated exit time of the single-vehicle plan is postponed accordingly. For mining trucks traveling in opposite directions, if there is an overlap in the estimated road occupancy time of the single-vehicle plan or the jointly estimated road occupancy time, the mining truck that enters the road location later will wait at the meeting point or waiting position until the mining truck that entered the road location earlier leaves the corresponding road location before entering again. When heavy-loaded uphill mining trucks and empty mining trucks overlap in time at the same road location, the heavy-loaded uphill mining trucks are given priority to enter the road location; when the distance between a heavy-loaded downhill mining truck and an adjacent mining truck is less than the safe distance threshold, the estimated time for a single vehicle to enter the road location of the adjacent mining truck is extended, or the estimated time for a single vehicle to enter the road location is adjusted.

[0075] If the estimated entry time, estimated exit time, or adjusted entry / exit time of a single vehicle at any road location is delayed, the corresponding times for subsequent road locations will be delayed accordingly based on the order of road locations in the subsequent transportation route. If the delayed estimated road occupancy time or shared estimated road occupancy time overlaps with the estimated road occupancy time or shared estimated road occupancy time of other mining trucks, or if the distance between mining trucks is less than the safe distance threshold, the passage order of the corresponding mining trucks through the road locations will be re-determined according to the direction of travel. If the passage order is re-determined, the single... If the estimated road occupancy time or the jointly estimated road occupancy time still overlaps, or the distance between mining trucks is still less than the safe distance threshold, then the corresponding single-vehicle subsequent task arrangement plan or the jointly estimated subsequent task arrangement plan will be deleted. After the road location and corresponding time are determined, the estimated arrival time to the unloading point and the estimated unloading completion time of the single-vehicle plan will be re-formulated, or the adjusted estimated arrival time to the unloading point and the adjusted estimated unloading completion time of the single-vehicle plan will be used. If the number of vehicles allowed to work simultaneously when the mining truck arrives is already full, the mining truck will wait until the earliest unloading truck among those currently unloading has completed its unloading before starting its unloading, and the estimated unloading completion time will be extended accordingly based on the increased waiting time. If the re-formulated estimated arrival time to the unloading point or the adjusted estimated arrival time to the unloading point is outside the unloading point's working time, the interval between adjacent vehicle operations exceeds the loading and unloading connection time threshold, or the estimated unloading completion time of the single-vehicle plan or the adjusted estimated unloading completion time is later than the required completion time, then the corresponding single-vehicle subsequent task arrangement plan or the jointly estimated subsequent task arrangement plan will be deleted. Based on the remaining mining card numbers, subsequent transportation routes, road locations, estimated entry and exit times for single vehicles, estimated entry and exit times for single vehicles, adjusted entry and exit times for single vehicles, traffic order, meeting points, and waiting points, a road traffic arrangement is formed.

[0076] To verify the effect of road traffic arrangements on improving the location and traffic relationships of multi-vehicle shared roads, Figure 5 Using road location as the x-axis and the distance between mining trucks as the y-axis, a comparison was made between the shared follow-up task arrangement scheme, the road traffic arrangement, and the safe distance threshold. Under the shared follow-up task arrangement scheme, the distance between mining trucks at some road locations was below the safe distance threshold. However, after the road traffic arrangement was implemented, the distance between mining trucks at each road location increased to above the safe distance threshold. This indicates that determining the traffic sequence and extending the corresponding time for each road location can effectively improve traffic relationships when multiple vehicles share road locations and reduce traffic conflicts.

[0077] S4. Based on the overall mine task allocation plan and road traffic arrangements, verify the tasks, roads, and times to form a verified task plan and a verified road traffic arrangement. Link the task information and traffic information to form the intelligent scheduling optimization result for mine transport trucks.

[0078] Based on the overall mine task allocation plan and road traffic arrangements, the non-adjustable task portions, subsequent loading points, subsequent unloading points, subsequent transportation routes, road locations, traffic order, meeting points, and waiting positions are mapped according to the mine card number. The non-adjustable task portions in the overall mine task allocation plan are compared with the non-adjustable task portions corresponding to incomplete transportation arrangements. If the non-adjustable task portions change, the mine card's single-vehicle subsequent task arrangement plan or shared subsequent task arrangement plan is deleted. Furthermore, the mine card's subsequent transportation route, road location, estimated entry time to road location, estimated exit time from road location (or adjusted estimated entry time to road location, adjusted estimated exit time from road location), traffic order, meeting points, and waiting positions are deleted from the road traffic arrangements.

[0079] The road conditions are checked according to the order of road locations in the subsequent transportation routes. If a subsequent transportation route passes through a road that is closed to traffic, the mining truck's single-vehicle subsequent task arrangement plan or joint subsequent task arrangement plan is deleted. The mining truck's subsequent transportation route, road location, estimated entry time to road location for a single vehicle, estimated exit time from road location for a single vehicle (or adjusted estimated entry time to road location for a single vehicle, adjusted estimated exit time from road location for a single vehicle), passage order, meeting point, and waiting position are also deleted from the road traffic arrangement. If the road conditions are permitted, speed-limited, or waiting, the estimated road occupancy time for a single vehicle or the jointly estimated road occupancy time is compared. When mining trucks passing the same road location have overlapping times, the distance between the mining trucks is compared according to the passing order. If the distance between the mining trucks is less than the safe distance threshold, or if the opposing mining trucks have overlapping times and are not waiting at the meeting point or waiting position, the subsequent task arrangement plan for the single vehicle or the joint subsequent task arrangement plan corresponding to the mining truck that caused the overlapping time is deleted. The subsequent transportation route, road location, estimated time of entry into the road location, estimated time of departure from the road location or the adjusted estimated time of entry into the road location, the adjusted estimated time of departure from the road location, the passing order, the meeting point, and the waiting position of the mining truck in the road passage arrangement are also deleted.

[0080] Verify the corresponding times for loading and unloading points. For single-vehicle subsequent task scheduling plans, verify the estimated arrival time of the single vehicle at the loading point, the estimated loading completion time of the single vehicle, the estimated arrival time of the single vehicle at the unloading point, and the estimated unloading completion time of the single vehicle. For shared subsequent task scheduling plans, verify the estimated arrival time of the single vehicle at the loading point, the adjusted estimated loading completion time of the single vehicle, the adjusted estimated arrival time of the single vehicle at the unloading point, and the adjusted estimated unloading completion time of the single vehicle. If the estimated loading completion time of a single vehicle plan or the estimated loading completion time of an adjusted single vehicle plan is outside the working time of the loading point, or if the estimated arrival time of a single vehicle plan at the unloading point, the estimated unloading completion time of a single vehicle plan, or the estimated arrival time of an adjusted single vehicle plan at the unloading point or the estimated unloading completion time of an adjusted single vehicle plan is outside the working time of the unloading point, or if the interval between adjacent vehicle operations exceeds the loading and unloading connection time threshold, or if the estimated unloading completion time of a single vehicle plan or the estimated unloading completion time of an adjusted single vehicle plan is later than the required completion time, then the single vehicle subsequent task arrangement plan or the joint subsequent task arrangement plan for the mining truck will be deleted, and the subsequent transportation route, road location, estimated entry time of a single vehicle plan at the road location, estimated exit time of a single vehicle plan at the road location or the estimated entry time of an adjusted single vehicle plan at the road location, the estimated exit time of an adjusted single vehicle plan at the road location, the passage sequence, meeting position, and waiting position of the mining truck in the road passage arrangement will be deleted.

[0081] Starting from the current moment, compare the estimated arrival time at the loading point, estimated entry time onto the road, and estimated arrival time at the unloading point for the first vehicle in the adjustable task section, or the adjusted estimated entry time onto the road and estimated arrival time at the unloading point for the corresponding shared subsequent task arrangement. If the time interval between the corresponding time and the current moment is less than the task adjustment advance time threshold, delete the mining truck's subsequent task arrangement or shared subsequent task arrangement, and delete the mining truck's subsequent transportation route, road location, estimated entry time onto the road, estimated departure time onto the road, or adjusted estimated entry time onto the road, adjusted estimated departure time onto the road, passage order, meeting position, and waiting position from the road traffic arrangement.

[0082] The verified and retained single-vehicle follow-up task arrangement plan or shared follow-up task arrangement plan will be mapped to the road traffic arrangement according to the mining card number. For mining cards using the single-vehicle follow-up task arrangement plan, the following will be associated: non-adjustable task portion, follow-up loading point, follow-up unloading point, follow-up transportation route, estimated arrival time at loading point for single vehicle plan, estimated loading completion time for single vehicle plan, estimated entry time into road position for single vehicle plan, estimated departure time from road position for single vehicle plan, estimated arrival time at unloading point for single vehicle plan, estimated unloading completion time for single vehicle plan, estimated empty travel distance for single vehicle plan, road position, traffic sequence, meeting position, and waiting position.

[0083] For mining trucks using a shared follow-up task arrangement scheme, the following information will be associated: non-adjustable task portion, subsequent loading point, subsequent unloading point, subsequent transport route, estimated arrival time at the loading point for a single vehicle, estimated loading completion time for a single vehicle after adjustment, estimated entry time into the road position for a single vehicle after adjustment, estimated departure time from the road position for a single vehicle after adjustment, estimated arrival time at the unloading point for a single vehicle after adjustment, estimated unloading completion time for a single vehicle after adjustment, shared estimated road occupancy time, shared estimated empty travel distance, operation time transmission verification results, road position, traffic sequence, meeting position, and waiting position.

[0084] The following data are used to generate the intelligent scheduling optimization results for mining transport trucks: the non-adjustable task portion associated with each mining truck, subsequent loading points, subsequent unloading points, subsequent transport routes, estimated arrival time at the loading point for a single vehicle, estimated loading completion time for a single vehicle, estimated entry time into the road location for a single vehicle, estimated departure time from the road location for a single vehicle, estimated arrival time at the unloading point for a single vehicle, and estimated unloading completion time for a single vehicle, or the adjusted estimated loading completion time, adjusted entry time into the road location, adjusted departure time from the road location, adjusted arrival time at the unloading point for a single vehicle, and adjusted estimated unloading completion time for a single vehicle, as well as road location, traffic sequence, meeting point, waiting location, and estimated empty travel distance for a single vehicle or the jointly estimated empty travel distance, all based on the mining truck number.

[0085] Reference Figure 6 In this second embodiment of the present invention, after determining the adjusted single-vehicle follow-up task arrangement scheme as the common follow-up task arrangement scheme, this embodiment performs step-by-step operation time transfer verification on the common follow-up task arrangement scheme according to the operation time transfer order between loading point, road location and unloading point.

[0086] After the joint follow-up task arrangement plan is formed, the estimated loading completion time, estimated entry time, estimated departure time, estimated arrival time at the unloading point, and estimated unloading completion time of the adjusted single-vehicle plan are verified by passing the operation time through each level in chronological order.

[0087] When the estimated loading completion time of a single-vehicle plan changes after adjustment, the estimated entry and exit times of the adjusted single-vehicle plan are verified based on the changed estimated loading completion time. If the estimated road occupancy times of two or more mining trucks at the same road position overlap, adjustments are made according to the direction of travel of the mining trucks. For mining trucks traveling in the same direction, they are arranged from first to last according to their estimated entry time, with the estimated entry time of the next mining truck delayed until the distance between the mining trucks is not less than the safe distance threshold, and the estimated exit time is delayed accordingly. For mining trucks traveling in opposite directions, the mining truck entering the road position later waits at the meeting point or waiting position until the mining truck entering the road position earlier leaves the corresponding road position before entering. If time overlap still exists after adjustment and the safe distance threshold cannot be met, the verification result of the operation time transfer of the corresponding common subsequent task arrangement plan is determined to be unsuccessful, and the corresponding common subsequent task arrangement plan is deleted.

[0088] After determining the estimated departure time of the adjusted single-vehicle plan from the road location, the time required for the mining truck to travel from the road location to the subsequent unloading point is determined based on the road length, speed limit requirements, and current road occupancy in the subsequent transportation route. The estimated departure time of the adjusted single-vehicle plan from the road location is then summed with the estimated travel time to the unloading point to calculate the estimated arrival time at the unloading point. This estimated arrival time is compared with the available working time at the unloading point. If the estimated arrival time falls within the available working time, the estimated unloading completion time is further verified. If the estimated arrival time is outside the available working time, the corresponding shared subsequent task arrangement plan is deemed unsuccessful and deleted.

[0089] After the estimated arrival time of the adjusted single-vehicle plan at the unloading point is determined, the estimated unloading completion time of the adjusted single-vehicle plan is formed based on the estimated arrival time of the adjusted single-vehicle plan at the unloading point, the available working time at the unloading point, the number of vehicles currently queuing at the unloading point, the number of vehicles allowed to work simultaneously, the vehicles currently working on the unloading equipment, the estimated unloading completion time of the vehicles currently working on the unloading equipment, and the estimated unloading operation time of the unloading equipment per vehicle. If the number of vehicles allowed to work simultaneously is already full when the mining truck arrives, the mining truck will wait until the earliest mining truck among those currently unloading has completed unloading before unloading, and the estimated unloading completion time of the adjusted single-vehicle plan will be extended accordingly based on the increased waiting time. The estimated unloading completion time of the adjusted single-vehicle plan is compared with the required completion time. If the estimated unloading completion time of the adjusted single-vehicle plan is later than the required completion time, the operation time transfer verification result of the corresponding common subsequent task arrangement plan is determined to be unsuccessful, and the corresponding common subsequent task arrangement plan is deleted; if the estimated unloading completion time of the adjusted single-vehicle plan is not later than the required completion time, the operation interval time between adjacent vehicles is compared with the loading and unloading connection time threshold.

[0090] If the interval between adjacent vehicle operations exceeds the loading / unloading connection time threshold, the mining truck that can start unloading within the loading / unloading connection time threshold will be moved to the position after the previous mining truck. If the interval between adjacent vehicle operations still exceeds the loading / unloading connection time threshold after adjustment, the operation time transfer verification result of the corresponding common subsequent task arrangement scheme will be determined as failing, and the corresponding common subsequent task arrangement scheme will be deleted.

[0091] For shared subsequent task arrangement schemes that have not been deleted after step-by-step operation time transfer verification, the following checks are made: whether the shared subsequent task arrangement scheme changes the non-adjustable task portion, whether the subsequent transportation route passes through prohibited roads, and whether the task adjustment advance time threshold is met. If the shared subsequent task arrangement scheme changes the non-adjustable task portion, the subsequent transportation route passes through prohibited roads, or the task adjustment advance time threshold is not met, the operation time transfer verification result of the corresponding shared subsequent task arrangement scheme is determined to be failed, and the corresponding shared subsequent task arrangement scheme is deleted. If the shared subsequent task arrangement scheme does not change the non-adjustable task portion, the subsequent transportation route does not pass through prohibited roads, and the task adjustment advance time threshold is met, the operation time transfer verification result of the corresponding shared subsequent task arrangement scheme is determined to be passed, and it is retained.

[0092] The estimated road occupancy time for the adjusted single-vehicle plan corresponding to the retained joint follow-up task arrangement plan will be used as the common estimated road occupancy time, and the estimated empty-load travel distance of the corresponding single-vehicle plan will be used as the common estimated empty-load travel distance.

[0093] This embodiment also provides an intelligent scheduling and optimization system for mining transport trucks, including: The scheduling basic data processing module collects operational data and historical records, correlates and organizes them, determines the operational status of mining trucks, roads and transportation tasks, judges road traffic conditions and divides the adjustable range of tasks, determines scheduling thresholds based on historical operational status, and forms scheduling basic data. The transportation task scheduling module generates tasks to be scheduled and mining trucks to be arranged based on basic scheduling data, determines subsequent loading and unloading points and subsequent transportation routes, forms a single vehicle subsequent task arrangement plan and adjusts it together to obtain a common subsequent task arrangement plan. After verification through operation time transmission, it forms a common estimated road occupation time and a common estimated empty driving distance, and determines the loading and unloading operation and road occupation time. The mine-wide task coordination module filters the subsequent task arrangement schemes for individual vehicles and the joint subsequent task arrangement schemes, verifies the loading and unloading operations and road occupation time, forms the mine-wide task allocation scheme, judges traffic conflicts and determines the traffic order, extends the road occupation time, and forms the road traffic arrangement. The scheduling result verification module verifies tasks, roads, and times based on the mine's overall task allocation plan and road traffic arrangements, generating a verified task plan and a verified road traffic arrangement. It then links task information and traffic information to form an intelligent scheduling optimization result for mine transport trucks.

[0094] In summary, this invention eliminates the contradictions in road resource allocation caused by independent scheduling of individual vehicles by obtaining a common subsequent task arrangement scheme, thereby improving the overall scheduling coordination; by forming a road traffic arrangement, it ensures the orderly passage of multiple vehicles sharing road sections, thus achieving the effect of ensuring the feasibility of the scheduling scheme.

[0095] 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 technical solutions 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 scheduling and optimization of mining transport trucks, characterized in that, include: Collect operational data and historical records, and correlate and organize them to determine the operational status of mining trucks, roads and transportation tasks, judge road traffic conditions and divide the adjustable range of tasks, determine the scheduling threshold according to the historical operational status, and form the basic data for scheduling. Based on the basic scheduling data, tasks to be scheduled and mining trucks to be arranged are generated, subsequent loading and unloading points and subsequent transportation routes are determined, a single vehicle subsequent task arrangement plan is generated and adjusted together to obtain a common subsequent task arrangement plan. After the operation time is transmitted and verified, a common estimated road occupation time and a common estimated empty driving distance are generated, and the loading and unloading operation and road occupation time are determined. Screening of single-vehicle follow-up task arrangement plans and joint follow-up task arrangement plans, verification of loading and unloading operations and road occupation time, forming a mine-wide task allocation plan, identifying traffic conflicts and determining the traffic sequence, extending road occupation time, and forming a road traffic arrangement; Based on the overall mine task allocation plan and road traffic arrangements, the tasks, roads, and times are verified to form a verified task plan and a verified road traffic arrangement. The task information and traffic information are linked to form the intelligent scheduling optimization result for mine transport trucks.

2. The intelligent scheduling and optimization method for mining transport trucks as described in claim 1, characterized in that, The steps for forming the basic scheduling data are as follows: Collect data on mining trucks, roads, transportation tasks, loading and unloading operations, and historical operation records that are involved in transportation scheduling. Then, link and organize the collected data to form raw scheduling data. From the raw scheduling data, determine the status of mining trucks, roads, transportation tasks, loading and unloading operations, and historical operation status. Based on the status of mining trucks, road conditions, transportation tasks, loading and unloading operations, and historical operation status in the original scheduling data, determine the road conditions for each mining truck on each road, and determine the road conditions for prohibition of passage, speed limit passage, waiting passage, and passage permission. Based on road traffic conditions, transportation task status, and historical operation status, the system divides tasks into non-adjustable and adjustable segments, determines safety distance thresholds, task adjustment advance time thresholds, and loading / unloading connection time thresholds, and summarizes the road traffic conditions, non-adjustable and adjustable segments, as well as each threshold, to form basic scheduling data.

3. The intelligent scheduling and optimization method for mining transport trucks as described in claim 1, characterized in that, The steps to obtain the common subsequent task arrangement scheme are as follows: Based on the scheduling basic data, tasks to be scheduled are generated and mining trucks to be arranged are selected. The unadjustable task portion and scheduling threshold are read from the scheduling basic data. The unadjustable task portion remains unchanged. Subsequent loading points and subsequent unloading points are selected based on the mining trucks to be arranged and the tasks to be scheduled. Subsequent transportation routes are formed in combination with road traffic conditions. Based on the mining trucks to be arranged, the tasks to be scheduled, the subsequent loading points, the subsequent unloading points, and the subsequent transportation routes, a single vehicle subsequent task arrangement plan is formed. The estimated road occupation time and the estimated empty driving distance of the single vehicle plan are calculated. The single vehicle subsequent task arrangement plan is then filtered according to the non-adjustable task portion, road conditions, and scheduling threshold. By identifying mining trucks that need joint adjustment through the single-vehicle subsequent task arrangement plan and the estimated road occupation time of the single-vehicle plan, the non-adjustable task part and subsequent transportation route remain unchanged. Joint adjustments are made according to the scheduling threshold to form the adjusted single-vehicle plan estimated road occupation time and joint subsequent task arrangement plan, while retaining the single-vehicle plan estimated empty driving distance.

4. The intelligent scheduling and optimization method for mining transport trucks as described in claim 3, characterized in that, The process of verifying the transmission of work time to form the common estimated road occupancy time and the common estimated empty travel distance refers to verifying the transmission of work time based on the common subsequent task arrangement scheme and scheduling basic data, deleting the common subsequent task arrangement schemes that fail the verification, retaining the common subsequent task arrangement schemes that pass the verification, and determining the corresponding adjusted single-vehicle scheme estimated road occupancy time and single-vehicle scheme estimated empty travel distance as the common estimated road occupancy time and the common estimated empty travel distance, respectively.

5. The intelligent scheduling and optimization method for mining transport trucks as described in claim 3, characterized in that, The steps for generating the commonly estimated road occupancy time and commonly estimated empty travel distance through operation time transfer and verification are as follows: Based on the common subsequent task arrangement plan and scheduling data, the operation time transmission sequence is established according to the time sequence of subsequent loading points, subsequent transportation routes and subsequent unloading points, and the non-adjustable task part, road traffic conditions, scheduling threshold, estimated road occupation time of the adjusted single vehicle plan and estimated empty driving distance of the single vehicle plan are extracted. The joint subsequent task arrangement plan is verified level by level according to the order of operation time transmission. The estimated road occupation time of the adjusted single vehicle plan is extended in sequence according to road traffic conditions and scheduling thresholds. The non-adjustable task part and subsequent transportation route are verified to form the operation time transmission verification result. At the same time, the estimated empty driving distance of the single vehicle plan is retained. Based on the verification results of the operation time, delete the joint subsequent task arrangement schemes that fail the verification and retain the joint subsequent task arrangement schemes that pass the verification. The estimated road occupation time of the adjusted single vehicle scheme is determined as the common estimated road occupation time, and the estimated empty driving distance of the single vehicle scheme is determined as the common estimated empty driving distance.

6. The intelligent scheduling and optimization method for mining transport trucks as described in claim 4 or 5, characterized in that, The steps for forming the overall task allocation scheme for the mine are as follows: Based on the single-vehicle follow-up task arrangement scheme and the joint follow-up task arrangement scheme, the schemes for the same mining truck are screened in combination with the jointly estimated road occupation time. If there are still two or more schemes after screening, the screening is continued in combination with the jointly estimated empty driving distance, and the subsequent loading point, subsequent unloading point and subsequent transportation route are retained to form the screened task arrangement scheme. By sorting the loading and unloading operations of mining trucks according to the screened task arrangement plan, subsequent loading points, subsequent unloading points and subsequent transportation routes, the conflicting operation time is postponed, and the road occupation time corresponding to the subsequent transportation route is updated according to the postponed operation time to form a verified task arrangement plan. Based on the verified task allocation plan, road occupancy time, and subsequent transportation routes, and combined with the available working time at loading and unloading points, the threshold for loading and unloading connection time, and the required completion time, the verified task allocation plan is verified. The verified task allocation plans that fail the verification are deleted, the remaining verified task allocation plans are summarized, and the corresponding road occupancy time and subsequent transportation routes are retained to form the overall mine task allocation plan.

7. The intelligent scheduling and optimization method for mining transport trucks as described in claim 6, characterized in that, The steps for establishing the road traffic arrangement are as follows: Based on the overall mine task allocation plan, road occupancy time, and subsequent transportation routes, the road occupancy time of mine trucks passing through the same road location is compared to determine the traffic conflicts between mine trucks and the traffic order, thus forming the road traffic adjustment result. Based on the road traffic adjustment results, traffic sequence, and traffic conflicts, the road occupancy time for roads with traffic conflicts is extended, and the extension results are transmitted along the subsequent transportation routes. Traffic conflicts are then reassessed to form updated road occupancy times and updated mine-wide task allocation schemes. Based on the updated road occupancy time and the updated mine-wide task allocation scheme, traffic conflicts are reassessed. Updated mine-wide task allocation schemes that cannot resolve traffic conflicts are deleted according to the traffic order. The remaining updated mine-wide task allocation schemes and updated road occupancy times are then summarized to form a road traffic arrangement.

8. The intelligent scheduling and optimization method for mining transport trucks as described in claim 1, characterized in that, The steps for forming the verified task plan and the verified road traffic arrangement are as follows: Based on the mine-wide task allocation plan and road access arrangements, the mine-wide task allocation plan and road access arrangements are verified accordingly. Content that does not meet the task adjustment range or road access conditions is deleted, forming a preliminary verification plan and retaining road access information. Based on the preliminary verification plan and the retained road traffic information, and in conjunction with the loading and unloading operations, the loading and unloading operation time and the task adjustment time are verified according to the loading and unloading connection time threshold and the task adjustment advance time threshold. The preliminary verification plan and the corresponding retained road traffic information that fail the verification are deleted, and the time verification plan and time verification road traffic information are formed. By using time verification schemes and time-verified road traffic information, the loading and unloading operation time and task adjustment time are re-verified. Time verification schemes and corresponding time-verified road traffic information that still do not meet the loading and unloading connection time threshold or task adjustment advance time threshold are deleted, resulting in a verified task scheme and verified road traffic arrangement.

9. The intelligent scheduling and optimization method for mining transport trucks as described in claim 8, characterized in that, The steps to generate the intelligent scheduling optimization result for mining transport trucks are as follows: Based on the verified task plan and the verified road traffic arrangement, establish the mining card association relationship according to the mining card, and associate the task information in the verified task plan with the traffic information in the verified road traffic arrangement to form associated scheduling information. Based on the associated scheduling information and mining card association, the integrity of task information and passage information is checked, incomplete associated scheduling information is deleted, and complete associated scheduling information is retained to form mining card scheduling information; By summarizing the task information and passage information in the mining truck scheduling information and the relationship between mining trucks, the intelligent scheduling optimization results of mining transportation trucks are formed.

10. A smart scheduling and optimization system for mining transport trucks, based on the smart scheduling and optimization method for mining transport trucks according to any one of claims 1 to 9, characterized in that, include: The scheduling basic data processing module collects operational data and historical records, correlates and organizes them, determines the operational status of mining trucks, roads and transportation tasks, judges road traffic conditions and divides the adjustable range of tasks, determines scheduling thresholds based on historical operational status, and forms scheduling basic data. The transportation task scheduling module generates tasks to be scheduled and mining trucks to be arranged based on basic scheduling data, determines subsequent loading and unloading points and subsequent transportation routes, forms a single vehicle subsequent task arrangement plan and adjusts it together to obtain a common subsequent task arrangement plan. After verification through operation time transmission, it forms a common estimated road occupation time and a common estimated empty driving distance, and determines the loading and unloading operation and road occupation time. The mine-wide task coordination module filters the subsequent task arrangement schemes for individual vehicles and the joint subsequent task arrangement schemes, verifies the loading and unloading operations and road occupation time, forms the mine-wide task allocation scheme, judges traffic conflicts and determines the traffic order, extends the road occupation time, and forms the road traffic arrangement. The scheduling result verification module verifies tasks, roads, and times based on the mine's overall task allocation plan and road traffic arrangements, generating a verified task plan and a verified road traffic arrangement. It then links task information and traffic information to form an intelligent scheduling optimization result for mine transport trucks.

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