CN116700229A - Method, control device and system for operating a vehicle on a mine road - Google Patents

Abstract

The application relates to a method for operating a vehicle on a mine road, the method comprising: receiving obstacle-related data relating to obstacles on the road from each vehicle; determining whether a distribution of the obstacle has changed based on the received obstacle-related data; if the distribution of the obstacle changes, the global path from its departure location through the current location to the destination is re-planned for at least the vehicle that may be affected, so that the tires of the vehicle do not contact the obstacle while traveling along the re-planned global path. The application also relates to a control device for carrying out the method and a system comprising the control device.

Description

Method, control device and system for operating a vehicle on a mine road

Technical Field

The application relates to a method for operating a vehicle on a mine road, and to a control device and a system for carrying out the method.

Background

Mining vehicles may generally include transportation vehicles and auxiliary vehicles, depending on their utility. Mining trucks are common high load mining area transport vehicles that travel between multiple working points in a mining area to transport loads such as mineral or engineering slag from a loading point to an unloading point. The auxiliary vehicles may include auxiliary vehicles for clearing obstacles, such as graders, loaders, or bulldozers, and other auxiliary vehicles, such as mine sprinklers, mine fire trucks, and the like.

With the increasing degree of automation in mining areas today, unmanned mining cards are increasingly used. A plurality of unmanned mining cards, in particular, a plurality of unmanned mining card fleets, frequently run on staggered crisscross mining area roads (or mining area road networks) connecting the working points under the control of a common control device, such as a background, disposed outside the mining cards.

In the case of manual driving of the mine truck, if the truck encounters crushed stone on the road, the mine truck driver will let the truck avoid the crushed stone, for example, let the crushed stone pass between the wheels to avoid the tires from crushing the crushed stone. This is because broken stones with sharp corners may scratch the tire, and one tire is expensive, and tens to hundreds of thousands of RMB are different. For the same reason, the unmanned mine truck also needs to avoid broken stones during running. Currently, unmanned mining card manufacturers adopt a method of detecting broken stones through a sensing system of the unmanned mining card (such as a camera, a laser radar and the like arranged on the unmanned mining card), and avoiding broken stones through local path planning and motion control of a single vehicle. The disadvantage of this approach is that the perceived distance is too short, since the perceived ability is affected by a number of factors, such as night, weather, etc., and only within a short distance, for example crushed stones with a length and width of about 10cm by 10cm, can be found, sometimes without avoidance. That is, because of the short perceived distance and thus the short reaction time, it may not be possible to generate a travelable local path in time, so the tire has to roll over the crushed stone. If the crushed stone is sharp, damage to the tire may occur. Alternatively, although a local path for avoiding broken stones is generated, when the local path is spliced into an originally planned global path from a departure position to a destination, a problem of an excessive steering angle may occur, and at this time, there is a risk that the unmanned mining truck may topple and collide.

Disclosure of Invention

In order to overcome at least one of the drawbacks of the prior art mentioned above, the present application proposes a method, a control device and a system for operating a vehicle on a mine road.

According to an aspect of the application, a method for operating a vehicle on a mine road is presented, the method comprising: receiving obstacle-related data relating to obstacles on the road from each vehicle; determining whether a distribution of the obstacle has changed based on the received obstacle-related data; if the distribution of the obstacle changes, the global path from its departure location through the current location to the destination is re-planned for at least the vehicle that may be affected, so that the tires of the vehicle do not contact the obstacle while traveling along the re-planned global path.

According to a further aspect of the application, a control device for operating a vehicle on a mine road is proposed, which control device is designed for carrying out the method as described above.

According to a further aspect of the application, a system for operating a vehicle on a mine road is proposed, the system comprising a plurality of vehicles and a control device as described above.

The advantage here is that by using all vehicles, such as transport vehicles and auxiliary vehicles, travelling on the mine road as participants for finding obstacles, in particular for finding crushed stones which may damage the tires of the vehicles, rather than just by means of bicycle intelligence, a change in the distribution of the obstacles due to a change in the state of at least one obstacle can be found early, so that an event-triggered update of the global path takes place. The change of the state of the obstacle includes, for example: new obstacles may for example be present on the mine road due to falling from a previously passing transport vehicle, existing obstacles may for example disappear due to being cleaned up, or existing obstacles may change position for example due to collision with a previously passing vehicle, etc.

Furthermore, by recalculating the global path planned from the departure location of the respective vehicle to its destination via the current location based on the data of the obstacle whose state has changed and the previously detected existing obstacle, a more reliable, safer method for avoiding obstacles is achieved, such that the tire service life is greatly increased, since the global path planned in this way has no excessive steering angle, and the vehicle can better avoid obstacles without the risk of tipping over or collision, compared to calculating only the local path in the vicinity of the obstacle whose state has changed and stitching it into the original global path from the departure location of the respective vehicle to its destination.

Furthermore, if the method of the present application is implemented using a common control device provided outside the vehicle, such as in the background, the global path can be generated with a strong computing power in the background, reducing the burden on the vehicle controller of the bicycle, since the bicycle does not need to perform local path calculation due to the detection of an obstacle.

It is to be understood that both the foregoing general description and the following detailed description are exemplary and explanatory only and are not restrictive of the application as claimed.

Drawings

The application is illustrated in detail below by means of examples in connection with the accompanying drawings. In the drawings:

fig. 1 shows a schematic diagram of an embodiment of a system according to the application.

Fig. 2 shows a vehicle according to the application in a schematic block diagram.

Fig. 3 shows a situation in which an obstacle located on the road of a second fleet is found by a first fleet.

Fig. 4 shows a case where the second fleet changes the global path based on the discovered obstacle.

Fig. 5 shows a flow chart of an embodiment of the method according to the application.

Detailed Description

Fig. 1 schematically illustrates one exemplary embodiment of a system 100 for operating a vehicle on a mine road in accordance with the present application. Vehicles commonly found on mine roadways may include a transport vehicle 1 that takes on transport tasks between various points of operation and an auxiliary vehicle 2 that has auxiliary functions, such as road sweeping functions. The transport vehicle 1 typically comprises a mine truck, in particular an unmanned mine truck. The auxiliary vehicles 2 may include vehicles for clearing obstacles on the mine road, such as graders, loaders, bulldozers, etc., as well as other auxiliary vehicles that travel on the mine road, such as mine sprinklers, mine fire trucks, etc.

In this embodiment, the system 100 includes a plurality of transport vehicles 1 that form a plurality of fleets 10, 20, 30, wherein each fleet may include one or more transport vehicles 1. Each fleet 10, 20, 30 is responsible for carrying transportation tasks between each fixed job point A, B, C. Therefore, a fleet of vehicles traveling between different work points typically has different travel routes and directions (see arrows 17, 27, 37 in fig. 1). The individual transport vehicles 1 in the same fleet travel in sequence along the same travel route, spaced apart from each other by a distance (e.g., 20-30 meters). Although 3 fleets are shown here, it is to be understood that the number of fleets is not limited thereto, but may be set to other numbers as desired. Also, the number of job points is not limited to 3.

The system 100 includes a control device. In the present embodiment, the control device is designed as a rear stage 80 arranged outside the vehicle 1, 2. In further embodiments, the control device may also be designed as or comprise the vehicle's own vehicle controller 16.

Each vehicle 1, 2 is typically fitted with a sensing system 12 for detecting the surrounding environment. The sensing system may be a camera, a lidar or any other suitable detection device. The perception system 12 is designed to detect obstacles present on the mine road that may cause damage to the tires of the vehicle, in particular the transport vehicle 1, such as angular crushed stones that fall from the previously passed transport vehicle 1.

Each vehicle 1, 2 also has a communication module 14, e.g. a V2X module, for communicating with the background 80, by means of which the vehicle 1, 2 can transmit to the background 80 obstacle-related data detected by the perception system 12 in relation to obstacles on the mine site road. The obstacle-related data may describe, for example, the location of the obstacle on the mine road, the size, shape, etc. of the obstacle. In particular, the auxiliary vehicle 2 for clearing obstacles on the mine site road may report the disappearance of the obstacle at a certain position on the mine site road to the background 80 through its communication module 14 after clearing the obstacle. Accordingly, the obstacle-related data may also include information describing the disappearance of the previously existing obstacle and the location of the disappeared obstacle.

The background 80 is designed to receive obstacle related data from the vehicles 1, 2 and to determine, based on the received obstacle related data, whether a change in the distribution of obstacles in the mine road network has occurred. When the state of at least one obstacle is changed, it can be considered that the distribution of the obstacle is changed. The change in the obstacle state may be: a new obstacle appears, the previous obstacle disappears, or the position of the obstacle changes. If the obstacle-related data includes information describing the disappearance of the previously existing obstacle, it may be determined that: the previous obstacle has disappeared and the obstacle state has changed. The obstacle profile is then updated, i.e. the relevant data of the disappeared obstacle, such as position, size, shape, etc., is deleted.

The occurrence of a new obstacle and a change in the position of the obstacle may be determined by: the background 80 may determine whether a new obstacle is found by comparing the position of the newly detected obstacle with the obstacle profile stored in the background, i.e., comparing the position and/or size of the newly detected obstacle with the position and/or size of the stored obstacle. When a newly detected obstacle fails to find a match with the same location and/or size on the obstacle profile, it may be determined that a new obstacle is found. A change in the position of an obstacle can be understood as a combination of both the disappearance of an existing obstacle and the appearance of a new obstacle nearby. Thus, in the case where it is determined that a new obstacle is found, it is further confirmed that: whether there are other obstacles within a predetermined distance (e.g., 1 meter, 2 meters, or 3 meters) around the newly discovered obstacle in the obstacle profile currently stored in the background. If not, the newly discovered obstacle may be considered to be an emerging obstacle. In the presence of other obstacles, further confirmation is made: whether the other obstacle is disappeared. If the other obstacle does not disappear, for example, the other obstacle may be detected by the vehicle that detected the new obstacle within a preset time before or after the new obstacle is found, it may be considered that: the newly discovered obstacle is an emerging obstacle. Otherwise, if the other obstacle disappears, the newly found obstacle can be considered to be changed in position by the other obstacle.

The obstacle profile is then updated, for example by adding data about the newly emerging obstacle or by changing data about the existing obstacle (e.g. position).

The background 80 is designed such that, if the distribution of the obstacle changes, the entire path (also referred to as global path) from the departure position through the current position to the destination is re-planned for each potentially affected vehicle, i.e. for vehicles that can pass the obstacle whose state has changed, in particular the transport vehicle 1, based on the updated obstacle profile, such that the tires of the vehicle do not contact the obstacle when the vehicle is travelling along the re-planned global path. A vehicle that may be affected here means that the global path of the vehicle may change due to an obstacle whose state has changed and therefore has to be planned again.

The background 80 selects a vehicle of a road section where an obstacle whose global path passing state is changed is located as a possibly affected vehicle. The mine road can be divided into individual road segments by the intersection between the working point and the mine road, wherein each road segment is delimited by the working point and the intersection adjacent thereto (e.g. road segments AT, BT, CT in fig. 1) or by two adjacent intersections. Thus, one global path may traverse one or more road segments, that is, each global path may be associated with a road segment it traverses. An obstacle whose state changes may also be associated with the road section in which it is located. A vehicle having a global path is considered to be a potentially affected vehicle when the road segment traversed by the global path includes a road segment in which the state-changing obstacle is located.

An obstacle whose state changes may not in all cases result in a change in the global path of the selected vehicle that may be affected. For example, when a selected vehicle is traveling along its current global path, the current global path of the vehicle may remain unchanged if an obstacle that changes state is located outside the vehicle's tires (e.g., very near the road edge) or between the left and right tires of the vehicle. Thus, the range of the vehicle that may be affected can be further narrowed, thereby reducing the calculation load. Here, for each selected vehicle, a tire path region is formed between the upper and lower boundaries of each side on both sides of the global path with respect to the current global path thereof, respectively with respect to the distance from the tire inner side face to the global path as a lower boundary and with respect to the distance from the tire outer side face to the global path as an upper boundary, and when the state-changing obstacle falls in the tire path region, that is, when the state-changing obstacle has a distance from the global path greater than the lower boundary distance and less than the upper boundary distance, the vehicle is determined to be the vehicle that is likely to be affected.

In the above embodiment, the global path of the obstacle whose passing state is changed is selected first, and then the global path of the obstacle whose state is changed in the tire path area is selected further as the global path to be re-planned for the selected global path. However, in another embodiment, the background 80 may also directly calculate the distance from the obstacle whose state is changed to each global path, and select a global path whose distance is smaller than the upper boundary distance and larger than the lower upper boundary distance as the global path to be planned again, and use the vehicle traveling along the selected global path as the potentially affected vehicle.

The background 80 may have multiple parallel computing modules for computing the modified global path for multiple vehicles simultaneously in parallel. Since the same obstacle may be detected by another vehicle and repeatedly reported to the background 80 after being reported to the background 80 and before being cleared, the distribution of the obstacle is not changed, it is desirable to reprogram the global path for the vehicle when the distribution of the obstacle is changed. Unnecessary repetition of calculations can thereby be avoided, so as to avoid wasting resources. Here, the global path is re-planned based on the updated obstacle profile from the data of all the obstacles located on the road between the departure position and the destination of the vehicle, which means that the global path is calculated based not only on the obstacle whose state has changed but also on the obstacle whose state has not changed. The vehicle tire does not contact the obstacle may be achieved by having the obstacle either between the tires or outside the tires. Advantageously, the obstacle is preferably located outside the tyre when the obstacle is closer to the road edge or oversized, in particular in height or width. In the case where the obstacle is located between the tires, in particular, the obstacle may be located on a path through which the center of the rear axle of the vehicle passes. It is of course also possible to locate the obstacle on the path taken by the centre of the vehicle or the centre of the front axle of the vehicle.

The background 80 may be configured to send the re-planned global path to the corresponding vehicle. The respective vehicle receives the re-planned global path by means of the respective communication module 14 and travels along the newly received global path.

Furthermore, the background 80 may send instructions and information to the auxiliary vehicle 2, in particular to clear obstacles, including the position of the obstacle and/or the driving route from the current position of the auxiliary vehicle to the obstacle to be cleared, etc. The auxiliary vehicle 2 receives instructions and information of the background 80 through its communication module 14.

Fig. 3 and 4 show an exemplary embodiment of how a global path from a departure location to a destination is re-planned for a possibly affected vehicle, wherein fig. 3 shows a situation in which a previously undetected rubble 44 located on the road of the transport vehicle 1 of the second fleet 20 is found by the transport vehicle 1 in the first fleet 10, and fig. 4 shows a situation in which the second fleet 20 alters its global path based on the newly found rubble 44. For the sake of clarity, each fleet 10, 20, 30 shows only one transport vehicle (referred to as a first transport vehicle) 1, one or more further transport vehicles 1 of the respective fleet being connected in a spaced apart manner downstream of the first transport vehicle 1 in the direction of travel. Of course, one or more further transport vehicles 1 of the respective fleet may also be provided at a distance in the direction of travel in front of the first transport vehicle 1.

As shown in fig. 3, the first transport vehicles 1 of the first fleet 10 and the second fleet 20 travel along respective global paths 110, 210 in opposite directions on different lanes of a road 41 defined by roadside edges 42 on both sides, while the first transport vehicles 1 of the third fleet 30 travel toward a T-junction 45 located between the roads 41 and 43 on another road 43 intersecting the road 41. The global paths 110, 210 represent paths which the rear axle center of the respective first transport vehicle 1 should travel through in the present embodiment. Of course, the global path may also be a path that the respective first transport vehicle should travel by other parts, such as the front axle center or the vehicle center.

The detected obstacle 46 is present on the lane of the second fleet 20, and the global path 210 of the first transport vehicle 1 of the second fleet 20 is thus the entire travel path from the departure location of the first transport vehicle 1 of the second fleet 20 through the current location to the destination calculated by the background 80 based on the existing obstacle related data, i.e. the data related to the obstacle 46. There is also a previously undetected broken stone 44 on the lane of the second fleet 20 at the T-intersection 45, and the first transport vehicle 1 of the third fleet 30 may also pass through this broken stone 44. That is, the transport vehicles of the second fleet 20 and the third fleet 30 are vehicles that may be affected in this example. Now, the first transport vehicle 1 of the first fleet 10 is first approaching the crushed stone 44, while the first transport vehicles 1 of the second fleet 20 and the third fleet 30 are still further from the crushed stone 44. That is, the crushed stone 44 first enters the perception range 15 of the perception system 12 of the first transport vehicle 1 of the first fleet 10 and is not detected by the perception systems 12 of the first transport vehicles 1 of the second fleet 20 and the third fleet 30 at this time. The sensing range 15 is schematically shown by a sector area in front of the first transport vehicle 1, of which only one is indicated with reference numerals for the sake of clarity. Here, the crushed stone 44 does not affect the travel of the first transport vehicle 1 of the first fleet 10, but may be located on the tire route of the first transport vehicles 1 of the second fleet 20 and the third fleet 30. The first transport vehicle 1 of the first fleet 10 determines the location of the crushed stone 44 via its perception system 12 and sends it to the background 80 via the communication module 14.

Assuming that the crushed stone 44 is an emerging obstacle 44, the background 80 determines: the distribution of the obstacles is changed. The background 80 then updates the obstacle profile stored therein and recalculates the global path 210' (see fig. 4) of the first transport vehicle 1 of the second fleet 20 based on the previously existing data relating to the obstacle 46 and the newly detected detritus 44, passes the global path 210' through the detritus 44, and issues the global path 210' to the first transport vehicle 1 of the second fleet 20.

Likewise, the background 80 also calculates the global path of all subsequently possibly affected transport vehicles based on the data of the newly detected crushed stone 44 and the data of the obstacle that has been previously detected. In this example, the transport vehicles that may be affected subsequently are the transport vehicle of the second fleet 20 that is located behind the first transport vehicle 1 of the fleet and the first transport vehicle 1 of the third fleet 30 and the transport vehicles that follow it. Thus, the background 80 may have multiple computing modules for computing the modified global path for multiple vehicles in parallel.

Additionally, the background 80 may call a suitable auxiliary vehicle, such as a grader, loader, bulldozer, or the like, for a stone cleaning operation based on various information such as the location of the stone 44, the size of the stone 44, the current location of the auxiliary vehicle 2, and its availability (e.g., whether it is currently idle or how long it will take to wait for it to be used).

When the crushed stone 44 has been cleaned, the distribution of the obstacle has changed again, and the auxiliary vehicle 2 performing the cleaning operation then transmits information about the disappeared crushed stone 44 via its communication module 14 to the background 80, which background 80 then updates the obstacle profile and recalculates the global path of the following vehicles (e.g. the transport vehicles of the second and third platoons 20 and 30) which may be affected, i.e. may pass through the original location of the crushed stone 44, based on the updated obstacle distribution.

Before the detritus 44 is cleaned up, the first transport vehicle 1 of the third fleet 30, which is closer to the detritus 44, may also follow its re-planned global path through the detritus 44, whereupon the first transport vehicle 1 of the third fleet 30 also detects this detritus 44 and reports it to the background 80, but the background 80, by comparison, finds that the obstacle distribution has not changed and thus does not recalculate the global path.

In another embodiment, if the crushed stone 44 is located outside the sensing range of the sensing system 12 of the first transport vehicle 1 of the first fleet 10 and the third fleet 30, the first transport vehicle 1 of the second fleet 20 does not discover the crushed stone 44 until immediately before and reports the presence of the crushed stone 44 to the background 80. As it is not time to re-plan the global path by the background 80, the first transport vehicle 1 can then calculate a local path for evading the crushed stone 44 with its own vehicle controller 16, or can even be pressed directly up from the crushed stone 44. The background 80 then changes the global path for vehicles subsequently reaching the crushed stone 44, for example, for transport vehicles behind the first transport vehicle 1 of the second fleet 20, based on the data received from the first transport vehicle 1 of the second fleet 20 about the crushed stone 44, and of course also about related existing obstacles. That is, the calculation of the background global path may also be used in combination with the calculation of the bicycle local path.

Fig. 5 shows a flow chart of one embodiment of a method 500 of operating a vehicle on a mine road in accordance with the present application. In step S10, obstacle-related data about obstacles on the road is received from each vehicle. The vehicle may be any vehicle that travels on a mine site road, including transportation vehicles and auxiliary vehicles. The reception of the obstacle-related data may be performed continuously or at a determined frequency. The obstacle-related data includes information describing the disappearance of the obstacle, the position, size, and shape of the obstacle.

In step S20, it is determined whether the distribution of the obstacle has changed based on the received obstacle-related data. When the state of at least one obstacle is changed, the distribution of the obstacle is considered to be changed, and the change of the state of the obstacle comprises: appearance of new obstacle, disappearance of existing obstacle, change of existing obstacle position. If the received obstacle-related data includes information describing the disappearance of the obstacle, it may be determined that: the existing obstacle has disappeared. The obstacle-related data including the information describing the disappearance of the obstacle may be issued by the assist vehicle after clearing the obstacle, for example. For example, the appearance of a new obstacle and the change in the position of an existing obstacle may be determined by: the received obstacle-related data, such as position and/or size, may be compared to stored obstacle-related data, and when the received obstacle-related data is not identical to the stored obstacle-related data, it may be determined that: a new obstacle was found. On this basis, it is determined whether an existing obstacle exists within a predetermined distance (e.g., 1 meter, 2 meters, or 3 meters) around the newly discovered obstacle. If not, the newly discovered obstacle is considered to be an emerging obstacle. In the case where an existing obstacle exists, further confirmation is made that: whether the existing obstacle disappears. If the existing obstacle does not disappear, the newly discovered obstacle may be considered to be an emerging obstacle. Otherwise, if the existing obstacle disappears, the newly discovered obstacle may be considered to be changed in position from the existing obstacle. An existing obstacle is considered to disappear when no obstacle-related data about the existing obstacle is received within a preset time before or after the obstacle-related data about the new obstacle is received.

If the distribution of the obstacle is changed, the global path from its departure location through the current location to the destination is re-planned for at least the vehicle that may be affected in step S30, so that the tires of the vehicle do not contact the obstacle while traveling along the re-planned global path. Here, the obstacle may be located outside the tires of the vehicle or between the tires, and in particular, the obstacle may be located on a path through which the center of the rear axle of the vehicle passes. In planning the global path, if the height dimension of the obstacle exceeds the distance of the vehicle chassis from the ground, the global path may be planned such that the obstacle is located outside the tires of the vehicle when the vehicle is traveling along its global path. Alternatively, if the obstacle is closer to the road edge or to the lane boundary line such that the road surface width on the obstacle side is greater than the vehicle body width, the global path may be planned such that the obstacle is located outside the tires of the vehicle when the vehicle is traveling along its global path. And selecting vehicles of road sections where the obstacles with the changed global path passing states are located and/or vehicles with the distance from the global path to the obstacles with the changed states being less than or equal to an upper threshold value as the vehicles which are possibly affected. Further, a vehicle whose global path is distant from the obstacle whose state is changed by a distance equal to or greater than a lower threshold value may be selected as the potentially affected vehicle. The upper threshold value is, for example, half the distance between the outer sides of the vehicle tires and the lower threshold value is, for example, half the distance between the inner sides of the vehicle tires.

If the above steps S10 to S30 are implemented by a control device provided outside the vehicle (such as the vehicle controller 16 of the background 80 or other vehicle), the control device transmits the planned global path to the corresponding vehicle in an optional step S40.

Alternatively, it is also possible that a part of the steps, such as the step S10 of receiving the obstacle-related data and the step S20 of determining whether the obstacle distribution is changed, are implemented by the background 80, and another part of the steps, such as the step S30 of calculating the global path, are implemented by the vehicle controller 16 of the corresponding vehicle, in which case the method may further comprise: the background 80 distributes the obstacle-related data of all the obstacles present on the road from the departure position of the corresponding vehicle to the destination thereof to the corresponding vehicle.

Optionally, the method 500 further comprises step S50: the auxiliary vehicle is called to clear the obstacle, and in particular, an appropriate auxiliary vehicle for clearing the obstacle is selected according to the position of the obstacle to be cleared, the current position of the auxiliary vehicle and the availability of the auxiliary vehicle. Step S50 may be performed after step S20. After the auxiliary vehicle clears the obstacle, the control device may receive obstacle-related data regarding the cleared obstacle, thereby re-planning a global path for the vehicle.

The above-described method 500 may be implemented fully automatically, particularly when the transport vehicle is an unmanned mining card, and may enable full automation of the overall system.

Claims (17)

1. A method for operating a vehicle on a mine road, the method comprising:

receiving obstacle-related data relating to obstacles on the road from the respective vehicle,

determining whether a change in the distribution of the obstacle has occurred based on the received obstacle-related data,

-if the distribution of the obstacle is changed, re-planning a global path from its departure location through the current location to the destination at least for the vehicle that may be affected, so that the tires of the vehicle do not contact the obstacle when driving along the global path that it re-plans.

2. Method according to claim 1, characterized in that as the possibly affected vehicles are selected vehicles of the road section where the global path passes over the obstacle with changed state and/or vehicles of which the global path is at a distance from the obstacle with changed state less than or equal to an upper threshold value.

3. The method according to claim 2, characterized in that a vehicle whose global path is at a distance from the obstacle whose state has changed equal to or greater than a lower threshold value is selected as the potentially affected vehicle.

4. A method according to claim 3, wherein the upper threshold value is half the distance between the outer sides of the vehicle tyre and the lower threshold value is half the distance between the inner sides of the vehicle tyre.

5. The method according to any one of claims 1 to 4, further comprising: the planned global path is sent to the corresponding vehicle.

6. The method according to any one of claims 1 to 5, wherein the change in the status of the at least one obstacle is considered to be a change in the distribution of the obstacle, the change in the status of the obstacle comprising: appearance of new obstacle, disappearance of existing obstacle, change of existing obstacle position.

7. The method of claim 6, wherein the obstacle-related data includes information describing the disappearance of the obstacle, the location, size, and shape of the obstacle.

8. The method of claim 7, wherein the occurrence of a new obstacle and the change in the position of an existing obstacle are determined by: comparing the position and/or size in the received obstacle related data with the stored obstacle related data, determining whether a new obstacle is found, and further determining whether an existing obstacle exists within a predetermined distance range around the newly found obstacle if the new obstacle is found, and if not, considering the newly found obstacle as a newly found obstacle; and in the case where there is an existing obstacle, confirming whether the existing obstacle disappears, and if the existing obstacle does not disappear, considering the newly discovered obstacle as the newly appeared obstacle; otherwise, if the existing obstacle disappears, the newly found obstacle is considered to be changed in position from the existing obstacle.

9. The method of claim 8, wherein the existing obstacle is considered to disappear when the obstacle-related data about the existing obstacle is not received within a preset time before or after the obstacle-related data about the new obstacle is received.

10. The method of claim 7, wherein when the received obstacle-related data includes information describing the disappearance of the obstacle, then determining: the obstacle has disappeared.

11. The method according to any one of claims 1 to 10, wherein the vehicle comprises a transport vehicle and an auxiliary vehicle for clearing obstacles, the method further comprising: the auxiliary vehicle is called to clear the obstacle, and in particular, an appropriate auxiliary vehicle for clearing the obstacle is selected according to the position of the obstacle to be cleared, the current position of the auxiliary vehicle and the availability of the auxiliary vehicle.

12. The method according to any one of claims 1 to 11, wherein the global path is planned such that the obstacle is located either between the tires of the respective vehicle or outside the tires when the respective vehicle is travelling along the global path.

13. The method of claim 12, wherein the global path is planned such that the obstacle is located on a path traversed by a rear axle center of the respective vehicle as the respective vehicle travels along the global path.

14. The method of claim 12, wherein if the obstacle is closer to the road edge or the height dimension of the obstacle exceeds the distance of the vehicle chassis from the ground, the global path is planned such that the obstacle is located outside a tire of the respective vehicle when the respective vehicle is traveling along the global path.

15. A control device for operating a vehicle on a mine road, the control device being designed to implement the method according to any one of claims 1 to 14.

16. The control device of claim 15, wherein the control device comprises a background.

17. A system for operating vehicles on mine roads, the system comprising a plurality of vehicles and a control apparatus according to claim 15 or 16.