DE102011012551A1 - Vehicle combination for use in mining industries, comprises lead vehicle controlled by driver and coupled driverless heavy duty vehicle, where coupling is virtual coupling and is referred as electronic drawbar - Google Patents

Abstract

The vehicle combination (LSK) comprises a lead vehicle (1,32) controlled by a driver and a coupled driverless heavy duty vehicle (2). The coupling is a virtual coupling and is referred as an electronic drawbar (3). The driver-controlled lead vehicle is designed as a heavy duty vehicle with a driver cabin (9), which is provided for soil transportation. An independent claim is also included for a method for application of vehicle combination.

Description

Vehicle combination in mining operations, consisting of a driver-controlled Leitfahrzeug and at least one virtually coupled, driverless heavy-duty vehicles, and their deployment methods.

The invention relates to large heavy trucks, which transport in mining operations, such as large gold mines, recovered material from natural storage sites to designated unloading. The heavy goods vehicles are loaded at storage locations of mining-side loading machines, and emptied at unloading sites of mining-side or vehicle-side emptying devices, such as dump truck, slide or flap opener. The vehicles have enormous sizes and are therefore no longer allowed for road traffic. The vehicles can transport approximately, at least 35 tons, and up to 500 tons and more, of earth material.

Heavy goods vehicles are self-propelled machines and have at least three wheels, steering systems, drive units, fuel and / or energy storage, rigid or tiltable troughs, brakes and rigid or bendable vehicle frame.

Conventionally, heavy goods vehicles are controlled by drivers who find all the necessary facilities for operating the vehicle in a crash-proof and rollover-proof cab.

Disadvantageously, catastrophic accidents often occur in mining operations when drivers of heavy trucks repeatedly have to travel along monotone routes on steep slopes. A small moment of carelessness is enough to cause a collision with other vehicles or a big downpour. Therefore, there are recent developments that provide the operation of driverless, fully automatic remote controlled heavy duty vehicles, as well as in the WO03059686 described. Disadvantageously, these vehicles are very expensive to produce and often do not work trouble-free. It is also often unclear which person has to take responsibility for the driverless transport of the heavy-duty vehicle.

Conventionally, the driver of a driver-controlled heavy-duty vehicle at Abrats a Transportzycluses except the travel times for the storage point leading empty and for the return point unloading load, also considerable waiting times, namely for a waiting loading a mining-side loading machine and for an unloading operation to be performed, for example, by the vehicle Muldenkippvorrichtungen.

Additional driver waiting times occur when queues of other waiting heavy goods vehicles form at loading points and / or at unloading points. Driver waiting times are disadvantageous because they are unproductive, and because the drivers get bored and often get carried away to risky driving in subsequent trips.

Furthermore, conventional, driver-controlled heavy-duty vehicles for back and forth between storage and unloading, at the respective end of the track space and time consuming vehicle turning maneuvers so that the driver gets out of his cab, in the chosen direction of travel sufficient road access. There are developments, as in the US6783187 and in the US4141591 described, which provide vehicles for the reversible bidirectional operation, but these vehicles are still too expensive and not yet efficient enough.

A particular problem with bi-directional vehicles is the structural layout of the driver's cab which must provide the driver with sufficient road access in both directions of travel.

The object of the invention is to propose heavy-duty vehicles and methods of use for these vehicles, which no longer have the disadvantages mentioned, at least in part.

The object is solved by the claims.

Accordingly, a vehicle combination is proposed, which consists of a driver-controlled master vehicle and at least one virtually coupled, driverless heavy-duty vehicles, the best possible in the design of bi-directional vehicles.

In addition, deployment methods are proposed for these vehicle combinations, which provide virtual coupling and uncoupling, at loading and / or unloading or their adjacent transfer points.

The vehicles of the vehicle combination, and the virtual coupling, also called electronic drawbar, are explained in more detail below.

The driver-controlled master vehicle offers space for at least one driver, it can be equipped as agile and comfortable off-road vehicle. It is better, however, if the driver-controlled lead vehicle offers at least one additional place for a supportive passenger, for example in the case of aircraft, where the pilot and co-pilot can supplement each other for safety reasons and replace if necessary.

The driver-controlled master vehicle can also be designed as a bidirectional vehicle, for example with a rotatable driver's cab.

The driver-controlled master vehicle can also be designed as a heavy-duty truck, and also take over their own transport tasks.

The driver-controlled lead vehicle includes electronic devices that are portions of the electronic tiller that provides remote-controlled, wireless control of heavy trucks. The electronic devices can forward driver requests by means of radio signals to heavy goods vehicles, in particular driver requests such as:
Coupling heavy trucks X by means of an electronic drawbar;
Lifting the dump trucks of heavy duty trucks XY;
Turning off the engine of heavy duty truck XYZ;
Heavy goods vehicles X follow in speed-oriented, fixed distance;
Uncouple heavy goods vehicles X and Y and stop them;
Heavy Truck X Follow manual remote control instructions from the loader driver,
Heavy truck X drive according to the program from the transfer point to the bunker and there tilt the trough.

Electronic devices that allow the driver of a Leitfahrzeuges to make a virtual coupling to heavy trucks, are not only in the lead vehicle, but also in the heavy trucks, also may include satellites or mining-related landmarks, or even stationary or mobile transceiver units be. Electronic devices use radar-based, sensory and / or satellite-based data acquisition, data processing and data transmission.

The driver-controlled lead vehicle can provide tools for monitoring virtually coupled heavy trucks, such as reversing mirrors or reversing cameras with associated image transfer device. The monitoring devices in the Leader Vehicle enable the mining operator to be able to transfer responsibility for one or more virtually coupled heavy duty trucks to the operator of a Leader Vehicle.

The driver-controlled trail vehicle may further include image transmission systems that display relevant mining facilities, such as receiving bunkers for monitoring.

The driver-controlled master vehicle can also be equipped with roadside attachments, such as a dozer blade.

So that the driver-controlled master vehicle can close and also release a vehicle combination according to the invention with a driverless heavy-duty vehicle, an electronic drawbar which can be activated and deactivated by the driver of the master vehicle is provided. The electronic drawbar causes a virtual coupling between the vehicles.

Electronic drawbars are known from other applications, and are used, for example, in the WO2009 / 043643 for a road traffic-suitable column journey and in the DE 10224939 for the use of an offset tracked agricultural field device described.

Electronic drawbars may have various types of control systems, such as satellite-based navigation systems, or, for example, scanning systems such as distance-measuring radar scanners.

Electronic drawbars allow a driver-controlled master vehicle to carry at least one further follower vehicle at an agreed distance. This spaced entrainment acts like a virtual push or pull. The or the virtually coupled, driverless follower vehicles may be in front of, behind or laterally offset to the lead vehicle, or to other follower vehicles, located. The electronic drawbar is mainly used when driving forwards.

However, it is not the object of this invention to describe the state of the art of known electronic drawbars, but to propose a mining-compatible vehicle combination, which includes the use of electronic drawbars.

Advantageously, coupling or uncoupling operations of electronic drawbars require no appreciable expenditure of time. For example, drivers of leading vehicles approach designated heavy-duty vehicles and report the driver's wish to "connect" by pressing a button. The electronic devices in the lead vehicle and in heavy trucks perform this driver request by means of radio signals in a flash. there can satellites or landmark-based positioning systems participate.

It is possible, for example, for a lead vehicle to drive a docked, empty heavy goods vehicle to a storage location where it is decoupled, and then immediately to go to another, formerly filled, heavy truck near the depository, and to virtually dock it. On uncoupled heavy trucks, loading or unloading operations can advantageously be carried out without drivers having to wait.

Driverless, remotely controllable heavy goods vehicles according to the invention vehicle combinations basically do not require their own cabs more, since they are remotely controlled by drivers of the leading vehicle. Due to the structural omission of a conventionally required driver's cab, the heavy-duty vehicles can also be easily built in the design of bidirectional vehicles, but the vehicles must be able to achieve high speeds in both directions. Heavy trucks in the bidirectional operation, which need not be turned at the ends, advantageously require only small steering maneuvers for driving conventional, elongated driveways. Heavy trucks which require only low steering angles can be advantageously equipped also on the steering axles with wide, extremely viable twin tires. This means that a heavy-duty truck can now be fitted with eight tires instead of the conventional six tires. This results in a payload increase of approximately 30%. Despite the increase in payload, the eight-wheeled heavy-duty truck remains at the low height of the six-wheeled, as it requires no tires with larger diameters.

Restricted steering maneuvers are obtained by means of all conventional steering systems, in particular by armored steering systems, in which different wheel torques are applied to the left and right side of the vehicle, or by articulated steering, Allradlenkungen, fifth wheel steering or Achsschenkellenkungen on front or rear axle.

The heavy-duty vehicles of the vehicle combinations according to the invention thereby include all electronic devices which are necessary for receiving and executing driver requests of the lead vehicle. In particular, facilities for sensor- or satellite-based data transmissions are provided.

It is further envisaged that uncoupled heavy-duty vehicles can also be operated by means of mobile or stationary remote controls set up on the mining side. Thus, the loading machine driver can have a remote control with which he can summon decoupled heavy-duty vehicles, for example from an obvious transfer point, or even send them away again.

The use of the vehicle combinations according to the invention results in a lot of new possible deployment methods in mining operations.

This will give riders greater comfort and safety, as they will find the best possible two-way in a comfortable and all-terrain command vehicle to support there. In a cross-country small master vehicle, the drivers also experience no shock loads from charging.

Furthermore, driver waiting times can be avoided by connecting heavy trucks only during transport journeys, and remain disconnected in the event of time-consuming loading and / or unloading operations.

The invention will be described in more detail with reference to the drawings:

The 1 shows in a schematic plan view, a vehicle combination (LSK) according to the invention in a mining operation ( 4 ), consisting of a driver-controlled master vehicle ( 1 ) and three, by means of electronic drawbars ( 3 ), virtually coupled heavy goods vehicles ( 2 ). The lead vehicle ( 1 ) has a driver's cab ( 9 ) with at least one driver in it. The Leader Vehicle is also a heavy-duty vehicle ( 32 ). All vehicles of the vehicle combination are wheel-driven work machines and have on-board drive units.

For the virtual realization of electronic drawbars ( 3 ) the vehicles use electronic devices ( 6 ), here are satellite-based ( 5 ) and radar-assisted ( 29 ) Navigation systems which transmit radio signals ( 16 ) for locating and control of heavy trucks to send, edit and receive provided.

The master vehicle, also called master vehicle, virtually coupled heavy-duty vehicle ( 2 ) require no vehicle cabs, as they are remotely controlled driverless, while the respectively desired vehicle spacing, for example, speed-dependent fixed.

The last vehicle of the vehicle combination shown here ( 1 ) has a small driver's cabin ( 10 ), which, however, is not occupied by a driver during the convoy.

The vehicle combination ( 1 ) moves forward in the direction of travel (F) of the track ( 19 ). Heavy goods vehicles ( 2 ) have large hollows ( 15 ), which advantageously stone impact protection over other vehicle components, such as wheels, vehicle cabin, vehicle frame, drive units and the like extend.

The 2 shows, on a, from bearing point (L) to the unloading point (A) leading transport route ( 19 ), another possible, vehicle combination according to the invention (LSK), consisting of a driver-controlled Leitfahrzeug ( 1 ) in the design of a smaller off-road vehicle ( 30 ), and from one, by means of electronic drawbar ( 3 ), a virtually coupled heavy-duty vehicle ( 2 ).

At least one driver sits in the leader vehicle and controls the vehicle combination. The driver is in the lead vehicle image transmissions of a heavy truck rear view camera ( 18 ), with which he can keep track of his vehicle combination and be responsible.

The heavy goods vehicle is here in the design of a bidirectional vehicle ( 7 ), that is, he can drive as needed in both directions possible quickly, and must not be turned at the way ends. The hollow ( 15 ) can be tilted at the unloading point (A) to empty the load.

The satellite system ( 5 ) may correspond to a system such as GPS or Galileo, and it may be supplemented by supplementary landmarks ( 17 ) be supported.

The 3 shows a schematically illustrated mining operation ( 4 ), with typical transport route ( 19 ) between bearing point (L) and unloading point (A). An optional service route ( 20 ) is created so that vehicles can leave the transport route for service work such as refueling, vehicle repairs, driver changes or the like.

The transport route ( 19 ) is the shortest when driven by bi-directional vehicles directly, without additional vehicle applications. Is the transport route ( 19 ) of furnishing vehicles ( 8th ) overcome, at the track ends (A) and (L) respective vehicle turning maneuvers are necessary, which extend the route and also the travel times disadvantageously.

At the storage point (L) there are suitable loading machines ( 22 ), such as front loader or excavator. At the unloading point (A) there are suitable unloading points, such as receiving bunkers ( 23 ) or areas of a heap or dump ( 24 ).

At the service station (S) are facilities such as gas pumps or garages ( 21 ), which can be approached by vehicles.

The 4 3 shows, schematically illustrated, three different deployment methods according to the invention, with which vehicle combinations according to the invention (LSK) can make a change of direction at track ends (A, L, S), the virtual dockings (FIG. 3 ) of the vehicles ( 1 ) and ( 2 ) remain consistent, and not be resolved for the purpose of a change of direction.

The first method of use provides that vehicle combinations (LSK) turn at the end of a track (A, L, S) in a loop-like manner (SW). The lead vehicle ( 1 ) can be linked with one or several virtual ( 3 ) Heavy goods vehicles ( 2 ) interrupt the loop-shaped travel for necessary loading, unloading or service operations, and then continue without maneuvering.

The second method of use provides that vehicle combinations (LSK) turn at one end of the track (A, L, S) by means of maneuvering maneuvers (RW). The lead vehicle ( 1 ) can only with a laterally spaced heavy truck ( 2 ) are virtually connected ( 3 . 27 ) stay. The maneuvering maneuver (RW) here requires at least one reverse drive (R) of the vehicle combination (LSK).

The third method of use provides that vehicle combinations at a track end (A, L, S) practice a helpless (WL) turnaround, both vehicles ( 1 ) and ( 2 ) mandatory the design of two-way vehicles ( 7 ), and wherein a laterally spaced, virtual coupling ( 3 . 27 ) given is.

The 5 shows, schematically illustrated, a track end (A, L, S), which at the entrance ( 25 ) an entry-level transfer point (UE), and at the exit ( 26 ) has set up an exit-line transfer point (UA).

An application method according to the invention provides that in the region of the end of the track (A, L, S) or, as shown in this figure, in the area of the entry-level transfer point (UE), existing vehicle combinations are correspondingly released; and that in the region of the end of the track (A, L, S) or, as shown in this figure, vehicle combinations are closed in the area of the exit-line transfer point (UA).

Thus, for example, and as provided in this figure, in the entry-level transfer point (UE) retracted vehicle combinations (LSK), by the driver of the Leitfahrzeuges ( 1 ) be disconnected by replacing the existing electronic tiller ( 3 ) disabled.

The separated master vehicle ( 1 ) can then drive over to the exit lane transfer point (UA) on the leading vehicle solo route (LWS), and heavy goods vehicles waiting there for departure ( 2 ) virtually and on departure ( 26 ) to the transport route ( 19 ) bring.

It is envisaged that the decoupled heavy goods vehicles ( 2 ) on short heavy goods vehicles (SWS), such as loading machines ( 22 ) or output cable transfer point (UA), are supplied. This brief feeding on heavy duty truck vehicles may be accomplished by any means, such as stationary or mobile, automated or manual remote controls, or driver controlled by appropriately scheduled shunting personnel, or as described in US Pat US5546093 described, by means of optimized navigation.

The 6 shows a possible method of use according to the invention in mining operation. There are provided here vehicle combinations in which a Leitfahrzeug several heavy trucks are virtually coupled, and here transfer points are provided on which vehicle combinations are separated and new closed, and here are Leitfahrzeuge in the design of Einrichtungsfahrzeugen, and heavy-duty vehicles in the design of bi-directional vehicles intended.

There are sixteen heavy goods vehicles in this mining operation ( 2 ) are used by only two main vehicles ( 1 ). The transport routes ( 19 ) lead from respective exit-line transfer points (UA) to respective entry-level transfer points (UE) of a loading point (L) and an unloading point (A). On the long transport routes ( 19 ) are two inventive vehicle combinations (LSK) on the way, one on empty (LF) and one on transport journey (TF).

The vehicle combinations (LSK) here consist of a small leader vehicle ( 1 ) and four virtually coupled heavy goods vehicles ( 2 ). The virtual coupling consists of electronic drawbars ( 3 ). The driving of vehicle combinations can also be referred to as convoy driving, convoy driving or follow-me driving.

The remaining eight heavy goods vehicles are uncoupled, six of them are in transfer points (UE, UA), one is at the loading point (L) and is from a loading machine ( 22 ) and another stands at the unloading point (A) and unloads by means of an on-board tilting device ( 14 ) loaded earth material in the receiving bunker ( 23 ).

Of the sixteen heavy goods vehicles are thus only eight on convoy travel and are controlled by two Leitfahrzeuge, each with four electronic drawbars.

The uncoupled, another eight heavy trucks can be controlled manually or automatically depending on mining-specific conditions with stationary or mobile remote controls. For example, a computer-controlled, automated unloading program can steer loaded heavy goods vehicles out of the entry-level transfer point (UB), lead to the receiving bunker, arrange unloading operations there, and then send the emptied vehicles to the exit-line transfer point (UA).

Optionally, uncoupled heavy-duty vehicles can also be driver-controlled, for example by simple and easily accessible driver's cabs being set up on the vehicles.

Master vehicles ( 1 ), which release their combinations of vehicles (LSK) in entry-level transfer points (UEs), can travel over to semi-trailers (LWS) to the area of the exit-line transfer point (UA), where they can connect the heavy-duty vehicles that are available there.

Advantageously, the drivers of the lead vehicles without occurring, boring waiting times at unloading or loading machine, the Erdmaterialtransportprozess immediately continue.

The heavy trucks shown ( 2 ) have the design of bidirectional vehicles ( 7 ) and need not be turned at the way ends, which results in a helical ride (WL).

The shown lead vehicles ( 1 ) have here the design of furnishing vehicles ( 8th ) and have provided at loops a loop-like turning (SW) on the Leitwaldsoloweg (LWS).

Overall, it can be seen that in this mining operation the performance of complete transport cycles is divided into two different methods of use, namely in driving modes by means of closed vehicle combinations and in driving modes by means of dissolved vehicle combinations.

The 7 shows another possible method of use in mining operations ( 4 ). There are here a total of two vehicle combinations (LSK) in use, in the figure shown only at the Unloading point (A) located vehicle combination (LSK) by means of virtual drawbars ( 3 ) closed is.

In the entry-level transfer point (UE) of the loading point (L) is a dissolved, former vehicle combination, that is, the electronic drawbars have been disabled by the driver. The separate heavy goods vehicles ( 2 ) can be remotely controlled in the area of the loading machine ( 22 , L), and after loading has been completed, be sent to the exit handler (UA). The lead vehicle ( 32 ) in the design of a heavy-duty vehicle ( 32 ) can perform his master vehicle solo lane (LWS) driver-controlled.

The lead vehicle ( 32 ) settles after the charging process ( 22 ) in front of the loaded heavy duty lorries waiting in exit-line transfer point (UA) ( 2 ) to transport journey (TF) and closes there a new vehicle combination (LSK) by means of an activation of electronic drawbar ( 3 ).

The change of direction at the loading point (L) took place as a ranking turning (RW), since at least one reverse drive (R) took place.

At the unloading point (A), the vehicle combinations (LSK) remain connected and practice a loop-like turning (SW). The heavy trucks can thereby unload their load during a slow Abladestellendurchfahrt for example by opening bottom flaps.

The 8th schematically shows three different vehicle combination (LSK).

A first vehicle combination (LSK) consists of a master vehicle in the design of a heavy-duty vehicle ( 1 . 32 ), and three, virtually coupled ( 3 . 27 ) Heavy goods vehicles ( 2 ), wherein the virtual coupling is arranged as each slightly offset row. This arrangement is for unloading purposes in areal heaps ( 24 ) very advantageous because all vehicles can empty at the same time, without disturbing each other. It is envisaged that the driver of the leading vehicle, even during the trips, can change the distance mode of the electronic tiller, and so can switch, for example, from a slightly laterally offset, to a line-shaped column.

A second vehicle combination (LSK) consists of a lead vehicle and two, virtually coupled heavy-duty vehicles ( 2 ). The vehicle combination follows at a large distance a Nachzüglerfahrzeug ( 33 ). The Nachzüglerfahrzeug follows the driver's request of the Leitfahrzeuges, and repeats a previously data-stored Leitfahrzeugfahrt. The Nachzüglerfahrzeug does not belong to the vehicle combination, as it does not follow the specified distance, but repeated at any time a Leitfahrzeugfahrt performed. This latecomer ride is not the responsibility of the driver as he does not keep an eye on them. The laggard ride is technically possible, but in practice rather not aimed.

A third vehicle combination (LSK) consists of a leader vehicle ( 1 ) and two pairs of heavy goods vehicles ( 2 ). The electronic drawbars are partially offset and partly in series.

LIST OF REFERENCE NUMBERS

1

lead vehicle

2

Heavy truck, follower vehicle

3

Virtual coupling, electronic drawbar

4

Mining, Mining, Mining

5

Satellite, position detection system, GPS, Galileo

6

Electronic devices such as sending, receiving, locating, executing

7

Bidirectional vehicle

8th

way vehicle

9

Cab with driver

10

Cab without driver

11

bikes

12

drive unit

13

Vehicle frame, rigid or bendable

14

Muldenkippvorrichtung

15

trough

16

Signals, radio signals

17

Landmark

18

backup camera

19

Transport routes

20

service infrastructure

21

Petrol pump, power station, workshop, garage

22

loading machine

23

receiving hopper

24

Heap, tip

25

driveway

26

Departure

27

Lateral electronic drawbar

28

mark

29

Detection sensor, radar

30

SUVs

31

Stationary facility, such as bunker control house

32

Leader vehicle in the design of a heavy-duty vehicle

33

Nachzüglerfahrzeug

A

Unloading point, end of track

L

Bearing point, loading point, end of track

S

service center

F

direction of travel

LF

Empty trip from the unloading point to the loading point

TF

Transport journey from the loading point to the unloading point

SW

Loop-type turning maneuver

RW

Maneuvering turning maneuver

WL

Wendeloses driving

UE

Input side transfer point

UA

Output side transfer point

LWS

Master vehicle solo driver-controlled

SWS

Heavy duty truck trailer, remotely or driver controlled

LSK

Vehicle combination, lead vehicle and heavy truck

QUOTES INCLUDE IN THE DESCRIPTION

This list of the documents listed by the applicant has been generated automatically and is included solely for the better information of the reader. The list is not part of the German patent or utility model application. The DPMA assumes no liability for any errors or omissions.

Cited patent literature

• WO03059686 [0005]
• US 6783187 [0008]
• US 4141591 [0008]
• WO 2009/043643 [0024]
• DE 10224939 [0024]
• US 5546093 [0059]

Claims (10)

Vehicle combination (LSK) in mining operations, consisting of a driver-controlled master vehicle ( 1 . 32 ) and at least one coupled, driverless heavy-duty vehicle ( 2 ), characterized in that the coupling is a virtual coupling, and as an electronic drawbar ( 3 . 27 ) referred to as. Vehicle combination according to claim 1, characterized in that the driver-controlled master vehicle ( 1 . 32 ) in the design of a heavy-duty vehicle ( 32 ) with driver's cab ( 9 ) is formed, which is also provided for Erdmaterialtransporte. Vehicle combination according to claim 1, characterized in that the lead vehicle ( 1 ) is a maneuverable SUV, and is essentially intended for no Erdmaterialtransporte. Vehicle combination according to claim 1 to 3, characterized in that at least one of the vehicles ( 1 . 32 . 2 ) in the design of a bidirectional vehicle ( 7 ) is formed, and in both possible directions, can achieve fast speeds. Vehicle combination according to claim 1 to 4, characterized in that all necessary electronic devices ( 6 ) for activating, deactivating and operating the electronic drawbars ( 3 . 27 ), both in the vehicles ( 1 . 32 . 2 ) as well as in and above the mining operation ( 4 ); in particular equipment such as transmitters, receivers, data processing equipment, satellites ( 5 ), GPS or Galileo systems, Landmarks ( 17 ), Sensors, controls, monitors and reversing cameras. Method of use for vehicle combinations (LSK) according to claim 1 to 5, characterized in that when driving transport routes ( 19 ) the host vehicle ( 1 . 32 ) several heavy goods vehicles ( 2 ) are virtually coupled, and thus form a convoy. Method of use for vehicle combinations (LSK) according to claim 1 to 6, characterized in that at suitable input cable transfer points (UE) or at appropriate unloading (A) or loading points (L), existing vehicle combinations are solved, and that at suitable output cable transfer points ( UA) or at suitable unloading (A) or loading points (L), new vehicle combinations are closed. Application method for vehicle combinations (LSK) according to claim 1 to 7, characterized in that uncoupled heavy-duty vehicles (LSK) 2 ) be manually or automatically moved by means of mining-side given, stationary or mobile set remote controls. Operating method for vehicle combinations (LSK) according to claim 1 to 8, characterized in that in the moving leader vehicle ( 1 . 32 ) support at least two drivers. Application method for vehicle combinations (LSK) according to claim 1 to 9, characterized in that in the course of complete Transportzyclen, long roadways ( 19 ) with closed vehicle combinations (LSK), and that at vehicle terminations (A, L, S) and / or between their transfer points (UE, UA) the vehicle combinations are at least partially released, so that the separated vehicles ( 1 . 32 . 2 (LWS) and heavy goods vehicle wagons (SWS) are driving independently of each other, and that, further, drivers of 1 . 32 ) according to existing Nachzüglerfahrzeuge ( 33 ) to repeat previously stored routes.

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