EP4705618A1

EP4705618A1 - System and method for coordinating movements of vehicles in a mining environment, and an underground mining vehicle

Info

Publication number: EP4705618A1
Application number: EP23724055.1A
Authority: EP
Inventors: Henrik HOLMERTZ; David SPOVE; Felix DEFAIRE; Anton LIFWERGREN; Jonatan JONSSON; Gunnar Persson
Original assignee: Epiroc Rock Drills AB
Current assignee: Epiroc Rock Drills AB
Priority date: 2023-05-02
Filing date: 2023-05-02
Publication date: 2026-03-11
Also published as: AU2023446554A1; WO2024228641A1

Abstract

A traffic control system and method are provided for coordinating movements of one or more underground mining vehicles out of a plurality of vehicles in a mining environment comprising a plurality of travel zones and one or more step-off zones. A travel zone comprises an anchor point that is a point, associated with a respective step-off zone, at which a vehicle, assigned a route, is allowed to step off of the route to the step-off zone. The method comprises assigning, to a first vehicle, a first route comprising start and end points and multiple zones. In response to the first vehicle requesting to use an anchor point, it is determined whether it has been announced that the step-off zone is assigned to a second vehicle. Movement of the first vehicle is controlled responsive to determining whether it has been announced that the step-off zone is assigned to the second vehicle.

Description

TITLE

SYSTEM AND METHOD FOR COORDINATING MOVEMENTS OF VEHICLES IN A MINING ENVIRONMENT, AND AN UNDERGROUND MINING VEHICLE

TECHNICAL FIELD

[0001] The disclosure relates to a control system and method for coordinating movements of autonomous vehicles in a mining environment. It further relates to an underground mining vehicle, a computer program product, and a computer-readable medium.

BACKGROUND

[0002] In mining and tunnelling, developments are constantly underway to improve efficiency, productivity, and safety. One of the leading areas in which changes/improvements are increasingly taking place is automation, full or partial, of various processes occurring in mining/tunneling.

[0003] Mining vehicles, e.g., trucks, for underground mining and tunneling can perform various tasks in environments that are dark and often inaccessible by foot and may generally be not comfortable for human drivers. Thus, it is often desirable that mining vehicles or machines that operate in an underground environment can be driven in a fully autonomous mode, i.e. , without an onboard operator being required to control the machines during machine operation.

[0004] An example of mining vehicles where automated operation is typically considered to be beneficial are so-called load-haul-dump (LHD) machines. These mining vehicles represent vehicles that may be used to remove and transport broken rock/ore from a certain location, e.g., a position where blasting has been performed, to a particular place where the broken rock is dumped. After dumping their load, at the place that may be referred to as a dump point or location, the LHD machines typically return to an initial (start) location to pick up a new load. Thus, these vehicles often travel the same route over and over again, which makes the travel between load and dump locations well suited for automation. There are also various other situations where automation may prove beneficial.

[0005] Autonomous operation of multiple vehicles presents certain challenges related to the requirement to accurately control operation of the vehicles, e.g., in a manner than does not create conflicts in vehicle movements. In certain worksites, multiple machines may be traveling common areas where deadlocks may occur, e.g., when vehicles are facing each other and thereby prevent each other from further movements. For example, in environments where LHD machines are employed, multiple machines may be traveling a commonly shared area on the way to and from the dump locations. In use, in such shared areas, situations may occur when machines lock each other such that further operation is not possible. Thus, a driver intervention may be required, which creates safety hazards and wastes time and thus costs.

SUMMARY

[0006] Aspects of the present disclosure relate to a method for coordinating movements of vehicles, such as autonomous vehicles, in a mining environment.

[0007] In an aspect, a computer-implemented method is provided for coordinating movements of one or more vehicles out of a plurality of vehicles in a mining environment comprising a plurality of travel zones and one or more step-off zones. A respective travel zone comprises one or more anchor points. The method comprises assigning one or more routes to the one or more vehicles out of the plurality of vehicles, each route comprising zones selected from the plurality of travel zones, wherein the one or more anchor points are one or more points, each associated with a respective step-off zone out of the one or more step-off zones, at which a vehicle, assigned the route, is allowed to step off of the route to the step-off zone. A first vehicle from the plurality of vehicles is assigned a first route comprising a start point, an end point, and a first plurality of zones that are selected from the plurality of travel zones, to be traversed by the first vehicle as the first vehicle travels the first route from the start point to the end point. The method also comprises, in response to the first vehicle requesting to use an anchor point in the first route, determining whether it has been announced that the step-off zone is assigned to a second vehicle from the one or more vehicles; and controlling movement of the first vehicle responsive to determining whether it has been announced that the step-off zone is assigned to the second vehicle.

[0008] The method provided herein is flexible and robust, and has various advantages over existing approaches for coordinating movements of vehicles in an enclosed environment. One of the advantages of the present method is that a need to synchronize the routes of all vehicles among the one or more vehicles, e.g., in a fleet of vehicles, is eliminated. The vehicle may travel to the next step- off zone, such as e.g. a possible parking place, which allows the vehicles to come as close to a target destination as possible before the vehicle may potentially pause for further actions.

[0009] The method allows avoiding deadlocks which may otherwise occur when two or more vehicles in the mining environment are lock each other out of further movements. Furthermore, the method allows for every controlled vehicle to travel as far as possible on its route, whereby waiting times e.g. when a vehicle is stationary due to other vehicle's positions and movements, are reduced. As a further advantage, if an announcement made by a vehicle overlaps another announcement, both vehicles may still start moving in their respective travel directions, and the first vehicle to reach the overlap may enter the block of zones with the overlapping announcements, if the block of zones may be seized by that vehicle. There is no need for synchronizing the vehicles' speed, and no vehicle is dependent on a pre-planned order of vehicles to enter an area with overlapping routes. This greatly increases the efficiency of the method.

[0010] Also, even though a vehicle may be controlled to temporarily stop at a step-off zone, while waiting for another one or more vehicles to pass, the traffic control system and/or the vehicle may then plan and execute the first route with some changes, to reach a target destination.

[0011] In some examples, the controlling movement of the first vehicle comprises, responsive to determining that it has been announced that the step-off zone is assigned to the second vehicle, determining whether the second vehicle is requesting to use a current step-off zone assigned to the first vehicle; and, responsive to determining that the second vehicle is not requesting to use the current step-off zone, controlling the first vehicle to remain at a current position, and monitoring for indication of a status change of at least one zone in a path towards a current destination of the first vehicle.

[0012] In some examples, the method comprises, responsive to determining that the second vehicle is requesting to use the current step-off zone, controlling movement of the first vehicle based on a first priority level assigned to the first vehicle and a second priority level assigned to the second vehicle, or based on an order in which the first vehicle has requested to use the anchor point and the second vehicle has requested to use the current step-off zone.

[0013] In some examples, controlling movement of the first vehicle based on the first priority level assigned to the first vehicle and the second priority level assigned to the second vehicle comprises, when the first priority level is lower than the second priority level, controlling the first vehicle to move to the current step-off zone to thereby allow the second vehicle to pass; and when the first priority level is higher than the second priority level, announcing that one or more zones in a path towards the current destination of the first vehicle are assigned to the first vehicle and controlling movement of the first vehicle towards the current destination of the first vehicle, wherein the second vehicle is controlled to move to the step-off zone to thereby allow the first vehicle to pass.

[0014] In some examples, the determining whether it has been announced that the step-off zone is assigned to the second vehicle from the one or more vehicles, in response to the first vehicle requesting to use the anchor point in the first route, is performed when the first route comprises the anchor point to be requested by the first vehicle.

[0015] In an aspect, an underground mining vehicle is provided. The underground mining vehicle comprises processing circuity for coordinating movements of one or more vehicles out of a plurality of vehicles in a mining environment comprising a plurality of travel zones and one or more step-off zones, wherein a respective travel zone comprises one or more anchor points. The processing circuitry of the underground mining vehicle is configured to perform the method in accordance with examples of the present disclosure.

[0016] According to an aspect of the disclosure, a computer program product comprising instructions, which, when executed by processing circuitry, cause the processing circuitry to perform actions in accordance with examples of the present disclosure.

[0017] According to an aspect of the disclosure, a computer-readable storage medium is provided. The computer-readable storage medium has stored thereon a computer program product comprising instructions which, when executed by processing circuitry, cause the processing circuitry to perform the method in accordance with examples of the present disclosure.

[0018] In an aspect, a traffic control system is provided that comprises comprising processing circuitry for coordinating movements of one or more vehicles out of a plurality of vehicles in a mining environment comprising a plurality of travel zones and one or more step-off zones. A respective travel zone comprises one or more anchor points. The processing circuitry is configured to assign one or more routes to the one or more vehicles out of the plurality of vehicles, each route comprising zones selected from the plurality of travel zones, wherein the one or more anchor points are one or more points, each associated with a respective step-off zone out of the one or more step-off zones, at which a vehicle, assigned the route, is allowed to step off of the route to the step-off zone. A first vehicle from the plurality of vehicles is assigned a first route comprising a start point, an end point, and a first plurality of zones that are selected from the plurality of travel zones, to be traversed by the first vehicle as the first vehicle travels the first route from the start point to the end point. The processing circuitry is configured to, in response to the first vehicle requesting to use an anchor point in the first route, determine whether it has been announced that the step-off zone is assigned to a second vehicle from the one or more vehicles; and control movement of the first vehicle responsive to determining whether it has been announced that the step-off zone is assigned to the second vehicle.

[0019] In some examples, the processing circuitry of the traffic control system is configured to control movement of the first vehicle by, responsive to determining that it has not been announced that the step-off zone is assigned to the second vehicle, announcing that the step-off zone and at least one zone from the first plurality of zones in a path towards the step-off zone are assigned to the first vehicle, and controlling movement of the first vehicle towards the step-off zone.

[0020] In some examples, the processing circuitry is configured to control movement of the first vehicle by, responsive to determining that it has been announced that the step-off zone is assigned to the second vehicle, determining whether the second vehicle is requesting to use a current step-off zone assigned to the first vehicle; and, responsive to determining that the second vehicle is not requesting to use the current step-off zone, controlling the first vehicle to remain at a current position, and monitoring for indication of a status change of at least one zone in a path towards a current destination of the first vehicle.

[0021] In some examples, the processing circuitry is further configured to, responsive to determining that the second vehicle is requesting to use the current step-off zone, control movement of the first vehicle based on a first priority level assigned to the first vehicle and a second priority level assigned to the second vehicle, or based on an order in which the first vehicle has requested to use the anchor point and the second vehicle has requested to use the current step-off zone.

[0022] In some examples, the processing circuitry is further configured to control movement of the first vehicle based on the first priority level assigned to the first vehicle and the second priority level assigned to the second vehicle by, when the first priority level is lower than the second priority level, controlling the first vehicle to move to the current step-off zone to thereby allow the second vehicle to pass; and, when the first priority level is higher than the second priority level, announcing that one or more zones in a path towards the current destination of the first vehicle are assigned to the first vehicle and controlling movement of the first vehicle towards the current destination of the first vehicle, wherein the second vehicle is controlled to move to the step-off zone to thereby allow the first vehicle to pass. [0023] The controlling movements of the first and second vehicles based on or in dependence on their priority levels is advantageous since a deadlock is avoided. Furthermore, for the vehicle with a lower priority, a route may be adjusted. Thus, even if a vehicle's route may be aborted, it occurs only temporarily, while the adjusted or modified route is planned.

[0024] In some examples, the processing circuitry is further configured to determine whether it has been announced that the step-off zone is assigned to the second vehicle from the one or more vehicles, in response to the first vehicle requesting to use the anchor point in the first route, when the first route comprises the anchor point to be requested by the first vehicle.

[0025] In an aspect, an underground mining vehicle is provided. The underground mining vehicle comprises processing circuity and configured to be controlled by a traffic control system for coordinating movements of one or more vehicles out of a plurality of vehicles in a mining environment comprising a plurality of travel zones and one or more step-off zones, wherein a respective travel zone comprises one or more anchor points. The processing circuitry of the underground mining vehicle is configured to obtain an assignment of a first route from the traffic control system, the first route comprising a start point, an end point, and a first plurality of zones that are selected from the plurality of travel zones and to be traversed by the vehicle as the vehicle travels the first route from the start point to the end point; request to use an anchor point in the first route; and determine whether it has been announced that the step-off zone is assigned to a second vehicle from the one or more vehicles. The processing circuitry is also configured to, responsive to determining that it has not been announced that the step-off zone is assigned to the second vehicle, announce that the step-off zone and at least one zone from the first plurality of zones in a path towards the step-off zone are assigned to the vehicle, and obtain a command for the vehicle to move towards the step-off zone. The processing circuitry is also configured to, responsive to determining that it has been announced that the step-off zone is assigned to the second vehicle, and responsive to determining that the second vehicle is not requesting to use a current step-off zone assigned to the vehicle, obtain a command for the vehicle to remain at a current position, and obtain a command to monitor for indication of a status change of at least one zone in a path towards a current destination of the vehicle.

[0026] In some examples, the processing circuitry of the underground mining vehicle is further configured to, responsive to determining that the second vehicle is requesting to use the current step- off zone, obtain a command for the vehicle to move based on a first priority level assigned to the vehicle and a second priority level assigned to the second vehicle, or based on an order in which the vehicle has requested to use the anchor point and the second vehicle has requested to use the current anchor point. The obtaining a command for the vehicle to move based the first priority level assigned to the vehicle and the second priority level assigned to the second vehicle may comprise, when the first priority level is lower than the second priority level, obtaining a command for the vehicle to move to the current step-off zone to thereby allow the second vehicle to pass; and when the first priority level is higher than the second priority level, announcing that one or more zones in a path towards the current destination of the vehicle are assigned to the vehicle and obtaining a command for the vehicle to move towards the current destination of the vehicle, wherein the second vehicle is controlled to move to the step-off zone to thereby allow the vehicle to pass.

[0027] Additional features and advantages are disclosed in the following description, claims, and drawings. Furthermore, additional advantages will be readily apparent from the present disclosure to those skilled in the art or recognized by practicing the disclosure as described herein. There are also disclosed herein control units, computer program products, and computer-readable media associated with the above discussed technical effects and corresponding advantages.

BRIEF DESCRIPTION OF THE DRAWINGS

[0028] With reference to the appended drawings, below follows a more detailed description of aspects of the disclosure cited as examples.

[0029] FIG. 1 A illustrates an example of a mining environment.

[0030] FIG. 1 B illustrates an example of a mining environment with smaller travel zones. [0031] FIGs. 2A and 2B are block diagrams illustrating a method for coordinating movements of one or more vehicles out of a plurality of vehicles in a mining environment comprising a plurality of travel zones, in accordance with an example.

[0032] FIG. 3 is a block diagram further illustrating a method for coordinating movements of one or more vehicles out of a plurality of vehicles in a mining environment comprising a plurality of travel zones, in accordance with an example.

[0033] FIGs. 4A, 4B, 4C, 4D, 4E, and 4F are schematic illustrations of an example of a sequence of movements of vehicles in a mining environment, the movements being coordinated using the method of FIGs. 2A, 2B, and 3.

[0034] FIGs. 5A, 5B, 50, 5D, 5E, and 5F are schematic illustrations of an example of a sequence of movements of vehicles in a mining environment, the movements being coordinated using the method of FIGs. 2A, 2B, and 3.

[0035] FIGs. 6A and 6B are schematic block diagrams illustrating an example of a traffic control system, in accordance with aspects of the present disclosure.

[0036] FIG. 7 is a schematic block diagram illustrating an example of an underground mining vehicle, in accordance with aspects of the present disclosure.

DETAILED DESCRIPTION

[0037] In a mining environment, there may be multiple machines or vehicles, e.g., autonomous vehicles, in a confined area. The mining environment can have a specific configuration that may depend on a quality of rock and sediments in the area, the mining needs, and other factors. Typically, there are multiple tunnels where mined material is obtained, and the tunnels are connected to a common area that provides access to a central dumping point where the material is being deposited. [0038] FIG. 1 A depicts an example of a mining environment 10 comprising multiple, six in this example, tunnels, collectively labeled as 20, connected to two shared tunnels 40a, 40b leading to a shared dumping location or point 45, which may be a central location. The tunnels are typically narrow and it may be difficult to maneuver a vehicle within a tunnel. As shown schematically in FIG. 1 , multiple underground mining vehicles 50a, 50b, 50c, 50d, 50e, and 50f may be operated in the mining environment 10 for moving mined material from draw points or locations, collectively labeled as 30, in the respective tunnels 20, to the dumping point 45 where the material is deposited. The mining vehicles 50a-50f may be autonomous vehicles, such as e.g., fully or partially autonomous vehicles. One or more of the mining vehicles 50a-50f may be load-haul-dump (LHD) machines. A vehicle of the mining vehicles 50a-50f may travel, via one of the common tunnels 40a, 40b, from a draw location to the dumping point 45, and then back to the draw location. [0039] A mining area such as e.g. the mining environment 10 may be well suitable for operating autonomous vehicles therein, since the environment 10 has a specific configuration and paths traveled by the vehicles in the confined area are at least to some degree predefined. At the same time, the vehicles need to be controlled in a manner that would ensure their efficient operation and avoid deadlocks. The tunnels in the mine are typically narrow, and there may be limited possibilities for the vehicles to meet and/or pass each other. Also, there may be a situation when several vehicles are moving or tramming in a loop between load and dump point where parts of the tunnel are used in both directions and meeting points can handle only a limited number of vehicles.

[0040] Situations may occur when vehicles in the mining environment are in a deadlock, e.g. they are locking each other such that further movement of both is not possible. A deadlock is a situation where two or more vehicles have come to a standstill, head to head, and one of them needs to divert from its planned path to be able to solve the situation. Various scenarios are possible where two or more vehicles are in conflict regarding giving way to one another. Such situations may result in significant delays, e.g., when one or more vehicles are forced to wait to access traffic zones currently in use by other vehicle(s). In some cases, even a human driver intervention may be required. However, a mining environment is often hazardous to humans, and resolving vehicle movements conflicts by resorting to human drivers is not desirable. Moreover, efforts to coordinate vehicle movements require time and resources, including, e.g. processor load on a central controller. Also, delays in vehicle operation decrease efficiency and increase operating costs of the work performed in the mine.

[0041] Various approaches exist to controlling operation of autonomous vehicles in a mining environment. In existing approaches, each of the tunnels 20 can be represented as a traffic zone, as shown in FIG. 1 A by a traffic zone 22. Similarly, the shared tunnels 40a, 40b may each be represented as a respective traffic zone 42a, 42b, as also shown in FIG. 1 A. The traffic zones are computer- implemented representations of portions of the actual mining environment. The traffic zones can be defined on a per-machine basis. This may however not be suitable for controlling movements of vehicle in the mining environment 10 since potential deadlocks may not be resolved.

[0042] In some approaches, in an attempt to avoid vehicle deadlocks, a commonly shared area, e.g., the shared tunnels 40a, 40b of FIG. 1 A, may be defined as one single traffic zone, such that only one vehicle may be allowed to access such zone at a time. This however creates significant delays since all other vehicles are required to wait outside of that zone. Also, the vehicles can be waiting, for the zone to become accessible, at a distance from the central dumping location, such that even as the vehicle is allowed to enter the zone, it still needs to travel quite far towards the dumping location and back. [0043] Accordingly, a method in accordance with aspects of the present disclosure involves controlling movements of the vehicles in a mining environment in a manner that avoids deadlocks. Smaller traffic zones may be defined in a mining environment, and underground mining vehicles may be controlled such that vehicle waiting times are reduced and a vehicle may be allowed to move closer to the dumping point before it is required to stop. FIG. 1B shows that the shared tunnels 40a, 40b, also shown in FIG. 1A, can be represented by a number of smaller zones - the shared tunnel 40a has zones 43a-43f and the shared tunnel 40b has zones 44a-44f. A larger number of smaller traffic zones allows a more fine-tuned control of movements of the vehicles in the mining environment 10. The smaller zones may have any suitable sizes and shapes, including regular and irregular shapes.

[0044] Furthermore, as discussed further below, in the travel zones, a respective travel zone may comprise one or more anchor points that are one or more points, each associated with a respective step-off zone out of the one or more step-off zones, at which a vehicle, assigned a route, is allowed to step off of, or out of, the route to the step-off zone.

[0045] The anchor points may be predefined in the mining environment such that, as the vehicle is controlled to travel its assigned route, anchor points are selected for potential use by the vehicle. It should be noted that the anchor points may be located in different places for different types of vehicles. For example, certain vehicles may fit in places where other vehicles may not fit. Anchor points may be vehicle- or machine-type specific. Accordingly, for certain vehicle types, anchor points, even if defined in a mining environment, may not be used.

[0046] Regardless of the specific way in which the vehicle steps off its path, the vehicle moves, to the step-off zone, which may also be referred to as a back-off zone, to allow another vehicle to pass by. In examples in accordance with the present disclosure, an anchor position or point is defined in a travel zone which is or at a crossroad, or intersection, or another area having an associated step-off zone. A vehicle may be controlled to move from one anchor point to another, so that it is ensured that, if needed, the vehicle may move to a step-off zone associated with a respective anchor point to allow another vehicle to pass, thereby avoiding a potential deadlock.

[0047] Some of the travel zones may be designated to be step-off zones which correspond to portions in the mining environment where a vehicle can park or where vehicles can meet such that one passes while another is stationary. In some cases, a step-off zone may be a relatively small area that is used only for stopping or parking the vehicle.

[0048] As also shown in FIG. 1 B, a controller, e.g., a traffic control system 24 may be configured to coordinate movements of one or more vehicles out of a plurality of vehicles operating in the mining environment 10. The traffic control system 24 may be a remote computer or control system, such that it can be located externally to the mining environment 10. In some examples, any one or more out of the underground mining vehicles 50a, 50b, 50c, 50d, 50e, and 50f, collectively numbered as underground mining vehicles 50, may comprise or operate as the traffic control system 24. The traffic control system 24 may comprise processing circuitry configured to perform methods in accordance with examples herein.

[0049] The traffic zones are computer-implemented representations of portions of the actual mining environment, and a traffic zone may be said to include or comprise an anchor point. Accordingly, even though the description herein refers to a vehicle traveling the zones and requesting use of anchor points, it should be noted that the travel zones are virtual entities used to control or coordinate movements of vehicles operating in the mining environment. For example, a map or another representation of the mining environment may be used to define the travel zones. The traffic control system or another system is configured to coordinate movements of the vehicles in the mining environment using computer-implemented instances of vehicles, the instances representing corresponding physical vehicles. The traffic control system also uses information acquired from the vehicles operating in the mining environment.

[0050] FIGs. 2A and 2B illustrate a process or method 200 for coordinating movements of one or more vehicles out of a plurality of vehicles in a mining environment comprising a plurality of travel zones and one or more step-off zones. The one or more step-off zones may be included in the plurality of travel zones. The plurality of travel zones may comprise zones that may be considered to be step-off zones, e.g., they may be suitable to be used as step-off zones and they may be taken as step-off zones for the purposes of coordinating movements of the one or more vehicles in accordance with examples of the present disclosure. A respective travel zone out of the plurality of travel zones comprises one or more anchor points. The one or more vehicles out of the plurality of vehicles may comprise all or some of the vehicles from the plurality of vehicles. The one or more vehicles may be part of a fleet of vehicle, or the vehicles may form the fleet of vehicles.

[0051] An example of a mining environment 100 comprising a plurality of travel zones 102, as well as movements of the vehicles in the mining environment 100, are shown in FIGs. 4A-4F and FIGs. 5A- 5F. The method 200 is described in connection with FIGs. 4A-4F and FIGs. 5A-5F illustrating an example of coordinating movements of vehicles in the mining environment 100. The mining environment 100 may be similar to mining environment 10 shown in FIG. 1 B. The plurality of travel zones 102 may comprise multiple zones that may be non-overlapping zones, and neighboring zones may be defined such that they are adjacent to one another. The zones may be delineated in the entirety or part of the mining environment 100, and they may have any suitable shapes and sizes. Rectangular zones are shown in FIGs. 4A-4F and in FIGs. 5A-5F as an example only, as the zones out of the plurality of travel zones 102 may have any suitable shapes, including regular and irregular shapes, depending e.g. on specific topography of the mining environment 100, tasks performed by the vehicles in the mining environment 100, and other factors. The mining environment 100 may include any suitable number of travel zones of varied sizes and shapes.

[0052] The method 200 is a computer-implemented method that may be performed by a controller, e.g., by a traffic control system, such as by processing circuity of the traffic control system 24 of FIG. 1 B.

[0053] At block 202 of FIG. 2A, the method 200 comprises assigning one or more routes to the one or more vehicles out of the plurality of vehicles, each route comprising zones selected from the plurality of travel zones 102. One or more anchor points are one or more points that are each associated with a respective step-off zone out of the one or more step-off zones. At an anchor point, a vehicle, assigned the route, is allowed to step off of the route to the step-off zone with which that anchor point is associated. The zones in the route are zones that are selected from the plurality of travel zones 102 for the vehicle to travel these zones as the vehicle travels the route. As shown in the example of FIG. 4A, the plurality of travel zones 102 may be defined in the mining environment 100, and the division of the tunnels and other structures in the mining environment 100 into the travel zones 102 may depend on a configuration of the mining environment 100 and other factors. A larger number of smaller zone may be defined in accordance with the method described herein, such as only one vehicle may be located per travel zone. In the example of FIG. 4A, the plurality of travel zones 102, also referred to herein as zones, comprise travel zones 104a, 104b, 104c, 104d, 104e, 104f, 104g, 104h, 1041, 104y that are defined in a commonly used tunnel, travel zones D1 , Sa, D2, Sb, Dx of which zones D1 , D2, and Dx may be referred to as drives and zones Sa and Sb may be referred to as step-off zones. The drives D1 , D2, ... , Dx may be or may include load points where vehicles are loaded with the mined material to be transported to a dump or dumping point.

[0054] The travel zones 104a- 104y may be used by vehicles to access a dumping location or point 145 at the travel zone 1041. The vehicles may be parked in the drive, and/or material may be mined at the drives, such that draw locations e.g. draw locations 30 (FIGs. 1 A and 1 B) may be within one or more of the drives D1-Dx.

[0055] The step-off zones may be defined in the mining environment 10, e.g. using a map of the mine or mining environment 10. The definition of the step-off zones may be done manually, automatically, or as a combination thereof.

[0056] The mining environment may include any suitable number of travel zones, as shown by the travel zones 104y and Dx. The mining environment may include any suitable number of drives and step-off zones. Also, the mining environment may have any suitable configuration, such that the mining environment 100 is shown in FIGs. 4A-4F and in FIGs. 5A-5F by way of example only, to illustrate the method in accordance with aspects of the present disclosure.

[0057] In FIG. 4A, a first underground mining vehicle 106, depicted as V1 , is assigned a first route

105 comprising a start point 107, an end point 109, and a first plurality of zones 111 that are selected from the plurality of travel zones 102, the first plurality of zones 111 to be traversed by the first vehicle

106 as the first vehicle 106 travels the first route 105 from the start point 107 to the end point 109. The first route 105 is mapped onto the plurality of travel zones 102. The first route 105 is assigned to the first vehicle 106 in the sense that it is planned for the first vehicle 106, and it may therefore be said that the first route 105 is planned for the first vehicle 106.

[0058] Announcements regarding zone assignments to the first vehicle will be made to a next reachable anchor point or to another current destination, rather than for the entire first route 105. This may advantageously allow vehicles behind and in front of the first vehicle to travel zones included in the first route, because more zones are available for traffic in the mining environment.

[0059] The current destination may be a target destination or target, or the current destination may be a step-off zone on the way to the target destination. The current destination may be a final destination e.g. the end point in the route, or an intermediate destination e.g. a dumping point where the vehicle would turn back to travel to the end point which may coincide with the start point for a roundtrip route.

[0060] In this example, the first route 105 is a round-trip route between the start point 107 and the end point 109 such that the end point 109 coincides with the start point 107. The round-trip is from the travel zone D1 to the dumping point 145 in the travel zone 1041, as shown by a target 108 of the first vehicle 106, and back to the travel zone D1 . The target or a target destination 108 may also be referred to herein as an intermediate destination, while the travel zone D1 may be a final destination. There are step-off zones Sa and Sb that in some cases may be considered to be part of the first route 105, even though the vehicle may use these zones in some cases, only if it is required, to allow another vehicle to pass by, in which cases it is said that the first vehicle moves to a step-off zone or steps off of or out of the first route to the step-off zone. Depending on circumstances in the mining environment, including for example movements of other vehicles traveling their routes, and priority levels of the first vehicle and other vehicles, the step-off zones Sa and Sb may or may not become to be assigned to the first vehicle 106.

[0061] At a certain point in time during the first vehicle 106 traveling the first route 105, a respective anchor point positioned in a certain zone in the first route 105 may be associated with the step-off zone Sa or Sb. The association may indicate that the first vehicle 106 may move to the step-off zone from the zone in which the anchor point is positioned, and both the anchor point and the corresponding step-off zone may be announced to be assigned to the first vehicle. A position of the anchor point may depend on a direction in which the first vehicle 106 is traveling. The position of the anchor point, meaning a zone at which the anchor point may be positioned, depends on where the vehicle needs to make a decision regarding a next portion of the route at the latest. For example, as the first vehicle is approaching its current anchor point, a decision may be made regarding a next anchor point in the first route 105. The anchor point may be positioned e.g. where the routes split and where there is space, in what is referred to as a step-off zone herein, for the vehicle to move to allow another vehicle to pass. An anchor point that is temporarily associated with a step-off zone may be positioned in different ways relative to that step-off zone. For example, the anchor point may be positioned in a travel zone before the step-off zone, in a travel direction of the vehicle, or after the step-off zone.

[0062] The zone with the anchor point may be adjacent to the step-off zone or the zone with the anchor point may be some distance away from the step-off zone depending on a specific configuration of the mine. For example, when the first vehicle 106 is traveling in the forward direction towards the dumping point 145 in the travel zone 1041, an anchor point in the zone 104b may be associated with the step-off zone Sa or an anchor point in the zone 104d may be associated with the step-off zone Sa, and an anchor point in the zone 104f may be associated with the step-off zone Sb or an anchor point in the zone 104h may be associated with the step-off zone Sb. When the first vehicle 106 is traveling in the reverse or return direction, from the dumping point 145 and towards the drive D1 , an anchor point in the zone 104h may be associated with the step-off zone Sb or an anchor point in the zone 104f may be associated with the step-off zone Sb, and an anchor point in the zone 104d may be associated with the step-off zone Sa or an anchor point in the zone 104b may be associated with the step-off zone Sa.

[0063] In a similar manner, a second underground mining vehicle 116, depicted as V2, from the plurality of vehicles, is assigned a second route comprising a start point, an end point, and a second plurality of zones that are selected from the plurality of travel zones 102, to be traversed by the second vehicle 116 as the second vehicle 116 travels the second route. In FIGs. 4A-4F, the second route is a round-trip from the travel zone D2 via the zones 104e, 104f, 104g, 104h, to the travel zone 1041, and back from the travel zone 1041 via the zones 104h, 104g, 104f, 104e, to the travel zone D2. For conciseness, numerical references are not included for all of the features related to the second vehicle 116. It should be noted that the vehicles are referred to herein as first and second for description only and not to indicate any specific vehicles or a specific order. Also, the description of the first vehicle 106 applies to the second vehicle 116.

[0064] At block 208, the method 200 comprises, in response to the first vehicle requesting to use an anchor point in the first route, determining whether it has been announced that the step-off zone is assigned to a second vehicle from the one or more vehicles. The step-off zone is a step-off zone with which the requested anchor point is associated, i.e. this is the step-off zone to which the vehicle would move from the anchor point in case such move is required, to allow another vehicle to pass. As used herein, requesting to use the anchor point includes indicating an intention to use a respective zone, which includes the anchor point, for travel, wherein the corresponding step-off zone with which the anchor point is associated allows the vehicle to temporarily move, or step off, of the first route. The step-off zone thus becomes reserved for use by the first vehicle.

[0065] The requesting to use the anchor point, which may be made by the traffic control system or by the vehicle 106, is performed computationally. If the request to use the anchor point is successful, as explained in more detail below, it may be announced that the step-off zone and at least one zone from the first plurality of zones in a path towards the step-off zone are assigned to the first vehicle 106. It may also be announced that the anchor point is assigned to the first vehicle.

[0066] In examples herein, in some cases, when a vehicle is driving and approaching its current anchor point, a location for a next suitable anchor point is determined. When the vehicle has reached or about to reach its current anchor point, a request is made regarding the use of the next anchor point, referred to herein as the anchor point. The request is made so that the vehicle continues moving, without stopping, if the current situation allows this. If there is another, next anchor point in the first route which anchor point is reachable, the current anchor point may be said to be moved to the location of the next anchor point. Thus, if needed, the vehicle will have a way to get out of the way of another vehicle, e.g., of a higher priority vehicle.

[0067] With reference to FIG. 4A, in response to the first vehicle 106 requesting to use an anchor point 115 in the first route 105, it may be determined whether it has been announced that the step-off zone Sa is assigned to the second vehicle 116. In this example, the anchor point 115 is shown to be used by the first vehicle 106, and the step-off zone Sa has been determined not to be assigned to any other vehicle e.g. the second vehicle 116. Accordingly, the zones 104a, 104b, 104c as well as the step- off zone Sa are announced to be assigned to the first vehicle 106, as shown by a thick arrow 118a and a thick dashed arrow 118b. It should be noted that the first vehicle 106 does not intend to travel the step-off zone Sa, but it intends to use this zone in case of a potential conflict. Similarly, an anchor point 117 is shown to be used by the second vehicle 116, and the zones 104e, 104f, 104g as well as the step-off zone Sb are announced to be assigned to the second vehicle 116, as shown by a thick arrow 119a and a thick dashed arrow 119b.

[0068] As another example, in FIG. 4D also discussed below, the first vehicle 106, positioned in e.g. traveling the zone 104b where the anchor point 115 is located, may request to use an anchor point in the zone 104f, as shown by a dotted arrow 124. It should be noted that the request may be made when the first vehicle 106 is in the zone 104a. [0069] In some examples, the first vehicle 106 may be requesting to use an anchor point when the first vehicle is stationary, e.g. temporarily stopped and/or parked. The first vehicle 106 or the traffic control system 24 may be monitoring for an indication of a status change of at least one zone in a path towards a current destination of the first vehicle 106, and the indication of the status change may trigger an action such as e.g. the request to use an anchor point.

[0070] In some examples, the first vehicle may be requesting to use an anchor point when the first vehicle is positioned in the current step-off zone. The first vehicle may have moved to its current step- off zone to allow another vehicle to pass, and an adjustment to the first route assigned to, i.e. planned for, the first vehicle may be required to account for the temporary move to the current step-off zone. [0071] In embodiments herein, the announcing may be performed by the traffic control system, or in some examples by a vehicle. As mentioned above, the traffic control system may be or may be included in one of the vehicles operating in the mining environment 100. The announcement, also referred to herein as a zone assignment announcement, may be a message or notification alerting all of the one or more vehicles that one or more zones are assigned to the vehicle. For example, the announcement may be generated announcing that the step-off zone is assigned to the second vehicle, e.g., the second vehicle 116, the announcement alerting all of the one or more vehicles that the second vehicle 116 intends to use the step-off zone during the second route assigned to the second vehicle 116.

[0072] The announcement of the zones assigned to the vehicle informs other vehicles that the vehicle intends to travel the announced zones. For a round-trip route, the announcement may in some cases be regarding one or more zones to be traveled on the way towards a target and the one or more zones to be the traveled on the way back from a zone in which the vehicle is currently positioned.

[0073] It should be appreciated that the announcing, that one or more zones, including e.g. a step- off zone and an anchor point, are assigned to a vehicle, does not indicate that the assigned zones are used by the vehicle but rather indicates the intent to use. In embodiments herein, a use of a zone by a vehicle is indicated by seizing that zone for the vehicle e.g., by the traffic control system. A seized zone is necessarily announced. The zone is considered to be seized for that vehicle and/or by that vehicle as the vehicle occupies or is about to occupy the zone as the vehicle travels in a certain direction. For example, when a block of zones is seized, the vehicle travels the zones in the block one at a time. As the vehicle seizes one or more of the zones assigned to that vehicle, other vehicles are informed accordingly by generating an indication or indicating to the other vehicles that the one or more zones are currently seized i.e. allocated for use by the vehicle. As used herein, seizing the zone for the vehicle and by the vehicle may be used interchangeably as it refers to the act of temporarily reserving the zone for the exclusive use by that vehicle and informing of this other vehicles of the one or more vehicles operating in the mining environment. Because the movements of the vehicle may be controlled by a central controller, e.g. a traffic control system, or by another vehicle acting as a controller, or the vehicle itself may be that controller, the seizing of the zone and generating the corresponding indication to the other vehicles may be performed for the vehicle and/or by the vehicle.

[0074] An indication of one or more zones being seized for the vehicle may be in the form of an announcement, which is however different from the announcement that the one or more zones are assigned to that vehicle, and is therefore referred to herein as an indication of seizing or indication. The indication regarding one or more zones being seized for the vehicle informs other vehicles that the one or more seized, or, in other words, indicated to be seized, zones are allocated for use by that vehicle and are temporarily not allowed to be entered by any of the other vehicles. Thus, a zone that is currently seized for a vehicle is both announced to be assigned to that vehicle and indicated to be seized for and/or by that vehicle.

[0075] An indication regarding one or more zones being seized for the vehicle remains in force or exists until the indication is removed. Thus, when the vehicle leaves a previously seized zone, the indication that the zone was previously seized by the vehicle is removed, which means that the zone is released. In this way, other vehicles out of the one or more vehicles in the mining environment are informed that the previously seized zone is no longer seized. The other vehicles may use the released zone, provided other conditions allow for the use.

[0076] The releasing of the zone that was previously seized may also involve removing the announcement that the zone was assigned to the vehicle, though in some cases the released zone may remain to be announced. For example, when one or more zones are announced to be assigned to the vehicle in both forward and return directions, e.g., on the way towards and back from a target, respectively, an announcement is removed in the forward direction once the vehicle has traveled the zone in that direction, but an announcement in the reverse or return direction remains until the vehicle travels this zone again, on the way back to the zone from which the one or more zones are announced. [0077] Furthermore, in some cases, e.g., when an announcement overlap in zone assignments occurs, once a vehicle travels a zone, that zone main remain to be seized by that vehicle if the vehicle will need to traverse that zone again, e.g., to get out of a block of zones with an announcement overlap. For example, if releasing a traveled zone with an announcement overlap, once the vehicle e.g. a first vehicle has passed the zone in a forward direction, would make it possible for another vehicle to enter that zone and thereby lock the first vehicle out of further movements, the zone remains to be not only announced in a return direction, but also seized until the vehicle traverses the zone for the last time during traveling the assigned route. FIGs. 5A-5F, discussed below, illustrate an example of such situation. [0078] The information regarding a removal of the indication and/or the announcement regarding a zone may become available to other vehicles upon demand, i.e. there may be no need to actively inform all of the one or more vehicles that the indication and/or the announcement regarding the zone have been removed. Indeed, for vehicles that do not intend to use a certain zone, information regarding a release of that zone may not be relevant. At the same time, one or more vehicles may be proactively monitoring a status of a zone being currently seized, and these vehicles become informed of the release of that zone. A status of the zone and/or the block of zones may be monitored on behalf of the vehicle, e.g., by the traffic control system.

[0079] An announcement regarding one or more zones being assigned to the vehicle remains in force or exists until that announcement is removed. This announcement is removed once the vehicle no longer intends to use the one or more zones. Thus, as the vehicle leaves a previously seized zone, that zone becomes released by removing an indication that the previously seized zone was seized for the vehicle, and also an announcement may be removed regarding that zone being assigned to the vehicle such that it is indicated to other vehicles that the vehicle does not intend to use this zone.

[0080] As mentioned above, for a zone that has been announced to be assigned to the vehicle as part of a round-trip part of the route, in some cases, an announcement indicative of that zone being currently assigned to the vehicle may be removed once that zone is traveled by the vehicle for the last time during the trip. Thus, if the vehicle uses, i.e. traverses or travels, a zone on the way from a certain zone towards a current destination, e.g. a target such as a dumping point, and still intends to use that same zone on the way back to the certain zone, the announcement indicative of that zone being currently assigned to the vehicle remains in force. In some examples, one or more zones assigned to the vehicle as part of the round-trip route may be announced to be assigned to the vehicle in both directions, e.g. towards and away from the current destination. An announcement in a current direction, e.g., from a certain zone towards the current destination, may be removed once the vehicle travels the zone in the current direction and no longer intends to travel the zone in the same direction, whereas an announcement in an opposite direction, e.g., back to the certain zone, may remain until it is removed once the vehicle travels the zone in the opposite direction. At the same time, when that zone is not occupied by the vehicle, the zone may be released for potential use by other vehicles. In other words, the vehicle may need to seize the same zone more than once during traveling a portion of the assigned route. In some cases, the vehicle may traverse the same zone more than once when e.g. moving to a step-off zone.

[0081] The target may be a destination, e.g., a target at a zone comprising a dumping point, a start point in a certain zone, an end point in a certain zone, or another zone among the zones in the route assigned to the vehicle. For example, with reference to FIG. 4A, the first vehicle 106 has the target or target destination 108 in the zone 104i comprising the dumping point 145. When the first vehicle 106 travels back to the start point 107 at zone D1 , a target may be in the zone D1 , or the zone D1 may be referred as a target. Also in FIG. 4A, the second vehicle 116 has the target or target destination 120 in the zone 104i comprising the dumping point 145. When the second vehicle 116 travels back to the start point at zone D2, a target may be in the zone D2, or the zone D2 may be referred to as a target.

[0082] In FIG. 4A, the travel zone or drive D1 is marked with a pattern of vertical lines, thereby schematically indicating that the first vehicle 106 has currently seized the travel zone D1 . The travel zone or drive D2 is marked with a pattern of horizonal lines, thereby schematically indicating that the second vehicle 116 has currently seized the travel zone D2. Throughout the description herein, as shown in FIGs. 4A-4F and FIGs. 5A-5F, a zone marked with the pattern of vertical lines indicates that the zone is currently seized by the first vehicle 106, and a zone marked with the pattern of horizonal lines indicating that the zone is currently seized by the second vehicle 116.

[0083] FIGs. 4B-4F, discussed below, illustrate an example of further movements of the first vehicle 106 and the second vehicle 116 in the mining environment 100 shown in FIG. 4A. It should be noted that, for clarity of representation, not all elements in FIGs. 4B-4F are labeled, and that all numerical references shown in FIG. 4A apply to similar features in FIGs. 4B-4F.

[0084] Referring back to FIG. 2A, at block 209, the method 200 comprises controlling movement of the first vehicle 106 responsive to determining whether it has been announced that the step-off zone is assigned to the second vehicle 116. The traffic control system or another control system may control movement of the first vehicle 106 by sending commands to the first vehicle 106, such that the first vehicle 106 obtains the commands instructing it to move or in some cases to remain stationary.

[0085] In some examples, responsive to determining that it has not been announced that the step- off zone is assigned to the second vehicle, the method comprises announcing that the step-off zone and at least one zone from the first plurality of zones in a path towards the step-off zone are assigned to the first vehicle, and controlling movement of the first vehicle towards the step-off zone. If the requested anchor point is assigned to the first vehicle for potential use, it is also announced that, along with the step-off zone and at least one zone from the first plurality of zones in a path towards the step- off zone, the anchor point is assigned to the first vehicle. The step-off zone may be any zone such as e.g. a drive. For example, in FIG. 4A, any of the drives D1 , D2, .... Dx may be taken as a step-off zone in the present method.

[0086] The first vehicle may or may not be assigned a step-off zone with which a current anchor point would be associated. If the first vehicle is associated with such step-off zone, such zone is referred to as a current step-off zone. In some examples, responsive to determining that it has been announced that the step-off zone is assigned to the second vehicle, the method comprises determining whether the second vehicle is requesting to use a current step-off zone assigned to the first vehicle; and, responsive to determining that the second vehicle is not requesting to use the current step-off zone, controlling the first vehicle to remain at a current position, and monitoring for indication of a status change of at least one zone in a path towards a current destination of the first vehicle.

[0087] In some examples, the method comprises, responsive to determining that the second vehicle is requesting to use the current step-off zone, controlling movement of the first vehicle based on a first priority level assigned to the first vehicle and a second priority level assigned to the second vehicle, or based on an order in which the first vehicle has requested to use the anchor point and the second vehicle has requested to use the current step-off zone.

[0088] In some examples, when the first priority level is lower than the second priority level, the method comprises controlling the first vehicle to move to the current step-off zone to thereby allow the second vehicle to pass; and, when the first priority level is higher than the second priority level, controlling the movement of the first vehicle towards the anchor point, wherein the second vehicle is controlled to move to the step-off zone to thereby allow the first vehicle to pass. The vehicles among the one or more vehicles in the plurality of vehicles may be assigned priority based on one or more out of a current direction of movement of the vehicle, a load carried by the vehicle, a size of the vehicle, and other factors. The priority level assigned to a vehicle of the one or more vehicles operating in the mining environment may be changed or updated as the vehicle moves in the mining environment. A priority level may be assigned in dependence on features of the vehicle and/or a route traveled by the vehicle, such that the vehicles and/or routes are prioritized in order to reduce power consumption, facilitate an evenly distributed production or machine usage, and to increase the overall production of the vehicles in the mining environment.

[0089] For example, if a heavier vehicle, e.g. due to the carried load, is traveling towards the dumping point, this vehicle may be assigned a higher priority level than a vehicle that is not carrying a load, and is therefore lighter, and is traveling away from the dumping point, e.g., back to a site where material is being mined or to another location. The vehicles may be of the same size and/or type, or of different sizes and/or types. As another example, a larger vehicle may be assigned a higher priority level than a smaller vehicle. As a further example, vehicles traveling or tramming upwards may be prioritized over vehicles traveling or tramming downwards, thereby reducing energy consumption and vehicle wear. In some examples, additionally or alternatively, vehicles with shorter routes may be prioritized over vehicles with longer routes. Any one or more of the above examples, as well as other examples, may be applied to assign priority levels to the vehicles in the mining environment. [0090] The priority level may be represented as a numerical value, a categorical value, or a value of another format, including a combination of numerical and categorical values. There may be two or more priority levels defined for use in prioritizing vehicles in the mining environment. The priority level, which may also be referred to as a weight, may be assigned to two or more vehicles that are in a potentially conflicting situation, to facilitate a resolution of the conflict. In some examples, each vehicle among the one or more vehicles may be assigned a priority level. As mentioned above, a vehicle priority level may be updated, possibly even during the same route traveled by the vehicle, e.g., as the vehicle is loaded and unloaded, or in other circumstances.

[0091] In some examples, the vehicles may not be assigned priority levels, and their movements may be prioritized on a first come, first served basis. This may be done, e.g., based on an order of arrival of the vehicles to a certain zone, and/or based on an order of zone announcements made by the vehicles.

[0092] In some examples, when the vehicle's current destination is towards the dumping point and there are no anchor points on the way towards the dumping point, a search for a location of the next anchor point continues along the assigned route in a return direction or in other words along a return route. If an anchor point exists in the route in the return direction of the travel of the vehicle, the vehicle may request the use of that anchor point, as shown at block 206 of FIG. 2B.

[0093] In some cases, there may be no anchor points in the route until the final destination. If no anchor point location exists until the vehicle's final destination, e.g., the start zone which may also be the end point for a round-trip route, the entire part of the route from the current location of the vehicle to the final destination may be announced. The announced zones are then seized and released as the vehicle travels towards the final destination, using, e.g. the method of FIG. 3. Other vehicles may, in some cases, seize zones within the first vehicle's announcement, if it is certain that they can exit a block of zones with an announcement overlap on the other side of the block.

[0094] In some cases, when e.g. two vehicles meet each other and request to use each other's step-off zones, a vehicle with a lower priority level may be controlled to move into a step-off zone with which its current anchor point is associated, i.e. a current step-off zone. For example, a heavier vehicle, e.g. due to the carried load, that is traveling towards the dumping point, may be assigned a higher priority level than a lighter vehicle that is not carrying a load and is traveling, e.g. away from the dumping point. In this way, the vehicle gets out of the way and let the other vehicle pass. In this way, the vehicle with a higher priority level passes the first vehicle that has moved to its current step-off zone. The vehicle with the higher priority level does not have to modify its mission, such as the route, and can continue while the vehicle with the lower priority level has moved away. The vehicle with the lower priority level may adjust its assigned route. In this way, the vehicles can get to their respective next anchor points or other destinations.

[0095] Further details of the method 200 of FIG. 2A, including processing which may be optional, are described in connection with FIG. 2B, and an example of the method is illustrated in FIGs. 4A-4F and 5A-5F. Some of the processing at blocks of FIG. 2B is described above in connection with FIG. 2A, and is therefore not repeated in detail.

[0096] As shown in FIG. 2B, at block 202, the method 200 comprises assigning one or more routes to the one or more vehicles out of the plurality of vehicles, each route comprising zones selected from the plurality of travel zones. A respective travel zone comprises one or more anchor points. The one or more anchor points are one or more points, each associated with a respective step-off zone out of the one or more step-off zones, at which a vehicle, assigned the route, is allowed to step off of the route to the step-off zone. A first vehicle from the plurality of vehicles, e.g., the first vehicle 106 shown in FIGs. 4A-4F and 5A-5F, is assigned a first route comprising a start point, an end point, and a first plurality of zones that are selected from the plurality of travel zones. The first plurality of zones are zones that are to be traversed by the first vehicle as the first vehicle travels the first route from the start point to the end point. The start and end point may be included in the same or different zones. When the first route is a round-trip route, the end point may coincide with the start point, i.e. the end and start point may be the same zone or may be included in the same zone.

[0097] At block 204, the method 200 comprises monitoring a status of the first vehicle 106. It should be noted that a status of each of the one or more vehicles in the mining environment 100 is monitored. Each of the one or more vehicles reports its location such as a geolocation in the mining environment 100, e.g., continuously or at certain time intervals. Also, vehicles may collect various sensor information that may be communicated to the traffic control system.

[0098] At decision block 206, it may be determined whether the first vehicle 106 is requesting to use an anchor point in the first route. The first vehicle 106 may be requesting to use the anchor point 115, e.g. a next, or next reachable anchor point in the first route, when the first vehicle is approaching the anchor point, though there may be one or more zones between a current location of the vehicle and the anchor point. The requested anchor point may be a next suitable, also referred to as next reachable, anchor point for potential use by the first vehicle. For example, there may be a next anchor point that is not reachable, in a path of the first vehicle towards its current destination. Such not reachable anchor point may be e.g. assigned to another vehicle. For example, FIGs. 5B and 5C discussed in detail below illustrate an example where an anchor point 1017 in zone 1004d, assigned to the second vehicle 116, is not reachable and not available for use by the first vehicle 106, but otherwise would be a next anchor point for the first vehicle 106 on its path towards drive D2 in FIGs. 5B and 5C. It should be noted that the next anchor point may be a first anchor point that the first vehicle 106 is requesting as it is traveling the first route.

[0099] In some examples, the vehicle may be approaching a current anchor point when it is determined whether the first vehicle 106 is requesting to use the anchor point such as a next reachable anchor point. The current anchor point is an anchor point that may be currently assigned to the vehicle and associated with the vehicle's current step-off zone, announced to be assigned to be vehicle. [00100] In some examples, the next reachable anchor point may be located in a path that the vehicle travels in a travel direction that is opposite from a current travel direction. Thus, a selection of the next reachable anchor point may be performed in both travel directions, if the vehicle is expected to reach a current destination and travel back to a current zone or to an original destination. At a point in time during the vehicle traveling its assigned route, a current destination of the vehicle may be a travel zone at which the vehicle changes its travel direction, or a final destination at which the route is considered completed, or an anchor point in a zone from the plurality of zones in the vehicle's route. The selection of a suitable anchor point, which may also be referred to as a search for the suitable anchor point, is performed among zones in the vehicle's traveling direction. The search may also continue through a dump point and in a reverse direction if it is a round-trip route. As mentioned above, one or more anchor points may be predefined in the mining environment, such that an anchor point may be selected from the one or more anchor points as movement of the vehicle is controlled during the vehicle traveling the route.

[00101] In some examples, the first vehicle may be requesting to use an anchor point when the first vehicle is stationary, e.g. temporarily stopped and/or parked. Thus, in some examples, when the first vehicle is waiting for a state or status of one or more zones in a path towards its current destination to change, in response to detecting a change in the status of the one or more zones, the first vehicle may request to use an anchor point i.e. a next reachable anchor point. For example, when a status of a step-off zone which was previously assigned to another vehicle and/or a status of all zones e.g. at least one zone in a path to the step-off zone changes, the first vehicle may request to use the anchor point associated with that step-off zone.

[00102] In some examples, the first vehicle may be requesting to use an anchor point when the first vehicle is positioned in the current step-off zone. As discussed in more detail below, the first vehicle may move to its current step-off zone to allow another vehicle, e.g., the second vehicle, to pass through a travel zone adjacent to the step-off zone. While the first vehicle is being stationary in the current step- off zone, the traffic control system, or in some cases the first vehicle itself, may monitor for an indication of a status change of at least one zone in a path towards a current destination of the first vehicle, wherein the current destination may be a final destination of the first vehicle or an intermediate destination e.g. where the first vehicle would turn around such as e.g. a dumping point. Both the final destination and the intermediate destination may be referred to as a target destination.

[00103] The first vehicle may monitor for an indication of a status change of at least one zone in a path towards a current destination, wherein the path comprises a step-off zone. Thus, if there is an anchor point such as a next reachable anchor point in the path, the first vehicle monitors for an indication of a status change of at least one zone in a path towards the anchor point. A status of a step- off zone with which such anchor point would be associated is also monitored, since the ability to use the anchor point depends on the accessibility of the corresponding step-off zone.

[00104] The movement of the first vehicle is controlled such that, with each announcement, the first vehicle is moved as close as possible to the target destination. Other vehicles of the one or more vehicles are controlled in a similar manner, such that the control of movements of the vehicles is performed in the manner which allows vehicles to come as close as possible to their respective target destinations, given priority levels of the vehicles and other factors. Heavier vehicles or vehicles having a higher priority for other reasons may be prioritized and allowed access to zones e.g. towards the dumping point over other vehicles, whereby efficiency of mining operation in the mining environment is increased.

[00105] The requesting to use the anchor point involves a request to use a step-off zone with which the anchor point becomes associated such that the first vehicle 106, while in the zone with the anchor point, may step off of the first route into the step-off zone. Thus, for the first vehicle to be able to use the anchor point, the step-off zone with which the anchor point is associated needs to be available for use by the first vehicle.

[00106] Accordingly, responsive to determining that the first vehicle 106 is requesting to use the anchor point, the method 200 may follow to a decision block 208 where it is determined whether it has been announced that a step-off zone, with which the requested anchor point is associated, is assigned to the first vehicle. Responsive to determining that the first vehicle 106 is not requesting to use the anchor point, the method 200 may return to block 204 where the status of the first vehicle 106 is monitored. For example, the first vehicle 106 may be moving along a path in the first route 105 with announced zones, the first vehicle 106 may be stationary and/or it may be waiting for a change in a status of a certain zone, or another scenario is possible in which it is determined that the first vehicle 106 is not requesting to use an anchor point.

[00107] It should be noted that, in some examples, the first vehicle 106 may not be requesting to use an anchor point when the first vehicle 106 is moving towards its final destination and, in a path towards the final destination, the first route does not comprise an anchor point. In some cases, there may be an anchor point in the path towards the final destination, but that anchor point may be assigned to another vehicle such that, if possible, the path for the first vehicle 106 towards its final destination is planned without the use of an anchor point.

[00108] In FIG. 4A, the first vehicle 106 is shown to have requested and have been assigned the anchor point 115, and the second vehicle 116 is similarly shown to have requested and have been assigned the anchor point 117.

[00109] It should be noted that the processing at block 206 is performed when the first route comprises the anchor point to be requested by the first vehicle 106. In some cases however, the first vehicle 106 may be in a location along its assigned first route where there are no anchor points on a path towards a current destination of the first vehicle 106. The current destination may be a final destination. In such cases, if the situation permits, it may be announced that all zones, e.g., one or more zones, on the path towards the current destination of the first vehicle 106, are assigned to the first vehicle 106. Movement of the first vehicle 106 may then be controlled using e.g. the method of FIG. 3. [00110] At decision block 208, responsive to determining that the first vehicle 106 is requesting to use the anchor point, the method 200 comprises determining whether it has been announced that the step-off zone is assigned to the second vehicle 116 from the one or more vehicles.

[00111] In some examples, the determining whether it has been announced that the step-off zone is assigned to the second vehicle 116, in response to the first vehicle requesting to use the anchor point in the first route, may be performed when the first route comprises the anchor point to be requested by the first vehicle 106.

[00112] At decision block 210, responsive to determining that it has not been announced that the step-off zone is assigned to the second vehicle, the method 200 comprises announcing that the step-off zone and at least one zone from the first plurality of zones in a path towards the step-off zone are assigned to the first vehicle. The at least one zone from the first plurality of zones in the path towards the step-off zone comprises all zones, e.g., one or more zones, in the path towards the step-off zone. These zones are announced to be assigned to the first vehicle when it is determined that the requested anchor point can be used i.e. assigned to the first vehicle for potential use. If the vehicle was assigned a current anchor point, the current anchor point may be said to be moved to the position of the anchor point, which is a next anchor point in such case. If the requested anchor point is assigned to the first vehicle for potential use, it is also announced that, along with the step-off zone and at least one zone from the first plurality of zones in a path towards the step-off zone, the anchor point is assigned to the first vehicle. In some examples, the step-off zone is a destination, e.g., a final destination or another destination of the vehicle, such as e.g. a dumping point. In such examples, the anchor point may not be required, and thus no announcement is made regarding the anchor point being assigned to the first vehicle. In FIG. 4A, the first vehicle 106 has a target or target destination 108 at the zone 104i comprising the dumping point 145, i.e. the first vehicle 106 intends to carry its load from the zone D1 to the dumping point 145. On the way back, the first vehicle's current destination will be the zone D1 . [00113] At block 212, the method 200 comprises controlling movement of the first vehicle towards the step-off zone. An announcement is made, at block 210, that the step-off zone and at least one zone in a path towards the step-off zone are assigned to the first vehicle, and the first vehicle is controlled to move towards the step-off zone, e.g. as described in the method of FIG. 3, e.g. in connection with blocks 306, 308, 310, 312, 314, and 316 of FIG. 3. Thus, if possible, zones are seized by and/or for the first vehicle, and the seized zones are then released as the first vehicle has traveled the zones. If an announcement overlap for a block of zones occurs, the movement of the first vehicle may be controlled in dependence on whether it is possible for the first vehicle to seize a block of zones, as described, e.g., in connection with blocks 318, 320, 322, 324, and 326 of FIG. 3.

[00114] For example, FIG. 4B illustrates that the first vehicle 106 has released the zone D1 , which is indicated by the zone D1 no longer being marked with the pattern of horizontal lines. The first vehicle 106 is currently seizing the zone 104a where the first vehicle 106 is located. The arrow 118a, indicating announcements of zone assignment, extends from the zone 104a, indicating that the announcement regarding the zone D1 has been removed. Similarly, the second vehicle 116 has released the zone D2 and is currently seizing the zone 104e where it is located.

[00115] In FIG. 4C, the second vehicle 116 is shown to have released the previously seized zone 104e, which is indicated by the zone 104e no longer being marked with the pattern of vertical lines. The second vehicle 116 is currently seizing the zone 104f where the second vehicle 116 is located.

[00116] FIG. 4C also illustrates a situation when, as would be determined at block 206, the second vehicle 116 may request a use of an anchor point, which is not explicitly shown. In this case, the anchor point is not found in the travel direction of the second vehicle 116. The current destination of the second vehicle 116 is the zone 1041 which is also a target destination of the second vehicle 116, and the requested anchor point is not found. Accordingly, it is announced that the at least one zone from the plurality of zones in a path towards the zone 104i, i.e. zones 104f, 104g, 104h, and 104i, are assigned to the second vehicle 116, as shown by a thick arrow 122 in FIG. 4C. The second vehicle 116 may then be controlled to move towards the zone 1041, to reach the dumping point 145.

[00117] At decision block 214, responsive to determining that it has been announced that the step- off zone is assigned to the second vehicle 116, the method 200 comprises determining whether the second vehicle 116 is requesting to use a current step-off zone assigned to the first vehicle 106. It should be noted that at block 214 the second vehicle 116 may be requesting to use an anchor point that would be associated with the current step-off zone assigned to the first vehicle 106, such that the second vehicle 116 would require both the current step-off zone and the anchor point that would be associated with the current step-off zone. Thus, it should be understood that, while it is described herein, for simplicity, that the second vehicle 116 is requesting to use the current step-off zone assigned to the first vehicle 106, this involves a request by or on behalf of the second vehicle 116 to use the anchor point that would be associated with the current step-off zone.

[00118] FIG. 4D illustrates a scenario where the first vehicle 106, currently seizing the zone 104b with the anchor point 115 associated with the current step-off zone comprising the step-off zone Sa, is requesting to use an anchor point in the zone 104f, as shown by the dotted arrow 124. It has been announced that the step-off zone Sb, which is or would be associated with the anchor point in the zone 104f when the first vehicle 106 travels in the forward direction towards the target 108, is assigned to the second vehicle 116. FIG. 4D illustrates a point in time in which the second vehicle 116, after reaching the target 120, is traveling back and has the anchor 117, now positioned in the zone 104h, assigned to it. The anchor 117 is associated with the step-off zone Sb. A dashed arrow 126 illustrates an announcement that the zones 104g and Sb are assigned to the second vehicle. Accordingly, the step- off zone Sb is assigned to the second vehicle 116, and the second vehicle 116 is not requesting to use the current step-off zone i.e. the step-off zone Sa currently assigned to the first vehicle 106.

[00119] At block 216, responsive to determining that the second vehicle 116 is not requesting to use the current step-off zone, e.g., the current step-off zone Sa in the example of FIG. 4D, the method 200 comprises controlling the first vehicle 106 to remain at a current position. As shown e.g. in FIG. 4E, the first vehicle 106 is controlled to remain in the zone 104b responsive to determining that it has been announced that the step-off zone Sb is assigned to the second vehicle 116 and further responsive to determining that the second vehicle 116 is not requesting to use the current step-off zone assigned to the first vehicle 106.

[00120] FIG. 4E further illustrates that the second vehicle 116 may request to use an anchor point, which is not explicitly shown, and the anchor point would be located in the zone 104f. The zone D2 would be a step-off zone associated with the anchor point in the zone 104f. However, the step-off zone D2 is a final destination of the second vehicle 116, and the requested anchor point is therefore not used. Accordingly, at block 210, it is announced that the at least one zone from a plurality of zones in a path towards the step-off zone, i.e. zones 104h, 104g, 104f, 104e, and D2, are assigned to the second vehicle 116, as shown by a thick arrow 128 in FIG. 4E. The second vehicle 116 may then be controlled to move towards the zone D2, e.g., in accordance with method 300 of FIG. 3, described below. The zone D2 may include one or more draw points where the material is mined and loaded into the second vehicle 116. The second vehicle 116 may thus repeatedly travel between the zone D2 and the dumping point 145. [00121] At block 218, the method 200 comprises monitoring for indication of a status change of at least one zone in a path towards a current destination. Responsive to detecting an indication of a change in a state or status of the at least one zone in the path towards the current destination, the traffic control system may control movements of the first vehicle. Accordingly, if possible, zones are seized by and/or for the first vehicle, and the seized zones are then released as the first vehicle has traveled the zones, as described, e.g. in connection with blocks 306, 308, 310, 312, 314, and 316 of FIG. 3. If an announcement overlap occurs for a block of zones, the movement of the first vehicle is controlled in dependence on whether it is possible for the first vehicle to seize the block of zones, as described, e.g., in connection with the processing at blocks or acts 318, 320, 322, 324, and 326 of FIG. 3.

[00122] In FIG. 4F, continuing with the example shown in FIGs. 4A-4E, a point in time is shown when the second vehicle V2 116 has traveled the zones 104g, 104f, and 104e, and is currently located in the zone or drive D2 which is shown seized for and/or by the second vehicle 116. As a result of the monitoring for indication of a status change of the zones 104d, 104e, 104f, 104g, and also the step-off zone Sb, the first vehicle 106, or the traffic control system on behalf of the first vehicle 106, becomes aware that one or more of the zones 104e, 104f, 104g, Sb are no longer associated with the second vehicle 116. When an announcement regarding these zones is removed, which may be done as the zones are being traveled by the second vehicle 116, the change in the status of the zones triggers the first vehicle 106 to perform an action. In this example, responsive to detecting a status change of the at least one zone in a path towards the current destination i.e. an anchor point location in the zone 104f, the first vehicle 106 may request use of that anchor point.

[00123] Referring back to FIG. 4D, the first vehicle 106 is shown to be requesting a use of an anchor point in the zone 104f. Because it is determined that the corresponding step-off zone Sb is announced to be assigned to the second vehicle 116, the first vehicle 106 remains in the current position, and a status of the zones on a path towards a current destination, such as the zone 104f and the step-off zone Sb with which the requested anchor point is associated, is monitored. In FIG. 4F, the situation is shown at which the first vehicle 106 may again attempt to use the anchor point in the zone 104f, or in other words it attempts to place or position the anchor point in the zone 104f. This is now possible, and it is announced that, in addition to the zone 104b, the zones 104c, 104d, 104e, 104f, and Sb are assigned to the first vehicle 106, as shown by the thick arrow 130 and the thick dashed arrow 132 in FIG. 4F. FIG. 4F also shows that the anchor point 115 is now positioned in the zone 104f in the first route 105.

[00124] At block 220, responsive to determining that the second vehicle 116 is requesting to use the current step-off zone, the method 200 comprises controlling movement of the first vehicle based on a first priority level assigned to the first vehicle and the second priority level assigned to the second vehicle, or based on an order in which the first vehicle has requested to use the anchor point and the second vehicle has requested to use the current step-off zone.

[00125] As shown in FIG. 2B, the processing at blocks 210, 212, 214, 216, 218, and 220 may be performed as part of processing at block 209 of FIG. 2A such as controlling movement of the first vehicle responsive to determining whether it has been announced that the step-off zone is assigned to the second vehicle.

[00126] FIG. 5A illustrates an example of a scenario when the first vehicle is requesting to use the anchor point and the second vehicle is also requesting to use this anchor point.

[00127] FIGs. 5A-5F illustrate an example of coordinating of movements of vehicles in a mining environment 1000 comprising a plurality of travel zones 1002. The mining environment 1000 of FIGs. 5A-5F is similar to the mining environment 100 of FIGs. 4A-4F, and similar numerical references are used to indicate similar elements. The mining environment 1000 of FIGs. 5A-5F comprises a different number of travel zone and has a different configuration as compared to the mining environment 100 of FIGs. 4A-4F. In particular, the mining environment 1000 is shown to include the plurality of travel zones 1002, also referred to as zones, 1004a-1004h, as well as zones or drives D1 , D2, .... Dx, and zones or step-off zones Za and Zb. For clarity of representation, the first and second vehicles shown in FIGs. 5A- 5F have the same references 106 (V1) and 116 (V2), respectively, as first and second vehicles in FIGs. 4A-4F. It should however be understood that the first and second vehicles shown in FIGs. 5A-5F may be any vehicles, including those different from the first and second vehicles shown in FIGs. 5A-5F. Also, the mining environment 1000 may have multiple vehicles operating therein, and two vehicles are shown for illustration purposes. Furthermore, the mining environments shown herein may have a more complex configuration than that shown in FIGs. 4A-4F and 5A-5F.

[00128] In the examples of FIGs. 5A-5F, the first vehicle 106 is assigned a first route 1005 comprising a start point 1007, an end point 1009, and a first plurality of zones 1011 that are selected from the plurality of travel zones 1002, to be traversed by the first vehicle as the first vehicle travels the first route from the start point to the end point. The first route 1005 is assigned to the first vehicle 106 in the sense that it is planned for the first vehicle 106, but announcements regarding zone assignments will be made only to a next reachable anchor point or another destination, rather than for the entire first route 1005. The first route 1005 is a round-trip route comprising the start point 1007 in the zone D2 and the end point 1009 also in the zone D2, and the round-trip is to a dumping point 1045 in the zone 1004h and back to the zone D2. The first vehicle 106 is assigned a second route comprising a start point, an end point, and a first plurality of zones that are selected from the plurality of travel zones 1002. The second route, not labeled in FIG. 5A, is a round-trip route comprising the start point in the zone D1 and the end point also in the zone D1 , and the round-trip is to the dumping point 1045 and back to the zone D1.

[00129] Referring again to FIG. 5A, the first vehicle 106 is shown to be traveling in a return direction back from the dumping point 1045, e.g., where the first vehicle was unloaded, and a current destination of the first vehicle 106 is shown as a target or target destination 1008 in zone D2. The first vehicle 106 is currently seizing the zone 1004f and it is assigned an anchor point 1015 positioned in the zone 1004f, with a dashed thick arrow 534 showing that the zone Zb is assigned to the first vehicle 106. The zones 1004f, 1004e are also assigned to the first vehicle 106, which is not shown.

[00130] The second vehicle 116 is shown to be traveling in a forward direction, from the start point in zone D1 and towards a target 1020 in the zone 1004h, e.g., where the second vehicle will be unloaded. The second vehicle 116 is currently seizing the zones 1004a and 1004b, and it is assigned an anchor point 1017 positioned in the zone 1004b. A dashed thick arrow 536 shows that the zone Za is assigned to the second vehicle 116. The zones 1004a, 1004b, 1004c, are also assigned to the second vehicle 116, which is not shown in FIG. 5A.

[00131] The first vehicle 106 is requesting to use an anchor point in the zone 1004d, as shown by a dotted arrow 538. The second vehicle 116 is also requesting to use an anchor point in the zone 1004d, as shown by a dot-dashed arrow 540. It should be noted that the requests may be for anchor points in different zones, and that the first and second vehicles 106, 116 are shown to request the respective anchor points in the same zone by way of example, because there is one zone 1004d between the step-off zones Za and Zb in the example of FIGs. 5A-5F. The first vehicle 106 would need access to the step-off zone Za that is currently assigned to the second vehicle 116, while the second vehicle 116 would need access to the step-off zone Za that is currently assigned to the first vehicle 106. This is an example of the situation at block 214 of FIG. 2B where the first vehicle has requested to use the anchor point and the second vehicle has requested to use the current step-off zone. In this situation, the second vehicle, assigned an anchor point associated with a respective or corresponding step-off zone, is requesting to use a next reachable anchor point which would be associated with the step-off zone which is currently assigned to the first vehicle 106 i.e. the current step-off zone. And the first vehicle, also assigned an anchor point associated with a respective or corresponding step-off zone i.e. the current step-off zone, is requesting to use an anchor point which would be associated with the step-off zone that is currently assigned to the second vehicle. Thus, it may be said that the first and second vehicles request to use each other's step-off zones. Such situation may be referred to as an occurrence of a circular reference. An order in which the first vehicle 106 and the second vehicle 116 has requested to use each other's step-off zones may differ. In some cases, the first vehicle 106 may request to use the second vehicle's step-off zone before the second vehicle 116 requests the use of the step-off zone currently assigned to the first vehicle 106. In some cases, the second vehicle 116 may request to use the step-off zone currently assigned to the first vehicle 106 before the first vehicle 106 requests the use of the step-off zone currently assigned to the second vehicle 116.

[00132] In FIG. 5B which follows illustrating the scenario in FIG. 5A, responsive to determining that the second vehicle 116 is requesting to use the anchor point in the zone 1004d, movement of the first vehicle is controlled, at block 220 of FIG. 2B, based on a first priority level assigned to the first vehicle and the second priority level assigned to the second vehicle. The movement of the second vehicle is also controlled, and movements of all of the one or more vehicles in the mining environment are controlled or in other words coordinated. In some examples, when the first priority level is lower than the second priority level, the method 200 comprises controlling the first vehicle to move to a current step-off zone to thereby allow the second vehicle to pass. Thus, as shown in FIG. 5B, the first vehicle 106 having the first priority level that is lower than the second priority level of the second vehicle 116, is controlled to move to the current step-off zone Sb associated with the anchor point 1015 at the zone 1004f. The anchor point 1015 is removed and is thus not shown in FIG. 5B. Accordingly, in some cases, there may be no current anchor point associated with, i.e. announced to be assigned to, the first vehicle 106.

[00133] In some cases or examples, when the first priority level is higher than the second priority level, the method 200 comprises announcing that one or more zones in a path towards the current destination of the first vehicle and controlling movement of the first vehicle towards the current destination, wherein the second vehicle is controlled to move to the step-off zone to thereby allow the first vehicle to pass. In FIG. 5B, as first vehicle 106 remains stationary in the step-off zone Zb, the first route 1005 may be adjusted or modified to account for the fact that the first vehicle 106 was controlled or instructed to temporarily move to the step-off zone Zb. The first route 1005 now needs to proceed from this step-off zone.

[00134] Further, in FIG. 5B, the second vehicle 116 may request to use an anchor point such as a next possible and reachable, also referred to as next reachable, anchor point. Thus, FIG. 5B depicts an anchor point 1017 in the zone 1004d that is announced to be assigned to the second vehicle 116. It is noted that the anchor point 1017, assigned to the second vehicle 116 upon request at block 206 of FIG. 2B, may potentially be used by the second vehicle 116 only on its way back towards the step-off zone Za. In other words, when a vehicle is requesting to use an anchor point in its route, as shown with reference to block 206 in FIG. 2B, the next reachable anchor point may be located in a path that the vehicle travels in a travel direction that is opposite from a current travel direction. Thus, a search for the next reachable anchor point is performed for both travel directions, if the vehicle is expected to reach a destination and travel back to a current zone or to an original destination. Also, in the scenario in FIG. 5B, the current destination of the second vehicle 116 is its final destination 1020.

[00135] As shown in FIG. 5B, the step-off zone Za is associated with the anchor point 1017. Thus, it is announced that zones 1004c, 1004d, 1004e, 1004f, and 1004h are assigned to the second vehicle 116 in a travel direction towards the target 1020, as shown by thick arrows 542 and 544. The travel direction towards the target 1020 in this scenario is a forward direction. The forward and reverse or return directions, as used herein, are relative directions. It is also announced that the zones 1004h, 1004g, 1004f, 1004e, 1004d, 1004c, as well as the step-off zone Za are assigned to the second vehicle 116 in a travel direction, i.e. return in this case, towards the step-off zone Za, as shown by dashed arrows 546, 548 and a thick dashed arrow 550. It should be noted that the dashed arrows 546, 548 and the thick dashed arrow 550 both illustrate zone announcement or announcements that may then be removed zone-by-zone, and the thick dashed arrow 550 additionally shows that the second vehicle 116 intends to use, if needed, step-off zone Za. As in other examples herein, the number, size, type, and specific positions of arrows showing zone announcements are for illustration purposes only. The step- off zone Za may be considered to be a part of the route planned for and traveled by the second vehicle, but the second vehicle 116 may or may not use this zone, i.e. temporarily move into this zone.

[00136] In FIG. 5B, the second vehicle 116 is shown as having seized the zone 1004b whereas the zone 1004a has been released i.e. it is no longer allocated to the second vehicle 116. The zone 1004c, not currently indicated to be seized by the second vehicle 116, comprises a next zone for the second vehicle 116 which is discussed in detail in FIG. 3.

[00137] In FIG. 5C, the second vehicle 116 is shown to having seized the zone 1004c whereas the zone 1004b has been released, such that an indication of the zone 1004b being seized by the second vehicle is removed. It is possible for the second vehicle 116 to seize the zone 1004c since it has not been seized by any other vehicle among the one or more vehicles in the mining environment 1000. The announcement regarding the zone 1004b being assigned to the second vehicle 116 is removed, as schematically shown in FIG. 5C by the thick arrow 542 extending from the zone 1004c, rather than from the zone 1004b as in FIG. 5B.

[00138] In FIG. 5B, when the first vehicle 106 is in the step-off zone Zb, at every change of a zone state or status within the first vehicle's announcement, it is determined whether the change may be a trigger for the action by and/or on behalf of the first vehicle 106. For example, as each of the zones D2, 1004a, 1004b, 1004c, 1004d, 1004e is seized and then released by a vehicle other than the first vehicle 106, it may be determined whether an action is to be taken regarding the first vehicle 106. For example, as the zones 1004b, 1004c, 1004d, 1004e are seized and, once traveled, released by the second vehicle 116, it may be determined whether an action is to be taken regarding the first vehicle 106, e.g., whether it becomes possible for the first vehicle 106 to seize one or more of the zones and continue traveling.

[00139] In the example of FIG. 5D, the first vehicle 106, while in the step-off zone Zb, may request a use of an anchor point in the zone 1004b, e.g. in accordance with processing at block 206 of FIG. 2A and/or block 206 of FIG. 2B. Because a step-off zone associated with such anchor point comprises the zone D2 which is the final destination of the first vehicle 106, there may be no need to use such anchor point. Accordingly, no anchor point is placed in the zone 1004b, and zone assignment to the first vehicle 106 is announced to the zone D2. The zone D2 comprises the target destination or target 1008 of the first vehicle 106 as it travels the first route 1005. It should be noted that, when the first vehicle 106 is traveling towards the zone 1004h where the dumping point 1045 is located, the target or target destination may be in the zone 1004h .

[00140] In FIG. 5D, it is shown that, as the first route for the first vehicle 106 is adjusted as the first vehicle 106 is stationary in the step-off zone Zb, it may be announced that the zones Zb, 1004e, 1004d, 1004c, 1004b, 1004a, and D2 are assigned to the first vehicle 106, as shown by thick arrows 552, 554. In this way, it is announced to other vehicles that the first vehicle 106 intends to use e.g. travel these zones. It should be noted that, even though the zone announcement for the first vehicle 106 is shown by thick dotted arrows 552, 554 in FIG. 5D, the announcement may take place in an earlier point in time. FIGs. 5D-5F are further discussed below in connection with FIG. 3.

[00141] In examples herein, controlling movements of the vehicle involves monitoring a status of the vehicle. The controlling movement of the vehicle includes a situation when the vehicle is stationary. The vehicle may be stationary, e.g., due to a lack of access to a zone in its route, or when the vehicle has moved to a current step-off zone, out of the way of another vehicle that is passing by. A status of one or more zones is monitored for the vehicle or by the vehicle, e.g., one or more zones in a path towards a current destination of the vehicle. In general, the status of all zones in the mining environment is monitored, in accordance with examples of the present disclosure. The monitoring for an indication of a status change of certain one or more zones is described herein to indicate that an action by the vehicle may be triggered upon a change in the status of these one or more zones that are currently of interest to that vehicle, i.e. these are the zones that the vehicle intends to travel next, in accordance with the vehicle route.

[00142] FIG. 3 illustrates a method 300 for coordinating movements of vehicles in a mining environment, such as in any of mining environment 10 (FIG. 1 B), 100 (FIGs. 4A-4F), 1000 (FIGs. 5A- 5F), or in any other mine or mining environment comprising a plurality of travel zones. The method 300 may be performed at block 209 of FIG. 2A and in connection with the method 200 shown in FIG. 2B, e.g. at blocks 212, 218, and 220 of FIG. 2B. Also, as the status of the vehicle is monitored at block 204 of FIG. 2A, the method 300 is performed.

[00143] As shown in FIG. 3, at block 304, the method 300 comprises monitoring a status of the first vehicle 106. It should be noted that a status of each of the one or more vehicles in the mining environment is monitored. Each of the one or more vehicles reports its geoposition in the mining environment 100, e.g., continuously or at certain time intervals. The processing at block 304 is similar to the processing at block 204 of FIGs. 2A and 2B, and the processing at block 304 may be performed as part of the processing at block 204 of FIGs. 2A and 2B. In other words, it may be the same process. Accordingly, processing in accordance with the method 200 of FIGs. 2A and 2B may be performed in conjunction with the processing in actions or blocks of the method 300. The monitoring of the status of the first vehicle 106 is performed continuously, as movement of the first vehicle 106 in the mining environment is controlled.

[00144] At decision block 305, it may be determined whether a next zone is to be assessed, i.e. whether the next zone is to be considered for availability for use i.e. travel by the first vehicle 106. The next zone in the first route 105 planned for the first vehicle 105 may be assessed as the first vehicle 106 is approaching the next zone that is included in the first route 105 and not currently seized by the first vehicle 106. For example, with reference to FIG. 4A, when the first vehicle 106 is in the drive or zone D1 , the next zone, marked as 103, comprises the zone 104a. With reference to FIG. 4B, when the first vehicle 106 travels the zone 104a, the next zone comprises the zone 104b, which is therefore marked as 103 in FIG. 4B. As another example, in FIG. 5B, when the second vehicle 116 travels the zone 1004b, the zone 1004c comprises the next zone. Although the method 300 is described with reference to a first vehicle, such as the first vehicle 106 of FIGs. 4A-4F and 5A-5F, as an example, as mentioned above, the method 300, like the method 200 of FIGs. 2A and 2B, applies to the second vehicle 116 or to any other of the one or more vehicles operating in the mining environment and whose movements are coordinated using the method in accordance with aspects of the present disclosure. Thus, all references to the first vehicle 106 apply to the second vehicle 116 that may be taken as a first vehicle when movements of the second vehicle 116 are coordinated.

[00145] In some examples, the determining whether the next zone is to be assessed may be performed when the first vehicle 106 is stationary, e.g., the first vehicle 106 is waiting for an indication of a change in a state or a status of one or more zones, e.g., one or more zones in a path to a current destination.

[00146] In some examples, the determining whether the next zone is to be assessed may be performed when the first vehicle 106 is stationary, e.g. the first vehicle 106 is stopped and/or parked in a current step-off zone with which a current anchor point was associated, wherein it has been announced that the current anchor point and the corresponding or associated current step-off zone are assigned to the first vehicle 106. As the first vehicle 106 moves to the current step-off zone, the current anchor point may be removed.

[00147] Responsive to determining that the next zone 103 is to be assessed, the method 300 may follow to a decision block 306 where it is determined whether the next zone 103 has been indicated as being currently seized by another vehicle from the plurality of vehicles. The another vehicle may be any of the one or more vehicles of the plurality of vehicles. For example, the another vehicle may be the second vehicle 116 or another vehicle of the one or more vehicles of the plurality of vehicles.

Responsive to determining that the next zone 103 is not to be assessed, the method 300 may return to block 304 where the status of the first vehicle 106 is monitored. For example, the first vehicle 106 may be stationary and/or it may be waiting for a change in a status of a certain zone, or another scenario is possible in which it is determined that the first vehicle 106 is not assessing the next zone. As another example, the first vehicle 106 may be traveling a block of zones comprising one or more zones with an announcement overlap, where all of the one or more zones may be seized, such that there may be no need to assess a next zone within the block of zones.

[00148] At decision block 306, responsive to determining that the next zone 103 is to be assessed, the method 300 comprises determining whether the next zone 103 has been indicated as being currently seized by another vehicle from the plurality of vehicles.

[00149] At block 308, the method 300 comprises, responsive to determining at decision block 306 that the next zone 103 has not been indicated as being currently seized by another vehicle, determining whether it has been announced that the next zone 103 is assigned to the second vehicle 116 from the plurality of vehicles.

[00150] At block 310, responsive to determining at decision block 306 that the next zone 103 has been indicated as being currently seized by another vehicle, the method comprises controlling the first vehicle to remain at the current position. If the next zone 103 is seized by another vehicle, e.g., by the second vehicle 116 or by any other vehicle, the first vehicle 106 cannot proceed traveling the next zone. When the next zone 103 is seized by another vehicle, it is indicated that the next zone 103 is seized by and/or for the another vehicle, or, in other words, the another vehicle had seized the next zone. In some cases, e.g. when the first vehicle 106 is positioned in the current step-off zone assigned to the first vehicle, the controlling the first vehicle to remain at the current position comprises controlling the first vehicle to remain at the current step-off zone.

[00151] At block 312, the process 300 comprises monitoring for an indication of a status change of the next zone 103, wherein the indication of a status change of the next zone 103 comprises an indication of a release of the next zone 103 by the another vehicle. The next zone 103 is released by removing an indication that the another vehicle had seized the next zone. Also, the release of the next zone 103 may involve removing an announcement that the next zone 103 is assigned to the another vehicle. It should be noted that the processing at blocks 312 and 310 may be performed simultaneously, or in any suitable order.

[00152] At block 314, the method 300 comprises, responsive to determining that it has not been announced that the next zone 103 is assigned to the second vehicle 116, seizing the next zone for the first vehicle 106, which involves indicating to other vehicles that the next zone is seized by the first vehicle 106.

[00153] At block 316, the first vehicle 106 is controlled to travel the next zone. When the next zone 103 is not seized by the second vehicle 116 and not assigned to the second vehicle 116 such that it is not been announced that the second vehicle 116 intends to travel the next zone 103, the first vehicle 106 can travel the next zone and it is indicated to other vehicles from one or more vehicles of the plurality of vehicles that the next zone is seized for the first vehicle. When the next zone is seized for the first vehicle, e.g., by the traffic control system, it may also be said that the next zone is seized by the first vehicle such that the first vehicle occupies the next zone and it is not available for use by other vehicles.

[00154] At decision block 318, the method 300 comprises, responsive to determining that it has been announced that the next zone 103 is assigned to the second vehicle 116, such that an announcement overlap occurs for the next zone 103, determining whether it is possible for the first vehicle 106 to seize a block of zones comprising the next zone 103.

[00155] For example, as shown in FIG. 5D, when the first vehicle 106 is positioned in the step-off zone Zb, it is announced that the first vehicle 106 intends to travel zones 1004e, 1004d, 1004c, 1004b, and 1004a, and also zone D2 which comprises the target and final destination 1008 of the first vehicle, as shown by thick dotted arrows 552, 554. As also shown in FIG. 5D, it is announced that the second vehicle 116 intends to travel the zones 1004h, 1004f, 1004e, 1004d, and 1004c on its path towards its current destination, the step-off zone Za, as shown by the dashed arrows 548 and the thick dashed arrow 550 which also illustrates an announcement regarding the zone Za being assigned to the second vehicle 116. Accordingly, there is an announcement overlap 1025 regarding the zones 1004c, 1004d, and 1004e, as shown by a dashed box 1025 in FIG. 5D. Thus, at block 318, it may be determined whether it is possible for the first vehicle 106 to seize the block of zones 1004c, 1004d, and 1004e comprising the next zone, marked as 103 in FIG. 5D for consistency of illustration, such as the zone 1004e. In this example, it is determined whether it is possible to seize, for and/or by the first vehicle 106, the full block of zones 1004c, 1004d, 1004e. The block of zones may be seized for the first vehicle and/or by the first vehicle, and the first vehicle may be controlled to begin traveling the block of zones. [00156] In some examples, the determining of whether it is possible for the first vehicle 106 to seize the block of zones comprises using a first priority level assigned to the first vehicle 106 and a second priority level assigned the second vehicle 116. In some examples, the method 300 comprises, when the first priority level is lower than the second priority level, determining that it is not possible for the first vehicle 106 to seize the block of zones, and when the first priority level is higher than the second priority level, determining that it is possible for the first vehicle 106 to seize the block of zones and seizing the block of zones for the first vehicle 106.

[00157] In some examples, the first vehicle 106 and the second vehicle 116 may have the same priority levels. In such examples, the determining of whether it is possible for the first vehicle 106 to seize the block of zones may comprise using an order of arrival of the vehicles to the block of zones. Thus, the vehicles may get prioritized for access to the block of zones on the first come, first served basis.

[00158] Referring back to FIG. 3, at block 320, the method 300 comprises, responsive to determining at decision block 318 that it is possible for the first vehicle to seize the block of zones, seizing the block of zones which involves indicating that all of the zones in the block of zones are currently seized by the first vehicle 106.

[00159] At block 322, the method 300 comprises controlling the first vehicle 106 to begin traveling the block of zones comprising one or more zones announced to be assigned to the first vehicle 106 and indicated to be seized for and/or by the first vehicle 106. All zones in the block of zones need to be seized to ensure that the first vehicle may travel through the entire block. It should be appreciated that the processing at blocks 320 and 322 may be performed in any order, or simultaneously.

[00160] In some examples, in addition to seizing the zones in the block, one or more subsequent zones that are adjacent to the last zone in the block, in the travel direction, is seized. The seizing of the one or more subsequent zones may be required to ensure that the vehicle can pass through the zone without being blocked by other vehicles.

[00161] At block 324, the method 300 comprises, responsive to determining at decision block 318 that it is not possible for the first vehicle 106 to seize the block of zones, controlling the first vehicle 106 to remain at the current position. For example, in the scenario in FIG. 5D, it is possible for the first vehicle 106 to seize the block of zones 1004c, 1004d, and 1004e comprising the next zone 103. In a situation (not shown) in which the second vehicle 116 would have seized one or more zones out of the zones within the announcement overlap 1025, there would be no reachable step-off zone for the first vehicle 106 to attempt to place the anchor point to. The first vehicle 106 would in such case needs to wait for the second vehicle 116 to leave the full block of zones 1004c, 1004d, and 1004e. [00162] In some cases, the first vehicle 106 may be controlled to remain at the current position that comprises a current step-off zone assigned to the first vehicle 106.

[00163] At block 326, the method 300 comprises monitoring for an indication of a status change of the block of zones comprising the next zone 103. The indication of a status change of the block of zones may comprise a release of one or more zones in the block of zones by the vehicle currently seizing the one or more zones, e.g., by the second vehicle 116. A zone is released by removing an indication that the second vehicle 116 had seized the zone.

[00164] It should be appreciated that the processing at blocks 324 and 326 may be performed in any order, or simultaneously.

[00165] It should further be appreciated that the processing at blocks of FIGs. 2A and 2B, and of FIG. 3 is performed continuously, as the traffic control system 24 or another control device or system performs the method for coordinating movements of one or more vehicles out of a plurality of vehicles in a mining environment.

[00166] Referring again to FIG. 5D, all zones 1004c, 1004d, 1004e in the announcement overlap 1025 are seized for and/or by the first vehicle 106 as shown in FIG. 5E. The first vehicle 106 may then begin traveling the block of zones comprising zones 1004c, 1004d, 1004e.

[00167] FIG. 5E illustrates the first vehicle 106 in the zone 1004e, wherein the zones 1004c, 1004d, 1004e in the announcement overlap 1025 are seized for and/or by the first vehicle 106. As also shown in FIG. 5E, the second vehicle 116 has traveled to the zone 1004g on its way towards the target destination 1020.

[00168] FIG. 5F illustrates that the first vehicle 106 has traveled to the zone 1004b that has been seized and is currently seized for and/or by the first vehicle 106. The zones 1004e, 1004d, and 1004c, traveled by the first vehicle, have been released. The announcements regarding the zones 1004e, 1004d, and 1004c being assigned to the first vehicle 106 have also been removed and the thick dotted arrow 552 is not shown in FIG. 5F. The second vehicle 116 is shown to have reached the target destination 1020, which is not shown in FIG. 5F, and to have traveled to the zone 1004f on its way towards the anchor point 1017 in the zone 1004d.

[00169] It should be appreciated that the method 300 for coordinating movements of the one or more vehicles out of the plurality of vehicles in the mining environment may be executed continuously, as the vehicles are operating in the mining environment to transport materials from a mining location to a dumping point or to move within the mining environment to perform other tasks. Accordingly, although not shown in FIG. 3, from any of the blocks 312, 316, 322, 324, and 326, the method 300 may return to block 304 where the status of the vehicle is monitored and the vehicle's operation is controlled. In some examples, although not shown in FIG. 3, from any of the blocks 312, 316, 322, 324, and 326, the method 300 may return to block 305 where it may be determined whether a next zone is to be assessed. The information about zone assignments, e.g., announcements regarding zones being assigned to vehicles, and information about seized and released zones, e.g., indications regarding zones being seized and removal of the indications, is repetitively updated as movements of the vehicles in the mining environment are coordinated. The information about zone assignments includes information about step-off zones and anchor assignments.

[00170] It should be noted that, although two vehicles are shown in the examples of FIGs. 4A-4F and 5A-5F, a mining environment, e.g. mining environments 100 and 1000, can have multiple vehicles operated therein, and the movements of these vehicles are coordinated and deadlocks are avoided in the same manner as shown for the first and second vehicles 106, 116. The present method allows controlling movements of multiple vehicles in a coordinated manner.

[00171] The one or more vehicles, e.g., the first and second underground mining vehicles 106, 116 shown in 4A-4F and 5A-5F, and/or any other vehicles, may be autonomous, and the traffic control system 24, shown in FIG. 1 B, may control the movements of the vehicles in the mining environment in the coordinated manner. In some examples, the first and second underground mining vehicles 106, 116 may be underground load-haul-dump (LHD) machines or vehicles, which may also be referred to as loaders, haulers and dumpers.

[00172] The method in accordance with aspects of the present disclosure has various advantages, such that there is no need for synchronizing the vehicles' speed and no vehicle is dependent on a preplanned order of vehicles to enter an area with overlapping zones. Furthermore, there is no need to abort a vehicle's assigned route. Assigned routes are executed based on traffic situations and zone availability. In cases when a certain vehicle gets very little or no travel or tramming time, this may be indicative of either an excessive number of vehicles in the area or poor route availability. Such situations are easily detected and may be addressed by an operator of the mining environment. Nevertheless, even with some vehicles being stationary for long periods of time, there will be no deadlocks. In the present method, not the entire route is locked for the vehicle, and traffic i.e. other vehicles may be allowed to access areas both in front of and behind the vehicle, as long as the path to the vehicle's next anchor point is kept clear.

[00173] As described above, the method may be performed by a traffic control system configured to communicate with each of the one or more vehicles of the plurality of vehicles in the mining environment and to coordinate vehicles movements. In some examples, the method may be performed without a central coordinator or controller, in a system where all vehicles are aware of the zone borders and communicate with each other, following the rules for zone access. Regardless of the specific way in which the movements of the vehicles are coordinated, every vehicle of the one or more vehicles of the plurality of vehicles continuously reports its position such that the central controller and/or all other vehicles of the one or more vehicles are aware of the vehicle's location. The positions of the vehicles may be reported at certain time intervals, periodically, aperiodically e.g. as the vehicle moves, or in a combination of periodic and aperiodic location reports.

[00174] To perform the method steps of the method for coordinating movements of one or more vehicles out of a plurality of vehicles in a mining environment described herein, the traffic control system 24 may be configured to perform the processing described in connection with FIGs. 2A and 2B, and/or any other examples or embodiments herein. The traffic control system 24 may, for example, comprise an arrangement as depicted in FIGs. 6A and 6B. The traffic control system 24 may be a central controller positioned separately from the vehicles that it is configured to control, e.g., a remote controller. In some examples, the traffic control system 24 may be positioned in the mining environment, e.g., it may be part of or associated with one of the vehicles in the mining environment. Regardless of its specific implementation, the traffic control system 24 is configured to communicate with, e.g., receive information from and send information and control commands to one or more vehicles out of a plurality of vehicles in the mining environment.

[00175] As shown in FIG. 6A, the traffic control system 24 comprises processing circuitry 660, memory 670, and an input and output interface 600 configured to communicate with any necessary components and/or entities of examples herein. The input and output interface 600 may comprise a wireless and/or wired receiver and a wireless and/or wired transmitter. In some examples, the input and output interface 600 may comprise a wireless and/or wired transceiver. The traffic control system 24 may use the input and output interface 600 to communicate with the vehicles in a mining environment, using a wireless communication network.

[00176] The method described herein may be implemented using processing circuitry, e.g., one or more processors, such as the processing circuitry 660 of the traffic control system 24, together with computer program code stored in a computer-readable storage medium for performing the functions and actions of the examples herein.

[00177] The memory 670 may comprise one or more memory units. The memory 670 comprises computer-executable instructions executable by the processing circuitry 660 of the traffic control system 24. The memory 670 is configured to store, e.g., information, data, etc., and the computer-executable instructions to perform, when executed by the processing circuitry 660, the methods in accordance with examples herein. The traffic control system 24 may additionally obtain information from an external memory. In some examples, the traffic control system 24 may obtain information from a cloud storage. [00178] The methods according to the aspects of the present disclosure may be implemented by e.g. a computer program product 680 or a computer program, comprising computer-executable instructions, i.e. , software code portions, which, when executed on at least one processor, e.g., the processing circuitry 660, cause the processing circuitry to perform the actions described herein, as performed by the traffic control system 24.

[00179] In some examples, the computer program product 680 is stored on a computer-readable storage device or medium 690. The computer-readable storage medium 690 may be, e.g., a disc, a universal serial bus (USB) stick, or a similar device. The computer-readable storage medium 690, having stored thereon the computer program product, may comprise computer-executable instructions which, when executed on at least one processor, e.g., the processing circuitry 660, cause the processing circuitry to perform the actions of the methods in accordance with examples of the present disclosure described herein, as performed by the traffic control system 24.

[00180] The processing circuity 660 of the traffic control system 24 may be operated to coordinate movements of one or more vehicles out of a plurality of vehicles in a mining environment comprising a plurality of travel zones and one or more step-off zones. A respective travel zone comprises one or more anchor points. As shown in FIG. 6B, the traffic control system 24 may comprise an assignment unit 602. The traffic control system 24, the processing circuitry 660, and/or the assignment unit 602 may be configured to assign one or more routes to the one or more vehicles out of the plurality of vehicles, each route comprising assigned zones selected from the plurality of travel zones, wherein the one or more anchor points are one or more points, each associated with a respective step-off zone out of the one or more step-off zones, at which a vehicle, assigned the route, is allowed to step off of the route to the step-off zone. The traffic control system 24, the processing circuitry 660, and/or the assignment unit 602 may be configured to assign a first vehicle from the plurality of vehicles a first route comprising a start point, an end point, and a first plurality of zones that are selected from the plurality of travel zones, to be traversed by the first vehicle as the first vehicle travels the first route from the start point to the end point. A first vehicle from the plurality of vehicles, e.g., the first vehicle 106 as shown in FIGs. 4A-4F and 5A-5F, or any other vehicle, may be assigned the first route comprising a start point, an end point, and a first plurality of zones that are selected from the plurality of travel zones, to be traversed by the first vehicle as the first vehicle travels the first route from the start point to the end point.

[00181] As further shown in FIG. 6B, the traffic control system 24 may comprise a requesting unit 604. The traffic control system 24, the processing circuitry 660, and/or the requesting unit 604 may be configured to request, e.g., on behalf of the first vehicle, that the first vehicle is requesting to use an anchor point in the first route.

[00182] The traffic control system 24 may comprise a determining unit 606. The traffic control system 24, the processing circuitry 660, and/or the determining unit 606 are configured to, in response to the first vehicle requesting to use an anchor point in the first route, determining whether it has been announced that the step-off zone is assigned to a second vehicle from the one or more vehicle. The second vehicle may be e.g., the second vehicle 116 as shown in FIGs. 4A-4F and 5A-5F, or any other vehicle. In some examples, the determining whether it has been announced that the step-off zone is assigned to the second vehicle from the one or more vehicles, in response to the first vehicle requesting to use the anchor point in the first route, is performed when the first route comprises the anchor point to be requested by the first vehicle.

[00183] The traffic control system 24 may comprise a controlling unit 608. The traffic control system 24, the processing circuitry 660, and/or the controlling unit 608 are configured to control movement of the first vehicle responsive to determining whether it has been announced that the step- off zone is assigned to the second vehicle. The traffic control system 24, the processing circuitry 660, and/or the controlling unit 608 are configured to control the first vehicle in the mining environment by e.g. sending commands to the first vehicle such that the first vehicle obtains these commands. The traffic control system 24, the processing circuitry 660, and/or the controlling unit 608 are configured to control vehicles of the one or more vehicles in the mining environment.

[00184] The traffic control system 24 may comprise an announcing unit 610. The traffic control system 24, the processing circuitry 660, and/or the announcing unit 610 may be configured to, responsive to determining that it has not been announced that the step-off zone is assigned to the second vehicle, announcing that the step-off zone and at least one zone from the first plurality of zones in a path towards the step-off zone are assigned to the first vehicle. The traffic control system 24, the processing circuitry 660, and/or the controlling unit 608 may be configured to control movement of the first vehicle towards the step-off zone.

[00185] In some examples, the traffic control system 24, the processing circuitry 660, and/or the determining unit 606 may be configured to, responsive to determining that it has been announced that the step-off zone is assigned to the second vehicle, determine whether the second vehicle is requesting to use a current step-off zone assigned to the first vehicle. In such examples, the traffic control system 24, the processing circuitry 660, and/or the controlling unit 608 may be configured to, responsive to determining that the second vehicle is not requesting to use the current step-off zone, control the first vehicle to remain at a current position. The traffic control system 24 may comprise a monitoring unit 612. The traffic control system 24, the processing circuitry 660, and/or the monitoring unit 612 may be configured to monitor for indication of a status change of at least one zone in a path towards a current destination of the first vehicle.

[00186] In some examples, the traffic control system 24, the processing circuitry 660, and/or the controlling unit 608 may be configured to, responsive to determining that the second vehicle is requesting to use the current step-off zone, control movement of the first vehicle based on a first priority level assigned to the first vehicle and a second priority level assigned to the second vehicle, or based on an order in which the first vehicle has requested to use the anchor point and the second vehicle has requested to use the current step-off zone. In some examples, controlling movement of the first vehicle based on the first priority level assigned to the first vehicle and the second priority level assigned to the second vehicle comprises, when the first priority level is lower than the second priority level, controlling the first vehicle to move to the current step-off zone to thereby allow the second vehicle to pass; and when the first priority level is higher than the second priority level, announcing that one or more zones in a path towards the current destination of the first vehicle are assigned to the first vehicle and controlling movement of the first vehicle towards the current destination of the first vehicle, wherein the second vehicle is controlled to move to the step-off zone to thereby allow the first vehicle to pass.

[00187] The traffic control system 24 may include other units, e.g., units that may be configured to implement the processing in the acts or blocks of the method of FIG. 3.

[00188] Those skilled in the art will appreciate that the units of the traffic control system 24 described above may refer to a combination of analogue and digital circuits, and/or one or more processors configured with software and/or firmware, e.g., stored in the traffic control system 24, that, when executed by the respective one or more processors, may perform the methods in accordance with embodiments of the present disclosure. One or more of these processors, as well as the other digital hardware, may be included in a single Application-Specific Integrated Circuitry (ASIC), or several processors and various digital hardware may be distributed among several separate components, whether individually packaged or assembled into a system-on-a-chip.

[00189] FIG. 7 illustrates a schematic example of an underground mining vehicle 706 comprising processing circuity and configured to be controlled by a traffic control system for coordinating movements of one or more vehicles out of a plurality of vehicles in a mining environment comprising a plurality of travel zones and one or more step-off zones, wherein a respective travel zone comprises one or more anchor points. The underground mining vehicle 706 may be, for example, the first vehicle 106 shown in FIGs. 4A-4F and 5A-5F. The underground mining vehicle 706 may be any other vehicle, including vehicles described herein as second vehicles, such as the second vehicle 116 shown in FIGs. 4A-4F and 5A-5F. The underground mining vehicle 706 may be any of the vehicles 50 shown in FIG.

1 B.

[00190] As shown in FIG. 7, the underground mining vehicle 706 comprises processing circuitry 760, memory 770, and an input and output interface 700 configured to communicate with any necessary components and/or entities of examples herein. The input and output interface 700 may comprise a wireless and/or wired receiver and a wireless and/or wired transmitter. In some examples, the input and output interface 700 may comprise a wireless and/or wired transceiver. The underground mining vehicle 706 may use the input and output interface 700 to communicate with a traffic control system and in some cases in other vehicles in the mining environment, using e.g. a wireless communication network. The underground mining vehicle 706 comprises various other components, not described herein.

[00191] The memory 770 of the underground mining vehicle 706 may comprise one or more memory units. The memory 770 comprises computer-executable instructions executable by the processing circuitry 760 of the underground mining vehicle 706. The memory 770 is configured to store, e.g., information, data, etc., and the computer-executable instructions that are executable, by the processing circuitry 760, to allow the underground mining vehicle 706 be controlled by the traffic control system using the methods in accordance with examples herein. The memory 770 may additionally obtain information from an external memory.

[00192] The processing circuity 760 is configured to obtain an assignment of a first route from the traffic control system, the first route comprising a start point, an end point, and a first plurality of zones that are selected from the plurality of travel zones and to be traversed by the vehicle as the vehicle travels the first route from the start point to the end point; request to use an anchor point in the first route; and determine whether it has been announced that the step-off zone is assigned to a second vehicle from the one or more vehicles.

[00193] The processing circuitry 760 is also configured to, responsive to determining that it has not been announced that the step-off zone is assigned to the second vehicle, announce that the step-off zone and at least one zone from the first plurality of zones in a path towards the step-off zone are assigned to the vehicle, and obtain a command for the vehicle to move towards the step-off zone. The processing circuitry is also configured to, responsive to determining that it has been announced that the step-off zone is assigned to the second vehicle, and responsive to determining that the second vehicle is not requesting to use a current step-off zone assigned to the vehicle, obtain a command for the vehicle to remain at a current position, and obtain a command to monitor for indication of a status change of at least one zone in a path towards a current destination of the vehicle.

[00194] In some examples, the processing circuitry 760 of the underground mining vehicle is further configured to, responsive to determining that the second vehicle is requesting to use the current step- off zone, obtain a command for the vehicle to move based on a first priority level assigned to the vehicle and a second priority level assigned to the second vehicle, or based on an order in which the vehicle has requested to use the anchor point and the second vehicle has requested to use the current anchor point. The obtaining a command for the vehicle to move based the first priority level assigned to the vehicle and the second priority level assigned to the second vehicle may comprise, when the first priority level is lower than the second priority level, obtaining a command for the vehicle to move to the current step-off zone to thereby allow the second vehicle to pass; and when the first priority level is higher than the second priority level, announcing that one or more zones in a path towards the current destination of the vehicle are assigned to the vehicle and obtaining a command for the vehicle to move towards the current destination of the vehicle, wherein the second vehicle is controlled to move to the step-off zone to thereby allow the vehicle to pass.

[00195] The underground mining vehicle 706 may be controlled to move in a manner coordinated in accordance with movements of other vehicles in the mining environment in which the underground mining vehicle 706 is operating, using the method as described in connection with FIGs. 2A, 2B, and 3, and illustrated in FIGs. 4A-4F and 5A-5F.

[00196] In some examples, the underground mining vehicle 706 is controlled by a control system or a central controller, e.g. traffic control system 24. In some examples, the underground mining vehicle 706 may perform some of the processing performed by the traffic control system 24, as described, e.g. in FIGs. 2A, 2B, and 3. In some examples, the underground mining vehicle 706 may perform all of the processing performed by the traffic control system 24, as described, e.g. in FIGs. 2A, 2B, and 3.

[00197] The operational steps described in any of the exemplary aspects herein are described to provide examples and discussion. The steps may be performed by hardware components, may be embodied in machine-executable instructions to cause a processor to perform the steps, or may be performed by a combination of hardware and software. Although a specific order of method steps may be shown or described, the order of the steps may differ. In addition, two or more steps may be performed concurrently or with partial concurrence.

[00198] The terminology used herein is for the purpose of describing particular aspects only and is not intended to be limiting of the disclosure. As used herein, the singular forms "a,” "an,” and "the” are intended to include the plural forms as well, unless the context clearly indicates otherwise. As used herein, the term "and/or” includes any and all combinations of one or more of the associated listed items. It will be further understood that the terms "comprises,” "comprising,” "includes,” and/or "including” when used herein specify the presence of stated features, integers, steps, operations, elements, and/or components, but do not preclude the presence or addition of one or more other features, integers, steps, operations, elements, components, and/or groups thereof.

[00199] It will be understood that, although the terms first, second, etc., may be used herein to describe various elements, these elements should not be limited by these terms. These terms are only used to distinguish one element from another. For example, a first element could be termed a second element, and, similarly, a second element could be termed a first element without departing from the scope of the present disclosure. [00200] Relative terms such as "below” or "above” or "upper” or "lower” may be used herein to describe a relationship of one element to another element as illustrated in the Figures. It will be understood that these terms and those discussed above are intended to encompass different orientations of the device in addition to the orientation depicted in the Figures. It will be understood that when an element is referred to as being "connected” or "coupled” to another element, it can be directly connected or coupled to the other element, or intervening elements may be present. In contrast, when an element is referred to as being "directly connected” or "directly coupled” to another element, there are no intervening elements present.

[00201] Unless otherwise defined, all terms, including technical and scientific terms, used herein have the same meaning as commonly understood by one of ordinary skill in the art to which this disclosure belongs. It will be further understood that terms used herein should be interpreted as having a meaning consistent with their meaning in the context of this specification and the relevant art and will not be interpreted in an idealized or overly formal sense unless expressly so defined herein.

[00202] It is to be understood that the present disclosure is not limited to the aspects described above and illustrated in the drawings; rather, the skilled person will recognize that many changes and modifications may be made within the scope of the present disclosure and appended claims. In the drawings and specification, there have been disclosed aspects for purposes of illustration only and not for purposes of limitation, the scope of the inventive concepts being set forth in the following claims.

Claims

CLAIMS What is claimed is:

1 . A computer-implemented method for coordinating movements of one or more vehicles out of a plurality of vehicles in a mining environment (100, 1000) comprising a plurality of travel zones (102, 1002) and one or more step-off zones, wherein a respective travel zone comprises one or more anchor points, the method comprising: assigning (202, 302) one or more routes to the one or more vehicles out of the plurality of vehicles, each route comprising zones selected from the plurality of travel zones, wherein the one or more anchor points are one or more points, each associated with a respective step-off zone out of the one or more step-off zones, at which a vehicle, assigned the route, is allowed to step off of the route to the step-off zone; and wherein a first vehicle from the plurality of vehicles is assigned a first route (105, 1005) comprising a start point (107, 1007), an end point (109, 1009), and a first plurality of zones (111 , 1011) that are selected from the plurality of travel zones (102, 1002), to be traversed by the first vehicle as the first vehicle travels the first route from the start point to the end point; in response to the first vehicle requesting (206) to use an anchor point (115) in the first route, determining (208) whether it has been announced that the step-off zone is assigned to a second vehicle (116) from the one or more vehicles; and controlling (209) movement of the first vehicle responsive to determining whether it has been announced that the step-off zone is assigned to the second vehicle.

2. The method according to claim 1 , wherein the controlling movement of the first vehicle comprises: responsive to determining that it has not been announced that the step-off zone is assigned to the second vehicle, announcing (210) that the step-off zone and at least one zone from the first plurality of zones in a path towards the step-off zone are assigned to the first vehicle, and controlling (212) movement of the first vehicle towards the step-off zone.

3. The method according to any one of claims 1-2, wherein the controlling movement of the first vehicle comprises: responsive to determining that it has been announced that the step-off zone is assigned to the second vehicle, determining (214) whether the second vehicle is requesting to use a current step-off zone assigned to the first vehicle; and responsive to determining that the second vehicle is not requesting to use the current step-off zone, controlling (216) the first vehicle to remain at a current position, and monitoring (218) for indication of a status change of at least one zone in a path towards a current destination of the first vehicle.

4. The method according to claim 3, comprising, responsive to determining that the second vehicle is requesting to use the current step-off zone, controlling (220) movement of the first vehicle based on a first priority level assigned to the first vehicle and a second priority level assigned to the second vehicle, or based on an order in which the first vehicle has requested to use the anchor point and the second vehicle has requested to use the current step-off zone.

5. The method according to claim 4, wherein controlling movement of the first vehicle based on the first priority level assigned to the first vehicle and the second priority level assigned to the second vehicle comprises: when the first priority level is lower than the second priority level, controlling the first vehicle to move to the current step-off zone to thereby allow the second vehicle to pass; and when the first priority level is higher than the second priority level, announcing that one or more zones in a path towards the current destination of the first vehicle are assigned to the first vehicle and controlling movement of the first vehicle towards the current destination of the first vehicle, wherein the second vehicle is controlled to move to the step-off zone to thereby allow the first vehicle to pass.

6. The method according to any one of the preceding claims, wherein the determining (208) whether it has been announced that the step-off zone is assigned to the second vehicle (116) from the one or more vehicles, in response to the first vehicle requesting (206) to use the anchor point (115) in the first route, is performed when the first route comprises the anchor point to be requested by the first vehicle (106).

7. A computer program product comprising computer-executable instructions which, when executed by processing circuitry, cause the processing circuitry to perform actions according to any one of claims 1- 6.

8. A traffic control system (24) comprising processing circuitry for coordinating movements of one or more vehicles out of a plurality of vehicles in a mining environment (100, 1000) comprising a plurality of travel zones (102, 1002) and one or more step-off zones, wherein a respective travel zone comprises one or more anchor points, the processing circuitry being configured to: assign one or more routes to the one or more vehicles out of the plurality of vehicles, each route comprising zones selected from the plurality of travel zones, wherein the one or more anchor points are one or more points, each associated with a respective step-off zone out of the one or more step-off zones, at which a vehicle, assigned the route, is allowed to step off of the route to the step-off zone; and wherein a first vehicle from the plurality of vehicles is assigned a first route (105, 1005) comprising a start point (107, 1007), an end point (109, 1009), and a first plurality of zones (111 , 1011) that are selected from the plurality of travel zones (102, 1002), to be traversed by the first vehicle as the first vehicle travels the first route from the start point to the end point; in response to the first vehicle requesting to use an anchor point (115) in the first route, determine whether it has been announced that the step-off zone is assigned to a second vehicle (116) from the one or more vehicles; and control movement of the first vehicle responsive to determining whether it has been announced that the step-off zone is assigned to the second vehicle.

9. The traffic control system according to claim 8, wherein the processing circuitry is configured to control movement of the first vehicle by responsive to determining that it has not been announced that the step-off zone is assigned to the second vehicle, announcing that the step-off zone and at least one zone from the first plurality of zones in a path towards the step-off zone are assigned to the first vehicle, and controlling movement of the first vehicle towards the step-off zone.

10. The traffic control system according to any one of claims 8-9, wherein the processing circuitry is configured to control movement of the first vehicle by responsive to determining that it has been announced that the step-off zone is assigned to the second vehicle, determining whether the second vehicle is requesting to use a current step-off zone assigned to the first vehicle, and responsive to determining that the second vehicle is not requesting to use the current step-off zone, controlling the first vehicle to remain at a current position, and monitoring (218) for indication of a status change of at least one zone in a path towards a current destination of the first vehicle.

11 . The traffic control system according to claim 10, wherein the processing circuitry is further configured to, responsive to determining that the second vehicle is requesting to use the current step- off zone, control movement of the first vehicle based on a first priority level assigned to the first vehicle and a second priority level assigned to the second vehicle, or based on an order in which the first vehicle has requested to use the anchor point and the second vehicle has requested to use the current step-off zone.

12. The traffic control system according to claim 11 , wherein the processing circuitry is configured to control movement of the first vehicle based on the first priority level assigned to the first vehicle and the second priority level assigned to the second vehicle by: when the first priority level is lower than the second priority level, controlling the first vehicle to move to the current step-off zone to thereby allow the second vehicle to pass; and when the first priority level is higher than the second priority level, announcing that one or more zones in a path towards the current destination of the first vehicle are assigned to the first vehicle and controlling movement of the first vehicle towards the current destination of the first vehicle, wherein the second vehicle is controlled to move to the step-off zone to thereby allow the first vehicle to pass.

13. The traffic control system according to any one of claims 8-12, wherein the processing circuitry is further configured to determine whether it has been announced that the step-off zone is assigned to the second vehicle from the one or more vehicles, in response to the first vehicle requesting to use the anchor point in the first route, when the first route comprises the anchor point to be requested by the first vehicle.

14. An underground mining vehicle (706) comprising processing circuity (760) and configured to be controlled by a traffic control system (24) for coordinating movements of one or more vehicles out of a plurality of vehicles in a mining environment (100, 1000) comprising a plurality of travel zones (102, 1002) and one or more step-off zones, wherein a respective travel zone comprises one or more anchor points, the processing circuitry (760) being configured to: obtain an assignment of a first route from the traffic control system, the first route comprising a start point, an end point, and a first plurality of zones that are selected from the plurality of travel zones and to be traversed by the vehicle as the vehicle travels the first route from the start point to the end point; request to use an anchor point in the first route; determine whether it has been announced that the step-off zone is assigned to a second vehicle from the one or more vehicles; responsive to determining that it has not been announced that the step-off zone is assigned to the second vehicle, announce that the step-off zone and at least one zone from the first plurality of zones in a path towards the step-off zone are assigned to the vehicle, and obtain a command for the vehicle to move towards the step-off zone; and responsive to determining that it has been announced that the step-off zone is assigned to the second vehicle, and responsive to determining that the second vehicle is not requesting to use a current step-off zone assigned to the vehicle, obtain a command for the vehicle to remain at a current position, and obtain a command to monitor for indication of a status change of at least one zone in a path towards a current destination of the vehicle.

15. The underground mining vehicle (706) according to claim 14, wherein the processing circuitry is further configured to, responsive to determining that the second vehicle is requesting to use the current step-off zone, obtain a command for the vehicle to move based on a first priority level assigned to the vehicle and a second priority level assigned to the second vehicle, or based on an order in which the vehicle has requested to use the anchor point and the second vehicle has requested to use the current anchor point, wherein obtaining a command for the vehicle to move based the first priority level assigned to the vehicle and the second priority level assigned to the second vehicle comprises: when the first priority level is lower than the second priority level, obtaining a command for the vehicle to move to the current step-off zone to thereby allow the second vehicle to pass; and when the first priority level is higher than the second priority level, announcing that one or more zones in a path towards the current destination of the vehicle are assigned to the vehicle and obtaining a command for the vehicle to move towards the current destination of the vehicle, wherein the second vehicle is controlled to move to the step-off zone to thereby allow the vehicle to pass.