Engine overspeed inhibition of mine dump truck and implementation method thereof

Abstract

The application discloses a mine dump truck engine overspeed inhibition and an implementation method thereof; the engine overspeed inhibition comprises an engine, an engine controller ECU, an engine rotating speed sensor, a vehicle speed sensor, an exhaust brake mechanism, a hydraulic retarder, a hydraulic retarder controller RCU, a vehicle controller ACU, an inclination sensor, a data recorder, an accelerator pedal and a weighing system; the engine controller ECU, the hydraulic retarder controller RCU, the vehicle controller ACU, the data recorder and the weighing system are connected on the same bus; the inclination sensor is connected to the vehicle controller ACU, and the inclination sensor is installed on the mine dump truck; the application can effectively prevent the engine from overspeeding due to the mismatch between the gear and the vehicle speed, and guarantee the safety, the intelligence and the convenience of the brake system of the mine dump truck; and the application makes the mine dump truck safer and more intelligent when the mine dump truck continuously goes downhill under heavy load.

Description

Technical Field

[0001] This invention relates to an overspeed suppression method for mining dump truck engines and its implementation method, belonging to the field of vehicle engine overspeed protection technology. Background Technology

[0002] Mining dump trucks face complex operating conditions, such as braking on long downhill slopes and heavy-load downhill slopes. During operation, the main braking force increases significantly, leading to accelerated brake wear, brake disc degradation, and mismatch between engine speed and gear selection, potentially causing engine malfunctions. In severe cases, this can result in main brake failure and traffic accidents.

[0003] The ability to generate significant braking energy in a short time is a characteristic of a vehicle's main braking system. The longer the main braking time, the greater the thermal load on the brakes. If the surrounding environment cannot dissipate the heat generated during braking, the brake discs will continue to heat up, leading to a continuous decrease in the braking capacity of the system. Therefore, the main brakes of mining dump trucks cannot meet the requirements for prolonged continuous braking under heavy loads on long downhill slopes. In practice, when mining dump trucks are braking under heavy loads on downhill or long downhill conditions, the auxiliary braking system (a combination of exhaust braking and retarder braking) should be used. Compared to the main brakes, the auxiliary braking system can absorb less power in a short time, and this absorbed power remains relatively constant over a long period. Therefore, the auxiliary braking system can meet the braking requirements of mining dump trucks under heavy loads on long downhill slopes. Furthermore, when mining dump trucks are braking under heavy loads on downhill or long downhill slopes, the mismatch between gear and vehicle speed often causes engine overspeeding, which not only damages the engine but also poses a safety hazard to the driver. Therefore, the auxiliary braking system can remove the engine from the overspeed state without affecting the normal operation of the engine, thus avoiding damage to the engine and ensuring the driver's personal safety.

[0004] Auxiliary braking systems include exhaust braking and hydraulic retarding braking. However, exhaust braking power is limited, and its braking torque decreases significantly with each gearbox shift. Therefore, exhaust braking alone is insufficient to meet the braking requirements of heavy-load, continuous downhill driving for mining dump trucks. Retarder braking enables constant speed and graded braking, effectively reducing the pressure on the main brakes. Compared to engine braking and eddy current retarder braking, retarder braking offers advantages such as smoother braking, higher braking torque, lower noise, smaller size, and longer lifespan. Therefore, a combined retarder braking and exhaust braking system can meet the continuous braking requirements of mining dump trucks driving downhill on slopes with varying gradients, while keeping the vehicle speed within the normal driving range. This provides a reasonable solution for protecting the engine from overspeeding when driving on slopes. Summary of the Invention

[0005] To address the problems existing in the prior art, this invention provides a method for suppressing engine overspeed in mining dump trucks, which can effectively prevent engine overspeeding caused by mismatch between gear and vehicle speed, ensuring the safety, intelligence, and convenience of the braking system of mining dump trucks; making mining dump trucks safer and smarter when heavily loaded and continuously descending slopes.

[0006] To achieve the above objectives, the technical solution adopted by the present invention is as follows:

[0007] A method for suppressing engine overspeed in a mining dump truck includes an engine, an engine controller (ECU), an engine speed sensor, a vehicle speed sensor, an exhaust brake mechanism, a hydraulic retarder, a hydraulic retarder controller (RCU), a vehicle controller (ACU), a tilt sensor, a data recorder, an accelerator pedal, and a weighing system.

[0008] The engine controller (ECU), hydraulic buffer controller (RCU), vehicle controller (ACU), data logger, and weighing system are connected to the same bus.

[0009] The tilt sensor is connected to the vehicle controller ACU and is installed on the mining dump truck.

[0010] The engine overspeed suppression method specifically includes the following steps:

[0011] S1. After the vehicle starts, first determine the engine throttle opening. If it is less than 2%, proceed to step S2. If it is greater than 2%, do not perform any action.

[0012] S2. Determine if the engine speed n is greater than the preset speed N1: If it is, open the exhaust brake mechanism and apply 100% braking force to the hydraulic buffer and execute step S6; if it is not, execute step S3.

[0013] S3. Determine whether the engine speed n is greater than the preset speed N2: If it is, open the exhaust brake mechanism and apply 75% braking force to the hydraulic buffer and execute step S6; if it is not, execute step S4.

[0014] S4. Determine if the engine speed n is greater than the preset speed N3: If it is, open the exhaust brake mechanism and apply 50% braking force to the hydraulic buffer and execute step S6; if it is not, execute step S5.

[0015] S5. Determine if the engine speed n is greater than the preset speed N4: If it is, open the exhaust brake mechanism and apply 25% braking force to the hydraulic buffer and execute step S6; if it is not, execute step S7.

[0016] S6. Determine if the vehicle speed v is greater than the preset vehicle speed V: If it is, output an overspeed alarm; if it is not, proceed to step S7.

[0017] S7. Determine if the engine speed n is less than the preset speed N5: If it is, then close the hydraulic exhaust brake mechanism; if it is not, then proceed to step S8.

[0018] S8. Determine the engine throttle opening. If it is greater than 5%, then close the hydraulic damping exhaust brake mechanism; if it is not greater than 5%, then return to step S1, and repeat this cycle.

[0019] Preferably, it automatically engages auxiliary braking with engine speed as the control object to suppress engine speed within a certain range, wherein the preset speed is N1>N2>N3>N4>1500 (N1, N2, N3, and N4 are determined by braking tests).

[0020] Preferably, the tilt sensor is connected to the vehicle controller ACU, the vehicle controller ACU sends the slope value to the CAN bus, the vehicle load is collected by the weighing system, and the accelerator pedal opening and engine speed are collected by the engine controller ECU and sent to the CAN bus.

[0021] The vehicle controller (ACU) determines whether the vehicle is in a downhill dragging state by combining the accelerator pedal opening and the engine speed.

[0022] Preferably, the exhaust braking mechanism control is initiated by a request sent by the vehicle controller (ACU) via a bus.

[0023] After the engine controller ECU responds, it opens the solenoid valve of the exhaust brake mechanism and applies the exhaust brake.

[0024] Preferably, the hydraulic retarder braking control is controlled by a bus. The vehicle controller (ACU) sends TSC control commands, and the hydraulic retarder applies a certain braking force according to the bus commands.

[0025] Preferably, if the vehicle speed exceeds the preset speed V during braking, an overspeed alarm is output to remind the driver that the automatic braking has failed and that the driver needs to apply the main brake to avoid potential safety hazards.

[0026] Preferably, all control commands are issued by the vehicle controller (ACU) via the CAN bus, and the vehicle controller (ACU) determines when to apply or disengage braking.

[0027] Preferably, a data recorder is used to record the vehicle's operating parameters, and the braking effect is calculated and analyzed based on the operating parameters.

[0028] Preferably, the tilt sensor, weighing system, and data logger are mainly used to verify the algorithm, and can be removed once the algorithm is mature.

[0029] Preferably, all instructions are issued via the CAN bus, and once the algorithm is mature, only the ACU program and the RCU program of the liquid buffer controller need to be updated.

[0030] The beneficial effects of this invention are:

[0031] This invention achieves combined exhaust braking and retarder braking through integrated control of the power system and electrical system of mining dump trucks; the control is mainly based on the vehicle controller ACU, and all commands are issued via CAN bus, which is efficient and fast; under heavy load downhill conditions, the brakes are automatically applied when conditions are met, reducing driver operation;

[0032] Once the algorithm is mature, it can be implemented simply by updating the ACU program and the RCU program of the hydraulic retarder controller, making on-site modification convenient; it can effectively prevent engine overspeeding caused by mismatch between gear and vehicle speed, ensuring the safety, intelligence and convenience of the braking system of mining dump trucks; making mining dump trucks safer and smarter when going downhill under heavy load. Attached Figure Description

[0033] Figure 1 This is a schematic diagram of the method for combined retarder braking and exhaust braking according to the present invention;

[0034] Figure 2 This is a communication principle diagram of the combined braking control of retarder braking and exhaust braking in this invention;

[0035] Figure 3 This is a graph showing the external characteristics of the liquid buffer of the present invention;

[0036] Figure 4 This is a power curve diagram of the exhaust braking system of the present invention. Detailed Implementation

[0037] To make the objectives, technical solutions, and advantages of this invention clearer, the invention will be further described in detail below with reference to the accompanying drawings and embodiments. However, it should be understood that the specific embodiments described herein are merely illustrative and are not intended to limit the scope of the invention.

[0038] like Figure 1-4 As shown, a method for suppressing engine overspeed in a mining dump truck includes an engine, an engine controller ECU2, an engine speed sensor, a vehicle speed sensor 6, an exhaust brake mechanism, a hydraulic retarder, a hydraulic retarder controller RCU3, a vehicle controller ACU1, a tilt sensor 7, a data recorder 5, an accelerator pedal 9, and a weighing system 8.

[0039] The engine controller ECU2, hydraulic buffer controller RCU3, vehicle controller ACU1, data recorder 5, and weighing system 8 are connected on the same bus.

[0040] The tilt sensor 7 is connected to the vehicle controller ACU1, and the tilt sensor 7 is installed on the mining dump truck;

[0041] The engine overspeed suppression method specifically includes the following steps:

[0042] S1. After the vehicle starts, first determine the engine throttle opening. If it is less than 2%, proceed to step S2. If it is greater than 2%, do not perform any action.

[0043] S2. Determine if the engine speed n is greater than the preset speed N1: If it is, open the exhaust brake mechanism and apply 100% braking force to the hydraulic buffer and execute step S6; if it is not, execute step S3.

[0044] S3. Determine whether the engine speed n is greater than the preset speed N2: If it is, open the exhaust brake mechanism and apply 75% braking force to the hydraulic buffer and execute step S6; if it is not, execute step S4.

[0045] S4. Determine if the engine speed n is greater than the preset speed N3: If it is, open the exhaust brake mechanism and apply 50% braking force to the hydraulic buffer and execute step S6; if it is not, execute step S5.

[0046] S5. Determine if the engine speed n is greater than the preset speed N4: If it is, open the exhaust brake mechanism and apply 25% braking force to the hydraulic buffer and execute step S6; if it is not, execute step S7.

[0047] S6. Determine if the vehicle speed v is greater than the preset vehicle speed V: If it is, output an overspeed alarm; if it is not, proceed to step S7.

[0048] S7. Determine if the engine speed n is less than the preset speed N5: If it is, then close the hydraulic exhaust brake mechanism; if it is not, then proceed to step S8.

[0049] S8. Determine the engine throttle opening. If it is greater than 5%, then close the hydraulic damping exhaust brake mechanism; if it is not greater than 5%, then return to step S1, and repeat this cycle.

[0050] Preferably, it automatically engages auxiliary braking with engine speed as the control object to suppress engine speed within a certain range, wherein the preset speed is N1>N2>N3>N4>1500 (N1, N2, N3, and N4 are determined by braking tests).

[0051] Preferably, the tilt sensor 7 is connected to the vehicle controller ACU1, the vehicle controller ACU1 sends the slope value to the CAN bus, the vehicle load is collected by the weighing system 8, and the accelerator pedal 9 opening and engine speed are collected by the engine controller ECU2 and sent to the CAN bus.

[0052] The vehicle controller ACU1 determines whether the vehicle is in a downhill reverse-dragging state based on the combination of the accelerator pedal opening 9 and the speed.

[0053] Preferably, the exhaust braking mechanism control is initiated by a request sent by the vehicle controller ACU1 (bus mode);

[0054] After the engine controller ECU2 responds, it opens the solenoid valve of the exhaust brake mechanism and applies the exhaust brake.

[0055] Preferably, the hydraulic retarder braking control is controlled by the bus. The vehicle controller ACU1 sends TSC control commands, and the hydraulic retarder applies a certain braking force according to the bus commands.

[0056] Preferably, if the vehicle speed exceeds the preset speed V during braking, an overspeed alarm is output to remind the driver that the automatic braking has failed and that the driver needs to apply the main brake to avoid potential safety hazards.

[0057] Preferably, all control commands are issued by the vehicle controller ACU1 via the CAN bus, and the vehicle controller ACU1 determines when to apply or disengage the brakes.

[0058] Preferably, a data recorder 5 is used to record the vehicle's operating parameters, and the braking effect is calculated and analyzed based on the operating parameters.

[0059] Preferably, the tilt sensor 7, weighing system 8, and data logger 5 are mainly used to verify the algorithm, and can be removed after the algorithm is mature.

[0060] Preferably, all instructions are issued via the CAN bus, and once the algorithm is mature, only the ACU program and the RCU3 program of the liquid buffer controller need to be updated.

[0061] The specific steps of Embodiment 1 are as follows: Figure 2 As shown, the steps include:

[0062] Signals are collected via hardware circuit signal ports and the CAN bus, including throttle opening, engine speed, vehicle speed, and gradient. When the vehicle is descending a continuous slope, to prevent engine overspeeding due to gear and vehicle speed mismatch, the vehicle controller ACU1 intelligently activates hydraulic easing and exhaust braking based on engine speed and vehicle speed.

[0063] As a further embodiment of this solution: after the system starts, the ACU first checks whether the throttle opening is less than 2%; if not, no operation is performed; if so, the next step is executed.

[0064] As a further embodiment: The vehicle controller ACU1 detects whether the engine speed is greater than N1. If so, the vehicle controller ACU1 sends a braking request to the engine controller ECU2 and the hydraulic retarder controller RCU3 via the CAN bus. Upon receiving the request, the engine controller ECU2 opens the exhaust brake solenoid valve and applies exhaust braking. Upon receiving the request, the hydraulic retarder controller RCU3 opens the hydraulic retarder electronic control valve and applies 100% braking torque. After the above operations are completed, the system automatically proceeds to the next step. If not, the system proceeds to the next step.

[0065] As a further solution in this embodiment: the vehicle controller ACU1 detects whether the vehicle speed is greater than the preset vehicle speed V: if so, the display 4 shows the vehicle speed exceeding the speed limit and issues an audible and visual alarm signal to remind the driver that the automatic braking has failed and that the driver needs to step on the main brake to avoid safety hazards and proceed to the next step; if not, then proceed to the next step.

[0066] As a further embodiment: The vehicle controller ACU1 detects whether the engine speed is greater than N2. If so, the vehicle controller ACU1 sends braking requests to the engine controller ECU2 and the hydraulic retarder controller RCU3 via the CAN bus. The engine controller ECU2 continues to apply exhaust braking, and upon receiving the request, the hydraulic retarder controller RCU3 opens the hydraulic retarder electronic control valve and applies 75% of the braking torque. After the above operations are completed, the system automatically proceeds to the next step. If not, the system proceeds to the next step.

[0067] As a further solution in this embodiment: the vehicle controller ACU1 detects whether the vehicle speed is greater than the preset vehicle speed V: if so, the display 4 shows the vehicle speed exceeding the speed limit and issues an audible and visual alarm signal to remind the driver that the automatic braking has failed and that the driver needs to step on the main brake to avoid safety hazards and proceed to the next step; if not, then proceed to the next step.

[0068] As a further embodiment: The vehicle controller ACU1 detects whether the engine speed is greater than N3. If so, the vehicle controller ACU1 sends braking requests to the engine controller ECU2 and the hydraulic retarder controller RCU3 via the CAN bus. The engine controller ECU2 continues to apply exhaust braking, and upon receiving the request, the hydraulic retarder controller RCU3 opens the hydraulic retarder electronic control valve and applies 50% of the braking torque. After the above operations are completed, the system automatically proceeds to the next step. If not, the system proceeds to the next step.

[0069] As a further solution in this embodiment: the vehicle controller ACU1 detects whether the vehicle speed is greater than the preset vehicle speed V: if so, the display 4 shows the vehicle speed exceeding the speed limit and issues an audible and visual alarm signal to remind the driver that the automatic braking has failed and that the driver needs to step on the main brake to avoid safety hazards and proceed to the next step; if not, then proceed to the next step.

[0070] As a further embodiment: The vehicle controller ACU1 detects whether the engine speed is greater than N4. If so, the vehicle controller ACU1 sends braking requests to the engine controller ECU2 and the hydraulic retarder controller RCU3 via the CAN bus. The engine controller ECU2 continues to apply exhaust braking, and upon receiving the request, the hydraulic retarder controller RCU3 opens the hydraulic retarder electronic control valve and applies 25% of the braking torque. After the above operations are completed, the system automatically proceeds to the next step. If not, the system proceeds to the next step.

[0071] As a further solution in this embodiment: the vehicle controller ACU1 detects whether the vehicle speed is greater than the preset vehicle speed V: if so, the display 4 shows the vehicle speed exceeding the speed limit and issues an audible and visual alarm signal to remind the driver that the automatic braking has failed and that the driver needs to step on the main brake to avoid safety hazards and proceed to the next step; if not, then proceed to the next step.

[0072] As a further embodiment: The vehicle controller ACU1 detects whether the engine speed is less than N5. If so, it stops the exhaust brake request, closes the exhaust brake, stops issuing the hydraulic retarder brake command, and closes the hydraulic retarder. After completing the above operations, the current cycle ends and returns to the first step of this embodiment. If not, it continues to apply exhaust brake and 25% hydraulic retarder braking torque and returns to repeat this step, thus repeating the cycle.

[0073] When the mining dump truck is in a state of combined exhaust braking and retarder braking, the exhaust braking activation icon and the retarder braking torque percentage will be displayed on display 4. The driver can clearly understand the current braking mode, prevent misoperation, and improve the safety factor of use.

[0074] As a further embodiment of this solution: the data recorder 5 is used to record the automatic application data of the mining dump truck's continuous heavy-load downhill braking, including information such as engine speed, real-time gradient, real-time vehicle speed, engine braking torque, and hydraulic retarder braking torque.

[0075] The specific steps of embodiment 2 are as follows: Figures 3 to 4 As shown, the steps include:

[0076] In this invention, the braking test evaluates the braking effect by calculating the total braking force applied automatically. The braking force includes: retarder braking force, exhaust braking force, wind resistance braking force, and road resistance, which are then summed to form the total braking force. Dividing the total braking force by the total mass m converts it into deceleration, which can be used to evaluate the vehicle's braking effect.

[0077] As a further embodiment: Hydraulic braking force: The driveshaft speed is obtained based on the tire radius, axle speed ratio, and vehicle speed, using the retarder's external characteristic curve as a reference. Figure 3 As shown, the retarder braking torque is obtained from the drive shaft speed, and the retarder braking force is finally obtained from the retarder braking torque, the axle speed ratio, and the tire radius.

[0078] As a further aspect of this embodiment: Exhaust braking force: based on the exhaust braking power curve, such as... Figure 4 As shown, the exhaust braking power is obtained based on the engine speed, the exhaust braking torque is calculated, and finally the exhaust braking force is obtained from the exhaust braking torque, the axle speed ratio, and the tire radius.

[0079] As a further embodiment of this invention: wind resistance braking force: wind resistance braking force is obtained from air resistance coefficient, frontal area and vehicle speed.

[0080] As a further aspect of this embodiment: During actual operation, the wind resistance of a mining dump truck is related to the air resistance coefficient, the frontal area, and the vehicle speed, according to the formula:

[0081] F C =S×L×V 2 / 21.5

[0082] In the formula, F C S is the wind resistance braking force (N), and S is the vehicle's frontal area (m²). 2 L is the drag coefficient, and V is the vehicle speed (km / h). Generally, the drag coefficient is taken as an empirical value, and for a specific mining dump truck, the frontal area is also a fixed value. Therefore, both the drag coefficient and the vehicle's frontal area are calibrated values.

[0083] As a further embodiment of this invention: Road resistance braking force: The road resistance braking force is obtained from the gradient, vehicle weight and friction coefficient.

[0084] As a further aspect of this embodiment: when a mining dump truck is going downhill, the road resistance is manifested as the component of gravity along the slope direction and rolling friction. A tilt sensor 7 collects the real-time slope, converting the percentage slope into a sine value of the angle, or vice versa. The road resistance braking force is:

[0085]

[0086] In the formula, m is the vehicle weight (kg), obtained by adding the unloaded mass to the real-time vehicle load provided by the vehicle weighing system 8; g is the acceleration due to gravity (m / s²). 2 μ is the rolling friction coefficient; i is the percentage slope.

[0087] The above description is only a preferred embodiment of the present invention and is not intended to limit the present invention. Any modifications, equivalent substitutions or improvements made within the spirit and principles of the present invention should be included within the protection scope of the present invention.

Claims

1. A method for suppressing overspeed in the engine of a mining dump truck, characterized in that, This includes the engine, engine controller ECU, engine speed sensor, vehicle speed sensor, exhaust brake mechanism, hydraulic retarder, hydraulic retarder controller RCU, vehicle controller ACU, tilt sensor, data recorder, accelerator pedal, and weighing system; The engine controller (ECU), hydraulic buffer controller (RCU), vehicle controller (ACU), data logger, and weighing system are connected to the same bus. The tilt sensor is connected to the vehicle controller ACU and is installed on the mining dump truck. The engine overspeed suppression method specifically includes the following steps: S1. After the vehicle starts, first determine the engine throttle opening. If it is less than 2%, proceed to step S2. If it is greater than 2%, do not perform any action. S2. Determine if the engine speed n is greater than the preset speed N1: If it is, open the exhaust brake mechanism and apply 100% braking force to the hydraulic buffer and execute step S6; if it is not, execute step S3. S3. Determine whether the engine speed n is greater than the preset speed N2: If it is, open the exhaust brake mechanism and apply 75% braking force to the hydraulic buffer and execute step S6; if it is not, execute step S4. S4. Determine if the engine speed n is greater than the preset speed N3: If it is, open the exhaust brake mechanism and apply 50% braking force to the hydraulic buffer and execute step S6; if it is not, execute step S5. S5. Determine if the engine speed n is greater than the preset speed N4: If it is, open the exhaust brake mechanism and apply 25% braking force to the hydraulic buffer and execute step S6; if it is not, execute step S7. S6. Determine if the vehicle speed v is greater than the preset vehicle speed V: If it is, output an overspeed alarm; if it is not, proceed to step S7. S7. Determine if the engine speed n is less than the preset speed N5: If it is, then close the hydraulic exhaust brake mechanism; if it is not, then proceed to step S8. S8. Determine the engine throttle opening. If it is greater than 5%, then close the hydraulic buffer exhaust brake mechanism; if it is not greater than 5%, then return to step S1, and repeat this cycle.

2. The method for suppressing overspeed of a mining dump truck engine according to claim 1, characterized in that: It automatically engages auxiliary braking with engine speed as the control object to suppress engine speed within a certain range, wherein the preset speed is N1>N2>N3>N4>1500 (N1, N2, N3, N4 are determined by braking test).

3. The method for suppressing overspeed of a mining dump truck engine according to claim 1, characterized in that: The tilt sensor is connected to the vehicle controller ACU, which sends the slope value to the CAN bus. The vehicle load is collected by the weighing system, and the accelerator pedal opening and engine speed are collected by the engine controller ECU and sent to the CAN bus. The vehicle controller (ACU) determines whether the vehicle is in a downhill dragging state by combining the accelerator pedal opening and the engine speed.

4. The method for suppressing overspeed of a mining dump truck engine according to claim 1, characterized in that: The exhaust braking mechanism control is initiated by a request sent by the vehicle controller (ACU) via a bus. After the engine controller ECU responds, it opens the solenoid valve of the exhaust brake mechanism and applies the exhaust brake.

5. The method for suppressing overspeed of a mining dump truck engine according to claim 1, characterized in that: The hydraulic retarder braking control is controlled by the bus. The vehicle controller (ACU) sends TSC control commands, and the hydraulic retarder applies a certain braking force according to the bus commands.

6. The method for suppressing overspeed of a mining dump truck engine according to claim 1, characterized in that: If the vehicle speed exceeds the preset speed V during braking, an overspeed alarm will be output to remind the driver that the automatic braking has failed and that the main brake needs to be applied to avoid safety hazards.

7. The method for suppressing overspeed of a mining dump truck engine according to claim 1, characterized in that: All control commands are issued by the vehicle controller (ACU) via the CAN bus. The ACU determines when to apply or disengage the brakes.

8. The method for suppressing overspeed of a mining dump truck engine according to claim 1, characterized in that: A data recorder is used to record the vehicle's operating parameters, and the braking effect is calculated and analyzed based on these parameters.

9. The method for suppressing overspeed of a mining dump truck engine according to claim 1, characterized in that: The tilt sensor, weighing system, and data logger are mainly used to verify the algorithm and can be removed once the algorithm is mature.

10. The method for suppressing overspeed of a mining dump truck engine according to claim 1, characterized in that: All instructions are sent via the CAN bus. Once the algorithm is mature, only the ACU program and the RCU program of the liquid buffer controller need to be updated.

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