Brake air compressor oil emulsification improvement system and method

Abstract

The application discloses a brake air compressor oil emulsification improvement system and method, comprising a vehicle control system and a human-computer interaction unit, the vehicle control system is used for obtaining air compressor state information and vehicle state information, the vehicle control system sends the air compressor state information to the human-computer interaction unit, the human-computer interaction unit is in communication connection with the vehicle control system, and is used for receiving and displaying the air compressor state information, the human-computer interaction unit detects the activation state of a plurality of buttons and sends to the vehicle control system, and the vehicle control system controls the air compressor to operate based on the button signal; the application does not increase additional equipment and cost, processes existing equipment and information based on TCMS and brake air compressor control, has strong universality, is suitable for starting and stopping control of the brake air compressor by the TCMS system of the rail transit industry, effectively improves the phenomenon of brake air compressor oil emulsification, improves the reliability and stability of the brake air compressor operation, and enhances the reliability of the brake system.

Description

Technical Field

[0001] This invention relates to the field of brake air compressor control technology, and in particular to a brake air compressor oil emulsification improvement system and method. Background Technology

[0002] During the compression of air and subsequent cooling of the compressed gas in the reciprocating air compressor of the rail transit braking system, a certain amount of liquid water is generated. Under the action of compressed air, the liquid water in the brake cylinder seeps into the air compressor crankcase through the gap between the piston and the cylinder. If the air compressor operates at a low rate (especially for vehicles in hot standby in the depot), the temperature inside the crankshaft / oil separator is too low to heat, evaporate, and separate the liquid water mixed in with the lubricating oil in the crankcase. During air compressor operation, vigorous agitation leads to an increase in the water content of the lubricating oil, resulting in air compressor oil emulsification. With the increase in temperature and humidity in summer, the oil emulsification phenomenon in the brake air compressor is further aggravated.

[0003] Emulsification of air compressor oil reduces its lubricating properties, leading to increased wear on moving mechanical parts, which in turn affects the performance and lifespan of the compressor, and consequently the performance and reliability of the braking system.

[0004] Currently, vehicles on urban operating lines that frequently experience brake air compressor oil emulsification are all equipped with manual venting (main air reservoir venting). Maintenance personnel operate the mechanical vent valve located on the underframe of the lead car to release compressed air from the main air reservoir. When the main air reservoir pressure is below 7 bar (adjustable), the brake air compressors at both ends of the train are forced to operate (based on actual air compressor operating efficiency monitoring on multiple lines, when the operating efficiency reaches 30%, the phenomenon of air compressor oil emulsification can be effectively prevented and improved), thereby achieving oil and water separation, reducing the water content of the lubricating oil, ensuring the quality of the lubricating oil, and improving the working efficiency and service life of the brake air compressor.

[0005] Manual ventilation requires operating the vehicle underframe ventilation valve under high-voltage power supply conditions, which poses a significant safety risk. In addition, the start-up logic of the air compressors at both ends executes the main and standby modes, so the daily operating efficiency of the two air compressors is different, and the operating efficiency is not monitored. Manual ventilation to reduce the pressure of the main air cylinder will cause both air compressors to run, and it is impossible to effectively identify whether the operating efficiency of the air compressors meets the control requirements. Summary of the Invention

[0006] The present invention provides a system and method for improving the emulsification of brake air compressor oil, which can solve at least one of the problems mentioned in the background art.

[0007] A method for improving oil emulsification in a brake air compressor includes the following steps:

[0008] S1. Obtain the air compressor status information and display it on the air compressor control interface.

[0009] S2. Obtain vehicle status information and determine whether the preset prerequisites are met;

[0010] S3. If the preset prerequisites are met, the air compressor operation permission window of the air compressor control interface can be unlocked, so that the first and second buttons of the air compressor operation permission window are operable.

[0011] If the conditions are not met, proceed to the next program cycle;

[0012] S4. Monitor the activation status of the first and second buttons in the air compressor operation permission window;

[0013] S5. If the first button is active and the second button is inactive, the operation control windows of air compressors in units 1 and 2 are unlocked, so that the third, fourth and fifth buttons of the operation control windows of air compressors in units 1 and 2 are operable; otherwise, all unit air compressor operation control windows are locked and the next program cycle is entered.

[0014] S6. Monitor the air compressor running time information and monitor the activation status of the third and fourth buttons in the unit air compressor control window;

[0015] S7. If the third button is active and the fourth button is inactive, the corresponding air compressor will be controlled to work based on the air compressor running time information set by the fifth button, and the remaining running time of the air compressor will be displayed in the air compressor running control window of the corresponding unit until the running time ends. Otherwise, the next program cycle will begin.

[0016] S8. If the fourth button is detected to be activated during the operation of the air compressor, the corresponding air compressor will be controlled to stop working.

[0017] The air compressor status information includes:

[0018] Air compressor circuit breaker status, air compressor abnormal start status, drying tower status, air compressor start switch status, and main air cylinder pressure value;

[0019] Total system uptime for the day;

[0020] The total power-on time of the air compressor start switches at both ends of the vehicle on that day;

[0021] Daily air compressor operating efficiency.

[0022] The vehicle status information includes:

[0023] Train high-voltage power supply status, train zero-speed status, parking and braking status, and status of all high-speed circuit breakers;

[0024] The preset prerequisites are: the train's high-voltage power supply is normal, the train is activated at zero speed, the parking brake has been applied, and / or all high-speed circuit breakers have been disconnected.

[0025] It also includes the following steps:

[0026] S9. Monitor the main air cylinder pressure and the air compressor's operating status. If the pressure value is greater than the upper threshold and the air compressor is in operation, control the exhaust solenoid valves at both ends to exhaust air until the pressure value is lower than the lower threshold, then close the exhaust solenoid valves at both ends to stop exhausting air. If the air compressor is still in operation, and the pressure value is greater than the upper threshold again, control the exhaust solenoid valves at both ends to exhaust air until the pressure value is lower than the lower threshold, and repeat this cycle.

[0027] The lower threshold is 7 bar, and the upper threshold is 10.5 bar.

[0028] A brake air compressor oil emulsification improvement system includes:

[0029] The vehicle control system is used to acquire air compressor status information and vehicle status information. The vehicle control system sends the air compressor status information to the human-machine interaction unit and judges the vehicle status information. If the preset preconditions are met, a signal is sent to the human-machine interaction unit.

[0030] The human-machine interface unit communicates with the vehicle control system. It is used to receive and display the air compressor status information. After receiving a signal that the preset preconditions are met, it unlocks multiple buttons on the air compressor control interface. The human-machine interface unit detects the activation status of the control buttons and sends it to the vehicle control system. The vehicle control system controls the air compressor to operate based on the button signals.

[0031] Air compressor status information includes:

[0032] Air compressor circuit breaker status, air compressor abnormal start status, drying tower status, air compressor start switch status, and main air cylinder pressure value;

[0033] Total system uptime for the day;

[0034] The total power-on time of the air compressor start switches at both ends of the vehicle on that day;

[0035] And / or the daily operating efficiency of the air compressor.

[0036] Vehicle status information includes:

[0037] The train's high-voltage power supply status, train zero-speed status, parking braking status, and the status of all high-speed circuit breakers.

[0038] The preset prerequisites are: the train's high-voltage power supply is normal, the train is activated at zero speed, the parking brake has been applied, and / or all high-speed circuit breakers have been disconnected.

[0039] Compared with the prior art, the beneficial effects of the present invention are: the present invention does not add additional equipment and costs, and processes existing equipment and information based on TCMS and brake air compressor control, which has strong versatility and is applicable to the start and stop control of brake air compressors by TCMS systems in the rail transit industry; it effectively improves the phenomenon of brake air compressor oil emulsification, improves the reliability and stability of brake air compressor operation, and enhances the reliability of the braking system. Attached Figure Description

[0040] Figure 1 This is a diagram of the air compressor control interface of the present invention;

[0041] Figure 2 This is a diagram of the time setting interface of the present invention;

[0042] Figure 3 This is a flowchart of the air compressor control process of the present invention. Detailed Implementation

[0043] The following detailed description of a specific embodiment of the present invention is provided in conjunction with the accompanying drawings. However, it should be understood that the scope of protection of the present invention is not limited to the specific embodiment.

[0044] like Figures 1 to 3 As shown in the figure, an embodiment of the present invention provides a method for improving the emulsification of brake air compressor oil, which includes the following steps:

[0045] S1. Obtain the air compressor status information and display it on the air compressor control interface.

[0046] S2. Obtain vehicle status information and determine whether the preset prerequisites are met;

[0047] S3. If the preset preconditions are met, the air compressor operation permission window of the air compressor control interface can be unlocked, so that the first button and the second button of the air compressor operation permission window (in this embodiment, the first button can be the permission button and the second button can be the close button, hereinafter referred to as the permission and close buttons) are in an operable state.

[0048] If the conditions are not met, proceed to the next program cycle;

[0049] S4. Monitor the activation status of the "Allow" and "Close" buttons in the air compressor operation permission window;

[0050] S5. If the "Allow" button is active and the "Close" button is inactive, the windows for the operation control of the air compressors in Unit 1 and Unit 2 are unlocked, so that the third, fourth, and fifth buttons (in this embodiment, the third button can be the start button, the fourth button can be the stop button, and the fifth button can be the setting button; hereinafter, they are all referred to as the start button, stop button, and setting button) in the operation control windows of the air compressors in Unit 1 and Unit 2 are operable; otherwise, all unit air compressor control windows are locked, and the next program cycle begins.

[0051] S6. Monitor the air compressor running time information and monitor the activation status of the "Start" and "Stop" buttons in the unit air compressor control window;

[0052] S7. If the "Start" button is active and the "Stop" button is inactive, the corresponding air compressor will be controlled to work based on the air compressor running time information set by the setting button, and the remaining running time of the air compressor will be displayed in the running time window until the running time ends. Otherwise, the next program cycle will begin.

[0053] S8. If the "Stop" button is detected to be activated during the operation of the air compressor, the corresponding air compressor will be controlled to stop working.

[0054] S9. Monitor the main air cylinder pressure and the air compressor's operating status. If the pressure value is greater than the upper threshold and the air compressor is in operation, control the exhaust solenoid valves at both ends to exhaust air until the pressure value is lower than the lower threshold, then close the exhaust solenoid valves at both ends to stop exhausting air. If the air compressor is still in operation, and the pressure value is greater than the upper threshold again, control the exhaust solenoid valves at both ends to exhaust air until the pressure value is lower than the lower threshold, and repeat this cycle.

[0055] In this embodiment, the lower threshold is set to 7 bar, and the upper threshold is set to 10.5 bar.

[0056] This embodiment also provides a brake air compressor oil emulsification improvement system, including:

[0057] The vehicle control system (VCU) is used to acquire air compressor status information and vehicle status information. The vehicle control system sends the air compressor status information to the human-machine interface unit and judges the vehicle status information. If the preset preconditions are met, it sends a signal to the human-machine interface unit.

[0058] The human-machine interface unit (DDU) is connected to the vehicle control system. It is used to receive and display the air compressor status information. After receiving a signal that the preset preconditions are met, it unlocks multiple buttons in the air compressor control interface. The human-machine interface unit detects the activation status of multiple buttons and sends it to the vehicle control system. The vehicle control system controls the operation of the air compressor based on the button signals.

[0059] The air compressor status information includes:

[0060] Air compressor circuit breaker status, air compressor start-up abnormal status, drying tower status (including drying tower 1 and drying tower 2), air compressor start switch (CMK) status, main air cylinder pressure value, air compressor start-up abnormality;

[0061] Total system uptime for the day;

[0062] The total energization time of the air compressor start switches at both ends of the vehicle on that day;

[0063] and / or the daily air compressor operating efficiency;

[0064] Hard-wired signals such as air compressor circuit breaker, drying tower 1, drying tower 2, and CMK contact signals are all acquired by the DI acquisition board of the RIOM device in the TCMS system and sent to the VCU for processing.

[0065] The air compressor's operating time is calculated by accumulating the energization time of the CMK contacts and the system's operating time.

[0066] An abnormal start-up of the air compressor is detected by the VCU based on the diagnostic results from the air compressor start-up control logic (including: single / double day, main air cylinder pressure, CMK signal, drying tower 1, drying tower 2, etc.; for safety reasons, the air compressor control logic for oil emulsification and the air compressor control logic for normal train control are isolated). The VCU displays the status to indicate the actual operating status of the air compressor to the operator.

[0067] All of the above status signals have preset thresholds; exceeding the threshold will alert the operator to an abnormality.

[0068] Vehicle status information includes:

[0069] Train high-voltage power supply status, train zero-speed status, parking and braking status, and status of all high-speed circuit breakers;

[0070] This ensures that the vehicle is safe when the oil emulsification function of this patent is performed, and that the vehicle will not be moved or unable to apply the brakes properly.

[0071] The prerequisite that the train is parked in the depot serves as a reminder to the driver to avoid operating the train on the mainline, as described in this patent.

[0072] High-voltage power supply: The air compressor requires a medium-voltage signal to operate. The auxiliary reverse will only have a 380 output when the high voltage of the train pantograph is present.

[0073] High-speed circuit breaker disconnection: The high-speed circuit breaker is located in the high-voltage box and can be disconnected by the power supply circuit breaker in the passenger compartment electrical cabinet. The high-speed circuit breaker is used to control the power supply of the traction motor. Disconnecting the high-speed circuit breaker can ensure that the train is not moved.

[0074] Parking brake application: This is a double safety measure to ensure that the train will not move or slip;

[0075] The preset preconditions are: the train is parked in the depot, the high-voltage power supply to the train is normal, the train is activated at zero speed, the parking brake has been applied and / or all high-speed circuit breakers have been disconnected; as can be seen from the above, this invention adds the following control logic to the conventional brake air compressor control:

[0076] Note: The above vehicle control system is VCU, which is the control host of the TCMS system. The human-machine interaction unit is DDU, which is the human-machine interface device of the TCMS system. The DDU and VCU can exchange data to complete the corresponding function control and status display.

[0077] The DDU screen has added an "Air Compressor Control Interface". You can enter the "Air Compressor Control Interface" through the "Air Compressor Control" button on the main interface. This interface includes five information columns: "Prompt Information", "Status Detection", "Air Compressor Operation Allowed", "Unit 1 Air Compressor Control" and "Unit 2 Air Compressor Control".

[0078] Prerequisites: The train has returned to the depot, high-voltage power supply is maintained, all high-speed circuit breakers are open (to prevent the train from being moved), zero speed is activated, and parking brakes are applied. When all prerequisites are met, the "Air Compressor Operation Permit" window in the "Air Compressor Control Interface" of the DDU screen is activated, and the "Permit" and "Close" buttons in this window are operable. Otherwise, the "Air Compressor Operation Permit" window is locked, and the "Permit" and "Close" buttons are not operable.

[0079] Prerequisites: After the train returns to the depot, high-voltage power supply must be maintained. Maintenance personnel must manually disconnect all high-speed circuit breakers and apply parking brakes to ensure the train is not moved during operation. Access the "Air Compressor Control" interface on the DDU main interface by clicking the "Air Compressor Control" button and check the operating efficiency of the two air compressors for the day (above 30% is normal).

[0080] When the precondition is met, the VCU activates the "precondition flag" status (level signal) via data transmission. After receiving the "precondition flag" activation signal, the DDU unlocks the operation buttons in the "Air Compressor Operation Allowed" window of the "Air Compressor Control Interface" to prevent this function from being accidentally operated.

[0081] The prerequisite items are listed in the prompts on the DDU "Air Compressor Control Interface" for easy reference by the operator;

[0082] Air compressor operating efficiency monitoring: The TCMS system collects and accumulates the power-on time (accuracy in minutes) of the air compressor operating switch (CMK) in real time, and also accumulates the system's running time (accuracy in minutes) after the train is woken up in the same day. The ratio of the two is used as the operating efficiency of the air compressor at that end in the day, and is displayed in real time in the "Air Compressor Operating Efficiency" column of the "Status Detection" section in the "Air Compressor Control Interface" of the DDU.

[0083] Normally, the start and stop control of the brake air compressors at both ends of the train is achieved by the TCMS system, which alternates between single-end control based on the main and standby status and the odd / even days of the date. Under normal circumstances, only the main air compressor operates. When the main air compressor fails, it automatically switches to the standby air compressor. If the air compressor's daily operating efficiency is less than 30%, it is considered that the air compressor at this end has a low operating efficiency for the day, and forced operation control to prevent oil emulsification is required for that air compressor.

[0084] After the vehicle enters the depot, maintenance personnel can view the working efficiency of the brake air compressors at both ends of the train that day, as well as air compressor control and status information such as air compressor circuit breaker, air compressor start-up abnormality, drying tower 1, drying tower 2, CMK status, and total air pressure value through the "Status Detection" column in the "Air Compressor Control Interface" of the DDU screen; this information column can only be used for information viewing and has no operation or setting functions.

[0085] When the "Allow" button in the "Air Compressor Operation Allow" window is activated (level signal), the start and stop control of the air compressors at both ends of the train is controlled by the "Start", "Stop", and "Working Time Setting" parameters set in the "Unit 1 Air Compressor Control" and "Unit 2 Air Compressor Control" windows of the "Air Compressor Control Interface" on the DDU screen. This method can avoid misoperation of the air compressor during the mainline operation of the train and does not affect the existing logic of the TCMS for air compressor control during mainline operation.

[0086] Air compressor operation is permitted:

[0087] If the daily operating efficiency of any air compressor is less than 30%, and forced operation control to prevent oil emulsification is required for the brake air compressor, the operator clicks the "Allow" button in the "Air Compressor Operation Allow" window. At this time, the "Allow" button is activated, and the activation status (level signal, mutually exclusive with the off button) of the "Allow" button is sent to the VCU through data transmission.

[0088] The state of the "Allow" button serves as the overall enable signal for the VCU to control the forced operation of the brake air compressor to prevent oil emulsification. It acts as a "switch" between the normal operation control and the forced operation control to prevent oil emulsification of the brake air compressor. When the "Allow" button signal is interrupted or reset, the VCU automatically resets all controls to prevent forced operation to prevent oil emulsification, ensuring the reliability of the brake air compressor control for normal train operation.

[0089] The “Unit 1 / 2 Air Compressor Control” window in the “Air Compressor Control Interface” of the DDU screen allows for the start and stop control of the air compressor in this unit, as well as setting the air compressor’s running time and displaying the remaining running time of the air compressor in a countdown manner.

[0090] In the "Air Compressor Control Interface," the "Allow," "Start," "Close," and "Stop" buttons in the "Air Compressor Operation Allow," "Unit 1 Air Compressor Control," and "Unit 2 Air Compressor Control" windows are self-locking buttons that use level signals; the "Forced Exhaust" and "Exit" buttons are self-resetting buttons that use pulse signals.

[0091] In the "Unit 1 Air Compressor Control" and "Unit 2 Air Compressor Control" windows, clicking the "Set" button for the air compressor's "Operating Time Setting" will bring up the "Time Setting" window. (See below for details.) Figure 2 If the air compressor operates continuously for more than 40 minutes, the TCMS will issue an abnormal warning. At the same time, in order to ensure that the air compressor runs for a sufficient amount of time to reduce the water content of the lubricating oil and improve the quality of the lubricating oil, it is recommended to set the air compressor operating time range between 30 and 40 minutes.

[0092] The specific operating parameters for the air compressor are set as follows:

[0093] When the "Allow" button is activated, the DDU automatically unlocks the "Unit 1 Air Compressor Control" and "Unit 2 Air Compressor Control" windows;

[0094] Operators can set the required air compressor running time as needed. After selecting the "Time Setting" button in the corresponding air compressor control window, the DDU will pop up a time setting window. Select the appropriate running time (35 minutes is recommended) and click the "Confirm" button to return to the "Air Compressor Control Interface".

[0095] After setting the running time of the corresponding air compressor, click the "Start" button in the control window of the corresponding air compressor. At this time, the "Start" button is activated and the activation status of the "Start" button (level signal, mutually exclusive with the stop button) and the running time parameters of the corresponding air compressor are sent to the VCU through data transmission.

[0096] The VCU receives the "Start" button activation for air compressor startup and the corresponding air compressor running time parameters from the DDU at the activation end. After comprehensively judging the conditions including "Allow" activation, train medium pressure presence, air compressor circuit breaker closure, abnormal air compressor startup and inactivation, and normal operation of drying tower 1 and drying tower 2, it controls the corresponding air compressor to run. The air compressor running time uses the running time sent by the DDU and is counted down. When the air compressor running time reaches zero, control of the air compressor operation stops. The VCU sends the air compressor running time (countdown) to the DDU, which displays it in the "Working Time Setting" information box of the corresponding air compressor control window.

[0097] Maintenance personnel select the less efficient air compressor for the day, set its operating time (35 minutes recommended), and click the "Start" button. The VCU controls the operation of this air compressor based on the "Air Compressor Operating Time" and "Start" information sent by the DDU, and sends the remaining operating time of the air compressor to the DDU for display in the "Operating Time Setting" window. Clicking the "Stop" button can stop the operation of this air compressor at any time, or the air compressor will automatically stop operating after the countdown of the operating time reaches zero.

[0098] The vehicle is equipped with a main air reservoir exhaust solenoid valve and corresponding control circuitry. This exhaust solenoid valve can be controlled by the "Forced Exhaust" button (self-resetting type) on the DDU interface, or by the VCU output (level signal) controlling both ends of the exhaust solenoid valve to discharge compressed air from the main air reservoir. For exhaust control via the VCU output, the following conditions must be met: the "Allow" button in the "Air Compressor Operation Allowed" window is activated, and the main air reservoir pressure is not lower than 7 bar.

[0099] While the VCU performs forced operation control on the inefficient air compressors inside the depot, it dynamically controls the exhaust solenoid valves at both ends to exhaust air based on the collected total air cylinder pressure value (not less than 7 bar) to ensure that the pressure of the total air cylinder is within a safe range. If the total air cylinder pressure is less than 7 bar, the VCU controls the exhaust solenoid valves at both ends to close. If the total air cylinder pressure exceeds 10.5 bar, the brake system's total air cylinder pressure sensor is automatically activated and the air in the total air cylinder is discharged.

[0100] Alternatively, the "Forced Exhaust" button (self-reset button) in the "Air Compressor Control Interface" on the driver's cab DDU can be operated to manually control the exhaust solenoid valves at both ends to open and exhaust the compressed air in the main air cylinder.

[0101] Click the "Exit" button in the "Air Compressor Control Interface" of the DDU screen to return to the main page of the DDU screen.

[0102] Users can manually select whether to activate the brake air compressor to prevent oil emulsification control function after the vehicle returns to the warehouse every night, based on local climate and weather conditions.

[0103] Through the logical processing of the above steps, the forced operation control of oil emulsification can be effectively prevented from being accidentally triggered during mainline operation. Under the condition that the "allow" signal is valid, the VCU automatically starts and stops the air compressor according to the setting of the air compressor operating parameters. At the same time, the operation of the exhaust solenoid valves at both ends is dynamically controlled according to the pressure value of the main air cylinder. This improves the safety of the forced operation control process of the brake air compressor oil emulsification and effectively improves the phenomenon of brake air compressor oil emulsification, thereby enhancing the reliability of the braking system.

[0104] It will be apparent to those skilled in the art that the present invention is not limited to the details of the exemplary embodiments described above, and that the invention can be implemented in other specific forms without departing from its spirit and essential characteristics. Therefore, the embodiments should be considered in all respects as exemplary and non-limiting, and the scope of the invention is defined by the appended claims rather than the foregoing description. Thus, all variations falling within the meaning and scope of equivalents of the claims are intended to be included within the present invention. No reference numerals in the claims should be construed as limiting the scope of the claims.

[0105] Furthermore, it should be understood that although this specification describes embodiments, not every embodiment contains only one independent technical solution. This narrative style is merely for clarity. Those skilled in the art should consider the specification as a whole, and the technical solutions in each embodiment can also be appropriately combined to form other embodiments that can be understood by those skilled in the art.

Claims

1. A method for improving oil emulsification in a brake air compressor, characterized in that, Includes the following steps: S1. Obtain the air compressor status information and display it on the air compressor control interface. S2. Obtain vehicle status information and determine whether the preset prerequisites are met; S3. If the preset prerequisites are met, the air compressor operation permission window of the air compressor control interface can be unlocked, so that the first and second buttons of the air compressor operation permission window are operable. If the conditions are not met, proceed to the next program cycle; S4. Monitor the activation status of the first and second buttons in the air compressor operation permission window; S5. If the first button is active and the second button is inactive, the operation control windows of air compressors in units 1 and 2 are unlocked, so that the third, fourth and fifth buttons of the operation control windows of air compressors in units 1 and 2 are operable; otherwise, all unit air compressor operation control windows are locked and the next program cycle is entered. S6. Monitor the air compressor running time information and monitor the activation status of the third and fourth buttons in the unit air compressor control window; S7. If the third button is active and the fourth button is inactive, the corresponding air compressor will be controlled to work based on the air compressor running time information set by the fifth button, and the remaining running time of the air compressor will be displayed in the air compressor running control window of the corresponding unit until the running time ends. Otherwise, the next program cycle will begin. S8. If the fourth button is detected to be activated during the operation of the air compressor, the corresponding air compressor will be controlled to stop working. S9. Monitor the main air cylinder pressure and the air compressor's operating status. If the pressure value is greater than the upper threshold and the air compressor is in operation, control the exhaust solenoid valves at both ends to exhaust air until the pressure value is lower than the lower threshold, then close the exhaust solenoid valves at both ends to stop exhausting air. If the air compressor is still in operation, and the pressure value is greater than the upper threshold again, control the exhaust solenoid valves at both ends to exhaust air until the pressure value is lower than the lower threshold, and repeat this cycle.

2. The method for improving oil emulsification in brake air compressors as described in claim 1, characterized in that, The air compressor status information includes: Air compressor circuit breaker status, air compressor abnormal start status, drying tower status, air compressor start switch status, and main air cylinder pressure value; Total system uptime for the day; The total power-on time of the air compressor start switches at both ends of the vehicle on that day; Daily air compressor operating efficiency.

3. The method for improving oil emulsification in brake air compressors as described in claim 1, characterized in that, The vehicle status information includes: The train's high-voltage power supply status, train zero-speed status, parking braking status, and the status of all high-speed circuit breakers.

4. The method for improving oil emulsification in brake air compressors as described in claim 3, characterized in that, The preset prerequisites are: the train's high-voltage power supply is normal, the train is activated at zero speed, parking brake has been applied, and / or all high-speed circuit breakers have been disconnected.

5. The method for improving oil emulsification in brake air compressors as described in claim 1, characterized in that, The lower threshold is 7 bar, and the upper threshold is 10.5 bar.

6. A brake air compressor oil emulsification improvement system, used to implement the brake air compressor oil emulsification improvement method according to claim 1, characterized in that, include: The vehicle control system is used to acquire air compressor status information and vehicle status information. The vehicle control system sends the air compressor status information to the human-machine interaction unit and judges the vehicle status information. If the preset preconditions are met, a signal is sent to the human-machine interaction unit. The human-machine interface unit communicates with the vehicle control system. It is used to receive and display the air compressor status information. After receiving a signal that the preset preconditions are met, it unlocks multiple buttons on the air compressor control interface. The human-machine interface unit detects the activation status of the control buttons and sends it to the vehicle control system. The vehicle control system controls the air compressor to operate based on the button signals.

7. The brake air compressor oil emulsification improvement system as described in claim 6, characterized in that, The air compressor status information includes: Air compressor circuit breaker status, air compressor abnormal start status, drying tower status, air compressor start switch status, and main air cylinder pressure value; Total system uptime for the day; The total power-on time of the air compressor start switches at both ends of the vehicle on that day; And / or the daily operating efficiency of the air compressor.

8. The brake air compressor oil emulsification improvement system as described in claim 6, characterized in that, The vehicle status information includes: The train's high-voltage power supply status, train zero-speed status, parking braking status, and the status of all high-speed circuit breakers.

9. The brake air compressor oil emulsification improvement system as described in claim 6, characterized in that, The preset prerequisites are: the train's high-voltage power supply is normal, the train is activated at zero speed, parking brake has been applied, and / or all high-speed circuit breakers have been disconnected.

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