Universal airplane cold air brake system

Abstract

The invention relates to a general airplane cold air brake system. The general airplane cold air brake system comprises an air supply assembly, a precipitation filter, an automatic pressure regulator, a pressure reducer, an electromagnetic valve and a brake distributor which are sequentially connected through pipelines. When the brake airplane wheel brakes, the pressure of the output high-pressure compressed air is reduced through the pressure reducer, and then the output high-pressure compressed air is distributed to the brake airplane wheel through the dual-purpose valve, the electromagnetic valve and the brake distributor for braking; when the tire of the brake wheel is removed, the electromagnetic valve releases the pressure of the brake pipeline until the tire of the brake wheel is removed; when the airplane turns, the brake distributor distributes low-pressure compressed air to act on the brake airplane wheel on one side for braking, the brake airplane wheel on one side brakes, and the brake airplane wheel on the other side is loosened; the method is safe and reliable for landing skating brake control, turning and parking brake of the general aircraft, is good in universality, and provides powerful support for design and refitting work of the general aircraft, navigation market development and even low-altitude economy development.

Description

Technical Field

[0001] The invention relates to a general aircraft cold air brake system, belonging to the technical field of aviation aircraft. Background Art

[0002] The aircraft wheel brake system is an important component of the aircraft landing gear. It is used to shorten the rolling distance after the aircraft lands normally, stop the aircraft as soon as possible, and prevent tire blowouts. Although the aircraft wheel brakes are equipped with automatic anti-skid devices, accidents such as tire blowouts during high-speed landing and taxiing of military and civil aircraft still occur frequently.

[0003] At present, aircraft wheel brakes all use an oil source system composed of a variety of hydraulic components such as hydraulic oil tanks, hydraulic pumps, oil filters, overflow valves, and pressure reducing valves. The controller outputs instructions to the electro-hydraulic pressure servo valve, thereby outputting brake pressure for the aircraft brake device. This system not only uses many hydraulic components, is expensive, and is complex to maintain, but also the failure of each component will cause the failure of the aircraft brake system. The electro-hydraulic pressure servo valve has high requirements for oil cleanliness, and is often blocked due to oil contamination during field use, causing brake system failure. In addition, the brake system uses a variety of hydraulic components, is heavy, and its reliability, comfort, and braking efficiency have not been improved, and its versatility is poor.

[0004] The Chinese invention patent No. 2015101525904 discloses a normal aircraft brake system, including a hydraulic brake valve, an electric valve, an electro-hydraulic servo valve, an anti-skid control box and a speed sensor. The hydraulic brake valve is installed near the pedal mechanism under the cockpit floor, and the anti-skid control box is installed in the main landing gear compartment and powered by the aircraft power supply. It also includes a travel switch to control the on / off of the electric valve. The problem is that the above solution is expensive and not suitable for general aircraft.

[0005] The Chinese invention patent No. 2015101526216 discloses an aircraft hydraulic brake system, including a hydraulic brake valve, an electro-hydraulic servo valve, an anti-skid control box, a speed sensor and a hydraulic control conversion valve; the electrical interface of the electro-hydraulic servo valve is electrically connected to the anti-skid control box through a shielded insulated wire, and receives the anti-skid control current signal sent by the anti-skid control box; the oil inlet of the electro-hydraulic servo valve is connected to the oil outlet pipeline of the hydraulic control conversion valve through a hydraulic pipe nozzle and a conduit; the brake port of the electro-hydraulic servo valve is connected to the oil inlet pipeline of the brake device of the brake wheel through a hydraulic pipe nozzle and a conduit; the oil return port of the electro-hydraulic servo valve is connected to the aircraft oil return pipeline through a hydraulic pipe nozzle and a conduit; when the electro-hydraulic servo valve does not receive the control current, the oil return port of the electro-hydraulic servo valve is closed, and the oil inlet and brake port of the electro-hydraulic servo valve are unblocked. Its overall structure is heavy, and it is expensive to install on a general aircraft, which is not economical. Summary of the invention

[0006] The technical problem to be solved by the present invention is to provide a cold air brake system which is safe, reliable, versatile, low-cost and can be used for landing, taxiing, braking control, turning and parking braking of general aircraft.

[0007] The present invention adopts the following technical solution:

[0008] The present invention comprises an air supply assembly, a sedimentation filter, an automatic pressure regulator, a pressure reducer, an electromagnetic valve and a brake distributor which are sequentially connected through pipelines; the air supply end of the brake distributor is respectively connected to the brake wheels on both sides of the aircraft through brake pipelines; a double-needle pressure gauge is installed on the brake pipeline; the air supply assembly outputs high-pressure compressed air, the sedimentation filter condenses and discharges the moisture in the high-pressure compressed air, the automatic pressure regulator maintains the pressure of the high-pressure compressed air, the pressure reducer reduces the high-pressure compressed air to low-pressure compressed air, and the electromagnetic valve adjusts the brake pressure of the brake pipeline.

[0009] The present invention installs a one-way valve on the gas delivery end of the automatic pressure regulator, the gas delivery end of the one-way valve is connected to the gas inlet end of the air filter; the gas delivery end of the air filter is connected to the gas inlet end of the pressure reducer; the one-way valve prevents high-pressure compressed air from leaking from the automatic pressure regulator; the air filter is provided with a metal mesh and a felt pad for filtering the high-pressure compressed air.

[0010] The air supply assembly described in the present invention includes an air pump, a ground air source or a spare air cylinder; an air charging nozzle is installed at the air outlet end of the ground air source, a three-way pipe A is installed on the air inlet pipeline of the filter, and the air delivery ends of the air pump and the air charging nozzle are respectively connected to the air outlets corresponding to the three-way pipe A through pipelines; a three-way pipe B is installed between the pressure reducer and the air filter, the air filter is connected to one port of the three-way pipe B through a pipeline, the air inlet end of the pressure reducer is connected to the air delivery end of the three-way pipe B through a pipeline, and the air delivery end of the spare air cylinder is connected to the other port of the three-way pipe B through a pipeline; a cold air pressure gauge and a cold air switch are installed on the pipeline between the three-way pipe B and the spare air cylinder.

[0011] The present invention installs a tee pipe C at the air outlet end of the tee pipe B through a pipeline, and the pressure reducer includes a pressure reducing valve A and a pressure reducing valve B with the same structure; the air inlet end of the pressure reducing valve A is connected to one air delivery end of the tee pipe C through a pipeline, and the other air delivery end of the tee pipe C is connected to the air inlet end of the pressure reducing valve B through a pipeline, and the air delivery ends of the pressure reducing valve A and the pressure reducing valve B are respectively connected to the corresponding air inlet ends of the dual-purpose valve through pipelines, the air delivery end of the dual-purpose valve is connected to the air inlet end of the electromagnetic valve through a pipeline, and the air delivery end of the electromagnetic valve is connected to the air inlet end of the brake distributor through a pipeline; the dual-purpose valve separates the air outlet pipelines of the pressure reducing valve A and the pressure reducing valve B to prevent compressed air from being discharged into the atmosphere from the vent hole of another pressure reducing valve when a certain pressure reducing valve is used.

[0012] The sedimentation filter of the invention comprises a filter housing, a drain port installed at the bottom of the filter housing and a drain valve installed at one side of the drain port.

[0013] The present invention installs a push rod A, a pressure regulating spring, an intake valve A and an intake valve spring A in a pressure reducing valve A.

[0014] The brake distributor of the present invention is equipped with a joystick, a rocker arm, a push rod B, an intake valve B and an intake valve spring B; an exhaust valve and a pipe nozzle are arranged in the electromagnetic valve, and an exhaust hole and an intake hole are arranged in the pipe nozzle.

[0015] The models of the pressure reducing valve A and the pressure reducing valve B of the present invention are both QS-1.

[0016] The model of the brake distributor of the present invention is QS-2A.

[0017] The model of the electromagnetic valve of the present invention is QS-9.

[0018] The positive effects of the present invention are as follows: the precipitation filter of the present invention condenses and discharges the moisture in the high-pressure compressed air output by the air pump, the automatic pressure regulator keeps the pressure in the air-conditioning brake system within a certain range to ensure the normal operation of each component, and when the pressure in the system is higher than a certain pressure value, the automatic pressure regulator allows the high-pressure compressed air output by the air pump to be directly passed into the atmosphere, so that the air pump operates in a no-load state. When the pressure in the air-conditioning system is lower than a certain pressure value, the automatic pressure regulator causes the air pump to enter the working state and continue to inflate the system; the one-way valve prevents the high-pressure compressed air in the system from leaking from the automatic pressure regulator; the air filter has a mark indicating the direction of the air flow, and a metal mesh and a felt pad are provided on the air filter to filter the high-pressure compressed air entering the air-conditioning bottle; the air-conditioning bottle is used to store high-pressure compressed air of a certain pressure, as a backup air source for the system, and outputs high-pressure compressed air to the system. The air-conditioning switch is turned on to connect the pipeline between the air pump and the air-conditioning bottle, and the air-charging nozzle of the air pump or the ground air source inflates the air-conditioning bottle; the value of the air-conditioning pressure gauge reaches the working pressure of the air-conditioning bottle, and the air-conditioning switch is turned off. The reducer reduces the high-pressure compressed air output by the air pump or the cold air bottle to low-pressure compressed air, which acts on the brake wheel through the brake pipe. The dual-purpose valve separates the outlet pipes of the pressure reducing valve A and the pressure reducing valve B to prevent the compressed air from being discharged into the atmosphere from the vent hole of the other pressure reducing valve when one pressure reducing valve is in use; the electromagnetic valve is used to adjust the brake pressure of the brake pipe, and the brake distributor distributes the low-pressure compressed air flowing to the brake pipe to achieve simultaneous braking or differential braking of the brake wheels.

[0019] When the brake wheel is braking, press the pressure reducer, the high-pressure compressed air output by the air pump passes through the sedimentation filter and air filter, the pressure is reduced by the pressure reducer, and then distributed to the brake wheel through the dual-purpose valve, electromagnetic valve, and brake distributor to brake. When the brake wheel is braking, you can also turn on the air conditioning switch, the high-pressure compressed air output by the air conditioning bottle will reduce the pressure through the pressure reducer, and then distributed to the brake wheel through the dual-purpose valve, electromagnetic valve, and brake distributor to brake. When the brake wheel is dislocated, the electromagnetic valve will unload the brake line pressure until the brake wheel is released; when the aircraft turns, the brake distributor distributes low-pressure compressed air to act on one side of the brake wheel, one side of the brake wheel is braked, and the other side of the brake wheel is released.

[0020] The present invention is aimed at the landing and rolling brake control of general aircraft, and the turning and parking brakes are safe and reliable, have good versatility and low cost, and provide strong support for the design and modification of general aircraft, the development of the general aviation market and even the development of the low-altitude economy. BRIEF DESCRIPTION OF THE DRAWINGS

[0021] Attached Figure 1 It is a schematic diagram of the structure of the present invention;

[0022] Attached Figure 2 This is a schematic diagram of the cross-sectional structure of the sedimentation filter of the present invention;

[0023] Attached Figure 3 This is a schematic cross-sectional view of the structure of the pressure reducing valve A of the present invention;

[0024] Attached Figure 4 It is a schematic diagram of the cross-sectional structure of the electromagnetic valve of the present invention;

[0025] Attached Figure 5 This is a schematic cross-sectional view of the brake distributor of the present invention. DETAILED DESCRIPTION

[0026] Embodiment 1:

[0027] As attached Figure 1As shown, the present invention comprises an air supply assembly, a sedimentation filter 3, an automatic pressure regulator 5, a pressure reducer, an electromagnetic valve 9 and a brake distributor 13 connected in sequence through pipelines; the air supply end of the brake distributor 13 is connected to the brake wheels 15 on both sides of the aircraft through brake pipelines respectively; a one-way valve 4 is installed on the air supply end of the automatic pressure regulator 5, the air supply end of the one-way valve 4 is connected to the air inlet end of the air filter 6, the air inlet end of the pressure reducer is connected to the air supply end of the air filter 6 through a pipeline, and the model of the air filter 6 is QL-3A; the air supply assembly outputs high-pressure compressed air, the sedimentation filter 3 condenses and discharges the moisture in the high-pressure compressed air, and the automatic pressure regulator 5 keeps the pressure in the system within a certain range to ensure the normal operation of each component. When the pressure in the system is higher than a certain pressure value, the automatic pressure regulator 5 allows the high-pressure compressed air input by the air supply assembly to be directly passed into the atmosphere, so that the air supply assembly operates in an unloaded state, and when the pressure in the system is lower than a certain pressure value, the automatic pressure regulator 5 causes the air supply assembly to enter the working state and continue to inflate the system.

[0028] The electromagnetic valve 9 adjusts the brake pressure of the brake pipeline; the one-way valve 4 prevents the leakage of high-pressure compressed air from the automatic pressure regulator 5; the air filter 6 is equipped with a metal mesh, a felt pad and a mark indicating the direction of airflow for filtering high-pressure compressed air. A double-needle pressure gauge 14 is installed on the brake pipeline to display the pressure value of the low-pressure compressed air acting on the brake wheel, so that the crew can observe the brake pressure. The model of the double-needle pressure gauge is: 2BYQ-12.

[0029] The air supply assembly includes an air pump 1 or a ground air source; an air charging nozzle 2 is installed at the air outlet of the ground air source, and a three-way pipe A301 is installed on the air inlet pipeline of the filter 3. The air delivery ends of the air pump 1 and the air charging nozzle 2 are respectively connected to the corresponding air outlets of the three-way pipe A301 through pipelines.

[0030] As attached Figure 2 As shown, the sedimentation filter 3 includes a filter housing 31, a drain port 16 installed at the bottom of the filter housing 31, and a drain valve 17 installed at one side of the drain port 16; Figure 4 As shown in the prior art, an exhaust valve 22 and a take-off nozzle 23 are arranged in the electromagnetic valve 9, and an exhaust hole 231 and an air inlet hole 232 are arranged in the take-off nozzle 23; the model of the electromagnetic valve 9 is QS-9; as shown in the attached Figure 5 As shown, as the prior art, the brake distributor 13 is equipped with a joystick 28, a rocker arm 27, a push rod B26, an intake valve B25 and an intake valve spring B24; the model of the brake distributor 13 is QS-2A.

[0031] Embodiment 2:

[0032] The present embodiment is a further improvement on the first embodiment, wherein the air intake assembly further comprises a gas cylinder 12, a three-way pipe B302 is installed between the pressure reducer and the air filter 6, the air filter 6 is connected to one port of the three-way pipe B302 through a pipeline, the air intake end of the pressure reducer is connected to the gas delivery end of the three-way pipe B302 through a pipeline, the bottle mouth of the spare gas cylinder 12 is connected to the other port of the three-way pipe B302 through a pipeline; an air conditioning pressure gauge 10 and an air conditioning switch 11 are installed on the pipeline between the three-way pipe B302 and the spare gas cylinder 12. Turn on the air conditioning switch 11 to connect the pipeline between the air pump 1 and the air conditioning bottle 12. The air pump 1 or the ground air source inflates the air conditioning bottle 12. Check the air conditioning pressure gauge 10 connected to the air conditioning bottle 12. When the pressure value reaches the working pressure of the air conditioning bottle 12, turn off the air conditioning switch 11. That is, the air pump 1 and the ground air source can both inflate the air conditioning bottle 12. The air conditioning bottle 12 stores compressed air at a certain pressure as a backup air source for the system and outputs high-pressure compressed air to the system. The model of the air conditioning pressure gauge 10 is BYQ80-1A.

[0033] Embodiment three:

[0034] The present embodiment is a further improvement on the second embodiment, wherein the pressure reducer comprises a pressure reducing valve A7 and a pressure reducing valve B71 of the same structure; a tee pipe C303 is installed at the air outlet end of the tee pipe B302 through a pipeline; the air inlet end of the pressure reducing valve A7 is connected to one air delivery end of the tee pipe C303 through a pipeline, and the other air delivery end of the tee pipe C303 is connected to the air inlet end of the pressure reducing valve B71 through a pipeline, and the air delivery ends of the pressure reducing valve A7 and the pressure reducing valve B71 are respectively connected to the corresponding air inlet ends of the dual-purpose valve 8 through pipelines, and the air delivery end of the dual-purpose valve 8 is connected to the air inlet end of the electromagnetic valve 9 through a pipeline, and the air delivery end of the electromagnetic valve 9 is connected to the air inlet end of the brake distributor 13 through a pipeline.

[0035] As attached Figure 3 As shown, a push rod A18, a pressure regulating spring 19, an intake valve A20 and an intake valve spring A21 are installed in the decompression valve A7; the decompression valve A7 and the decompression valve B71 are both of the prior art, and their models are both QS-1.

[0036] The dual-purpose valve 8 is installed between the pressure reducing valve A7 and the pressure reducing valve B71 to separate the air outlet pipelines of the pressure reducing valve A7 and the pressure reducing valve B71 to prevent the compressed air from being discharged into the atmosphere from the vent hole of the other pressure reducing valve when a certain pressure reducing valve is used. The model of the dual-purpose valve 8 is QXF-11A. The pressure reducing valve A7 or the pressure reducing valve B71 is pressed to deliver low-pressure compressed air to the brake wheel 15 to brake the brake wheel 15. During the braking process, when the tire of the brake wheel 15 is dislodged, the exhaust valve 22 of the electromagnetic valve 9 is opened, and the low-pressure compressed air in the brake pipeline is discharged into the atmosphere through the exhaust hole 231; when the tire of the brake wheel 15 is released, the exhaust valve 22 is closed, and the low-pressure compressed air normally enters the brake pipeline through the air inlet hole 232, acts on the brake wheel 15, and is used for braking.

[0037] The brake distributor 13 distributes low-pressure compressed air to the brake pipeline to achieve simultaneous braking or differential braking of the brake wheels 15. When the aircraft needs to brake when going straight, the decompression valve A7 or the decompression valve B71 is pressed, and the low-pressure compressed air acts on the brake wheels 15 on both sides through the brake distributor 13, and the brake wheels 15 on both sides brake at the same time. When the aircraft turns, the low-pressure compressed air acts on only one side of the brake wheel 15 through the brake distributor by pressing the decompression valve A7 or the decompression valve B71, and the brake wheel 15 on one side is braked, and the brake wheel 15 on the other side is released.

[0038] The present invention is further described in detail below through various embodiments:

[0039] As attached Figure 1 , 2 As shown, the high-pressure compressed air output by the air pump 1 or the inflation nozzle 2 of the ground air source enters the sedimentation filter 3, the drain valve 17 of the sedimentation filter 3 is opened, and the water vapor condensed from the high-pressure compressed air is discharged through the drain port 16, and the dry high-pressure compressed air enters the automatic pressure regulator 5 to be adjusted to the normal working pressure, and is input into the pressure reducer or cold air bottle 12 through the air filter 6.

[0040] As attached Figure 1 , 3As shown, the push rod A18 of the decompression valve A7 or the decompression valve B71 is pressed to open the intake valve A20, and the high-pressure compressed air output by the air pump 1 is decompressed to low-pressure compressed air through the sedimentation filter 3, the one-way valve 4, the automatic pressure regulator 5, the air filter 6, the decompression valve A7 or the decompression valve B71; or: turn on the air conditioning switch 11, press the push rod A18 of the decompression valve A7 or the decompression valve B71 to open the intake valve A20, and the high-pressure compressed air output by the air conditioning bottle 12 is decompressed to low-pressure compressed air through the decompression valve A7 or the decompression valve B71. The low-pressure compressed air output by the decompression valve A7 or the decompression valve B71 acts on the brake wheel 15 through the brake pipeline to brake. The pressure of compressed air entering the brake wheel pipeline increases with the increase of the stroke of pressing the push rod A18. When the force acting on the push rod A18 is eliminated, the push rod A18 returns to its original position under the action of the pressure-adjusting spring 19. At the same time, the air intake valve A20 is closed under the action of the pressure-adjusting spring 19. The high-pressure compressed air output by the air pump 1 or the cold air bottle 12 cannot pass through the pressure reducing valve. There is no compressed air input to the brake pipeline. The compressed air retained in the brake pipeline enters the atmosphere through the bleed hole of the push rod A18, and the brake of the brake wheel 15 is released.

[0041] As attached Figure 1 , 4 As shown, by pressing the push rod A18 of the decompression valve A7 or the decompression valve B71, the low-pressure compressed air output by the decompression valve A7 or the decompression valve B71 passes through the emergency valve 8 and the electromagnetic valve 9, and then is distributed to the brake wheel 15 through the brake distributor 13 for braking. When the tire of the brake wheel 15 is dislocated (that is, the brake wheel is locked and does not roll but slides on the ground), the exhaust valve 22 of the electromagnetic valve 9 opens, and the low-pressure compressed air in the brake pipeline is discharged into the atmosphere through the exhaust hole 231; when the tire of the brake wheel 15 is released, the exhaust valve 22 is closed, and the low-pressure compressed air normally enters the brake pipeline through the air inlet 232, acts on the brake wheel 15, and is used for braking.

[0042] As attached Figure 1 , 5As shown, the push rod A18 of the decompression valve A7 or the decompression valve B71 is pressed, and the low-pressure compressed air output by the decompression valve A7 or the decompression valve B71 passes through the emergency valve 8 and the electromagnetic valve 9, and is then distributed to the brake wheel 15 through the brake distributor 13 for braking. When the aircraft is braking in a straight line, the push rod A18 is pressed to output low-pressure compressed air to the brake pipeline, and the control lever 28 of the brake distributor 13 acts on the rocker arm 27, and the rocker arm 27 presses the push rods B26 on the left and right sides to open the air intake valves B25 on the left and right sides, and the low-pressure compressed air acts on the brake wheels 15 on both sides through the brake pipeline for braking. When the aircraft turns left, the push rod A18 is pressed to input low-pressure compressed air into the brake pipeline, and the control lever 28 drives the rocker arm 27 to rotate counterclockwise. The rocker arm 27 only presses the left push rod B26, and the intake valve B25 opens. The low-pressure compressed air acts on the left brake wheel 15 through the brake pipeline to brake the left brake wheel. Because the right push rod B26 is not subject to pressure, the right intake valve B25 is closed under the action of the intake valve spring B24, and the low-pressure compressed air cannot be input to the right brake wheel 14, that is, the right brake wheel 15 is released, and the aircraft turns left. When the aircraft turns right, push rod A18 is pressed to output low-pressure compressed air to the brake pipeline, and the joystick 28 is operated to drive the joystick 28 to rotate clockwise. The joystick 28 only presses the push rod B26, and the right air intake valve B25 opens. The low-pressure compressed air acts on the right brake wheel 15 through the brake pipeline, which is used for braking the right brake wheel 15. Because the left push rod B26 is not subject to pressure, the left air intake valve B25 is closed under the action of the air intake valve spring B24, and the low-pressure compressed air cannot be input to the left brake wheel 15, that is, the left brake wheel 15 is released, and the aircraft turns right.

[0043] As attached Figure 1-3 As shown, when the high-pressure compressed air output by the air pump 1 or the cold air bottle 12 stops, the push rod A18 of the decompression valve A7 or the decompression valve B71 is continuously pressed to maintain a fixed stroke, and the brake line retains the low-pressure compressed air to act on the brake wheel 15 for ground parking of the aircraft.

[0044] The present invention is suitable for manual and unmanned general aircraft landing and rolling brake control, and the turning and parking brakes are safe and reliable, have good versatility, and are low in cost. It provides strong support for the design and modification of general aircraft, the development of the general aviation market, and even the development of the low-altitude economy.

[0045] The above embodiments are only used to illustrate the technical solutions of the present invention, rather than to limit the same. Although the present invention has been described in detail with reference to the aforementioned embodiments, those skilled in the art should understand that the technical solutions described in the aforementioned embodiments may still be modified, or some of the technical features thereof may be replaced by equivalents. However, these modifications or replacements do not deviate the essence of the corresponding technical solutions from the spirit and scope of the technical solutions of the embodiments of the present invention.

Claims

1. A general aircraft cold air brake system, characterized in that: It comprises an air supply assembly, a sedimentation filter (3), an automatic pressure regulator (5), a pressure reducer, an electromagnetic valve (9) and a brake distributor (13) which are sequentially connected through pipelines; The air delivery end of the brake distributor (13) is connected to the brake wheels (15) on both sides of the aircraft through brake pipes respectively; a double-needle pressure gauge (14) is installed on the brake pipes; The air supply assembly outputs high-pressure compressed air, the sedimentation filter (3) condenses and discharges the moisture in the high-pressure compressed air, the automatic pressure regulator (5) maintains the pressure of the high-pressure compressed air, the pressure reducer reduces the high-pressure compressed air to low-pressure compressed air, and the electromagnetic valve (9) adjusts the brake pressure of the brake pipeline.

2. A general aircraft cold air brake system according to claim 1, characterized in that: A one-way valve (4) is installed on the gas delivery end of the automatic pressure regulator (5), and the gas delivery end of the one-way valve (4) is connected to the gas inlet end of the air filter (6); the gas delivery end of the air filter (6) is connected to the gas inlet end of the pressure reducer through a pipeline; The one-way valve (4) prevents the high-pressure compressed air from leaking from the automatic pressure regulator (5); The air filter (6) is provided with a metal mesh and a felt pad for filtering high-pressure compressed air.

3. A general aircraft cold air brake system according to claim 1 or 2, characterized in that: The air supply assembly comprises an air pump (1), a ground air source or a spare air cylinder (12); an air inflating nozzle (2) is installed at the air outlet of the ground air source. A three-way pipe A (301) is installed on the air inlet pipeline of the filter (3), and the air delivery ends of the air pump (1) and the inflation nozzle (2) are respectively connected to the corresponding air outlets of the three-way pipe A (301) through pipelines; A three-way pipe B (302) is installed between the pressure reducer and the air filter (6), the air filter (6) is connected to one end of the three-way pipe B (302) through a pipeline, the air inlet end of the pressure reducer is connected to the gas delivery end of the three-way pipe B (302) through a pipeline, and the gas delivery end of the spare gas cylinder (12) is connected to the other end of the three-way pipe B (302) through a pipeline; A cold air pressure gauge (10) and a cold air switch (11) are installed on the pipeline between the three-way pipe B (302) and the spare gas cylinder (12).

4. A general aircraft cold air brake system according to claim 3, characterized in that: A tee pipe C (303) is installed at the gas outlet end of the tee pipe B (302) through a pipeline, and the pressure reducer includes a pressure reducing valve A (7) and a pressure reducing valve B (71) having the same structure; The air inlet end of the pressure reducing valve A (7) is connected to one air delivery end of the three-way pipe C (303) through a pipeline, the other air delivery end of the three-way pipe C (303) is connected to the air inlet end of the pressure reducing valve B (71) through a pipeline, the air delivery ends of the pressure reducing valve A (7) and the pressure reducing valve B (71) are respectively connected to the corresponding air inlet ends of the dual-purpose valve (8) through pipelines, the air delivery end of the dual-purpose valve (8) is connected to the air inlet end of the electromagnetic valve (9) through a pipeline, and the air delivery end of the electromagnetic valve (9) is connected to the air inlet end of the brake distributor (13) through a pipeline; The dual-purpose valve (8) separates the air outlet pipelines of the pressure reducing valve A (7) and the pressure reducing valve B (71), thereby preventing the compressed air from being discharged into the atmosphere from the air vent of the other pressure reducing valve when one pressure reducing valve is in use.

5. A general aircraft cold air brake system according to claim 1, characterized in that: The sedimentation filter (3) comprises a filter housing (31), a drain port (16) installed at the bottom of the filter housing (31), and a drain valve (17) installed at one side of the drain port (16).

6. A general aircraft cold air brake system according to claim 4, characterized in that: A push rod A (18), a pressure regulating spring (19), an intake valve A (20) and an intake valve spring A (21) are installed in the pressure reducing valve A (7).

7. A general aircraft cold air brake system according to claim 1, characterized in that: A control lever (28), a rocker arm (27), a push rod B (26), an intake valve B (25) and an intake valve spring B (24) are installed on the brake distributor (13); An exhaust valve (22) and a take-over nozzle (23) are arranged in the electromagnetic valve (9), and an exhaust hole (231) and an air inlet hole (232) are arranged in the take-over nozzle (23).

8. A general aircraft cold air brake system according to claim 6, characterized in that: The model of pressure relief valve A (7) and pressure relief valve B (71) are both QS-1.

9. A general aircraft cold air brake system according to claim 7, characterized in that: The model of the brake distributor (13) is QS-2A.

10. A general aircraft cold air brake system according to claim 7, characterized in that: The model of the electromagnetic valve (9) is QS-9.

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