Pressure reducing device of dual-redundancy aircraft brake system

Abstract

The utility model provides a dual-redundancy aircraft brake system pressure reducing device which is used for reducing pressure of an aircraft brake system and comprises a pipeline connector and a pressure reducing valve, the pressure reducing valve comprises a main pressure reducing valve and a backup pressure reducing valve, and the main pressure reducing valve is connected with the backup pressure reducing valve. The dual-redundancy aircraft brake system pressure reducing device further comprises a pressure detection and control unit and an electromagnetic directional valve, the pressure detection and control unit can detect the working pressure of the aircraft brake system after pressure reduction, and the electromagnetic directional valve is connected with the main pressure reducing valve and the backup pressure reducing valve. And an oil path can be switched between the main pressure reducing valve and the backup pressure reducing valve according to the working pressure detected by the pressure detection and control unit. According to the pressure reducing device of the dual-redundancy aircraft brake system, the working pressure is detected through the pressure detection and control unit, an oil way is switched between the main pressure reducing valve and the backup pressure reducing valve through the electromagnetic reversing valve, and the situation that a brake loop is lost when the pressure reducing valves are clamped or blocked is avoided.

Description

Technical Field

[0001] This utility model relates to the field of aircraft braking systems, and more specifically to a decompression device for a dual-redundant aircraft braking system. Background Technology

[0002] Aircraft braking systems employ pressure-reducing valves to reduce pressure. The hydraulic system provides a high-pressure hydraulic source to the aircraft braking system, necessitating the installation of a pressure-reducing valve at the inlet of the braking system control circuit to lower the braking pressure to the required level. A pressure-reducing valve is a control valve that reduces the inlet pressure to a desired outlet pressure through throttling, and maintains a relatively constant outlet pressure despite changes in inlet pressure and flow rate. If external contaminants enter the brake hydraulic circuit, the pressure-reducing valve can easily become stuck or blocked, causing the braking system to lose the pressure supplied by the hydraulic source and resulting in the malfunction of the normal braking circuit.

[0003] Existing pressure reducing valves are classified into three types: constant value pressure reducing valves, differential pressure reducing valves, and proportional pressure reducing valves, with the constant value pressure reducing valve being the most commonly used. In the same system, the hydraulic system provides hydraulic energy to various other systems. Sometimes, the working pressure required by the braking system is lower than the oil supply pressure of the hydraulic system. Therefore, a pressure reducing valve needs to be connected in series before the oil pressure enters the braking system. After the oil flows through the pressure reducing valve, the pressure is reduced, ensuring that the pressure in the braking system circuit connected to its outlet remains constant.

[0004] However, when foreign contaminants enter the hydraulic circuit of the brake, if there are contaminants between the valve core and valve sleeve of the existing setpoint pressure reducing valve, it may cause jamming or blockage, making it impossible to build up brake pressure, resulting in the loss of normal brake circuit and having a great impact on aircraft safety.

[0005] Therefore, a decompression device for a dual-redundant aircraft braking system is needed to address the aforementioned shortcomings of the prior art. Utility Model Content

[0006] To address the problems existing in the prior art, this utility model proposes a dual-redundant aircraft braking system pressure reduction device. Its purpose is to detect the working pressure through a pressure detection and control unit, and to switch the oil circuit between the main pressure reducing valve and the backup pressure reducing valve through an electromagnetic reversing valve, so as to avoid the loss of the braking circuit due to jamming or blockage in the pressure reducing valve.

[0007] Therefore, this utility model proposes a dual-redundant aircraft braking system pressure reduction device. The dual-redundant aircraft braking system pressure reduction device is used to reduce the pressure of the aircraft braking system. The dual-redundant aircraft braking system pressure reduction device includes a pipeline interface and a pressure reducing valve. The pressure reducing valve includes a main pressure reducing valve and a backup pressure reducing valve. The dual-redundant aircraft braking system pressure reduction device also includes a pressure detection and control unit and a solenoid directional valve. The pressure detection and control unit can detect the working pressure in the aircraft braking system. The solenoid directional valve is connected to the main pressure reducing valve and the backup pressure reducing valve, and can switch the oil circuit between the main pressure reducing valve and the backup pressure reducing valve according to the working pressure detected by the pressure detection and control unit.

[0008] According to the above technical solution, the dual-redundant aircraft braking system pressure reduction device of this utility model can achieve the following beneficial effects: the working pressure is detected by the pressure detection and control unit, and the oil circuit is switched between the main pressure reducing valve and the backup pressure reducing valve by the electromagnetic reversing valve, so as to avoid the loss of the braking circuit due to jamming or blockage in the pressure reducing valve.

[0009] In this embodiment of the utility model, the pipeline interface includes an oil inlet pipeline interface, a working pipeline interface, and an oil return pipeline interface.

[0010] According to the above technical solution, the dual-redundant aircraft braking system pressure reduction device of this utility model can achieve the following beneficial effects: the working pressure is detected by the pressure detection and control unit, and the oil circuit is switched between the main pressure reducing valve and the backup pressure reducing valve by the electromagnetic reversing valve, so as to avoid the loss of the braking circuit due to jamming or blockage in the pressure reducing valve.

[0011] In this embodiment of the invention, the oil inlet pipe interface is connected to the main pressure reducing valve and the backup pressure reducing valve via an electromagnetic reversing valve.

[0012] According to the above technical solution, the dual-redundant aircraft braking system pressure reduction device of this utility model can achieve the following beneficial effects: the working pressure is detected by the pressure detection and control unit, and the oil circuit is switched between the main pressure reducing valve and the backup pressure reducing valve by the electromagnetic reversing valve, so as to avoid the loss of the braking circuit due to jamming or blockage in the pressure reducing valve.

[0013] In this embodiment of the invention, the main pressure reducing valve and the backup pressure reducing valve are connected to the working pipeline interface, and the main pressure reducing valve and the backup pressure reducing valve are connected to the return oil pipeline interface.

[0014] According to the above technical solution, the dual-redundant aircraft braking system decompression device of this utility model can achieve the following beneficial effects: a normal braking circuit can be established through the main decompression valve or the backup decompression valve.

[0015] In this embodiment of the invention, the electromagnetic reversing valve moves between a first position and a second position based on the working pressure detected by the pressure detection and control unit. When the electromagnetic reversing valve is in the first position, the oil flows from the oil inlet pipe interface through the electromagnetic reversing valve to the main pressure reducing valve. When the electromagnetic reversing valve is in the second position, the oil flows from the oil inlet pipe interface through the electromagnetic reversing valve to the backup pressure reducing valve.

[0016] According to the above technical solution, the dual-redundant aircraft braking system pressure reduction device of this utility model can achieve the following beneficial effects: the working pressure is detected by the pressure detection and control unit, and the oil circuit is switched between the main pressure reducing valve and the backup pressure reducing valve by the electromagnetic reversing valve, so as to avoid the loss of the braking circuit due to jamming or blockage in the pressure reducing valve.

[0017] In this embodiment of the invention, the decompression device for the dual-redundant aircraft braking system further includes a position sensor that monitors the electromagnetic reversing valve.

[0018] According to the above technical solution, the pressure relief device of the dual-redundant aircraft braking system of this utility model can achieve the following beneficial effects: by monitoring the position of the electromagnetic reversing valve through the position sensor, the position of the electromagnetic reversing valve can be fed back to the operator, so as to provide feedback on the jamming or blockage of the main pressure relief valve, which is convenient for maintenance and repair.

[0019] In this embodiment of the invention, the pressure detection and control unit includes a pressure sensor and a controller. The pressure sensor detects the reduced working pressure in the working pipeline interface, and the controller controls the solenoid directional valve to switch the oil circuit according to the detected reduced working pressure.

[0020] According to the above technical solution, the pressure reduction device of the dual-redundant aircraft braking system of this utility model can achieve the following beneficial effects: by detecting the working pressure through a pressure sensor, and by controlling the electromagnetic reversing valve through the controller to switch the oil circuit between the main pressure reducing valve and the backup pressure reducing valve, so as to avoid the loss of the braking circuit due to jamming or blockage in the pressure reducing valve.

[0021] In this embodiment of the invention, the pressure detection and control unit includes a differential pressure transmitter, which detects the pressure difference between the oil inlet port and the working port, and controls the solenoid valve to switch the oil circuit according to the detected pressure difference.

[0022] According to the above technical solution, the pressure reduction device of the dual-redundant aircraft braking system of this utility model can achieve the following beneficial effects: the working pressure is detected by the differential pressure transmitter, and the oil circuit is switched between the main pressure reducing valve and the backup pressure reducing valve by the electromagnetic reversing valve, so as to avoid the loss of the braking circuit due to jamming or blockage in the pressure reducing valve.

[0023] In this embodiment of the invention, the main pressure reducing valve is a slide valve.

[0024] According to the above technical solution, the pressure relief device of the dual-redundant aircraft braking system of this utility model can achieve the following beneficial effects: a normal braking circuit can be established through the main pressure relief valve.

[0025] In this embodiment of the invention, the backup pressure reducing valve is a ball valve.

[0026] According to the above technical solution, the dual-redundant aircraft braking system decompression device of this utility model can achieve the following beneficial effects: a normal braking circuit can be established through the backup decompression valve.

[0027] It should be understood that the above description of the utility model is provided to present a simplified version of the selected concepts further described in the detailed description. This does not imply the identification of key or essential features of the claimed subject matter, the scope of which is uniquely defined by the appended claims. Furthermore, the claimed subject matter is not limited to embodiments that address any of the shortcomings pointed out above or in any part of this disclosure. Attached Figure Description

[0028] Further features, exemplary embodiments, and advantages of the present invention will be explained in more detail below with reference to the accompanying drawings. It will be understood that this embodiment does not exhaust the full scope of the present invention. It will also be understood that some or all of the features described below may be combined in other ways, wherein:

[0029] Figure 1 This is a schematic diagram of a decompression device for a dual-redundant aircraft braking system according to an embodiment of the present invention.

[0030] Figure 2 yes Figure 1 Another schematic diagram of the decompression device of a dual-redundant aircraft braking system;

[0031] Figure 3 This is a schematic diagram of a decompression device for a dual-redundant aircraft braking system according to another embodiment of the present invention.

[0032] List of reference numerals

[0033] Decompression device for 100-duplex aircraft braking system;

[0034] 200-stage dual-redundant aircraft braking system decompression device;

[0035] 1. Hydraulic power source;

[0036] 2. Oil inlet pipe interface;

[0037] 3. Electromagnetic directional valve;

[0038] 4. Main pressure reducing valve;

[0039] 5. Backup pressure reducing valve;

[0040] 6. Working pipeline interface;

[0041] 7. Return oil line interface;

[0042] 8. Pressure sensor;

[0043] 9. Controller;

[0044] 10. Differential pressure transmitter. Detailed Implementation

[0045] The following describes specific embodiments of this utility model. It should be noted that, in order to provide a concise description, this specification cannot provide a detailed description of all features of the actual embodiments. It should be understood that, in the actual implementation of any embodiment, just as in any engineering or design project, various specific decisions are often made to achieve the developer's specific goals and to meet system-related or business-related constraints, and this can change from one embodiment to another. Furthermore, it is understood that although the efforts made in this development process may be complex and lengthy, for those skilled in the art related to the content disclosed in this utility model, some design, manufacturing, or production modifications based on the technical content disclosed in this disclosure are merely conventional technical means and should not be construed as insufficient content of this disclosure.

[0046] Unless otherwise defined, the technical or scientific terms used in the claims and description shall have the ordinary meaning understood by one of ordinary skill in the art to which this utility model pertains. The terms "first," "second," and similar words used in the specification and claims of this utility model patent application do not indicate any order, quantity, or importance, but are merely used to distinguish different components. The terms "an" or "a" and similar words do not indicate a quantity limitation, but rather indicate the presence of at least one. The terms "comprising" or "including" and similar words mean that the element or object preceding "comprising" or "including" encompasses the element or object listed following "comprising" or "including" and its equivalents, and do not exclude other elements or objects. The terms "connected" or "linked" and similar words are not limited to physical or mechanical connections, nor are they limited to direct or indirect connections.

[0047] Figure 1 This is a schematic diagram of a dual-redundant aircraft braking system decompression device 100 according to an embodiment of the present invention. Figure 2 yes Figure 1 Another schematic diagram of the decompression device 100 of the dual-redundant aircraft braking system, and Figure 3This is a schematic diagram of a dual-redundant aircraft braking system decompression device 200 according to another embodiment of the present invention.

[0048] like Figure 1 As shown, according to one embodiment of the present invention, the dual-redundant aircraft braking system pressure reducing device 100 includes a pipeline interface, a pressure reducing valve, a pressure detection and control unit, and a solenoid directional valve 3.

[0049] The pressure reducing valve includes a main pressure reducing valve 4 and a backup pressure reducing valve 5. The solenoid directional valve 3 is connected to the main pressure reducing valve 4 and the backup pressure reducing valve 5 and is configured to switch the oil circuit between the main pressure reducing valve 4 and the backup pressure reducing valve 5.

[0050] The pressure detection and control unit can detect the working pressure of the aircraft braking system after decompression, while the solenoid directional valve 3 can switch the oil circuit between the main pressure reducing valve 4 and the backup pressure reducing valve 5 according to the working pressure detected by the pressure detection and control unit.

[0051] According to the above technical solution, the dual-redundant aircraft braking system pressure reducing device 100 of this utility model can achieve the following beneficial technical effects: the working pressure is detected by the pressure detection and control unit, and the oil circuit is switched between the main pressure reducing valve 4 and the backup pressure reducing valve 5 by the electromagnetic reversing valve 3, so as to avoid the loss of the braking circuit due to jamming or blockage in the pressure reducing valve.

[0052] Specifically, the pressure detection and control unit includes a pressure sensor 8 and a controller 9. The pressure sensor 8 is configured to detect the operating pressure of the aircraft braking system after decompression, and the controller 9 is configured to control the solenoid directional valve 3 to switch the oil circuit between the main pressure reducing valve 4 and the backup pressure reducing valve 5 based on the detection result of the pressure sensor 8.

[0053] According to the above technical solution, the dual-redundant aircraft braking system depressurization device 100 of this utility model can achieve the following beneficial technical effects: the working pressure is detected by the pressure sensor 8, and the oil circuit is switched between the main depressurization valve 4 and the backup depressurization valve 5 by the controller 9, so as to avoid the loss of the braking circuit due to jamming or blockage in the depressurization valve.

[0054] Specifically, such as Figure 1 As shown, the pipeline interfaces include an oil inlet pipeline interface 2, a working pipeline interface 6, and an oil return pipeline interface 7.

[0055] One end of the oil inlet pipe interface 2 is connected to the hydraulic power source 1, and the other end is connected to the main pressure reducing valve 4 and the backup pressure reducing valve 5 via the solenoid directional valve 3. In this way, the pressure reducing device 100 of the dual-redundant aircraft braking system is connected to the hydraulic power source 1 through the oil inlet pipe interface 2.

[0056] The main pressure reducing valve 4 and the backup pressure reducing valve 5 are connected to the working pipeline interface 6, and the main pressure reducing valve 4 and the backup pressure reducing valve 5 are also connected to the return oil pipeline interface 7. Thus, the dual-redundant aircraft brake system pressure reducing device 100 is connected to the working pipeline via the working pipeline interface 6, and to the return oil pipeline via the return oil pipeline interface 7. The pressure sensor 8 is configured to detect the pressure of the depressurized hydraulic oil in the working pipeline interface 6.

[0057] According to the above technical solution, the dual-redundant aircraft brake system decompression device of this utility model can achieve the following beneficial technical effects: the dual-redundant aircraft brake system decompression device 100 is connected to the hydraulic source 1 through the oil inlet pipe interface 2, connected to the working pipe through the working pipe interface 6, and connected to the return oil pipe through the return oil interface 7. Thus, the dual-redundant aircraft brake system decompression device 100 can form a normal brake circuit.

[0058] Specifically, the electromagnetic directional valve 3 mainly consists of an electromagnet, a valve core, and a valve body. When the electromagnet is energized, the generated electromagnetic force pushes the valve core to move, changing the direction of fluid flow. By controlling the energization and de-energization of the electromagnet, precise control of the fluid flow direction can be achieved. Based on the working pressure detected by the pressure detection and control unit, for example, based on the detection result of pressure sensor 8, controller 9 controls the solenoid directional valve 3 to move between a first position and a second position. When the solenoid directional valve 3 is in the first position, the oil flows from the inlet pipe interface 2 through the B outlet of the solenoid directional valve 3 to the main pressure reducing valve 4, and then, after being depressurized by the main pressure reducing valve 4, flows through the C outlet of the main pressure reducing valve 4 to the working pipe interface 6. Excess oil flows through the T outlets of the solenoid directional valve 3 and the main pressure reducing valve 4 to the return oil interface 7, thus forming a normal brake circuit. When the solenoid directional valve 3 is in the second position, the oil flows from the inlet pipe interface 2 through the A outlet of the solenoid directional valve 3 to the backup pressure reducing valve 5, and then, after being depressurized by the backup pressure reducing valve 5, flows through the D outlet of the main pressure reducing valve 4 to the working pipe interface 6. Excess oil flows through the T outlets of the solenoid directional valve 3 and the backup pressure reducing valve 5 to the return oil interface 7, thus forming a normal brake circuit.

[0059] According to the above technical solution, the dual-redundant aircraft braking system pressure reducing device 100 of this utility model can achieve the following beneficial technical effects: when the electromagnetic reversing valve 3 is in the first position, the dual-redundant aircraft braking system pressure reducing device 100 forms a normal braking circuit through the main pressure reducing valve 4; for example, when the main pressure reducing valve 4 is blocked or stuck due to external contaminants, causing the working pressure detected by the pressure sensor 8 to change to a preset threshold, the controller 9 will control the electromagnetic reversing valve 3 to switch from the first position to the second position. When the electromagnetic reversing valve 3 is in the second position, the oil flows to the backup pressure reducing valve 5, thereby the dual-redundant aircraft braking system pressure reducing device 100 forms a normal braking circuit through the backup pressure reducing valve 5.

[0060] More preferably, the dual-redundant aircraft braking system decompression device 100 also includes a position sensor (not shown) that monitors the electromagnetic reversing valve 3.

[0061] According to the above technical solution, the dual-redundant aircraft brake system decompression device 100 of this utility model can achieve the following beneficial effects: by monitoring the position of the electromagnetic reversing valve 3 through the position sensor, the position of the electromagnetic reversing valve 3 can be fed back to the operator to provide feedback on the jamming or blockage of the main decompression valve 4, which facilitates maintenance and repair.

[0062] Specifically, the main pressure reducing valve 4 is a slide valve. The slide valve has a simple structure, and the sealing surface of the valve core is isolated from the medium, making it less prone to corrosion.

[0063] Specifically, the backup pressure reducing valve 5 is a ball valve. Ball valves have a compact structure, are easy to operate and maintain, and can be opened and closed quickly.

[0064] Of course, the above-mentioned valve type selection is only a preferred setting of the dual-redundant aircraft brake system decompression device 100 of this application. Those skilled in the art can understand based on the disclosure of this application that other suitable valve types can also be used without departing from the protection scope of the claims of this application.

[0065] The following combination Figure 1 Explain the working principle of the pressure relief device 100 in the dual-redundant aircraft braking system.

[0066] When hydraulic source 1 does not provide hydraulic pressure, working pipeline interface 6 and return oil pipeline interface 7 are connected.

[0067] When hydraulic source 1 provides hydraulic pressure, hydraulic oil enters through inlet pipe interface 2 and then flows into solenoid directional valve 3. In the default setting, solenoid directional valve 3 is in the first position, directing hydraulic oil into the inlet circuit of the main pressure reducing valve 4, while there is no hydraulic input at the inlet of the backup pressure reducing valve 5. At this time, the main pressure reducing valve 4 operates, outputting pressure-reduced hydraulic oil to working pipe interface 6, and pressure sensor 8 transmits the detected working pressure value to controller 9.

[0068] If the main pressure reducing valve 4 is stuck or blocked, the working pressure value detected by the pressure sensor 8 will decrease. When the working pressure value received by the controller changes to below the preset threshold, the controller 9 will control the solenoid directional valve 3 to move between the first position and the second position. When the solenoid directional valve 3 is in the second position, it directs hydraulic oil into the inlet circuit of the backup pressure reducing valve 5, and there is no hydraulic input at the inlet of the main pressure reducing valve 4. At this time, the backup pressure reducing valve 5 operates, outputting depressurized hydraulic oil to the working pipeline interface 6.

[0069] Figure 2A dual-redundant aircraft braking system pressure reducing device 200 according to another embodiment of the present invention is shown. The dual-redundant aircraft braking system pressure reducing device 200 includes a pipeline interface, a pressure reducing valve, a pressure detection and control unit, and a solenoid directional valve 3. Figure 1 Compared to the dual-redundant aircraft brake system pressure relief device 100 shown, the pressure detection and control unit of the dual-redundant aircraft brake system pressure relief device 200 includes a differential pressure transmitter 10, and other technical features are similar to those of the dual-redundant aircraft brake system pressure relief device 100.

[0070] The two pressure ports of the differential pressure transmitter 10 are connected to the oil inlet port 2 and the working port 6, respectively. When the main pressure reducing valve 4 is stuck, the differential pressure transmitter 10 measures that the pressure difference between the two pressure ports increases. When the pressure difference is greater than the set value, the differential pressure transmitter 10 will control the solenoid directional valve to move between the first position and the second position.

[0071] In this document, the terms "comprising," "including," or any other variations thereof are intended to cover non-exclusive inclusion, such that a process, method, structure, or apparatus that comprises a list of elements includes not only those elements but also other elements not expressly listed, or elements inherent to such a process, method, structure, or apparatus. Without further limitation, an element defined by the phrase "comprising..." does not exclude the presence of other identical elements in the process, method, structure, or apparatus that includes said element.

[0072] The description of the utility model is given for illustrative and descriptive purposes only, and is not intended to be exhaustive or to limit the utility model to the forms disclosed. Many modifications and variations will be apparent to those skilled in the art. The embodiments were chosen and described in order to better illustrate the principles and practical application of the utility model, and to enable those skilled in the art to understand the utility model and design various embodiments with various modifications suitable for a particular purpose.

Claims

1. A pressure-reducing device for a dual-redundant aircraft braking system, the dual-redundant aircraft braking system pressure-reducing device being used to reduce the pressure of the aircraft braking system, the dual-redundant aircraft braking system pressure-reducing device comprising a pipeline interface and a pressure-reducing valve, characterized in that, The pressure reducing valve includes a main pressure reducing valve and a backup pressure reducing valve. The dual-redundant aircraft braking system pressure reducing device also includes a pressure detection and control unit and a solenoid directional valve. The pressure detection and control unit can detect the working pressure in the aircraft braking system. The solenoid directional valve is connected to the main pressure reducing valve and the backup pressure reducing valve, and can switch the oil circuit between the main pressure reducing valve and the backup pressure reducing valve according to the working pressure detected by the pressure detection and control unit.

2. The decompression device for a dual-redundant aircraft braking system according to claim 1, characterized in that, The pipeline interfaces include an oil inlet pipeline interface, a working pipeline interface, and an oil return pipeline interface.

3. The decompression device for a dual-redundant aircraft braking system according to claim 2, characterized in that, The oil inlet pipe interface is connected to the main pressure reducing valve and the backup pressure reducing valve via the solenoid reversing valve.

4. The decompression device for a dual-redundant aircraft braking system according to claim 2, characterized in that, The main pressure reducing valve and the backup pressure reducing valve are connected to the working pipeline interface, and the main pressure reducing valve and the backup pressure reducing valve are connected to the return oil pipeline interface.

5. The decompression device for a dual-redundant aircraft braking system according to claim 3, characterized in that, The electromagnetic reversing valve moves between a first position and a second position according to the working pressure detected by the pressure detection and control unit. When the electromagnetic reversing valve is in the first position, the oil flows from the oil inlet port through the electromagnetic reversing valve to the main pressure reducing valve. When the electromagnetic reversing valve is in the second position, the oil flows from the oil inlet port through the electromagnetic reversing valve to the backup pressure reducing valve.

6. The decompression device for a dual-redundant aircraft braking system according to claim 5, characterized in that, It also includes a position sensor that monitors the electromagnetic reversing valve.

7. The decompression device for a dual-redundant aircraft braking system according to claim 2, characterized in that, The pressure detection and control unit includes a pressure sensor and a controller. The pressure sensor detects the depressurized working pressure in the working pipeline interface, and the controller controls the solenoid directional valve to switch the oil circuit according to the detected depressurized working pressure.

8. The decompression device for a dual-redundant aircraft braking system according to claim 2, characterized in that, The pressure detection and control unit includes a differential pressure transmitter, which detects the pressure difference between the oil inlet port and the working port, and controls the solenoid directional valve to switch the oil circuit based on the detected pressure difference.

9. The decompression device for a dual-redundant aircraft braking system according to claim 1, characterized in that, The main pressure reducing valve is a slide valve.

10. The decompression device for a dual-redundant aircraft braking system according to claim 1, characterized in that, The backup pressure reducing valve is a ball valve.

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