Pressure relief device, aircraft and method of controlling a pressure relief device

Abstract

This application relates to a pressure relief device, an aircraft, and a control method for the pressure relief device. The pressure relief device includes: a pressure relief assembly comprising a drive component, a frame, and an actuator. The drive component and the actuator are drivenly connected to each other, allowing the actuator to be movably mounted on the frame. The frame has a pressure relief port, and the actuator has a closed state (closing the pressure relief port) and an open state (opening the pressure relief port); and a control assembly comprising a controller and a detector. The detector is used to detect the cargo hold pressure of the aircraft. The controller is electrically connected to both the detector and the drive component, and can control the operating state of the actuator through the drive component based on the detection information from the detector. Compared to existing mechanical differential pressure triggering structures, the pressure relief device of this application improves the control accuracy of pressure relief opening by determining the pressure relief conditions through the controller.

Description

Technical Field

[0001] This application relates to the field of aircraft technology, and in particular to pressure relief devices, aircraft, and control methods for pressure relief devices. Background Technology

[0002] During flight, when cracks appear in the fuselage skin in a high-altitude, low-pressure area, the triangular area between the cargo hold interior envelope and the skin will experience rapid depressurization. At this time, the fuselage structural pillars used for the cargo hold interior will also bear significant differential pressure loads, affecting flight safety. Therefore, when the pressure difference between the inside and outside of the cargo hold interior envelope exceeds the normal operating limit of the cargo hold pressure balancing valve, the cargo hold rapid depressurization device will activate, equalizing the pressure difference within the cargo hold envelope within a few seconds. This reduces the impact of differential pressure loads on the structural pillars and passenger cabin floor, and other load-bearing structures of the aircraft.

[0003] However, current rapid depressurization devices in cargo hold interiors are mostly single-use. When the pressure differential exceeds a threshold, a rapid depressurization state is triggered, and the rapid depressurization plate is directionally thrown into the cargo hold envelope or the triangular area of ​​the cargo hold skin according to the pressure differential. However, the rapid depressurization device needs to be replaced afterward, resulting in significant cost waste. Furthermore, the current rapid depressurization device is triggered by a mechanical pressure differential triggering structure. When the pressure differential threshold is exceeded, the depressurization plate rolls out into the compartment with lower pressure, but the accuracy of this triggering method is questionable. Summary of the Invention

[0004] Based on this, this application provides a pressure relief device, an aircraft, and a control method for the pressure relief device to solve the problem of poor performance of pressure relief devices in related technologies.

[0005] This application provides a pressure relief device for an aircraft. The pressure relief device includes: a pressure relief assembly comprising a drive member, a frame, and an actuator, wherein the drive member and the actuator are drivenly connected to each other so that the actuator is movably disposed on the frame, the frame is provided with a pressure relief port, and the actuator has a closed state of closing the pressure relief port and an open state of opening the pressure relief port; and a control assembly comprising a controller and a detector, wherein the detector is used to detect the cargo hold pressure of the aircraft, the controller is electrically connected to the detector and the drive member respectively, and the controller can control the working state of the actuator through the drive member based on the detection information of the detector.

[0006] In one embodiment, the detectors include multiple detectors, which are respectively located at different positions in the cargo hold. The controller is electrically connected to each of the multiple detectors. When the difference between the cargo hold pressure and the external pressure detected by at least two detectors exceeds a threshold, the controller controls the drive unit to work.

[0007] In one embodiment, the pressure relief device further includes a feedback element, the controller being electrically connected to the feedback element, and the feedback element being used to detect the operating status of the actuator.

[0008] In one embodiment, there are multiple actuators arranged sequentially on the frame, and the multiple actuators together close the pressure relief port; the pressure relief assembly also includes a transmission assembly, and a drive member is driven to the transmission assembly so that the transmission assembly is movably disposed on the frame, and the transmission assembly is driven to the multiple actuators so that the multiple actuators switch between a closed state and an open state simultaneously.

[0009] In one embodiment, the pressure relief assembly further includes a first transmission member and a plurality of second transmission members, which are respectively disposed on a plurality of actuators. The driving member is driven to be connected to the first transmission member so that the first transmission member is movably disposed on the frame. The first transmission member is driven to be connected to the plurality of second transmission members so that the plurality of actuators can switch between a closed state and an open state simultaneously.

[0010] In one embodiment, the first transmission member includes a drive rod, the second transmission member includes a transmission rod and a follower rod, the drive rod is movably disposed on the frame, a first end of the transmission rod is hinged to the drive rod, a second end of the transmission rod is hinged to the first end of the follower rod, and the actuator includes a blade, the second end of the follower rod is connected to the blade so that the blade is rotatably disposed on the frame.

[0011] In one embodiment, the pressure relief assembly further includes a limiting member disposed on the frame, wherein the drive rod engages with different positions of the limiting member when the blade is in the open and closed states.

[0012] In one embodiment, the pressure relief assembly further includes multiple rotating shafts, a frame is provided with a limiting seat, the rotating shafts are rotatably inserted through the limiting seat, multiple blades are correspondingly sleeved on the multiple rotating shafts, and multiple second transmission components are correspondingly connected to the multiple rotating shafts.

[0013] In another aspect, this application provides an aircraft, comprising: a cargo hold with an installation port; and a pressure relief device disposed at the installation port, the pressure relief device including the pressure relief device provided above.

[0014] This application further provides a control method for a pressure relief device, applied to the aforementioned pressure relief device. The control method includes: detecting the pressure in the cargo hold using multiple detectors; when the difference between the cargo hold pressure detected by at least two detectors and the external pressure exceeds a first threshold, controlling a drive component to operate via a controller to switch an actuator to an open state; and detecting the pressure in the cargo hold using multiple detectors; when the difference between the cargo hold pressure detected by at least two detectors and the external pressure is less than a second threshold, controlling a drive component to operate via a controller to switch an actuator to a closed state.

[0015] By applying the technical solution of this application, a detector can detect the cargo hold pressure of an aircraft. When the cargo hold experiences rapid depressurization, the difference between the cargo hold pressure detected by the detector and the external pressure exceeds a threshold, and the detection information is transmitted to the controller. The controller controls the operation of the drive component based on the detector's detection information. The drive component moves the blades relative to the frame, switching from a closed state of the pressure relief port to an open state of the pressure relief port, thereby opening the pressure relief port of the frame and balancing the pressure difference between the inside and outside of the cargo hold. Compared with existing mechanical pressure difference triggering structures, the pressure relief device of this application improves the control accuracy of pressure relief opening by determining the pressure relief conditions through the controller. Attached Figure Description

[0016] Figure 1 A schematic diagram of the pressure relief device provided in an embodiment of this application is shown.

[0017] Figure 2 It shows Figure 1 A magnified view of a portion of point A in the middle.

[0018] Figure 3 A schematic diagram of the structure of an aircraft provided in an embodiment of this application is shown.

[0019] Figure 4 A step diagram of the control method for the pressure relief device provided in the embodiments of this application is shown.

[0020] Explanation of reference numerals in the attached figures:

[0021] 10. Pressure relief assembly; 11. Frame; 111. Pressure relief port; 112. Limiting seat; 12. Actuator; 13. Transmission assembly; 131. First transmission component; 1311. Drive rod; 132. Second transmission component; 1321. Transmission rod; 1322. Follower rod; 14. Limiting component; 15. Rotating shaft;

[0022] 21. Detector;

[0023] 30. Airplane; 31. Cargo hold. Detailed Implementation

[0024] To make the above-mentioned objectives, features, and advantages of this application more apparent and understandable, the specific embodiments of this application are described in detail below with reference to the accompanying drawings. Many specific details are set forth in the following description to provide a thorough understanding of this application. However, this application can be implemented in many other ways different from those described herein, and those skilled in the art can make similar modifications without departing from the spirit of this application. Therefore, this application is not limited to the specific embodiments disclosed below.

[0025] In the description of this application, it should be understood that if terms such as "center", "longitudinal", "lateral", "length", "width", "thickness", "upper", "lower", "front", "rear", "left", "right", "vertical", "horizontal", "top", "bottom", "inner", "outer", "clockwise", "counterclockwise", "axial", "radial", "circumferential" appear, these terms indicate the orientation or positional relationship based on the orientation or positional relationship shown in the accompanying drawings, and are only for the convenience of describing this application and simplifying the description, and do not indicate or imply that the device or element referred to must have a specific orientation, or be constructed and operated in a specific orientation, and therefore should not be construed as a limitation of this application.

[0026] Furthermore, where the terms "first" and "second" appear, these terms are for descriptive purposes only and should not be construed as indicating or implying relative importance or implicitly specifying the number of technical features indicated. Thus, a feature defined with "first" or "second" may explicitly or implicitly include at least one of that feature. In the description of this application, where the term "multiple" appears, "multiple" means at least two, such as two, three, etc., unless otherwise explicitly specified.

[0027] In this application, unless otherwise expressly specified and limited, the terms "installation," "connection," "joining," and "fixing," etc., should be interpreted broadly. For example, they can refer to a fixed connection, a detachable connection, or an integral part; they can refer to a mechanical connection or an electrical connection; they can refer to a direct connection or an indirect connection through an intermediate medium; they can refer to the internal communication of two components or the interaction between two components, unless otherwise expressly limited. Those skilled in the art can understand the specific meaning of the above terms in this application based on the specific circumstances.

[0028] In this application, unless otherwise expressly specified and limited, the use of descriptions such as "above" or "below" the second feature indicates that the first and second features are in direct contact or indirect contact via an intermediate medium. Furthermore, "above," "on top of," and "over" the second feature can mean that the first feature is directly above or diagonally above the second feature, or simply that the first feature is at a higher horizontal level than the second feature. Similarly, "below," "below," and "under" the second feature can mean that the first feature is directly below or diagonally below the second feature, or simply that the first feature is at a lower horizontal level than the second feature.

[0029] It should be noted that if an element is referred to as being "fixed to" or "set on" another element, it can be directly on the other element or there may be an intervening element. If an element is considered to be "connected to" another element, it can be directly connected to the other element or there may be an intervening element. If so, the terms "vertical," "horizontal," "upper," "lower," "left," "right," and similar expressions used in this application are for illustrative purposes only and do not represent the only possible implementation.

[0030] See Figure 1 , Figure 1 A schematic diagram of the pressure relief device provided in an embodiment of this application is shown. One embodiment of this application provides a pressure relief device for an aircraft 30. The pressure relief device includes a pressure relief assembly 10 and a control assembly. The pressure relief assembly 10 includes a drive member, a frame 11, and an actuator 12. The drive member and the actuator 12 are drivably connected, allowing the actuator 12 to be movably mounted on the frame 11. The frame 11 has a pressure relief port 111. The actuator 12 has a closed state (closing the pressure relief port 111) and an open state (opening the pressure relief port 111). The control assembly includes a controller and a detector 21. The detector 21 detects the pressure difference between the cargo hold 31 of the aircraft 30 and the external pressure. The controller is electrically connected to both the detector 21 and the drive member. The controller can control the operating state of the drive member based on the detection information from the detector 21.

[0031] Applying the technical solution of this application, the detector 21 can detect the pressure in the cargo hold 31 of the aircraft 30. When the cargo hold 31 experiences rapid depressurization, the difference between the pressure in the cargo hold 31 detected by the detector 21 and the external pressure exceeds a threshold, and the detection information is transmitted to the controller. The controller controls the drive component to operate based on the detection information from the detector 21. The drive component drives the actuator 12 to move relative to the frame 11, switching from the closed state of the closed pressure relief port 111 to the open state of the open pressure relief port 111, thereby opening the pressure relief port 111 of the frame 11 and balancing the internal and external pressure difference in the cargo hold 31. Compared with the existing mechanical pressure difference triggering structure, the pressure relief device of this application improves the control accuracy of pressure relief opening by judging the pressure relief conditions through the controller. Furthermore, by replacing the existing disposable pressure relief plate with the action of the actuator 12, the device can be switched to the closed state after pressure relief, enabling reuse and significantly reducing maintenance and replacement costs. At the same time, the device does not have high-speed ejected parts during the pressure relief process, avoiding impact damage to precision equipment, pipelines, or cargo in the triangular area, and improving the safety of the space utilization in the triangular area of ​​the cargo hold 31.

[0032] In existing technology, the disposable pressure relief plate is made of a flexible plate and is tightened with bolts. When the pressure generated by the internal and external pressure difference exceeds the tightening force of the bolts, the pressure relief plate will be triggered.

[0033] In this application, the frame 11 is installed at the mounting port of the cargo compartment 31, and is generally fixed by bolts.

[0034] The driving component is generally an electric component, such as an electric actuator. The controller sends a control signal to the electric actuator, which causes the electric actuator to move and drive the actuator 12 to move.

[0035] The method of operation of the actuator 12 is not limited in this application. In some embodiments, one end of the actuator 12 can rotate relative to the frame 11 to open the pressure relief port 111. In some embodiments, both ends of the actuator 12 can move relative to the frame 11 to open the pressure relief port 111. It should be noted that both the closed and open states of the actuator 12 are achieved by driving the actuator.

[0036] In some embodiments, detector 21 employs an electronic differential pressure gauge.

[0037] Figure 3 A schematic diagram of the aircraft structure provided in an embodiment of this application is shown. (In conjunction with...) Figure 3 As shown, detector 21 includes multiple detectors, each positioned at a different location in the cargo hold 31. The controller is electrically connected to each detector 21. When the difference between the pressure in the cargo hold 31 detected by at least two detectors 21 and the external pressure exceeds a threshold, the controller activates the drive mechanism. This design, with multiple detectors 21 positioned at different locations in the cargo hold 31, allows for pressure detection at various locations within the cargo hold 31. Regardless of where depressurization occurs in the cargo hold 31, the corresponding detector 21 can be used for detection, resulting in more accurate monitoring.

[0038] Furthermore, by acquiring detection information from at least two detectors 21, the information source obtained by the controller can be more accurate, thereby avoiding errors in the detection signal caused by damage to the detector 21, and thus preventing the pressure relief device from being triggered erroneously.

[0039] Each detector 21 is capable of real-time monitoring of the pressure in the cargo hold 31.

[0040] In some embodiments, multiple sets of pressure relief devices can be installed in each cargo hold 31 area. These devices, arranged through perforations, detect and cover the pressure difference between the space within the cargo hold interior envelope and the triangular area outside the cargo hold interior envelope and within the aircraft skin, forming a pressure difference detection array. When the pressure difference detected by the electronic differential pressure gauge exceeds a threshold, the gauge independently transmits an abnormal signal to the controller via the CAN bus. Upon receiving abnormal signals from at least two independent differential pressure gauges, the controller determines that rapid pressure relief needs to be activated and then sends an actuation command to all rapid pressure relief devices within the corresponding cargo hold 31 area via the CAN bus. Upon receiving the command, the device activates the electric actuator via a 28VDC power supply, synchronously rotating and opening the actuator 12, thereby achieving pressure balance inside and outside the cargo hold 31 within seconds. Once the pressure difference is restored, the device can be shut down according to the control command for reuse.

[0041] In some embodiments, the aircraft 30 includes a forward cargo hold and an aft cargo hold, each of which is equipped with a depressurization assembly 10.

[0042] The pressure relief device also includes a feedback element, which is electrically connected to the controller. The feedback element is used to detect the opening status of the actuator 12. The feedback element can identify the opening status of the actuator 12, thereby determining whether the actuator 12 is fully open, and how much additional time is required to achieve the pressure differential balance target if it is not fully open.

[0043] In some embodiments, the feedback element may be an angle sensor used to detect the rotation angle of the central axis of the electric actuator in order to determine the opening degree of the actuator 12.

[0044] Combination Figure 1 As shown, there are multiple actuators 12, which are arranged sequentially on the frame 11. These actuators 12 collectively close the pressure relief port 111. The pressure relief assembly 10 also includes a transmission assembly 13. A drive component is driven to the transmission assembly 13, allowing the transmission assembly 13 to be movably mounted on the frame 11. The transmission assembly 13 is driven to the multiple actuators 12, enabling the multiple actuators 12 to simultaneously switch between closed and open states. Using this design, the transmission assembly 13 drives the multiple actuators 12 to operate simultaneously, ensuring consistency and synchronization in the opening degrees of the multiple actuators 12. The structure is simple and easy to control.

[0045] By designing multiple actuators 12 to open or close the pressure relief port 111 simultaneously, the opening adjustment of the pressure relief port 111 is more precise and rapid compared to the setting of a single actuator 12, resulting in a better pressure relief effect.

[0046] Figure 2 It shows Figure 1 A magnified view of a portion at point A in the middle. (Combined with...) Figure 1 and Figure 2As shown, the pressure relief assembly 10 also includes a first transmission member 131 and multiple second transmission members 132. The multiple second transmission members 132 are correspondingly disposed on multiple actuators 12. The driving member is drivenly connected to the first transmission member 131, allowing the first transmission member 131 to be movably disposed on the frame 11. The first transmission member 131 is drivenly connected to each of the multiple second transmission members 132, enabling the multiple actuators 12 to simultaneously switch between a closed state and an open state. With this design, the driving member can drive the first transmission member 131 to move, and the first transmission member 131, through the multiple second transmission members 132, drives the multiple actuators 12 to simultaneously open or close the pressure relief port 111. The structure is simple and easy to control.

[0047] In some embodiments, the first transmission member 131 can be a conveyor belt, a transmission chain, or a rack, and the second transmission member 132 can be a transmission wheel, a sprocket, or a gear. The conveyor belt or transmission chain reciprocates, driving multiple transmission wheels to rotate simultaneously, and the transmission chain drives multiple sprockets to rotate simultaneously. The rack reciprocates along the length of the frame 11, driving multiple gears to rotate simultaneously, thereby causing the actuator 12 to rotate relative to the frame 11, enabling the actuator 12 to open or close.

[0048] Combination Figure 2 As shown, in some embodiments, the first transmission member 131 includes a drive rod 1311, and the second transmission member 132 includes a transmission rod 1321 and a follower rod 1322. The drive rod 1311 is movably mounted on the frame 11. The first end of the transmission rod 1321 is hinged to the drive rod 1311, and the second end of the transmission rod 1321 is hinged to the first end of the follower rod 1322. The actuator 12 includes a blade, and the second end of the follower rod 1322 is connected to the blade so that the blade is rotatably mounted on the frame 11. With the above design, the drive member can drive the drive rod 1311 to move relative to the frame 11. When the drive rod 1311 moves, it can drive the first end of the transmission rod 1321 to move, causing the second end of the transmission rod 1321 and the first end of the follower rod 1322 to rotate relative to each other. In turn, the second end of the follower rod 1322 drives the blade to rotate, so that the blade can open or close.

[0049] Specifically, the drive rod 1311 is capable of reciprocating along the thickness direction of the frame 11. When the drive rod 1311 moves toward the blade, the pressure relief port 111 is opened. When the drive rod 1311 moves away from the blade, the pressure relief port 111 is closed.

[0050] In other embodiments, the feedback element may also be a photoelectric sensor, which detects the position of the drive rod 1311 to determine the blade opening.

[0051] By replacing the existing disposable pressure relief plate with a blade-operated mechanism, the device can be switched to a closed state after pressure relief, enabling reuse and significantly reducing maintenance and replacement costs. Simultaneously, the device eliminates high-speed ejected components during pressure relief, preventing impact damage to precision equipment, pipelines, or cargo within the cargo triangle area and enhancing the safety of space utilization in cargo hold 31.

[0052] Combination Figure 1 As shown, the pressure relief assembly 10 also includes a limiting member 14, which is disposed on the frame 11. When the blade is in the open and closed states, the drive rod 1311 is respectively limited and engaged with different positions of the limiting member 14. The limiting member 14 can limit the range of motion of the drive rod 1311, thereby limiting the opening degree of the blade, so that the blade will not open or close excessively, which can protect the blade without affecting the pressure relief.

[0053] In some embodiments, the limiting member 14 includes two limiting plates, which are spaced apart along the thickness direction of the frame 11. When the blades are switched to the closed state and the open state respectively, the drive rod 1311 can be in contact with the two limiting plates respectively, thereby limiting the drive rod 1311 so that the blades will not open or close excessively.

[0054] Combination Figure 1 As shown, the pressure relief assembly 10 also includes multiple rotating shafts 15. A limiting seat 112 is provided on the frame 11. The rotating shafts 15 are rotatably mounted on the limiting seat 112. Multiple blades are correspondingly fitted onto the multiple rotating shafts 15. Multiple second transmission components 132 are correspondingly connected to the multiple rotating shafts 15. Using the above design, the limiting seat 112 limits the rotating shafts 15, allowing them to rotate but not move axially, thereby driving the blades to rotate and achieving the opening and closing of the blades.

[0055] In some embodiments, a bearing is provided between the rotating shaft 15 and the limiting seat 112 to reduce the frictional force when the rotating shaft 15 rotates.

[0056] Another embodiment of this application provides an aircraft 30, which includes a cargo hold 31 and a pressure relief device. The cargo hold 31 is provided with an installation port, and the pressure relief device is disposed at the installation port. The pressure relief device includes the pressure relief device provided above. Compared with the existing mechanical differential pressure triggering structure, the pressure relief device of this application improves the control accuracy of pressure relief opening by determining the pressure relief conditions through a controller.

[0057] Figure 4 A flowchart illustrating the steps of a control method for a pressure relief device provided in an embodiment of this application is shown. (In conjunction with...) Figure 4 As shown, another embodiment of this application provides a control method for a pressure relief device, which is applied to the pressure relief device provided above. The control method for the pressure relief device includes the following steps.

[0058] S1. The pressure of the cargo compartment 31 is detected by multiple detectors 21. When the difference between the pressure of the cargo compartment 31 detected by at least two detectors 21 and the external pressure exceeds a first threshold, the controller controls the drive unit to work so that the actuator 12 switches to the open state.

[0059] By using two detectors 21 to detect the pressure in cargo hold 31, the obtained detection data is more accurate, thus enabling a more precise determination of whether cargo hold 31 has lost pressure. The controller then controls the actuator 12 to open, thereby depressurizing cargo hold 31.

[0060] The pressure difference between cargo hold 31 and external pressure should be within a suitable range. The lower limit of this range is the first threshold. When the pressure difference between cargo hold 31 and external pressure exceeds the first threshold, cargo hold 31 is judged to be depressurized.

[0061] In some embodiments, the on state of the actuator 12 can also be detected by a feedback device. When the actuator 12 switches to the on state, the detection information of the feedback device is transmitted to the controller.

[0062] By detecting the opening status of the actuator 12 through the feedback device, the depressurization status can be accurately judged, the timing recorded and the fault diagnosed, providing the aircraft 30 system with status awareness and fault diagnosis capabilities.

[0063] S2. The pressure of the cargo compartment 31 is detected by multiple detectors 21. When the difference between the pressure of the cargo compartment 31 detected by at least two detectors 21 and the external pressure is less than a second threshold, the controller controls the drive unit to work so that the actuator 12 switches to the closed state.

[0064] During the depressurization process, the progress of depressurization can be determined by real-time monitoring of the pressure in cargo hold 31. When the difference between the pressure in cargo hold 31 and the external pressure is less than the second threshold, it can be determined that the depressurization is complete, and the actuator 12 can be shut down by the controller.

[0065] Compared to existing mechanical differential pressure triggering structures, the pressure relief device of this application improves the control accuracy of pressure relief activation by determining the pressure relief conditions through a controller.

[0066] The technical features of the above embodiments can be combined in any way. For the sake of brevity, not all possible combinations of the technical features in the above embodiments are described. However, as long as there is no contradiction in the combination of these technical features, they should be considered to be within the scope of this specification.

[0067] The embodiments described above are merely illustrative of several implementation methods of this application, and while the descriptions are relatively specific and detailed, they should not be construed as limiting the scope of the patent application. It should be noted that those skilled in the art can make various modifications and improvements without departing from the concept of this application, and these all fall within the protection scope of this application. Therefore, the protection scope of this patent application should be determined by the appended claims.

Claims

1. A pressure relief device for an aircraft, characterized in that, The pressure relief device includes: A pressure relief assembly includes a drive component, a frame, and an actuator. The drive component is driven to the actuator so that the actuator is movably disposed on the frame. The frame is provided with a pressure relief port. The actuator has a closed state of closing the pressure relief port and an open state of opening the pressure relief port. The control component includes a controller and a detector. The detector is used to detect the difference between the cargo hold pressure of the aircraft and the external pressure. The controller is electrically connected to both the detector and the drive unit. The controller can control the working state of the actuator through the drive unit based on the detection information from the detector.

2. The pressure relief device according to claim 1, characterized in that, The detectors include multiple detectors, which are respectively set at different positions in the cargo hold. The controller is electrically connected to each of the multiple detectors. When the difference between the cargo hold pressure and the external pressure detected by at least two of the detectors exceeds a threshold, the controller controls the drive unit to work.

3. The pressure relief device according to claim 1, characterized in that, The pressure relief device also includes a feedback element, and the controller is electrically connected to the feedback element. The feedback element is used to detect the working status of the actuator.

4. The pressure relief device according to claim 1, characterized in that, The actuators are multiple, arranged sequentially on the frame, and together they close the pressure relief port. The pressure relief assembly also includes a transmission assembly. The driving member is driven to the transmission assembly so that the transmission assembly is movably disposed on the frame. The transmission assembly is driven to the multiple actuators so that the multiple actuators simultaneously switch between the closed state and the open state.

5. The pressure relief device according to claim 4, characterized in that, The pressure relief assembly further includes a first transmission component and a plurality of second transmission components. The plurality of second transmission components are respectively disposed on the plurality of actuators. The driving component is drivenly connected to the first transmission component so that the first transmission component is movably disposed on the frame. The first transmission component is drivenly connected to the plurality of second transmission components respectively so that the plurality of actuators simultaneously switch between the closed state and the open state.

6. The pressure relief device according to claim 5, characterized in that, The first transmission component includes a drive rod, and the second transmission component includes a transmission rod and a follower rod. The drive rod is movably disposed on the frame. The first end of the transmission rod is hinged to the drive rod, and the second end of the transmission rod is hinged to the first end of the follower rod. The actuator includes a blade, and the second end of the follower rod is connected to the blade so that the blade is rotatably disposed on the frame.

7. The pressure relief device according to claim 6, characterized in that, The pressure relief assembly also includes a limiting member disposed on the frame. When the blade is in the open state and the closed state, the drive rod is respectively limited and engaged with different positions of the limiting member.

8. The pressure relief device according to claim 6, characterized in that, The pressure relief assembly also includes multiple rotating shafts. The frame is provided with a limiting seat. The rotating shaft is rotatably inserted through the limiting seat. Multiple blades are fitted onto multiple rotating shafts in a one-to-one correspondence. Multiple second transmission components are connected to multiple rotating shafts in a one-to-one correspondence.

9. An aircraft, characterized in that, The aircraft include: The cargo hold is equipped with mounting ports; The pressure relief device according to any one of claims 1 to 8 is disposed at the mounting port.

10. A control method for a pressure relief device, characterized in that, The pressure relief device applied to any one of claims 1 to 8, wherein the control method of the pressure relief device comprises: The pressure in the cargo compartment is detected by multiple detectors. When the difference between the cargo compartment pressure detected by at least two of the detectors and the external pressure exceeds a first threshold, the controller controls the drive unit to work so that the actuator switches to the open state. The pressure in the cargo compartment is detected by multiple detectors. When the difference between the cargo compartment pressure detected by at least two of the detectors and the external pressure is less than a second threshold, the controller controls the drive unit to work so that the actuator switches to the closed state.

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