An experimental pressure relief simulation device for an aircraft cargo compartment ventilation

Abstract

This utility model discloses a pressure relief simulation device for aircraft cargo hold ventilation experiments, comprising: a pressure relief valve assembly, which includes a mounting frame, on which electrically controlled valves are symmetrically arranged; the pressure relief valve assembly is sealed to the mounting frame and the cargo hold wall; the pressure relief valve assembly is connected to a flow guide, which is sealed to the outside of the mounting frame. This utility model integrates the electrically controlled valves, the mounting frame, and the flow guide into a single independent pressure relief simulation module, which can be quickly installed onto any test cargo hold wall that meets size requirements using flanges and other connecting parts, effectively improving versatility and ease of use; multiple sets of electrically controlled valves are symmetrically arranged along a first direction on the mounting frame, with each set of valves connected in parallel, accurately replicating the airflow organization and pressure relief process under real door-open conditions; the flow guide can actively shape the exhaust flow pattern, simulating a real door-opening exhaust scenario, while simultaneously guiding the exhaust flow to a safe area, improving the controllability and safety of the experiment.

Description

Technical Field

[0001] This utility model relates to the field of ventilation test equipment technology, specifically to a pressure relief simulation device for ventilation test in an aircraft cargo hold. Background Technology

[0002] Aircraft cargo hold ventilation tests are specialized performance verification tests conducted on the ventilation systems of civil or military aircraft cargo holds. The core purpose is to simulate different door opening states during an aircraft cargo hold fire, and to reproduce the air pressure, temperature, altitude, and other operating conditions throughout the entire process. This tests assess the airflow velocity distribution, temperature and humidity uniformity, pressure balance capability, and hazardous substance removal efficiency within the cargo hold, thereby determining the optimal door opening angle, sequence, and method during an aircraft cargo hold fire.

[0003] When using actual cargo hold ventilation simulation equipment, experimental personnel must frequently and laboriously open and close heavy and complex real cargo holds. This not only poses safety risks such as burns, inhalation of harmful gases, and sudden flashovers in experimental scenarios involving fire, high temperatures, and smoke, but also requires significant manpower and resources for each adjustment of the door's opening status, resulting in long experimental cycles and low efficiency. Furthermore, fixed exhaust vents cannot reproduce the continuous dynamic process of the door opening from slightly open to fully open, nor the transient characteristics of airflow exchange; they can only provide discrete pressure relief areas, making it difficult to recreate complex flow field organization. Additionally, bidirectional ventilation systems are difficult to install in the confined space of a cargo hold, and unidirectional positive pressure ventilation cannot realistically simulate air convection and gas dynamic balance during door opening, nor can it effectively remove accumulated high-temperature flammable gases, leading to low consistency between experimental data and real-world conditions. Moreover, existing equipment cannot flexibly adjust door opening and ventilation parameters or achieve precise timing and speed control according to complex experimental needs, lacks the flexibility of modular design, and is not yet adapted to the experimental application requirements of civil aircraft cargo holds. Utility Model Content

[0004] The purpose of this utility model is to provide an aircraft cargo hold ventilation test depressurization simulation device to solve the above problems.

[0005] To achieve the above objectives, this utility model specifically adopts the following technical solution, including: The pressure relief valve assembly is installed on the side of the cargo hold wall. The pressure relief valve assembly includes an installation frame extending along the cargo hold wall, with electrically controlled valves symmetrically arranged on the installation frame, and the pressure relief valve assembly is sealed to the installation frame and the cargo hold wall via flanges. Multiple sets of electrically controlled valves are symmetrically arranged on the mounting frame along the first direction. Each set of electrically controlled valves is arranged in parallel. The electrically controlled valves are provided with an electrical control interface. The electrical control interface leads out a cable bundle and is electrically connected to the control terminal. The pressure relief valve assembly is connected to the flow guide, which is located on the side of the electrically controlled valve away from the cargo hold wall. The flow guide is sealed to the outside of the mounting frame.

[0006] As a further description of the above technical solution, the mounting frame is integrally welded from steel profiles, and the mounting frame is detachably connected to the outer opening of the cargo hold wall via connectors.

[0007] As a further description of the above technical solution, two sets of electrically controlled valves are symmetrically arranged along the vertical direction of the cargo hold wall.

[0008] As a further description of the above technical solution, two sets of electrically controlled valves are symmetrically arranged along the horizontal direction of the cargo hold wall.

[0009] As a further description of the above technical solution, the bottom of the electrically controlled valve is provided with a valve shaft that extends symmetrically, and the valve shaft is sealed to the mounting frame through a flange.

[0010] As a further description of the above technical solution, an actuator is provided on the top of the electrically controlled valve, and the actuator is positioned upwards.

[0011] As a further description of the above technical solution, an electrical control interface is provided on one side of the actuator, and a cable bundle is led out from the electrical control interface and electrically connected to the motor control terminal.

[0012] As a further description of the above technical solution, the flow guide is integrally formed by bending a thin metal sheet, and the cross-section of the flow guide is trapezoidal.

[0013] As a further description of the above technical solution, the opening of the fairing near the mounting frame is larger than the opening away from the frame, and the angle between the central axis of the fairing and the normal to the cargo hold wall is 20-30°.

[0014] As a further description of the above technical solution, the air inlet of the flow guide is connected to the electronically controlled valve, and the air outlet of the flow guide is arranged facing downwards.

[0015] The beneficial effects of this utility model are as follows: 1. This utility model integrates an electrically controlled valve, a mounting frame, and a flow guide into an independent pressure relief simulation module, which can be quickly installed onto any experimental cargo hold wall that meets the size requirements through connecting parts such as flanges. This achieves functional encapsulation and interface standardization, making the device a universal experimental instrument and effectively improving its versatility and ease of use. 2. This utility model uses an industrial-grade electrically controlled valve as the control core, which can precisely control the opening degree at any position according to the standard electrical signal. This allows the experimenter to remotely and accurately set the simulated opening degree of the hatch through interactive software commands. Multiple sets of electrically controlled valves are symmetrically arranged on the mounting frame along the first direction. Each set of electrically controlled valves is set in parallel, which can form a continuous pressure relief surface in the height direction that is closer to the shape of the real hatch. This is also beneficial for the priority and efficient discharge of the high-temperature smoke layer accumulated on the top of the hatch in fire experiments, thereby more accurately reproducing the airflow organization and pressure relief process in the real open state. 3. This utility model uses a metal sheet to bend and form a pyramid-shaped air guide. The cross-section of the air guide is trapezoidal, with the opening at the end near the mounting frame being larger than the opening at the end away from the frame. The central axis of the air guide forms a certain angle with the normal to the cargo hold wall. The air outlet is set downwards, which can actively shape the shape of the exhaust flow, simulate a more realistic door opening and leakage scenario, and guide the high temperature or harmful smoke flow to a safe area, thereby improving the controllability and safety of the experiment.

[0016] To more clearly illustrate the structural features and functions of this utility model, the following detailed description of this utility model is provided in conjunction with the accompanying drawings and specific embodiments. Attached Figure Description

[0017] Figure 1 This is a schematic diagram of the structure of the aircraft cargo hold ventilation and depressurization simulation device of this utility model. Figure 1 ; Figure 2 This is a schematic diagram of the structure of the aircraft cargo hold ventilation and depressurization simulation device of this utility model. Figure 2 ; Figure 3 This is a schematic diagram of the structure of the aircraft cargo hold ventilation and depressurization simulation device of this utility model. Figure 3 .

[0018] Figure label: 1. Cargo hold wall; 2. Mounting frame; 3. Electrically controlled valve; 4. Flange; 5. Electrical control interface; 6. Actuator; 7. Draft shield. Detailed Implementation

[0019] To make the objectives, technical solutions, and advantages of the embodiments of this utility model clearer, the technical solutions of the embodiments of this utility model will be clearly and completely described below with reference to the accompanying drawings.

[0020] like Figures 1-3 As shown, in one embodiment, an aircraft cargo hold ventilation test depressurization simulation device includes: a depressurization valve group installed on the side of the cargo hold wall 1; The pressure relief valve assembly includes an installation frame 2 extending along the cargo hold wall 1, and electrically controlled valves 3 are symmetrically arranged on the installation frame 2. The pressure relief valve assembly is sealed to the installation frame 2 and the cargo hold wall 1 through a flange 4. In some embodiments, the mounting frame 2 is made of high-strength metal profiles such as 50mm×50mm national standard channel steel or angle steel, and is formed into a rectangular frame structure by an integral full welding process. The metal profiles have excellent resistance to deformation and structural load-bearing capacity, and the full welding process further ensures the integrity of the frame. The frame is detachably connected to the outer opening of the cargo hold wall 1 through a ring of flange connectors. Its internal clearance dimensions strictly match the installation requirements of two DN150 specification electric valves 3, which not only provides a stable and reliable installation benchmark for the electric valves 3 and subsequent auxiliary components, but also ensures the connection strength between the device and the cargo hold wall 1 through the rigid frame structure, while cooperating with sealing measures to meet the airtightness requirements of the experiment.

[0021] In some embodiments, the mounting frame 2 is tightly fixed to the cargo hold wall 1 at a preset installation position by a ring of flange connectors and M16 high-strength bolts; to further improve the sealing performance, a sealing gasket made of non-combustible materials such as asbestos rubber is sandwiched between the flange mating surfaces. This type of gasket has high temperature resistance, aging resistance and excellent sealing resilience, which can effectively block airflow leakage from the flange gap, ensure the independence of the internal flow field of the cargo hold and the accuracy of pressure control during the experiment, and avoid the distortion of experimental data due to sealing failure.

[0022] In some embodiments, the outer perimeter of the mounting frame 2 is slightly larger than the outer opening size of the cargo hold wall 1, achieving compatibility with cargo hold openings of different specifications through a full-coverage fitting design; the device adopts a modular and standardized structural design, with the frame reserving standard mechanical connection interfaces and electrical control interfaces 5, which can be quickly adapted to experimental cargo holds of different sizes and types without large-scale modifications to the experimental cargo hold, while facilitating seamless integration with external PLC control systems, data acquisition systems, etc., supporting programmed automatic control of the experimental process, and significantly improving the versatility and field deployment efficiency of the device.

[0023] Understandably, this application integrates the electrically controlled valve 3, the mounting frame 2, and the subsequent flow guide shroud 7 into an independent pressure relief simulation functional module through an integrated design. The mechanical interface adopts a standardized flange 4 structure, and the electrical control interface 5 adopts an industrial universal interface form, which can be quickly installed onto any experimental cargo compartment wall 1 with the required size. This design realizes the encapsulation of core functions and the standardization of interfaces, making the device a general-purpose experimental instrument that can be adapted to different experimental scenarios without additional customized modifications. This effectively reduces equipment adaptation costs and installation cycle, and greatly improves the device's versatility, ease of use, and experimental deployment flexibility.

[0024] For example, multiple sets of electrically controlled valves 3 are symmetrically arranged on the mounting frame 2 along a first direction (such as vertical or horizontal direction). Each set of electrically controlled valves 3 is arranged in parallel, which can expand the adjustment range of the total pressure relief flow area according to experimental requirements. As a core control component, the electrically controlled valve 3 has precise and controllable switching characteristics. By receiving the electrical signal output by the external control system, it can realize stepless continuous adjustment of the valve core opening, thereby accurately controlling the effective flow area of ​​the pressure relief port. It can reproduce any intermediate opening state from the completely closed (0% opening) to the fully open (100% opening) state with high fidelity, providing a precise control basis for simulating the pressure relief effect under different opening angles of the hatch.

[0025] It should be noted that the electrically controlled valve 3 is a DN150 diameter equal percentage characteristic electric regulating valve. This type of valve features high flow regulation accuracy, wide regulation range, and fast response speed, making it suitable for precise flow control in complex ventilation experiments. The valve supports industrial standard control signals such as 4-20mA current signals or 0-10V voltage signals, and is compatible with mainstream industrial control systems. Its full-stroke adjustment time is less than 3 seconds, and it can accurately position the opening at any position between 0-100%. Experimenters can issue commands through the host computer interactive terminal software to remotely set and adjust the simulated opening of the hatch, completely replacing the traditional operation mode of frequently opening and closing heavy real hatches manually. This not only avoids the safety risks of burns, inhalation of harmful gases, and sudden flashover caused by close contact with dangerous environments such as fire, high temperature, and smoke, but also significantly reduces labor costs and operation time, significantly improving the safety and efficiency of experimental operations.

[0026] In some embodiments, two sets of electrically controlled valves 3 are symmetrically arranged along the vertical direction of the cargo hold wall 1 (e.g., Figure 1 As shown, specifically along the vertical axis of cargo hold wall 1).

[0027] In some embodiments, two sets of electrically controlled valves 3 are symmetrically arranged along the horizontal direction of the cargo hold wall 1 (e.g., ...). Figure 2 As shown, specifically along the horizontal axis of cargo hold wall 1).

[0028] It should be explained in detail that, in practical applications, the preferred approach is to symmetrically arrange two sets of electrically controlled valves 3 along the horizontal direction of the cargo hold wall 1. This arrangement ensures that the pressure relief area formed by the two sets of valves is continuously distributed in the vertical direction, which closely matches the rectangular pressure relief surface formed after the cargo hold door of a real aircraft is opened. This allows for a more realistic reproduction of the airflow path when the door is open. In fire simulation experiments, high-temperature smoke usually accumulates at the top of the cargo hold due to thermal buoyancy. The pressure relief surface formed by the horizontally arranged electrically controlled valves 3 can achieve optimal flow matching with the high-temperature smoke layer at the top of the hold, enabling priority capture and efficient discharge of high-temperature smoke and preventing smoke accumulation inside the hold. This design effectively solves the technical defects of traditional unidirectional positive pressure ventilation, which cannot realistically simulate the air convection state and gas dynamic balance when the door is open, and fixed exhaust ports, which cannot continuously and accurately simulate different door opening states. Through a steplessly adjustable pressure relief area control mechanism, it achieves accurate simulation of the pressure relief effect under different door opening angles, significantly improving the authenticity and reliability of the experimental data.

[0029] In some embodiments, the electrically controlled valve 3 is extended with a waterproof and dustproof industrial-grade electrical control interface 5. The cable bundle leading out of the interface is protected by a cable protection tube made of flame-retardant and wear-resistant material to ensure the stability and reliability of the electrical connection under complex experimental environments such as high temperature, vibration, and smoke. The cable bundle is electrically connected to the external control terminal to establish a precise control path from the control terminal to the valve actuator 6, ensuring interference-free transmission of control signals and providing electrical support for real-time adjustment of valve opening. For example, the pressure relief valve assembly is sealed and connected to the flow guide 7. The flow guide 7 is specifically used to guide, rectify and protect the airflow discharged from the electrically controlled valve 3. It is arranged on the side of the electrically controlled valve 3 away from the cargo hold wall 1, which avoids interference with the flow field inside the cargo hold and facilitates the centralized guidance of the discharged airflow. The flow guide 7 is sealed and fixed to the outside of the mounting frame 2 by welding or bolting to ensure that there is no airflow leakage, prevent the airflow bypass from affecting the accuracy of experimental data, and provide structural protection for the directional discharge of airflow.

[0030] In some embodiments, the bottom of the electrically controlled valve 3 is symmetrically extended with valve shafts. The valve shafts are made of stainless steel and have high strength and corrosion resistance. The valve shafts are sealed to the mounting frame 2 through the flange 4. A special rotating sealing gasket is provided between the flange 4 and the frame contact surface to effectively block airflow leakage from the gap between the valve shaft and the mounting frame 2. At the same time, the symmetrical arrangement of the valve shafts ensures that the valve is subjected to balanced forces after installation, thereby improving the stability and service life of the valve operation.

[0031] In some embodiments, an actuator 6 is disposed on the top of the electrically controlled valve 3. The actuator 6 serves as the power drive unit of the valve, used to receive control signals and drive the valve core to move. The actuator 6 is arranged vertically upward or laterally upward. This installation direction can prevent the high-temperature airflow, smoke or debris discharged during the experiment from directly impacting the actuator 6. At the same time, it facilitates the later maintenance and repair and the arrangement of signal cables, ensuring that the actuator 6 can work normally without interference in complex experimental environments.

[0032] In some embodiments, an electrical control interface 5 is provided on one side of the actuator 6. The interface adopts an aviation plug or an industrial standard connector, which has the characteristics of convenient plugging and unplugging, reliable connection and strong anti-interference ability. The interface leads out a cable bundle or is directly equipped with an aviation plug to achieve electrical connection with the motor control terminal system such as the host computer, PLC control module or distributed control system. It can not only receive the opening adjustment command from the control terminal, but also provide real-time feedback of the actual opening status signal of the valve, forming a closed-loop control circuit, and further improving the adjustment accuracy and control stability of the valve opening.

[0033] Understandably, this application, through precise opening control of the equal percentage electric regulating valve, can match the depressurization area and airflow characteristics corresponding to different hatch opening angles in real time, faithfully reproducing the depressurization process and flow field distribution under real door opening conditions, making the experimental data closer to actual working conditions and significantly improving the credibility of the experimental results; the valve opening switching response speed is fast (less than 3 seconds for the entire stroke), requiring no manual intervention, greatly shortening the experimental preparation time and working condition switching time, and significantly improving experimental efficiency; as an independent hardware functional module, the device has standardized mechanical and electrical control interfaces 5, which can be quickly integrated with the main control system of the experimental system, supporting the setting of the opening / closing sequence, opening change rate and holding time of multiple electrically controlled valves 3 through programming, realizing the automated simulation of complex door opening sequences (such as segmented opening, asynchronous opening, gradual opening, etc.), effectively expanding the coverage of experimental scenarios, and solving the technical bottleneck that existing technologies cannot achieve the simulation of complex door opening sequences; at the same time, the modular and standardized structural design allows it to flexibly adapt to experimental cargo compartments of different specifications and types without customized modifications, and facilitates programmed control with external control systems, further improving the automation level and repeatability of the experiment.

[0034] For example, the fairing 7 is made of 2mm thick galvanized steel sheet and processed into a truncated quadrangular structure by an integral bending process. The galvanized steel sheet has good mechanical strength, corrosion resistance and processing performance. The integral bending process ensures the integrity and sealing of the fairing 7 structure and avoids airflow leakage at the welded joints. The truncated quadrangular structure can realize the smooth transition and rectification of airflow, reduce the energy loss and eddy generation of airflow during the guiding process, ensure the stability and directionality of the exhaust airflow, and provide structural support for simulating the airflow state when the real hatch is opened. In some embodiments, the cross-section of the flow guide 7 is trapezoidal, with the opening size at the end near the mounting frame 2 being larger than the opening size at the end away from the frame, forming a contracting airflow channel. The larger opening end is sealed and fixed to the outside of the mounting frame 2 by welding or bolting, ensuring complete fit with the discharge end of the electrically controlled valve 3 without airflow bypass. The smaller opening end serves as the airflow discharge port, specifically arranged facing the lower safe area. This design helps to increase the airflow discharge speed, reduce airflow noise, and effectively prevent the discharged high-temperature and harmful airflow from directly impacting personnel and equipment in the experimental environment or interfering with the normal operation of other experimental measuring devices, thereby improving the safety of the experimental environment and the accuracy of experimental data.

[0035] In some embodiments, the angle between the central axis of the fairing 7 and the normal to the cargo hold wall 1 is 20-30°. Optionally, in some embodiments, the angle between the central axis of the fairing 7 and the normal to the cargo hold wall 1 is 24-28°. Exemplarily, the angle between the central axis of the fairing 7 and the normal to the cargo hold wall 1 can be 20°, 21°, 22°, 23°, 24°, 25°, 26°, 27°, 28°, 29°, 30°, or any combination of two of the above values. Preferably, the angle between the central axis of the fairing 7 and the normal to the cargo hold wall 1 is 25°, which can maximize the simulation of the natural exhaust direction of airflow when the real hatch is opened, while ensuring that high-temperature and harmful fumes are stably guided to the safe area below, further improving the safety and simulation realism of the experiment.

[0036] Understandably, the air inlet of the deflector 7 is directly connected to the outlet of the electrically controlled valve 3, enabling it to fully capture the airflow discharged from the valve. Through its internal contraction channel and specific angled guiding design, the airflow is rectified and directionally guided, allowing it to be discharged in an orderly manner along a preset downward direction. This design not only effectively prevents the discharged airflow from spreading disorderly within the experimental space, avoiding interference with the flow field inside the cargo hold and the surrounding experimental environment, and ensuring the accuracy of experimental measurement data, but also actively shapes the exhaust flow pattern, making the depressurization process closer to the airflow state when the door is actually opened. More importantly, the deflector 7 guides high-temperature or harmful fumes to a safe area below, eliminating the need for personnel to operate the physical hatch at close range in a dangerous experimental environment. The status of the device can be controlled remotely via electrical signals, fundamentally avoiding personal safety risks and significantly improving the controllability and safety of the experiment.

[0037] Working principle: During cargo hold ventilation experiments, the experimenters send corresponding control signals (e.g., 4-20mA signals) to the electrically controlled valve 3 through an external control system (not shown in the figure as prior art) according to the required simulated door opening angle (e.g., 25%). After receiving the signal, the valve core of the electrically controlled valve 3 moves to the corresponding position, thereby opening a precise flow area, allowing the positive pressure air in the cargo hold to continuously leak out through this area, forming a pressure relief effect and exhaust flow similar to a real door opening. By controlling the opening and closing sequence and opening degree of multiple valves through a program, complex door opening sequence processes can be simulated.

[0038] Implementation steps: (1) System installation and mechanical fixation: A rectangular installation opening is opened at a predetermined position on the wall of the experimental cargo hold 1. The installation frame 2 is aligned with the installation opening through flanges and bolts. All bolts are tightened evenly to ensure that there is no leakage between the frame and the bulkhead. The two electrically controlled valves 3 are hoisted into the installation frame 2. The valve body flanges 4 are fastened to the installation frame 2 through bolts. Finally, the flow guide 7 is welded to the outside of the frame. This step establishes the mechanical body of the device and ensures that the device becomes a reliable and controllable component of the cargo hold through rigid connections and sealing measures; and the installation order is not interchangeable. The installation frame 2 must be arranged first, then the electrically controlled valve 3, and finally the flow guide 7, in accordance with the installation logic from the inside to the outside and from the main structure to the accessories. (2) Electrical wiring and system power-on: Connect the electrical control interface 5 of the electrically controlled valve 3 to the analog output module of the main control system through the cable bundle, and turn on the power supply of the main control system and the electrically controlled valve 3; This step establishes a control path from the main control system to actuator 6, and the installation sequence can be performed at any time after the mechanical installation is completed; (3) Initialization and zero-point calibration: The main control system sends “fully closed” (4mA) and “fully open” (20mA) signals to the electric valve 3 to verify whether the actual opening degree of the electric valve 3 corresponds accurately with the feedback signal; This step requires ensuring that the control commands are synchronized with the actual physical location to lay the foundation for precise control; and the sequence must be followed after the electrical wiring is completed and before the experimental run. (4) Perform simulated door opening operation: The experimenter sets the target door opening degree to 50% on the main control software interface. The main control system sends a 12mA control signal corresponding to 50% opening degree to the two electric valves 3 at the same time. After receiving the signal, the electric valve 3 drives the valve core to rotate to the 50% opening degree position within 2 seconds. This step controls the signal to drive the actuator, changing the physical state of the device, such as the flow area, thereby realizing the conversion from "instruction" to "physical effect"; and the order cannot be interchanged, "sending signal" must be after "setting target".

[0039] (5) Effect observation and data recording: When the valve stabilizes at 50% opening, the positive pressure air in the cargo compartment is released through the device. The experimenters monitor the process of the pressure in the compartment dropping and stabilizing at a new value through an independent internal pressure sensor, and observe the orderly airflow formed at the outlet of the deflector 7. This step verifies the device's functionality; the depressurization and directional airflow demonstrate that the device successfully simulates the main physical effects of a real door opening.

[0040] The above description of the disclosed embodiments enables those skilled in the art to make or use the present invention. Various modifications to these embodiments will be readily apparent to those skilled in the art, and the general principles defined herein may be implemented in other embodiments without departing from the spirit or scope of the present invention. Therefore, the present invention is not to be limited to the embodiments shown herein, but is to be accorded the widest scope consistent with the principles and novel features disclosed herein.

Claims

1. An aircraft cargo compartment ventilation experiment pressure relief simulation device, characterized by, include: The pressure relief valve assembly is installed on the side of the cargo hold wall (1). The pressure relief valve assembly includes an installation frame (2) extending along the cargo hold wall (1), and electrically controlled valves (3) are symmetrically arranged on the installation frame (2). The pressure relief valve assembly is sealed to the installation frame (2) and the cargo hold wall (1) through a flange (4). The electrically controlled valves (3) are symmetrically arranged in multiple groups along the first direction on the mounting frame (2). Each group of electrically controlled valves (3) is arranged in parallel. The electrically controlled valves (3) are extended with an electrical control interface (5). The electrical control interface (5) leads out a cable bundle and is electrically connected to the control end. The pressure relief valve assembly is connected to the flow guide (7), the flow guide (7) is located on the side of the electrically controlled valve (3) away from the cargo hold wall (1), and the flow guide (7) is sealed to the outside of the mounting frame (2).

2. The aircraft cargo compartment ventilation experiment pressure relief simulation device of claim 1, wherein, The mounting frame (2) is integrally welded from steel profiles, and the mounting frame (2) is detachably connected to the outer opening of the cargo hold wall (1) via connectors.

3. The aircraft cargo compartment ventilation experiment pressure relief simulation device of Claim 1, wherein, The electrically controlled valves (3) are symmetrically arranged in two sets along the vertical direction of the cargo hold wall (1).

4. The aircraft cargo compartment ventilation experimental pressure relief simulation apparatus of claim 1, wherein, Two sets of electrically controlled valves (3) are symmetrically arranged along the horizontal direction of the cargo hold wall (1).

5. The aircraft cargo compartment ventilation experimental pressure relief simulation apparatus of Claim 1, wherein, The bottom of the electrically controlled valve (3) is symmetrically provided with valve shafts, which are sealed to the mounting frame (2) through a flange (4).

6. The aircraft cargo compartment ventilation experiment pressure relief simulation device of Claim 5, wherein, An actuator (6) is provided on the top of the electrically controlled valve (3), and the actuator (6) is positioned facing upwards.

7. The aircraft cargo compartment ventilation experiment pressure relief simulation device of Claim 6, wherein, An electrical control interface (5) is provided on one side of the actuator (6), and a cable bundle is led out from the electrical control interface (5) and electrically connected to the motor control terminal.

8. The aircraft cargo compartment ventilation experiment pressure relief simulation device of Claim 1, wherein, The flow guide (7) is integrally bent from a thin metal plate, and the cross section of the flow guide (7) is trapezoidal.

9. The aircraft cargo compartment ventilation experimental pressure relief simulation apparatus of Claim 8, wherein, The opening of the fairing (7) near the mounting frame (2) is larger than the opening away from the frame, and the angle between the central axis of the fairing (7) and the normal of the cargo hold wall (1) is 20-30°.

10. The aircraft cargo compartment ventilation experimental pressure relief simulation apparatus of Claim 9, wherein, The air inlet of the air guide (7) is connected to the electric control valve (3), and the air outlet of the air guide (7) is set downward.

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