Heat dissipation system and heat dissipation method applied to air switch cabinet

Abstract

The invention discloses a heat dissipation system and a heat dissipation method applied to an air switch cabinet, particularly relates to the technical field of switch cabinet heat dissipation, and is used for solving the problem of local temperature rise fluctuation caused by unstable thermal resistance of a connection interface of a radiator and a conductive element in a continuous ship vibration environment. According to the method, ship vibration at the installation position of a switch cabinet is monitored in real time to extract a vibration main frequency band and a phase angle, a dynamic compensation parameter is determined based on cooperation of a frequency domain overlapping factor and a heat conduction phase lag angle amplitude, an elastic heat conduction gasket with an optimized direction is arranged between a radiator and a busbar, and axial pre-tightening force periodically adjusted along with the phase angle is applied. And the thermal resistance change rate of the wave crest and wave trough phase angle positions is measured synchronously, and compensation parameters are updated when the temperature exceeds the standard so as to realize dynamic stability and self-adaptive control of the heat dissipation interface.

Description

Technical Field

[0001] The present invention relates to the technical field of heat dissipation of switch cabinets, and more particularly to a heat dissipation system and a heat dissipation method applied to air switch cabinets. Background Art

[0002] Air-insulated switchgear is widely used as a core component in shipboard power distribution systems. This type of switchgear is typically deployed in enclosed spaces such as engine rooms or distribution rooms, subjecting it to constant low-frequency mechanical vibrations transmitted by the ship's main engines and propellers. To control the temperature rise of heat-generating components such as busbars and circuit breakers within the switchgear, existing technologies primarily rely on natural convection cooling structures (such as rigid bolted connections between heat sink fins and busbars) or forced air cooling systems. This design has a proven engineering foundation for fixed-site use on land.

[0003] However, under the constant vibration of a ship, the mechanical interface between the heat sink and the conductive element is prone to periodic micro-deformations, leading to a significant increase in the instability of the contact heat conduction path. This uncontrollable sudden change in interfacial thermal resistance exposes key heat-generating areas to the risk of abnormal local temperature fluctuations during operation. Summary of the Invention

[0004] In order to overcome the above-mentioned defects of the prior art, the present invention provides a heat dissipation system and a heat dissipation method applied to an air switch cabinet to solve the problems raised in the above-mentioned background technology.

[0005] To achieve the above object, the present invention provides the following technical solutions: A heat dissipation method applied to an air switch cabinet comprises the following steps: S1. Real-time monitoring of ship vibration at the switchgear installation location, extracting the main vibration frequency band and phase angle; S2. Based on the frequency domain overlap factor of the main vibration frequency band and the natural frequency of the radiator, and in conjunction with the heat conduction phase lag angle amplitude, determine the dynamic compensation parameters of the connection interface between the radiator and the busbar; S3. Install an elastic thermally conductive gasket between the heat sink and the busbar. The elastic thermally conductive gasket is selected based on the compression-rebound characteristic index in the dynamic compensation parameter, and its long axis direction is perpendicular to the maximum displacement direction of the phase angle. S4. Applying an axial preload force generated by a preload force adjustment coefficient in the dynamic compensation parameter to the radiator fastening bolts, wherein the axial preload force is periodically adjusted with the phase angle; S5. At the peak phase angle position and the trough phase angle position of the main vibration frequency band, synchronously measure the transient thermal resistance value of the connection interface between the heat sink and the busbar, and calculate the thermal resistance change rate from the adjacent peak phase angle position to the trough phase angle position; S6. When the thermal resistance change rate exceeds the dynamic response tolerance threshold, the preload adjustment coefficient and the compression rebound characteristic index are updated.

[0006] Furthermore, the ship vibration at the switchgear installation location is monitored in real time to extract the main vibration frequency band and phase angle, including: The ship vibration signal at the switchgear installation location is collected through a three-axis acceleration sensor; Perform bandpass filtering on the ship vibration signal to retain the vibration components within the preset frequency band; Perform fast Fourier transform on the filtered ship vibration signal and extract the frequency component whose energy percentage exceeds the set threshold as the main vibration frequency band; The instantaneous phase angle of the main frequency band of vibration is calculated by Hilbert transform.

[0007] Furthermore, based on the frequency domain overlap factor between the main vibration frequency band and the natural frequency of the radiator, and in conjunction with the heat conduction phase lag angle amplitude, the dynamic compensation parameters of the radiator and busbar connection interface are determined, including: Obtain the natural frequency of the radiator based on the swept frequency test; The ratio of the intersection bandwidth of the main vibration frequency band and the natural frequency of the radiator to the total bandwidth of the main vibration frequency band is calculated as the frequency domain overlap factor; The vibration displacement signal and the heat flow signal of the radiator interface are synchronously collected by a lock-in amplifier, and the phase difference between the two is calculated as the heat conduction phase lag angle amplitude. The frequency domain overlapping factor and the heat conduction phase lag angle amplitude are input into a preset compensation parameter mapping table, and the compression-rebound characteristic index and the preload adjustment coefficient in the dynamic compensation parameters are output.

[0008] Furthermore, the compensation parameter mapping table is constructed through orthogonal experiments: The frequency domain overlap factor and the heat conduction phase lag angle amplitude are divided into gradient levels; The fluctuation value of thermal resistance of the heat sink interface was measured under each level combination; The compression-rebound characteristic index and preload adjustment coefficient corresponding to the minimum thermal resistance fluctuation value are selected as mapping output.

[0009] Furthermore, an elastic thermally conductive gasket is provided between the heat sink and the busbar. The elastic thermally conductive gasket is selected based on the compression-rebound characteristic index in the dynamic compensation parameter, and its long axis direction is perpendicular to the maximum displacement direction of the phase angle, including: According to the compression-rebound characteristic index in the dynamic compensation parameter, an elastic thermally conductive gasket that meets the dynamic compression rate and rebound delay requirements is matched from a prefabricated elastic thermally conductive gasket library; The maximum displacement direction of the phase angle is obtained by a vibration displacement sensor; Use a laser locator to calibrate the long axis direction of the elastic thermal pad to ensure that the long axis direction forms a 90-degree perpendicular relationship with the maximum displacement direction; After applying thermal grease on the contact interface between the radiator and the busbar, install the elastic thermal gasket and tighten the bolts to the initial pre-tightening state.

[0010] Furthermore, an axial preload force generated according to a preload force adjustment coefficient in the dynamic compensation parameter is applied to the radiator fastening bolts, and the axial preload force is periodically adjusted with the phase angle, including: Extracting preload adjustment coefficient from dynamic compensation parameters; Determine the preload force variation period based on the fundamental frequency of the main vibration frequency band; Get the instantaneous angle value of the phase angle in real time; Based on the instantaneous angle value of the phase angle and the preload adjustment coefficient, the axial preload target value corresponding to the vibration period is generated; The bolt loading device is driven by a hydraulic actuator to apply a mechanical load corresponding to the target value of the axial preload force to the radiator fastening bolts.

[0011] Furthermore, at the peak phase angle position and the trough phase angle position of the main vibration frequency band, the transient thermal resistance value of the connection interface between the heat sink and the busbar is synchronously measured, and the thermal resistance change rate from the adjacent peak phase angle position to the trough phase angle position is calculated, including: Determine the peak phase angle position and the trough phase angle position; When the ship vibration reaches the peak phase angle position, the first transient thermal resistance value of the connection interface between the radiator and the busbar is synchronously collected through the thermocouple array; When the ship vibration reaches the trough phase angle position, the second transient thermal resistance value of the connection interface between the radiator and the busbar is synchronously collected through the thermocouple array; The thermal resistance change rate is obtained by dividing the difference between the first transient thermal resistance value and the second transient thermal resistance value by the first transient thermal resistance value.

[0012] Furthermore, the peak phase angle position is determined according to the maximum displacement direction of the phase angle, and the trough phase angle position is determined according to the minimum displacement direction of the phase angle.

[0013] Furthermore, when the thermal resistance change rate exceeds the dynamic response tolerance threshold, the preload adjustment coefficient and the compression rebound characteristic index are updated, including: comparing the thermal resistance change rate with a preset dynamic response tolerance threshold; When the thermal resistance change rate exceeds the dynamic response tolerance threshold, the preload adjustment coefficient is adjusted based on the excess amplitude of the thermal resistance change rate; The minimum compression rate required for the connection interface between the radiator and the busbar is reversely deduced based on the adjusted preload adjustment coefficient; Re-matching an elastic thermally conductive gasket that meets the compression-rebound characteristic index from the elastic thermally conductive gasket library based on the minimum compression ratio; The original dynamic compensation parameters are covered by the updated preload adjustment coefficient and compression-rebound characteristic indicators.

[0014] In another aspect, the present invention provides a heat dissipation system for an air switch cabinet, comprising the following modules: Vibration monitoring module, used to monitor the ship vibration at the switchgear installation location in real time and extract the main vibration frequency band and phase angle; The parameter decision module is used to determine the dynamic compensation parameters of the connection interface between the radiator and the busbar based on the frequency domain overlap factor of the main vibration frequency band and the natural frequency of the radiator, and the amplitude of the heat conduction phase lag angle; The gasket installation module is used to set an elastic thermal conductive gasket between the radiator and the busbar. The elastic thermal conductive gasket is selected based on the compression-rebound characteristic index in the dynamic compensation parameter, and the long axis direction is perpendicular to the maximum displacement direction of the phase angle; A preload control module is used to apply an axial preload force generated by a preload force adjustment coefficient in a dynamic compensation parameter to the radiator fastening bolts, wherein the axial preload force is periodically adjusted with the phase angle; Thermal resistance monitoring module, used to synchronously measure the transient thermal resistance value of the heat sink and busbar connection interface at the peak phase angle position and the trough phase angle position of the main vibration frequency band, and calculate the thermal resistance change rate from the adjacent peak phase angle position to the trough phase angle position; The parameter update module is used to update the preload adjustment coefficient and the compression rebound characteristic index when the thermal resistance change rate exceeds the dynamic response tolerance threshold.

[0015] Compared with the prior art, the present invention has the following beneficial effects: 1. By monitoring ship vibrations in real time and extracting the main vibration frequency band and phase angle, the dynamic impact of vibration on the heat dissipation interface is accurately captured, providing a data basis for subsequent compensation. Based on frequency domain analysis of vibration characteristics and the natural frequency of the radiator, combined with the amplitude of the heat conduction phase lag angle, compensation parameters are dynamically determined, directly optimizing the responsiveness of the interface between the radiator and the busbar. The elastic thermal gasket is selected based on the compression-rebound characteristic index and its orientation is perpendicular to the maximum displacement, effectively absorbing vibration energy and maintaining a stable heat conduction path. Periodic adjustment of the preload force specifically offsets the interface loosening caused by vibration and ensures uniform distribution of contact pressure. These technical features work together to significantly suppress sudden changes in interface thermal resistance and avoid abnormal fluctuations in local temperature rise, thereby improving heat dissipation efficiency and equipment reliability.

[0016] 2. Closed-loop monitoring of the thermal resistance change rate and updating parameters when it exceeds the specified value enable adaptive optimization of the heat dissipation system. Transient thermal resistance measurements at peak and trough phase positions provide real-time feedback on changes in the interface's thermal performance. When the thermal resistance change rate exceeds a threshold, the system immediately adjusts the preload coefficient and compression-rebound index, re-matches the elastic gasket, and overrides the compensation parameters. This dynamic adjustment mechanism continuously adapts to changes in the vibration environment, fundamentally ensuring the long-term stability of the heat dissipation interface, preventing uncontrolled temperature rise, and enhancing the switchgear's durability and safe operation under ship vibration conditions. BRIEF DESCRIPTION OF THE DRAWINGS

[0017] Figure 1 This is a flow chart of a heat dissipation method applied to an air switch cabinet of the present invention; Figure 2 The figure is a schematic structural diagram of a heat dissipation system applied to an air switch cabinet according to the present invention. DETAILED DESCRIPTION

[0018] The following will provide a clear and complete description of the technical solutions in the embodiments of the present invention in conjunction with the accompanying drawings. Obviously, the described embodiments are only part of the embodiments of the present invention, not all of the embodiments. All other embodiments obtained by ordinary technicians in this field based on the embodiments of the present invention without making any creative efforts shall fall within the scope of protection of the present invention.

[0019] Example 1: Figure 1 The present invention provides a heat dissipation method applied to an air switch cabinet, which includes the following steps: S1. Real-time monitoring of ship vibration at the switchgear installation location, extracting the main vibration frequency band and phase angle; S2. Based on the frequency domain overlap factor of the main vibration frequency band and the natural frequency of the radiator, and in conjunction with the heat conduction phase lag angle amplitude, determine the dynamic compensation parameters of the connection interface between the radiator and the busbar; S3. Install an elastic thermally conductive gasket between the heat sink and the busbar. The elastic thermally conductive gasket is selected based on the compression-rebound characteristic index in the dynamic compensation parameter, and its long axis direction is perpendicular to the maximum displacement direction of the phase angle. S4. Applying an axial preload force generated by a preload force adjustment coefficient in the dynamic compensation parameter to the radiator fastening bolts, wherein the axial preload force is periodically adjusted with the phase angle; S5. At the peak phase angle position and the trough phase angle position of the main vibration frequency band, synchronously measure the transient thermal resistance value of the connection interface between the heat sink and the busbar, and calculate the thermal resistance change rate from the adjacent peak phase angle position to the trough phase angle position; S6. When the thermal resistance change rate exceeds the dynamic response tolerance threshold, the preload adjustment coefficient and the compression rebound characteristic index are updated.

[0020] S1. Real-time monitoring of the ship vibration at the switchgear installation location, extraction of the main vibration frequency band and phase angle, and implementation as follows: A triaxial accelerometer collects ship vibration signals at the switchgear installation location. This triaxial accelerometer utilizes a piezoelectric sensing principle. Its core piezoelectric ceramic element deforms under the inertial force generated by ship vibration, outputting a charge signal proportional to acceleration. The sensor is mounted at the center of the metal flange that rigidly connects the switchgear base to the main hull structure. High-strength bolts and lock washers ensure seamless contact between the sensor housing and the mounting surface, accurately transmitting mechanical vibrations induced by the ship's main engine and propeller shafting. The sensor's three axes are calibrated according to the ship's coordinate system: the X-axis points toward the bow, parallel to the ship's bow-stern centerline; the Y-axis points toward the starboard side, perpendicular to the X-axis; and the Z-axis points upward, perpendicular to the deck plane. During signal acquisition, a built-in charge amplifier in the sensor converts the weak charge signal into a voltage signal, which is then transmitted to the data acquisition unit via a twisted-pair shielded cable. The cable shield is grounded at both the sensor and data acquisition terminals to suppress electromagnetic interference from the ship's electrical system.

[0021] The ship's vibration signal is bandpass filtered to retain vibration components within a preset frequency band. This frequency band is based on the typical vibration spectrum characteristics of the ship's propulsion system: the low cutoff frequency is set at 50% of the fundamental frequency corresponding to the ship's main engine's lowest operating speed to filter out ultra-low-frequency components caused by wave sloshing; the high cutoff frequency is set at twice the maximum propeller blade pass frequency to eliminate high-frequency electrical noise. The filtering process is implemented using a cascade of analog active filters and digital filters. The analog filter first filters out high-intensity impact components that exceed the sensor's measurement range to protect subsequent circuits; the digital filter uses a finite-length unit impulse response filter design, whose linear phase characteristics ensure that the filtering process does not distort the time domain characteristics of the vibration waveform. The filtered signal retains low-frequency vibration components caused by the reciprocating inertia of the main engine and medium-frequency vibration components caused by the torsional vibration of the propeller shafting, while effectively suppressing high-frequency vibration components generated by the electromagnetic force of the ship's generator windings.

[0022] A Fast Fourier Transform (FFT) is performed on the filtered ship vibration signal, extracting frequency components whose energy percentage exceeds a set threshold as the primary vibration frequency band. The number of FFT calculation points is dynamically adjusted based on the width of the frequency band where the ship's vibration energy is concentrated: increasing the number of points when the vibration energy distribution is wide to improve frequency resolution, and decreasing the number of points when the energy distribution is concentrated to reduce calculation latency. The energy percentage threshold is set based on the ship's vibration environment level: 60% to 70% of the total vibration energy for conventional commercial ship engine rooms, and increasing to 75% to 85% for high-vibration-risk propulsion compartments. The specific extraction logic is to calculate the squared amplitudes of all discrete frequency components within a preset frequency band and arrange them in descending order. The energy of each component is accumulated sequentially until the accumulated value first exceeds the product of the total energy of the frequency band and the set threshold. At this point, all continuous frequency components involved in the accumulation constitute the primary vibration frequency band. This design ensures that the extracted primary frequency band covers the energy-dominant frequency band in the ship's vibration environment that most significantly impacts the switchgear structure.

[0023] The instantaneous phase angle of the main vibration frequency band is calculated using the Hilbert transform. This involves first performing orthogonal demodulation on the time-domain signal in the main vibration frequency band and constructing an analytical representation of the original signal using the Hilbert transform. The imaginary part of the analytical signal is generated by passing the original signal through a 90-degree phase shift network, while the real part is the original signal itself. Together, these two components form a rotating vector in the complex plane. The instantaneous phase angle is obtained by calculating the angle between this vector and the positive direction of the real axis. A phase unwrapping algorithm is used to eliminate 2π radian discontinuities caused by circular jumps. The phase angle zero point is set to the top dead center position of the ship's main engine crankshaft and is synchronized and calibrated using a pulse signal provided by a reference mark sensor mounted on the main engine flywheel. To verify the phase measurement accuracy, a comparative test was conducted on a standard vibration source with a known phase relationship: a sinusoidal vibration signal with constant amplitude and linearly varying frequency was input. The deviation between the measured instantaneous phase angle and the theoretical value was kept within 0.5 radians.

[0024] S2. Based on the frequency domain overlap factor of the main vibration frequency band and the natural frequency of the radiator, and in conjunction with the heat conduction phase lag angle amplitude, the dynamic compensation parameters of the connection interface between the radiator and the busbar are determined and implemented as follows: The natural frequency of the heat sink is determined using a frequency sweep test. The specific implementation process is as follows: the heat sink specimen is fixed to an electromagnetic vibration table using a rigid fixture, with the center axis of the dynamic coil perpendicular to the plane of the heat sink substrate. A function generator generates a sinusoidal frequency sweep signal, with a frequency range ranging from 20% to 20% of the upper limit of the ship's main vibration frequency band. The sweep rate is set at 1 / 3 octave per minute to ensure a quasi-static response. A piezoelectric accelerometer is mounted at the center of the top of the heat sink fin. Its output signal is converted to a voltage signal by a charge amplifier, and the amplitude is recorded. When the frequency sweep reaches a certain frequency point where the heat sink amplitude suddenly increases to more than three times the background noise level and the phase difference relative to the excitation force suddenly changes to nearly 180 degrees, the frequency point is determined to be the natural frequency. During the test, an infrared thermal imager monitors the surface temperature distribution of the heat sink in real time. If the local temperature rise exceeds 5°C, the frequency sweep is paused to prevent overheating damage, and the test is resumed after cooling.

[0025] The ratio of the intersection bandwidth of the main vibration frequency band and the natural frequency of the radiator to the total bandwidth of the main vibration frequency band is calculated as the frequency domain overlap factor. The main vibration frequency band is composed of a set of discrete frequency points output by step S1, and the natural frequency of the radiator is a plurality of resonant frequency points identified by the frequency sweep test. The intersection bandwidth calculation logic is as follows: a continuous frequency band is formed with the lowest frequency of the main vibration frequency band as the starting point and the highest frequency as the end point, and the number of natural frequency points of the radiator located in the frequency band is counted; the sections with intervals between adjacent natural frequency points less than 5% of the center frequency are merged into continuous frequency bands; the intersection bandwidth value is obtained by accumulating the widths of all continuous frequency bands. The frequency domain overlap factor is finally expressed as a percentage of the intersection bandwidth divided by the total bandwidth of the main vibration frequency band. For example, under certain working conditions, the main vibration frequency band is 15Hz to 45Hz (bandwidth 30Hz), and the radiator's natural frequencies of 20Hz and 40Hz are located therein. The interval between the two frequencies, 20Hz, is greater than 5% (1.5Hz) of the center frequency of 30Hz. Therefore, the intersection bandwidth is the width of the two independent frequency points and 0.2Hz (measured by frequency resolution), and the frequency domain overlap factor is (0.2 / 30)×100%≈0.67%.

[0026] A lock-in amplifier synchronously acquires the vibration displacement signal and the heat flow signal at the heat sink interface, and the phase difference between them is calculated as the heat conduction phase lag amplitude. The vibration displacement signal is acquired by mounting a laser displacement sensor at the center of the heat sink substrate, perpendicular to the busbar mounting plane, at a sampling rate of 512 Hz, consistent with step S1. The interface heat flow signal is acquired using an embedded heat flow sensor: a 0.5 mm diameter thin-film heat flow probe, covered with a 25 μm thick insulating ceramic layer, is placed at the interface between the heat sink and the busbar. The spatial resolution is less than 1 / 10 of the minimum feature size of the contact area. The lock-in amplifier uses the fundamental frequency component of the vibration displacement signal as the reference signal and performs phase-sensitive detection on the heat flow signal, directly outputting the instantaneous phase difference between the two signals at the reference frequency. The phase lag amplitude is calculated as the arithmetic mean of the absolute values ​​of the phase differences over 10 consecutive vibration cycles, expressed in radians.

[0027] The frequency-domain overlap factor and the heat conduction phase lag angle amplitude are input into a preset compensation parameter mapping table, which outputs the compression-rebound characteristic index and preload adjustment coefficient within the dynamic compensation parameters. The compensation parameter mapping table is constructed through orthogonal testing, a three-level construction process. The first level is parameter gradient partitioning: the frequency-domain overlap factor is divided into 11 levels (0% to 100%) at 10% intervals, and the heat conduction phase lag angle amplitude is divided into 16 levels (0-1.5 radians) at 0.1 radian intervals. The second level is test execution: each level combination is simulated on a vibration-temperature integrated test bench. The target parameter combination is accurately reproduced by controlling the vibration frequency, amplitude, and heat sink base temperature. The third level is data acquisition: during 30 minutes of stable operation for each parameter combination, the heat sink interface thermal resistance is recorded every 5 seconds. The relative change between the maximum and minimum thermal resistance values ​​is used as the thermal resistance fluctuation value.

[0028] During the orthogonal test data processing phase, the 12 measured thermal resistance fluctuation values ​​for each parameter combination were removed and the arithmetic mean was taken to construct a three-dimensional response surface model. The mapping rule between the compression-rebound characteristic index and the preload adjustment coefficient was as follows: under the same frequency domain overlap factor and heat conduction phase lag angle amplitude, the first 10 test results with the smallest thermal resistance fluctuation values ​​were selected, and the median of their compression-rebound characteristic index was taken as the output value; the preload adjustment coefficient was the average of the first 10 results. The resulting mapping table was stored in non-volatile memory, and a bilinear interpolation algorithm was used to achieve precise matching under continuous parameter input. To verify the validity of the mapping table, the deviation between the predicted compensation parameters and the actual optimal parameters was compared in an independent validation set of data. The matching error of the compression-rebound characteristic index was controlled within ±5%, and the deviation of the preload adjustment coefficient was less than 0.05.

[0029] S3. Install an elastic thermal pad between the heat sink and the busbar. The elastic thermal pad is selected based on the compression-rebound characteristic index in the dynamic compensation parameter, and its long axis direction is perpendicular to the maximum displacement direction of the phase angle. The implementation is as follows: Based on the compression-rebound characteristic index in the dynamic compensation parameters, elastic thermally conductive gaskets that meet the dynamic compression rate and rebound delay requirements are matched from the prefabricated elastic thermally conductive gasket library. The elastic thermally conductive gasket library is constructed through accelerated material aging tests: each candidate gasket is subjected to a sinusoidal compression load on a hydraulic fatigue testing machine. The load amplitude corresponds to the interface pressure generated by the maximum acceleration of the ship's vibration, and the frequency covers the main vibration frequency range. The dynamic compression rate is defined as the percentage of the change in gasket thickness to the initial thickness, measured after 10,000 consecutive compression cycles; the rebound delay is recorded by a high-speed camera to record the time required for the gasket thickness to recover to 95% of the initial value during unloading. The compression-rebound characteristic index includes a tolerance band of ±3% for the dynamic compression rate and an upper limit for the rebound delay. When matching, gasket models that meet both requirements are selected. For example, if a certain dynamic compensation parameter requires a dynamic compression rate of 30%±3% and a rebound delay of less than 0.05 seconds, a silicone rubber-based composite gasket with a calibration value of a dynamic compression rate of 29.5% to 31.5% and a rebound delay of 0.03 to 0.04 seconds is selected from the library.

[0030] The maximum displacement direction of the phase angle is obtained using a vibration displacement sensor, specifically a non-contact laser Doppler vibrometer. A reflective marker is affixed to the surface of the radiator substrate, coinciding with the triaxial accelerometer installation point in step S1. The vibrometer emits a laser beam to illuminate the marker, receives the Doppler frequency shift signal of the reflected light, and calculates the three-dimensional vibration vector. The logic for extracting the maximum displacement direction of the phase angle is as follows: within a complete operating cycle of the ship's main engine, the real-time azimuth of the vibration displacement vector is recorded; the modulus of the displacement vector at each sampling point is compared, and the azimuth corresponding to the maximum modulus is defined as the maximum displacement direction of the phase angle. The azimuth angle data is based on the ship's coordinate system and is output as the horizontal angle and the pitch angle from the bow and stern centerline. Random interference is eliminated by repeated acquisition three times during the measurement process, and the median value is used as the final result.

[0031] A laser locator is used to calibrate the long axis direction of the elastic thermal gasket to ensure that the long axis direction forms a 90-degree perpendicular relationship with the maximum displacement direction. The laser locator establishes a cross reference line on the radiator mounting plane: the horizontal laser beam is parallel to the bow and stern centerline of the ship, and the vertical laser beam is orthogonal to the horizontal plane. The calibration operation includes two levels: first, the elastic thermal gasket is placed in the center of the radiator mounting area, and the orientation of the gasket is adjusted so that its long axis projection coincides with the vertical laser beam; then the gasket is rotated according to the angle value of the maximum displacement direction, and the rotation angle is equal to the complementary angle of the angle between the maximum displacement direction and the vertical laser beam. For example, if the maximum displacement direction is 30 degrees clockwise in the bow and stern direction, the long axis of the gasket is rotated 60 degrees counterclockwise from the vertical reference so that the long axis forms a 90-degree intersection angle with the maximum displacement direction. After calibration, a precision angle ruler is used to verify the verticality, with an allowable tolerance of ±0.5 degrees.

[0032] After applying thermal grease on the contact interface between the radiator and the busbar, install the elastic thermal gasket and tighten the bolts to the initial preload state. The thermal grease is made of silver powder-filled silicone material. Before coating, the contact surface between the radiator and the busbar is cleaned with solvent to remove oil stains. When coating, a scraper is used to evenly scrape to form a 0.1mm thick continuous film layer. When installing the elastic thermal gasket, keep the long axis direction consistent with the calibration reference, and the equidistant deviation of the gasket edge from the radiator boundary is less than 1mm. The tightening bolts are loaded in three stages using the torque control method: the first stage applies 30% of the target preload to eliminate the assembly gap, the second stage is loaded to 60% to initially compress the gasket, and the third stage is loaded to the initial preload target value and maintained for 30 seconds to release the stress. The initial preload target value is calculated based on the bolt specifications and the yield strength of the material to ensure that the bolt stress does not exceed 70% of the yield strength.

[0033] S4. Apply an axial preload force generated by the preload force adjustment coefficient in the dynamic compensation parameter to the radiator fastening bolts. The axial preload force is periodically adjusted with the phase angle. The implementation is as follows: Extracting the preload adjustment coefficient from the dynamic compensation parameters involves identifying a floating-point parameter value labeled "preload adjustment coefficient" in the dynamic compensation parameter data packet. Its value is normalized to a range between 0 and 1. This extraction is accomplished through a data parsing protocol: first, the packet checksum is verified for integrity, then the parameter storage address offset is located, and finally, the binary data is decoded according to the IEEE 754 single-precision floating-point format. If multiple sets of dynamic compensation parameters exist (e.g., in a parallel configuration with multiple radiators), the parameters are mapped sequentially according to the radiator's physical numbering.

[0034] The preload variation period is determined based on the fundamental frequency of the main vibration frequency band. The fundamental frequency refers to the frequency component with the highest energy content within the main vibration frequency band. The period is calculated using the inverse fundamental frequency principle: 1 is divided by the fundamental frequency value to obtain the basic period duration, which is then multiplied by the number of complete phase angle variation cycles. For example, if the fundamental frequency in a certain operating condition is 25Hz and the phase angle variation period is 1 (i.e., one cycle is completed from 0 to 360 degrees), the preload variation period is equal to 1 / 25 = 0.04 seconds. If the main vibration frequency band contains multiple dominant frequencies, the geometric mean frequency is used as the basis for calculating the fundamental frequency.

[0035] Real-time acquisition of the instantaneous phase angle is achieved through the phase angle data stream interface established in step S1. The data stream updates at a 512Hz rate, and each read operation obtains the angle value corresponding to the latest timestamp. The angle value is represented as a floating-point number, ranging continuously from 0 to 360 degrees. To eliminate the effects of signal jitter, a moving average filter is used: the arithmetic average of the angle values ​​at the current time and the two previous sampling points (a total of three points) is calculated. The filter window width corresponds to 5.86 milliseconds (3 / 512 seconds), meeting the phase tracking accuracy requirements under the ship's maximum angular acceleration.

[0036] Based on the instantaneous phase angle and the preload adjustment factor, a target axial preload value corresponding to the vibration period is generated. The generation logic consists of three calculation levels: the first level converts the instantaneous angle value into a phase scaling factor, using the formula: the instantaneous angle value divided by 360. The second level defines the load variation using the preload adjustment factor, using the formula: the initial preload multiplied by the preload adjustment factor. The third level calculates the target value: the initial preload plus the phase scaling factor multiplied by the load variation. For example, with an initial preload of 10,000 Newtons, a preload adjustment factor of 0.3, and an instantaneous angle of 180 degrees, the phase scaling factor = 180 / 360 = 0.5, the load variation = 10,000 × 0.3 = 3,000 Newtons, and the target value = 10,000 + 0.5 × 3,000 = 11,500 Newtons.

[0037] The bolt loading device is driven by a hydraulic actuator to apply a mechanical load corresponding to the target axial preload force to the radiator fastening bolts. The hydraulic system adopts three closed-loop control: the position loop controls the piston displacement, the pressure loop monitors the oil pressure value, and the force loop ensures the output load accuracy. The execution process is divided into three steps: the first step is for the servo controller to convert the target value into the hydraulic cylinder pressure setting value, and the conversion is based on the relationship between the effective area of ​​the piston and the load; the second step is for the proportional valve to adjust the oil flow so that the actual value measured by the pressure sensor reaches the set value within 200 milliseconds; the third step is to transfer the axial load to the bolt through the ball-jointed tension and pressure head, and the load is maintained for more than 50 milliseconds to ensure sufficient stress transmission. The system monitors the load error in real time and triggers the fault protection program when the deviation continues to exceed the target value by 5%.

[0038] S5. At the peak phase angle position and the trough phase angle position of the main vibration frequency band, synchronously measure the transient thermal resistance value of the connection interface between the heat sink and the busbar, and calculate the thermal resistance change rate from the adjacent peak phase angle position to the trough phase angle position, and implement it as follows: Determine the peak and trough phase angle positions: Based on the phase angle data stream output from step S1, identify the displacement extreme points within the continuous vibration cycle. The peak phase angle position is defined as the position point within the tolerance interval of plus or minus 5 degrees corresponding to the angle value of the maximum displacement direction of the phase angle. This position point must simultaneously meet the conditions that the displacement vector modulus reaches the local maximum value and the second-order derivative is negative. The trough phase angle position is defined as the position point within the tolerance interval of plus or minus 5 degrees corresponding to the angle value of the minimum displacement direction of the phase angle, the displacement vector modulus is the local minimum value, and the second-order derivative is positive. The recognition algorithm uses a sliding window extreme value detection: the window width covers 1 / 4 of the vibration cycle. When the displacement modulus of the window center point is greater than the maximum value within the 1 / 4 window width before and after, it is determined to be a peak; conversely, when it is less than the minimum value, it is determined to be a trough.

[0039] When the ship's vibration reaches the peak phase angle, the first transient thermal resistance value of the heat sink-busbar interface is synchronously collected via a thermocouple array. The thermocouple array consists of nine T-type thermocouples arranged in a 3×3 grid, with node spacing equal to 1 / 10 the length of the short side of the heat sink contact surface. The acquisition trigger mechanism is as follows: when the real-time phase angle output in step S1 enters the peak phase angle position tolerance range, a hardware trigger signal is sent to the data acquisition unit. All thermocouple channels synchronously start sampling within 100 microseconds of the trigger, with a sampling frequency of 10 kHz and a duration of 10 milliseconds. The arithmetic mean of the temperature readings during this period is taken as the steady-state temperature value. The thermal resistance value is calculated using Fourier's law of thermal conductivity: the thermal resistance value is equal to the temperature difference divided by the heat flux density. The temperature difference is the difference between the average values ​​of the thermocouples on the heat sink and busbar sides, and the heat flux density is directly provided by the heat flux sensor embedded in the interface.

[0040] When the ship's vibration reaches the trough phase angle position, the second transient thermal resistance value of the heat sink and busbar connection interface is synchronously collected through the thermocouple array. The trough trigger logic is symmetrical to the peak trigger: a trigger signal is generated when the real-time phase angle enters the trough phase angle position tolerance interval. The thermocouple uses the same 10 millisecond sampling window, but adds temperature drift compensation: the ambient temperature is collected as a reference 1 millisecond before the trigger, and the linear temperature drift component is deducted from the measured value. When calculating thermal resistance, a nonlinear correction is performed on the temperature difference: when the temperature difference is less than 10K, the standard formula is used; when it is greater than 10K, the Seebeck effect compensation term is introduced, and the compensation coefficient is pre-calibrated through material pairing tests.

[0041] The difference between the first and second transient thermal resistance values ​​is divided by the first transient thermal resistance value to obtain the thermal resistance change rate. The calculation process includes data validity verification: If the first transient thermal resistance value is less than 0.01K / W or greater than 1K / W, it is determined to be a sensor failure and the data is discarded. If the time interval between the two thermal resistance acquisitions exceeds 20% of the vibration period, it is determined to be an asynchronous error and requires remeasurement. The thermal resistance change rate is expressed as a percentage and is calculated as follows: Thermal resistance change rate = (second transient thermal resistance value - first transient thermal resistance value) ÷ first transient thermal resistance value × 100%. The thermal resistance change rate is calculated continuously for three vibration periods, and the median value is taken as the final output.

[0042] Description of implementation elements: Thermocouple installation structure: The thermocouple junction is embedded in an alumina ceramic insulating sleeve with an outer diameter of 0.8mm, and thermally conductive epoxy resin is filled between the sleeve and the heat sink / busbar; Peak and trough tolerance interval: It is set according to the maximum value of the ship's vibration angular velocity to ensure that the phase jitter range is covered; Synchronous acquisition mechanism: A daisy-chain cascaded sampling and holding circuit is used, and the channel-to-channel delay is less than 10 nanoseconds; Temperature drift compensation: Based on the drift characteristic curve modeling of the thermocouple in a static constant temperature field; Data validity threshold: The reasonable range is determined according to the thermal resistance design specifications of ship power equipment.

[0043] Error control measures include: regular thermocouple calibration: calibration every 24 hours at a 0°C ice-water mixture and a 100°C boiling water reference point; contact pressure monitoring: automatically triggering a data invalidation flag when the interface pressure fluctuation exceeds 15% of the initial value; electromagnetic shielding: the thermocouple signal line uses a twisted-pair shielded cable, and the shielding layer is grounded at a single point; thermal inertia compensation: correcting transient temperature readings based on the thermal diffusivity of the material; vibration interference suppression: deducting the additional potential caused by the inertial force of the thermocouple junction in the thermal resistance calculation.

[0044] Implementation Note: For example, in one field measurement, the first transient thermal resistance value, acquired at the peak phase angle, was 0.28K / W, while the second transient thermal resistance value, acquired at the trough phase angle, was 0.35K / W. After validation, the calculated thermal resistance change rate was (0.35-0.28) / 0.28×100%=25%. This result is consistent with the distribution trend of hot spots at the interface observed by the infrared thermal imager, verifying the measurement reliability. All data recordings were synchronously tagged with the ship's main engine speed, load factor, and ambient temperature and humidity parameters for subsequent analysis.

[0045] S6. When the thermal resistance change rate exceeds the dynamic response tolerance threshold, the preload adjustment coefficient and the compression rebound characteristic index are updated and implemented as follows: The thermal resistance change rate is compared to a preset dynamic response tolerance threshold, which is set according to safety regulations for heat dissipation performance in shipboard switchgear. The threshold setting logic is as follows: first, the thermal conductivity and thermal expansion coefficient of the radiator substrate material are obtained. Combined with the maximum allowable busbar temperature rise limit, the critical value of the interface thermal resistance fluctuation is calculated using a thermoelastic mechanics model. This is then multiplied by a safety factor of 1.2 to determine the final threshold. The comparison operation is performed after three consecutive vibration cycle measurements are completed. If the arithmetic mean of the thermal resistance change rate over the three cycles is greater than the threshold, it is determined to be an over-limit event. If a single measurement value exceeds 150% of the threshold, the update procedure is immediately triggered without waiting for the cycle to complete.

[0046] When the thermal resistance change rate exceeds the dynamic response tolerance threshold, the preload adjustment coefficient is adjusted based on the magnitude of the thermal resistance change. The adjustment algorithm uses a proportional-integral control scheme: the magnitude of the change is defined as the difference between the measured thermal resistance change rate and the dynamic response tolerance threshold. The proportional term correction is the magnitude of the change multiplied by the proportional gain factor of 0.1, and the integral term correction is the accumulated historical magnitude of the change multiplied by the integral gain factor of 0.01. The updated preload adjustment coefficient is equal to the original coefficient plus the sum of the proportional and integral terms. For example, if the original coefficient is 0.4, the threshold is 15%, and the measured rate of change is 21%, the magnitude of the change is 21% - 15% = 6%, the proportional term is 6% × 0.1 = 0.006, the integral term (assuming the accumulated historical value is 30%) is 30% × 0.01 = 0.003, and the new coefficient is 0.4 + 0.006 + 0.003 = 0.409. The coefficient range is limited to 0.2 to 0.8 to prevent overload.

[0047] The minimum compression ratio required for the interface between the radiator and the busbar is reversely deduced based on the adjusted preload adjustment coefficient. This derivation process establishes a mathematical model based on Hertz contact theory: the axial preload of the bolt is converted into interface contact pressure, where the contact pressure is equal to the preload divided by the effective contact area between the radiator and the busbar. The relationship between the minimum compression ratio and the contact pressure is determined using the material compression test calibration curve. The specific implementation is as follows: the target preload is obtained by multiplying the preload adjustment coefficient by the initial preload; the target contact pressure is calculated based on the contact area; and the minimum compression ratio value required to generate this contact pressure is found in the gasket material stress-strain curve. The curve data is stored in an embedded database, and continuous query is achieved using cubic spline interpolation.

[0048] Based on the minimum compression ratio, re-matching of elastic thermal gaskets meeting the compression-rebound characteristics is performed from the elastic thermal gasket library. The matching process involves two stages: the first stage screens for compression performance, selecting gasket models with a nominal dynamic compression ratio greater than or equal to the minimum compression ratio and less than or equal to the minimum compression ratio plus 5%. The second stage screens for dynamic characteristics, selecting gaskets with a rebound delay less than 0.1 seconds from the initial selection. If multiple gaskets meet the requirements, the model with the highest thermal conductivity is prioritized. The matching result outputs the gasket's unique code from the material library, while also automatically verifying inventory status.

[0049] The updated preload adjustment coefficient and compression-rebound characteristic index overwrite the original dynamic compensation parameters. This overwriting mechanism utilizes versioning: a new parameter partition is created in non-volatile memory, where the updated preload adjustment coefficient and the corresponding compression-rebound characteristic index for the new gasket are written. The parameter pointer is modified to point to the new partition address, and the original parameter partition is converted to a historical backup. Once the overwriting is complete, a parameter ready signal is sent to the control system, triggering the following chained actions: the new preload adjustment coefficient is sent to the hydraulic actuator in step S4; the new gasket code is sent to the gasket installation station in step S3; and the dynamic response tolerance threshold is updated in step S5 (the new threshold is recalculated as 120% of the expected performance after the updated parameters).

[0050] Description of key implementation elements: Basis for determining the safety factor: Based on the statistical distribution of the interface pressure fluctuation amplitude under the ship's tilting and swaying conditions; PID gain coefficient setting: Optimized through step response tests to make the system adjustment time less than 10 vibration cycles; Hertz contact model simplification: Simplify the rough surface contact to an equivalent smooth surface contact; Gasket screening tolerance band: Consider the compression rate attenuation characteristics caused by material aging; Parameter storage architecture: Use a dual-bank flash memory design to support atomic write operations.

[0051] Fault protection measures include: coefficient out-of-bounds protection: triggers an early warning when the update coefficient approaches the 0.2 or 0.8 boundary; gasket matching failure processing: starts the backup manual selection mode and alarms; data integrity check: performs a CRC check after the parameters are written; rollback mechanism: automatically restores the old parameters when the thermal resistance change rate deteriorates by more than 20% in the first cycle after the new parameters are applied; operation log recording: stores the timestamp, operator, and parameter change details in a secure storage area.

[0052] Example 2: Figure 2 The present invention provides a structural schematic diagram of a heat dissipation system applied to an air switch cabinet, which includes the following modules: Vibration monitoring module, used to monitor the ship vibration at the switchgear installation location in real time and extract the main vibration frequency band and phase angle; The parameter decision module is used to determine the dynamic compensation parameters of the connection interface between the radiator and the busbar based on the frequency domain overlap factor of the main vibration frequency band and the natural frequency of the radiator, and the amplitude of the heat conduction phase lag angle; The gasket installation module is used to set an elastic thermal conductive gasket between the radiator and the busbar. The elastic thermal conductive gasket is selected based on the compression-rebound characteristic index in the dynamic compensation parameter, and the long axis direction is perpendicular to the maximum displacement direction of the phase angle; A preload control module is used to apply an axial preload force generated by a preload force adjustment coefficient in a dynamic compensation parameter to the radiator fastening bolts, wherein the axial preload force is periodically adjusted with the phase angle; Thermal resistance monitoring module, used to synchronously measure the transient thermal resistance value of the heat sink and busbar connection interface at the peak phase angle position and the trough phase angle position of the main vibration frequency band, and calculate the thermal resistance change rate from the adjacent peak phase angle position to the trough phase angle position; The parameter update module is used to update the preload adjustment coefficient and the compression rebound characteristic index when the thermal resistance change rate exceeds the dynamic response tolerance threshold.

[0053] The calculations involved in the embodiments are all dimensionless numerical calculations, and the preset parameters and thresholds in the calculations are set by those skilled in the art according to actual conditions.

[0054] The above embodiments may be implemented in whole or in part through software, hardware, firmware, or any other combination thereof. When implemented using software, the above embodiments may be implemented in whole or in part in the form of a computer program product.

[0055] Those skilled in the art will appreciate that the modules and algorithm steps of each example described in conjunction with the embodiments disclosed herein can be implemented in electronic hardware, or a combination of computer software and electronic hardware. Whether these functions are performed in hardware or software depends on the specific application of the technical solution and the invention constraints. Professional and technical personnel can use different methods to implement the described functions for each specific application, but such implementation should not be considered beyond the scope of this application.

[0056] In addition, each functional module in each embodiment of the present application may be integrated into one processing module, or each module may exist physically separately, or two or more modules may be integrated into one module.

[0057] In the several embodiments provided in this application, it should be understood that the disclosed systems, devices and methods can be implemented in other ways. For example, the device embodiments described above are merely schematic. For example, the division of the modules is only a logical function division. In actual implementation, there may be other division methods, such as multiple modules or components can be combined or integrated into another system, or some features can be ignored or not executed. Another point is that the mutual coupling or direct coupling or communication connection shown or discussed can be through some interfaces, indirect coupling or communication connection of devices or modules, which can be electrical, mechanical or other forms.

[0058] The above description is merely a specific embodiment of the present application, but the scope of protection of the present application is not limited thereto. Any changes or substitutions that can be easily conceived by a person skilled in the art within the technical scope disclosed in this application should be included in the scope of protection of this application. Therefore, the scope of protection of this application should be based on the scope of protection of the claims.

[0059] Finally: The above description is only a preferred embodiment of the present invention and is not intended to limit the present invention. Any modifications, equivalent substitutions, improvements, etc. made within the spirit and principles of the present invention should be included in the scope of protection of the present invention.

Claims

1. A heat dissipation method applied to an air switch cabinet, characterized in that: The steps include: S1. Real-time monitoring of ship vibration at the switchgear installation location, extracting the main vibration frequency band and phase angle; S2. Based on the frequency domain overlap factor of the main vibration frequency band and the natural frequency of the radiator, and in conjunction with the heat conduction phase lag angle amplitude, determine the dynamic compensation parameters of the connection interface between the radiator and the busbar; S3. Install an elastic thermally conductive gasket between the heat sink and the busbar. The elastic thermally conductive gasket is selected based on the compression-rebound characteristic index in the dynamic compensation parameter, and its long axis direction is perpendicular to the maximum displacement direction of the phase angle. S4. Applying an axial preload force generated by a preload force adjustment coefficient in the dynamic compensation parameter to the radiator fastening bolts, wherein the axial preload force is periodically adjusted with the phase angle; S5. At the peak phase angle position and the trough phase angle position of the main vibration frequency band, synchronously measure the transient thermal resistance value of the connection interface between the heat sink and the busbar, and calculate the thermal resistance change rate from the adjacent peak phase angle position to the trough phase angle position; S6. When the thermal resistance change rate exceeds the dynamic response tolerance threshold, the preload adjustment coefficient and the compression rebound characteristic index are updated.

2. The heat dissipation method for an air switch cabinet according to claim 1, characterized in that: Real-time monitoring of ship vibration at the switchgear installation location, extraction of the main vibration frequency band and phase angle, including: The ship vibration signal at the switchgear installation location is collected through a three-axis acceleration sensor; Perform bandpass filtering on the ship vibration signal to retain the vibration components within the preset frequency band; Perform fast Fourier transform on the filtered ship vibration signal and extract the frequency component whose energy percentage exceeds the set threshold as the main vibration frequency band; The instantaneous phase angle of the main frequency band of vibration is calculated by Hilbert transform.

3. The heat dissipation method for an air switch cabinet according to claim 2, characterized in that: Based on the frequency domain overlap factor of the main vibration frequency band and the natural frequency of the radiator, and in conjunction with the heat conduction phase lag angle amplitude, the dynamic compensation parameters of the connection interface between the radiator and the busbar are determined, including: Obtain the natural frequency of the radiator based on the swept frequency test; The ratio of the intersection bandwidth of the main vibration frequency band and the natural frequency of the radiator to the total bandwidth of the main vibration frequency band is calculated as the frequency domain overlap factor; The vibration displacement signal and the heat flow signal of the radiator interface are synchronously collected by a lock-in amplifier, and the phase difference between the two is calculated as the heat conduction phase lag angle amplitude. The frequency domain overlapping factor and the heat conduction phase lag angle amplitude are input into a preset compensation parameter mapping table, and the compression-rebound characteristic index and the preload adjustment coefficient in the dynamic compensation parameters are output.

4. The heat dissipation method for an air switch cabinet according to claim 3, characterized in that: The compensation parameter mapping table is constructed through orthogonal experiments: The frequency domain overlap factor and the heat conduction phase lag angle amplitude are divided into gradient levels; The fluctuation value of thermal resistance of the heat sink interface was measured under each level combination; The compression-rebound characteristic index and preload adjustment coefficient corresponding to the minimum thermal resistance fluctuation value are selected as mapping output.

5. The heat dissipation method for an air switch cabinet according to claim 3, characterized in that: An elastic thermal pad is set between the radiator and the busbar. The elastic thermal pad is selected based on the compression-rebound characteristic index in the dynamic compensation parameters, and the long axis direction is perpendicular to the maximum displacement direction of the phase angle, including: According to the compression-rebound characteristic index in the dynamic compensation parameter, an elastic thermally conductive gasket that meets the dynamic compression rate and rebound delay requirements is matched from a prefabricated elastic thermally conductive gasket library; The maximum displacement direction of the phase angle is obtained by a vibration displacement sensor; Use a laser locator to calibrate the long axis direction of the elastic thermal pad to ensure that the long axis direction forms a 90-degree perpendicular relationship with the maximum displacement direction; After applying thermal grease on the contact interface between the radiator and the busbar, install the elastic thermal gasket and tighten the bolts to the initial pre-tightening state.

6. The heat dissipation method for an air switch cabinet according to claim 5, characterized in that: An axial preload force generated by the preload force adjustment coefficient in the dynamic compensation parameter is applied to the radiator fastening bolts. The axial preload force is periodically adjusted with the phase angle, including: Extracting preload adjustment coefficient from dynamic compensation parameters; Determine the preload force variation period based on the fundamental frequency of the main vibration frequency band; Get the instantaneous angle value of the phase angle in real time; Based on the instantaneous angle value of the phase angle and the preload adjustment coefficient, the axial preload target value corresponding to the vibration period is generated; The bolt loading device is driven by a hydraulic actuator to apply a mechanical load corresponding to the target value of the axial preload force to the radiator fastening bolts.

7. The heat dissipation method for an air switch cabinet according to claim 6, characterized in that: At the peak phase angle position and trough phase angle position of the main vibration frequency band, the transient thermal resistance value of the connection interface between the heat sink and the busbar is synchronously measured, and the thermal resistance change rate from the adjacent peak phase angle position to the trough phase angle position is calculated, including: Determine the peak phase angle position and the trough phase angle position; When the ship vibration reaches the peak phase angle position, the first transient thermal resistance value of the connection interface between the radiator and the busbar is synchronously collected through the thermocouple array; When the ship vibration reaches the trough phase angle position, the second transient thermal resistance value of the connection interface between the radiator and the busbar is synchronously collected through the thermocouple array; The thermal resistance change rate is obtained by dividing the difference between the first transient thermal resistance value and the second transient thermal resistance value by the first transient thermal resistance value.

8. The heat dissipation method for an air switch cabinet according to claim 7, characterized in that: The peak phase angle position is determined according to the maximum displacement direction of the phase angle, and the trough phase angle position is determined according to the minimum displacement direction of the phase angle.

9. The heat dissipation method for an air switch cabinet according to claim 7, characterized in that: When the thermal resistance change rate exceeds the dynamic response tolerance threshold, the preload adjustment coefficient and compression rebound characteristic indicators are updated, including: comparing the thermal resistance change rate with a preset dynamic response tolerance threshold; When the thermal resistance change rate exceeds the dynamic response tolerance threshold, the preload adjustment coefficient is adjusted based on the excess amplitude of the thermal resistance change rate; The minimum compression rate required for the connection interface between the radiator and the busbar is reversely deduced based on the adjusted preload adjustment coefficient; Re-matching an elastic thermally conductive gasket that meets the compression-rebound characteristic index from the elastic thermally conductive gasket library based on the minimum compression ratio; The original dynamic compensation parameters are covered by the updated preload adjustment coefficient and compression-rebound characteristic indicators.

10. A heat dissipation system for an air switch cabinet, used to implement the heat dissipation method for an air switch cabinet according to any one of claims 1 to 9, characterized in that: Includes the following modules: Vibration monitoring module, used to monitor the ship vibration at the switchgear installation location in real time and extract the main vibration frequency band and phase angle; The parameter decision module is used to determine the dynamic compensation parameters of the connection interface between the radiator and the busbar based on the frequency domain overlap factor of the main vibration frequency band and the natural frequency of the radiator, and the amplitude of the heat conduction phase lag angle; The gasket installation module is used to set an elastic thermal conductive gasket between the radiator and the busbar. The elastic thermal conductive gasket is selected based on the compression-rebound characteristic index in the dynamic compensation parameter, and the long axis direction is perpendicular to the maximum displacement direction of the phase angle; A preload control module is used to apply an axial preload force generated by a preload force adjustment coefficient in a dynamic compensation parameter to the radiator fastening bolts, wherein the axial preload force is periodically adjusted with the phase angle; Thermal resistance monitoring module, used to synchronously measure the transient thermal resistance value of the heat sink and busbar connection interface at the peak phase angle position and the trough phase angle position of the main vibration frequency band, and calculate the thermal resistance change rate from the adjacent peak phase angle position to the trough phase angle position; The parameter update module is used to update the preload adjustment coefficient and the compression rebound characteristic index when the thermal resistance change rate exceeds the dynamic response tolerance threshold.

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