An inner circulation type water-cooling radiator for direct current power distribution cabinet

Abstract

The utility model provides a kind of inner circulating water-cooled radiator of direct current distribution cabinet, it is related to heat dissipation technical field, and it includes: the cold source side of heat exchanger is connected seawater, the heat source side of heat exchanger is connected inner circulation pipeline, and multiple heat sources in the direct current distribution cabinet are flowed through by inner circulation pipeline;Three-way valve is set on the liquid outlet pipe in inner circulation pipeline, and three-way valve is communicated with liquid inlet pipe;Anti-freezing temperature control circuit is electrically connected with three-way valve set on inner circulation pipeline.There is beneficial effect in low temperature environment, anti-freezing temperature control circuit switches three-way valve to bypass mode, so that cooling liquid is separated from seawater cold source, cooling liquid is heated using cabinet heat source itself heat, avoid pipeline and cabinet surface dew, prevent condensed water from causing electrical short circuit, corrosion and other problems, also avoid the risk of pipeline burst, leakage caused by cooling liquid freezing expansion.Based on temperature real-time monitoring, it is intelligently switched between anti-freezing and heat dissipation mode, realize environment adaptability, safe and reliable heat dissipation solution.

Description

Technical Field

[0001] This utility model relates to the field of heat dissipation technology, specifically to an internal circulation water-cooled radiator for a DC power distribution cabinet. Background Technology

[0002] Ships typically use containerized battery packs for core propulsion, with power distributed and managed via a DC power distribution system. Due to the generally compact space in ship cabins, DC power distribution cabinets are usually highly integrated with a dense internal module layout.

[0003] Currently, heat dissipation of modules (such as power conversion modules, control units, and high-current switching devices) within DC switch cabinets mainly relies on forced ventilation via fans or natural cooling. However, under high power density operating conditions, especially in continuous high-current discharge or high-temperature environments, the heat generated by the modules within the cabinet accumulates significantly (resulting in substantial temperature rise), and the aforementioned traditional heat dissipation methods are often ineffective. Insufficient heat dissipation efficiency directly leads to excessively high module operating temperatures, which not only accelerates the aging of electronic components and shortens their lifespan but also severely affects their electrical performance and operational reliability, and may even trigger over-temperature protection shutdowns, threatening the stability and safety of ship operation. Therefore, improving the heat dissipation efficiency of DC switch cabinets to ensure their stable operation under various conditions has become one of the key requirements for the development of new energy ship technology.

[0004] To overcome the limitations of air cooling, liquid cooling technology, due to its high heat capacity and high thermal conductivity, is gradually being applied in the field of heat dissipation for ship electrical systems. Existing technologies include heat dissipation schemes that utilize seawater as a cold source: by installing heat exchangers (such as plate heat exchangers) in the ship's DC power distribution system, the flowing seawater carries away heat. Specifically, seawater flows through the "cold source side" of the heat exchanger, while a closed internal circulation pipe (flowing through the heat sources requiring heat dissipation within the distribution cabinet) flows through the "heat source side" of the heat exchanger. Heat exchange occurs between the two within the heat exchanger, thereby cooling the heat-generating components within the cabinet.

[0005] While this liquid cooling solution utilizing seawater as a cold source can provide superior heat dissipation compared to air cooling in normal or high-temperature environments, it reveals serious technical shortcomings under specific environmental conditions, especially when operating in cold seasons or high-latitude / cold waters:

[0006] In winter or in cold sea areas, seawater temperatures can drop to very low levels (e.g., near freezing). When the cold seawater efficiently cools the cooling medium in the internal circulation pipes through a heat exchanger, the temperature of the internal circulation pipes and the internal structure of the electrical control cabinets they come into contact with will significantly decrease. If the humidity and temperature of the air inside the cabin are high at this time (e.g., due to equipment self-heating or cabin heating), the surface temperature of the cold pipes and cabinets can easily drop below the dew point temperature of the air inside the cabin. This will cause water vapor in the air to condense into liquid water (condensate) on the pipe surfaces, electrical component connections, and even the inner walls of the cabinets. The generation of condensate poses a fatal threat to the DC power distribution system, easily causing electrical short circuits, creepage, component corrosion, and decreased insulation performance, seriously endangering equipment safety and the reliable operation of the ship's electrical system.

[0007] Even more serious is the fact that when seawater temperatures are too low, efficient heat exchange can cause the temperature of the cooling medium (usually a water-based solution) near the heat exchanger or the end of the flow path in the internal circulation piping to drop below freezing. Once the cooling medium freezes, its volume expands, generating enormous internal pressure. This pressure can easily cause the internal circulation piping (including pipes, joints, valves, etc.) to burst, deform, or fail, resulting in cooling medium leakage. This not only paralyzes the entire heat dissipation system, but the leaked medium can also further contaminate and damage the delicate electrical equipment inside the cabinet, causing more widespread failures, and is difficult and costly to repair.

[0008] In summary, existing heat dissipation solutions for shipboard DC power distribution cabinets, particularly liquid cooling solutions utilizing seawater as a cold source, while improving heat dissipation capacity, suffer from significant environmental adaptability deficiencies. The risk of electrical short circuits due to condensation in low-temperature conditions and the risk of pipe rupture due to cold source freezing severely restrict the application of this technology on new energy vessels navigating in cold waters or winter. There is an urgent need for an intelligent heat dissipation solution that can ensure efficient heat dissipation while effectively adapting to low-temperature environments and preventing condensation and freezing. Utility Model Content

[0009] To address the above problems, this utility model provides an internal circulation water-cooled radiator for a DC power distribution cabinet, comprising:

[0010] A heat exchanger, wherein the cold source side of the heat exchanger is connected to seawater and the heat source side of the heat exchanger is connected to an internal circulation pipeline, and the internal circulation pipeline flows through multiple heat sources in the DC distribution cabinet;

[0011] A three-way valve is installed on the outlet pipe in the internal circulation pipeline, and the three-way valve is connected to the inlet pipe;

[0012] The antifreeze temperature control circuit is electrically connected to the three-way valve installed on the internal circulation pipeline.

[0013] Preferably, the antifreeze temperature control circuit includes:

[0014] A temperature control instrument chip, wherein the temperature control acquisition pin of the temperature control instrument chip is connected to a temperature acquisition device, and the temperature acquisition device is installed on the internal circulation pipeline;

[0015] The magnetic controller is connected to the magnetic control pin of the temperature control instrument chip.

[0016] A magnetically controlled double-throw switch, wherein the first switching terminal of the magnetically controlled double-throw switch is connected to an open valve indicator light, and the second switching terminal of the magnetically controlled double-throw switch is connected to a closed valve indicator light;

[0017] An electromagnetic valve is installed in the three-way valve and is controlled by the electromagnetic induction of the magnetron to control the opening and closing of the three-way valve.

[0018] The power supply includes the fixed terminal of the magnetic double-throw switch, the positive pin of the temperature control instrument chip, and one end of the solenoid valve connected to the positive terminal of the power supply. The valve-off indicator light, the valve-on indicator light, the negative pin of the temperature control instrument chip, and the other end of the solenoid valve are connected to the negative terminal of the power supply.

[0019] Preferably, the positive and negative terminals of the power supply are equipped with overcurrent circuit breakers.

[0020] Preferably, an overcurrent protector is connected between the positive terminal of the power supply and the fixed terminal of the magnetic double-throw switch, the positive pin of the temperature control instrument chip, and one end of the solenoid valve.

[0021] Preferably, the internal circulation pipeline is equipped with at least two water pumps, and the water pumps are connected in parallel through a T-connector.

[0022] Preferably, it also includes a water-cooled cabinet, which is disposed on the side wall of the DC distribution cabinet;

[0023] The heat exchanger, three-way valve, antifreeze temperature control circuit and water pump are integrated in the water-cooled cabinet;

[0024] The water-cooled cabinet has a removable side panel on its wall corresponding to the position of the heat exchanger.

[0025] Preferably, the internal circulation pipe is also connected to a coolant storage container in sequence via a liquid filling valve and a liquid filling pump.

[0026] The beneficial effects of the above are as follows: In low-temperature environments, the antifreeze temperature control circuit switches the three-way valve to bypass mode, allowing the coolant to be separated from the seawater cold source. The coolant is then heated using the heat source within the cabinet, preventing condensation on the pipes and cabinet surface. This prevents electrical short circuits and corrosion caused by condensation, and also avoids the risk of pipe bursts and leaks due to coolant freezing and expansion. Based on real-time temperature monitoring, the system intelligently switches between antifreeze and heat dissipation modes, achieving a highly adaptable and reliable heat dissipation solution. Attached Figure Description

[0027] Figure 1 A schematic diagram of the structure of an internal circulation water-cooled radiator for a DC power distribution cabinet is shown in a preferred embodiment of the present invention.

[0028] Figure 2 A schematic diagram of the structure of an internal circulation water-cooled radiator for a DC power distribution cabinet is shown in a preferred embodiment of the present invention.

[0029] Figure 3 A side view of the internal circulation water-cooled radiator of a DC power distribution cabinet is shown in a preferred embodiment of the present invention.

[0030] Figure 4 A schematic diagram of the piping structure of an internal circulation water-cooled radiator for a DC power distribution cabinet is shown in a preferred embodiment of this utility model.

[0031] Figure 5 The circuit diagram of the antifreeze temperature control circuit is shown in a preferred embodiment of this utility model. Detailed Implementation

[0032] The present invention will now be described in detail with reference to the accompanying drawings and specific embodiments. The present invention is not limited to this embodiment; other embodiments that conform to the spirit of the present invention may also fall within its scope.

[0033] In a preferred embodiment of this utility model, based on the above-mentioned problems existing in the prior art, an internal circulation water-cooled radiator for a DC power distribution cabinet is provided, such as... Figure 1-4 As shown, it includes:

[0034] Heat exchanger 101, the cold source side of heat exchanger 101 is connected to seawater, the heat source side of heat exchanger 101 is connected to internal circulation pipe 200, the internal circulation pipe 200 flows through multiple heat sources in DC distribution cabinet 300.

[0035] A three-way valve 400 is installed on the outlet pipe 201 in the internal circulation pipeline 200, and the three-way valve 400 is connected to the inlet pipe 203;

[0036] The antifreeze temperature control circuit 500 is electrically connected to the three-way valve 400 installed on the internal circulation pipeline 200.

[0037] Specifically, in this embodiment, as follows: Figure 1 As shown, an internal circulation water-cooled radiator for a DC power distribution cabinet is provided, comprising:

[0038] Heat exchanger 101: A plate heat exchanger is adopted. Its cold source side inlet and outlet 101a, 101b are connected to the ship's seawater system through pipelines, and its heat source side inlet and outlet 101c, 101d are connected to the internal circulation pipeline 200.

[0039] Internal circulation pipe 200: It is a closed loop composed of corrosion-resistant metal pipes, which flows through the power modules, IGBT heat sinks and DC bus connectors in the DC distribution cabinet 300 to form a coolant flow channel.

[0040] Three-way valve 400: Installed on the liquid outlet pipe 201 of the internal circulation pipeline, its first port 401 is connected to the liquid outlet pipe 201, its second port 402 is connected to the heat source side inlet 101c of the heat exchanger 101, and its third port 403 is directly connected to the liquid inlet pipe 203 through the bypass pipe 202.

[0041] The antifreeze temperature control circuit 500 includes:

[0042] Temperature sensor group: including temperature acquisition unit 501 installed on internal circulation pipeline 200, and in other embodiments may also include seawater temperature sensor installed at seawater inlet;

[0043] Control unit 503: Receives sensor signals and outputs control commands to the solenoid valve SV1 of the three-way valve 400.

[0044] Work process and problem-solving mechanism

[0045] 1. Low-temperature antifreeze mode eliminates the risk of condensation and freezing.

[0046] When the ship is sailing in cold waters, such as in winter environments with temperatures as low as -10°C, the anti-freeze temperature control circuit 500 operates according to the following logic:

[0047] Step 1: Temperature acquisition device 501 detects the internal circulating fluid temperature and sets a threshold of ≤10℃. Optionally, it also includes a seawater temperature sensor to detect the seawater temperature and sets a threshold of ≤5℃. You can choose to trigger the action when one of these sensors or both are present.

[0048] Step 2: Control unit 503 sends a closing command to three-way valve 400, and solenoid valve SV1 rotates its valve core:

[0049] The coolant in the outlet pipe 201 does not flow into the heat exchanger 101;

[0050] The coolant flows directly back to the inlet pipe 203 via the third port 403, bypass pipe 202.

[0051] Thermodynamic effects:

[0052] The coolant is removed from the seawater cold source, and heat exchange ceases;

[0053] The heat source inside the distribution cabinet continuously generates heat, which heats the coolant flowing over its surface;

[0054] The internal circulating fluid temperature gradually rises, and the measured temperature can reach ≥15℃.

[0055] Technical effects:

[0056] To prevent condensation: the coolant temperature must always be 8°C higher than the typical dew point temperature of the compartment to prevent condensation on the pipe surfaces and inside the cabinet.

[0057] Prevents freezing: The coolant temperature remains above 0°C even when the temperature is far from the freezing point of -10°C, eliminating the risk of pipe rupture due to volume expansion.

[0058] 2. Maintain efficient cooling in normal heat dissipation mode.

[0059] When the internal circulating fluid temperature rises to ≥15℃ due to continuous heating by the heat source, the upper limit is set:

[0060] Control unit 503 drives three-way valve 400 to switch to the heat dissipation position. Figure 3 Status shown:

[0061] The coolant from the outlet pipe 201 enters the heat exchanger 101 through the second port 402;

[0062] After exchanging heat with low-temperature seawater in the heat exchanger 101, the liquid flows back from the heat source side outlet 101d to the inlet pipe 203.

[0063] Technical effects:

[0064] The high-temperature coolant is cooled to a safe temperature of 25°C by seawater, ensuring the stable operation of the distribution cabinet module.

[0065] Dynamic loop control: The system automatically switches between antifreeze mode and heat dissipation mode by monitoring the temperature in real time, forming a closed loop control.

[0066] In a preferred embodiment of this utility model, such as Figure 5 As shown, the antifreeze temperature control circuit 500 includes:

[0067] Temperature control instrument chip U1, the temperature control acquisition pin of the temperature control instrument chip U1 is connected to temperature acquisition device 501, the temperature acquisition device 501 is set on the internal circulation pipeline 200;

[0068] Magnetizer L1 is connected to the magnetic control pin of the temperature control instrument chip U1;

[0069] A magnetic double-throw switch K1, wherein the first switching terminal of the magnetic double-throw switch K1 is connected to the valve opening indicator LED1, and the second switching terminal of the magnetic double-throw switch K1 is connected to the valve closing indicator LED2;

[0070] Solenoid valve SV1 is installed in the three-way valve 400 and is controlled by the electromagnetic induction switch of the magnetron L1 to control the opening and closing of the three-way valve 400.

[0071] The power supply VCC, the fixed terminal of the magnetic double-throw switch K1, the positive pin of the temperature control instrument chip U1 and one end of the solenoid valve SV1 are connected to the positive terminal of the power supply VCC, and the valve-closed indicator LED2, the valve-open indicator LED1, the negative pin of the temperature control instrument chip U1 and the other end of the solenoid valve SV1 are connected to the negative terminal of the power supply VCC.

[0072] Specifically, in this embodiment, the control unit 503 in the antifreeze temperature control circuit 500 includes:

[0073] The temperature control chip U1 is the core control unit in the antifreeze temperature control circuit 500, such as the XH-W3001 type temperature controller. Its temperature control acquisition pins T+ and T- are connected to the temperature acquisition unit 501 (PT100 platinum resistance), which is in close contact with the internal circulation pipe 200 to detect the coolant temperature.

[0074] The magnetic controller L1 is generally a coil electromagnet, which is connected to the magnetic control pin OUT of the temperature control instrument chip U1.

[0075] Magnetic double-throw switch K1: Fixed terminal COM connects to the positive power supply +24V; first switching terminal NO → valve open indicator LED1, for example, green; second switching terminal NC → valve close indicator LED2, for example, red.

[0076] The solenoid valve SV1 is integrated into the valve core of the three-way valve 400 and is driven by the magnetic field of the magnetron L1 to switch the flow path.

[0077] The power supply VCC uses a DC24V marine power supply to power the entire circuit.

[0078] Wiring logic:

[0079] The negative terminals of valve open indicator LED1, valve close indicator LED2, temperature control instrument chip U1, and solenoid valve SV1 are all the negative terminals of the power supply.

[0080] The COM terminal, positive terminal of U1, and positive terminal of SV1 of the magnetic double-throw switch K1 are connected to the power supply VCC+;

[0081] The specific steps for implementing the low-temperature antifreeze mode include:

[0082] Assume the scenario is that the ship is sailing in an environment of -10℃, the seawater temperature is ≤5℃, and the coolant temperature is ≤10℃;

[0083] Step 1: Temperature Detection and Signal Output

[0084] The temperature acquisition unit 501 PT100 detects that the coolant temperature is ≤10℃, a preset antifreeze threshold, and transmits the resistance signal to the T+ and T- pins of the temperature control instrument chip U1.

[0085] The internal comparator of the temperature control instrument chip U1 can also be a general comparator to determine that the temperature is below the threshold, and output a low level of 0V from the magnetic control pin OUT.

[0086] Step 2: The magnetic controller triggers the double-throw switch to switch.

[0087] A low-level signal on the magnetic control pin OUT de-energizes and demagnetizes the magnetic controller L1.

[0088] The magnetically controlled double-throw switch K1 automatically resets to the normally closed NC terminal under the action of the spring:

[0089] When the COM terminal and NC terminal are connected, the valve closing indicator LED2 will light up red to indicate that the antifreeze mode is activated.

[0090] When the COM terminal is disconnected from the NO terminal, the valve opening indicator LED1 turns off (green).

[0091] Step 3: Switch the three-way valve to the bypass position using the solenoid valve.

[0092] The demagnetization of the magnetic controller L1 causes the solenoid valve SV1 to lose its magnetic attraction, and its valve core returns to the closed position under the action of the mechanical spring:

[0093] The first port 401 and the third port 403 of the three-way valve 400 are connected → the coolant flows back directly through the bypass pipe 202;

[0094] When the second port 402 of the three-way valve 400 is closed, the coolant stops flowing into the heat exchanger 101; the coolant is disconnected from the seawater cold source, and heat exchange stops.

[0095] The heat source inside the distribution cabinet continuously generates heat, which heats the coolant flowing over its surface;

[0096] The internal circulating fluid temperature gradually rises, and the measured temperature can reach ≥15℃.

[0097] Technical effects:

[0098] To prevent condensation: the coolant temperature must always be 8°C higher than the typical dew point temperature of the compartment to prevent condensation on the pipe surfaces and inside the cabinet.

[0099] Prevents freezing: The coolant temperature remains above 0°C even when the temperature is far from the freezing point of -10°C, eliminating the risk of pipe rupture due to volume expansion.

[0100] The logic for switching back to normal cooling mode is as follows:

[0101] When the coolant temperature rises to ≥15℃ (preset upper limit):

[0102] When the T+ and T- pins of the temperature controller chip U1 receive a high-temperature signal, the magnetic control pin OUT outputs a high-level 24V.

[0103] Magnetizer L1 is energized and becomes magnetized, attracting the magnetic double-throw switch K1 to the NO position.

[0104] When the valve is open, LED1 lights up green; when the valve is closed, LED2 turns off red.

[0105] Solenoid valve SV1 is opened by magnetic attraction → Three-way valve 400 switches to heat dissipation position: the first port 401 and the second port 402 of the three-way valve 400 are connected, and the coolant flows into the heat exchanger 101 for seawater cooling.

[0106] The advantages of the antifreeze temperature control circuit 500 include:

[0107] 1. Strong anti-interference capability:

[0108] The magnetic double-throw switch K1 and the solenoid valve SV1 are controlled by contactless magnetic induction to avoid malfunctions caused by ship vibration.

[0109] 2. Fail-safe design:

[0110] When the circuit is de-energized, the magnetic controller L1 is demagnetized → the three-way valve 400 automatically resets to the bypass position → to prevent sudden low-temperature freezing.

[0111] 3. Intuitive operation and maintenance:

[0112] The dual-color indicator lights LED1 and LED2 directly display the valve status (green = heat dissipation, red = antifreeze), facilitating quick diagnosis by the crew.

[0113] In a preferred embodiment of this invention, the positive and negative terminals of the power supply VCC are equipped with overcurrent circuit breakers QU.

[0114] Specifically, when the temperature sensor short-circuits, the solenoid valve SV1 coil breaks down, or the line is accidentally grounded, the overcurrent circuit breaker QU can instantly cut off the circuit (action time < 20ms) to prevent the power cable from overheating and melting, causing a fire, the temperature control instrument chip U1 from overload and burning out, and the ship's 24V DC power supply system from collapsing.

[0115] In a preferred embodiment of this utility model, overcurrent protectors F1, F2, and F3 are connected between the positive terminal of the power supply VCC and the fixed terminal of the magnetic double-throw switch K1, the positive pin of the temperature control instrument chip U1, and one end of the solenoid valve SV1.

[0116] Specifically, in this embodiment, in the antifreeze temperature control circuit 500, overcurrent protectors F1, F2, and F3 (such as miniature circuit breakers or PPTC self-resetting fuses) are individually set on each branch line of the power supply VCC positive terminal, the fixed terminal of the magnetic double-throw switch K1, the positive pin of the temperature control instrument chip U1, and one end of the solenoid valve SV1. This achieves isolation of the faulty branch only in case of a single-point fault (such as a short circuit in the solenoid valve SV1), ensuring the normal operation of the remaining modules. The trip position directly indicates the fault source (temperature control chip U1 / valve SV1 / switch K1), improving maintenance efficiency. It also achieves fault domain isolation of the ship's heat dissipation control circuit, and its "precise protection + rapid diagnosis" characteristics significantly reduce the risk of system downtime.

[0117] In a preferred embodiment of this utility model, such as Figure 2 , Figure 4 As shown, the internal circulation pipeline 200 is equipped with at least two water pumps 601 and 602, and the water pumps 601 and 602 are connected in parallel through a three-way connecting pipe 700.

[0118] Specifically, this embodiment features a primary and a backup independent water-cooling system. The two water pumps 601 and 602 have an automatic switching function, automatically switching to the other pump when the primary circulating pump fails. Since only one set of motor-driven water pumps operates in actual use, the two sets of pumps 601 and 602 are connected in parallel via a T-connector 700, allowing them to share a single internal circulation pipe 200. This reduces the number of pipes required, significantly decreasing the size of the water-cooling cabinet while meeting normal operating conditions, thus reducing structural costs and increasing equipment maintenance space.

[0119] Each water pump 601 and 602 is equipped with a check valve 800, a pump outlet valve 900, and a pump suction valve 1000 before and after it, respectively.

[0120] In a preferred embodiment of this utility model, such as Figure 1 As shown, it also includes a water-cooled cabinet 1100, which is installed on the side wall of the DC power distribution cabinet 300;

[0121] The heat exchanger 101, the three-way valve 400, the antifreeze temperature control circuit 500, and the water pumps 601 and 602 are integrated in the water-cooled cabinet 1100.

[0122] The water-cooled cabinet 1100 has a removable cabinet side panel on its cabinet wall corresponding to the position of the heat exchanger 101.

[0123] Specifically, in this embodiment, the heat exchanger 101 is detachable, and the water-cooled cabinet 1100 is installed on the side wall of the DC distribution cabinet 300. During maintenance, only the cabinet side panel of the detachable water-cooled cabinet 1100 needs to be removed to take out the heat exchanger 101, which effectively reduces the volume of the cabinet structure while increasing the maintainability of the water-cooled cabinet 1100.

[0124] In a preferred embodiment of the present invention, the internal circulation pipeline 200 is also connected to a coolant storage container in sequence via a liquid filling valve 1300 and a liquid filling pump 1400.

[0125] Specifically, the radiator in this embodiment has an automatic coolant replenishment function. When the coolant pressure in the internal circulation pipe 200 is insufficient, the coolant filling valve 1300 and the coolant filling pump 1400 can be opened to achieve automatic coolant replenishment and provide real-time pressure alarm.

[0126] like Figure 4 As shown, the internal circulation pipeline 200 is also equipped with a pressure gauge valve 1600 and a pressure gauge 1700, a drain valve 1800, a pressure relief valve 1900, a nitrogen valve 2000, an expansion tank 2100, and a pressure sensor 2200.

[0127] A water tray 2300 is also provided at the bottom of the water-cooled cabinet 1100 to catch any leaks.

[0128] A filter 2400 is also provided at the cold source side inlet 101a of the heat exchanger 101.

[0129] The above are merely preferred embodiments of the present utility model and are not intended to limit the implementation methods and protection scope of the present utility model. Those skilled in the art should realize that any equivalent substitutions and obvious changes made using the content of this specification and illustrations should be included within the protection scope of the present utility model.

Claims

1. A water-cooled radiator of an internal circulation type for a direct current switchboard, characterized by, include: A heat exchanger, wherein the cold source side of the heat exchanger is connected to seawater and the heat source side of the heat exchanger is connected to an internal circulation pipeline, and the internal circulation pipeline flows through multiple heat sources in the DC distribution cabinet; A three-way valve is installed on the outlet pipe of the internal circulation pipeline, and the three-way valve is connected to the inlet pipe of the internal circulation pipeline. The antifreeze temperature control circuit is electrically connected to the three-way valve installed on the internal circulation pipeline.

2. The internal-circulation water cooling radiator according to claim 1, wherein The antifreeze temperature control circuit includes: A temperature control instrument chip, wherein the temperature control acquisition pin of the temperature control instrument chip is connected to a temperature acquisition device, and the temperature acquisition device is installed on the internal circulation pipeline; The magnetic controller is connected to the magnetic control pin of the temperature control instrument chip. A magnetically controlled double-throw switch, wherein the first switching terminal of the magnetically controlled double-throw switch is connected to an open valve indicator light, and the second switching terminal of the magnetically controlled double-throw switch is connected to a closed valve indicator light; An electromagnetic valve is installed in the three-way valve and is controlled by the electromagnetic induction of the magnetron to control the opening and closing of the three-way valve. The power supply includes the fixed terminal of the magnetic double-throw switch, the positive pin of the temperature control instrument chip, and one end of the solenoid valve connected to the positive terminal of the power supply. The valve-off indicator light, the valve-on indicator light, the negative pin of the temperature control instrument chip, and the other end of the solenoid valve are connected to the negative terminal of the power supply.

3. The internal-circulation water cooling radiator according to claim 2, characterized by The positive and negative terminals of the power supply are equipped with overcurrent circuit breakers.

4. The internal-circulation water cooling radiator according to claim 2, wherein An overcurrent protector is connected between the positive terminal of the power supply and the fixed terminal of the magnetic double-throw switch, the positive pin of the temperature control instrument chip, and one end of the solenoid valve.

5. The internal-circulation water cooling radiator according to claim 1, wherein The internal circulation pipeline is equipped with at least two water pumps, and the water pumps are connected in parallel through a T-connector.

6. The internal-circulation water cooling radiator according to claim 5, wherein It also includes a water-cooled cabinet, which is installed on the side wall of the DC distribution cabinet; The heat exchanger, three-way valve, antifreeze temperature control circuit and water pump are integrated in the water-cooled cabinet; The water-cooled cabinet has a removable side panel on its wall corresponding to the position of the heat exchanger.

7. The internal-circulation water cooling radiator according to claim 1, wherein The internal circulation pipe is also connected to the coolant storage container in sequence via a liquid filling valve and a liquid filling pump.

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