Polar ship thermoelectric battery system

Abstract

This invention provides a polar marine thermoelectric battery system, including a metal enclosure with an arc-shaped sealed structure. The inner arc side of the metal enclosure is adapted to the outer diameter of an exhaust pipe and is attached to the exhaust pipe. A thermoelectric energy recovery unit is arranged inside the metal enclosure, converting temperature difference into electrical energy through the Seebeck effect. A power management unit is located in the electrical control area inside the metal enclosure outside the thermoelectric energy recovery unit, electrically connected to the thermoelectric energy recovery unit, and used for voltage stabilization and energy storage of the output power of the thermoelectric energy recovery unit. A bracket is fixedly installed on both sides of the metal enclosure for connecting external structures and securing the metal enclosure. A waterproof aviation connector is located on one side of the metal enclosure, with its inner end connected to the power management unit for connecting external electrical equipment. This invention can significantly reduce fuel consumption and carbon emissions, and also improve the ship's energy self-sufficiency, utilization efficiency, and system reliability.

Description

Technical Field

[0001] This invention relates to the field of energy recovery and utilization technology for polar ice ships, and in particular to a polar ship thermoelectric battery system. Background Technology

[0002] When polar ice ships are carrying out scientific research and transportation missions, their power systems (such as diesel engines) generate a large amount of waste heat. At the same time, the ships are sailing in extremely cold environments of -40°C or even lower, creating a huge temperature difference between the inside and outside of the ship. This "high temperature difference zone" is not only a huge challenge for energy consumption (such as requiring a large amount of energy for heating and antifreeze), but also provides a unique "cold source" advantage for heat energy recovery.

[0003] Traditional polar ice ships typically focus only on insulation and freeze protection, rarely systematically recovering and utilizing thermal energy. Some advanced vessels may use waste heat boilers to recover some exhaust heat for heating or power generation, but the overall thermal energy recovery rate is low. Efficiently recovering and utilizing this waste heat can not only significantly reduce fuel consumption and carbon emissions, but also improve the ship's energy self-sufficiency and range, which has significant economic and strategic implications.

[0004] Therefore, how to systematically recover and utilize the waste heat energy of polar ice ships has become an urgent technical problem to be solved. Summary of the Invention

[0005] In view of the above-mentioned problems existing in the prior art, the present invention provides a polar ship thermoelectric battery system to solve the technical problem that traditional polar ice ships lack systematic means of waste heat recovery.

[0006] This invention provides a polar ship thermoelectric battery system, comprising:

[0007] A metal encapsulation shell, wherein the metal encapsulation shell is an arc-shaped sealing shell structure, the inner arc side of which is adapted to the outer diameter of the exhaust pipe, and the inner arc side is attached to the exhaust pipe.

[0008] The thermoelectric energy recovery unit, housed in a metal enclosure and made of semiconductor materials, converts temperature difference into electrical energy through the Seebeck effect.

[0009] The power management unit is located in the electrical control area inside the outer metal enclosure of the thermoelectric energy recovery unit. It is electrically connected to the thermoelectric energy recovery unit and is used for voltage stabilization and energy storage of the output power of the thermoelectric energy recovery unit.

[0010] The bracket is fixedly installed on both sides of the metal enclosure and is used to connect the external structure and fix the metal enclosure.

[0011] The waterproof aviation connector is located on one side of the metal enclosure, with its inner end connected to the power management unit for connecting external electrical equipment.

[0012] In one embodiment, it also includes,

[0013] A temperature monitoring unit, located in the electrical control area, is used to monitor the temperature at the thermoelectric energy recovery unit;

[0014] The control and processing unit, located in the electrical control area, is used to collect monitoring data from the temperature monitoring unit and adjust the energy distribution of the power management unit.

[0015] The communication unit, located in the electrical control area, enables data interaction between the control and processing unit and the external monitoring terminal via wireless transmission.

[0016] The power management unit is electrically connected to the control and processing unit and the communication unit, and supplies power to both of them.

[0017] In one embodiment, a heat insulation layer is further provided between the electrical control area and the outer arc side of the metal encapsulation shell.

[0018] In one embodiment, a thermally conductive silicone grease filling layer is provided between the inner arc side of the metal encapsulation shell and the exhaust pipe.

[0019] In one embodiment, a phase change heat storage layer is provided between the thermoelectric energy recovery unit and the inner arc side of the metal encapsulation shell.

[0020] In one embodiment, clamping assemblies are provided at both ends of the metal encapsulation shell, and a shock-absorbing layer is attached to the inner side of the clamping assemblies.

[0021] In one embodiment, the metal enclosure is semi-circular and the opening of the metal enclosure is arranged downwards on the upper semi-circular side of the exhaust pipe.

[0022] In one embodiment, the waterproof aviation plug is positioned with its cable exiting downwards.

[0023] In one embodiment, the thermoelectric energy recovery unit includes several thermoelectric modules, wherein the thermoelectric modules use Bi2Te3 as the thermoelectric material and form thermocouples using n-type and p-type doped Bi2Te3.

[0024] In one embodiment, the power management unit includes a DC-DC converter and an energy storage supercapacitor, which stabilizes the output voltage of the thermoelectric energy recovery unit to 3.3V and stores electrical energy in the energy storage supercapacitor.

[0025] Compared with the prior art, the beneficial effects of the polar ship thermoelectric battery system provided by the embodiments of the present invention are as follows: The embodiments of the present invention provide a battery thermoelectric monitoring system that fits the exhaust pipe, is resistant to extreme environments, has low power consumption and is self-powered, solves the adaptation problem of the prior art in the polar exhaust pipe scenario, can significantly reduce fuel consumption, reduce carbon emissions, and also improve the ship's energy self-sufficiency, utilization efficiency and system reliability. Attached Figure Description

[0026] Figure 1 This is a schematic diagram of the structure of a polar ship thermoelectric battery system provided in an embodiment of the present invention;

[0027] Figure 2 This invention provides a schematic diagram of the operation of a polar ship thermoelectric battery system according to an embodiment of the present invention.

[0028] Figure 3 This is a schematic diagram of the control flow of a polar ship thermoelectric battery system provided in an embodiment of the present invention.

[0029] Figure label:

[0030] 1. Exhaust duct; 2. Thermal grease filling layer; 3. Metal encapsulation shell; 4. Phase change heat storage layer; 5. Thermoelectric energy recovery unit; 6. Electrical control area; 7. Insulation layer; 8. Support frame. Detailed Implementation

[0031] To enable those skilled in the art to better understand the technical solution of the present invention, the present invention will be described in detail below with reference to the accompanying drawings and specific embodiments.

[0032] Various embodiments and features of this application are described herein with reference to the accompanying drawings.

[0033] These and other features of this application will become apparent from the following description of preferred forms of embodiments given as non-limiting examples, with reference to the accompanying drawings.

[0034] It should also be understood that although this application has been described with reference to some specific examples, those skilled in the art can certainly implement many other equivalent forms of this application, which have the features described in the claims and are therefore all within the scope of protection defined herein.

[0035] The above and other aspects, features and advantages of this application will become more apparent when taken in conjunction with the accompanying drawings and in view of the following detailed description.

[0036] Specific embodiments of this application are described below with reference to the accompanying drawings; however, it should be understood that the claimed embodiments are merely examples of this application, which can be implemented in various ways. Well-known and / or repeated functions and structures are not described in detail to ascertain the true intent based on the user's historical operations, and to avoid unnecessary or redundant details that would obscure this application. Therefore, the specific structural and functional details claimed herein are not intended to be limiting, but merely serve as the basis and representative basis for the claims to teach those skilled in the art to use this application in various ways with substantially any suitable detailed structure.

[0037] This specification may use the phrases “in one embodiment,” “in another embodiment,” “in yet another embodiment,” or “in other embodiments,” all of which may refer to one or more of the same or different embodiments according to this application.

[0038] The principles and features of the present invention are described below with reference to the accompanying drawings. The embodiments described are for illustrative purposes only and are not intended to limit the scope of the invention. The following description, in conjunction with... Figure 1 The preferred embodiments of the present invention will be described in further detail below:

[0039] like Figure 1 As shown, an embodiment of the present invention provides a polar ship thermoelectric battery system, comprising:

[0040] The metal encapsulation shell 3 is an arc-shaped sealing shell structure, the inner arc side of which is adapted to the outer diameter of the exhaust pipe 1, and the inner arc side of which is attached to the exhaust pipe 1.

[0041] The thermoelectric energy recovery unit 5 is arranged inside the metal encapsulation shell 3 and is made of semiconductor material. Through its Seebeck effect, it converts temperature difference into electrical energy.

[0042] The power management unit is located in the electrical control area 6 inside the metal enclosure 3 outside the thermoelectric energy recovery unit 5. It is electrically connected to the thermoelectric energy recovery unit 5 and is used for voltage regulation and energy storage of the output power of the thermoelectric energy recovery unit 5.

[0043] The bracket 8 is fixedly installed on both sides of the metal encapsulation shell 3 and is used to connect the external structure and fix the metal encapsulation shell 3.

[0044] A waterproof aviation plug is located on one side of the metal enclosure 3, with its inner end connected to the power management unit for connecting external electrical equipment.

[0045] In one embodiment, it also includes,

[0046] A temperature monitoring unit is located in the electrical control area 6 and is used to monitor the temperature at the thermoelectric energy recovery unit 5.

[0047] The control and processing unit, located in the electrical control area 6, is used to collect monitoring data from the temperature monitoring unit and adjust the energy distribution of the power management unit.

[0048] The communication unit, located in the electrical control area 6, enables data interaction between the control and processing unit and the external monitoring terminal via wireless transmission.

[0049] The power management unit is electrically connected to the control and processing unit and the communication unit, and supplies power to both of them.

[0050] In one embodiment, a heat insulation layer 7 is further provided between the electrical control area 6 and the outer arc side of the metal encapsulation shell 3.

[0051] In one embodiment, a thermally conductive silicone grease filling layer 2 is provided between the inner arc side of the metal encapsulation shell 3 and the exhaust pipe 1.

[0052] In one embodiment, a phase change heat storage layer 4 is provided between the thermoelectric energy recovery unit 5 and the inner arc side of the metal encapsulation shell 3.

[0053] In one embodiment, the metal encapsulation shell 3 is provided with clamping assemblies at both ends, and a shock-absorbing layer is pasted on the inner side of the clamps.

[0054] In one embodiment, the metal encapsulation shell 3 is semi-circular, and the opening of the metal encapsulation shell 3 is arranged downward on the upper semi-circular side of the exhaust pipe 1.

[0055] In one embodiment, the waterproof aviation plug is positioned with its cable exiting downwards.

[0056] In one embodiment, the thermoelectric energy recovery unit 5 includes several thermoelectric modules, wherein the thermoelectric modules use Bi2Te3 as the thermoelectric material and form thermocouples using n-type and p-type doped Bi2Te3.

[0057] In one embodiment, the power management unit includes a DC-DC converter and an energy storage supercapacitor, which stabilizes the output voltage of the thermoelectric energy recovery unit 5 to 3.3V and stores electrical energy in the energy storage supercapacitor.

[0058] Example 1

[0059] Traditional polar ice ships typically focus only on insulation and freeze protection, rarely systematically recovering and utilizing thermal energy. Some advanced vessels may use waste heat boilers to recover some exhaust heat for heating or power generation, but the overall thermal energy recovery rate is low. Traditional thermal power systems often have the following drawbacks:

[0060] Incompatible shape: Most general systems have a rectangular shell, which cannot make close contact with the cylindrical exhaust pipe. The heat transfer gap is ≥5mm, resulting in the loss of temperature difference efficiency of the thermoelectric module (which relies on temperature difference to generate electricity).

[0061] Insufficient environmental tolerance: The outer shell is mostly made of ABS plastic (temperature resistance -20℃~80℃), which cannot withstand the high temperature of exhaust and the low temperature of the polar regions. It also has weak corrosion resistance, and the outer shell cracks and internal components become damp within 3 months.

[0062] Poor installation and vibration compatibility: There is no dedicated pipeline fixing structure, and the installation relies on brackets. It is easy for the sensor to be displaced due to vibration, which may cause the sensor to fall off the monitoring point and the thermoelectric module to fail to transfer heat.

[0063] Conflict between power consumption and power supply: Polar ships face power shortages, but existing systems do not make full use of exhaust waste heat, resulting in standby power consumption >10μW. Additional power supply is required under extreme low temperatures, increasing the ship's energy burden.

[0064] like Figure 1-3 As shown, an embodiment of the present invention provides a polar ship thermoelectric battery system, comprising,

[0065] The metal encapsulation shell 3 is an arc-shaped sealing shell structure, the inner arc side of which is adapted to the outer diameter of the exhaust pipe 1, and the inner arc side of which is attached to the exhaust pipe 1.

[0066] Thermoelectric energy recovery unit 5, housed within a metal enclosure 3, is made of semiconductor material and converts temperature difference into electrical energy through the Seebeck effect, thus generating thermoelectric power. The generation (TEG) utilizes the Seebeck effect of semiconductor materials to directly convert temperature difference into electrical energy. With no moving parts, it boasts extremely high reliability. Considering the special nature of the marine environment and the system's low power consumption requirements, the operating temperature of marine battery packs is typically between 20-60℃. Bi2Te3 is selected as the thermoelectric material, possessing a high ZT value and a suitable operating temperature range. Bi2Te3 (bismuth telluride) has a ZT≈1 and an applicable temperature range of 20-200℃. Using n-type and p-type doped Bi2Te3, thermocouples are formed. Each thermoelectric module contains 250 pairs of thermocouples. The thermoelectric energy recovery unit employs a double-row staggered layout of 6 thermoelectric modules, each containing 250 pairs of n-type / p-type Bi2Te3 thermocouples. The thermoelectric modules absorb heat from the exhaust pipe 1 through the metal encapsulation shell 3, creating a temperature difference with the polar engine room environment (-30℃). The power generation of a single thermoelectric module is ≥300mW (at a temperature difference of 200℃).

[0067] The power management unit is electrically connected to the thermoelectric energy recovery unit 5 and is used for voltage regulation and energy storage of the output power of the thermoelectric energy recovery unit 5. It includes a DC-DC converter and an energy storage supercapacitor (capacity 100F) to stabilize the output voltage of the thermoelectric module to 3.3V and store energy to ensure the power supply of the system under extreme low temperature conditions.

[0068] The temperature monitoring unit uses a PT100 platinum resistance temperature sensor to monitor the temperature at 5 points in the thermoelectric energy recovery unit with an accuracy of ±0.5℃.

[0069] The control and processing unit is used to collect monitoring data from the temperature monitoring unit and adjust the energy distribution of the power management unit. It uses a low-power MCU to realize data acquisition (10 minutes / time in normal mode, 1 second / time in abnormal mode), processing and command issuance. Standby power consumption <10μW, working power consumption <1mW.

[0070] The communication unit enables data interaction between the control and processing unit and the external monitoring terminal via wireless transmission. It uses a low-power Bluetooth module to achieve wireless data transmission, with a communication distance of ≥50m in open environments.

[0071] The power management unit is electrically connected to the control and processing unit and the communication unit, and supplies power to the control and processing unit and the communication unit;

[0072] Furthermore, the power management unit, temperature monitoring unit, control and processing unit, and communication unit are all located in the electrical control area 6 inside the metal enclosure 3 outside the thermoelectric energy recovery unit 5;

[0073] The bracket 8 is fixedly installed on both sides of the metal encapsulation shell 3 and is used to connect the external structure and fix the metal encapsulation shell 3.

[0074] A waterproof aviation plug is located on one side of the metal enclosure 3, with its inner end connected to the power management unit for connecting external electrical equipment.

[0075] Power supply logic: Thermoelectric module group (collects temperature difference energy) → Power management unit (rectification / voltage regulation + supercapacitor energy storage) → Two-way power supply: powering the ultra-low power MCU (maintaining its standby / operation); powering the low power Bluetooth module (maintaining its wireless communication).

[0076] like Figure 3 As shown, the system's data monitoring and transmission logic is as follows:

[0077] 1. Data Acquisition Terminal: PT100 temperature sensor → outputs "analog signal of battery cell temperature" → transmits to MCU;

[0078] 2. Processing end: MCU → performs AD conversion on analog signals (digital signal), calculates "thermoelectric power" → generates "monitoring data packet";

[0079] 3. Control end: MCU → outputs "control command" → adjusts the energy distribution of the power management unit (e.g., increase power supply during communication);

[0080] 4. Transmission end: MCU → transmits "monitoring data packet" to Bluetooth module → Bluetooth module wirelessly transmits → external monitoring terminal receives.

[0081] like Figure 2 As shown, the system's working process is as follows:

[0082] Energy harvesting: The metal encapsulation shell 3 absorbs heat (220℃~280℃) from the exhaust pipe 1 and transfers it to the thermoelectric module. A temperature difference is formed between the thermoelectric module and the cabin environment of -40℃~-30℃. The thermoelectric module generates electricity, which is regulated by the power management unit and then used to power the MCU and Bluetooth module. Excess energy is stored in the supercapacitor.

[0083] Temperature monitoring: The PT100 sensor collects the pipe temperature in real time, converts the analog signal into a digital signal and uploads it to the MCU. The MCU filters valid data (removing vibration interference values).

[0084] Data processing and transmission: If the temperature is within the preset safety threshold (80℃~250℃), the MCU transmits data via Bluetooth at a frequency of 10 minutes / time; if the temperature exceeds the threshold (e.g., >280℃ or <-40℃), it switches to high-frequency acquisition and transmission at 1 second / time.

[0085] Standby and wake-up: After three consecutive normal data collections, the system enters deep standby (Bluetooth is turned off, PT100 low sampling rate); if the PT100 detects a temperature fluctuation ≥0.5℃ or an external terminal sends a wake-up command, the system wakes up and resumes normal operation.

[0086] The structural design involves a semi-cylindrical arc-shaped metal enclosure with IP67 (waterproof, dustproof, and oil-resistant) to fit the exhaust pipes of polar marine engines (250mm in diameter, customizable to 180mm / 300mm). The overall dimensions are 150mm (axial length) × 120mm (chord length) × 55mm (radial thickness), with an overall weight of ≤320g. It supports multi-unit splicing along the pipe axis, covering the monitoring needs of long pipes.

[0087] A phase change heat storage layer 4 (material: Paraffin RT58 phase change material, phase change temperature 58℃, latent heat 210kJ / kg, thickness 8mm) is added between the thermoelectric module and the inner arc side of the metal encapsulation shell 3. When the exhaust temperature drops, heat is released to maintain the temperature difference of the thermoelectric module (fluctuation ≤5℃), and the average daily effective power generation time is extended from 16 hours to 20 hours.

[0088] Installation structure: The metal enclosure 3 integrates two stainless steel clamps on both sides (20mm wide, 250mm inner diameter, suitable for pipe diameter). A 3mm thick silicone pad is attached to the inside of the clamp to buffer ship vibration (acceleration ≤50m / s²). 2At the same time, it eliminates installation gaps; the clamp has M8 bolt holes for easy bolt fixing; a heat-resistant thermally conductive silicone grease is filled between the inner arc-shaped contact surface of the metal encapsulation shell 3 and the outer wall of the exhaust pipe 1 to form a thermally conductive silicone grease filling layer 2.

[0089] Wiring interface: The bottom of the metal housing 3 has a reserved waterproof aviation plug (12mm in diameter, IP67 protection rating, temperature resistance -60℃~200℃) for multi-unit series power supply / data transmission. The cable outlet direction is downward (to avoid condensation accumulation).

[0090] Among them, the metal encapsulation shell 3 is made of 316L stainless steel / Inconel 625 alloy with a wall thickness of 5mm. It has the functions of resisting seawater / exhaust corrosion and high temperature resistance, with a temperature range of -60℃ to 550℃.

[0091] The single system is generally "arc-shaped and flat", with one side of the exhaust pipe 1 being an arc-shaped heat transfer surface.

[0092] The outer side is filled with thermally conductive silicone grease to ensure a seamless fit with the exhaust pipe 1; the inner side of the arc-shaped surface is a 5mm thick alloy shell, and the inner wall of the shell is electroplated with copper to accelerate the transfer of heat to the interior.

[0093] The inner side of the alloy shell (5mm radially) leads to the core area of ​​energy recovery (thermal energy recovery unit 5): 6 thermoelectric modules are arranged in a "double row staggered" manner. The first row of 3 modules evenly covers a length of 150mm along the axial direction, while the second row of 3 modules is staggered to avoid heat superposition.

[0094] First row (closest to the heat transfer layer, radial 5-15mm): 3 modules, evenly distributed axially without gaps (50mm axial width for a single module), circumferential width 40mm (120mm / 3), and the center of the module is 20mm from the circumferential edge;

[0095] The second row (located inside the first row, radially 20-30mm): 3 modules, axially offset from the first row (the center of the module corresponds to the center of the gap between the two modules in the first row), and the circumferential dimensions are exactly the same as the first row to avoid thermal interference between modules;

[0096] The inner side of the module is wrapped with an 8mm thick phase change heat storage layer 4. When the exhaust temperature fluctuates by ±30℃, the phase change heat storage layer 4 releases heat to maintain the module temperature difference fluctuation ≤5℃.

[0097] The innermost part of the system (38mm radially) is the electrical control area 6, with the MCU and supercapacitor arranged compactly on the left and the communication unit and black temperature sensor adjacent on the right. The outer side of the entire electrical control area 6 (50-60mm radially) is a 12mm thick aerogel felt insulation layer 7 (thermal conductivity ≤0.018W / (m·K)), which controls the temperature of the internal components between -40℃ and 60℃, making it fully adaptable to the extreme polar environment.

[0098] The components are connected by high-temperature resistant wires (temperature resistance -60℃ to 200℃), which are hidden in the circumferential edge gaps and do not occupy the core heat transfer and power generation space.

[0099] Theoretical support:

[0100] Thermoelectric conversion efficiency η can be calculated using the following formula:

[0101]

[0102] Where TH is the hot end temperature, TC is the cold end temperature, and ZT is the dimensionless thermoelectric figure of merit.

[0103] Using Bi2Te3 material (ZT≈1), the theoretical maximum efficiency η≈5.8%.

[0104] The thermal storage capacity Q of a phase change material can be expressed as:

[0105] Q = m*(Cp*ΔT+L)

[0106] Where m is the mass of the phase change material (PCM), Cp is the specific heat capacity, ΔT is the temperature change, and L is the latent heat of phase change.

[0107] Paraffin wax was selected as the PCM (Cp = 2.1 kJ / (kg·K), L = 200 kJ / kg). Assuming a temperature fluctuation ΔT = 5℃, each kilogram of PCM can store approximately 210 kJ of heat.

[0108] Other calculations:

[0109] Number of installation groups that can be installed on a 3m effective pipe length = 3000mm ÷ (150mm + 30mm) = 16.67 → 16 groups

[0110] Single module power ≥450mW under 250℃ temperature difference

[0111] The location is generally near the engine exhaust pipe, coolant pipe, or fuel preheating pipe;

[0112] The peak power generation of the fuel preheating pipeline and the exhaust / cooling water pipeline is staggered (during the day, the engine load is high, and the exhaust / cooling water generates a lot of electricity; at night, the load is low, and fuel preheating still needs to be maintained to supplement power generation);

[0113] The power generation of 20 groups during a single voyage (15 days) is as follows:

[0114] 0.96kWh × 15 = 14.4kWh.

[0115] The embodiments of the present invention have the following beneficial effects:

[0116] 1. Suitable for thermoelectric power generation in polar ship pipeline systems, with a special structure of "arc-shaped fit + layered protection".

[0117] 2. Self-powered: No external power supply or battery replacement required for monitoring equipment.

[0118] 3. Installation flexibility: Clamp-type installation + bracket 8 fixation requires no welding, adaptable to various pipe diameters from 200mm to 300mm, multi-unit splicing can cover long pipes (e.g., 6 units cover a 900mm pipe), and maintenance is convenient.

[0119] 4. Improved heat transfer efficiency, relying on thermoelectric energy harvesting (utilizing the natural temperature difference between the battery and the environment), eliminating the need for an external power source or battery replacement of the monitoring equipment.

[0120] 5. Vibration stability: The silicone pads buffer vibration, and the system displacement after installation is ≤0.1mm (under 10-2000Hz vibration), preventing the sensor from detaching from the monitoring point and the thermoelectric module from failing to transfer heat.

[0121] The above embodiments are merely exemplary embodiments of the present invention and are not intended to limit the present invention. The scope of protection of the present invention is defined by the claims. Those skilled in the art can make various modifications or equivalent substitutions to the present invention within its spirit and scope of protection, and such modifications or equivalent substitutions should also be considered to fall within the scope of protection of the present invention.

Claims

1. A polar ship thermoelectric battery system, characterized in that, include: Metal encapsulation shell (3), the metal encapsulation shell (3) is an arc-shaped sealing shell structure, its inner arc side is adapted to the outer diameter of the exhaust pipe (1), and its inner arc side is attached to the exhaust pipe (1); The thermoelectric energy recovery unit (5) is arranged inside the metal encapsulation shell (3) and is made of semiconductor material. Through its Seebeck effect, it converts temperature difference into electrical energy. The power management unit is located in the electrical control area (6) inside the metal enclosure (3) outside the thermoelectric energy recovery unit (5), and is electrically connected to the thermoelectric energy recovery unit (5) for voltage regulation and energy storage of the output power of the thermoelectric energy recovery unit (5). The bracket (8) is fixedly installed on both sides of the metal encapsulation shell (3) and is used to connect the external structure and fix the metal encapsulation shell (3); A waterproof aviation plug is located on one side of the metal enclosure (3), with its inner end connected to the power management unit for connecting external electrical equipment.

2. The polar ship thermoelectric battery system according to claim 1, characterized in that: It also includes, A temperature monitoring unit is located in the electrical control area (6) and is used to monitor the temperature at the thermoelectric energy recovery unit (5); The control and processing unit, located in the electrical control area (6), is used to collect monitoring data from the temperature monitoring unit and adjust the energy distribution of the power management unit; The communication unit is located in the electrical control area (6) and realizes data interaction between the control and processing unit and the external monitoring terminal through wireless transmission. The power management unit is electrically connected to the control and processing unit and the communication unit, and supplies power to both of them.

3. The polar ship thermoelectric battery system according to claim 1, characterized in that: A heat insulation layer (7) is also provided between the electrical control area (6) and the outer arc side of the metal encapsulation shell (3).

4. A polar ship thermoelectric battery system according to claim 1, characterized in that: A thermally conductive silicone grease filling layer (2) is provided between the inner arc side of the metal encapsulation shell (3) and the exhaust pipe (1).

5. A polar ship thermoelectric battery system according to claim 1, characterized in that: A phase change heat storage layer (4) is provided between the thermoelectric energy recovery unit (5) and the inner arc side of the metal encapsulation shell (3).

6. A polar ship thermoelectric battery system according to claim 1, characterized in that: Both ends of the metal encapsulation shell (3) are provided with clamping assemblies, and a shock-absorbing layer is pasted on the inner side of the clamping assemblies.

7. A polar ship thermoelectric battery system according to claim 1, characterized in that: The metal encapsulation shell (3) is semi-circular, and the opening of the metal encapsulation shell (3) is arranged downward on the upper half-arc side of the exhaust pipe (1).

8. A polar ship thermoelectric battery system according to claim 1, characterized in that: The waterproof aviation plug has its cable exit direction facing downwards.

9. A polar ship thermoelectric battery system according to claim 1, characterized in that: The thermoelectric energy recovery unit (5) includes several thermoelectric modules. The thermoelectric modules use Bi2Te3 as the thermoelectric material and use n-type and p-type doped Bi2Te3 to form thermocouples.

10. A polar ship thermoelectric battery system according to claim 1, characterized in that: The power management unit includes a DC-DC converter and an energy storage supercapacitor, which stabilizes the output voltage of the thermoelectric energy recovery unit (5) to 3.3V and stores the electrical energy in the energy storage supercapacitor.

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