Novel ship power energy efficiency improving system

Abstract

The invention relates to the technical field of ship power, and provides a novel ship power energy efficiency improving system which comprises a ship body, a multi-layer heat exchange structure and a power main engine, the multi-layer heat exchange structure is arranged on the ship body, and the multi-layer heat exchange structure comprises a force bearing structure layer, a flow channel layer and a porous coating which are sequentially arranged from inside to outside; the power main engine is arranged in the ship body and communicates with the flow channel layer through a medium loop, the medium loop is used for conveying dead steam in the power main engine, and heat in the flow channel layer is suitable for heating seawater through the porous coating. According to the multi-layer heat exchange structure, dead steam of the power main engine is used for heating seawater to form an air film, friction resistance between the ship body and water is reduced, meanwhile, waste heat is recycled, and the ship has the advantages that external air source supply is not needed, the structure is compact, and system energy consumption can be effectively reduced.

Description

TECHNICAL FIELD

[0001] The present application relates to the field of ship power technology, in particular to a new ship power energy efficiency improvement system. BACKGROUND

[0002] During the sailing process of a ship, the frictional resistance between the ship body and the water is one of the key factors affecting the energy efficiency of the ship. At medium and low speed working conditions, the frictional resistance can account for more than 50% of the total resistance of the ship, which not only limits the increase of the sailing speed of the ship, but also significantly increases the fuel consumption. To address this problem, air film drag reduction technology is widely researched and applied. This technology forms an air film between the ship body and the water body by isolating the direct contact between the ship body and the water body, and uses the low viscosity characteristics of air to achieve the effect of reducing resistance.

[0003] However, the existing air film drag reduction technology has many limitations. The first mainstream solution uses an air compressor system to generate high-pressure gas, which is stored in a gas tank and then released through openings in the ship bottom to form an air film. Although this solution can achieve the effect of reducing resistance, it requires a continuous external gas source supply, and the air compressor, gas tank and other equipment occupy a large amount of cabin space on the ship. More importantly, the operation of the air compressor generates additional energy consumption, which partially offsets the energy efficiency improvement brought by the reduction of resistance. The second improved solution uses methods such as electrolysis of water to generate bubbles to supplement the air film. Although this solution reduces the dependence on external gas sources, the electrolysis process consumes a large amount of electrical energy, and the overall energy efficiency improvement effect is still limited. SUMMARY

[0004] The present application aims to at least solve one of the technical problems in the related art. To this end, the present application proposes a new ship power energy efficiency improvement system, which has the advantages of not requiring an external gas source supply, compact structure and effectively reducing system energy consumption.

[0005] The new ship power energy efficiency improvement system according to an embodiment of the present application comprises: a ship body; a multi-layer heat exchange structure, the multi-layer heat exchange structure being provided in the ship body, the multi-layer heat exchange structure comprising a force bearing structure layer, a flow channel layer and a porous coating layer arranged in sequence from the inside to the outside; a power main engine, the power main engine being provided in the ship body and being in communication with the flow channel layer through a medium circuit, the medium circuit being used to transport exhaust steam in the power main engine, and the heat in the flow channel layer being adapted to heat seawater through the porous coating layer.

[0006] The new ship power energy efficiency improvement system according to an embodiment of the present application uses the exhaust steam of the power main engine to heat seawater through the multi-layer heat exchange structure to form an air film, reduces the frictional resistance between the ship body and the water, recovers waste heat, and has the advantages of not requiring an external gas source supply, compact structure and effectively reducing system energy consumption.

[0007] According to one embodiment of the present invention, the multilayer heat exchange structure further includes a heat insulation layer disposed between the load-bearing structure layer and the flow channel layer.

[0008] According to one embodiment of the present invention, the multi-layer heat exchange structure is an integral structure with the hull.

[0009] According to one embodiment of the present invention, the multi-layer heat exchange structure serves as the bottom of the hull.

[0010] According to one embodiment of the present invention, the flow channel layer extends from the bow to the stern of the hull.

[0011] According to one embodiment of the present invention, the novel ship power efficiency improvement system further includes a control system, the control system including a temperature sensor, a pressure sensor and a control valve, the control valve being disposed in the medium circuit, the control valve being electrically connected to the temperature sensor and the pressure sensor respectively, the temperature sensor being used to detect the temperature of the seawater near the hull wall, and the pressure sensor being used to detect the pressure of the seawater near the hull wall.

[0012] According to one embodiment of the present invention, the novel ship power efficiency improvement system further includes a condenser, which is disposed in the medium circuit and located downstream of the flow channel layer.

[0013] According to one embodiment of the present invention, the porous coating is a metal powder.

[0014] According to one embodiment of the present invention, the load-bearing structural layer, the flow channel layer and the porous coating are thinned sequentially.

[0015] Additional aspects and advantages of the invention will be set forth in part in the description which follows, and in part will be obvious from the description, or may be learned by practice of the invention. Attached Figure Description

[0016] To more clearly illustrate the technical solutions in the embodiments of the present invention or related technologies, the drawings used in the description of the embodiments or related technologies will be briefly introduced below. Obviously, the drawings described below are only some embodiments of the present invention. For those skilled in the art, other drawings can be obtained based on these drawings without creative effort.

[0017] Figure 1 This is a schematic diagram of the structure of the novel ship power efficiency improvement system provided in the embodiment of the present invention.

[0018] Figure 2 This is a schematic diagram of the multi-layer heat exchange structure provided in an embodiment of the present invention.

[0019] Figure label: 1. Hull; 2. Multi-layer heat exchange structure; 21. Load-bearing structural layer; 22. Insulation layer; 23. Flow channel layer; 24. Porous coating; 3. Medium circuit; 4. Power engine; 5. Control valve; 6. Condenser. Detailed Implementation

[0020] The embodiments of the present invention will be described in further detail below with reference to the accompanying drawings and examples. The following examples are for illustrative purposes only and should not be construed as limiting the scope of the invention.

[0021] In the description of the embodiments of the present invention, it should be noted that the terms "center," "longitudinal," "lateral," "upper," "lower," "front," "rear," "left," "right," "vertical," "horizontal," "top," "bottom," "inner," and "outer," etc., indicate the orientation or positional relationship based on the orientation or positional relationship shown in the accompanying drawings. They are only for the convenience of describing the embodiments of the present invention and simplifying the description, and do not indicate or imply that the device or element referred to must have a specific orientation, or be constructed and operated in a specific orientation. Therefore, they should not be construed as limitations on the embodiments of the present invention. In addition, the terms "first," "second," and "third" are used for descriptive purposes only and should not be construed as indicating or implying relative importance.

[0022] In the description of the embodiments of the present invention, it should be noted that, unless otherwise explicitly specified and limited, the terms "connected" and "linked" should be interpreted broadly. For example, they can refer to a fixed connection, a detachable connection, or an integral connection; they can refer to a mechanical connection or an electrical connection; they can refer to a direct connection or an indirect connection through an intermediate medium. Those skilled in the art can understand the specific meaning of the above terms in the embodiments of the present invention based on the specific circumstances.

[0023] In embodiments of the present invention, unless otherwise explicitly specified and limited, "above" or "below" the second feature can mean that the first feature is in direct contact with the second feature, or that the first feature is in indirect contact with the second feature through an intermediate medium. Furthermore, "above," "on top of," and "over" the second feature can mean that the first feature is directly above or diagonally above the second feature, or simply that the first feature is at a higher horizontal level than the second feature. "Below," "below," and "under" the second feature can mean that the first feature is directly below or diagonally below the second feature, or simply that the first feature is at a lower horizontal level than the second feature.

[0024] In the description of this specification, the references to terms such as "one embodiment," "some embodiments," "example," "specific example," or "some examples," etc., refer to specific features, structures, materials, or characteristics described in connection with that embodiment or example, which are included in at least one embodiment or example of the present invention. In this specification, the illustrative expressions of the above terms do not necessarily refer to the same embodiment or example. Furthermore, the specific features, structures, materials, or characteristics described may be combined in any suitable manner in one or more embodiments or examples. Moreover, without contradiction, those skilled in the art can combine and integrate the different embodiments or examples described in this specification, as well as the features of different embodiments or examples.

[0025] In existing technologies, ship air-film drag reduction technology mainly relies on external air sources or water electrolysis equipment to generate bubbles, which suffers from problems such as large equipment size and high energy consumption. Traditional air compressor supply solutions require a continuous input of compressed air, resulting in occupied ship cabin space and limited energy efficiency improvements; while water electrolysis solutions reduce dependence on air sources, the power consumption significantly affects overall energy efficiency. All these methods require additional energy input, making it difficult to achieve efficient integration of the ship's propulsion system.

[0026] Therefore, please refer to the following: Figure 1 and Figure 2 This application proposes a technical solution including a hull, a multi-layer heat exchange structure, and a power engine. The multi-layer heat exchange structure consists of a load-bearing structural layer 21, a flow channel layer 23, and a porous coating 24 from the inside out. The power engine 4 transports exhaust steam to the flow channel layer 23 through the medium circuit 3 and uses the porous coating 24 to transfer heat to the seawater.

[0027] The hull 1 serves as the basic carrier, used to install the multi-layer heat exchange structure 2 and bear the navigation load. It can be constructed using a steel or composite material hull. The load-bearing structural layer 21 is the rigid layer supporting the heat exchange system, specifically a honeycomb metal plate or reinforcing rib structure, used to disperse mechanical stress and maintain the stability of the flow channel layer 23. The flow channel layer 23 is a heat-conducting layer with internal fluid channels, specifically a serpentine metal tube or microchannel plate, used to transport exhaust steam and transfer heat to the outer layer. The porous coating 24 is a heat-conducting layer with a microporous structure on its surface, specifically formed by plasma spraying of metal powder to increase the contact area with seawater and promote bubble nucleation. The main engine 4 is the heat source equipment of the ship's power system; its exhaust steam is introduced into the flow channel layer 23 through the medium circuit 3.

[0028] Specifically, the exhaust steam generated by the main engine 4 enters the flow channel layer 23 via the medium loop 3, and heat is transferred to the porous coating 24 through the wall of the flow channel layer 23. When the surface temperature of the coating is higher than the saturation temperature of seawater, local boiling occurs upon contact with the seawater, generating dense steam bubbles. These steam bubbles accumulate on the surface of the hull 1 to form a continuous gas film layer, isolating the hull 1 from contact with the water and reducing frictional resistance. After releasing heat in the flow channel layer 23, the exhaust steam can be recovered as a liquid medium through the condenser 6 and re-enter the circulation. The load-bearing structural layer 21 ensures the structural integrity of the heat exchange system under complex operating conditions, while the porous coating 24 enhances heat transfer efficiency and controls bubble generation density through its microporous structure.

[0029] Through the above technical solution, this application achieves self-powering of the ship's air film drag reduction process, eliminating dependence on external air sources and additional equipment. It utilizes the waste heat resources of the existing power system, reducing energy waste and lowering equipment complexity. The integrated design of the multi-layer heat exchange structure 2 and the hull 1 saves installation space, while the controllable exhaust steam flow adjusts the air film formation intensity to adapt to drag reduction requirements at different speeds.

[0030] This application further proposes that the multi-layer heat exchange structure 2 also includes a heat insulation layer 22, which is disposed between the load-bearing structure layer 21 and the flow channel layer 23.

[0031] The heat insulation layer 22 is a physical isolation layer that blocks heat conduction. It can be made of ceramic fiber composite material or aerogel material, and its thermal conductivity is lower than that of the load-bearing structural layer 21 and the flow channel layer 23. The heat insulation layer 22 inhibits the heat transfer path from the flow channel layer 23 to the load-bearing structural layer 21 by its low thermal conductivity, thus preventing the hull 1 structure from deforming due to heat.

[0032] Specifically, the insulation layer 22 is disposed between the load-bearing structural layer 21 and the flow channel layer 23, forming a thermal resistance barrier. When the heat of the high-temperature exhaust steam in the flow channel layer 23 is transferred outward through the flow channel wall, the insulation layer 22 blocks the reverse conduction path of heat to the load-bearing structural layer 21, causing the heat to be concentrated and transferred to the seawater along the direction of the porous coating 24. The load-bearing structural layer 21 is protected from thermal stress deformation caused by temperature gradient due to the insulation layer 22, while the heat loss of the flow channel layer 23 is reduced, thereby improving the heat exchange efficiency between the porous coating 24 and the seawater.

[0033] This application further proposes that the multi-layer heat exchange structure 2 and the hull 1 are an integrated structure.

[0034] The integrated structure refers to the formation of an inseparable whole by fusing the functional layers of the multi-layer heat exchange structure 2 with the hull 1 substrate through material fusion or structural interlocking. This can be achieved through synchronous casting and welding processes during the hull 1 forming stage. This structure eliminates the assembly gap between independent heat exchange units and the hull 1, allowing the heat exchange function to be directly borne by the hull 1 itself. The multi-layer heat exchange structure 2, as a component of the hull 1, has its load-bearing structural layer 21 configured as a structural reinforcement in local areas of the hull 1, its flow channel layer 23 forming a continuous medium channel with the internal space of the hull 1, and its porous coating 24 serving as a functional covering layer on the surface of the hull 1.

[0035] Specifically, during shipbuilding, the load-bearing structural layer 21 of the multi-layer heat exchange structure 2 is designed as an extension of the bottom skeleton of the hull 1. The flow channel layer 23 is connected to the main engine 4 via pre-embedded pipes inside the hull 1, forming a loop. The porous coating 24 is directly attached to the outer shell of the hull 1 through a surface treatment process. Thus, the heat exchange device, which originally required separate installation, is integrated into the structure of the hull 1. The flow channel layer 23 utilizes the existing space of the hull 1 to arrange the medium channels, the load-bearing structural layer 21 shares the load of the hull 1, and the porous coating 24 forms a continuous contact surface with the surface of the hull 1. This integrated approach avoids the independent installation space required for the heat exchange device in traditional solutions, while utilizing the hull 1's own structure to achieve sealing and heat conduction of the heat exchange medium.

[0036] Through the above technical solution, this application effectively solves the problem of low utilization rate of ship cabin space. By structural integration, it eliminates the independent equipment installation space required by traditional air film drag reduction technology, enabling the ship power efficiency improvement system to achieve functional integration without increasing the volume of the hull 1, while enhancing the mechanical synergy between the heat exchange structure and the hull 1.

[0037] This application further proposes to use a multi-layer heat exchange structure 2 as the bottom of the hull 1.

[0038] Specifically, the bottom of hull 1 is constructed as a composite sandwich structure containing a flow channel layer 23. The flow channel layer 23 contains serpentine pipes that connect to the exhaust steam outlet of the main engine 4. When the ship is sailing, the dynamic pressure generated by the water flow at the bottom acts on the surface of the porous coating 24, causing the heat carried by the exhaust steam to be transferred to the seawater through the porous structure. Simultaneously, the bottom structure of hull 1 withstands the impact load of the water flow. The flow channel layer 23 maintains geometric consistency with the bottom contour of hull 1, ensuring that the exhaust steam flow path matches the hull 1's lines and preventing flow separation caused by structural abrupt changes.

[0039] Through the above technical solution, this application realizes the functional reuse of the bottom space of the ship, eliminates the occupation of the cabin space by the traditional air film drag reduction equipment, and uses the inherent structure of the hull 1 to complete the dual functions of heat transfer and mechanical load bearing, avoiding the energy consumption and system complexity caused by additional air source equipment.

[0040] This application further proposes that the flow channel layer 23 extends from the bow to the stern of the hull 1.

[0041] The flow channel layer 23 refers to a structural layer located at the bottom of the hull 1 that has internal channels for medium flow. Specifically, it can be implemented using a segmented flow channel structure, with multiple flow channels joined longitudinally along the hull 1 to form a continuous flow channel. This extension direction ensures that the length of the flow channel layer 23 matches the longitudinal dimension of the hull 1, thus extending the residence time of the medium within the flow channel. The extension from bow to stern means that the main axis of the flow channel layer 23 is parallel to the ship's direction of travel; this can be achieved using a geometric shape with gradually expanding or contracting flow channel cross-sections.

[0042] Specifically, when the flow channel layer 23 is arranged longitudinally along the hull 1, its internal flow channel axis forms a flow in the same direction as the ship's forward direction. The longitudinally extending flow channel layer 23 covers a continuous area from bow to stern at the bottom of the hull 1, which is beneficial to expanding the heat exchange area between the flow channel layer 23 and the seawater. During the flow process, the medium inside the flow channel layer 23 continuously transfers heat to the seawater through the porous coating 24, forming a uniformly heated area distributed longitudinally along the hull 1.

[0043] This application further proposes a control system, which includes a temperature sensor, a pressure sensor, and a control valve 5. The control valve 5 is located in the medium circuit 3 and is electrically connected to the temperature sensor and the pressure sensor, respectively. The temperature sensor is used to detect the temperature of the seawater near the wall of the hull 1, and the pressure sensor detects the pressure of the seawater near the wall of the hull 1.

[0044] Among them, the temperature sensor is a device used to monitor the temperature change of the contact surface between the hull 1 and the seawater in real time. Specifically, it can be implemented using a thermocouple or a resistance temperature detector (RTD) sensor, reflecting the heat conditions required for gas film formation through temperature data. The pressure sensor is a device used to acquire seawater pressure parameters, specifically using a piezoelectric or capacitive sensor, determining the stability of the gas film through pressure data. The control valve 5 is an actuator that adjusts the exhaust steam flow rate in the medium circuit 3 based on sensor signals. Specifically, it can be implemented using an electric or pneumatic regulating valve, controlling the exhaust steam delivery rate by changing the opening degree.

[0045] Specifically, temperature and pressure sensors are positioned near the wall of hull 1 to continuously collect seawater temperature and pressure data. When the temperature sensor detects that the seawater temperature is below a set threshold, it indicates insufficient heat for film formation. In this case, control valve 5 increases its opening to increase the exhaust steam flow, allowing the flow channel layer 23 to release more heat through the porous coating 24 to heat the seawater. When the pressure sensor detects that the seawater pressure fluctuation exceeds the allowable range, it indicates abnormal film thickness. Control valve 5 adjusts the exhaust steam flow accordingly to restore pressure balance. The sensor data and control valve 5 form a closed-loop control circuit, achieving dynamic coordination between film maintenance and heat recovery.

[0046] Through the above technical solution, this application solves the problem of equipment complexity caused by continuous input of external air source, reduces the system's dependence on additional energy, achieves air film stability control by dynamically adjusting exhaust steam flow, reduces heat energy waste while maintaining drag reduction effect, and improves the overall energy efficiency of ship power system.

[0047] This application further proposes a novel ship power efficiency improvement system, which also includes a condenser 6, located in the medium circuit 3 and downstream of the flow channel layer 23.

[0048] The condenser 6 is a device used to convert gaseous media into liquid media. Its function is to recover the exhaust vapor after heat exchange within the flow channel layer 23, achieving media recycling through the condensation process. The downstream of the flow channel layer 23 refers to the end region of the media's flow path within the flow channel layer 23, which can be defined by the pipe connection direction or the media flow direction. Its function is to ensure that the exhaust vapor fully releases heat within the flow channel layer 23 before entering the condenser 6, maintaining the continuity of the heat transfer path.

[0049] Specifically, the exhaust steam generated by the power unit 4 is transported to the flow channel layer 23 via the medium loop 3. The porous coating 24 within the flow channel layer 23 transfers the heat of the exhaust steam to the seawater, thus heating the seawater. After heat exchange, the exhaust steam then enters the condenser 6 located downstream of the flow channel layer 23. In the condenser 6, a phase change occurs due to the cooling medium, transforming the steam into a liquid state and allowing it to re-enter the medium loop 3. This process effectively utilizes the waste heat that would otherwise need to be discharged, while avoiding the additional energy consumption of external gas sources or water electrolysis equipment. The condenser 6 not only enables the recycling of exhaust steam but also maintains the stable operation of the medium loop 3 by recovering condensate, thereby reducing the system's dependence on external energy sources.

[0050] Through the above technical solution, this application achieves effective recovery and utilization of waste heat from the ship's power system, reduces dependence on external air or electrical sources, and solves the problem of limited energy efficiency improvement caused by additional energy input in the prior art. The synergistic effect of the condenser 6 and the medium circuit 3 ensures the stability of heat transfer and medium circulation, while simplifying the system structure and improving the compactness and operating efficiency of the ship's power system.

[0051] This application further proposes a porous coating 24 made of metal powder.

[0052] Among them, metal powder refers to particulate matter made of metallic materials, specifically copper, aluminum, or titanium alloy powder. The high thermal conductivity of metal powder promotes rapid heat transfer to the coating surface. Porous coating 24 refers to a surface covering layer with an interconnected pore structure, which can be formed through powder sintering or spraying processes. The porous structure forms a large number of channels in contact with seawater at the microscopic level, increasing the effective area for vaporization reaction.

[0053] Specifically, the exhaust steam generated by the main engine 4 is transported to the flow channel layer 23 via the medium circuit 3. Heat within the flow channel layer 23 is conducted to the seawater interface through a porous coating 24 composed of metal powder. The high thermal conductivity of the metal material allows heat to rapidly diffuse to the coating surface, and the microchannels formed by the porous structure cause the seawater to rapidly vaporize in localized areas, generating a stable bubble layer. This bubble layer continuously covers the surface of the hull 1, achieving a film drag reduction effect. This process directly utilizes the waste heat from the power system, eliminating the need for additional air compressors or water electrolysis devices.

[0054] This application further proposes that the load-bearing structural layer 21, the flow channel layer 23, and the porous coating 24 be thinned sequentially.

[0055] Specifically, the load-bearing structural layer 21, by increasing its thickness, forms a rigid support base, effectively dispersing the wave impact force borne by the bottom of the hull 1. The flow channel layer 23, after thinning, forms a compact medium flow path, allowing exhaust steam to complete sufficient heat exchange within a limited space. The porous coating 24, in its thinned state, forms a high-porosity surface structure; when seawater flows over the coating surface, it generates turbulence through the micropores, accelerating heat transfer from the coating to the seawater. The thickness gradient of the three layers ensures that the load-bearing structural layer 21 prioritizes mechanical strength, while the flow channel layer 23 and the porous coating 24, after thinning, respectively optimize heat conduction efficiency and surface heat transfer performance.

[0056] Through the above technical solution, this application effectively solves the problem of synergistic optimization between the structural strength and surface heat transfer efficiency of the hull 1. The thickened design of the load-bearing structural layer 21 significantly improves the deformation resistance of the hull bottom, the thinning treatment of the flow channel layer 23 shortens the heat transfer path, and the ultra-thin structure of the porous coating 24 increases the contact area with seawater. The synergistic effect of these three elements ensures structural safety while achieving efficient heat recovery and utilization.

[0057] Finally, it should be noted that the above embodiments are only for illustrating the present invention and not for limiting the present invention. Although the present invention has been described in detail with reference to the embodiments, those skilled in the art should understand that various combinations, modifications, or equivalent substitutions of the technical solutions of the present invention do not depart from the spirit and scope of the technical solutions of the present invention and should be covered within the scope of the claims of the present invention.

Claims

1. A novel ship power efficiency improvement system, characterized in that, include: hull; A multi-layer heat exchange structure is provided on the hull, and the multi-layer heat exchange structure includes a load-bearing structural layer, a flow channel layer and a porous coating layer arranged sequentially from the inside to the outside. The main engine is located within the hull and is connected to the flow channel layer via a medium circuit. The medium circuit is used to transport exhaust steam from the main engine, and the heat within the flow channel layer is suitable for heating seawater through the porous coating.

2. The novel ship power efficiency improvement system according to claim 1, characterized in that, The multi-layer heat exchange structure also includes a heat insulation layer, which is disposed between the load-bearing structure layer and the flow channel layer.

3. The novel ship power efficiency improvement system according to claim 1, characterized in that, The multi-layer heat exchange structure is an integral part of the hull.

4. The novel ship power efficiency improvement system according to claim 3, characterized in that, The multi-layer heat exchange structure serves as the bottom of the hull.

5. The novel ship power efficiency improvement system according to claim 1, characterized in that, The flow channel layer extends from the bow to the stern of the hull.

6. The novel ship power efficiency improvement system according to any one of claims 1 to 5, characterized in that, The novel ship power efficiency improvement system also includes a control system, which includes a temperature sensor, a pressure sensor, and a control valve. The control valve is located in the medium circuit and is electrically connected to the temperature sensor and the pressure sensor respectively. The temperature sensor is used to detect the temperature of the seawater near the hull wall, and the pressure sensor detects the pressure of the seawater near the hull wall.

7. The novel ship power efficiency improvement system according to any one of claims 1 to 5, characterized in that, The novel ship power efficiency improvement system also includes a condenser, which is located in the medium circuit and downstream of the flow channel layer.

8. The novel ship power efficiency improvement system according to any one of claims 1 to 5, characterized in that, The porous coating is a metal powder.

9. The novel ship power efficiency improvement system according to any one of claims 1 to 5, characterized in that, The load-bearing structural layer, the flow channel layer, and the porous coating are progressively thinner.

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