KR102537537B1 - A rudder for ship - Google Patents

Abstract

According to one embodiment, the present invention provides a rudder for a ship that is installed behind a propeller to control the navigation of a ship, comprising: an upper rudder having a leading edge; a lower rudder provided under the upper rudder and having a leading edge misaligned with the upper rudder; a connecting portion connecting the upper rudder and the lower rudder; And a guide part protruding forward from the leading edge of the connecting part, wherein the guide part has a shape of crossing a plurality of guide parts, one of which is parallel to a direction connecting the leading edge of the upper rudder and the leading edge of the lower rudder. It consists of

Description

Rudder for ships {A RUDDER FOR SHIP}

The present invention relates to a rudder for a ship and a ship having the same.

In general, in the case of a large ship, a method of moving forward using a flow of fluid generated when a propeller attached to the rear of the hull rotates is used. At this time, a rudder is attached to the rear of the propeller, and the sailing direction is changed by adjusting the flow direction of the fluid as the rudder rotates left and right.

In general, in the case of a large ship, a method of moving forward using a flow of fluid generated when a propeller attached to the rear of the hull rotates is used. At this time, a rudder is attached to the rear of the propeller, and the sailing direction is changed by adjusting the flow direction of the fluid as the rudder rotates left and right.

In this way, in order to achieve a certain speed through the rotation of the propeller, the engine must be driven using oil such as diesel. In this case, as a large amount of oil is consumed and greenhouse gases are emitted, problems such as environmental destruction are caused. .

Therefore, in recent years, various efforts have been made to reduce fuel consumption by reducing energy consumed during ship propulsion. In particular, in 2010, the IMO discussed measures to reduce greenhouse gas emissions during ship operation, and discussions are underway to determine standards and directions for fuel economy regulations.

As shipping companies also joined this movement, shipping companies began to pay attention to fuel-saving ships that can reduce the burden of fuel costs. Due to such needs of shipping companies, shipbuilders have been continuously researching and developing fuel-saving technologies that can reduce fuel consumption and reduce greenhouse gas emissions.

As an example of fuel-saving technology, Energy Saving Device (ESD), which improves propulsion efficiency and saves fuel by improving the shape of the tail, propeller, rudder, etc., or attaching additional attachments, is a large It is receiving attention, and these energy-saving supplementary devices are already applied and used in a significant number of ships.

However, since conventionally used bulbs may cause an increase in resistance, there is a limit to improving steering performance or propulsion efficiency, and improvement is required.

Patent Publication No. 10-2011-0007722 (2011.01.25, published) Patent Publication No. 10-2012-0131626 (2012.12.05, published) Patent Publication No. 10-2013-0127598 (2013.11.25, published)

The present invention was created to solve the problems of the prior art as described above, and an object of the present invention is a steering device that is provided with a bulb, but can secure a hub vortex reduction effect while reducing resistance and equipped with the same It is to provide a ship that does.

The present invention is a rudder for a ship that is installed behind a propeller on one side to control the navigation of a ship, comprising: an upper rudder having a leading edge; a lower rudder provided under the upper rudder and having a leading edge misaligned with the upper rudder; a connecting portion connecting the upper rudder and the lower rudder; And a guide part protruding forward from the leading edge of the connecting part, wherein the guide part has a shape of crossing a plurality of guide parts, one of which is parallel to a direction connecting the leading edge of the upper rudder and the leading edge of the lower rudder. It consists of

According to the present invention, the guide portion is located on the leading edge of the upper rudder and extends in an upward direction; a first extension member; and a second extension member located at the leading edge of the lower rudder and extending downward.

According to the present invention, the first extension member and the second extension member are located side by side at a predetermined interval, it is possible to achieve an equal angle.

According to the present invention, the length of any one of the first extension member and the second extension member may include being formed longer.

According to the present invention, a third extension member may be positioned between the first extension member and the second extension member.

According to the present invention, the length of any one of the first extension member, the second extension member and the third extension member may include being formed longer.

The present invention is a ship including the steering device of any one of claims 1 to 6.

The present invention makes it possible to provide a rudder for a ship capable of obtaining high steering performance and propulsion performance by optimizing the flow of fluid.

1 is a view showing a steering device according to a first embodiment of the present invention.
2 is a view showing a steering device according to a second embodiment of the present invention.
3 is a view showing a steering device according to a third embodiment of the present invention.
4 is a view showing a steering device according to a fourth embodiment of the present invention.
5 is a view showing a steering device according to a fifth embodiment of the present invention.
6A is a front view of a steering device according to a sixth embodiment of the present invention.
6B is a detailed view of one side of a steering device according to a sixth embodiment of the present invention.
6C is a view showing in detail the other side of the steering device according to the sixth embodiment of the present invention.
6D is a side view of a steering device according to a sixth embodiment of the present invention.
7 is a view showing a comparison of a part of the port side of a ship equipped with a steering device according to the prior art and a sixth embodiment of the present invention.
8 is a view showing a comparison of a part of the starboard side of a ship equipped with a steering device according to the prior art and a sixth embodiment of the present invention.
9 is a view comparing the degree of improvement in transmission horsepower required to operate a ship equipped with a steering device according to a sixth embodiment of the present invention and the prior art.
10 is a view for comparing a ship provided with only a bulb and a ship provided with a guide unit according to an embodiment of the present invention.
FIG. 11 is a view showing another viewing direction of FIG. 10 .
Figure 12 is a comparison of the CFD analysis results of the vessel shown in Figure 10.
FIG. 13 shows a comparison between model test results of the ship shown in FIG. 10 .
Figure 14 is a comparison of analysis results for the vessel disclosed in Figure 10.
FIG. 15 is a diagram showing a comparison with other model ships of FIG. 10 .
16 and 17 are diagrams comparing the degree of improvement with respect to the ship disclosed in FIG. 15 .
18 is a view showing another form in which bending is deformed in a ship according to an embodiment of the present invention.
FIG. 19 is a view showing a ship of a different type from that of FIG. 18 .
20 is a diagram for explaining specifications of a guide unit in a ship according to an embodiment of the present invention.
21 is a view showing a ship equipped with a rudder according to a seventh embodiment of the present invention.
22 is a view showing a rudder for a ship according to a seventh embodiment.
23 is a view showing a rudder for a ship according to a seventh embodiment.
24 is a view showing a rudder for a ship according to an eighth embodiment.
25 is a view showing a rudder for a ship according to a ninth embodiment.
26 is a view showing a rudder for a ship according to a tenth embodiment.
27 is a view showing a rudder for a ship according to an eleventh embodiment.
28 is a view showing a rudder for a ship according to a twelfth embodiment.
29 is a comparison of the CFD analysis results of the vessel shown in FIG. 21.
Figure 30 is a comparison of the model test results of the ship shown in Figure 21.

Objects, specific advantages and novel features of the present invention will become more apparent from the following detailed description and preferred embodiments taken in conjunction with the accompanying drawings. In adding reference numerals to components of each drawing in this specification, it should be noted that the same components have the same numbers as much as possible, even if they are displayed on different drawings. In addition, in describing the present invention, if it is determined that a detailed description of related known technologies may unnecessarily obscure the subject matter of the present invention, the detailed description will be omitted.

Hereinafter, preferred embodiments of the present invention will be described in detail with reference to the accompanying drawings.

1 is a view showing a steering device according to a first embodiment of the present invention, FIG. 2 is a view showing a steering device according to a second embodiment of the present invention, and FIG. 3 is a view showing a steering device according to a third embodiment of the present invention. Figure 4 is a view showing a steering device according to a fourth embodiment of the present invention, Figure 5 is a view showing a steering device according to a fifth embodiment of the present invention, 6 is a view showing a steering device according to a sixth embodiment of the present invention.

And Figures 7 and 8 are views showing a comparison of a ship equipped with a steering device according to the prior art and a sixth embodiment of the present invention, and Figure 9 is a steering device according to the prior art and the sixth embodiment of the present invention It is a diagram comparing the degree of improvement in transmission horsepower required to operate a ship provided with

10 and 11 are diagrams for comparing a ship provided with only a bulb and a ship provided with a guide unit according to an embodiment of the present invention, and FIGS. 12 to 14 are compared with respect to the ship shown in FIG. 10 It shows one data.

In addition, FIG. 15 is a diagram showing a comparison with other model ships of FIG. 10, and FIGS. 16 and 17 are diagrams comparing the degree of improvement with respect to the ship disclosed in FIG. 15.

In addition, FIG. 18 is a view showing another form in which bending is deformed in a ship according to an embodiment of the present invention, and FIG. 19 is a view showing a ship of a different form from FIG. 18.

20 is a diagram for explaining specifications of a guide unit in a ship according to an embodiment of the present invention.

Meanwhile, FIG. 21 is a view showing a ship equipped with a rudder according to the seventh embodiment of the present invention, FIG. 22 is a view showing a ship rudder according to the seventh embodiment, and FIG. 23 is a view showing a rudder for a ship according to the seventh embodiment. 24 is a view showing a rudder for a ship according to the eighth embodiment, FIG. 25 is a view showing a rudder for a ship according to the ninth embodiment, and FIG. 26 is a view showing a rudder for a ship according to the ninth embodiment. 27 is a drawing showing a rudder for a ship according to the 11th embodiment, and FIG. 28 is a view showing a rudder for a ship according to the 12th embodiment.

1 to 28 , a ship 10 according to an embodiment of the present invention may include an engine system (not shown), a steering device 100, and the like.

In addition, the steering device 100 may include a rudder 110, a bulb 120, and a guide unit 130, and directions may be expressed in left and right directions based on the drawings for convenience of description and understanding. It should be noted that it can be, but is not limited to.

In addition, as described below, the first to twelfth embodiments may have various modifications, such that the same technology is applied, different technologies are applied, or combined according to the embodiment, so they have the same name. It should be noted that even if the configuration uses the same reference numerals, it is not limited to a specific embodiment.

The rudder 110 may be provided adjacent to the propeller (not shown), may be connected to the horn or skeg of the hull, and a rudder shaft (not shown) may be inserted. At this time, the rudder shaft may be formed in the vertical direction, and the leading edge 101 may be formed at the front end of the rudder 110 and the trailing edge 102 may be formed at the rear end.

Unlike a twist rudder, the rudder 110 of this embodiment may have a leading edge 101 and a trailing edge 102 continuously provided. For example, in the rudder 110, the leading edge 101 may be formed vertically parallel to the axis of the propeller in the left and right directions.

However, the leading edge 101 is made vertically in the vertical direction, but may have an inclination from top to bottom with respect to the front-back direction, and may be inclined backward from the top to the bottom.

Also, the trailing edge 102 may be a line formed in a vertical direction and perpendicular to the water plane. Of course, the present embodiment does not limit the leading edge 101 and the trailing edge 102 as described above, and on the contrary, the leading edge 101 may be perpendicular to the waterline and the trailing edge 102 may be inclined. .

In addition, the cross section of the rudder 110 may have a front leading edge 101 curved and a rear trailing edge 102 pointed, and specifically may have an airfoil shape. In addition, the cross section of the rudder 110 may have a shape in which the area decreases from top to bottom. At this time, the rate at which the cross section decreases may be constant, and the left and right widths and the front and rear widths may decrease with respect to the trailing edge 102 toward the bottom.

The bulb 120 may be provided on the rudder 110, and protrudes from the front end of the rudder 110, for example. The bulb 120 may protrude forward by a certain length based on the leading edge 101 of the rudder 110, and may also have a form of protruding from the rear of the leading edge 101 to the left and right of the rudder 110. there is.

The guide portion 130 extends from the bulb 120 in the vertical direction, respectively, and is coupled to a protruding portion of the bulb 120 from the leading edge 101 of the rudder 110 to guide the flow of fluid. .

Here, the guide part 130 may include a first extension member 131 and a second extension member 132 .

The first extension member 131 may extend upward, and the second extension member 132 may extend downward.

For example, as shown in FIGS. 1, 3, and 5, at least one side of the first extension member 131 and the second extension member 132 may be formed vertically.

As shown in FIGS. 1 and 3 here, each of the first extension member 131 and the second extension member 132 may have left and right sides (based on the drawing) parallel to each other, and may be provided in the form of a plate. , As shown in FIG. 1, it may have a form extending vertically from the center of the bulb 120 toward the top or bottom. Alternatively, as shown in FIG. 3 , the bulb 120 may have a shape extending vertically from the left side (based on the drawing) or the right side (based on the drawing) upward or downward, respectively.

In addition, as shown in FIG. 5, each of the first extension member 131 and the second extension member 132 may have a three-dimensional structure in which a hollow is formed therein, and the left or right side is formed vertically and faces it. The right side or the left side to do may have an inclination.

As shown in FIG. 5, the left side of the first extension member 131 extends vertically from the upper center of the bulb 120, and the right side of the first extension member 131 may have an inclination so that the bulb 120 As it is provided in a form extending from the right end of the first extension member 131 to the left end of the first extension member 131, it may have a structure in which the cross-sectional area of the first extension member 131 gradually decreases toward the top from the bulb 120. At this time, the right side of the second extension member 132 extends vertically from the lower center of the bulb 120, and the left side of the second extension member 132 extends from the left end of the bulb 120 to the right side of the second extension member 132. It may be provided in a form extending to the end.

Also, as shown in FIGS. 2, 4, and 6, the entire first extension member 131 and the second extension member 132 may have an inclined shape.

As shown in FIGS. 2 and 6, the first extension member 131 is inclined from the center of the bulb 120 to the right in the drawing, and the second extension member 132 is in the left side in the drawing. It may be formed by having a plate structure as shown in FIG. 2 or having a three-dimensional structure as shown in FIG. Furthermore, as shown in FIG. 6 , each of the first extension member 131 and the second extension member 132 may have a three-dimensional structure in which a cross-sectional area decreases toward the end, similarly to or similar to the fifth embodiment. However, in the embodiment of FIG. 6A, each end of the first extension member 131 and the second extension member 132 is shown as being spaced apart from the left and right sides of the rudder 110 in the inward direction, but preferably the rudder ( 110) The right side of the first extension member 131 is provided along the right line, and the left side of the second extension member 132 is provided along the left line of the rudder 110 to guide the flow of seawater more easily.

In addition, the first extension member 131 and the second extension member 132 of this embodiment may be formed asymmetrically left and right as in the second embodiment of FIG. 2 and the like.

As described above, in the first to sixth embodiments, depending on the embodiment, overlapping technologies are applied (both the second and fourth embodiments have an inclined structure), or at least some of the different technologies (the first embodiment It is vertical and the second embodiment is inclined, the second embodiment and the fourth embodiment have different inclination directions, etc.) can be applied, which means that each embodiment has various structures in consideration of the flow of the propeller wake, such as the structure and operation of the propeller. This is to consider an embodiment that can be optimally made for each propeller of (eg, the hub vortex due to propeller rotation, in the case of a right-turning propeller, the upper part of the propeller axis flows from port to starboard direction).

In addition, it can be seen through experimental data that the sixth embodiment among the above embodiments has a difference from the prior art as follows, as shown in FIGS. 7 to 9 .

First, referring to FIGS. 7 and 8, B of FIG. 7 and B of FIG. 8 of this embodiment are provided with a guide unit 130, unlike the prior art of A of FIG. 7 and A of FIG. 8, FIG. Referring to the width of the circle and the arrow in 8, it can be seen that the area of the hub vortex is reduced and straightness is improved.

In addition, referring to FIG. 9, in contrast to the conventional (existing) in which only the bulb 120 is provided without the guide portion 130 (mark A), the guide portion 130 is added as in the present embodiment (mark B). If it is, it can be seen that the improvement effect is secured in all of resistance (R), thrust (T), torque (Q), etc., and finally, the transmission horsepower required to operate the ship is improved compared to the prior art (Self-Propulsion, Verified based on contract speed).

Here, it should be noted that the numerical values of FIG. 9 represent the present embodiment as a ratio with the prior art as 100% for comparison.

And, referring to FIGS. 10 to 17, the description is as follows.

Here, the vessel disclosed in FIGS. 10 and 11 may be, for example, a low-speed tanker, and a test is performed by applying a model ship and a model propeller corresponding thereto, and the types of tests and analyzes are self-propulsion and design. It is applied at speed, and it is mentioned that the verification method is made of CFD and model tests.

As for the analyzed data, as shown in FIGS. 12 (CFD analysis result) and 13 (model test result), FIGS. 10 and 11 are compared to ships equipped with only bulbs in FIG. As shown in (B, C) of (B, C), it can be seen that the transmission horsepower (power) is improved in the ship equipped with the guide portion 130.

And, as shown in FIG. 14, in preparation for a ship equipped with only a bulb indicated by (A), for (B) indicated by a ship in which the guide unit 130 is initiated, transmission horsepower and etaD (propulsion Efficiency) can be seen to be improved.

In addition, as shown in FIG. 15, when a different type of propeller is applied to a ship type/model ship different from the ship shown in FIG. It is mentioned that the verification method is made by model test.

At this time, (A) of FIG. 15 is a ship in which a bulb is provided but a guide part is omitted, and (B) is a ship in which a guide part is added to a bulb. Referring to FIGS. 16 and 17 comparing these two ships, transmission horsepower (power ) and etaD (propulsion efficiency) are all improved in ships equipped with a guide unit.

In addition, referring to FIGS. 18 (which may be a Symmetric Rudder Type) and 19 (which may be an Asymmetric Rudder Type), the guide unit 130 may have a structure in which bending is omitted. For example, FIG. 18 and FIG. In contrast to (A) of 19, as shown in (B) of FIGS. 18 and 19, productivity can be improved and quality inspection can be simplified by minimizing the curved hole by forming a guide part by rounding the contact with two flat plates.

In this regard, referring to FIG. 20, regardless of symmetric and asymmetric rudder types, the guide portion 130 may be manufactured in a structure in which two flat plates are in contact with each other at the upper and lower ends of the bulb 120, and in this case, the two flat plates These tangents can be rounded.

The height of the guide part 130 may be 30 to 50% of the length of the bulb 120 centered on the center of the bulb 120, and the slope of the guide part 130 is downward from the set height. It may be 20 degrees to 55 degrees, and the curvature of the tangent of the guide part 130 may be 20.0 to 60 φ.

In this way, this embodiment can improve the straightness of the rudder inflow through the reduction of the rotational energy of the hub vortex, and the addition of fluid force acting on the rudder 110 through the guide portion 130, which is a relatively simple type of appendage. can be improved, and propulsion efficiency and structural stability can be improved by reducing the rudder 110 resistance. The vortex strength is primarily attenuated by the spherical bulb 120 installed on the rudder 110, and Secondary attenuation by unit 130 may be performed.

In the embodiments to be described below, the same or similar reference numerals are assigned to components identical or similar to those of the previous example, and the description is replaced with the first description.

Meanwhile, referring to FIGS. 21 to 30 , a ship equipped with a rudder of the present invention may be provided without including a bulb.

First, the ship rudder according to the seventh embodiment of the present invention is installed behind the propeller to control the navigation of the ship, and the upper rudder 111. It may be configured to include a lower rudder 112 and a connecting portion 113. In addition, a guide part 130 may be configured in the direction of the propeller at the connecting part 113 of the rudder.

The leading edges 101 of the upper rudder 111 and the lower rudder 112 of the rudder for ships according to the seventh embodiment of the present invention are formed in a shape inclined from top to bottom as described above, and the upper rudder 111 The leading edge 101 of the and the leading edge 101 of the lower rudder 112 may be formed in a misaligned form.

The upper rudder 111 is formed in a vertical direction, and a leading edge 101 deviated in a direction opposite to the rotational direction of the top of the propeller may be formed in the port direction. Specifically, the leading edge 101 of the upper rudder 111 may be formed in a line perpendicular to the water plane.

The lower rudder 112 has a smaller cross section than the upper rudder 111, is deflected to the starboard side, which is opposite to the rotational direction of the lower part of the propeller, and has a leading edge 101 that is out of alignment with the upper rudder 111. Can be formed.

Meanwhile, the deflection directions of the leading edge 101 of the upper rudder 111 and the leading edge 101 of the lower rudder 112 are formed differently because the flow in the wake of the propeller occurs in different directions up and down with respect to the propeller axis. am. That is, the inflow flowing into the leading edge 101 of the upper rudder 111 is in the opposite direction to the inflow flowing into the leading edge 101 of the lower rudder 112. At this time, by forming the leading edge 101 in an asymmetrical shape according to the flow direction, it is possible to improve thrust performance and steering performance.

The connection part 113 according to the seventh embodiment of the present invention is located between the lower surface of the upper rudder 111 and the upper surface of the lower rudder 112, and the leading edge 101 of the upper rudder 111 and the lower rudder 112 ) to connect. A guide portion 130 protruding forward is formed on the leading edge 101 of the connection portion 113 .

A plurality of guide parts 130 according to the seventh embodiment of the present invention have a cross shape, and one of the guide parts 101 of the upper rudder 111 and the leading edge 101 of the lower rudder 112 It may be formed parallel to the connecting direction.

Specifically, the guide part 130 is formed on the front blade of the rudder with respect to the propeller axis, and may be twisted and attached to the port side or the starboard side according to the rotation direction of the propeller. In addition, at least one guide portion 130 is formed by crossing each other, and an angle between the crossed guide portions 130 forms an equal angle and is attached to the connecting portion 113 . In addition, the angle of the guide unit 130 according to the seventh embodiment of the present invention can be flexibly adjusted in consideration of the different inflows generated from the port side and the starboard side, and the thrust performance and adjustment performance can be varied according to the angle. .

On the other hand, the guide part 130 according to the seventh embodiment of the present invention is located on the leading edge 101 of the upper rudder 111 and extends upward to the first extension member 131 and the lower rudder 112. It may be formed of a second extension member 132 positioned at the leading edge 101 and extending downward.

The first extension member 131 and the second extension member 132 of the present invention are provided crossing in the form of a cross, and the distance between the first extension member 131 and the second extension member 132 and Angles may be installed at regular intervals and angles. The distance and angle between the first extension member 131 and the second extension member 132 may be configured flexibly, and may be flexibly changed according to an angle attached to the port or starboard side.

In addition, the first extension member 131 and the second extension member 132 may be provided in the form of a bar, and if the form can improve the thrust performance and steering performance of the vessel of the present invention, any shape It is free to implement

On the other hand, in the guide part 130 of the ship rudder according to the eighth embodiment of the present invention, the length of any one extension member of the first extension member 131 and the second extension member 132 may be formed longer. . In FIG. 23, the second extension member 132 is shown to have a longer length than the first extension member 131, but the length of the first extension member 131 may be longer to improve propulsion performance.

The second extension member 132 of the guide part 130 of the rudder for ships according to the ninth embodiment of the present invention may be twisted in the port or starboard direction. 24 to 26, the first extension member 131 is installed on the leading edge 101, and the second extension member 132 may be installed biased in the port or starboard direction. In addition, according to the implementation, the first extension member 131 may also be twisted in the port or starboard direction.

In the guide part 130 of the ship rudder according to the tenth embodiment of the present invention, a third extension member 133 may be installed between the first extension member 131 and the second extension member 132. The third extension member 133 of the guide part 130 of the present invention may be provided with the same width and length as the first extension member 131 and the second extension member 132 . In addition, since the third extension member 133 of the guide unit 130 is provided, the installation positions of the first extension member 131 and the second extension member 132 may be inclined in the port or starboard direction.

In the guide part 130 of the ship rudder according to the eleventh embodiment of the present invention, the first extension member 131 may be provided longer than the second extension member 132 and the third extension member 133. Also, the second extension member 132 and the third extension member 133 may have the same width and length.

In addition, according to the implementation, the second extension member 132 may be installed the longest, and the third extension member 133 may be installed the longest, improving the propulsion of the ship and improving the steering performance. If it is a position, it is also possible to adopt any lengthy extension member among the extension members.

Meanwhile, FIG. 29 shows a comparison of CFD analysis results of the ship shown in FIG. 21, and FIG. 30 shows a comparison of model test results of the ship shown in FIG.

In addition, the disclosed data of FIGS. 29 to 30 is tested by applying a model ship and a model propeller as in the previous embodiment, the type of test and analysis is applied to Self-Propulsion and design speed, and the demonstration method is CFD and model test It is mentioned that it is made of

First, (A) of FIG. 29 is a ship without a guide unit, (b) is a ship to which a conventional guide unit is coupled, and (c) is a ship to which a guide unit provided in a unique shape of the present invention is coupled.

In contrast, in contrast to (A) and (B), it can be seen that (C) improves both power and etaD (propulsion efficiency). In addition, it can be seen that the transmission horsepower is improved by 2.87% compared to (A) and (B).

In this way, by providing the guide part in the unique shape of the present invention, the propulsion performance of the ship can be improved, and it is easy to manufacture through a simple structure, the production cost is reduced through the reduction of structural reinforcement, and the rotational energy It can be easily controlled and has the effect of improving even the vibration problem.

Of course, the present invention is not limited to the above-described embodiment, and may include a combination of the above embodiments or a combination of at least one of the above embodiments and known technology as another embodiment.

Although the present invention has been described in detail through specific examples, this is for explaining the present invention in detail, the present invention is not limited thereto, and within the technical spirit of the present invention, by those skilled in the art It will be clear that the modification or improvement is possible.

All simple modifications or changes of the present invention fall within the scope of the present invention, and the specific protection scope of the present invention will be clarified by the appended claims.

100: steering device 101: leading edge
102: trailing edge 110: rudder
111: upper rudder 112: lower rudder
113: connection part 120: bulb
130: guide part 131: first extension member
132: second extension member 133: third extension member

Claims (7)

In the ship rudder installed behind the propeller to control the navigation of the ship,
an upper rudder with a leading edge;
a lower rudder provided under the upper rudder and having a leading edge misaligned with the upper rudder;
a connecting portion connecting the upper rudder and the lower rudder; and
A guide portion protruding forward from the leading edge of the connection portion,
The guide part,
a first extension member located at the leading edge of the upper rudder and extending upward; and
A second extension member located at the leading edge of the lower rudder and extending downward,
The first extension member and the second extension member are coupled to the connecting portion and the leading edge, and have a plurality of intersecting shapes, one of which is in a direction connecting the leading edge of the upper rudder and the leading edge of the lower rudder. and side by side, ship rudder. delete According to claim 1,
The first extension member and the second extension member are located side by side at a predetermined interval, forming an equal angle, a rudder for a ship. According to claim 1,
A rudder for a ship, including one in which the length of any one extension member of the first extension member and the second extension member is formed longer. According to claim 1,
A rudder for a ship, wherein a third extension member is positioned between the first extension member and the second extension member. According to claim 5,
The first extension member, the second extension member, and the rudder for a ship, including that the length of any one extension member of the third extension member is formed longer. A ship comprising the ship rudder of any one of claims 1, 3 to 6.

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