Ship stability protection device

Abstract

The invention discloses a ship stability protection device, and relates to the technical field of ship engineering, the ship stability protection device comprises a ship main body, containing grooves are formed in the two sides of the ship main body, and main stabilization assemblies are arranged in the containing grooves; the main anti-rolling assembly comprises a main anti-rolling fin used for enhancing the stability of the ship body and a main fin driving mechanism used for driving the main anti-rolling fin to unfold or contract, a storage groove is formed in the bottom of the ship body, and an auxiliary anti-rolling assembly is arranged in the storage groove; the auxiliary stabilization assembly comprises an auxiliary stabilization fin used for being matched with the main stabilization fin to improve the stabilization effect and an auxiliary fin driving mechanism used for driving the auxiliary stabilization fin to unfold or contract, by starting the rotation driving component, the rotation driving component drives the rotation block to rotate by 90 degrees around the rotation column, the fixing frame is made to rotate out of the containing groove, and the auxiliary fin driving mechanism drives the auxiliary stabilization fin to unfold or contract. The extension length of the main fin stabilizer is changed by the linear driving part, so that the length-width ratio of the ship main body is changed, and the stabilization effect of the ship main body is improved.

Description

Technical Field

[0001] The present invention relates to the technical field of ship engineering, and specifically relates to a ship stability protection device. Background Art

[0002] A ship stability protection device is a system or equipment used to enhance the stability of a ship in rough sea conditions or emergencies, preventing capsizing, excessive rolling, or loss of recovery ability. The following are several common ship stability protection devices: Stabilizer Fins, Bilge Keels, Anti-Roll Tanks, etc. With the development of technology, traditional devices (such as stabilizer fins and bilge keels) have been continuously optimized, and new technologies (such as gyroscopic stabilizers and active ballast systems) have gradually matured. In the future, intelligence, integration, and greenness will become the main development directions, driving ship stability protection technology to a new height.

[0003] The patent document with the Chinese patent authorization announcement number CN212149232U discloses a ship anti-rolling device, including a ship, a main anti-rolling structure, and a secondary anti-rolling structure; the problem that the shape of the existing stabilizer fins cannot be adjusted according to different ship driving environments is solved by the main anti-rolling structure; by using the eccentric structure between the first gear, the second gear, the first runner, and the second runner, the driving plate is driven to move, thereby pushing the secondary anti-rolling plate to move in the X direction, changing the shape and size of the main anti-rolling structure, changing the length-width ratio of the ship, and improving the anti-rolling effect of the ship. Through the cooperation of the secondary anti-rolling structure and the main anti-rolling structure, the anti-rolling effect is further improved; by using the driving seat A and the driving seat B to move in opposite directions, the problem that the existing stabilizer fins cannot move and adjust as needed is solved; by using the third motor to drive the driving gear to rotate, the driving gear meshes with the driven gear, and the drive shaft rotates with the driven gear, thereby adjusting the inclination angle of the anti-rolling fin with respect to the horizontal plane, solving the problem that the shape of the existing stabilizer fins cannot be adjusted.

[0004] In actual use of the above patent, by starting the first motor, the secondary anti-rolling plate is driven to move away from the ship, playing the role of extending the main anti-rolling plate, increasing the contact area between the ship and the water surface, reducing the length-width ratio of the ship, improving the anti-rolling effect of the ship, and enhancing the stability of the ship. However, in the above solution, the main anti-rolling plate is in the deployed state for a long time. When the ship is in calm waters, it is not convenient to retract the main anti-rolling plate, thereby increasing the wetted surface area of the underwater part of the ship, resulting in unnecessary fluid resistance and affecting the navigation performance of the ship. Summary of the Invention

[0005] In view of the above problems, a ship stability protection device is provided, which solves the technical problem that the main anti-rolling fin is not easy to contract through the main anti-rolling fin for enhancing the stability of the ship body and the main fin drive mechanism for driving the main anti-rolling fin to deploy or contract.

[0006] To solve the problems of the prior art, the present invention provides a ship stability protection device, including a ship body. Accommodation grooves are provided on both sides of the ship body. A main anti-rolling component is arranged in the accommodation grooves. The main anti-rolling component includes a main anti-rolling fin for enhancing the stability of the ship body and a main fin drive mechanism for driving the main anti-rolling fin to deploy or contract. A storage groove is opened at the bottom of the ship body, and a secondary anti-rolling component is arranged in the storage groove. The secondary anti-rolling component includes a secondary anti-rolling fin for cooperating with the main anti-rolling fin to improve the anti-rolling effect and a secondary fin drive mechanism for driving the secondary anti-rolling fin to deploy or contract.

[0007] Preferably, the main fin drive mechanism includes a rotating column and a rotating block; the rotating column is vertically arranged in the accommodation groove; the rotating block is arranged on the rotating column, a fixing frame is arranged on one side of the rotating block, the main anti-rolling fin is movably arranged in the fixing frame, and a linear drive component for driving the main anti-rolling fin to move to adjust the length of the main anti-rolling fin is further arranged on the fixing frame. An accommodation cavity is opened at the top of the accommodation groove in the ship body, and a rotation drive component for driving the rotating block to rotate 90 degrees is arranged in the accommodation cavity.

[0008] Preferably, the rotation drive component includes an extension column, a first gear, a slide rail and a linear drive; one end of the rotating column penetrates through the top of the accommodation groove and extends into the accommodation cavity, and the extension column is arranged at the extended end of the rotating column; the first gear is sleeved on the rotating column; the slide rail is arranged on the side wall of the accommodation cavity, a rack is slidably arranged on the slide rail, and a connecting plate is arranged on one side of the rack; the linear drive is arranged in the accommodation cavity, and one end of the linear drive is connected to one side of the connecting plate.

[0009] Preferably, the linear drive component includes a fixing table, a first motor and a moving block; the fixing table is arranged at the rear side of the fixing frame, a rectangular groove is opened on the fixing table, and a threaded rod is horizontally arranged in the rectangular groove; the first motor is arranged at one end of the fixing table, and the output end of the first motor is connected to one end of the threaded rod; the moving block is threadedly arranged on the threaded rod, and one side of the moving block is connected to the main anti-rolling fin.

[0010] Preferably, limiting sliders are arranged at the top and bottom of the main anti-rolling fin, and limiting sliding grooves for the limiting sliders to move are opened on the fixing frame.

[0011] Preferably, the auxiliary fin driving mechanism includes a moving plate; the moving plate is vertically movably arranged in the storage groove, a vertical driving component for driving the moving plate to move is arranged in the storage groove, a support frame is arranged at the bottom of the moving plate, a second bidirectional lead screw is arranged in the support frame, a third motor is arranged on one side of the support frame, the output end of the third motor is connected with one end of the second bidirectional lead screw, a moving seat is arranged on the second bidirectional lead screw, the auxiliary anti-rolling fin is arranged on one side of the moving seat through a rotating shaft, and an adjusting component for driving the auxiliary anti-rolling fin to rotate to change the inclination angle with the horizontal plane is further arranged on the moving seat.

[0012] Preferably, the vertical driving component includes a first bidirectional lead screw, a second motor, a driving block and a hinge block; the first bidirectional lead screw is horizontally arranged in the storage groove; the second motor is arranged on one side of the ship body, and the output end of the second motor is connected with one end of the first bidirectional lead screw; the driving block is arranged on the first bidirectional lead screw, and hinge rods are hinged on both sides of the driving block; the hinge block is arranged on the top of the moving plate, and the other end of the hinge rod is hinged with the hinge block.

[0013] Preferably, the adjusting component includes a fourth motor and a third gear; the fourth motor is arranged on the side of the moving seat away from the rotating shaft; a second gear is arranged at the output end of the fourth motor;

[0014] The third gear is sleeved on the rotating shaft, and the third gear meshes with the second gear.

[0015] Preferably, first sliders are arranged on both sides of the moving plate, and first sliding grooves for the first sliders to move are arranged on the inner wall of the storage groove.

[0016] Preferably, accommodating bins for shielding the auxiliary anti-rolling fins are arranged on both sides of the ship body where the storage groove is located.

[0017] The beneficial effects of the present invention compared with the prior art are as follows:

[0018] 1. By starting the rotary driving component, the rotary driving component drives the rotating block to rotate 90 degrees around the rotating column, so that the fixing frame rotates out of the storage groove, and by starting the linear driving component, the linear driving component can change the extension length of the main anti-rolling fin, so that the aspect ratio of the ship body changes, the contact area between the ship body and the water surface increases, and the anti-rolling effect of the ship body is improved.

[0019] 2. By activating the vertical drive component, the moving plate is driven by the vertical drive component to displace in the vertical direction of the storage groove, so as to deploy the auxiliary anti-rolling fin in the storage groove. And by activating the third motor, the second bidirectional lead screw is driven by the third motor to rotate, and the second bidirectional lead screw drives the two groups of moving seats to move towards or away from each other, so as to adjust the lateral amplitude of the auxiliary anti-rolling fin, and the inclination angle between the auxiliary anti-rolling fin and the horizontal plane can be adjusted through the adjustment component, improving the anti-rolling effect. Description of the Drawings

[0020] Figure 1 is a schematic three-dimensional structure of a ship stability protection device Figure 1 .

[0021] Figure 2 is a schematic three-dimensional structure of a ship stability protection device Figure 2 .

[0022] Figure 3 is a cross-sectional view of a ship stability protection device from the front view perspective.

[0023] Figure 4 is a cross-sectional view of the ship body in a ship stability protection device from the front view perspective.

[0024] Figure 5 is a three-dimensional view of the rack, connecting plate and linear drive in a ship stability protection device.

[0025] Figure 6 is a three-dimensional view of the main anti-rolling fin and the fixing frame in a ship stability protection device.

[0026] Figure 7 is a three-dimensional view of the main anti-rolling fin, fixing frame and fixing table in a ship stability protection device.

[0027] Figure 8 is a three-dimensional view of the auxiliary anti-rolling fin, moving plate and moving seat in a ship stability protection device.

[0028] Figure 9 is a cross-sectional view of a ship stability protection device from the side view perspective.

[0029] Figure 10 is a three-dimensional view of the auxiliary anti-rolling fin, moving seat and second gear in a ship stability protection device.

[0030] The reference numerals in the figure are: 1, ship body; 2, main anti-rolling assembly; 21, main anti-rolling fin; 22, rotating column; 23, rotating block; 24, fixing frame; 25, extending column; 26, first gear; 27, slide rail; 28, rack; 29, connecting plate; 210, linear drive; 211, fixing table; 212, threaded rod; 213, first motor; 214, moving block; 3, receiving groove; 4, auxiliary anti-rolling assembly; 41, auxiliary anti-rolling fin; 42, first bidirectional lead screw; 43, second motor; 44, driving block; 45, hinged rod; 46, moving plate; 47, hinged block; 48, support frame; 49, third motor; 410, second bidirectional lead screw; 411, moving seat; 412, fourth motor; 413, second gear; 414, third gear; 415, receiving bin. Detailed implementation mode

[0031] To further understand the features, technical means, specific purposes and functions achieved by the present invention, the present invention will be described in further detail below in conjunction with the accompanying drawings and specific implementation modes.

[0032] See Figures 1 to 10 As shown, the present invention provides a ship stability protection device, including a ship body 1. Accommodating grooves 3 are arranged on both sides of the ship body 1. A main anti-rolling assembly 2 is arranged in the accommodating groove 3. The main anti-rolling assembly 2 includes a main anti-rolling fin 21 for enhancing the stability of the ship body 1 and a main fin driving mechanism for driving the main anti-rolling fin 21 to expand or contract. A storage groove is opened at the bottom of the ship body 1, and an auxiliary anti-rolling assembly 4 is arranged in the storage groove. The auxiliary anti-rolling assembly 4 includes an auxiliary anti-rolling fin 41 for cooperating with the main anti-rolling fin 21 to improve the anti-rolling effect and an auxiliary fin driving mechanism for driving the auxiliary anti-rolling fin 41 to expand or contract.

[0033] When the ship body 1 sways during navigation, by starting the main fin driving mechanism and the auxiliary fin driving mechanism, the main fin driving mechanism drives the main anti-rolling fin 21 to expand outward from the accommodating groove 3, increasing the ship's waterplane area. At the same time, the auxiliary fin driving mechanism drives the auxiliary anti-rolling fin 41 to expand downward from the bottom storage groove, forming a composite anti-rolling system with the main anti-rolling fin 21. The main anti-rolling fin 21 and the auxiliary anti-rolling fin 41 act together to generate a stabilizing moment, effectively suppressing the rolling motion of the ship. When in the calm water condition, the main fin driving mechanism and the auxiliary fin driving mechanism respectively drive the main anti-rolling fin 21 and the auxiliary anti-rolling fin 41 to contract and reset, reducing the ship's navigation resistance, thereby achieving the balance of the stability optimization and navigation performance of the ship body 1 under different sea conditions.

[0034] See Figures 3 to 7As shown, the main fin driving mechanism includes a rotating column 22 and a rotating block 23; the rotating column 22 is vertically arranged in the receiving groove 3; the rotating block 23 is arranged on the rotating column 22, a fixing frame 24 is arranged on one side of the rotating block 23, the main anti-rolling fin 21 is movably arranged in the fixing frame 24, and a linear driving component for driving the main anti-rolling fin 21 to move to adjust the length of the main anti-rolling fin 21 is also arranged on the fixing frame 24. An accommodation cavity is opened at the top of the receiving groove 3 inside the ship body 1, and a rotating driving component for driving the rotating block 23 to rotate 90 degrees is arranged in the accommodation cavity.

[0035] When it is necessary to drive the main anti-rolling fin 21 to expand out of the receiving groove 3, by starting the rotating driving component, the rotating driving component drives the rotating block 23 to rotate 90 degrees around the rotating column 22, so that the fixing frame 24 rotates out of the receiving groove 3, and the linear driving component can be started to change the extension length of the main anti-rolling fin 21 by the linear driving component, thereby changing the length-width ratio of the ship body 1, increasing the contact area between the ship body 1 and the water surface, and improving the anti-rolling effect of the ship body 1.

[0036] See Figures 3 to 7 As shown, the rotating driving component includes an extension column 25, a first gear 26, a slide rail 27 and a linear driver 210; one end of the rotating column 22 penetrates through the top of the receiving groove 3 and extends into the accommodation cavity, and the extension column 25 is arranged at the extended end of the rotating column 22; the first gear 26 is sleeved on the rotating column 22; the slide rail 27 is arranged on the side wall of the accommodation cavity, a rack 28 is slidably arranged on the slide rail 27, and a connecting plate 29 is arranged on one side of the rack 28; the linear driver 210 is arranged in the accommodation cavity, and one end of the linear driver 210 is connected to one side of the connecting plate 29.

[0037] By starting the linear driver 210, the linear driver 210 is a cylinder, the linear driver 210 pushes the connecting plate 29 to move, and the connecting plate 29 pushes the rack 28 to move axially along the slide rail 27. Since the rack 28 meshes with the first gear 26, the first gear 26 converts the linear motion of the rack 28 into a rotational motion, driving the rotating column 22 to rotate. The rotating column 22 drives the rotating block 23 and the fixing frame 24 to rotate as a whole, realizing the expansion of the main anti-rolling fin 21. The extended length of the linear driver 210 is calculated. When the linear driver 210 is fully extended, it just drives the rotating column 22 to rotate 90 degrees.

[0038] See Figures 3 to 7As shown in the figure, the linear drive component includes a fixed platform 211, a first motor 213, and a moving block 214. The fixed platform 211 is arranged at the rear side of the fixed frame 24. A rectangular groove is formed on the fixed platform 211, and a threaded rod 212 is horizontally arranged in the rectangular groove. The first motor 213 is arranged at one end of the fixed platform 211, and the output end of the first motor 213 is connected to one end of the threaded rod 212. The moving block 214 is threadedly arranged on the threaded rod 212, and one side of the moving block 214 is connected to the main anti-rolling fin 21.

[0039] By starting the first motor 213, the first motor 213 drives the threaded rod 212 to rotate. Since the moving block 214 is threadedly arranged on the threaded rod 212, when the threaded rod 212 rotates, it will drive the moving block 214 to move. The movement of the moving block 214 drives the main anti-rolling fin 21 to move, thereby driving the main anti-rolling fin 21 to axially move within the fixed frame 24, so as to change the extension length of the main anti-rolling fin 21, and then change the length-width ratio of the ship body 1, increase the contact area between the ship body 1 and the water surface, and improve the anti-rolling effect of the ship body 1.

[0040] See Figure 6 and Figure 7 As shown in the figure, limit sliders are arranged at the top and bottom of the main anti-rolling fin 21, and limit sliding grooves for the limit sliders to move are formed on the fixed frame 24.

[0041] When the movement of the moving block 214 drives the main anti-rolling fin 21 to move, the main anti-rolling fin 21 will move in the limit sliding groove through the limit sliders arranged at the top and bottom, thereby improving the stability of the movement.

[0042] See Figures 8 to 10 As shown in the figure, the auxiliary fin drive mechanism includes a moving plate 46. The moving plate 46 is vertically movably arranged in the storage groove. A vertical drive component for driving the moving plate 46 to move is arranged in the storage groove. A support frame 48 is arranged at the bottom of the moving plate 46. A second bidirectional lead screw 410 is arranged in the support frame 48. A third motor 49 is arranged on one side of the support frame 48, and the output end of the third motor 49 is connected to one end of the second bidirectional lead screw 410. A moving seat 411 is arranged on the second bidirectional lead screw 410. The auxiliary anti-rolling fin 41 is arranged on one side of the moving seat 411 through a rotating shaft. An adjusting component for driving the auxiliary anti-rolling fin 41 to rotate to change the inclination angle with the horizontal plane is also arranged on the moving seat 411.

[0043] By starting the vertical driving component, the moving plate 46 is driven by the vertical driving component to displace in the vertical direction of the receiving groove, so as to deploy the auxiliary anti-rolling fin 41 in the receiving groove. And by starting the third motor 49, the third motor 49 drives the second bidirectional lead screw 410 to rotate, and the second bidirectional lead screw 410 drives the two groups of moving seats 411 to move towards or away from each other, so as to adjust the lateral deployment amplitude of the auxiliary anti-rolling fin 41, and the inclination angle between the auxiliary anti-rolling fin 41 and the horizontal plane can be adjusted through the adjusting component, improving the anti-rolling effect.

[0044] See Figures 8 to 10 As shown, the vertical driving component includes a first bidirectional lead screw 42, a second motor 43, a driving block 44 and a hinge block 47; the first bidirectional lead screw 42 is horizontally arranged in the receiving groove; the second motor 43 is arranged on one side of the ship body 1, and the output end of the second motor 43 is connected to one end of the first bidirectional lead screw 42; the driving block 44 is arranged on the first bidirectional lead screw 42, and hinge rods 45 are hinged on both sides of the driving block 44; the hinge block 47 is arranged on the top of the moving plate 46, and the other end of the hinge rod 45 is hinged to the hinge block 47.

[0045] By starting the second motor 43, the second motor 43 drives the first bidirectional lead screw 42 to rotate. The rotation of the first bidirectional lead screw 42 drives the two groups of driving blocks 44 to move towards each other, and the horizontal movement of the driving block 44 is converted into a vertical component force through the hinge rod 45, and the vertical component force is transmitted to the moving plate 46 through the hinge block 47, realizing the vertical lifting movement of the moving plate 46 until the auxiliary anti-rolling fin 41 is deployed from the receiving groove.

[0046] See Figure 10 As shown, the adjusting component includes a fourth motor 412 and a third gear 414; the fourth motor 412 is arranged on the side of the moving seat 411 away from the rotating shaft; a second gear 413 is arranged at the output end of the fourth motor 412; the third gear 414 is sleeved on the rotating shaft, and the third gear 414 meshes with the second gear 413.

[0047] By starting the fourth motor 412, the fourth motor 412 drives the second gear 413 to rotate. Since the third gear 414 meshes with the second gear 413, when the second gear 413 rotates, the third gear 414 rotates synchronously. The rotation of the third gear 414 drives the rotating shaft and the auxiliary anti-rolling fin 41 to rotate, thus changing the angle between the auxiliary anti-rolling fin 41 and the horizontal plane.

[0048] See Figure 8 and Figure 9 As shown, first sliders are arranged on both sides of the moving plate 46, and first sliding grooves for the first sliders to move are arranged on the inner wall of the receiving groove.

[0049] When the articulated block 47 transfers the vertical component force to the moving plate 46, the moving plate 46 will move in the first chute through the first sliders on both sides, thereby improving the stability of the movement of the moving plate 46.

[0050] See Figure 8 As shown, on both sides of the ship body 1 located in the receiving groove, there are accommodation bins 415 for shielding the auxiliary anti-rolling fins 41.

[0051] Through the setting of the accommodation bin 415, it is convenient to store the auxiliary anti-rolling fins 41.

[0052] When the ship body 1 sails and sways, by starting the first motor 213, the first motor 213 drives the threaded rod 212 to rotate. Since the moving block 214 is threadedly arranged on the threaded rod 212, when the threaded rod 212 rotates, it will drive the moving block 214 to move. The movement of the moving block 214 drives the main anti-rolling fin 21 to move, so as to drive the main anti-rolling fin 21 to make an axial movement in the fixed frame 24, thereby changing the extension length of the main anti-rolling fin 21, so that the length-width ratio of the ship body 1 changes, increasing the contact area between the ship body 1 and the water surface, and improving the anti-rolling effect of the ship body 1. By starting the vertical driving component, the vertical driving component drives the moving plate 46 to displace in the vertical direction of the receiving groove, so as to deploy the auxiliary anti-rolling fin 41 in the receiving groove. And by starting the third motor 49, the third motor 49 drives the second bidirectional lead screw 410 to rotate, and the second bidirectional lead screw 410 drives the two groups of moving seats 411 to move towards or away from each other, so as to adjust the lateral amplitude of the auxiliary anti-rolling fin 41, and the inclination angle between the auxiliary anti-rolling fin 41 and the horizontal plane can be adjusted through the adjusting component, improving the anti-rolling effect.

[0053] The above embodiments only represent one or several implementation manners of the present invention, and the description is relatively specific and detailed, but it cannot be understood as a limitation to the scope of the present invention. It should be noted that for those of ordinary skill in the art, without departing from the concept of the present invention, several deformations and improvements can still be made, and these all belong to the protection scope of the present invention. Therefore, the protection scope of the present invention should be subject to the appended claims.

Claims

1. A ship stability protection device, characterized in that: The invention comprises a ship body (1), wherein receiving grooves (3) are arranged on both sides of the ship body (1), a main anti-rolling assembly (2) is arranged in the receiving grooves (3), the main anti-rolling assembly (2) comprises a main anti-rolling fin (21) for enhancing the stability of the ship body (1) and a main fin driving mechanism for driving the main anti-rolling fin (21) to expand or contract, a receiving groove is opened at the bottom of the ship body (1), an auxiliary anti-rolling assembly (4) is arranged in the receiving groove, the auxiliary anti-rolling assembly (4) comprises an auxiliary anti-rolling fin (41) for cooperating with the main anti-rolling fin (21) to improve the anti-rolling effect, and an auxiliary fin driving mechanism for driving the auxiliary anti-rolling fin (41) to expand or contract.

2. A ship stability protection device according to claim 1, characterized in that: The main fin driving mechanism comprises a rotating column (22) and a rotating block (23); The rotating column (22) is vertically arranged in the containing groove (3); The rotating block (23) is arranged on the rotating column (22), a fixing frame (24) is arranged on one side of the rotating block (23), the main fin stabilizer (21) is movably arranged in the fixing frame (24), and a linear driving component for driving the main fin stabilizer (21) to move so as to adjust the length of the main fin stabilizer (21) is also arranged on the fixing frame (24). An accommodating chamber is provided in the ship body (1) at the top of the accommodating groove (3), and a rotating driving component for driving the rotating block (23) to rotate 90 degrees is arranged in the accommodating chamber.

3. A ship stability protection device according to claim 2, characterized in that: The rotary drive component comprises an extension column (25), a first gear (26), a slide rail (27) and a linear drive (210); One end of the rotating column (22) passes through the top of the containing groove (3) and extends into the containing cavity, and the extending column (25) is arranged at the extending end of the rotating column (22); The first gear (26) is sleeved on the rotating column (22); The slide rail (27) is arranged on the side wall of the accommodating cavity, a rack (28) is slidably arranged on the slide rail (27), and a connecting plate (29) is arranged on one side of the rack (28); The linear driver (210) is disposed in the accommodating cavity, and one end of the linear driver (210) is connected to one side of the connecting plate (29).

4. A ship stability protection device according to claim 2, characterized in that: The linear drive component comprises a fixed platform (211), a first motor (213) and a moving block (214); The fixing platform (211) is arranged at the rear side of the fixing frame (24), and a rectangular groove is provided on the fixing platform (211), and a threaded rod (212) is horizontally arranged in the rectangular groove; The first motor (213) is arranged at one end of the fixing platform (211), and the output end of the first motor (213) is connected to one end of the threaded rod (212); The moving block (214) is threadedly arranged on the threaded rod (212), and one side of the moving block (214) is connected to the main stabilizer fin (21).

5. A ship stability protection device according to claim 2, characterized in that: Limiting slide blocks are arranged at the top and bottom of the main anti-roll fin (21), and limiting sliding grooves for the limiting slide blocks to move are provided on the fixing frame (24).

6. A ship stability protection device according to claim 1, characterized in that: The secondary fin driving mechanism comprises a moving plate (46); The movable plate (46) is vertically movable and arranged in the receiving groove. A vertical driving component for driving the movable plate (46) to move is arranged in the receiving groove. A support frame (48) is arranged at the bottom of the movable plate (46). A second bidirectional screw rod (410) is arranged in the support frame (48). A third motor (49) is arranged on one side of the support frame (48). The output end of the third motor (49) is connected to one end of the second bidirectional screw rod (410). A movable seat (411) is arranged on the second bidirectional screw rod (410). The auxiliary anti-roll fin (41) is arranged on one side of the movable seat (411) through a rotating shaft. The movable seat (411) is also provided with an adjustment component for driving the auxiliary anti-roll fin (41) to rotate so as to change the inclined angle with the horizontal plane.

7. A ship stability protection device according to claim 6, characterized in that: The vertical driving component comprises a first bidirectional screw rod (42), a second motor (43), a driving block (44) and a hinge block (47); The first bidirectional screw rod (42) is horizontally arranged in the receiving groove; The second motor (43) is arranged on one side of the ship body (1), and the output end of the second motor (43) is connected to one end of the first bidirectional screw rod (42); The driving block (44) is arranged on the first bidirectional screw rod (42), and hinge rods (45) are hinged on both sides of the driving block (44); The hinge block (47) is arranged on the top of the movable plate (46), and the other end of the hinge rod (45) is hinged to the hinge block (47).

8. A ship stability protection device according to claim 6, characterized in that: The adjustment component includes a fourth motor (412) and a third gear (414); The fourth motor (412) is arranged on a side of the moving base (411) away from the rotating shaft; the output end of the fourth motor (412) is provided with a second gear (413); The third gear (414) is sleeved on the rotating shaft, and the third gear (414) is meshed with the second gear (413).

9. A ship stability protection device according to claim 6, characterized in that: First sliding blocks are arranged on both sides of the movable plate (46), and a first sliding groove for allowing the first sliding block to move is arranged on the inner wall of the storage groove.

10. A ship stability protection device according to claim 1, characterized in that: The ship body (1) is provided with accommodation chambers (415) on both sides of the storage slot for shielding the auxiliary anti-roll fins (41).

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