Touring car and ship dual-purpose traction mooring device and operation method

Abstract

The invention discloses a touring car and ship dual-purpose traction mooring device and an operation method, and the touring car and ship dual-purpose traction mooring device comprises a traction frame which is transversely divided into a front space and a rear space through a cross beam connected between two parallel longitudinal beams, and the two longitudinal beams where the front space is located are symmetrically provided with sliding grooves in the axial direction; the traction mechanism comprises a winding wheel for winding a steel wire and a wire guide frame stretching across the winding wheel, the steel wire movably penetrates through a guide groove of the wire guide frame, the winding wheel and the wire guide frame are rotationally arranged on a movable body in a sleeving mode, and the two ends of the movable body are arranged in sliding grooves of traction frames in a sliding fit mode; the movable body sequentially passes through the front space and the rear space through the transmission assembly and is elastically connected with the touring car or the steamship; and the adapter frame is used for symmetrically clamping and connecting the divergent brackets on the two sides of the traction frame. The technical barrier of application scenes of motor homes and steamships is broken through for the first time, the market blank of the multi-attribute general traction mooring device is filled through an integrated structure and a self-adaptive mechanism, and an efficient, economical and safe solution is provided for cross-field users.

Description

Technical Field

[0001] The present invention relates to a traction mooring device, and particularly to a traction mooring device and an operation method for both RVs and ships. Background Art

[0002] Traditional RV traction devices mostly adopt a rigid connection structure, relying on a traction rod of a fixed length. Under complex road conditions, the sudden change of the steel wire tension is likely to occur due to bumps. Long-term use is likely to cause fatigue fracture or decoupling risk of the steel wire. In addition, the existing traction systems usually only adapt to a single vehicle model, with low modularity, which limits the applicability in multiple scenarios. At the safety level, there is a lack of active braking design in case of accidental decoupling, which is likely to cause damage to personnel and equipment.

[0003] Traditional ship mooring devices are mostly designed for static waters, relying on rigid anchor chains or simple elastic ropes. In the face of tidal fluctuations or wind and wave impacts, the rigid connection is likely to cause overload of the mooring force, resulting in slack or fracture of the steel wire; while a simple elastic element (such as an ordinary spring) cannot achieve real-time adjustment of the tension, resulting in poor mooring stability and high risk of ship displacement. In addition, the existing mooring device has a fixed structure, which is difficult to adapt to ships of different tonnages or complex wharf environments, and the maintenance cost is high.

[0004] The current traction and mooring devices are both designed for single-scenario use. The RV traction device cannot be compatible with the ship mooring requirements, and vice versa. Users who are keen on the outdoors need to purchase two independent systems separately, resulting in equipment redundancy, inconvenient storage and doubled costs. The lack of a reusable modular design further exacerbates the technical barriers. From the perspective of manufacturers, it brings opportunities for technological innovation and market expansion. Therefore, there is an urgent need for a general-purpose device with high compatibility, dynamic adaptability and safety redundancy to cover the dual requirements of RV traction and ship mooring. Summary of the Invention

[0005] In order to solve the deficiencies of the above-mentioned technologies, the present invention provides a traction mooring device and an operation method for both RVs and ships.

[0006] In order to solve the above technical problems, the technical solution adopted by the present invention is: a traction mooring device for both RVs and ships, comprising: A traction frame, with a cross beam connected between two parallel longitudinal beams to partition a front space and a rear space, and axially symmetric chutes are opened on the two longitudinal beams where the front space is located; A traction mechanism, including a wire winding wheel for coiling a steel wire and a wire guiding frame straddling outside the wire winding wheel. The steel wire is movably threaded through the wire guiding groove of the wire guiding frame. The wire winding wheel and the wire guiding frame are both rotatably sleeved on a movable body. The two ends of the movable body are slidably matched in the chutes of the traction frame, and the movable body is elastically connected to an RV or a ship through a transmission assembly in sequence through the front space and the rear space; The adapter frame is symmetrically clamped and connected to the gradually expanding brackets on both sides of the towing frame.

[0007] Further, the transmission assembly includes a rotating block hinged to the middle of the lower end face of the cross beam of the towing frame. An activity frame hinged to one side of the rotating block extends into the front space and is rotatably sleeved on the moving body through two hinge points. The activity frame straddles outside the wire frame and is located between the two longitudinal beams. A hinged damping spring is on the other side of the rotating block. The damping spring obliquely passes through the rear space and is hinged to a caravan or a ship outward.

[0008] Further, the adapter frame includes a first frame body that is parallel to each other at the front end and a second frame body connected to the rear end of the first frame body and expanding outward backward. A front extension space communicating with the front space is formed between the first frame bodies, and a rear extension space covering the front space and the rear space is formed between the second frame bodies.

[0009] Further, the front end of the first frame body forms a front end fixed point for connecting to the vehicle head or abutting against the dock, and the rear end of the second frame body forms a rear end fixed point for connecting to the vehicle body or the bow of the ship.

[0010] Further, the steel wire passes through the front space and the projection space of the front extension space in sequence to form a front end elastic point for connecting to the vehicle head or the dock.

[0011] Further, the towing frame is fixedly connected to the first frame body through the front part of the side wall of the longitudinal beam. A support shaft is transversely connected to the rear part of the side wall of the longitudinal beam of the towing frame. The support shaft extends out of the second frame body from the rear extension space to form a rear end rotation point for connecting to the vehicle body or the bow of the ship.

[0012] Further, U-shaped plates with a diving surface forward are connected to the upper end faces of the two longitudinal beams of the towing frame. The U-shaped plates surround the periphery of the front space. The opening of the U-shaped plate faces the front extension space. The U-shaped plate is connected to the middle of the upper end face of the cross beam through a column, and air circulation hollow areas are formed on both sides of the column.

[0013] Further, the first frame body is a pull-out and fixed frame body, including a first outer frame body and a first inner frame body that is matched and inserted into the first outer frame body. Screw holes are provided on the first outer frame body and the first inner frame body, and bolts are provided in the corresponding screw holes of the first outer frame body and the first inner frame body.

[0014] Further, the support shaft is a split or integral shaft body.

[0015] An operation method of a towing and mooring device for both caravan and ship use. When used for ship mooring, the operation method is to connect the head end of the adapter frame to the dock, release the steel wire, so that the moving body moves forward on the towing frame to drive the damping spring to stretch. The tail end of the adapter frame is fixedly connected or rotatably connected to the bow of the ship. The reaction force of the damping spring dynamically compensates the tightness of the steel wire to maintain the tension of the steel wire. When used for towing a recreational vehicle, the operation method is to connect the head end of the adapter frame to the towing hook of the recreational vehicle's front end, and fix or rotate the tail end to tow the recreational vehicle. During driving, the steel wire is connected to the anti-disconnection safety device of the recreational vehicle. When the adapter frame is decoupled from the towing hook of the recreational vehicle's front end, the braking mechanism is triggered.

[0016] The present invention discloses a towing and mooring device and operation method for both recreational vehicles and ships. Through the innovative design of the composite structure of the towing frame and the adapter frame, the function integration of recreational vehicle towing and ship mooring is realized. One set of device can meet two types of significantly different load scenarios, completely solve the problem of equipment redundancy, and reduce the purchase and maintenance costs of users. In view of the different characteristics of the bumps of recreational vehicles and the tidal displacement of ships, the linkage mechanism of the transmission component and the damping spring is adopted to sense the change of the external load in real time and feedback the elastic compensation force, ensuring that the steel wire tension is always stable within the safety threshold, and significantly improving the reliability of towing and mooring. Through the retractable frame body, the split support shaft and the multi-degree-of-freedom hinge design, it supports the rapid adjustment of the towing point position, the frame body length and the connection method, adapts to different vehicle models, ship types and wharf environments, and enhances the scene expansion ability of the device. An unhooking trigger braking mechanism is integrated in the towing of recreational vehicles to prevent the steel wire from getting out of control; in the mooring of ships, the elastic feedback of the damping spring is used to resist impacts. The dual safety design covers the core risks of both scenarios and significantly reduces the accident rate. BRIEF DESCRIPTION OF THE DRAWINGS

[0017] Figure 1 It is a schematic structural diagram of Embodiment 1 of the present invention.

[0018] Figure 2 is Figure 1 a partial structural diagram in

[0019] Figure 3 is Figure 1 a side view of

[0020] Figure 4 It is a schematic structural diagram when the movable body is in the initial position.

[0021] Figure 5 It is a schematic structural diagram when the movable body is in the terminal position.

[0022] Figure 6 It is a schematic structural diagram of Embodiment 2 of the present invention.

[0023] Figure 7 It is a schematic structural diagram of Embodiment 3 of the present invention.

[0024] Figure 8 It is a schematic structural diagram of Embodiment 4 of the present invention.

[0025] In the figure: 100, towing frame; 101, longitudinal beam; 102, cross beam; 103, sliding groove; 104, support shaft; 105, U-shaped plate; 106, upright column; 200, towing mechanism; 201, steel wire; 202, winding wheel; 203, wire guiding frame; 204, movable body; 205, rotating block; 206, movable frame; 207, damping spring; 300, adapter frame; 301, first frame body; 302, second frame body; 301a, first outer frame body; 301b, first inner frame body; 301c, screw hole; 301d, bolt. Specific embodiments

[0026] The present invention will be further described in detail below in conjunction with the accompanying drawings and specific embodiments.

[0027] Embodiment 1: As Figures 1-3 shown in this embodiment, a towing and mooring device for a recreational vehicle and a ship is disclosed, including a towing frame 100, a towing mechanism 200, and an adapter frame 300; Specifically, the towing frame 100 has two longitudinally parallel longitudinal beams 101 and a cross beam 102 connecting the longitudinal beams 101. In this embodiment, to ensure stability, the transverse and longitudinal beams are integrally formed into an H-shaped structural beam support. The cross beam serves as the support middle beam of the towing frame 100. In the entire invention, since the adapter frame 300 is also connected to the towing frame 100, the cross beam is also the support middle beam of the towing and mooring device. In addition, the cross beam 102 also horizontally divides the vertical projection space between the longitudinal beams 101 into a front space and a rear space. The front and rear space partitions enable the front space to accommodate the towing mechanism and the rear space to accommodate some transmission components, thus avoiding interference between different mechanisms and enabling related functional modules such as towing, buffering, and transmission to operate in independent partitions.

[0028] Among them, the traction mechanism 200 includes a winding wheel 202 for winding a steel wire 201. A wire guide frame 203 straddles the outside of the winding wheel 202 and is provided with a wire guide groove. The steel wire 201 is movably threaded through the wire guide groove of the wire guide frame 203 to ensure that the steel wire moves along a predetermined path during traction, avoiding entanglement or deviation. Both the winding wheel 202 and the wire guide frame 203 are rotatably sleeved on a movable body 204. Axially symmetric sliding grooves 103 are opened on the two longitudinal beams 101 where the front space is located. The two ends of the movable body 204 are slidably matched in the sliding grooves 103 of the traction frame 100. The sliding grooves provide guiding for the movement of the movable body 204. It should be noted that the sliding grooves are axially symmetrically opened on the longitudinal beams, and their cross-sectional shapes match the ends of the movable body. The cooperation modes of T-shaped grooves, dovetail grooves or rectangular grooves can be adopted to restrict the lateral movement of the circular tube through physical limits. Alternatively, rollers or bearings can be installed at the ends of the movable body to make it roll rather than slide along the sliding grooves, reducing the frictional resistance and improving the movement accuracy. Therefore, the movable body 204 can move in the sliding groove 103 either by sliding or rolling. Generally speaking, the purpose of the movement is to adapt to the dynamic requirements in different traction or mooring scenarios. For example, maintaining the tension of the steel wire during the towing of a recreational vehicle or compensating for tidal displacement during the mooring of a ship.

[0029] In this embodiment, the movable body 204 is specifically elastically connected to a recreational vehicle or a ship through a transmission component in sequence through the front space and the rear space to form a multi-degree-of-freedom linkage. Among them, the transmission component includes a rotating block 205 hinged to the middle of the lower end surface of the cross beam 102 of the traction frame 100. In this embodiment, the pin hinge method is adopted, that is, through holes are opened in the protruding part of the lower end surface of the cross beam, and holes are also provided at the corresponding positions of the rotating block. A high-strength pin shaft passes through both to form a fixed rotation axis. An activity frame 206 hinged to one side of the rotating block 205 extends to the front space and is rotatably sleeved on the movable body 204 through two hinge points. Note that the two hinge points are preferably in the left-right symmetric positions to reduce the movement deviation through two-point constraints and ensure the accuracy of the movement of the traction mechanism. The activity frame 206 straddles outside the wire guide frame 203 and is located between the two longitudinal beams 101. A hinged damping spring 207 is arranged on the other side of the rotating block 205. The damping spring 207 obliquely passes through the rear space and is externally hinged to a recreational vehicle or a ship. The hinged method can be realized by installing a hinge seat on the recreational vehicle or the ship.

[0030] When the traction mechanism operates, the movable body 204 slides or rolls from the initial position along the sliding groove 103 to the termination position, changing from the Figure 3 state to Figure 4, driving the movable frame 206 to swing around the hinge point of the rotating block 205; the two hinge points of the movable frame convert the linear motion of the movable body into the rotation of the rotating block. At the same time, the damping spring 207 is inclined and stretched or compressed as the rotating block swings, and its elastic force is transmitted to the RV or ship through the hinge point, dynamically offsetting external impacts such as the bumping of the RV or the swaying of the waves, and maintaining the tension balance of the steel wire. In particular, during the mooring process of the ship, when the hull displacement and the tensile force of the steel wire increase due to tides or wind and waves, the movable body slides forward along the chute under the action of the tensile force, pushing the movable frame to swing around the hinge point of the rotating block; the swing of the rotating block forces the inclined damping spring to be further stretched. The elastic deformation of the damping spring is positively correlated with the tensile force, and its reaction force is transmitted to the steel wire in the reverse direction through the hinge point, forming a dynamic feedback. As the tensile force continues to increase, the elongation of the damping spring increases, and the spring stiffness characteristic makes the reverse tensile force it provides increase synchronously, so as to offset the external tensile force fluctuation in real time and ensure that the tension of the steel wire always remains within the preset safety threshold. This process realizes an adaptive adjustment mechanism in which the increase in the tensile force causes the spring compensation to increase to maintain the tension balance through the synergistic action of mechanical linkage and elastic elements, effectively coping with the impact caused by ship displacement and maintaining the stability of the mooring system.

[0031] Note that after introducing the dynamic compensation mechanism of the transmission component and the damping spring, the traction mooring device can adapt to the two existing technical modes of "tension control" and "tensionless control" of the steel wire around the pulley. In the tension control mode, as the steel wire is pulled, the steel wire is released. The damping spring is linked with the transmission component through the hinge point to compensate for the change of the external tensile force in real time. When the steel wire is recycled, it is automatically recycled by the tension control device. In this mode, the tension control device superimposes the adaptive compensation mechanism to make the tension adjustment more accurate and stable. It can not only match the change of the external load in real time to maintain a constant traction force, but also significantly improve the buffering ability of the system to sudden impacts through elastic feedback, thereby reducing the fatigue of mechanical components, extending the service life, and ensuring the efficiency and safety of the steel wire retraction and release process. In the tensionless control mode, when the steel wire is not fully released, the damping spring is in a relaxed state, and the movable body is located at the initial position, close to the position of the damping spring. When the tensile force applied by the steel wire is sufficient to stretch the damping spring, the movable body starts to move and enters the adaptive adjustment mechanism. In this mode, the steel wire is allowed to be retracted and released quickly. Among them, when the steel wire is recycled, a rotating handle for the pulley or manual rotation of the pulley can be added to achieve recycling. The advantages of this mode are obvious. When the tensile force exceeds the limit, the adaptive compensation is triggered to avoid the risk of excessive tensile force of the steel wire causing overload fracture or damage to the pulley, and the anti-interference ability can also be improved through this mechanism.

[0032] The adapter frame 300 symmetrically clamps the gradually expanding brackets connected to the two sides of the traction frame 100. In this embodiment, the adapter frame 300 includes a first frame body 301 located at the front end and parallel to each other, and a second frame body 302 connected to the rear end of the first frame body 301 and expanded backward. A front extension space connected to the front space is formed between the first frames 301, which is convenient for the path of the steel wire in the traction mechanism to pass through and reduce space occupation. The steel wire 201 passes through the front space and the projection space of the front extension space in turn to form a front elastic point connected to the front of the vehicle or the dock. A rear extension space covering the front space and the rear space is formed between the second frames 302, and the rear end is connected to the vehicle body or the bow. The outward expansion design expands the support area, disperses the force, adapts to the wide body structure of the RV or ship, and avoids local stress concentration. The front end of the first frame 301 forms a front fixed position connected to the front of the vehicle or abutting the dock. When the front of the vehicle is towed and connected, the front fixed position can use a standard towing hook to match the U-shaped buckle or ring interface at the front end of the first frame, and be fixed by a pin or a self-locking mechanism to ensure impact resistance during high-speed driving. A high-strength pin can also be used to penetrate the towing hook and the reserved hole of the frame, and cooperate with a safety retaining spring to facilitate quick disassembly and assembly and prevent falling off; when the front fixed position is connected to the dock for mooring, a supporting plate with a spring or rubber layer can be set at the front end; the rear end of the second frame 302 forms a rear fixed position connected to the vehicle body or the bow. When the rear end fixed position is towed and connected to the front of the vehicle, a standard plug-in interface can be set at the rear end of the second frame, and locked with the towing base of the RV body by a pin, which is suitable for modular towing requirements, and can also be welded. The above-mentioned connection method of the rear end fixed position is suitable for bow mooring connection. The traction frame 100 is fixedly connected to the first frame body 301 through the front part of the side wall of the longitudinal beam 101. The rear part of the side wall of the longitudinal beam 101 of the traction frame 100 is laterally connected with a support shaft 104, and the support shaft 104 is connected to the second frame body 302, so as to fix the traction frame 100 at the rear of the adapter frame 300.

[0033] The upper end surfaces of the two longitudinal beams 101 of the traction frame 100 are connected with a U-shaped plate 105 with a dive surface facing forward. The U-shaped plate 105 surrounds the periphery of the front space, and the opening of the U-shaped plate 105 faces the front extension space. The U-shaped plate 105 is connected to the middle of the upper end surface of the cross beam 102 through the column 106, and an air circulation hollow area is formed on both sides of the column 106. The dive surface significantly reduces the driving wind resistance and guides the wind for protection. The surrounding design cooperates with the hollow area of ​​the column to form a high-strength honeycomb structure, which improves the support while promoting airflow heat dissipation.

[0034] Embodiment 2: like Figure 6As shown in the figure, on the basis of Embodiment 1, a rear-end rotation point for connecting the vehicle body or the bow of the ship is provided. The towing frame is fixedly connected to the first frame body 301 through the front part of the side wall of the longitudinal beam 101. A support shaft 104 is horizontally connected to the rear part of the side wall of the longitudinal beam 101 of the towing frame. The support shaft 104 extends from the rear extension space to form the rear-end rotation point for connecting the vehicle body or the bow of the ship. When the rear-end rotation point is connected to the RV body, the end of the support shaft is connected to a rotatable towing rod through a bearing or a pin shaft, and the other end of the towing rod is fixed to the towing seat of the RV chassis through a bolt or a quick lock, allowing the vehicle body to swing slightly around the support shaft during turning or bumping, avoiding torque concentration caused by rigid towing. This method is also applicable to the connection of the bow of a ship. A universal joint can also be installed at the end of the support shaft and connected to the towing point of the vehicle body or the bow to achieve multi-directional freedom. The technical analysis and synergistic effect of adding the triangular structure formed by the rear-end rotation point and the damping spring can adapt to the body attitude changes under complex road conditions or provide flexible buffering for tides.

[0035] Embodiment 3: As Figure 7 shown in the figure, on the basis of Embodiment 1, the first frame body 301 is a pull-out and fixed frame body, including a first outer frame body 301a and a first inner frame body 301b that is fitted and inserted into the first outer frame body 301a. Screw holes 301c are provided on the first outer frame body 301a and the first inner frame body 301b, and bolts 301d are provided in the corresponding screw holes 301c of the first outer frame body 301a and the first inner frame body 301b to realize the extension of the first frame body 301.

[0036] Embodiment 4: As Figure 8 shown in the figure, on the basis of Embodiment 3, the support shaft 104 is a split or integral shaft body. When it is a split shaft body, the structure of the support shaft 104 refers to Embodiment 1. The integral shaft body is a high-strength independent rod body fixedly penetrating through the second frame body 302, with enhanced structural stability but to a certain extent limiting the installation range of the damping spring 207.

[0037] In summary, the present invention discloses an operation method of a towing and mooring device for both RVs and ships: When used for ship mooring, the operation method is to connect the head end of the adapter frame with the dock, release the steel wire, and move the movable body forward on the traction frame to drive the damping spring to stretch. The tail end of the adapter frame is fixedly connected or rotationally connected to the bow of the ship, and the reaction force of the damping spring dynamically compensates for the tightness of the steel wire to maintain the tension of the steel wire; when the tidal rise and fall or the impact of wind and waves causes the hull to move, the tension change of the steel wire is fed back to the damping spring in real time through the movement of the movable body, and the stretching amount of the damping spring increases with the increase of external force, and its reaction force is transmitted back to the steel wire through the transmission assembly, forming a closed-loop adjustment with tension-enhanced spring compensation enhancement, ensuring that the steel wire tension is always within the preset safety range to avoid overload breakage or relaxation drift.

[0038] When used for RV towing, the operation method is to connect the head end of the adapter frame to the RV front towing hook, and the tail end is fixedly connected or rotated to tow the RV. During driving, the steel wire is connected to the RV anti-slip safety device. When the adapter frame is unhooked from the RV front towing hook, the braking mechanism is triggered. The end of the steel wire is linked to the RV anti-slip safety device (such as an electromagnetic lock or a mechanical buckle) to monitor the connection status of the towing hook in real time. If the adapter frame is accidentally detached from the towing hook, the anti-slip device immediately triggers the RV braking mechanism (such as a hydraulic brake or a ratchet lock) to prevent greater losses to the RV.

[0039] The above-mentioned embodiments are not limitations of the present invention. Unless otherwise clearly stipulated and limited, the terms "setting", "installation", "connection" and "connection" should be understood in a broad sense. For example, it can be a fixed connection, a detachable connection, or an integral connection; it can be a mechanical connection or an electrical connection; it can be a direct connection, or it can be indirectly connected through an intermediate medium, or it can be the internal connection of two components. For ordinary technicians in this field, the specific meanings of the above-mentioned terms in this application can be understood according to specific circumstances. The present invention is not limited to the above-mentioned examples. Changes, modifications, additions or substitutions made by technicians in this technical field within the scope of the technical solution of the present invention also belong to the protection scope of the present invention. In addition, the technical features involved in the different embodiments of the present application described above can be combined with each other as long as they do not conflict with each other.

Claims

1. A towing and mooring device for a recreational vehicle that can be used both on land and on water, characterized in that, Including: A towing frame (100), with a cross beam (102) connected between two parallel longitudinal beams (101) partitioning a front space and a rear space, and chutes (103) axially symmetrically opened on the two longitudinal beams (101) where the front space is located; A towing mechanism (200), including a winding wheel (202) around which a steel wire (201) is coiled and a wire guiding frame (203) spanning outside the winding wheel (202). The steel wire (201) movably passes through the guiding groove of the wire guiding frame (203). Both the winding wheel (202) and the wire guiding frame (203) are rotatably sleeved on a movable body (204). The two ends of the movable body (204) are slidably matched in the chutes (103) of the towing frame (100), and the movable body (204) is elastically connected to a caravan or a ship in sequence through a transmission assembly via the front space and the rear space; An adapter frame (300), which is a gradually expanding bracket symmetrically clamped and connected to both sides of the towing frame (100).

2. The towing and mooring device for the motorhome and boat combination according to claim 1, wherein: The transmission assembly includes a rotating block (205) hinged to the middle of the lower end surface of the cross beam (102) of the towing frame (100). A movable frame (206) hinged to one side of the rotating block (205) extends into the front space and is rotatably sleeved on the movable body (204) through two hinge points. The movable frame (206) spans outside the wire guiding frame (203) and is located between the two longitudinal beams (101). A hinge damping spring (207) is on the other side of the rotating block (205), and the damping spring (207) obliquely passes through the rear space and is externally hinged to a caravan or a ship.

3. The towing and mooring device for the combination of a recreational vehicle and a ship according to claim 1 or 2, characterized in that: The adapter frame (300) includes parallel first frame bodies (301) at the front end and second frame bodies (302) connected to the rear ends of the first frame bodies (301) and expanding backward and outward. A front extension space communicating with the front space is formed between the first frame bodies (301), and a rear extension space covering the front space and the rear space is formed between the second frame bodies (302).

4. The towing and mooring device for the motorhome and boat combination according to claim 3, characterized in that: The front end of the first frame body (301) forms a front fixing site for connecting to the vehicle head or abutting against the dock, and the rear end of the second frame body (302) forms a rear fixing site for connecting to the vehicle body or the bow.

5. The towing and mooring device for the motorhome and boat combination according to claim 3, characterized in that: The steel wire (201) sequentially passes through the front space and the projection space of the front extension space to form a front elastic site for connecting to the vehicle head or the dock.

6. The towing and mooring device for house cars and ships according to claim 3, characterized in that: The towing frame (100) is fixedly connected to the first frame body (301) through the front part of the side wall of the longitudinal beam (101). A support shaft (104) is horizontally connected to the rear part of the side wall of the longitudinal beam (101) of the towing frame (100). The support shaft (104) extends out of the second frame body (302) from the rear extension space to form a rear rotating site for connecting to the vehicle body or the bow.

7. The towing and mooring device for a recreational vehicle that can be used both on land and on water according to claim 5, characterized in that: The upper end surfaces of the two longitudinal beams (101) of the towing frame (100) are connected with a U-shaped plate (105) having a diving surface forward. The U-shaped plate (105) surrounds the periphery of the front space. The opening of the U-shaped plate (105) faces the front extension space. The U-shaped plate (105) is connected to the middle of the upper end surface of the cross beam (102) through a column (106), and air circulation hollow areas are formed on both sides of the column (106).

8. The towing and mooring device for motorhomes and boats according to claim 7, characterized in that: The first frame body (301) is a pull-out and fixed frame body, which includes a first outer frame body (301a) and a first inner frame body (301b) that is fitted and inserted into the first outer frame body (301a). Screw holes (301c) are provided on the first outer frame body (301a) and the first inner frame body (301b), and bolts (301d) are provided in the corresponding screw holes (301c) of the first outer frame body (301a) and the first inner frame body (301b).

9. The towing and mooring device for the combination of house car and ship according to claim 8, characterized in that: The support shaft (104) is a split or integral shaft body.

10. The operation method of the traction and mooring device for motorhomes and boats according to claim 1, characterized in that: When used for ship mooring, the operation method is to connect the head end of the adapter frame to the dock, release the steel wire, so that the movable body moves forward on the traction frame to drive the damping spring to stretch. The tail end of the adapter frame is fixedly connected or rotatably connected to the bow of the ship, and the reaction force of the damping spring dynamically compensates for the tightness of the steel wire to maintain the tension of the steel wire. When used for towing a motorhome, the operation method is to connect the head end of the adapter frame to the towing hook of the motorhome's front end, and the tail end is fixedly connected or rotatably tow the motorhome. During driving, the steel wire is connected to the anti-disconnection safety device of the motorhome. When the adapter frame is decoupled from the towing hook of the motorhome's front end, the braking mechanism is triggered.

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