Anti-swing pull traction device for outdoor light-weight motor home

Abstract

The invention relates to the field of pull equipment, in particular to an anti-swing pull traction device for an outdoor lightweight motor home. A framework is arranged at the lower end of the light recreational vehicle, a derivation frame is arranged at one end of the framework, and the lower end of the derivation frame abuts against the output end of a jack when the light recreational vehicle is parked. An anti-swing mechanism is arranged on the derivation frame and comprises an auxiliary wedge block, a main wedge block is arranged on the side of the auxiliary wedge block in a sliding mode, the main wedge block abuts against the auxiliary wedge block through an inclined face when moving to the upper end of the auxiliary wedge block, a shockproof hammer is arranged at the upper end of the main wedge block, a weight bearing block is arranged on the side of the main wedge block, and a buckling claw matched with a traction vehicle is arranged at the lower end of the auxiliary wedge block. Two pushing air cylinders are arranged at the lower end of the framework, two rod seats are arranged beside the pushing air cylinders, and auxiliary wheels are arranged beside the rod seats. According to the device, the parking stress area is enlarged through the supporting legs, the gravity center is adjusted through the main wedge block and the weight bearing block, the buckling claw is self-locked, vibration is buffered through the vibration damper, the anti-swing function during parking, short-distance moving and long-distance pulling of the lightweight limo is achieved, and the stability and the driving safety are improved.

Description

Technical Field

[0001] This invention relates to the field of trailer equipment, specifically to an anti-sway trailer traction device for lightweight outdoor recreational vehicles. Background Technology

[0002] Existing lightweight recreational vehicles in the new energy vehicle sector often employ an integrated cage-like frame structure. Finite element analysis technology is used to precisely calculate the stress points of the frame, eliminating redundant structures in traditional frames. Simultaneously, reinforcing ribs are incorporated into key stress-bearing areas, reducing overall weight while improving the frame's torsional resistance. Furthermore, the application of modular manufacturing processes further contributes to lightweighting. By disassembling the frame into multiple standardized modules for prefabrication, weight loss at welding joints is reduced, while assembly precision is improved, resulting in more accurate control of the overall frame weight. This lightweight design not only reduces fuel cell consumption but also enhances vehicle handling agility and passability, making it particularly suitable for driving in complex road conditions.

[0003] However, while the lightweight design of the vehicle frame brings many advantages, it also raises stability issues during parking and movement, specifically manifesting as noticeable swaying. Existing anti-sway towing devices are difficult to adapt effectively. When parked, the lightweight frame reduces the overall weight of the RV, and although the center of gravity distribution is optimized, it is still more susceptible to external forces than traditional RVs. In complex environments such as campgrounds, even a 3-4 level wind can cause lateral swaying. If passengers move around or side windows are opened, the swaying amplitude will increase further, potentially affecting comfort and even causing items inside to tip over. During movement, the swaying problem is even more pronounced. When a towed lightweight RV is in motion, due to its light weight and low inertia, changes in traction between the RV and the towing vehicle are quickly transmitted to the frame when the towing vehicle accelerates, decelerates, or turns, causing longitudinal or lateral swaying. Especially when driving on highways in crosswinds or on uneven surfaces, lightweight RVs are prone to serpentine behavior (i.e., swaying from side to side), significantly increasing driving risks.

[0004] However, existing anti-sway towing devices are mostly designed for traditional heavy-duty motorhomes. Heavy-duty motorhomes only need to consider the stability and durability of the connection between the towing vehicle and the motorhome. Furthermore, due to their weight, heavy-duty motorhomes do not exhibit swaying behavior during travel. Therefore, existing anti-sway towing devices cannot be directly applied to lightweight motorhomes. Consequently, we need to redesign an anti-sway towing device for lightweight motorhomes. Summary of the Invention

[0005] Therefore, it is necessary to provide an anti-sway towing device for lightweight outdoor RVs to address the existing technical problems.

[0006] To solve the problems of the prior art, the technical solution adopted by the present invention is as follows:

[0007] An anti-sway towing device for lightweight outdoor RVs, comprising:

[0008] The lightweight motorhome has a frame at the bottom, and a derivative frame is installed at one end of the frame. When the lightweight motorhome is parked, the lower end of the derivative frame abuts against the output end of the jack.

[0009] The derivative frame is equipped with an anti-sway mechanism, which includes a secondary wedge block that is slidably mounted above the derivative frame, a main wedge block that is slidably mounted next to the secondary wedge block, and the main wedge block abutting against the secondary wedge block through an inclined surface when it moves to the upper end of the secondary wedge block. A shock absorber is mounted on the upper end of the main wedge block, and a load-bearing block that is fixed to the main wedge block is mounted next to the shock absorber. A tilting frame is mounted on the side of the main wedge block closer to the lightweight motorhome, and a latch that is connected to the towing vehicle is mounted on the lower end of the secondary wedge block.

[0010] Two push cylinders are installed at the lower end of the frame, and two rod seats are installed next to the push cylinders. An auxiliary wheel is adjustable next to the rod seats.

[0011] Furthermore, each side of the push cylinder is provided with a base fixed to the lower end of the frame, and each side of the push cylinder is rotatably connected to the base.

[0012] A top seat is fixed to the lower end of the frame on the side of the rod seat. A secondary shaft is fixed to the side of the rod seat near the top seat. The secondary shaft is rotatably connected to the top seat. A turntable is fixed to the upper end of the rod seat. The turntable is hinged to the output end of the push cylinder.

[0013] Furthermore, a support foot is fixed to the side of the pole mount away from the auxiliary wheel.

[0014] Furthermore, a wheel seat is provided at the upper end of the auxiliary wheel, and the wheel seat is rotatably connected to the auxiliary wheel. A support cylinder is provided at the upper end of the wheel seat, one end of the support cylinder is hinged to the rod seat, and the other end is hinged to the wheel seat.

[0015] Two slides are provided on the side of the rod holder near the auxiliary wheel. The two slides are arranged in parallel, with one end of each slide hinged to the rod holder and the other end hinged to the wheel seat.

[0016] Furthermore, a dual-axis motor is fixedly connected to the lower end of the main wedge block, and gears are fixedly connected to the two output ends of the dual-axis motor respectively;

[0017] The main wedge has guide rails fixed to the derivative frame on both sides. The lower end of the main wedge has two guide blocks that are slidably connected to the two guide rails. The two guide rails are respectively equipped with racks on the side of the two guide rails that are close to each other, and the two gears mesh with the two racks respectively.

[0018] Furthermore, a mounting base is fixed to the upper end of the load-bearing block, and a roller is rotatably connected to the side of the mounting base near the tilting frame. The roller is in rolling connection with the tilting frame.

[0019] Furthermore, a connecting shaft is fixed to the middle of the flipping frame, and a bushing is rotatably connected to the middle of the connecting shaft along the same axis. A pull rope is fixed to the lower end of the bushing, a weight is fixed to the lower end of the pull rope, a moving magnet is fixed to the lower end of the weight, and a fixed magnet is fixed to the upper end of the derivative frame.

[0020] The upper end of the fixed magnet is lower than the lower end of the dual-axis motor. When the moving magnet moves to the upper end of the fixed magnet, the moving magnet and the fixed magnet attract each other through magnetic force.

[0021] Furthermore, pressure plates are fixedly connected to both sides of the secondary wedge block, and guide pins are fixedly connected to the lower ends of the pressure plates. The guide pins are slidably connected to the derivative frame, and first springs are respectively sleeved on the outside of the guide pins. The upper end of the first spring is fixedly connected to the pressure plate, and the lower end is fixedly connected to the derivative frame.

[0022] Furthermore, a claw seat is slidably connected to the lower end of the derivative frame. The side of the claw seat near the latch is inclined, and a pin seat fixed to the lower end of the derivative frame is provided on the side of the claw seat away from the latch. A positioning pin is fixedly connected to the side of the claw seat near the pin seat, and the positioning pin is slidably connected to the pin seat.

[0023] A second spring is sleeved on the outside of the positioning pin. One end of the second spring is fixed to the pin seat and the other end is fixed to the claw seat. A self-locking hole is formed in the middle of the claw. After the claw moves downward and pushes the claw seat to move through the inclined surface, the claw seat extends into the self-locking hole under the action of the second spring to lock the claw in place.

[0024] Furthermore, handles are fixed to both sides of the claw base.

[0025] The beneficial effects of this invention compared to the prior art are:

[0026] Firstly, this device precisely solves the problem of swaying when parked in lightweight RVs. It is adapted to the characteristics of lightweight frames that are light in weight and susceptible to external forces. In this device, the lightweight RV expands the contact area through the support feet to distribute pressure, the main wedge block drives the load block to adjust the center of gravity, and the tilting frame fits and limits the movement of the side wall of the lightweight RV. Multiple structures work together to resist lateral swaying caused by winds of level 3-4 and people walking, preventing items inside the vehicle from tipping over. Compared with existing devices designed for heavy RVs, this device has specifically optimized the support and center of gravity adjustment structure, significantly improving parking stability and making it specifically suitable for the usage scenarios of lightweight RVs.

[0027] Secondly, this device uses a dual-axis motor to drive the main wedge block to move precisely, and works with the load block to adjust the center of gravity to the direction of the towing vehicle, reducing the risk of center of gravity shift during towing. The self-locking structure of the latches ensures a firm towing connection and prevents the connection from loosening due to vibration. At the same time, the anti-vibration hammer buffers the vibration during towing. The moving magnet and the fixed magnet work together to form a double anti-sway protection, effectively suppressing the longitudinal and lateral swaying caused by the acceleration, deceleration, turning or crosswind of the towing vehicle, solving the problem that existing devices cannot be adapted to anti-swaying of lightweight RV trailers.

[0028] Thirdly, this device achieves short-distance movement through jacks and auxiliary wheels. The flip-up storage design of the pole base does not affect long-distance towing capability. Each component adopts a mechanical transmission and elastic reset structure, eliminating the need for a complex control system. Self-locking, unlocking, and center of gravity adjustment are simple and efficient operations. The materials used are compatible with the lightweight RV frame, with no extra redundant structure, and will not add too much weight burden. At the same time, the modular design facilitates assembly and maintenance, retaining the handling flexibility and low emission advantages of lightweight RVs while making up for their lack of stability. Attached Figure Description

[0029] Figure 1 This is a three-dimensional structural diagram of an embodiment;

[0030] Figure 2 This is a three-dimensional structural schematic diagram from another angle of the embodiment;

[0031] Figure 3 yes Figure 2 A bottom view of the three-dimensional structure;

[0032] Figure 4 yes Figure 3 Enlarged view of the structure at point A in the middle;

[0033] Figure 5 This is a three-dimensional half-sectional view of the anti-sway mechanism in the embodiment;

[0034] Figure 6 yes Figure 5 Enlarged view of the structure at point B in the middle;

[0035] Figure 7 This is a bottom view of the three-dimensional structure of the anti-sway mechanism in the embodiment;

[0036] Figure 8 This is an exploded three-dimensional structural diagram of the anti-sway mechanism in the embodiment;

[0037] Figure 9 yes Figure 8 Enlarged view of the structure at point C;

[0038] Figure 10 yes Figure 8 Enlarged view of the structure at point D.

[0039] The numbers on the map are:

[0040] 1. Lightweight RV; 2. Frame; 3. Derivative frame; 4. Jack; 5. Auxiliary wheel; 6. Dual-axis motor; 7. Gear; 8. Rack; 9. Guide rail; 10. Guide block; 11. Main wedge; 12. Anti-vibration hammer; 13. Load-bearing block; 14. Mounting bracket; 15. Roller; 16. Secondary wedge; 17. First spring; 18. Guide pin; 19. Pressure plate; 20. Claw; 21. Self-locking hole; 22. Second spring 23. Spring; 24. Handle; 25. Pin seat; 26. Positioning pin; 27. Tilting frame; 28. Connecting shaft; 29. ​​Bushing; 30. Pull rope; 31. Weight; 32. Moving magnet; 33. Fixed magnet; 34. Base; 35. Push cylinder; 36. Turntable; 37. Sub-shaft; 38. Top seat; 39. Rod seat; 40. Support foot; 41. Support cylinder; 42. Slide table; 43. Wheel seat; 44. Claw seat. Detailed Implementation

[0041] To further understand the features, technical means, and specific objectives and functions achieved by the present invention, the present invention will be described in further detail below with reference to the accompanying drawings and specific embodiments.

[0042] refer to Figures 1 to 10 An anti-sway towing device for lightweight outdoor RVs, comprising:

[0043] The lightweight motorhome 1 is equipped with a frame 2 at the lower end. One end of the frame 2 is equipped with a derivative frame 3. When the lightweight motorhome 1 is parked, the lower end of the derivative frame 3 abuts against the output end of the jack 4.

[0044] The derivative frame 3 is equipped with an anti-sway mechanism to prevent the lightweight motorhome 1 from swaying. The anti-sway mechanism includes a secondary wedge block 16 slidably disposed above the derivative frame 3, and a main wedge block 11 slidably disposed beside the secondary wedge block 16. When the main wedge block 11 moves to the upper end of the secondary wedge block 16, it abuts against the secondary wedge block 16 through the inclined surface. After the main wedge block 11 abuts against the secondary wedge block 16, when the main wedge block 11 continues to move, it pushes the secondary wedge block 16 to move downward. A shock absorber 12 is disposed at the upper end of the main wedge block 11, and a load-bearing block 13 fixedly connected to the main wedge block 11 is disposed beside the shock absorber 12. A tilting frame 26 is disposed on the side of the main wedge block 11 close to the lightweight motorhome 1, and a latch 20 connected to the towing vehicle is disposed at the lower end of the secondary wedge block 16.

[0045] The lower end of the frame 2 is provided with two push cylinders 34, and two rod seats 38 are provided on the side of the push cylinders 34. An auxiliary wheel 5 is adjustablely provided on the side of the rod seats 38.

[0046] In terms of material selection, traditional lightweight motorhomes 1 mostly use ordinary steel for their sheet metal and frame, while the frames 2 of lightweight motorhomes 1 used in new energy vehicles generally use new materials such as aerospace-grade aluminum alloy, high-strength carbon fiber composite materials, or magnesium alloy. These materials have significant characteristics of low density and high tensile strength. Taking mainstream aerospace-grade aluminum alloy as an example, its density is only about one-third that of steel, but its yield strength can reach more than 1.2 times that of ordinary steel. Under the same load-bearing requirements, lightweight motorhomes 1 using aluminum alloy frames 2 can achieve a weight reduction of more than 30%.

[0047] When the lightweight motorhome 1 is parked, the two pole seats 38 are set in a vertical position. At this time, the auxiliary wheels 5 on both sides of the pole seats 38 are retracted, and the lightweight motorhome 1 remains parked. In order to move the center of gravity of the lightweight motorhome 1 towards the pole seats 38, the main wedge block 11 drives the load block 13 to move towards the lightweight motorhome 1 until the tilting frame 26 tilts upward and abuts against the side wall of the lightweight motorhome 1.

[0048] When the lightweight motorhome 1 needs to be moved a short distance, the operator first takes out the jack 4 equipped in the lightweight motorhome 1 and places the jack 4 at the lower end of the derivative frame 3. Then the operator starts the jack 4 to lift one end of the derivative frame 3. Then the auxiliary wheel 5 extends and contacts the ground. Since the lower end of the auxiliary wheel 5 exceeds the lower end of the pole seat 38, the lightweight motorhome 1 can be moved a short distance by the auxiliary wheel 5 to adjust the position of the lightweight motorhome 1.

[0049] When the lightweight motorhome 1 needs to be moved a long distance, the jack 4 lifts the derivative frame 3, and under the action of the push cylinder 34, the pole seat 38 rotates 90°. At this time, the auxiliary wheel 5 rotates along with the pole seat 38, completing the storage of the pole seat 38 and the auxiliary wheel 5. Then, the main wedge block 11 moves away from the lightweight motorhome 1 until the main wedge block 11 pushes the secondary wedge block 16 downward through the inclined surface. When the main wedge block 11 moves, the load block 13 moves along with the main wedge block 11, thereby bringing the center of gravity of the lightweight motorhome 1 closer to the towing vehicle, preventing the lightweight motorhome 1 from swaying laterally when the towing vehicle moves the lightweight motorhome 1 by the derivative frame 3. At the same time, the anti-vibration hammer 12 further buffers the vibration of the lightweight motorhome 1. When the secondary wedge block 16 moves downward, the latch 20 fixed to the secondary wedge block 16 moves along with the secondary wedge block 16 to cooperate with the tow hook of the towing vehicle, thereby realizing quick assembly with the towing vehicle.

[0050] To enable the pole holder 38 to rotate 90° so that it is vertically positioned when the lightweight motorhome 1 is stationary, thus providing support, and to retract 90° when the lightweight motorhome 1 moves, preventing it from colliding with the ground, the following features are also included:

[0051] like Figure 4 As shown, the two sides of the push cylinder 34 are respectively provided with bases 33 fixedly connected to the lower end of the frame 2, and the two sides of the push cylinder 34 are rotatably connected to the bases 33 respectively.

[0052] A top seat 37 is fixedly connected to the lower end of the frame 2 on the side of the rod seat 38. A secondary shaft 36 is fixedly connected to the side of the rod seat 38 near the top seat 37. The secondary shaft 36 is rotatably connected to the top seat 37. A turntable 35 is fixedly connected to the upper end of the rod seat 38. The turntable 35 is hinged to the output end of the push cylinder 34.

[0053] The base 33 provides a stable mounting reference for the push cylinder 34. The rotatable connection design between the two sides of the push cylinder 34 and the base 33 allows the cylinder output end to rotate adaptively with the rotation angle of the rod seat 38. The top seat 37 forms a rotatable engagement with the rod seat 38 through the countershaft 36, providing a fixed axis for the rotation of the rod seat 38. The hinge structure between the turntable 35 and the output end of the push cylinder 34 converts the linear extension and retraction motion of the cylinder into a rotational torque of the rod seat 38 around the countershaft 36, ensuring that the rod seat 38 can accurately complete the 90° rotation action. This not only ensures the reliability of the auxiliary wheel 5's storage and deployment but also avoids motion interference.

[0054] To increase the contact area between the pole seat 38 and the ground, thereby improving the stability of the lightweight motorhome 1 when parked, the following features are specifically included:

[0055] like Figure 4 As shown, a support foot 39 is fixed to the side of the rod holder 38 away from the auxiliary wheel 5.

[0056] The support foot 39 is integrally molded from the same high-strength alloy material as the pole base 38, resulting in a strong overall structure that is not easily deformed. Its lower end is designed as a large-area anti-slip surface, significantly increasing the contact area compared to the bottom of the pole base 38. This effectively disperses the pressure on the lightweight RV 1 when parked, reducing the requirements for ground flatness. In complex terrain environments such as outdoor campsites, the support foot 39 enhances friction with the ground, working in conjunction with the support of the pole base 38 to suppress lateral swaying of the lightweight RV 1 caused by external forces such as wind and foot traffic, further improving stability and living comfort when parked.

[0057] To enable the retrieval and lowering of auxiliary wheel 5, the following features are specifically designed:

[0058] like Figure 4 As shown, a wheel seat 42 is provided at the upper end of the auxiliary wheel 5. The wheel seat 42 is rotatably connected to the auxiliary wheel 5. A support cylinder 40 is provided at the upper end of the wheel seat 42. One end of the support cylinder 40 is hinged to the rod seat 38, and the other end is hinged to the wheel seat 42.

[0059] Two slides 41 are provided on the side of the rod seat 38 near the auxiliary wheel 5. The two slides 41 are arranged in parallel. One end of the two slides 41 is hinged to the rod seat 38, and the other end is hinged to the wheel seat 42.

[0060] The support cylinder 40 serves as the power source for raising and lowering the auxiliary wheel 5, and its extension and retraction movements precisely control the lowering and retraction height of the auxiliary wheel 5. Two parallel sliding platforms 41 form a stable linkage mechanism, working in conjunction with the support cylinder 40 to guide and limit the wheel seat 42, ensuring that the auxiliary wheel 5 remains vertical during movement and preventing tilting or deviation. When the lightweight motorhome 1 needs to be moved a short distance, the support cylinder 40 drives the auxiliary wheel 5 to lower to contact the ground and bear weight, while the sliding platform 41 ensures stability during movement; during retraction, the auxiliary wheel 5 fits tightly against the rod seat 38, without affecting the towing passability of the lightweight motorhome 1.

[0061] To enable the movement of the main wedge block 11, the following features are specifically designed:

[0062] like Figure 10 As shown, a dual-axis motor 6 is fixedly connected to the lower end of the main wedge block 11, and gears 7 are fixedly connected to the two output ends of the dual-axis motor 6 respectively.

[0063] The main wedge block 11 has guide rails 9 fixedly connected to the derivative frame 3 on both sides. The lower end of the main wedge block 11 has two guide blocks 10, which are slidably connected to the two guide rails 9 respectively. The two guide rails 9 are respectively provided with racks 8 on the side that are close to each other, and two gears 7 mesh with the two racks 8 respectively.

[0064] The dual-axis motor 6, through the meshing of gear 7 and rack 8, converts the motor's rotational motion into the linear motion of the main wedge block 11, resulting in high transmission efficiency and precise positioning. The sliding engagement between the guide rail 9 and the guide block 10 provides stable guidance for the movement of the main wedge block 11, effectively preventing it from jamming or deviating during movement and ensuring that the main wedge block 11 can smoothly approach or move away from the lightweight motorhome 1. This transmission structure can precisely adjust the moving distance of the main wedge block 11, thereby accurately controlling the center of gravity position of the lightweight motorhome 1 and providing reliable power support for the anti-sway effect.

[0065] To enable the tilting frame 26 to tilt upwards when the main wedge 11 moves toward the lightweight motorhome 1, and downwards when the main wedge 11 moves away from the lightweight motorhome 1, the following features are specifically provided:

[0066] like Figure 9 As shown, a mounting base 14 is fixedly connected to the upper end of the load block 13, and a roller 15 is rotatably connected to the side of the mounting base 14 near the tilting frame 26. The roller 15 is rotatably connected to the tilting frame 26.

[0067] The fixed connection between the seat 14 and the load-bearing block 13 ensures their synchronous movement. The rolling connection design between the roller 15 and the tilting frame 26 converts sliding friction into rolling friction, significantly reducing the movement resistance of the tilting frame 26 when it tilts. When the main wedge block 11 moves towards the lightweight RV 1, the roller 15 rolls along the surface of the tilting frame 26 and applies a thrust, causing the tilting frame 26 to tilt upwards around the connecting shaft 27 until it is in close contact with the side wall of the lightweight RV 1. When the main wedge block 11 moves in the opposite direction, the roller 15 moves away synchronously, and the tilting frame 26 tilts downwards under the action of gravity, realizing the automated and precise tilting of the tilting frame 26 without manual intervention.

[0068] To improve the stability of the device and to ensure smooth movement of the tilting frame 26, the following features are specifically designed:

[0069] like Figure 5 As shown, a connecting shaft 27 is fixedly connected to the middle of the flipping frame 26, and a bushing 28 is rotatably connected to the middle of the connecting shaft 27 along the same axis. A pull rope 29 is fixedly connected to the lower end of the bushing 28, a weight block 30 is fixedly connected to the lower end of the pull rope 29, a moving magnet 31 is fixedly connected to the lower end of the weight block 30, and a fixed magnet 32 ​​is fixedly connected to the upper end of the derivative frame 3.

[0070] The upper end of the fixed magnet 32 ​​is lower than the lower end of the dual-axis motor 6. When the moving magnet 31 moves to the upper end of the fixed magnet 32, the moving magnet 31 and the fixed magnet 32 ​​attract each other through magnetic force.

[0071] The rotational engagement between the connecting shaft 27 and the bushing 28 ensures the flexibility of the tilting frame 26 during tilting, reduces frictional wear between components, and extends service life.

[0072] When the lightweight motorhome 1 sways laterally due to uneven road surface or external force, the lightweight motorhome 1 moves synchronously with the fixed magnet 32 ​​via the derivative frame 3. Taking the trolley swaying to the left as an example, after the trolley moves the fixed magnet 32, the originally aligned moving magnet 31 and the fixed magnet 32 ​​are laterally misaligned. However, because the moving magnet 31 is flexibly connected to the flip frame 26 via the pull rope 29, inertia will cause the moving magnet 31 to temporarily maintain its original position and will not immediately follow the lightweight motorhome 1 to sway to the left. At this time, because the moving magnet 31 and the fixed magnet 32 ​​are misaligned, the magnetic force will attract the moving magnet 31 to move. The moving magnet 31 will exert a rightward reaction force on the fixed magnet 32. That is, the direction of this force is opposite to the swaying direction of the lightweight motorhome 1, providing resistance to the leftward swaying of the lightweight motorhome 1 and preventing the lightweight motorhome 1 from swaying excessively. Subsequently, when the lightweight motorhome 1 swings to its maximum amplitude and begins to reverse and return to its original position (leaning to the right), the moving magnet 31 will tend to move to the left due to inertia. At this time, the magnetic force of the fixed magnet 32 ​​will again generate a restoring force to the left, pulling the moving magnet 31 to prevent it from swinging excessively. During this process, the repeated pulling of the magnetic force, the slight stretching and deformation of the rope, and the friction at the hinge between the tilting frame 26 and the lightweight motorhome 1 will continuously convert the kinetic energy of the swinging of the lightweight motorhome 1 into heat energy and magnetic energy loss, making the swing amplitude smaller and smaller, and eventually restoring stability.

[0073] The installation height of the fixed magnet 32 ​​has been adjusted to ensure that the moving magnet 31 will not interfere with the dual-axis motor 6 when it is adsorbed. This ensures the smooth movement of the flipping frame 26 and enhances the overall structural stability of the device through magnetic positioning.

[0074] To achieve automatic upward reset of the secondary wedge block 16, the following features are specifically designed:

[0075] like Figure 7 As shown, pressure plates 19 are fixedly connected to both sides of the secondary wedge block 16. A guide pin 18 is fixedly connected to the lower end of the pressure plate 19. The guide pin 18 is slidably connected to the derivative frame 3. A first spring 17 is sleeved on the outside of the guide pin 18. The upper end of the first spring 17 is fixedly connected to the pressure plate 19, and the lower end is fixedly connected to the derivative frame 3.

[0076] The guide pin 18 provides precise guidance for the up-and-down movement of the secondary wedge block 16, preventing it from shifting left or right or tilting during movement. The first spring 17 is always in a pre-compressed state. When the main wedge block 11 separates from the secondary wedge block 16, the first spring 17 releases its elastic potential energy, generating an upward thrust that pushes the pressure plate 19 to cause the secondary wedge block 16 to quickly and automatically reset, disengaging the latch 20 from the towing vehicle's hook. The elasticity of the first spring 17 also buffers the impact force when the secondary wedge block 16 resets, preventing damage caused by rigid collisions between components and ensuring the smooth operation of the device.

[0077] To achieve self-locking of the latch 20, the following features are specifically designed:

[0078] like Figure 6 As shown, a claw seat 43 is slidably connected to the lower end of the derivative frame 3. The side of the claw seat 43 near the clasp 20 is inclined. A pin seat 24 fixed to the lower end of the derivative frame 3 is provided on the side of the claw seat 43 away from the clasp 20. A positioning pin 25 is fixedly connected to the side of the claw seat 43 near the pin seat 24. The positioning pin 25 is slidably connected to the pin seat 24.

[0079] A second spring 22 is sleeved on the outside of the positioning pin 25. One end of the second spring 22 is fixedly connected to the pin seat 24, and the other end is fixedly connected to the claw seat 43. A self-locking hole 21 is formed in the middle of the pawl 20. After the pawl 20 moves downward and pushes the claw seat 43 to move through the inclined surface, the claw seat 43 extends into the self-locking hole 21 under the action of the second spring 22 to lock the pawl 20 in a self-locking position.

[0080] The inclined angle of the claw seat 43 is precisely matched with the movement trajectory of the latch 20. When the latch 20 moves downward, its sidewall contacts the inclined surface of the claw seat 43 and generates a lateral thrust, pushing the claw seat 43 towards the pin seat 24, compressing the second spring 22. When the latch 20 moves to the point where the self-locking hole 21 aligns with the claw seat 43, the elastic potential energy of the second spring 22 is released, pushing the claw seat 43 to quickly extend into the self-locking hole 21, forming a mechanical self-locking structure. This self-locking method requires no additional power to maintain and can effectively prevent the latch 20 from loosening due to external forces such as road bumps and vibrations during towing, ensuring the firmness of the connection between the towing vehicle and the lightweight caravan 1, and suppressing swaying from the connection structure.

[0081] To facilitate the operator in resetting the claw base 43, the following features are specifically included:

[0082] like Figure 6 As shown, handles 23 are fixedly connected to both sides of the claw base 43.

[0083] The handle 23 provides a convenient point of force application for the operator. When it is necessary to unlock the latch 20, simply grasp the handle 23 and pull it away from the latch 20. This will cause the latch seat 43 to overcome the elastic force of the second spring 22 and disengage from the self-locking hole 21, thus quickly unlocking the latch 20. The entire operation process does not require any auxiliary tools, is simple and labor-saving, and effectively improves the ease of disassembly of the device, ensuring efficient operation when it is necessary to separate the towing vehicle and the light motorhome 1.

[0084] The detailed working principle of this device is as follows:

[0085] This device uses lightweight, high-strength materials such as aerospace-grade aluminum alloy as its framework. Through the coordinated operation of the anti-sway mechanism, auxiliary support system, and power transmission components, it achieves stable parking, short-distance positioning, and long-distance towing anti-sway functions.

[0086] In the stationary state, the pole base 38 is vertical, forming the main support, and the auxiliary wheels 5 on both sides retract synchronously to avoid interference. The one-piece support foot 39 on the outer side of the pole base 38 is made of high-strength alloy material, with a large anti-slip surface to expand the ground contact area, which can effectively distribute the weight of the lightweight RV 1, reduce the requirements for ground flatness, and form multi-point stable support. At the same time, the dual-axis motor 6 drives the main wedge block 11 to slide along the guide rail 9, and the gear 7 and rack 8 transmission structure ensures accurate displacement without jamming. When the main wedge block 11 drives the load block 13 to move towards the lightweight RV 1, the roller 15 rolls along the tilting frame 26 and pushes it to tilt upward until it is in close contact with the side wall of the lightweight RV 1, further concentrating the center of gravity towards the support end, and structurally suppressing lateral swaying caused by external forces such as wind and personnel movement.

[0087] For short-distance movement, the operator takes out the jack 4 equipped in the lightweight RV 1. Then, the operator only needs to activate the jack 4 to lift one end of the derivative frame 3. The support cylinder 40 then drives the auxiliary wheel 5 to lower. The parallel sliding table 41 forms a stabilizing linkage mechanism, which provides vertical guidance to the main wheel seat 42, ensuring that the auxiliary wheel 5 always remains vertical and in contact with the ground. After the auxiliary wheel 5 bears the weight, the position of the lightweight RV 1 can be adjusted by its flexible rolling to adapt to the positioning needs of complex scenarios such as small campsite spaces and irregular sites, without relying on a towing vehicle for towing throughout the process.

[0088] During long-distance towing, the push cylinder 34 drives the rod seat 38 to rotate 90° around the top seat 37 via the turntable 35. The auxiliary wheel 5 is stored under the frame 2 along with the rod seat 38 to avoid interference with the ground or obstacles during driving. The dual-axis motor 6 drives the main wedge block 11 away from the lightweight RV 1 in the opposite direction. Its inclined surface is precisely attached to the secondary wedge block 16 and pushes it down. The latch 20 moves towards the towing vehicle's hook at the same time. During the downward movement of the latch 20, it squeezes the inclined surface of the claw seat 43, causing the claw seat 43 to compress the second spring 22 and retract. When the self-locking hole 21 of the latch 20 is aligned with the claw seat 43, the second spring 22 resets and pushes the claw seat 43 into the self-locking hole 21, forming a mechanical self-lock without power maintenance, ensuring a firm connection. At the same time, the load block 13 moves towards the towing vehicle to adjust the center of gravity, the anti-vibration hammer 12 buffers the longitudinal vibration caused by road bumps, and the moving magnet 31 and the fixed magnet 32 ​​work together to consume the swaying kinetic energy through the component force generated by the magnetic force, thus providing double protection to avoid lateral swaying during towing.

[0089] After towing is completed, the operator can pull handle 23 to unlock the latch 20, and then push the cylinder 34 to drive the rod seat 38 back to the vertical position. The auxiliary wheel 5 can be lowered again for short-distance adjustment, realizing the full-condition cycle operation of parking, moving, towing, and resetting.

[0090] The above embodiments only illustrate one or more implementations of the present invention, and their descriptions are relatively specific and detailed, but they should not be construed as limiting the scope of the present invention. It should be noted that those skilled in the art can make various modifications and improvements without departing from the concept of the present invention, and these all fall within the protection scope of the present invention. Therefore, the protection scope of this patent should be determined by the appended claims.

Claims

1. A sway-resistant towing device for lightweight outdoor RVs, characterized in that, include: A lightweight motorhome (1) with a frame (2) at the bottom is provided. A derivative frame (3) is provided at one end of the frame (2). When the lightweight motorhome (1) is parked, the lower end of the derivative frame (3) abuts against the output end of the jack (4). An anti-sway mechanism is provided on the derivative frame (3). The anti-sway mechanism includes a secondary wedge (16) that is slidably disposed above the derivative frame (3). A main wedge (11) is slidably disposed on the side of the secondary wedge (16). When the main wedge (11) moves to the upper end of the secondary wedge (16), it abuts against the secondary wedge (16) through the inclined surface. A shock-absorbing hammer (12) is provided at the upper end of the main wedge (11). A load-bearing block (13) that is fixed to the main wedge (11) is provided on the side of the shock-absorbing hammer (12). A flipping frame (26) is provided on the side of the main wedge (11) that is close to the lightweight motorhome (1). A latch (20) that is connected to the towing vehicle is provided at the lower end of the secondary wedge (16). The lower end of the frame (2) is provided with two push cylinders (34), and two rod seats (38) are provided on the side of the push cylinders (34). An auxiliary wheel (5) is adjustable on the side of the rod seats (38).

2. The anti-sway towing device for a lightweight outdoor RV according to claim 1, characterized in that, The push cylinder (34) is provided with a base (33) fixed to the lower end of the frame (2) on both sides, and the push cylinder (34) is rotatably connected to the base (33) on both sides. A top seat (37) is fixed to the lower end of the frame (2) on the side of the rod seat (38). A secondary shaft (36) is fixed to the side of the rod seat (38) near the top seat (37). The secondary shaft (36) is rotatably connected to the top seat (37). A turntable (35) is fixed to the upper end of the rod seat (38). The turntable (35) is hinged to the output end of the push cylinder (34).

3. The anti-sway towing device for a lightweight outdoor RV according to claim 2, characterized in that, A support foot (39) is fixed to the side of the pole seat (38) away from the auxiliary wheel (5).

4. The anti-sway towing device for a lightweight outdoor RV according to claim 2, characterized in that, The upper end of the auxiliary wheel (5) is provided with a wheel seat (42), which is rotatably connected to the auxiliary wheel (5). The upper end of the wheel seat (42) is provided with a support cylinder (40), one end of which is hinged to the rod seat (38) and the other end is hinged to the wheel seat (42). Two slides (41) are provided on the side of the rod seat (38) near the auxiliary wheel (5). The two slides (41) are arranged in parallel. One end of the two slides (41) is hinged to the rod seat (38), and the other end is hinged to the wheel seat (42).

5. The anti-sway towing device for a lightweight outdoor RV according to claim 1, characterized in that, A dual-axis motor (6) is fixedly connected to the lower end of the main wedge (11), and gears (7) are fixedly connected to the two output ends of the dual-axis motor (6). The main wedge (11) is provided with guide rails (9) fixed to the derivative frame (3) on both sides. The main wedge (11) is provided with two guide blocks (10) at the lower end. The two guide blocks (10) are slidably connected to the two guide rails (9) respectively. The two guide rails (9) are provided with racks (8) on the side that are close to each other. The two gears (7) are meshed with the two racks (8) respectively.

6. The anti-sway towing device for a lightweight outdoor RV according to claim 5, characterized in that, The upper end of the load block (13) is fixedly connected to a bracket (14), and a roller (15) is rotatably connected to the side of the bracket (14) near the tilting frame (26). The roller (15) is rotatably connected to the tilting frame (26).

7. The anti-sway towing device for a lightweight outdoor RV according to claim 6, characterized in that, A connecting shaft (27) is fixedly connected to the middle of the flipping frame (26). A bushing (28) is rotatably connected to the middle of the connecting shaft (27) along the same axis. A pull rope (29) is fixedly connected to the lower end of the bushing (28). A weight block (30) is fixedly connected to the lower end of the pull rope (29). A moving magnet (31) is fixedly connected to the lower end of the weight block (30). A fixed magnet (32) is fixedly connected to the upper end of the derivative frame (3). The upper end of the fixed magnet (32) is lower than the lower end of the dual-axis motor (6). When the moving magnet (31) moves to the upper end of the fixed magnet (32), the moving magnet (31) and the fixed magnet (32) attract each other through magnetic force.

8. The anti-sway towing device for a lightweight outdoor RV according to claim 1, characterized in that, A pressure plate (19) is fixedly connected to both sides of the secondary wedge (16). A guide pin (18) is fixedly connected to the lower end of the pressure plate (19). The guide pin (18) is slidably connected to the derivative frame (3). A first spring (17) is sleeved on the outside of the guide pin (18). The upper end of the first spring (17) is fixedly connected to the pressure plate (19), and the lower end is fixedly connected to the derivative frame (3).

9. A lightweight outdoor RV anti-sway towing device according to claim 8, characterized in that, The lower end of the derivative frame (3) is slidably connected to a claw seat (43). The side of the claw seat (43) near the latch (20) is inclined. The side of the claw seat (43) away from the latch (20) is provided with a pin seat (24) fixedly connected to the lower end of the derivative frame (3). The side of the claw seat (43) near the pin seat (24) is fixedly connected to a positioning pin (25). The positioning pin (25) is slidably connected to the pin seat (24). A second spring (22) is sleeved on the outside of the positioning pin (25). One end of the second spring (22) is fixed to the pin seat (24), and the other end is fixed to the claw seat (43). A self-locking hole (21) is formed in the middle of the pawl (20). After the pawl (20) moves downward and pushes the claw seat (43) to move through the inclined surface, the claw seat (43) extends into the self-locking hole (21) under the action of the second spring (22) to lock the pawl (20) in place.

10. A lightweight outdoor RV anti-sway towing device according to claim 9, characterized in that, Handles (23) are fixed to both sides of the claw base (43).

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