A towing hook working condition detection device and a towing mobile carrier

Abstract

The application discloses a towing hook working condition detection device and a towing mobile carrier adopting the detection device, and is applied to the towing mobile carrier. The towing mobile carrier has a traction end and a towing end. The traction end and the towing end are movably connected through a towing hook. The device comprises: a working condition detection module configured to collect detection data reflecting the working condition of the towing hook in real time when the mobile carrier is running; the detection data is multi-source detection data; a disengagement judging module configured to judge whether the towing hook is loosened based on the detection data; and a disengagement processing module configured to control the towing mobile carrier to perform disengagement emergency processing in stages based on the judgment result. The application can improve the timeliness and accuracy of judgment by judging the disengagement through real-time collection of multi-source detection data.

Description

Technical Field

[0001] This application mainly relates to the field of vehicle safety testing technology, and in particular to a tow hook condition testing device and a towed mobile vehicle. Background Technology

[0002] The detection of the hook status (i.e., connection status) of towed mobile vehicles (such as towed caravans) is crucial for road safety. Existing protective technologies still have many shortcomings, and the results of decoupling detection are easily affected by vehicle bumps and vibrations, as well as external factors such as rain, dust, and electromagnetic interference, resulting in poor detection accuracy and failing to meet actual safety requirements. Current technologies mostly rely on mechanical safety chains for passive protection, lacking active detection and early warning functions. After decoupling, the driver cannot promptly know the status, easily leading to loss of control, rollover, and collisions or rear-end accidents. A few electronic detection solutions only use single-point detection methods such as limit switches, lacking multiple signal verification mechanisms. They are highly susceptible to false alarms and missed alarms due to external interference, and lack a linkage system between detection and safety execution. They cannot automatically trigger braking or warning actions, nor do they have a real-time display module in the driver's cabin, making it difficult for the driver to promptly grasp the connection status, missing emergency response opportunities, and failing to effectively avoid safety accidents caused by decoupling. Summary of the Invention

[0003] In view of this, the embodiments of this application provide a tow hook unhooking detection device with strong anti-interference ability and accurate and reliable detection, which aims to overcome the problems of one or more prior art mentioned in the background art.

[0004] The specific technical solution of this application is as follows: According to one aspect of the embodiments of this application, a tow hook condition detection device is provided, applied to a towed mobile vehicle, the towed mobile vehicle having a traction end and a trailer end, the traction end and the trailer end being movably connected by a tow hook; including: The working condition detection module is configured to collect detection data reflecting the working condition of the tow hook in real time when the mobile vehicle is running; the detection data is multi-source detection data. The unhooking detection module is configured to determine whether the tow hook has become loose based on detection data; The uncoupling processing module is configured to control the towed mobile vehicle to perform uncoupling emergency processing in stages based on the judgment result.

[0005] According to the embodiments of this application, the working condition detection module collects detection data reflecting the working condition of the tow hook in real time during the operation of the mobile vehicle, and the unhooking judgment module determines whether the tow hook has become loose. Based on the unhooking judgment result, the towed mobile vehicle is controlled to perform unhooking emergency handling according to different situations, thereby ensuring that the towed mobile vehicle can detect the unhooking state in time and take appropriate safety measures to ensure the safety of road driving.

[0006] In one exemplary implementation, the operating condition detection module includes: Connect the detection unit and configure it to detect the traction connection status between the traction end and the trailer end; The distance detection unit is configured to detect changes in the distance between the traction end and the trailer end; The traction detection unit is configured to detect changes in the traction force of the tow hook.

[0007] According to the embodiments of this application, by setting a connection detection unit, a distance detection unit, and a traction detection unit in the working condition detection module, and by detecting the traction connection status between the traction end and the trailer end, the distance change, and the change in the traction force of the tow hook, the working condition of the tow hook is judged based on these three dimensions, thereby more accurately determining whether the tow hook is loose.

[0008] In one exemplary embodiment, the connection detection unit includes a Hall sensor and a magnetic induction element. The Hall sensor is disposed at one end of the traction end or the towing end, and the magnetic induction element is disposed at the other end of the traction end and the towing end. When the tow hook does not detach, the magnetic induction element maintains its sensing state with the Hall sensor through a flexible connection.

[0009] According to an embodiment of this application, a Hall sensor is provided on one side of the traction end and the towing end, and a corresponding magnetic induction element is provided on the other side. The magnetic induction element is kept in a sensing state with the Hall sensor by a soft connection, so that once the tow hook becomes loose, the magnetic induction element moves away from the Hall sensor, and the Hall sensor can promptly feed back a disconnection signal.

[0010] In one exemplary embodiment, the distance detection unit has a ranging unit disposed at one end of the connection between the traction end and the trailer end, and the transmitting end of the ranging unit faces the other end of the connection between the traction end and the trailer end, wherein the ranging unit has a laser ranging component and / or an ultrasonic ranging component.

[0011] According to embodiments of this application, by installing an ultrasonic ranging component or a laser ranging component between the traction end and the trailer end, the distance change between the traction end and the trailer end can be monitored through ranging, thereby enabling timely detection of whether the tow hook has become loose. Furthermore, the use of dual-mode ranging (ultrasonic + laser) allows the tow hook condition detection device to automatically switch between primary and secondary ranging modes based on ambient light / humidity. In case of sensor failure, an alarm can be sent to the traction end, triggering backup detection logic.

[0012] In one exemplary embodiment, the traction detection unit has a strain gauge tension sensor disposed at the tow hook.

[0013] According to an embodiment of this application, by installing a strain gauge tension sensor at the tow hook, the working condition of the tow hook can be known in a timely manner to determine whether the tow hook has become loose.

[0014] In one exemplary implementation, the working condition detection module further includes: an operating parameter acquisition unit configured to acquire operating parameters of the traction end in real time, including: speed, acceleration, and steering angle.

[0015] One exemplary implementation includes a decoupling determination module, comprising: The confidence fusion unit is configured to: configure confidence weights for the detection data, perform weighted fusion of the detection data based on the corresponding confidence weights, and output the fusion confidence of the detection data; The fusion confidence level is compared with a preset baseline confidence threshold; based on the comparison result, it is determined whether the tow hook has become loose.

[0016] According to the embodiments of this application, by fusing the detection results of the working condition detection module, including connection detection, distance detection, traction detection, or even the operating parameters of the mobile vehicle, a comprehensive judgment can be made on whether the tow hook has become loose, thereby eliminating the risk of misjudgment caused by interference from the external environment or data noise.

[0017] In one exemplary embodiment, the uncoupling judgment module further includes a bump judgment unit, configured to determine whether the current mobile vehicle is in a bumpy state based on the speed, acceleration and steering angle of the traction end before performing the uncoupling judgment, and to increase the baseline confidence threshold when the vehicle is determined to be in a bumpy state.

[0018] According to the embodiments of this application, the problem of unreliable confidence of the detection data collected by the working condition detection module is caused by pre-judging whether the mobile vehicle is on a bumpy road section. By increasing the benchmark confidence threshold when it is judged to be on a bumpy road section, the judgment strategy is adaptively adjusted to improve the accuracy of the decoupling judgment.

[0019] In one exemplary implementation, the decoupling judgment module further includes a result verification unit, configured to trigger a dual-end mutual verification mechanism to verify the judgment result based on the judgment result; the dual-end mutual verification mechanism compares the MCU operating condition data collected from the traction end and the trailer end; when the comparison result is consistent, the verification is deemed successful, and the decoupling processing module is called to perform decoupling emergency processing in stages.

[0020] According to the embodiments of this application, the judgment result is verified through a two-end mutual verification mechanism, thereby forming a result verification mechanism to output a more accurate decoupling judgment result.

[0021] According to another aspect of the embodiments of this application, a towable mobile vehicle is provided, which is equipped with the above-described tow hook condition detection device.

[0022] The above overview is for illustrative purposes only and is not intended to be limiting in any way. In addition to the illustrative aspects, embodiments, and features described above, further aspects, embodiments, and features of the invention will become readily apparent from the accompanying drawings and the following detailed description. Attached Figure Description

[0023] To more clearly illustrate the technical solutions in the embodiments of this application, the accompanying drawings used in the description of the embodiments of this application will be briefly introduced below.

[0024] Figure 1 This is a schematic diagram of a towed mobile vehicle with a tow hook condition detection device shown in Exemplary Embodiment 1 of this application; Figure 2 This is a schematic diagram of a towed mobile vehicle shown in Exemplary Embodiment 1 of this application; Figure 3 This is a schematic diagram of the structure of a tow hook working condition detection device shown in Exemplary Embodiment 1 of this application; Figure 4 This is a schematic diagram of a tow hook working condition detection device shown in Exemplary Embodiment 2 of this application; Figure 5 This is a schematic diagram of a tow hook working condition detection device shown in Exemplary Embodiment 3 of this application. Detailed Implementation

[0025] Figure 1 This is a schematic diagram of a towable mobile vehicle with a tow hook condition detection device as described in Exemplary Embodiment 1 of this application. The mobile vehicle 100 includes a towing end 10, a towing end 20, a tow hook 30, and a tow hook condition detection device 40. The towing end 10 and the towing end 20 are movably connected via the tow hook 30, so that the towing end 10 provides the towing end 20 with the power to move during travel. The tow hook condition detection device 40 is disposed between the towing end 10 and the towing end 20. By monitoring and judging the tow hook condition of the towing end 10 and the towing end 20 in real time during the operation of the mobile vehicle, it can promptly and accurately detect the loosening of the tow hook 30, so as to carry out timely and effective emergency handling of the disengagement, thereby ensuring road traffic safety.

[0026] Here, the towable mobile vehicle can be a towable caravan. Typically, the towing end 10 of the towable caravan is a regular passenger car; while the trailer end 20 is a vehicle-shaped body without a driver's control unit. The trailer end 20 is hooked to the rear of the towing end (the rear of the passenger car) via a tow hook 30, such as... Figure 2 As shown.

[0027] Please refer to Figure 3In the exemplary embodiment 1 of this application, the tow hook condition detection device 40 is applied to the towed mobile vehicle 100, including a condition detection module 41, configured to collect detection data reflecting the tow hook condition in real time when the mobile vehicle is running; the detection data is multi-source detection data; a disengagement judgment module 42, configured to determine whether the tow hook 30 has become loose based on the detection data; and a disengagement processing module 43, configured to control the towed mobile vehicle to perform disengagement emergency processing in stages based on the judgment result.

[0028] Specifically, the working condition detection module 41 collects detection data reflecting the working condition of the tow hook through sensors installed between the traction end 10 and the trailer end 20, distance measuring components installed on one side of the traction end 10 or the trailer end 20, and sensors installed at the tow hook 30. The tow hook working condition detection device 40 sends the detection data to the disengagement judgment module 42; based on the aforementioned detection data, the disengagement judgment module 42 performs comprehensive analysis to determine whether the tow hook 30 has become detached. When it is determined that the tow hook 30 has become detached, the tow hook working condition detection device 40 calls the disengagement processing module 43 to control the towed mobile vehicle to perform emergency disengagement processing according to the specific situation. This enables the tow hook working condition detection device to promptly detect whether the tow hook 30 between the traction end 10 and the trailer end 20 has become detached, thus avoiding traffic accidents caused by delayed detection and handling.

[0029] One exemplary embodiment is that the working condition detection module 41 includes: a connection detection unit 411 configured to detect the traction connection status between the traction end and the trailer end; a distance detection unit 412 configured to detect the distance change between the traction end and the trailer end; and a traction detection unit 413 configured to detect the traction force change of the tow hook.

[0030] In addition, an exemplary embodiment is: the connection detection unit 411 includes a Hall sensor and a magnetic induction element. The Hall sensor is disposed at one end of the traction end 10 or the towing end 20, and the magnetic induction element is disposed at the other end of the traction end 10 and the towing end 20. When the tow hook 30 does not detach, the magnetic induction element maintains the sensing state with the Hall sensor through a soft connection.

[0031] Specifically, the Hall sensor can be located at the tail of the towing end 10 or at the front of the towing end 20. If the Hall sensor is located at the tail of the towing end 10, for example, it can be fixed to the surface of the tail end of the towing end 10 by embedding; then the magnetic induction element is correspondingly located at the front of the towing end 20, for example, it can be hung at the front of the towing end 20 by a soft rope. Furthermore, by pulling the magnetic induction element up and bringing it close to the Hall sensor, the magnetic induction element maintains a sensing state with the Hall sensor through a soft connection. Here, the magnetic induction element can be a strong magnet.

[0032] In one exemplary embodiment, the distance detection unit 412 has a ranging unit disposed at one end of the connection between the traction end 10 and the towing end 20, with the transmitting end of the ranging unit facing the other end of the connection between the traction end 10 and the towing end 20. The ranging unit includes a laser ranging component and / or an ultrasonic ranging component. By providing an ultrasonic ranging component and / or a laser ranging component between the traction end 10 and the towing end 20, the distance change between the traction end 10 and the towing end 20 can be monitored through ranging, thereby enabling timely detection of whether the tow hook 30 has become detached.

[0033] In one exemplary embodiment, the traction detection unit 413 has a strain gauge tension sensor, which is disposed at the tow hook 30. By disposing of the strain gauge tension sensor (not shown) at the tow hook 30, changes in the tension of the tow hook 30 can be detected in a timely manner. For example, when the tension suddenly drops to near zero, it can be used as one of the criteria for determining that the tow hook has become loose.

[0034] In addition, please refer to Figure 4 Exemplary Example 2 of this application is basically similar in structure to Exemplary Example 1, except that the working condition detection module 41 further includes: a running parameter acquisition unit 414, configured to collect the running parameters of the traction end in real time, including: speed, acceleration and steering angle.

[0035] One exemplary implementation includes a decoupling determination module, comprising: The confidence fusion unit 422 is configured to: configure confidence weights for the detection data, perform weighted fusion of the detection data based on the corresponding confidence weights, and output the fusion confidence of the detection data; The fusion confidence level is compared with a preset baseline confidence level threshold; based on the comparison result, it is determined whether the tow hook 30 has become loose.

[0036] Specifically, confidence weights are pre-set for various operating parameters collected by the operating condition detection module. For example, in this embodiment, the operating parameters collected by the operating condition detection module 41 include connection status parameters, relative distance parameters between the traction end 10 and the trailer end 20, hook traction force parameters, and dual-end operating parameters (including speed, acceleration, and steering angle) of the traction end 10 and the trailer end 20. Based on the configured confidence weights of the above parameters, a fused confidence score for the sampling period is generated through weighted fusion.

[0037] For example, it can be set as shown in Table 1; Table 1: Example Table of Confidence Weight Settings

[0038] Using the aforementioned preset confidence weights, the detection results of the sampled tow hook working conditions are fused with confidence scores. The formula for calculating the fused confidence score F is as follows: F=S1×W1+S2×W2+S3×W3+S4×W4; (S1 = Confidence of disconnection status; S2 = Confidence of displacement exceeding threshold; S3 = Confidence of tensile anomaly; S4 = Confidence of inconsistency between two ends; W1 = Confidence weight of disconnection status; W2 = Confidence weight of displacement exceeding threshold; W3 = Confidence weight of tensile anomaly; W4 = Confidence weight of consistency of operating parameters between two ends).

[0039] Specifically, a baseline confidence threshold can be preset, for example, The baseline confidence threshold for complete detachment is 80%. The normal baseline confidence threshold is 30%. The baseline confidence threshold for the loosening warning is 31%-79%.

[0040] Therefore, after calculating the fusion confidence level F, the fusion confidence level F is compared with the baseline confidence level threshold to determine whether the tow hook has become loose.

[0041] That is, When F ≥ 80%, it is judged as "complete shedding"; When 31%≤F≤79%, it is judged as: "Loosening Warning"; If F ≤ 30%, it is judged as "normal".

[0042] Please refer to Figure 5 In addition, in another exemplary embodiment, a trained lightweight decision tree algorithm model can be embedded in the tow hook condition detection device 40. Multi-source sensor data (Hall effect, distance measurement, tension, vehicle speed, acceleration) are used as input features. The model is trained by historical condition data (such as unhooking, road bumps, turning and side displacement, sensor interference, etc.) and automatically identifies different states such as complete detachment, environmental interference, or normal deformation, thereby replacing the threshold judgment method in the previous exemplary embodiment.

[0043] According to the embodiments of this application, by performing confidence fusion on the detection results of the working condition detection module 41, including connection detection, distance detection, traction detection, or even the operating parameters of the mobile vehicle, a comprehensive judgment can be made on whether the tow hook 30 has become loose, thereby eliminating the risk of misjudgment caused by interference from the external environment or data noise.

[0044] Furthermore, in another exemplary embodiment, the uncoupling determination module 42 further includes a bump determination unit 421, configured to determine whether the current moving vehicle is in a bumpy state based on the speed, acceleration, and steering angle of the traction end 10 before performing the uncoupling determination, and to increase the baseline confidence threshold when the vehicle is determined to be in a bumpy state. Therefore, the collected traction end operating parameters can be extracted and bump determination can be performed in advance.

[0045] Specifically, the system collects detection data from the accelerometer (gyroscope), vehicle speed sensor, and steering angle sensor at the traction end 10 and the trailer end 20. Based on the detection data, the system judges the road conditions. That is, the tow hook condition detection device 40 dynamically adjusts the baseline confidence threshold according to the vehicle speed (high speed, low speed, parking) and driving state (straight driving, turning, braking, bumpy). (For example, the threshold is set to 75% when driving at high speed, automatically widening to 55% when turning or bumpy at low speed, and setting the threshold to 30% when parking.) This solves the problem of existing solutions using fixed thresholds, which are prone to false alarms when driving at high speed and bumpy or turning with lateral movement, and prone to missed alarms when parking at low speed. The adaptive threshold makes the detection more in line with actual driving conditions.

[0046] According to the embodiments of this application, the problem of unreliable confidence of the detection data collected by the working condition detection module is caused by pre-judging whether the mobile vehicle is on a bumpy road section. By increasing the benchmark confidence threshold when it is judged to be on a bumpy road section, the judgment strategy is adaptively adjusted to improve the accuracy of the decoupling judgment.

[0047] In one exemplary implementation, the uncoupling judgment module 42 further includes a result verification unit (not shown), configured to trigger a dual-end mutual verification mechanism to verify the judgment result based on the judgment result (i.e., the judgment is that the tow hook is loose or the tow hook is detached); the dual-end mutual verification mechanism compares the MCU operating condition data collected from the traction end 10 and the towing end 20; when the comparison result is consistent, the verification is deemed to have passed, and the uncoupling processing module 43 is called to perform the uncoupling emergency processing in stages.

[0048] The so-called dual-end mutual verification mechanism means that the MCU of the traction end 10 and the MCU of the towed end 20 send and verify each other's collected sensor data and status judgment results within the same sampling period. Only when the judgments of the two ends are consistent is it judged as a successful verification, and the decoupling processing module 43 is called to perform decoupling emergency processing in stages. If the data of the two ends are inconsistent, a fault mark is triggered and the signal weight of that path is reduced to prevent misjudgment caused by single-sided sensor failure, interference, or packet loss.

[0049] According to the embodiments of this application, the judgment result is verified through a two-end mutual verification mechanism, thereby forming a result verification mechanism to output a more accurate decoupling judgment result.

[0050] In addition, another possible implementation is that the dual-end mutual verification mechanism can also be triggered before the tow hook condition judgment. That is, the MCU of the traction end 10 and the MCU of the trailer end 20 send and verify each other's collected sensor data and status judgment results within the same sampling period. Only when the judgments of the two ends are consistent will the detection data be sent to the confidence fusion unit 422. If the data of the two ends are inconsistent, a fault mark is triggered and the signal weight of that path is reduced to prevent misjudgment caused by single-sided sensor failure, interference, or packet loss.

[0051] According to the embodiments of this application, the judgment result is verified through a two-end mutual verification mechanism, thereby forming a pre-screening mechanism for misjudgments, which can output more accurate decoupling judgment results.

[0052] In addition, when the comparison results are consistent, it is determined that the verification is successful, and the decoupling processing module 43 is called to perform decoupling emergency processing in stages.

[0053] Specifically, by combining signals from multiple detection sensors, the disengagement status is divided into three levels, corresponding to different emergency response measures, thus replacing the existing two-level "warning / braking only" response. For example, in the level three warning (pre-disengagement sign), the emergency response is as follows: the green light on the driver's instrument panel at the tractor end turns yellow and a soft beep sounds, while the warning light at the rear of the tractor end remains constantly lit, prompting the driver to check the nearest available location. Level 2 warning (partial disengagement): The emergency response to disengagement at this time is as follows: a yellow light flashes on the driver's instrument panel of the tractor end + a medium-volume buzzer + text prompt; the tractor end lightly brakes to reduce speed (30% braking force); the rear warning light flashes slowly; the driver can continue driving / emergency braking after manual confirmation.

[0054] Level 1 warning (complete disengagement): The emergency response for disengagement at this time is as follows: the driver's instrument panel on the tractor end will display a red light flashing, a high-pitched buzzer, and a voice announcement. The tractor end will apply full braking force to cut off power, and the rear warning lights will flash and the horn will sound. At the same time, the tractor end will automatically reduce speed until it stops.

[0055] It should be understood that although the steps in the flowcharts of the accompanying figures are shown sequentially as indicated by the arrows, these steps are not necessarily executed in the order indicated by the arrows. Unless explicitly stated herein, there is no strict order restriction on the execution of these steps, and they can be executed in other orders. Moreover, at least some steps in the flowcharts of the accompanying figures may include multiple sub-steps or multiple stages. These sub-steps or stages are not necessarily completed at the same time, but can be executed at different times, and their execution order is not necessarily sequential, but can be performed alternately or in turn with other steps or at least some of the sub-steps or stages of other steps.

[0056] The above are only some embodiments of this application. It should be noted that for those skilled in the art, several improvements and modifications can be made without departing from the principle of this application, and these improvements and modifications should also be considered within the scope of protection of this application.

Claims

1. A tow hook condition detection device, applied to a towed mobile vehicle, the towed mobile vehicle having a traction end and a trailer end, the traction end and the trailer end being movably connected by a tow hook; characterized in that, include: The working condition detection module is configured to collect detection data reflecting the working condition of the tow hook in real time when the mobile vehicle is running; The detection data is multi-source detection data; The unhooking detection module is configured to determine whether the tow hook has become loose based on the detection data; The uncoupling processing module is configured to control the towed mobile vehicle to perform uncoupling emergency processing in stages based on the judgment result.

2. The tow hook condition detection device according to claim 1, characterized in that, The operating condition detection module includes: A connection detection unit is configured to detect the traction connection status between the traction end and the trailer end; A distance detection unit is configured to detect changes in the distance between the traction end and the trailer end; The traction detection unit is configured to detect changes in the traction force of the tow hook.

3. The tow hook condition detection device according to claim 2, characterized in that: The connection detection unit includes a Hall sensor and a magnetic induction element. The Hall sensor is disposed at one end of the traction end or the towing end, and the magnetic induction element is disposed at the other end of the traction end or the towing end. When the tow hook does not detach, the magnetic induction element maintains a sensing state with the Hall sensor through a flexible connection.

4. The tow hook condition detection device according to claim 2, characterized in that: The distance detection unit has a ranging unit disposed at one end of the connection between the traction end and the trailer end, and the transmitting end of the ranging unit is facing the other end of the connection between the traction end and the trailer end. The ranging unit has a laser ranging component and / or an ultrasonic ranging component.

5. The tow hook condition detection device according to claim 2, characterized in that: The traction detection unit has a strain gauge tension sensor, which is located at the tow hook.

6. The tow hook condition detection device according to claim 2, characterized in that, The working condition detection module further includes: an operating parameter acquisition unit, configured to acquire the operating parameters of the traction end in real time, including: speed, acceleration and steering angle.

7. The tow hook condition detection device according to claim 2 or 6, characterized in that, The decoupling determination module includes: The confidence fusion unit is configured to: configure confidence weights for the detection data, perform weighted fusion of the detection data based on the corresponding confidence weights, and output the fusion confidence of the detection data; The fusion confidence level is compared with a preset baseline confidence threshold; based on the comparison result, it is determined whether the tow hook has become loose.

8. The tow hook condition detection device according to claim 6, characterized in that, The uncoupling judgment module further includes a bump judgment unit, configured to determine whether the current moving vehicle is in a bumpy state based on the speed, acceleration and steering angle of the traction end before making the uncoupling judgment, and to increase the baseline confidence threshold when the vehicle is determined to be in a bumpy state.

9. The tow hook condition detection device according to claim 7, characterized in that, The decoupling judgment module also includes a result verification unit, configured to trigger a dual-end mutual verification mechanism to verify the judgment result based on the judgment result; the dual-end mutual verification mechanism collects and compares the MCU operating condition data of the traction end and the trailer end; when the comparison result is consistent, it is judged that the verification is passed, and the decoupling processing module is called to perform decoupling emergency processing in stages.

10. A towable mobile vehicle, wherein the towable mobile vehicle is provided with a tow hook condition detection device according to any one of claims 1 to 9.

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