Tow hook

Abstract

The utility model discloses a tow hook. A tow hook body is provided with a blind hole; the handle assembly comprises a transmission shaft, a handle seat and a handle with a lock cylinder, the transmission shaft is inserted into the blind hole and meshed with the locking component, and the part, inserted into the blind hole, of the transmission shaft is rotatably and axially positioned in the blind hole through a first check ring; the handle seat is connected to the towing hook body in a non-rotating manner and is axially limited by matching of the towing hook body and the transmission shaft; the handle and the transmission shaft form connection which is relatively fixed in the circumferential direction and relatively movable in the axial direction, the handle axially moves and switches between an operable position and a non-operable position relative to the handle seat, and the handle in the operable position drives the transmission shaft to rotate so as to manipulate the locking component to implement locking or unlocking action; the lock cylinder and the transmission shaft are rotationally locked or unlocked, and the handle is limited to move towards the operable position in the lock cylinder locking state. The anti-theft tow hook has the advantages that the possibility that the tow hook is stolen is effectively reduced, and the safety of a vehicle and a trailer is guaranteed.

Description

Technical Field

[0001] This utility model relates to the technical field of trailer connectors, specifically to trailer hooks. Background Technology

[0002] In the field of trailer equipment, mechanical locks are crucial components that ensure a secure connection between the trailer and the towed vehicle, and their performance is of paramount importance. Currently, existing mechanical locks have many shortcomings in locking and unlocking, which seriously affect the safety, convenience, and efficiency of trailer operations.

[0003] Traditional trailer locks offer poor anti-theft performance when locked. Common designs, such as those using a spring-loaded retaining ring and a large washer to limit axial movement of the gear shaft, and a steel ball to restrict axial rotation, are susceptible to damage from disassembly. The spring-loaded retaining ring and large washer must pass through a through-hole in the mounting base to mate with a groove at the top of the gear shaft, making the entire lock vulnerable to theft even without the key. Criminals can use simple tools to damage or disassemble these exposed and relatively loose components, illegally unlocking and using the trailer hitch. This significantly threatens the safety of the vehicle and trailer, causing property damage and security risks to users, and severely impacting customer experience.

[0004] In terms of unlocking operations, existing mechanical locks are cumbersome and inefficient. Some mechanical locks require multiple complex steps to unlock, such as first releasing multiple limiting devices in different positions, and then performing rotation or pulling operations to unlock them. This not only consumes a lot of time and energy for users, but can also easily delay rescue or work progress in emergencies. Moreover, the complex operation steps increase the possibility of misoperation. Once an operation is performed incorrectly, it may cause the lock to fail to unlock properly, or even damage the lock or trailer equipment.

[0005] The existing structural design of mechanical locks results in poor stability under complex working conditions. During towing, the bumps, vibrations, and various external forces of the vehicle can cause internal components of the mechanical lock to loosen, shift, or deform. For example, the connection structure between some lock cylinders and drive shafts is not robust enough, and under vibration, gaps can easily increase or misalignment can occur. This not only affects the normal locking and unlocking functions of the lock but may also cause the trailer hitch to unlock unexpectedly during use, leading to serious safety accidents.

[0006] Existing mechanical locks lack durability. Due to unreasonable internal structural design, some key components are prone to wear during frequent locking and unlocking operations. For example, frequent friction between the limiting component and the limited component leads to accelerated wear, gradually reducing the limiting effect and consequently affecting the overall performance and lifespan of the mechanical lock. Frequent replacement of mechanical locks or their components not only increases user costs but also reduces work efficiency.

[0007] Existing mechanical locks have many shortcomings in locking and unlocking, and cannot meet the growing demand for trailer operations. There is an urgent need for a new type of limit anti-theft mechanical lock with a quick-release structure to solve these problems. Utility Model Content

[0008] The purpose of this utility model is to provide a trailer hitch that can effectively solve the problems of easy disassembly of existing trailer hitch lock cylinders, which makes the trailer hitch easy to be stolen, and the cumbersome unlocking operation.

[0009] To solve the above-mentioned technical problems, this utility model is achieved through the following technical solution:

[0010] Trailer hooks, including:

[0011] The tow hook body has a built-in locking component for securing the tow hook to the mounting carrier;

[0012] A handle assembly, which is mounted on the tow hook body, is used to operate the locking member to perform locking or unlocking actions;

[0013] The tow hook body has a blind hole; the handle assembly includes a drive shaft, a handle seat, and a handle with a lock cylinder, wherein:

[0014] The drive shaft is inserted into the blind hole and engages with the locking member. The portion of the drive shaft inserted into the blind hole is rotatably and axially positioned in the blind hole by a first retaining ring.

[0015] The handle seat is non-rotatably connected to the tow hook body and is axially limited by the tow hook body in conjunction with the drive shaft;

[0016] The handle and the drive shaft are connected in a circumferentially fixed and axially movable manner. The handle moves axially between an operable position and an inoperable position relative to the handle seat. When the handle is in an operable position, it drives the drive shaft to rotate and manipulates the locking component to perform locking or unlocking actions.

[0017] The lock cylinder is rotated to lock or unlock the drive shaft, and the lock cylinder restricts the handle from moving to an operable position when locked.

[0018] In the aforementioned trailer hook, the lock cylinder is plugged into the drive shaft, and a first axial limiting component is provided between them to restrict the handle from moving to the operable position when the lock cylinder is locked.

[0019] In the aforementioned trailer hook, the drive shaft and the lock cylinder are arranged on the same axis, one of which has an axially oriented insertion hole, and the other has an axially oriented connector that extends into the insertion hole.

[0020] In the aforementioned trailer hitch, the first axial limiting assembly includes: a first axial limiting member disposed on the inner wall of the insertion hole and extending radially toward the insertion member; and a second axial limiting member disposed on the insertion member and extending radially toward the inner wall of the insertion hole; in the locked state, the first axial limiting member and the second axial limiting member abut axially, restricting the handle from moving to the operable position; in the unlocked state, the first axial limiting member and the second axial limiting member are circumferentially misaligned, releasing the restriction on the handle from moving to the operable position.

[0021] In the aforementioned trailer hitch, the first axial limiting component includes: a first limiting groove disposed on the inner wall of the insertion hole, comprising a first sliding groove arranged axially from the opening of the insertion hole and a second sliding groove arranged circumferentially, the second sliding groove being connected to the end of the first sliding groove away from the opening of the insertion hole; and a slider disposed on the connector, the slider being adapted to the first limiting groove; in the locked state, the slider is located in the second sliding groove, restricting the handle from moving to the operable position; in the unlocked state, the slider is located in the first sliding groove, releasing the restriction on the handle from moving to the operable position.

[0022] In the aforementioned trailer hook, an elastic element is provided between the drive shaft or handle seat and the handle. When the lock cylinder changes from the locked state to the unlocked state, the elastic element pushes the handle to move to the operable position.

[0023] In the aforementioned trailer hook, one of the handle and the drive shaft has a drive groove, and the other is provided with a drive component adapted to the drive groove. When the handle is in the operable position, the drive component abuts against the drive shaft circumferentially.

[0024] In the aforementioned trailer hook, a circumferential limiting component is provided between the handle seat and the handle to prevent the handle from driving the drive shaft to rotate when in an inoperable position.

[0025] In the aforementioned trailer hitch, the handle is sleeved on the handle seat, and the circumferential limiting component includes: a first circumferential limiting member fixed to the outer wall of the handle seat; and a second circumferential limiting member fixed to the inner wall of the handle; when the handle is in an inoperable position, the first circumferential limiting member abuts against the second circumferential limiting member circumferentially; when the handle is in an operable position, the first circumferential limiting member and the second circumferential limiting member are misaligned circumferentially.

[0026] In the aforementioned trailer hitch, the handle is sleeved on the handle seat, and a second axial limiting component is further provided between the handle and the handle seat. The second axial limiting component includes: a third axial limiting member disposed on the handle seat and extending radially toward the handle; and a fourth axial limiting member disposed on the handle and extending radially toward the handle seat. When the handle is in the operable position, the third axial limiting member abuts against the fourth axial limiting member in the direction away from the handle seat.

[0027] In the above-mentioned trailer hook, the handle seat is sleeved on the drive shaft that extends out of the blind hole. The handle seat is circumferentially limited and connected to the tow hook body by a pin. The part of the drive shaft that extends out of the blind hole is provided with a second retaining ring, which abuts against the end face of the handle seat away from the tow hook body.

[0028] Compared with the prior art, the advantages of this utility model are:

[0029] By incorporating blind holes in the tow hook body and coordinating the drive shaft, handle seat, and handle with lock cylinder, the problem of easy disassembly of the tow hook lock cylinder, leading to easy theft, is solved. The blind hole design, combined with the locking mechanism of the lock cylinder and drive shaft, greatly enhances anti-theft capabilities. Conventional tow hooks use a through-hole design, making related components easy to disassemble, and posing a risk of theft even when unlocked without a key. The blind hole design of the tow hook body makes it difficult for the outside to directly access key internal components, such as the drive shaft. This increases the difficulty of illegal disassembly; without special tools and unlocking operations, it is almost impossible to damage or disassemble the internal structure, effectively reducing the possibility of tow hook theft and ensuring the safety of the vehicle and trailer. The blind hole provides a stable mounting base for components such as the drive shaft. The drive shaft is inserted into the blind hole and axially positioned by rotation with the first retaining ring. Compared to the through-hole design, the blind hole prevents components from shaking or shifting under stress, ensuring that the tow hook maintains good working condition under complex working conditions and extending the service life of the tow hook.

[0030] In the handle assembly, the handle and drive shaft are connected in a circumferentially fixed but axially movable manner, a design that makes operation extremely convenient. When the handle is in the operable position, it can directly drive the drive shaft to rotate, thereby quickly manipulating the locking mechanism to lock or unlock. Compared to the complex operation methods of some traditional trailer hitches, this design simplifies the operation process, reduces operation steps and time, and improves the user's work efficiency when connecting or disconnecting trailers. The handle can move axially between the operable and inoperable positions relative to the handle seat, and the lock cylinder restricts the handle's movement to the operable position. This structural design provides a safe and reliable operating mode, preventing accidental unlocking or locking of the trailer hitch due to misoperation.

[0031] Furthermore, the lock cylinder and the drive shaft are interlocked, and a first axial limiting component is provided between them to restrict the handle from moving to the operable position when the lock cylinder is locked. Compared with some simple connection methods, this interlocking method makes the lock cylinder locking the drive shaft more stable and reliable. The first axial limiting component adds a barrier to restrict the movement of the handle structurally, further preventing others from accidentally or maliciously operating the handle without unlocking it, greatly improving the anti-theft performance of the trailer hitch and ensuring the safety of the vehicle and trailer. The interlocking method helps to make the connection between the lock cylinder and the drive shaft more compact, reducing unnecessary gaps and shaking. During towing, the trailer hitch is subjected to various external forces. This compact connection structure can better withstand these external forces, making it less prone to loosening or falling off, enhancing the reliability of the entire trailer hitch structure and extending its service life.

[0032] Furthermore, the drive shaft and lock cylinder are arranged on the same axis, one of which has an axially oriented insertion hole, and the other has a connector that extends axially into the insertion hole. This co-axial insertion structure eliminates the need for an additional transmission mechanism, achieving direct linkage between the lock cylinder and drive shaft through axial insertion, reducing the number of parts and assembly complexity. This design makes the overall structure of the trailer hitch more compact and suitable for installation scenarios with limited space.

[0033] Furthermore, the first axial limiting component includes: a first axial limiting member disposed on the inner wall of the insertion hole and extending radially toward the insertion member; and a second axial limiting member disposed on the insertion member and extending radially toward the inner wall of the insertion hole. In the locked state, the first axial limiting member and the second axial limiting member axially abut against each other, restricting the handle from moving to the operable position. In the unlocked state, the first axial limiting member and the second axial limiting member are circumferentially misaligned, releasing the restriction on the handle from moving to the operable position. In the locked state, the first axial limiting member and the second axial limiting member axially abut against each other, forming a rigid barrier that prevents the handle from moving to the operable position. This design has strong resistance to external force damage; even if subjected to impact or prying, the limiting member can still maintain the abutment state, effectively preventing illegal unlocking. The limiting can be released simply by rotating the lock cylinder to a specific angle with the key to misalign the limiting member, requiring fewer and more precise operation steps. Through the rigid abutment and misalignment design of the axial limiting member, both the convenience of operation and the anti-theft function are ensured through a physical barrier.

[0034] Furthermore, the first axial limiting component includes: a first limiting groove disposed on the inner wall of the insertion hole, comprising a first sliding groove axially disposed from the opening of the insertion hole and a second sliding groove disposed circumferentially, the second sliding groove being connected to the end of the first sliding groove away from the opening of the insertion hole; and a slider disposed on the connector, the slider being adapted to the first limiting groove; in the locked state, the slider is located within the second sliding groove, restricting the handle from moving to the operable position; in the unlocked state, the slider is located within the first sliding groove, releasing the restriction on the handle from moving to the operable position. The circumferential second sliding groove is designed to require rotation to a specific angle to unlock, further enhancing anti-theft capabilities and preventing accidental operation or forced entry. The length and shape of the sliding groove can be adjusted according to requirements to accommodate handle movements with different travel requirements.

[0035] Furthermore, an elastic element is provided between the drive shaft or handle seat and the handle. When the lock cylinder changes from the locked to the unlocked state, the elastic element pushes the handle to the operable position. When the lock cylinder changes from the locked to the unlocked state, the elastic element automatically pushes the handle to the operable position. This design eliminates the need for the user to manually pull the handle, which can significantly reduce operation time and physical exertion, especially in scenarios where frequent operation of the trailer hitch is required.

[0036] Furthermore, one of the handle and the drive shaft has a drive groove, and the other has a drive component adapted to the drive groove. When the handle is in the operable position, the drive component abuts against the drive shaft circumferentially. This design ensures that when the handle rotates, the torque can be directly transmitted to the drive shaft, avoiding free rotation or slippage and ensuring the accuracy of the locking mechanism's operation.

[0037] Furthermore, a circumferential limiting component is provided between the handle seat and the handle to prevent the handle from rotating the drive shaft when in an inoperable position. This design directly prevents accidental operation in the unlocked state and also increases the difficulty of unauthorized unlocking. The circumferential limiting component can have a large contact area, distribute force evenly, and effectively disperse the torque and vibration generated during towing. Even if the trailer hook suffers a severe impact, the limiting structure can still remain stable, avoiding functional failures caused by deformation.

[0038] Furthermore, the handle is fitted onto the handle base, and the circumferential limiting component includes: a first circumferential limiting member fixed to the outer wall of the handle base; and a second circumferential limiting member fixed to the inner wall of the handle. When the handle is in an inoperable position, the first circumferential limiting member abuts against the second circumferential limiting member circumferentially. When the handle is in an operable position, the first circumferential limiting member and the second circumferential limiting member are misaligned circumferentially. When the handle is in an inoperable position, the first circumferential limiting member of the handle base and the second circumferential limiting member of the handle directly abut against each other, forming a bidirectional rigid block. The abutment area of ​​the two protrusions is relatively large, requiring a greater external force to break, increasing the difficulty of illegal rotation. Even if the lock cylinder is damaged, without a key to unlock, the handle cannot drive the transmission shaft by rotation, enhancing the anti-theft performance.

[0039] Furthermore, the handle is sleeved on the handle seat, and a second axial limiting component is provided between the handle and the handle seat. The second axial limiting component includes: a third axial limiting member disposed on the handle seat and extending radially toward the handle; and a fourth axial limiting member disposed on the handle and extending radially toward the handle seat. When the handle is in the operable position, the third axial limiting member abuts against the fourth axial limiting member in the direction away from the handle seat. When the handle is in the operable position, the third and fourth axial limiting members abut against each other in the direction away from the handle seat, forming a rigid barrier. This design directly prevents the handle from detaching from the handle seat due to external force, avoiding the entire handle assembly from disintegrating and ensuring the structural integrity of the trailer hitch under complex working conditions. The limiting component ensures that the axial movement of the handle is strictly limited within a preset range when it is in the operable position, thereby ensuring the reliability of power transmission.

[0040] Furthermore, the handle seat is fitted onto the drive shaft extending from the blind hole. The handle seat is circumferentially limited and connected to the tow hook body via a pin. The portion of the drive shaft extending from the blind hole is provided with a second retaining ring, which abuts against the end face of the handle seat away from the tow hook body. This design effectively limits the handle seat both circumferentially and axially, allowing it to be securely mounted on the tow hook body. During towing, the tow hook is subjected to various complex forces, such as tension and impact forces generated by vibration. This structure effectively resists these external forces, preventing the handle seat from shifting, rotating, or falling off, ensuring the stability of the entire tow hook structure and extending its service life. The cooperation of the pin and the second retaining ring further enhances the anti-theft performance of the tow hook. In the unlocked state, the handle seat is restricted from rotation by the pin, and the second retaining ring prevents its axial movement, making it difficult for external personnel to disassemble or operate the handle seat without unlocking. This prevents illegal unlocking and use of the tow hook, increasing the security of the tow hook and protecting the safety of the vehicle and the tow truck. Attached Figure Description

[0041] Figure 1 This is a perspective view of the trailer hook of this utility model;

[0042] Figure 2 This is a perspective view of the handle assembly in this utility model;

[0043] Figure 3 This is an exploded view of the handle assembly in this utility model;

[0044] Figure 4 This is a cross-sectional view of the handle in the inoperable position in this utility model;

[0045] Figure 5 This is a cross-sectional view of the handle in the operable position in this utility model;

[0046] Figure 6 This is a perspective view of the handle in the operable position in this utility model;

[0047] Figure 7 This is a perspective view of the drive shaft in this utility model;

[0048] Figure 8 This is an exploded view of the connection between the drive shaft and the handle in this utility model;

[0049] Figure 9 This is an exploded view of the connection between the handle base and the handle in this utility model;

[0050] Figure 10 This is a cross-sectional view of the handle assembly in this utility model.

[0051] The attached figures are labeled as follows:

[0052] The tow hook body 100, blind hole 110, handle assembly 200, drive shaft 300, insertion hole 310, first axial limiting member 320, transmission groove 330, second retaining ring 340, sealing ring 350, first retaining ring 360, handle seat 400, first circumferential limiting member 410, third axial limiting member 420, pin shaft 430, handle 500, lock cylinder 510, plug-in member 511, second axial limiting member 512, transmission member 520, second circumferential limiting member 530, fourth axial limiting member 540, viewing window 550, and elastic member 600. Detailed Implementation

[0053] Trailer hooks, including:

[0054] The tow hook body 100 has a built-in locking component for securing the tow hook to the mounting carrier;

[0055] The handle 500 assembly 200 is mounted on the tow hook body 100 and is used to operate the locking member to perform locking or unlocking actions;

[0056] The tow hook body 100 has a blind hole 110; the handle 500 assembly 200 includes a drive shaft 300, a handle seat 400, and a handle 500 with a lock cylinder 510, wherein:

[0057] The drive shaft 300 is inserted into the blind hole 110 and engages with the locking member. The portion of the drive shaft 300 inserted into the blind hole 110 is rotatably and axially positioned in the blind hole 110 by the first retaining ring 360.

[0058] The handle seat 400 is non-rotatably connected to the tow hook body 100 and is axially limited by the tow hook body 100 in cooperation with the drive shaft 300;

[0059] The handle 500 and the transmission shaft 300 are connected in a circumferentially fixed and axially movable manner. The handle 500 can switch between an operable position and an inoperable position relative to the handle seat 400. When the handle 500 is in the operable position, it drives the transmission shaft 300 to rotate and manipulate the locking component to perform locking or unlocking actions.

[0060] The lock cylinder 510 is rotatably locked or unlocked from the transmission shaft 300. When the lock cylinder 510 is locked, it restricts the handle 500 from moving to an operable position.

[0061] By incorporating a blind hole 110 on the tow hook body 100 and coordinating it with the drive shaft 300, handle seat 400, and handle 500 with lock cylinder 510, the problem of easy disassembly of the tow hook lock cylinder 510, leading to easy theft of the tow hook, is solved. The blind hole 110 design, combined with the locking mechanism of the lock cylinder 510 and drive shaft 300, greatly enhances the anti-theft capability. Conventional tow hooks use a through-hole design, making related components easy to disassemble, and there is still a risk of theft even when unlocked without a key. The blind hole 110 design of the tow hook body 100 makes it difficult for the outside to directly access key internal components, such as the drive shaft 300. This increases the difficulty of illegal disassembly. Without special tools and unlocking operations, it is almost impossible to damage or disassemble the internal structure, effectively reducing the possibility of the tow hook being stolen and ensuring the safety of the vehicle and trailer. The blind hole 110 provides a stable mounting base for components such as the drive shaft 300. The drive shaft 300 is inserted into the blind hole 110 and is axially positioned rotatably with the first retaining ring 360. Compared with the through hole design, the blind hole 110 can prevent components from shaking or shifting when subjected to force, ensuring that the trailer hook can maintain a good working condition under complex working conditions and extending the service life of the trailer hook.

[0062] In the handle 500 assembly 200, the handle 500 and the drive shaft 300 form a circumferentially fixed but axially movable connection, a design that makes operation extremely convenient. When the handle 500 is in the operable position, it can directly drive the drive shaft 300 to rotate, thereby quickly manipulating the locking component to perform locking or unlocking actions. Compared to the complex operation methods of some traditional trailer hitches, this design simplifies the operation process, reduces operation steps and time, and improves the user's work efficiency when connecting or disconnecting trailers. The handle 500 can axially move between the operable and inoperable positions relative to the handle seat 400, and the lock cylinder 510 restricts the movement of the handle 500 to the operable position when locked. This structural design provides a safe and reliable operating mode, avoiding accidental unlocking or locking of the trailer hitch due to misoperation.

[0063] The embodiments of the present invention are described in detail below, examples of which are shown in the accompanying drawings. The embodiments described below with reference to the accompanying drawings are exemplary and intended to explain the present invention, and should not be construed as limiting the present invention.

[0064] In the description of this utility model, it should be understood that the terms "center", "longitudinal", "lateral", "length", "width", "thickness", "upper", "lower", "front", "rear", "left", "right", "vertical", "horizontal", "top", "bottom", "inner", and "outer" indicate the orientation or positional relationship based on the orientation or positional relationship shown in the accompanying drawings. They are only for the convenience of describing this utility model and simplifying the description, and do not indicate or imply that the device or element referred to must have a specific orientation, or be constructed and operated in a specific orientation. Therefore, they should not be construed as limitations on this utility model.

[0065] Furthermore, the terms "first" and "second" are used for descriptive purposes only and should not be construed as indicating or implying relative importance or implicitly specifying the number of indicated technical features. Thus, a feature defined as "first" or "second" may explicitly or implicitly include at least one of that feature. In the description of this utility model, "a plurality of" means at least two, such as two, three, etc., unless otherwise explicitly specified.

[0066] In this utility model, unless otherwise explicitly specified and limited, the terms "installation," "connection," "joining," and "fixing," etc., should be interpreted broadly. For example, they can refer to a fixed connection, a detachable connection, or an integral part; they can refer to a mechanical connection, an electrical connection, or a connection that allows communication between them; they can refer to a direct connection or an indirect connection through an intermediate medium; they can refer to the internal communication of two components or the interaction between two components, unless otherwise explicitly limited. Those skilled in the art can understand the specific meaning of the above terms in this utility model according to the specific circumstances.

[0067] See Figures 1 to 10 This invention relates to a trailer hitch, comprising a hitch body and a handle assembly 200. The hitch body has a built-in locking component for securing the hitch to the mounting carrier. The specific structure of the locking component can be found in existing publications, such as the rack and pinion components in publication number CN21866118U. The handle assembly 200 is mounted on the hitch body 100 and is used to operate the locking component to perform locking or unlocking actions.

[0068] The handle assembly 200 includes a drive shaft 300, a handle base 400, and a handle 500 with a lock cylinder 510. The handle base 400 is mainly used to connect to the tow hook body and limit the movement of the handle 500. The handle 500 is used to control the rotation of the drive shaft 300, which in turn controls the action of the locking mechanism. For example, if the locking mechanism mainly relies on a rack and pinion to control locking or unlocking, then the drive shaft 300 is provided with gear teeth that mesh with the rack. Of course, other transmission methods can also be used to drive the locking mechanism to lock or unlock using the rotation of the drive shaft 300.

[0069] A blind hole 110 is provided on the tow hook body. A portion of the drive shaft 300 is inserted into the blind hole 110 and is connected to the locking component. The portion of the drive shaft 300 inserted into the blind hole 110 is rotatably and axially positioned in the blind hole 110 by a first retaining ring 360. That is, the first retaining ring 360 restricts the drive shaft 300 from moving axially and dislodging it from the blind hole 110, while ensuring that the drive shaft 300 can rotate around its own axis. To achieve the above objective, a circumferential outer ring groove can be formed on the outer peripheral wall of the drive shaft 300, and a corresponding inner ring groove can be formed on the inner wall of the blind hole 110. The first retaining ring 360 is an elastic retaining ring. The radially inner side of the first retaining ring 360 is engaged in the outer ring groove, and the radially outer side of the first retaining ring 360 is engaged in the inner ring groove. This satisfies the setting requirements of the drive shaft 300, neither hindering the rotation of the drive shaft 300 nor allowing the drive shaft 300 to dislodge from the blind hole 110. In addition, a sealing ring 350 can be added between the drive shaft 300 and the blind hole 110 on the outer side of the first retaining ring 360 to prevent external dust and other foreign objects from entering the blind hole 110 and affecting the rotation of the drive shaft 300.

[0070] The handle seat 400 primarily serves to connect the handle 500 and the tow hook body 100. The handle seat 400 is non-rotatably connected to the tow hook body, meaning it is fixed circumferentially. To prevent the handle seat 400 from detaching from the tow hook body axially, the tow hook body, in conjunction with the drive shaft 300, provides axial restraint to the handle seat 400. This restraint, both circumferentially and axially, limits the relative position of the handle seat 400 and the tow hook body, thus fixing their relative positions.

[0071] The handle 500 and the drive shaft 300 form a connection that is circumferentially fixed and circumferentially movable. That is, the handle 500 can drive the drive shaft 300 to rotate around the axis, and the handle 500 can move axially relative to the drive shaft 300. In other words, the handle 500 can move closer to or further away from the drive shaft 300 in the axial direction.

[0072] The handle 500 can move axially between an operable position and an inoperable position relative to the handle base 400. When in the operable position, the handle 500 drives the transmission shaft 300 to rotate, thereby manipulating the locking member to perform locking or unlocking actions. In this embodiment, when the handle 500 is relatively close to the transmission shaft 300, it is in an inoperable position, and the handle 500 will be obstructed and unable to drive the transmission shaft 300 to rotate; when the handle 500 is relatively far away from the transmission shaft 300, it is in an operable position, and the handle 500 can drive the transmission shaft 300 to rotate together, thereby manipulating the locking member to lock or unlock.

[0073] To control whether the handle 500 can move axially relative to the drive shaft 300, the lock cylinder 510 is required. The lock cylinder 510 is rotated to lock or unlock the drive shaft 300. When the lock cylinder 510 is locked, it restricts the handle 500 from moving to the operable position. In other words, the lock cylinder 510 can rotate relative to the drive shaft 300. After inserting the key, turning the key will cause the lock cylinder 510 to rotate. Once the lock cylinder 510 has rotated to the appropriate angle, it unlocks, and the handle 500 can move axially to the operable position. If the correct key is not inserted into the lock cylinder 510, the lock cylinder 510 is locked. In this case, the lock cylinder 510 will restrict the handle 500 from moving axially, keeping the handle 500 in an inoperable position.

[0074] Through the above design, the tow hook body 100 is provided with a blind hole 110 for mounting the handle 500 assembly 200. Compared with traditional through-hole structures, this design makes the entire tow hook structure more compact, reduces unnecessary space occupation, facilitates installation and use on different types of vehicles, improves space utilization, and makes the overall appearance of the tow hook more concise and neat. Through the cooperation of the handle 500 with the lock cylinder 510 and the locking component, the handle 500 can only switch from the non-operating position to the operating position to operate the locking component when the lock cylinder 510 is in the unlocked state. This effectively prevents unauthorized personnel from operating the tow hook, greatly improves the anti-theft performance of the tow hook, protects the safety of the vehicle and trailer, and reduces the risk of theft. The design of the handle 500 assembly 200 allows users to simply switch the handle 500 with the lock cylinder 510 to the operable position when they need to use the trailer hook. Then, they can control the locking mechanism by rotating the handle 500 to lock and unlock the trailer hook. The operation is simple and direct, without the need for complicated multi-step operations, which improves the efficiency of towing operations, especially in emergency situations where operations can be completed quickly.

[0075] Specifically, to prevent the handle 500 from moving to the operable position while the lock cylinder 510 is in the locked state, the following solutions can be adopted: (e.g.) Figure 4 , 5 As shown in Figures 6 and 10, the lock cylinder 510 and the drive shaft 300 are plugged into each other, and a first axial limiting component is provided between them. When the lock cylinder 510 is locked, the handle 500 is restricted from moving to the operable position. Compared with simple sleeve or other connection methods, the plug-in connection can provide better positioning and support in multiple directions, effectively reducing the relative displacement between the two in the axial and radial directions. This ensures that the lock cylinder 510 and the drive shaft 300 always maintain an accurate relative position under conditions such as frequent locking and unlocking operations and vibrations during trailer operation, thereby improving the stability of the entire mechanical lock structure.

[0076] Furthermore, to achieve the insertion and engagement of the lock cylinder 510 and the drive shaft 300, the drive shaft 300 and the lock cylinder 510 are set on the same rotating axis. This high degree of concentricity allows for smoother power transmission and reduces torque loss and mechanical friction caused by shaft misalignment. When operating the trailer hook mechanical lock, the user can more easily rotate the drive shaft 300 through the lock cylinder 510 to achieve locking and unlocking actions, improving operational convenience and also helping to extend the service life of mechanical components. One of the lock cylinder 510 and the drive shaft 300 has an axially arranged insertion hole 310, and the other has an axially extended connector 511 that extends into the insertion hole 310. In this embodiment, the insertion hole 310 is located on the drive shaft 300, while the plug 511 is located on the lock cylinder 510. The plug 511 is controlled by the lock cylinder 510. When the lock cylinder 510 is unlocked, it can drive the plug 511 to rotate. The plug 511 can be fixed to the lock cylinder 510 by welding or bonding, or it can be manufactured as an integral part of the lock cylinder 510.

[0077] Specifically, the structure of the first limiting component includes, but is not limited to, the following structural forms:

[0078] The first axial limiting assembly includes a first axial limiting member 320 and a second axial limiting member 512. The first axial limiting member 320 is disposed on the inner wall of the insertion hole 310 and extends radially toward the insertion member 511. The second axial limiting member 512 is disposed on the insertion member 511 and extends radially toward the inner wall of the insertion hole 310. In the locked state, the first limiting member and the second limiting member abut axially, meaning the first limiting member prevents the second limiting member from moving away from the drive shaft 300, thereby achieving the purpose of restricting the handle 500 from moving to the operable position in the locked state. In the unlocked state, when the lock cylinder 510 rotates, the first limiting member and the second limiting member are axially misaligned. The first limiting member no longer restricts the second limiting member from moving axially, allowing the handle 500 to move away from the drive shaft 300, thereby achieving the purpose of moving the handle 500 to the operable position in the unlocked state.

[0079] like Figure 6 As shown, the first axial limiting member 320 is a limiting post, and a limiting hole is opened on the inner wall of the insertion hole 310. The limiting post is inserted into the limiting hole and extends out of the inner wall of the insertion hole 310. The second axial limiting member 512 is a non-circular limiting block, for example, with a cross-section shaped like a racetrack, including an arc segment and a straight segment. The radius of rotation of the arc segment is greater than the radius of rotation of the straight segment. The limiting block is fixed to the front end of the insertion member 511, and the radius of rotation of the arc segment of the limiting block is greater than the radius of the insertion member 511. In the locked state, the limiting post abuts against the arc segment of the limiting block, restricting the axial movement of the handle 500. In the unlocked state, due to the rotation of the lock cylinder 510, the arc segment rotates a certain angle and then deviates axially from the limiting post, such as... Figure 6In this state, the limiting post can no longer stop the limiting block, and the handle 500 can move axially away from the drive shaft 300 to the operable position. The first axial limiting member 320 can be any structure protruding from the inner wall of the insertion hole 310, in addition to the limiting post. The second axial limiting member 512 can be any non-circular shape, such as a polygon or ellipse, in addition to having a racetrack-shaped cross-section.

[0080] Another first limiting component structure includes a first limiting groove and a slider. The first limiting groove is disposed on the inner wall of the insertion hole 310, including a first sliding groove axially arranged from the opening of the insertion hole 310 and a second sliding groove circumferentially arranged. The second sliding groove is connected to the end of the first sliding groove away from the opening of the insertion hole 310. The slider is disposed on the plug-in member 511, and the slider is adapted to the first limiting groove. In the locked state, the slider is located in the second sliding groove. The second sliding groove is circumferentially arranged, and the groove wall of the second sliding groove abuts against the slider, preventing the handle 500 from moving axially, thereby achieving the purpose of restricting the handle 500 from moving to the operable position. As the lock cylinder 510 is unlocked and rotated, the slider slides from the second sliding groove into the first sliding groove. Since the first sliding groove is axially arranged, the first limiting groove will no longer prevent the handle 500 from moving axially, allowing the handle 500 to move to the operable position.

[0081] Based on the above embodiments, such as Figure 10 As shown, an elastic element 600 is provided between the drive shaft 300 or handle seat 400 and the handle 500. When the lock cylinder 510 changes from the locked to the unlocked state, the elastic element 600 pushes the handle 500 to the operable position. The elastic element 600 can be a spring or a compression spring. When the handle 500 moves from the operable position to the inoperable position, the elastic element 600 is compressed to accumulate elastic potential energy. When the lock cylinder 510 is unlocked, it loses its restriction on the handle 500, and the handle 500 moves to the operable position under the action of the elastic element 600. The elastic element 600 allows the handle 500 to automatically switch to the operable position after the lock cylinder 510 is unlocked, eliminating the need for the user to manually adjust the position of the handle 500, greatly simplifying the operation process. After unlocking, the user can directly perform subsequent operations, saving time and effort and improving the efficiency of using the tow hook. This convenience is especially evident in scenarios where the tow hook needs to be used frequently.

[0082] Based on the above embodiments, such as Figure 8As shown, for the connection between the handle 500 and the drive shaft 300 to be circumferentially fixed and axially movable, the following structure can be adopted: one of the handle 500 and the drive shaft 300 has a drive groove 330, and the other has a drive member 520 adapted to the drive groove 330. When the handle 500 is in the operable position, the drive member 520 abuts against the drive shaft 300 circumferentially. In this embodiment, the drive groove 330 is located at the end of the drive shaft 300, and the drive member 520 is located on the handle 500. The drive groove 330 is opened along the axial direction of the drive shaft 300. To ensure smooth transmission, multiple drive grooves 330 can be provided, and correspondingly, multiple drive members 520 can also be provided. When the handle 500 moves from an inoperable position to an operable position, the transmission component 520 slides along the transmission groove 330 without being obstructed by it. When the handle 500 is in the operable position and needs to rotate the transmission shaft 300, the transmission component 520 abuts against the wall of the transmission groove 330, transmitting the rotational force of the handle 500 to the transmission shaft 300, causing the transmission shaft 300 to rotate. During transmission, the cooperation between the transmission groove 330 and the transmission component 520 effectively transmits the torque of the handle 500 to the transmission shaft 300. Because the transmission component 520 abuts circumferentially against the transmission shaft 300, the contact area is fully utilized when transmitting torque, reducing losses during torque transmission, improving power transmission efficiency, and making the control of the transmission shaft 300 by the handle 500 more sensitive and effective.

[0083] Based on the above embodiments, when the handle 500 is in the operable position, the handle 500 can drive the transmission shaft 300 to rotate, thereby manipulating the locking component to perform locking or unlocking actions; correspondingly, when the handle 500 is in the inoperable position, the handle 500 cannot drive the transmission shaft 300 to rotate. In this embodiment, the above objective is mainly achieved by restricting the handle 500 from rotating when inoperable. A circumferential limiting component is provided between the handle seat 400 and the handle 500 to prevent the handle 500 from driving the transmission shaft 300 to rotate when inoperable. Directly restricting the rotation of the transmission shaft 300 may generate additional stress and load on the transmission shaft 300, especially in some complex working scenarios, which may lead to accelerated wear and shortened lifespan of the transmission shaft 300 and its connecting components. By restricting the rotation of the handle 500 through the handle seat 400, unnecessary force can be avoided from being transmitted to the transmission shaft 300 at the source, allowing the transmission shaft 300 to bear the load only during normal operation, thereby reducing additional wear and potential failure risks, and extending the service life of the transmission shaft 300 and the entire transmission system.

[0084] Specifically, such as Figure 3 , Figure 9As shown, the handle 500 is sleeved on the handle base 400. The circumferential limiting assembly includes a first circumferential limiting member 410 and a second circumferential limiting member 530. The first circumferential limiting member 410 is fixed on the outer circumferential wall of the handle base 400, and the second circumferential limiting member 530 is fixed on the inner wall of the handle 500. When the handle 500 is in an inoperable position, the first circumferential limiting member abuts against the second circumferential limiting member 530 along the circumferential direction, thereby preventing the handle 500 from rotating. When the handle 500 switches from the inoperable position to the operable position, the handle 500 moves axially, and the second circumferential limiting member 530 also moves axially relative to the first circumferential limiting member 410. When the handle 500 moves to the operable position, the second circumferential limiting member 530 will be circumferentially misaligned with the first circumferential limiting member 410, meaning the first circumferential limiting member 410 will no longer restrict the circumferential movement of the second circumferential limiting member 530, thus allowing the handle 500 in the operable position to rotate. The first circumferential limiting member 410 and the second circumferential limiting member 530 can be a groove and a limiting block extending into the groove, or other limiting member structures that can achieve the above purpose. The design employs a first circumferential limiting component 410 fixed to the outer wall of the handle seat 400 and a second circumferential limiting component 530 fixed to the inner wall of the handle 500. This design results in a relatively simple structure, eliminating the need for complex mechanical transmission devices or control systems to achieve the limiting function. This simple structure effectively reduces the manufacturing and assembly costs of the equipment, while also reducing potential failure points caused by complex structures and improving the reliability of the equipment.

[0085] Based on the above embodiments, since the handle 500 needs to move axially to switch from an inoperable position to an operable position, in order to prevent the handle 500 from separating from the handle base 400 during the movement, it is necessary to limit the axial movement distance of the handle 500 during the movement to avoid the above situation. Specifically, the handle 500 is sleeved on the handle base 400, and a second axial limiting component is also provided between the handle 500 and the handle base 400. The second axial limiting component includes a third axial limiting member 420 and a fourth axial limiting member 540. The third axial limiting member 420 is disposed on the handle base 400 and extends radially toward the handle 500, and the fourth axial limiting member 540 is disposed on the handle 500 and extends radially toward the handle base 400. When the handle 500 is in the operable position, the third axial limiting member 420 abuts against the fourth axial limiting member 540 in the direction away from the handle base 400, that is, limiting the movement distance of the handle base 400 in the axial direction. When the handle 500 is in an inoperable position, the third axial limiting member 420 and the fourth axial limiting member 540 maintain a certain distance in the axial direction. The length of this distance is greater than the distance the handle 500 moves axially when the circumferential limiting component is released. In other words, it is necessary to ensure that the handle 500 can move from the inoperable position to the operable position, and also to restrict the handle 500 from detaching from the handle seat 400.

[0086] Based on the above embodiments, such as Figure 4 , Figure 10As shown, to ensure that the handle seat 400 is non-rotatably connected to the tow hook body 100 and is axially limited by the tow hook body 100 and the drive shaft 300, both circumferential and axial limitations of the handle seat 400 are required. The following solution can be adopted: A pin 430 extending from the blind hole 110 is provided on the drive shaft 300 on the handle seat 400, and inserted into the tow hook body beside the blind hole 110, thus achieving circumferential limitation between the handle seat 400 and the tow hook body. For axial limitation of the handle seat 400, a second retaining ring 340 is provided on the portion of the drive shaft 300 extending into the blind hole 110. The second retaining ring 340 abuts against the end face of the handle seat 400 away from the tow hook body, clamping the handle seat 400 between the second retaining ring 340 and the tow hook body, thereby achieving axial positioning of the handle seat 400. This design uses a pin 430 for circumferential limiting and a retaining ring, drive shaft 300, and tow hook body for axial limiting. The overall structure is simple and straightforward, requiring no complex mechanical structures or connection methods. This concise design not only reduces manufacturing difficulty and cost but also decreases the number of parts, making the entire trailer hook structure more compact. This allows for the rational arrangement of components within a limited space, improving space utilization. Because the connection between the handle seat 400 and the tow hook body and drive shaft 300 is relatively simple, the handle seat 400 can be easily removed from the tow hook body and drive shaft 300 for maintenance or repair.

[0087] In this embodiment, a viewing window 550 can also be opened on the handle 500, and different colored marker blocks can be set on the handle base 400. Through the viewing window 550 and the marker blocks in different positions, the user can intuitively view the current status of the handle 500.

[0088] like Figure 4 As shown, when the lock cylinder 510 is in the locked state, the first axial limiting member 320 abuts against the second axial limiting member 512, and limits the axial movement of the handle 500 through the transmission shaft 300, that is, the handle 500 cannot move axially; the first circumferential limiting member 410 and the second circumferential limiting member 530 abut against each other, and limits the circumferential movement of the handle 500 through the handle seat 400, that is, the handle 500 cannot rotate at this time, and since the handle 500 cannot rotate, it cannot drive the transmission shaft 300 to rotate, thereby realizing the locking of the locking component.

[0089] like Figure 5As shown, when the lock cylinder 510 unlocks, it will drive the second axial limiting member 512 to rotate. The second axial limiting member 512 will be misaligned with the first axial limiting member 320 in the circumferential direction. The transmission shaft 300 will release its axial limitation on the handle 500. At this time, the elastic potential energy of the elastic member 600 will be released, pushing the handle 500 to move away from the transmission shaft 300 until the fourth axial limiting member 540 abuts against the third axial limiting member 420. That is, the handle seat 400 restricts the handle 500 from moving further away. As the handle 500 moves away from the drive shaft 300, it reaches an operable position. Simultaneously, the first circumferential limiting member 410 and the second circumferential limiting member 530 are axially misaligned. The first axial limiting member 320 no longer prevents the second circumferential limiting member 530 from rotating. When the user turns the handle 500, the handle 500, through the engagement of the transmission member 520 and the transmission groove 330 on the drive shaft 300, drives the drive shaft 300 to rotate, which in turn unlocks the locking component. To relock the locking component, simply reverse the steps described above.

[0090] The above description is only a specific embodiment of the present utility model, but the technical features of the present utility model are not limited thereto. Any changes or modifications made by those skilled in the art within the scope of the present utility model are covered by the patent scope of the present utility model.

Claims

1. A trailer hitch, comprising: a hitch body having a locking member for locking the trailer hitch to a mounting carrier; a handle assembly mounted to the hitch body for manipulating the locking member to perform locking or unlocking action; characterized in that the hitch body has a blind hole; the handle assembly comprises a transmission shaft, a handle seat and a handle with a lock core, wherein: the transmission shaft is inserted into the blind hole and engages the locking member, the part of the transmission shaft inserted into the blind hole is rotatably axially positioned in the blind hole by a first stop ring; the handle seat is non-rotatably connected to the hitch body and is axially limited by the hitch body and the transmission shaft; the handle and the transmission shaft form a connection of circumferentially opposite fixing and axial opposite movement, the handle is axially moved to switch between an operable position and an inoperable position, the handle drives the transmission shaft to rotate to manipulate the locking member to perform locking or unlocking action when in the operable position; the lock core is rotatably locked or unlocked with the transmission shaft, and the lock core in the locked state limits the handle from moving to the operable position.

2. The trailer hitch of claim 1, wherein, the lock core and the transmission shaft are inserted and matched, and a first axial limiting component is arranged therebetween to limit the handle from moving to the operable position when the lock core is in the locked state.

3. The trailer hitch of claim 2, wherein, the transmission shaft and the lock core are coaxially arranged, one of which has an insertion hole arranged along the axial direction, and the other has an insertion piece extending into the insertion hole along the axial direction.

4. The trailer hitch of claim 3, wherein, the first axial limiting component comprises: a first axial limiting piece arranged on the inner wall of the insertion hole and extending radially towards the insertion piece; and a second axial limiting piece arranged on the insertion piece and extending radially towards the inner wall of the insertion hole; in the locked state, the first axial limiting piece and the second axial limiting piece axially abut to limit the handle from moving to the operable position; in the unlocked state, the first axial limiting piece and the second axial limiting piece are circumferentially misaligned to remove the limitation on the handle moving to the operable position.

5. The trailer hitch of claim 3, wherein, the first axial limiting component comprises: a first limiting groove arranged on the inner wall of the insertion hole, comprising a first sliding groove arranged along the axial direction from the opening of the insertion hole and a second sliding groove arranged along the circumferential direction, the second sliding groove being connected to one end of the first sliding groove away from the opening of the insertion hole; and a sliding block arranged on the insertion piece, the sliding block being matched with the first limiting groove; in the locked state, the sliding block is located in the second sliding groove to limit the handle from moving to the operable position; in the unlocked state, the sliding block is located in the first sliding groove to remove the limitation on the handle moving to the operable position.

6. The trailer hitch of claim 1, wherein, an elastic piece is arranged between the transmission shaft or the handle seat and the handle, and the elastic piece pushes the handle to move to the operable position when the lock core is switched from the locked state to the unlocked state.

7. The trailer hitch of claim 1, wherein, one of the handle and the transmission shaft has a transmission groove, and the other has a transmission piece matched with the transmission groove, and the transmission piece circumferentially abuts the transmission shaft when the handle is in the operable position.

8. The trailer hitch of claim 1, wherein, a circumferential limiting component is arranged between the handle seat and the handle to prevent the handle from driving the transmission shaft to rotate when in the inoperable position.

9. The trailer hitch of claim 8, wherein, the handle is sleeved on the handle seat, and the circumferential limiting component comprises: A first circumferential limiting member is fixed to the outer wall of the handle seat; and A second circumferential limiting member is fixed to the inner wall of the handle; When the handle is in the inoperable position, the first circumferential limiting member is in abutment with the second circumferential limiting member in the circumferential direction; when the handle is in the operable position, the first circumferential limiting member is circumferentially misaligned with the second circumferential limiting member.

10. The trailer hitch of claim 1, wherein, The handle is sleeved on the handle seat, and a second axial limiting assembly is further arranged between the handle and the handle seat, the second axial limiting assembly comprising: A third axial limiting member is arranged on the handle seat and extends in the radial direction towards the handle; and A fourth axial limiting member is arranged on the handle and extends in the radial direction towards the handle seat; When the handle is in the operable position, the third axial limiting member is in abutment with the fourth axial limiting member in the direction in which the handle is away from the handle seat.

11. The trailer hitch of claim 1, wherein, The handle seat is sleeved on the transmission shaft protruding from the blind hole, the handle seat is circumferentially limitedly connected with the tow hook body through a pin shaft, the part of the transmission shaft protruding from the blind hole is provided with a second retainer, and the second retainer is in abutment with the end face of the handle seat away from the tow hook body.

Images