Towing hook, vehicle traction mechanism and vehicle

Abstract

The utility model provides a tow hook, a vehicle traction mechanism and a vehicle, the tow hook of the vehicle traction mechanism comprises a tow hook body, and a protruding part used for preventing the tow hook body from bending and deforming is arranged on the peripheral face of the tow hook body; the connecting part is connected with a towing hook; the supporting component is used for supporting the towing hook, and a first channel for the towing hook to penetrate through is formed in the supporting component; in the length direction of the vehicle, the supporting part is close to the outside of the vehicle relative to the connecting part. According to the vehicle traction mechanism, the protruding part is arranged on the towing hook and the supporting component is arranged on the vehicle body, so that during rescue, the towing hook penetrates through the supporting component, even if a rescue rope and the towing hook are not on the same straight line and have a certain angle, and the supporting component is in contact with the protruding part, the protruding part can bear part of radial component force; therefore, the towing hook is radially supported and is prevented from being bent and deformed, and the towing hook can be smoothly detached after rescue is completed.

Description

Technical Field

[0001] This utility model relates to the field of vehicle technology, and in particular to a tow hook, a vehicle traction mechanism, and a vehicle. Background Technology

[0002] A car tow hook is a towing connection device on a vehicle, which is connected to the vehicle body through a towing device. If a car is stuck in the wild, due to the complex road conditions, steep slopes, and large terrain differences in off-road environments, the tow hook system of the rescued vehicle needs to withstand a towing force of up to twice its own full load weight when it is out of trouble.

[0003] In the relevant technology, the rear tow hook is connected to the threaded sleeve on the rear anti-collision beam, and the rear anti-collision beam is connected to the rear longitudinal beam through a connecting plate. Part of the threaded sleeve is located inside the energy absorption box. During the rescue, the rescue rope directly pulls the tow hook on one side. Due to extreme scenarios such as large slopes and large drops in the wild, when facing a towing force of up to twice its own full load weight, the rescue rope does not extend along the axis of the tow hook. There is a certain angle between the rescue rope and the tow hook. Therefore, when the tow hook is pulled by the rescue rope, the rear tow hook may bend. After the rescue is completed, the bent rear tow hook is difficult to disassemble. Summary of the Invention

[0004] This utility model provides a tow hook, a vehicle traction mechanism, and a vehicle to solve the technical problem that the tow hook may be bent, making disassembly difficult.

[0005] This utility model provides a tow hook, including a rod and a hook connected to each other. The hook is disposed on one end of the rod, and the other end of the rod is provided with a connecting part for connecting to a vehicle body. A protrusion is provided on the outer peripheral surface of the rod, and the side of the protrusion facing the connecting part is provided with an abutment surface for cooperating with the vehicle body.

[0006] In one embodiment of the present invention, the protrusion is a ring of bosses arranged around the circumference of the rod portion of the tow hook.

[0007] In one embodiment of this utility model, the distance between the protrusion and the hook is less than the distance between the protrusion and the connecting part.

[0008] This utility model also provides a vehicle towing mechanism, including the tow hook described above, as well as a connecting component and a supporting component installed on the vehicle body. The connecting component is used to install the tow hook; the supporting component is provided with a first channel for the tow hook to pass through.

[0009] Along the length of the vehicle, the support member is closer to the outside of the vehicle than the connecting member; the rod passes through the first channel and connects to the connecting member, and the support member abuts against the protrusion of the rod in the length of the vehicle to prevent the tow hook from bending.

[0010] In one embodiment of the present invention, the supporting component includes a body and a supporting portion connected together. The body is located between the connecting component and the supporting portion. The outer diameter of the supporting portion is larger than the outer diameter of the body, and the supporting portion abuts against the protrusion.

[0011] In one embodiment of the present invention, the end of the support portion facing the protrusion is provided with a sidewall in the circumferential direction, and the sidewall and the end face of the support portion form a limiting groove, and the protrusion is located in the limiting groove.

[0012] In one embodiment of the present invention, the vehicle traction mechanism further includes a longitudinal beam, a crash beam, and an energy-absorbing box. One end of the energy-absorbing box is connected to the crash beam, and the other end of the energy-absorbing box is connected to the longitudinal beam. The supporting component is disposed on the crash beam, and the connecting component is disposed on the longitudinal beam. The rod of the tow hook passes through the energy-absorbing box and is connected to the connecting component.

[0013] In one embodiment of the present invention, the connecting component is a first connector disposed on the end of the longitudinal beam facing the energy-absorbing box. The longitudinal beam is connected to the energy-absorbing box through the first connector. The connecting component is a first connector disposed on the longitudinal beam, and the first connector has a threaded hole that is threadedly connected to the rod.

[0014] In one embodiment of the present invention, a second connector is connected to one end of the energy-absorbing box near the longitudinal beam, and the energy-absorbing box is connected to the longitudinal beam through the second connector; the energy-absorbing box is provided with a guide structure for guiding the tow hook to the connecting component during tow hook installation.

[0015] This utility model also provides a vehicle, including the vehicle traction mechanism described above, wherein the vehicle traction mechanism is disposed at the front and / or rear of the vehicle.

[0016] The beneficial effects of this utility model are as follows: The tow hook and vehicle traction mechanism proposed in this utility model, by setting a protrusion on the tow hook and a support component on the vehicle body, allow the tow hook to pass through the support component during rescue. Even if the rescue rope and the tow hook are not on the same straight line and there is a certain angle, the support component contacts the protrusion, and the protrusion can bear part of the radial force, thereby providing radial support for the tow hook, preventing the tow hook from bending and deforming, and the tow hook can be easily disassembled after the rescue is completed. Attached Figure Description

[0017] The accompanying drawings, which are incorporated in and form part of this specification, illustrate embodiments consistent with this application and, together with the description, serve to explain the principles of this application. It is obvious that the drawings described below are merely some embodiments of this application, and those skilled in the art can obtain other drawings based on these drawings without any inventive effort.

[0018] In the attached diagram:

[0019] Figure 1 This is a cross-sectional view of a vehicle traction mechanism provided in one embodiment of the present invention.

[0020] Figure 2 This is a schematic diagram of the structure of the support component provided in one embodiment of the present utility model;

[0021] Figure 3 This is a schematic diagram of the structure of the energy-absorbing box provided in one embodiment of the present invention;

[0022] Figure 4 This is a longitudinal sectional view of a vehicle traction mechanism provided in one embodiment of the present invention.

[0023] Figure 5 This is a top view of a vehicle traction mechanism provided in one embodiment of the present invention.

[0024] The attached figures are labeled as follows:

[0025] 1-Bumper beam, 2-Support component, 21-Support part, 22-Body, 23-Side wall, 24-First channel, 3-Energy absorption box, 31-Guide tube, 32-Connecting rib, 4-Longitudinal beam, 5-First connector, 51-First flange, 52-Connector, 53-Threaded hole, 6-Second connector, 7-Towing hook, 71-Protrusion, 72-Pole part, 73-Hook part, 8-Rescue rope. Detailed Implementation

[0026] The following specific examples illustrate the implementation of this utility model. Those skilled in the art can easily understand other advantages and effects of this utility model from the content disclosed in this specification. This utility model can also be implemented or applied through other different specific embodiments. Various details in this specification can also be modified or changed based on different viewpoints and applications without departing from the spirit of this utility model. In the absence of conflict, the following embodiments and features in the embodiments can be combined with each other.

[0027] It should be noted that the illustrations provided in the following embodiments are only schematic representations of the basic concept of the present invention. The drawings only show the components related to the present invention and are not drawn according to the actual number, shape and size of the components. In actual implementation, the form, quantity and proportion of each component can be arbitrarily changed, and the layout of the components may also be more complex.

[0028] In the following description, numerous details are explored to provide a more thorough explanation of embodiments of the present invention. However, it will be apparent to those skilled in the art that embodiments of the present invention may be practiced without these specific details. In other embodiments, well-known structures and devices are shown in block diagram form rather than in detail to avoid obscuring embodiments of the present invention.

[0029] Please see Figures 1 to 5 , Figure 1 This is a cross-sectional view of a vehicle traction mechanism provided in an embodiment of the present invention, as shown below. Figure 1 As shown, the vehicle towing mechanism includes a tow hook 7, a connecting component, and a support component 2. Both the connecting component and the support component 2 are mounted on the vehicle body. Along the length of the vehicle, the support component 2 is closer to the outside of the vehicle than the connecting component. The support component 2 has a first channel 24 for the tow hook 7 to pass through. The connecting component is used to connect with the tow hook 7, and the support component 2 provides support for the tow hook 7. In use, the tow hook 7 passes through the first channel 24 and then connects with the connecting component.

[0030] The tow hook 7 includes a rod portion 72 and a hook portion 73. The outer wall of the rod portion 72 has a cylindrical protrusion 71 that surrounds the rod portion 72 to prevent deformation. The protrusion 71 matches the support member 2 to provide radial support for the tow hook 7. The hook portion 73 is located at one end of the rod portion 72, and the other end of the rod portion 72 has a connecting portion for connecting to a vehicle body connection member, the connecting portion having external threads. The outer circumferential surface of the rod portion 72 has a radially protruding protrusion 71, and the side of the protrusion 71 facing the connecting portion has an abutment surface for engaging with the vehicle body.

[0031] In some embodiments, the protrusion 71 is a ring of bosses arranged around the circumference of the rod 72. In order to minimize the risk of bending and deformation of the tow hook 7, the distance between the protrusion 71 and the hook 73 is less than the distance between the protrusion 71 and the connecting part.

[0032] In use, the hook 73 is connected to the rescue rope 8, the tow hook 7 passes through the first channel 24 and is connected to the connecting part, and the protrusion 71 cooperates with the support part 2 to prevent the tow hook from bending.

[0033] like Figure 2As shown, the support member 2 has a first end near the connecting member and a second end away from the connecting member. The end face of the second end of the support member 2 abuts against the protrusion 71. The support member 2 includes a support portion 21 and a body 22. The support portion 21 is located at the second end and abuts against the protrusion 71. The support portion 21 and the body 22 are arranged sequentially in the extending direction of the first channel 24. Along the length direction of the vehicle, the support portion 21 is closer to the outside of the vehicle than the body 22. When the tow hook 7 is in use, the support portion 21 abuts against the protrusion 71 on the tow hook 7, forming a surface-to-surface contact. When the rescue rope and the tow hook are not in a straight line, the support portion 21 provides a radial component force to the protrusion 71, thereby preventing the tow hook 7 from bending or deforming.

[0034] A sidewall 23 is provided circumferentially at one end of the support 21 facing the protrusion 71. The sidewall 23 extends toward the side away from the body 22 and is arranged around the axis of the first channel 24.

[0035] A limiting groove is formed between the side wall 23 and the end face of the support part 21, and the protrusion 71 is located in the limiting groove. The limiting groove is circular, and the inner diameter of the limiting groove is larger than the inner diameter of the first channel 24, that is, the diameter of the support part 21 is larger than the diameter of the body 22, so that the support part 21 provides auxiliary support for the protrusion 71.

[0036] In some embodiments, the vehicle towing mechanism further includes a crash beam 1, an energy-absorbing box 3, and a longitudinal beam 4. One end of the energy-absorbing box 3 is connected to the crash beam 1, and the other end is connected to the longitudinal beam 4. Specifically, when the vehicle towing mechanism is used for a rear tow hook, the crash beam 1 is the rear crash beam, and the longitudinal beam 4 is the rear longitudinal beam; when the vehicle towing mechanism is used for a front tow hook, the crash beam 1 is the front crash beam, and the longitudinal beam 4 is the front longitudinal beam.

[0037] The support component 2 is mounted on the anti-collision beam 1, and is arranged along the length of the vehicle. The support component 2 can be installed above or below the anti-collision beam 1, or a through hole can be provided in the anti-collision beam 1 through which the support component 2 passes. In this embodiment, to save space and facilitate installation, a through hole is provided in the anti-collision beam 1, the main body 22 passes through the through hole along the length of the vehicle, and then the support component 2 is welded to the anti-collision beam 1.

[0038] like Figure 1 As shown, in this embodiment, the axial direction is X-axis and the radial direction is Y-axis. The axial direction is the axis of the tow hook 7, and the radial direction is the radial direction of the tow hook 7. If the support member 2 is installed on the rear bumper beam, the body 22 is located in front of the vehicle relative to the support part 21. If the support member 2 is installed on the front bumper beam, the body 22 is located behind the vehicle relative to the support part 21.

[0039] The support part 21 mates with the protrusion 71, and the side wall 23 mates with the outer circumference of the protrusion 71. When the rescue rope 8 is connected to the tow hook 7 for towing, the support part 21 can mainly share the radial force, while when the protrusion 71 contacts the side wall 23, the side wall 23 can assist in sharing part of the radial force, thereby preventing the tow hook 7 from bending and deforming. At the same time, when the tow hook 7 is connected to the connecting component, the support part 21 mates with the protrusion 71 on the tow hook 7, which can also play a limiting role, making it convenient for users to use. That is, when the protrusion 71 on the outer wall of the tow hook 7 abuts against the end face of the support part 21 away from the connecting component, it means that the tow hook 7 is installed in place.

[0040] In some embodiments, the main body 22 passes through the anti-collision beam 1 along the length of the vehicle and connects to the vehicle body, that is, the main body 22 is connected to the anti-collision beam 1. The outer diameter of the support part 21 is larger than the outer diameter of the main body 22, and the outer diameter of the main body 22 matches the diameter of the through hole on the anti-collision beam 1. The outer diameter of the support part 21 is larger than the diameter of the through hole, so that when the support member 2 is installed on the anti-collision beam 1, the support part 21 cannot pass through the anti-collision beam 1, thereby limiting the position of the support member 2. The energy-absorbing box 3 has an internal cavity for the installation and passage of the tow hook 7.

[0041] like Figure 1 As shown, a first connecting member 5 is provided between the longitudinal beam 4 and the energy-absorbing box 3. In order to facilitate the connection between the energy-absorbing box 3 and the longitudinal beam 4, a second connecting member 6 is connected to the side of the energy-absorbing box 3 near the longitudinal beam 4. The second connecting member 6 and the energy-absorbing box 3 can be bolted or welded. For example, the second connecting member 6 can be a flange welded to the energy-absorbing box 3. The longitudinal beam 4 is connected to the energy-absorbing box 3 through the first connecting member 5 and the second connecting member 6.

[0042] In some embodiments, the connecting component is a first connector 5, which has a threaded hole 53 for connecting to the tow hook. The tow hook 7 passes through the support component 2 and the energy-absorbing box 3 and is threadedly connected to the first connector 5. The support component 2 primarily functions as a positioning support. During rescue towing operations, the towing force is transmitted through the rescue rope 8, the tow hook 7, the first connector 5, and the longitudinal beam 4, thus the towing force acts directly on the rear longitudinal beam 4. Through this structural design, the anti-collision beam 1 avoids bearing direct tensile force, significantly improving the overall towing resistance of the vehicle body. Furthermore, during rescue operations, it effectively prevents deformation of key components such as the second connector 6 between the energy-absorbing box 3 and the longitudinal beam 4. It also prevents cracking at welded joints due to excessive stress, thereby ensuring the integrity and safety of the vehicle body structure. This optimized force transmission mechanism not only improves reliability during rescue operations but also enhances the structural durability of the vehicle under extreme conditions.

[0043] In some embodiments, the first connecting member 5 includes a connecting body 52 and a first flange 51. One end of the connecting body 52 is connected to the middle of one axial side of the first flange 51. To avoid affecting the collapse of the energy-absorbing box 3, the end of the connecting body 52 away from the first flange 51 passes through the longitudinal beam 4 along its extension direction. The first flange 51 is used to connect to the energy-absorbing box 3. The connecting body 52 is connected to the longitudinal beam 4, and the outer diameter of the first flange 51 is larger than the radial dimension of the longitudinal beam 4, thereby forming a reliable connection surface. The first flange 51 and the longitudinal beam 4 can be welded or bolted together; generally, bolting is used for ease of replacement. Specifically, the bolt passes through the second connecting member 6 and the first flange 51 in sequence to connect the energy-absorbing box 3 to the longitudinal beam 4.

[0044] The connector 52 of this invention is built into the cavity of the longitudinal beam 4. With this layout, when a vehicle collides, the energy-absorbing box 3 can freely collapse and deform along a preset path, and the built-in connector 52 will not interfere with it. In contrast, in traditional structures, the threaded tube of the rear tow hook usually penetrates through the energy-absorbing box, which may hinder the normal collapse of the energy-absorbing box during a collision, thereby reducing energy absorption efficiency.

[0045] like Figure 3 As shown, the energy-absorbing box 3 has an internal cavity for the installation of the connecting part of the tow hook 7. In order to prevent the tow hook 7 from having a positional deviation in the energy-absorbing box 3 after passing through the support member 2, and the tow hook 7 from not being able to smoothly pass into the threaded hole 53 of the first connecting member 5, a guide structure is provided in the internal cavity of the energy-absorbing box 3 to guide the tow hook 7 to the connecting member during installation. The guide structure passes through the energy-absorbing box 3 along the length direction of the vehicle.

[0046] In some embodiments, the guide structure may be an arc-shaped connecting beam provided inside the energy-absorbing box 3, so that when installing the tow hook 7, as long as the bottom of the tow hook 7 contacts the arc-shaped connecting beam, the tow hook 7 can be smoothly passed through the energy-absorbing box 3 and connected to the threaded hole 53.

[0047] In some embodiments, the guide structure is a guide tube 31, the inner diameter of which matches the outer diameter of the tow hook 7. The guide tube 31 passes through the energy-absorbing box 3 along the length of the vehicle. The threaded hole 53, the guide tube 31, and the first channel 24 are coaxially arranged. If the guide structure is not a circular hole and the first channel 24 is not circular, but another structure, the threaded hole 53, the guide structure, and the first channel 24 are collinearly arranged, coaxially arranged, or collinearly arranged to ensure that the tow hook 7 can be smoothly installed onto the threaded hole 53. After passing through the support member 2, the tow hook 7 enters the guide structure. The inner wall of the guide tube 31 provides a stable radial constraint for the tow hook 7, thereby accurately guiding the tow hook 7 to move along a preset path until a reliable threaded connection is achieved with the first connecting member 5. This guide tube 31 not only optimizes the assembly accuracy of the tow hook 7, but also reduces the radial swing of the tow hook 7 during rescue towing, avoiding local stress concentration caused by off-center loading, and further improving the reliability and durability of the vehicle traction mechanism. For ease of installation, a certain gap can be maintained between the support member 2 and the energy-absorbing box 3.

[0048] The guide tube 31 and the energy-absorbing box 3 are made of the same material and can be integrally molded. To provide support for the guide tube 31, multiple connecting ribs 32 are provided between the outer wall of the guide tube 31 and the inner wall of the energy-absorbing box 3. The connecting ribs 32 also enhance the overall rigidity of the energy-absorbing box 3. At the same time, when the energy-absorbing box 3 collapses to absorb energy, the guide tube 31 also collapses synchronously without affecting the original collapse and energy absorption function of the energy-absorbing box 3. This design ensures the efficient operation of the rescue system while also taking into account the passive safety performance of the vehicle body.

[0049] One embodiment of this utility model also provides a vehicle, including the aforementioned vehicle towing mechanism, wherein the vehicle towing mechanism is disposed at the front or rear of the vehicle, or both the front and rear of the vehicle are equipped with vehicle towing mechanisms. During normal use, the tow hook is not connected to the connecting component. When the vehicle is in distress and needs to be towed by the rescue rope 8, the tow hook 7 passes through the support component 2 and connects to the connecting component.

[0050] In some preferred embodiments, two independent vehicle towing mechanisms are symmetrically distributed on the anti-collision beam 1, i.e., two vehicle towing mechanisms are installed on the front anti-collision beam, two vehicle towing mechanisms are installed on the rear anti-collision beam, or two vehicle towing mechanisms are installed on both the front and rear anti-collision beams of the vehicle. Two support components 2 on the same side are arranged along the width of the vehicle, and each support component 2 corresponds to one of the two longitudinal beams 4 of the vehicle. This technical solution, which allows for the simultaneous installation of two tow hooks 7 on the same vehicle, compared to the conventional design where vehicles are equipped with only a single tow hook 7, allows the vehicle to be used in various scenarios. When the vehicle encounters ordinary difficulties, rescuers can choose either tow hook 7 for single-point towing connection, ensuring both rescue efficiency and ease of operation. In extreme off-road escape scenarios, such as when stuck in swamps, sand, mud, or other low-adhesion surfaces, the dual tow hook 7 collaborative working mode can be activated. First, both tow hooks 7 are reliably installed simultaneously, and then a high-strength rescue rope 8 is connected in a specific way, such as... Figure 5 As shown, the Y-shaped forked structure connects to two tow hooks 7 simultaneously for towing rescue. This symmetrical dual-point traction scheme, through the scientific distribution of traction force vectors, effectively avoids torque imbalance caused by single-point force application, significantly improving the vehicle's success rate in escaping trouble and the safety of rescue under extreme conditions.

[0051] During rescue operations, when the rescue rope 8 is under tension, its force can be decomposed into axial and radial components. The axial component is used to tow the vehicle, while the radial component may cause the tow hook 7 to bend and deform. After the tow hook 7 is installed through the support component 2, the precise fit between the support part 21 and the protrusion 71 of the tow hook creates an optimized force transmission path: the protrusion 71 acts as a radial force fulcrum, directly bearing and dispersing the radial force, while the support part 21 provides reverse support. Even if the terrain causes a large angular deviation between the rescue rope 8 and the axis of the tow hook 7, the support part 21 and the side wall 23 can still contact the outer wall of the tow hook 7 to provide multi-directional constraint. This not only significantly improves the structural rigidity of the tow hook 7 but also effectively suppresses the radial displacement of the tow hook 7, preventing the bending and deformation of the rod 72 that is common during rescue operations. After the rescue is completed, it ensures that the tow hook 7 can be easily disassembled, avoiding the jamming problem common in traditional designs.

[0052] The above embodiments are merely illustrative of the principles and effects of this utility model and are not intended to limit the scope of this utility model. Any person skilled in the art can modify or alter the above embodiments without departing from the spirit and scope of this utility model. Therefore, all equivalent modifications or alterations made by those skilled in the art without departing from the spirit and technical concept disclosed in this utility model should still be covered by the claims of this utility model.

Claims

1. A tow hook characterized by: The hook includes a connecting rod and a hook part, the hook part is arranged on one end of the connecting rod, the other end of the connecting rod is provided with a connecting part for connecting with the vehicle body, and a convex part protruding radially from the connecting rod is arranged on the outer circumferential surface of the connecting rod, and an abutting surface for matching with the vehicle body is arranged on the side of the convex part towards the connecting part.

2. The tow hook of claim 1, wherein: The convex part is a ring of bosses arranged circumferentially along the connecting rod of the hook.

3. The tow hook of claim 1, wherein: The distance between the convex part and the hook part is less than the distance between the convex part and the connecting part.

4. A vehicle traction mechanism, characterized by, The hook includes the hook according to any one of claims 1-3, a connecting part and a supporting part, the connecting part is arranged on the vehicle body and used for mounting the hook, and the supporting part is arranged inside the connecting part and used for guiding the hook. In the length direction of the vehicle, the supporting part is closer to the outside of the vehicle than the connecting part, the connecting part is connected to the connecting rod after the connecting rod passes through the first channel, and the supporting part abuts against the convex part of the connecting rod in the length direction of the vehicle to prevent the hook from bending.

5. The vehicle traction mechanism of claim 4, wherein: The supporting part includes a body and a supporting part, the body is arranged between the connecting part and the supporting part, the outer diameter of the supporting part is greater than the outer diameter of the body, and the supporting part abuts against the convex part.

6. The vehicle traction mechanism of claim 5, wherein: The supporting part is provided with a side wall circumferentially on the end of the supporting part towards the convex part, a limiting groove is formed between the side wall and the end surface of the supporting part, and the convex part is arranged in the limiting groove.

7. Vehicle traction mechanism according to any of claims 4-6, characterized in that: The vehicle traction mechanism further includes a longitudinal beam, a crash beam and an energy absorption box, one end of the energy absorption box is connected to the crash beam, the other end of the energy absorption box is connected to the longitudinal beam, the supporting part is arranged on the crash beam, the connecting part is arranged on the longitudinal beam, and the connecting rod of the hook is connected to the connecting part after passing through the energy absorption box.

8. The vehicle traction mechanism of claim 7, wherein: The connecting part is a first connecting piece arranged on the end of the longitudinal beam towards the energy absorption box, the longitudinal beam is connected to the energy absorption box through the first connecting piece, and a threaded hole for screwing with the connecting rod is arranged on the first connecting piece.

9. The vehicle traction mechanism of claim 8, wherein: The energy absorption box is connected to a second connecting piece on the end of the energy absorption box close to the longitudinal beam, the energy absorption box is connected to the longitudinal beam through the second connecting piece, and a guiding structure is arranged in the energy absorption box for guiding the hook to the connecting part when the hook is mounted.

10. A vehicle characterized by: The vehicle traction mechanism according to any one of claims 4-9 is arranged at the front and / or tail of the vehicle.

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