A vehicle transport vehicle towing seat connecting frame

Abstract

The utility model relates to the trailer traction technical field, specifically disclose a vehicle transport car traction seat connecting frame, including traction main part, and set up the traction seat and be used for installing the first installation crossbeam of traction main body on traction main part, the traction main part contains the first connecting part of traction seat connection and the second connecting part of carrier connection, and the traction seat has the installation end and the connecting end, and the connecting end is equipped with the traction space with the expansion type opening and the traction axle. It is through the frame structure of the main beam of traction main body, the closing plate, and the rigidity is enhanced to disperse the load by the collocation reinforcing plate, reinforcing rib plate, utilizes the special structure of traction seat connecting end to avoid the stress concentration caused by rigid contact, effectively solved the problem that the traction seat and the connecting frame in the prior art are loose, deformation and even fracture under the heavy load, the bumpy or turning working condition because of the insufficient connection strength, uneven stress, improved the structural stability and service life of connecting frame, and the safe operation of trailer is guaranteed.

Description

Technical Field

[0001] This utility model relates to the field of trailer traction technology, and in particular to a vehicle transport vehicle towing seat connecting frame. Background Technology

[0002] During trailer towing operations, the connection between the drawbar and the connecting frame faces significant technical challenges, primarily manifested in insufficient connection strength and uneven stress distribution. Under heavy load conditions, when the trailer carries a large weight, the drawbar needs to transmit enormous longitudinal traction force and vertical load to the connecting frame. Due to insufficient strength reserves in the connection structure, localized stress concentration is prone to occur at the connection point. Bolts, pins, and other connecting components may undergo plastic deformation due to overload, or even experience thread stripping or pin breakage, leading to loosening of the connection between the drawbar and the connecting frame. In severe cases, this can cause relative displacement between the two, threatening driving safety.

[0003] When driving on bumpy roads, the trailer experiences high-frequency longitudinal and vertical vibrations due to the road surface undulations. This continuous alternating load acts on the connection between the tow seat and the connecting frame, causing the connection structure to be under fatigue stress for a long time. If the stress at the connection is uneven, some areas will be subjected to alternating stress far exceeding the design threshold, accelerating the initiation and propagation of fatigue cracks in the material. As the mileage increases, fatigue cracks continue to extend, eventually potentially leading to the fracture of components such as the crossbeams and support plates of the connecting frame, or the separation of the mounting end of the tow seat from the main body of the connecting frame.

[0004] During cornering, significant lateral forces are generated between the trailer and the tractor, which are transmitted to the connecting frame through the drawbar. At this time, the stress state at the connection between the drawbar and the connecting frame is complex, and the lateral forces can easily cause deformation of the connection structure. If the connection strength is insufficient and the stress is uneven, components such as the main beam and connecting crossbeams of the connecting frame may twist and deform due to the lateral forces. Gaps may appear between the connecting end of the drawbar and the first connecting part of the connecting frame, further exacerbating the loosening problem. Prolonged exposure to this condition will accelerate wear on the connection points, reduce the service life of the overall structure, and even lead to serious accidents such as trailer skidding or rollover due to connection failure during emergency cornering.

[0005] Taking the patent "CN101314320A, Trailer Traction Mechanism" as an example, there is a gap between its connecting shaft and connecting hole. Under the alternating stress generated by bumps, the connecting shaft is prone to fatigue wear, which can lead to breakage, causing the traction frame to detach from the bogie and resulting in a serious safety accident. Utility Model Content

[0006] In view of this, this utility model provides a vehicle transport vehicle towing seat connecting frame to solve the problem in the prior art that the towing seat and connecting frame are prone to loosening, deformation or even breakage under heavy load, bumpy or turning conditions due to insufficient connection strength and uneven stress during trailer towing.

[0007] This utility model embodiment provides a vehicle transport vehicle towing seat connection frame, including: a towing body; a towing seat disposed on the towing body and a first mounting beam for mounting the towing body; the towing body includes a first connecting part connected to the towing seat and a second connecting part connected to a vehicle; the towing seat includes a mounting end and a connecting end; the connecting end includes a towing space with an expanded opening; the connecting end is provided with a connecting body, the connecting body and the connecting end are integrally disposed and provided with a towing shaft for towing, the towing shaft is disposed through the towing space and has a connecting gap with the side wall of the towing space.

[0008] Preferably, the traction body includes a first main beam and a second main beam arranged symmetrically at intervals; the top and bottom of the first main beam and the second main beam are respectively provided with a first sealing plate and a second sealing plate; the first mounting beam passes through the first main beam and the second main beam for installation.

[0009] Preferably, the first main beam and the second main beam are respectively provided with a first extended mounting plate and a second extended mounting plate at the end away from the first connecting part; the first extended mounting plate and the second extended mounting plate are respectively provided with a second mounting crossbeam and a third mounting crossbeam.

[0010] Preferably, the first connecting portion is provided with a connecting crossbeam and reinforcing ribs spaced apart from the connecting crossbeam.

[0011] Preferably, the mounting section includes a mounting shaft integrally formed with the connecting end; the mounting shaft is provided with a mounting plate and a counterweight head; the traction seat is connected to the connecting beam of the first mounting part through the mounting plate.

[0012] Preferably, the first mounting beam has a first support and a second support at both ends; the first support and the second support are fixedly connected to the first mounting beam through a first pad and a second pad, respectively.

[0013] Preferably, the first support includes a first support plate and a second support plate arranged at intervals, and a pin that is mounted through the first support plate and the second support plate; the first support and the second support have the same structural configuration.

[0014] Preferably, the first support plate and the second support plate are fixedly connected to the first pad plate at intervals.

[0015] Preferably, the first mounting beam is connected to the second and third mounting beams by at least one connecting beam.

[0016] Preferably, both the outer sides of the first main beam and the second main beam are provided with reinforcing plates.

[0017] The vehicle transport vehicle towing seat connecting frame provided by this utility model has the following beneficial effects:

[0018] In this utility model, the technical solution forms a stable frame through the first and second main beams of the traction body, the first sealing plate, and the second sealing plate. The overall rigidity is enhanced by the addition of reinforcing plates and reinforcing ribs, which can effectively disperse the huge traction force and vertical load under heavy load, and avoid component deformation or breakage caused by local stress concentration. At the same time, the expanded opening traction space at the traction seat connection end and the reserved connection interval between the traction shaft and the side wall can alleviate fatigue damage caused by high-frequency alternating loads under bumpy conditions, adapt to the relative rotation generated by lateral force when turning, and reduce wear caused by rigid contact. Thus, it solves the problems of loosening, deformation, and even breakage caused by insufficient connection strength and uneven stress in the prior art. Attached Figure Description

[0019] To more clearly illustrate the technical solutions of the embodiments of this utility model, the drawings used in the embodiments of this utility model will be briefly introduced below. For those skilled in the art, other drawings can be obtained based on these drawings without creative effort, and these are all within the protection scope of this utility model.

[0020] Figure 1 This is an assembly diagram of a vehicle transport vehicle traction seat connecting frame;

[0021] Figure 2 This is a structural schematic diagram of a vehicle transport vehicle traction seat connecting frame;

[0022] Figure 3 This is a schematic diagram of the traction body structure;

[0023] Figure 4 This is a top view of the traction body;

[0024] Figure 5 This is a schematic diagram of the traction seat structure;

[0025] Parts and their numbers in the diagram:

[0026] 100-Traction body, 111-First main beam, 112-Second main beam, 113-First sealing plate, 114-Second sealing plate, 115-First extended mounting plate, 116-Second extended mounting plate, 121-Second mounting crossbeam, 122-Third mounting crossbeam, 123-Reinforcing plate, 130-First connecting part, 131-Connecting crossbeam, 132-Reinforcing rib plate, 140-Second connecting part, 150-First mounting crossbeam, 151-First support, 152-First pad, 153-First support plate, 154-Second support plate, 156-Pin shaft, 157-Second support, 158-Second pad, 160-Connecting beam;

[0027] 200-Traction seat, 210-Mounting end, 211-Mounting plate, 212-Counterweight head, 213-Mounting shaft, 220-Connecting end, 221-Connecting body, 222-Traction shaft, 223-Opening, 224-Traction space;

[0028] 300 - Vehicle. Detailed Implementation

[0029] To make the objectives, technical solutions, and advantages of the embodiments of this utility model clearer, the technical solutions of the embodiments of this utility model will be clearly and completely described below with reference to the accompanying drawings. It should be noted that, in this document, relational terms such as "first" and "second" are merely used to distinguish one entity or operation from another, and do not necessarily require or imply any such actual relationship or order between these entities or operations. In the description of this utility model, it should be understood that the terms "center," "upper," "lower," "front," "rear," "left," "right," "vertical," "horizontal," "top," "bottom," "inner," and "outer," etc., indicating orientation or positional relationships, are based on the orientation or positional relationships shown in the accompanying drawings, and are only for the convenience of describing this application 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, and therefore should not be construed as a limitation of this utility model. Furthermore, the terms "comprising," "including," or any other variations thereof are intended to cover non-exclusive inclusion, such that a process, method, article, or apparatus that comprises a list of elements includes not only those elements but also other elements not expressly listed, or elements inherent to such a process, method, article, or apparatus. Without further limitation, an element defined by the phrase "comprising..." does not exclude the presence of other identical elements in the process, method, article, or apparatus that includes said element. Unless otherwise specified, embodiments of the present invention and the various features thereof can be combined with each other, all within the protection scope of the present invention.

[0030] Example 1

[0031] Please see Figure 1 This utility model provides a vehicle transport vehicle towing seat connecting frame. During trailer towing operations, the connection between the towing seat 200 and the connecting frame faces significant technical challenges, primarily manifested in insufficient connection strength and uneven stress distribution. Under heavy load conditions, due to insufficient strength reserves in the connecting structure, local stress concentration is prone to occur when transmitting huge longitudinal traction forces and vertical loads, leading to plastic deformation and fracture of the connecting parts, causing loosening of the connection and relative displacement, threatening driving safety. When driving on bumpy roads, the alternating loads generated by high-frequency longitudinal and vertical vibrations cause the connecting structure to be fatigued for a long time. Uneven stress will accelerate the propagation of fatigue cracks in the material, which may eventually cause component fracture or separation. Under turning conditions, a large lateral force is transmitted to the connecting frame, making the connection part subject to complex stress, which is prone to deflection deformation. Insufficient strength and uneven stress will cause component twisting deformation, gaps, and exacerbate loosening and wear, reduce service life, and even cause serious accidents such as trailer tail swing and rollover.

[0032] Please see Figure 1 and Figure 2 In this embodiment, the connecting frame includes a traction body 100, a traction seat 200 disposed on the traction body 100, and a first mounting beam 150 for mounting the traction body 100; the traction body 100 includes a first connecting portion 130 connected to the traction seat 200 and a second connecting portion 140 connected to the carrier 300; the traction seat 200 includes a mounting end 210 and a connecting end 220; the connecting end 220 includes a traction space 224 with an expansion opening 223; the connecting end 220 is provided with a connecting body 221, the connecting body 221 is integrally disposed with the connecting end 220 and is provided with a traction shaft 222 for traction, the traction shaft 222 is disposed through the traction space 224 and has a connecting gap with the side wall of the traction space 224.

[0033] During installation, the towing frame is connected to the carrier 300 through the second connecting part 140 of the towing body 100. The second connecting part 140, as a structure specifically designed for docking with the carrier 300, ensures a stable connection between the towing body 100 and the carrier 300. At the same time, the first mounting beam 150 for mounting the towing body 100 further provides a reliable mounting foundation for the towing body 100, making the installation of the towing body 100 on the carrier 300 more secure and ensuring the stability of the overall structural installation.

[0034] During use, the connecting end 220 of the towing seat 200 plays a crucial role. Its connecting body 221 is integrated with the connecting end 220, and the towing shaft 222 on the connecting body 221 is connected through a towing space 224 with an expansion opening 223. A connection gap is also provided between the towing shaft 222 and the side wall of the towing space 224. During towing operations, the external towing structure can enter the towing space 224 through the expansion opening 223 and connect with the towing shaft 222, thereby towing the vehicle 300. The connection gap between the towing shaft 222 and the side wall of the towing space 224 provides a certain amount of movement space for the towing shaft 222 during towing, accommodating possible angle changes and making the towing process more flexible and smooth. Simultaneously, the stable connection between the towing body 100 and the vehicle 300 ensures the safety and reliability of the entire towing operation.

[0035] Further, please see Figure 2 , Figure 3 and Figure 4 The traction body 100 includes a first main beam 111 and a second main beam 112 arranged symmetrically at intervals; the top and bottom of the first main beam 111 and the second main beam 112 are respectively provided with a first sealing plate 113 and a second sealing plate 114; the first mounting beam 150 is installed through the first main beam 111 and the second main beam 112.

[0036] Furthermore, the first main beam 111 and the second main beam 112 are respectively provided with a first extended mounting plate 115 and a second extended mounting plate 116 at the ends away from the first connecting part 130; the first extended mounting plate 115 and the second extended mounting plate 116 are respectively provided with a second mounting crossbeam 121 and a third mounting crossbeam 122.

[0037] In the installation with the carrier 300, the first main beam 111 and the second main beam 112 of the traction body 100 are symmetrically arranged at intervals, and their tops and bottoms are connected by the first sealing plate 113 and the second sealing plate 114 respectively, forming a solid frame structure. The first mounting beam 150 passes through these two main beams for installation, which not only firmly connects the two main beams into a whole, but also transfers part of the weight and force of the traction body 100 to the carrier 300 through its connection point with the carrier 300. At the same time, the ends of the first main beam 111 and the second main beam 112 away from the first connecting part 130 are respectively provided with the first extended mounting plate 115 and the second extended mounting plate 116. The second mounting beam 121 and the third mounting beam 122 are respectively installed on these two extended mounting plates. These two mounting beams cooperate with the first mounting beam 150 to connect with the carrier 300 and form multiple mounting support points.

[0038] This design significantly enhances the stability of the installation. The first mounting beam 150, the second mounting beam 121, and the third mounting beam 122 are connected to the carrier 300 at different positions, increasing the number and more evenly distributing the stress points between the traction body 100 and the carrier 300. When the traction frame is subjected to various external forces such as traction force and lateral force, multiple mounting points can share the load, preventing individual mounting points from loosening or being damaged due to excessive stress, effectively enhancing the overall deformation resistance of the installation structure.

[0039] Furthermore, the first extended mounting plate 115 and the second extended mounting plate 116 extend the connection range between the main beam and the carrier 300, allowing the second mounting crossbeam 121 and the third mounting crossbeam 122 to connect to the carrier 300 at a position further away from the first connecting part 130, thus further expanding the span of the installation support. This structure not only increases the connection area between the traction body 100 and the carrier 300, but also allows for flexible adjustment of the installation position according to the structural characteristics of the carrier 300, improving the adaptability of the traction frame to different types of carriers 300. At the same time, the design of multiple crossbeams and multiple mounting points provides a stable installation foundation for possible subsequent addition of components, enhancing the practicality and expandability of the overall structure.

[0040] Further, please see Figure 2 The first connecting part 130 is provided with a connecting beam 131 and a reinforcing rib plate 132 that is spaced apart from the connecting beam 131.

[0041] Furthermore, reinforcing plates 123 are provided on the outer sides of both the first main beam 111 and the second main beam 112.

[0042] In this embodiment, addressing the stress issues under heavy load conditions, the traction body 100 is symmetrically arranged with a first main beam 111 and a second main beam 112 at intervals. A first sealing plate 113 and a second sealing plate 114 are respectively installed at the top and bottom, forming a stable frame structure that significantly improves overall rigidity. Simultaneously, the connecting beam 131 and reinforcing ribs 132 in the first connecting part 130 are distributed at intervals, further enhancing the strength of the load transmission path. This structural design can evenly distribute the enormous longitudinal traction force and vertical load transmitted by the traction seat 200 throughout the entire traction body 100, avoiding localized stress concentration and preventing bolts, pins, and other connecting parts from undergoing plastic deformation or fracture due to overload. This effectively solves the problems of loose connections and relative displacement caused by heavy loads.

[0043] To withstand the alternating loads of bumpy roads, the expanded opening 223 of the connecting end 220 of the towing seat 200 provides a traction space 224 for the towing axle 222, ensuring sufficient movement. The connection gap between the towing axle 222 and the side wall avoids rigid contact. When the trailer experiences high-frequency vibrations due to road undulations, this structure allows the towing axle 222 to move flexibly within a certain range, reducing the direct transmission of vibration energy to the connecting frame and lowering the fatigue stress on the connection points. Simultaneously, the first mounting beam 150 is connected to the second and third mounting beams 122 via the connecting beam 160, forming a multi-node support structure. This structure can buffer some of the alternating stress through elastic deformation, delaying the initiation and propagation of fatigue cracks in the material and preventing component breakage or separation.

[0044] To address the challenges of lateral forces during cornering, the reinforcing plates 123 on the outer sides of the first main beam 111 and the second main beam 112 enhance the torsional resistance of the main beams. Combined with the restraining effect of the first sealing plate 113 and the second sealing plate 114, this prevents the traction body 100 from easily deforming under lateral forces. The connecting body 221 of the connecting end 220 of the traction seat 200 is integrated with the traction shaft 222. The sidewall of the traction space 224 provides lateral support to the traction shaft 222 through the connecting intervals, dispersing lateral forces. Furthermore, the first support 151 and the second support 157 are connected to the mounting beam via pads. The spaced-apart support plates cooperate with the pins 156 to form a flexible connection structure capable of slight rotation. This structure can adapt to angle changes during cornering and evenly transmit lateral forces through the support plates, preventing gaps and excessive wear at the connection points and preventing accidents such as trailer skidding and rollover.

[0045] Further, please see Figure 5 The mounting end 210 includes a mounting shaft 213 integrally formed with the connecting end 220; the mounting shaft 213 is provided with a mounting plate 211 and a counterweight head 212; the traction seat 200 is connected to the connecting beam 131 of the first connecting part 130 through the mounting plate 211.

[0046] In the installation of the traction seat 200 with the traction body 100, the mounting end 210 of the traction seat 200 is stably connected to the connecting end 220 through an integrated mounting shaft 213. The mounting plate 211 mounted on the mounting shaft 213 is a key component connecting the traction seat 200 and the traction body 100. Specifically, the mounting plate 211 is connected to the connecting beam 131 of the first connecting part 130, and the two are fixed with fasteners such as bolts, so that the traction seat 200 can be firmly mounted on the traction body 100. This connection method increases the force-bearing area through the surface contact between the mounting plate 211 and the connecting beam 131, allowing the load transmitted by the traction seat 200 to be more evenly distributed to the first connecting part 130 of the traction body 100.

[0047] During use, the integrated design of the mounting shaft 213 and the connecting end 220 ensures the integrity of the traction seat 200's structure, making it less prone to breakage or deformation when subjected to traction force. The counterweight head 212 plays a role in balancing the center of gravity. When the traction seat 200 is subjected to longitudinal or vertical forces, the counterweight head 212 can stabilize the posture of the traction seat 200 through its own weight, avoiding uneven force on the connection between the mounting plate 211 and the connecting beam 131 due to the shift of the center of gravity, and reducing the risk of loosening.

[0048] Meanwhile, this installation structure makes the force transmission path between the traction seat 200 and the traction body 100 clearer. The traction force on the traction shaft 222 is transmitted sequentially through the connecting body 221, the mounting end 210, and the mounting plate 211 to the connecting crossbeam 131, and then distributed by the connecting crossbeam 131 to the first main beam 111 and the second main beam 112, and finally borne by the traction body 100 as a whole. The integrated mounting shaft 213 and the counterweight head 212 not only ensure the reliability of the installation, but also improve the stability during the traction process, enabling the entire traction system to work more efficiently under complex working conditions.

[0049] Furthermore, the first mounting beam 150 is provided with a first support 151 and a second support 157 at both ends; the first support 151 and the second support 157 are fixedly connected to the first mounting beam 150 through a first pad 152 and a second pad 158, respectively.

[0050] The first support 151 includes a first support plate 153 and a second support plate 154 arranged at intervals, and a pin 156 installed through the first support plate 153 and the second support plate 154; the first support 151 and the second support 157 have the same structural configuration. The first support plate 153 and the second support plate 154 are fixedly connected to the first pad 152 at intervals.

[0051] The first support 151 and the second support 157 at both ends of the first mounting beam 150 are fixedly connected to the beam via a first pad 152 and a second pad 158, forming a stable support structure. In the first support 151, a first support plate 153 and a second support plate 154, which are spaced apart, are fixed to the first pad 152, and a pin 156 passes through the two support plates to achieve connection. The structure of the second support 157 is the same. This design allows the support to form a relatively rotatable connection with external components such as trailers or support assemblies via the pin 156, ensuring connection strength while retaining a certain amount of room for movement, providing space for force transmission and attitude adjustment.

[0052] When connecting the trailer, the pin 156, as the core connecting component, can cooperate with the corresponding towing structure of the trailer to transmit the trailer's traction force and lateral force to the first mounting beam 150 through the support, and then distribute it to the towing body 100 through the beam. The spacing of the support plates can evenly distribute the load on the pin 156, while the pads increase the contact area between the support and the beam, reduce local stress, prevent the beam from deforming due to concentrated stress, ensure stable force transmission between the trailer and the connecting frame, and improve the reliability of the towing process.

[0053] When used to support the vehicle 300, the support is connected to support components such as outriggers via pins 156, increasing the contact points between the vehicle 300 and the ground. Multiple supports working together can distribute the weight of the vehicle 300, reducing the load on individual support points. The stable connection between the support plate and the pad allows the support to withstand the vertical pressure of the vehicle 300, while the flexibility of the pins 156 adapts to minor ground undulations, ensuring even force distribution at each support point, preventing the vehicle 300 from tilting, significantly enhancing the stability of the vehicle 300 during parking or loading / unloading, and reducing the risk of tipping over.

[0054] Further, please see Figure 2 The first mounting beam 150 is connected to the second mounting beam 121 and the third mounting beam 122 by at least one connecting beam 160.

[0055] The connecting beam 160 connects the three originally independent mounting beams into a single unit, so that each beam no longer bears the load individually, but rather the force is transferred and distributed through the connecting beam 160. When the connection between the carrier 300 and one of the beams is subjected to external force, the connecting beam 160 can transfer part of the force to the other beams, preventing individual beams from deforming or being damaged due to excessive local stress, and significantly improving the overall load-bearing capacity of the connection between the mounting beams and the carrier 300.

[0056] Meanwhile, this connection method strengthens the frame rigidity of the traction body 100. The connecting beam 160 and the three crossbeams together form a multi-dimensional support structure, which can effectively resist the longitudinal, lateral and torsional forces generated by the vehicle 300 during driving or parking, reduce the relative displacement between the crossbeams, and ensure that all parts connected to the vehicle 300 remain stable at all times. This further reduces the safety risks caused by loose connections and improves the structural reliability of the entire connecting frame when facing complex working conditions.

[0057] Finally, it should be noted that the above embodiments are only used to illustrate the technical solutions of this utility model, and are not intended to limit it. Although the utility model has been described in detail with reference to the foregoing embodiments, those skilled in the art should understand that modifications can still be made to the technical solutions described in the foregoing embodiments, or equivalent substitutions can be made to some or all of the technical features therein. Such modifications or substitutions do not cause the essence of the corresponding technical solutions to deviate from the scope of the technical solutions of the embodiments of this utility model.

Claims

1. A vehicle transport vehicle traction seat connecting frame, characterized in that, include: Traction body (100); And a traction seat (200) disposed on the traction body (100) and a first mounting crossbeam (150) for mounting the traction body (100); The traction body (100) includes a first connecting part (130) connected to the traction seat (200) and a second connecting part (140) connected to the vehicle (300). The traction seat (200) includes an installation end (210) and a connecting end (220); the connecting end (220) includes a traction space (224) with an expansion opening (223); the connecting end (220) is provided with a connecting body (221), the connecting body (221) is integrally formed with the connecting end (220) and is provided with a traction shaft (222) for traction, the traction shaft (222) is set through the traction space (224) and has a connection gap with the side wall of the traction space (224).

2. The vehicle transport vehicle traction seat connecting frame according to claim 1, characterized in that, The traction body (100) includes a first main beam (111) and a second main beam (112) arranged symmetrically at intervals; the top and bottom of the first main beam (111) and the second main beam (112) are respectively provided with a first sealing plate (113) and a second sealing plate (114). The first mounting beam (150) is installed by passing through the first main beam (111) and the second main beam (112).

3. A vehicle transport vehicle traction seat connecting frame according to claim 2, characterized in that, The first main beam (111) and the second main beam (112) are respectively provided with a first extended mounting plate (115) and a second extended mounting plate (116) at the end away from the first connecting part (130). The first extended mounting plate (115) and the second extended mounting plate (116) are respectively provided with a second mounting beam (121) and a third mounting beam (122).

4. A vehicle transport vehicle traction seat connecting frame according to claim 2, characterized in that, The first connecting part (130) is provided with a connecting beam (131) and a reinforcing rib plate (132) spaced apart from the connecting beam (131).

5. A vehicle transport vehicle traction seat connecting frame according to claim 4, characterized in that, The mounting end (210) includes a mounting shaft (213) integrally formed with the connecting end (220); The mounting shaft (213) is provided with a mounting plate (211) and a counterweight head (212); The traction seat (200) is connected to the connecting beam (131) of the first connecting part (130) via the mounting plate (211).

6. A vehicle transport vehicle traction seat connecting frame according to claim 1, characterized in that, The first mounting beam (150) has a first support (151) and a second support (157) at both ends. The first support (151) and the second support (157) are fixedly connected to the first mounting beam (150) through the first pad (152) and the second pad (158) respectively.

7. A vehicle transport vehicle traction seat connecting frame according to claim 6, characterized in that, The first support (151) includes a first support plate (153) and a second support plate (154) arranged at intervals, and a pin (156) installed through the first support plate (153) and the second support plate (154). The first support (151) and the second support (157) have the same structural configuration.

8. A vehicle transport vehicle traction seat connecting frame according to claim 7, characterized in that, The first support plate (153) and the second support plate (154) are fixedly connected to the first pad plate (152) at intervals.

9. A vehicle transport vehicle traction seat connecting frame according to claim 3, characterized in that, The first mounting beam (150) is connected to the second mounting beam (121) and the third mounting beam (122) by at least one connecting beam (160).

10. A vehicle transport vehicle traction seat connecting frame according to claim 3, characterized in that, The outer sides of the first main beam (111) and the second main beam (112) are both provided with reinforcing plates (123).

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