A towing structure for a vehicle

Abstract

This utility model relates to the field of towing structure technology and discloses a vehicle towing structure. The tow hook and the mounting plate are connected by a damping component. The damping component includes a fixed cylinder with a sealing plate at the opening and a partition plate inside the sealing plate. The tow hook includes a connector that is slidably connected to the sealing plate and the partition plate. The connector includes a limiting rod and a pull rod. The pull rod includes a rod body with a non-slip end. The damping component also includes a constant resistance sleeve sleeved around the pull rod. The constant resistance sleeve includes a main body section and a flared section connected in sequence. The main body section is sleeved around the rod body, and the flared section is adapted to the non-slip end. By setting the damping component, the non-slip end compresses the flared section and main body section of the constant resistance sleeve during movement, causing the flared section and main body section to undergo radial expansion deformation. Correspondingly, the flared section and main body section form a constant resistance to the movement of the non-slip end and dissipate energy, thereby reducing the peak tension and preventing the tow rope from breaking.

Description

Technical Field

[0001] This utility model belongs to the field of towing structure technology, specifically relating to a vehicle towing structure. Background Technology

[0002] The main components of a car towing structure include towing tools such as tow hooks (tow rings) and tow ropes. These are primarily used to tow or pull a vehicle when it breaks down or needs to be moved. The rear section of the longitudinal beams on the rear floor of the vehicle body usually provides mounting points for the towing device to ensure the installation strength and rigidity requirements of the towing device.

[0003] A tow hook and tow rope work together to transfer tension, allowing the towed vehicle to move synchronously with the towed vehicle. However, in actual use, especially during start-up, the towed vehicle is stationary, and the static friction between the tires and the ground is at its maximum. The tow rope, while being taut, stores enormous elastic potential energy. Combined with the high torque output from the towed vehicle's engine, this creates a massive, instantaneous peak tension far exceeding that of constant-speed traction. Once this force exceeds the tow rope's ultimate strength, it snaps instantly. A broken tow rope possesses considerable kinetic energy and, during its outward swing, can cause impact damage to surrounding vehicles and people. Utility Model Content

[0004] In view of this, the purpose of this utility model is to provide a vehicle towing structure to solve the technical problem in the prior art where the towing rope breaks due to excessively high peak tension.

[0005] To achieve the above objectives, this utility model provides the following technical solution:

[0006] A vehicle towing structure includes a mounting plate and a trailer hitch. The trailer hitch and the mounting plate are connected by a damping assembly. The damping assembly includes a fixed cylinder with an opening at one end away from the mounting plate. A sealing plate is provided at the opening of the fixed cylinder, and partitions are provided at intervals on the inner side of the sealing plate. The trailer hitch includes a connector that is slidably connected to the sealing plate and the partitions, and a hook body that is fixedly connected to the outer end of the connector. The connector includes a limiting rod and a pull rod that are sequentially connected in the direction toward the mounting plate. The cuboid limiting rod is slidably connected to the sealing plate. The pull rod includes a cylindrical rod body that is slidably connected to the partitions. A frustum-shaped anti-slip end is provided at the end of the rod body away from the limiting rod. The diameter of the anti-slip end gradually increases in the direction away from the rod body. The damping assembly also includes a constant resistance sleeve sleeved around the pull rod. The constant resistance sleeve includes a main body section, a flared section, and a constricted section that are sequentially connected in the direction away from the partitions. The main body section is sleeved around the rod body, and the flared section is adapted to the anti-slip end.

[0007] Furthermore, the inner diameter of the flared section gradually increases in the direction away from the main body section, and there is a frustum-shaped receiving space inside. The anti-slip end is located inside the flared section, and the outer surface of the anti-slip end is in complete contact with the inner surface of the flared section.

[0008] Furthermore, the inner diameter of the constricted section gradually decreases in the direction away from the flared section, providing axial restraint for the anti-slip end through the constricted section;

[0009] Furthermore, the diameter of the end face of the anti-slip end near the pull rod is the same as the diameter of the rod body, forming a smooth transition between the two;

[0010] Furthermore, a limiting plate is sleeved around the limiting rod, the limiting plate is slidably connected to the fixed cylinder, and a first spring is provided between the limiting plate and the sealing plate; a second spring is provided between the anti-slip end and the bottom of the fixed cylinder.

[0011] Furthermore, a sleeve bottom plate is provided at the end of the main body section near the partition. The sleeve bottom plate is sleeved around the main body section, which increases the contact area between the main body section and the partition. Reinforcing ribs are also provided between the sleeve bottom plate and the main body section to improve the strength of the entire constant resistance sleeve and prevent the bottom of the constant resistance sleeve from deforming during the stress process.

[0012] The beneficial effects of this utility model are as follows:

[0013] Compared with existing technologies, by setting up a damping component, the tension acting on the trailer rope and trailer hook reaches its peak during towing, especially in the initial stage. At this time, under the action of the peak tension, the connector moves outward in the direction away from the mounting plate. The anti-slip end compresses the flared section and main body of the constant resistance sleeve during the movement, causing the flared section and main body to undergo radial expansion deformation. Correspondingly, the flared section and main body form a constant resistance to the movement of the anti-slip end and realize energy dissipation, thereby reducing the peak tension, preventing the trailer rope from breaking, and protecting the trailer hook and trailer rope. In addition, during the outward movement of the connector, the first spring is compressed and the second spring is stretched. The deformation of the first spring and the second spring can also play a buffering role, further protecting the trailer hook and trailer rope. Attached Figure Description

[0014] To make the objectives, technical solutions, and beneficial effects of this utility model clearer, the following drawings are provided for illustration:

[0015] Figure 1 This is an overall schematic diagram of the vehicle towing structure in Embodiment 1 of this utility model;

[0016] Figure 2 This is a cross-sectional view of the vehicle towing structure in Embodiment 1 of this utility model;

[0017] Figure 3 for Figure 2 Enlarged view of point A1 in the middle.

[0018] The following labels are shown in the attached diagram:

[0019] Mounting plate 1, damping assembly 2, fixing seat 201, fixing plate 202, fixing cylinder 203, sealing plate 204, partition plate 205, constant resistance sleeve 206, main body section 207, flared section 208, constricted section 209, sleeve bottom plate 210, reinforcing rib 211, limiting plate 212, first spring 213, second spring 214, trailer hook 3, connecting piece 301, limiting rod 302, pull rod 303, rod body 3031, anti-slip end 3032, hook body 304. Detailed Implementation

[0020] Example 1, specifically as follows: Figures 1-3 As shown.

[0021] A vehicle towing structure includes a mounting plate 1 and a trailer hitch 3, wherein the trailer hitch 3 and the mounting plate 1 are connected by a damping component 2.

[0022] like Figure 1 As shown, the mounting plate 1 is fixed to the vehicle body beam by bolts, or it can be fixed by welding. The damping assembly 2 is located on the side of the mounting plate 1 facing away from the vehicle body. The damping assembly 2 includes a fixing seat 201, which includes a fixing cylinder 203 and a fixing plate 202 sleeved on the end of the fixing cylinder 203. The fixing plate 202 and the fixing cylinder 203 are integrally formed. The fixing plate 202 increases the contact area between the fixing cylinder 203 and the mounting plate 1. The fixing plate 202 is annular in shape, and the fixing plate 202 and the mounting plate 1 are connected and fixed by bolts.

[0023] The fixed cylinder 203 has a hollow cavity inside, with an opening at the end away from the mounting plate 1. A circular sealing plate 204 is provided at the opening of the fixed cylinder 203. The diameter of the sealing plate 204 is the same as the inner diameter of the fixed cylinder 203, and the two are welded together to seal the opening of the fixed cylinder 203. Inside the sealing plate 204, i.e., on the side closer to the mounting plate 1, there are partition plates 205 spaced apart. There is a gap between the partition plates 205 and the sealing plate 204. The diameter of the partition plates 205 is the same as the inner diameter of the fixed cylinder 203, and the two are also welded together to seal the internal cavity of the fixed cylinder 203. The partition plates 205 divide the internal cavity of the fixed cylinder 203. The inner side of the partition plates 205 closer to the mounting plate 1 is the first installation space, and the outer side of the partition plates 205 is the second installation space.

[0024] The trailer hook 3 includes a connector 301 that is slidably connected to the sealing plate 204 and the partition plate 205, and a hook body 304 that is fixedly connected to the outer end of the connector 301. The connector 301 includes a limiting rod 302 and a pull rod 303 that are sequentially connected in the direction toward the mounting plate 1. The limiting rod 302 and the pull rod 303 are integrally formed, and the central axis of the connector 301 coincides with the central axis of the fixed cylinder 203.

[0025] A rectangular limiting rod 302 passes through the sealing plate 204 and forms a sliding connection with the sealing plate 204. The inner end of the limiting rod 302 is located within the second installation space, while the outer end of the limiting rod 302 protrudes outside the sealing plate 204. Specifically, a rectangular through hole is formed at the center of the sealing plate 204, and the opening size of the through hole is consistent with the cross-sectional size of the longitudinal section of the limiting rod 302. It is worth emphasizing that the rectangular through hole, in conjunction with the limiting rod 302, limits the rotation of the limiting rod 302, thereby ensuring the stability of the trailer hook 3 during towing.

[0026] A threaded hole extending axially is provided at the center of the outer end face of the limiting rod 302, and an external thread is provided on the rod body of the hook body 304. The hook body 304 is threadedly connected to the limiting rod 302 for fixation. It is necessary to explain in detail that, in this article, axial refers to the direction of extension of the central axis of the fixed cylinder 203.

[0027] The pull rod 303 includes a cylindrical rod body 3031 that is slidably connected to the partition 205. A circular through hole is opened at the center of the partition 205, and the inner diameter of the through hole is the same as the diameter of the rod body 3031. The rod body 3031 passes through the partition 205, with its inner end and outer end located in the first installation space.

[0028] The end of the rod body 3031 facing away from the limiting rod 302 is provided with a frustum-shaped anti-slip end 3032. The diameter of the anti-slip end 3032 gradually increases in the direction away from the rod body 3031. It should be emphasized that the diameter of the end face of the anti-slip end 3032 near the pull rod 303 is the same as the diameter of the rod body 3031, and the two form a smooth transition.

[0029] The damping assembly 2 also includes a constant resistance sleeve 206 sleeved around the tie rod 303. The constant resistance sleeve 206 is located at the center of the partition 205, and the central axis of the constant resistance sleeve 206 coincides with the central axis of the fixed cylinder 203. The constant resistance sleeve 206 is fixedly connected to the inner side of the partition 205, that is, the constant resistance sleeve 206 is located within the first installation space. The constant resistance sleeve 206 includes a main body section 207, a flared section 208, and a constricted section 209 connected sequentially in a direction away from the partition 205. The main body section 207 is cylindrical, and its inner diameter is the same as the diameter of the rod body 3031. The main body section 207 is sleeved around the rod body 3031.

[0030] The end of the main body section 207 near the partition 205 is provided with a sleeve base plate 210. The sleeve base plate 210 is sleeved around the main body section 207 and the two are integrally formed. The sleeve base plate 210 increases the contact area between the main body section 207 and the partition 205. The sleeve base plate 210 and the partition 205 are bolted together. In addition, there are reinforcing ribs between the sleeve base plate 210 and the main body section 207 to improve the strength of the entire constant resistance sleeve 206 and prevent the bottom of the constant resistance sleeve 206 from deforming during the stress process.

[0031] The flared section 208 is adapted to the anti-slip end 3032. Specifically, the inner diameter of the flared section 208 gradually increases in the direction away from the main body section 207, and there is a frustum-shaped receiving space inside. The anti-slip end 3032 is located inside the flared section 208, and the outer surface of the anti-slip end 3032 is in complete contact with the inner surface of the flared section 208.

[0032] The inner diameter of the constriction section 209 gradually decreases in the direction away from the flare section 208. The constriction section 209 provides axial limit for the anti-slip end 3032, preventing the anti-slip end 3032 and the rod body 303 from sliding in the direction toward the mounting plate 1.

[0033] A limiting plate 212 is sleeved around the limiting rod 302, and the two are welded and fixed. The outer diameter of the limiting plate 212 is the same as the inner diameter of the fixed cylinder 203, that is, the limiting plate 212 and the fixed cylinder 203 are slidably connected. A first spring 213 is provided between the limiting plate 212 and the sealing plate 204. The first spring 213 is evenly distributed along the circumferential direction. Its outer end is welded and fixed to the sealing plate 204, and its inner end is welded and fixed to the limiting plate 212.

[0034] A second spring 214 is provided between the anti-slip end 3032 and the bottom of the fixed cylinder 203. The second spring 214 extends axially, and its outer end passes through the constriction section 209 and is welded and fixed to the end face of the free end of the anti-slip end 3032. Its inner end is welded and fixed to the bottom of the fixed cylinder 203.

[0035] By incorporating a damping component, the tension acting on the trailer rope and trailer hook reaches its peak during towing, especially at the start-up stage. Under this peak tension, the connector 301 moves outward away from the mounting plate 1. The anti-slip end 3032 compresses the flared section 208 and main body section 207 of the constant resistance sleeve 206 during this movement, causing radial expansion deformation of the flared section 208 and main body section 207. Correspondingly, the flared section 208 and main body section 207 create constant resistance to the movement of the anti-slip end 3032 and dissipate energy, thereby reducing the peak tension and protecting the trailer hook and trailer rope from breakage. Furthermore, during the outward movement of the connector 301, the first spring 213 is compressed and the second spring 214 is stretched. The deformation of the first spring 213 and the second spring 214 also provides a buffering effect, further protecting the trailer hook and trailer rope.

[0036] Finally, it should be noted that the above preferred embodiments are only used to illustrate the technical solution of this utility model and are not intended to limit it. Although the utility model has been described in detail through the above preferred embodiments, those skilled in the art should understand that various changes can be made to it in form and detail without departing from the scope defined by the claims of this utility model.

Claims

1. A vehicle towing structure, comprising a mounting plate and a tow hook, characterized in that, The trailer hook and the mounting plate are connected by a damping assembly. The damping assembly includes a fixed cylinder with an opening at one end away from the mounting plate. A sealing plate is provided at the opening of the fixed cylinder, and partitions are provided at intervals inside the sealing plate. The trailer hook includes a connector that is slidably connected to the sealing plate and the partitions, and a hook body that is fixedly connected to the outer end of the connector. The connector includes a limiting rod and a pull rod connected sequentially in the direction toward the mounting plate. The cuboid limiting rod is slidably connected to the sealing plate. The pull rod includes a cylindrical rod body that is slidably connected to the partitions. The end of the rod body away from the limiting rod is provided with a frustum-shaped anti-slip end. The diameter of the anti-slip end gradually increases in the direction away from the rod body. The damping assembly also includes a constant resistance sleeve sleeved around the pull rod. The constant resistance sleeve includes a main body section, a flared section, and a constricted section connected sequentially in the direction away from the partitions. The main body section is sleeved around the rod body, and the flared section is adapted to the anti-slip end.

2. The vehicle towing structure according to claim 1, characterized in that, The inner diameter of the flared section gradually increases in the direction away from the main body section. It has a frustum-shaped receiving space inside. The anti-slip end is located inside the flared section, and the outer surface of the anti-slip end is in complete contact with the inner surface of the flared section.

3. The vehicle towing structure according to claim 2, characterized in that, The inner diameter of the constricted section gradually decreases in the direction away from the flared section, and the constricted section provides axial restraint for the anti-slip end.

4. The vehicle towing structure according to claim 1, characterized in that, The diameter of the end face of the anti-slip end near the pull rod is the same as the diameter of the rod body, forming a smooth transition between the two.

5. The vehicle towing structure according to claim 1, characterized in that, A limiting plate is fitted around the limiting rod, and the limiting plate is slidably connected to the fixed cylinder. A first spring is provided between the limiting plate and the sealing plate; a second spring is provided between the anti-slip end and the bottom of the fixed cylinder.

6. The vehicle towing structure according to claim 1, characterized in that, The end of the main body section near the partition is provided with a sleeve bottom plate. The sleeve bottom plate is sleeved around the main body section. The sleeve bottom plate increases the contact area between the main body section and the partition. There are also reinforcing ribs between the sleeve bottom plate and the main body section to improve the strength of the entire constant resistance sleeve and prevent the bottom of the constant resistance sleeve from deforming during the stress process.

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