A saddle-mount has a bolster configured to be disposed on a towing vehicle. A head assembly has at least one clamp assembly configured to receive a vehicle to be towed. The head assembly has a socket formed in a bottom surface, and a ball disposed in the socket. The ball is further disposed on the bolster, whereby the head assembly is permitted to freely pivot in any direction about the ball. The clamp assembly has a J-clamp, a rocker portion, and a straight bolt. The J-clamp is slidably disposed in the rocker portion and selectively secured to the rocker by the straight bolt. The straight bolt disposed through the rocker and threaded with the J-clamp, whereby a position of the J-clamp relative to the rocker is controlled by a rotation of the straight bolt.

A saddle-mount has a bolster configured to be disposed on a towing vehicle. A head assembly has at least one clamp assembly configured to receive a vehicle to be towed. The head assembly has a socket formed in a bottom surface, and a ball disposed in the socket. The ball is further disposed on the bolster, whereby the head assembly is permitted to freely pivot in any direction about the ball. The clamp assembly has a J-clamp, a rocker portion, and a straight bolt. The J-clamp is slidably disposed in the rocker portion and selectively secured to the rocker by the straight bolt. The straight bolt disposed through the rocker and threaded with the J-clamp, whereby a position of the J-clamp relative to the rocker is controlled by a rotation of the straight bolt.

A vehicle front-end assembly having a vehicle frame, a first tow hook and a skid plate. The vehicle frame has a first front side member with a front-end portion. The first tow hook has a forward portion and a rearward portion. The rearward portion of the first tow hook is attached the front-end portion of the first front side member by a first mechanical fastener. The skid plate has a main section, a first attachment flange extending from a first lateral side of the main section, the first attachment flange being fixed to the first front side member by the first mechanical fastener.

Disclosed is a traction robot, a conveyance system and a method for controlling a traction robot. The traction robot includes a main body, and further includes a control assembly and a rotating arm. The rotating arm is rotationally assembled on the main body. The rotating arm comprises a first rotating arm and a second rotating arm. The first rotating arm and the second rotating arm are both provided with a clamping part for clamping a towed article on one side facing the towed article, and expansion members are both provided between the clamping part and the rotating arm. The control assembly drives fluid input into or discharge from the expansion member to control expansion or retraction of the expansion member, so as to control the clamping part to clamp or release the towed article.

Disclosed is a traction robot, a conveyance system and a method for controlling a traction robot. The traction robot includes a main body, and further includes a control assembly and a rotating arm. The rotating arm is rotationally assembled on the main body. The rotating arm comprises a first rotating arm and a second rotating arm. The first rotating arm and the second rotating arm are both provided with a clamping part for clamping a towed article on one side facing the towed article, and expansion members are both provided between the clamping part and the rotating arm. The control assembly drives fluid input into or discharge from the expansion member to control expansion or retraction of the expansion member, so as to control the clamping part to clamp or release the towed article.

A trailer-coupling assembly is described for securing a trailer to a two-wheel vehicle. The trailer-coupling assembly is rigidly fixed to a rear-wheel frame of a two-wheel vehicle and the utility bed of a trailer. The trailer-coupling assembly is comprised of three joints that each rotate about three separate cardinal axes, permitting the trailer to navigate rough terrain without transferring rotational loading to the two-wheel vehicle. Each joint is configured to rotate at least 90 degrees in a clockwise direction and an anti-clockwise direction about a cardinal axis, providing the trailer-coupling assembly with flexibility to navigate the two-wheel vehicle and trailer over various grades of rough terrain.

This disclosure relates to systems and methods of towing, hitching, and connecting devices. In particular, this disclosure relates to tow devices, hitches, and connections for towing item containers behind vehicles, both autonomous and manually guided.

A vehicle front-end assembly includes a vehicle frame, a first tow hook and a skid plate. The first tow hook has a forward portion and a rearward portion. The rearward portion of the first tow hook is attached a front-end portion of a first front side member of the vehicle frame by a mechanical fastener. The skid plate has a main section and a first attachment flange that extends from the main section. The first attachment flange is attached to the front-end portion of the first front side member by the mechanical fastener. The first attachment flange has a first alignment projecting surface. During installation of the skid plate to the first front side member, the first alignment projection contacts a surface of the rearward portion of the first tow hook moving the first tow hook into alignment with the first front side member.

Systems, methods, and apparatus are provided in a vehicle to reduce the likelihood of a trailer jackknife condition. The method includes: receiving trailer profile information; receiving a dynamic vehicle steering angle (δ) and dynamic hitch articulation angle (θ) while the vehicle is moving in a reverse direction; continuously calculating a maximum safe vehicle speed (v.sub.max) at which to proceed in reverse without jackknifing based on the trailer profile information, the δ, the θ, a predetermined safe time to jackknife (TTJ_ne), and a maximum hitch articulation angle (θ.sub.JK); comparing a current vehicle longitudinal speed (v) to the v.sub.max; automatically generating a speed correction signal to cause the vehicle to slow down below the v.sub.max when the v exceeds the v.sub.max; and sending the speed correction signal to a vehicle motion control system to instruct the vehicle motion control system to reduce the v below the v.sub.max.

Systems, methods, and apparatus are provided in a vehicle to reduce the likelihood of a trailer jackknife condition. The method includes: receiving trailer profile information; receiving a dynamic vehicle steering angle (δ) and dynamic hitch articulation angle (θ) while the vehicle is moving in a reverse direction; continuously calculating a maximum safe vehicle speed (v.sub.max) at which to proceed in reverse without jackknifing based on the trailer profile information, the δ, the θ, a predetermined safe time to jackknife (TTJ_ne), and a maximum hitch articulation angle (θ.sub.JK); comparing a current vehicle longitudinal speed (v) to the v.sub.max; automatically generating a speed correction signal to cause the vehicle to slow down below the v.sub.max when the v exceeds the v.sub.max; and sending the speed correction signal to a vehicle motion control system to instruct the vehicle motion control system to reduce the v below the v.sub.max.