A tow hitch assembly having a body for mounting the tow hitch assembly relative to an associated vehicle includes a first member rotatably mounted relative to the body and a second member slideably mounted relative to the first member, with the second member including a tow hitch. The tow hitch assembly includes a stowed position at which the first member is in a first rotational position relative to the body and the second member is in a first longitudinal position relative to the first member. Further, the tow hitch assembly includes a deployed position at which the first member is in a second rotational position relative to the body and the second member is in a second longitudinal position relative to the first member.

A hitch mounted carrying assembly for transporting a door of a vehicle is presented. The assembly includes an adjustable mount configured to releasably communicate with a hitch of the vehicle. The mount is adjustable between an extended position and a retracted position. The assembly includes a modular frame assembly configured to translate along the adjustable mount and to selectively couple to a first location along the mount. The frame is configured to hold a door of the vehicle on a set of hinges and secured about a latch bar. The distance between the frame assembly and the vehicle is configured to change when the mount is adjusted between the extended position and the retracted position.

The invention relates to a trailer coupling having a support arrangement adapted to be fastened, to a vehicle, on which a bearing is mounted, wherein on the bearing a coupling element is moveable between a use position which is suitable for coupling a trailer to the coupling element, and in which when the trailer coupling is mounted on the motor vehicle the coupling element projects rearwardly of the motor vehicle, and a non-use position in which the coupling element is back behind a bumper of the motor vehicle. On the coupling element, a connecting device for connecting an on-board network of the trailer to an on-board network of the motor vehicle is provided. The connecting device is connectable, to the on-board network of the motor vehicle by a cable comprising a flexible cable section, which at a first longitudinal end is attached to the coupling element in a fixed manner with respect to the carrier arrangement, and at a second longitudinal end is attached to the coupling element in a fixed manner, and which follows the movement of the coupling element between the use and non-use positions. The trailer coupling comprises a winding device for winding a winding section of the cable section onto a cable reel when the coupling element is moved between the use position and the non-use position.

The disclosure relates to a trailer coupling for a motor vehicle, comprising a carrier assembly having a transverse carrier for arranging on the rear of a motor vehicle and a retainer retained on the transverse carrier for retaining a coupling element of the trailer coupling, wherein the coupling element is provided for fastening a trailer, wherein the retainer is connected to the transverse carrier by a tension anchor of a tension anchor assembly wherein the tension anchor penetrates the transverse carrier along the tension anchor load axis of the tension anchor and loads an abutment surface of the retainer, through which abutment surface the tension anchor load axis or an axis parallel thereto passes, against the transverse carrier. Further, the retainer has at least one side support surface, which projects in front of the abutment surface adjacent to the tension anchor and lies against the transverse carrier such that the retainer is supported on the transverse carrier laterally adjacent to the tension carrier with respect to a force acting transversely to the tension anchor load axis of the tension anchor.

The invention relates to a trailer coupling for a motor vehicle, with a coupling arm (11, 111, 211), on the free longitudinal end region (12) of which a coupling body (13), in particular a coupling ball (14), for the coupling of a trailer (190) or a load carrier (290) is arranged, and the other longitudinal end region (15) of which forms a holding end (16) for holding and/or movable mounting on a supporting structure (70) of the motor vehicle (90), wherein the coupling arm has supporting straps (20, 21) which extend along a longitudinal extent of the coupling arm at a transverse distance (22) to each other between the longitudinal end regions (12, 15). It is provided that the supporting straps (20, 21) are connected to each other by a plurality of connecting struts (26-31) in the manner of a lattice structure (24) or rib structure (25).

A hitch apparatus is provided including a support assembly having an upper horizontal support member and a lower horizontal support member. The upper and lower support members may be spaced apart from and generally parallel to one another. The upper and lower horizontal support members are connected by a vertical support member that is secured to the upper support member and extends downwardly through the lower support member. The lower support member is adapted for rotatable movement relative to the upper support member between first and second positions. The upper support member is releasably engageable with a standard hitch receiver on the rear of a vehicle. The lower support may be connected to a cargo tray or other component, which may be releasably connected to the vertical support member and adapted for movement between a first position behind the vehicle and a second position beneath the rear of the vehicle.

The inventive disclosures described herein pertain to an improved folding trailer that, in many embodiments, is comprised of an improved swivel jack to more-easily aid in safe trailer-folding operations, a hinged trailer tongue, an integral winch with an extended flexible coupling shaft, and an external or onboard rotational power source to drive the winch. More specifically, this folding-trailer configuration minimizes the physical exertion required of a user to fold or unfold the trailer, as well as significantly reduces the potential for serious user injury during the folding/unfolding process. The improved folding trailer also features foldable cargo-containment sides and multi-positionable tailgate, as well as removable/configurable cargo-carrying racks/rails.

A hitch assembly that is adapted for allowing the loading and unloading of cargo at the forward end of a trailer. The assembly may comprise a pivot axis, defined by a pivotable connection device, and a first plane, defined by a hitch frame, operably attached to a second plane, defined by a trailer frame of the trailer, by the pivotable connection device. The assembly can be selectively pivoted and secured between at least a first position, a second position, and a third position relative to the trailer frame, wherein the first plane and the second plane may be angularly offset from one another when the assembly is in a position other than the first position. Further, the front end of the trailer frame moves downwardly relative to the coupling means when the hitch assembly is in the second position and upwardly when the hitch assembly is in the third position.

A towable crash-attenuating vehicle is shown having a frame; at least two axles coupled to the frame, each of the axles having wheels attached thereto; a ballast coupled to the frame; deflection shields coupled to the right and left sides of the frame, wherein the deflection shields cover the frame and a majority of the wheels on each side of the vehicle; a tow connection coupled to the front of the frame; an impact attenuator coupled to the rear of the frame; wherein the vehicle is provided with a brake system, and wherein the vehicle is provided with an mechanism for locking and unlocking the brake system.

A trailer is disclosed, including a tongue portion configured for connection to a tow hitch of a vehicle, and a spine portion connected to the tongue portion. The trailer further includes a frame structure with a plurality of lower crossbar members transversely connected to the spine portion. The lower crossbar members define a first cargo support level. A plurality of upper crossbar structures are connected to the frame structure above the first cargo support level, and define a second cargo support level elevated above the first cargo support level.