CN218967051U - Telescopic trailer group adjusting mechanism - Google Patents

Abstract

The utility model discloses a telescopic trailer group adjusting mechanism, which comprises a main vehicle group, a following vehicle group and a telescopic adjusting component, wherein the main vehicle group is connected with the following vehicle group; the bottom of one side of the main car group, which is close to the following car group, is provided with a main car undercarriage which can be abutted against the ground so as to drive one side of the main car group, which is close to the following car group, to move up and down; the bottom of one side of the vehicle-mounted group, which is close to the main group, is provided with a vehicle-mounted undercarriage which can be abutted against the ground so as to drive one side of the vehicle-mounted group, which is close to the main group, to move left and right; the telescopic adjusting assembly comprises a driving part and a calibrating part; when the calibration part detects that the main train unit is aligned with the following train unit, the driving part drives the following train unit to approach or depart from the main train unit. According to the utility model, through the joint adjustment action of the main vehicle landing gear and the vehicle-mounted landing gear, the main vehicle group and the vehicle-mounted landing gear can be accurately aligned, so that the friction in the telescopic adjustment assembly during adjustment is reduced to avoid abrasion, and the service life of the telescopic adjustment assembly of the trailer is prolonged.

Description

Telescopic trailer group adjusting mechanism

[ field of technology ]

The utility model relates to the technical field of trailer sets, in particular to a telescopic trailer set adjusting mechanism.

[ background Art ]

At present, the trailer can be fixed, and has the advantages of rapidness, maneuver, flexibility, safety and the like, so that a transport company can be used more in the transportation of logistics in longer distances such as cross sections and the like, and the economic benefit of automobile transportation is improved. The common transportation articles of the trailer comprise long-strip materials such as plates, steel pipes and timber. However, these elongated materials are not of the same length, so there are many times when there is an empty area in the trailer or the material exceeds the length of the trailer itself. Therefore, many times the trailer adopts a telescopic structure to change the length of the trailer to accommodate the length of the material.

However, when the length of the telescopic structure of the existing trailer is adjusted, the main vehicle and the vehicle-mounted vehicle are difficult to accurately align, so that deviation exists in the telescopic structure during adjustment, larger friction is easily generated when the telescopic structure stretches out and draws back, enough abrasion can be accumulated after the telescopic structure stretches out and draws back for many times, and finally the adjusting function of the telescopic structure of the trailer is affected.

In view of the foregoing, it is desirable to provide a telescopic trailer group adjustment mechanism that overcomes the above-described drawbacks.

[ utility model ]

The utility model aims to provide a telescopic trailer group adjusting mechanism, which aims to solve the problem that a main vehicle and a vehicle-mounted vehicle are difficult to accurately align when the length of a telescopic structure of an existing trailer is adjusted, improve the accuracy of the telescopic structure when the length is adjusted, reduce friction generated when the telescopic structure is telescopic, and further improve the service life of the telescopic structure of the trailer.

In order to achieve the above purpose, the utility model provides a telescopic trailer group adjusting mechanism, which comprises a main vehicle group, a vehicle following group and a telescopic adjusting component for connecting the main vehicle group and the vehicle following group; the bottom of one side, close to the following vehicle group, of the main vehicle group is provided with a main vehicle undercarriage, and the main vehicle undercarriage can be abutted to the ground so as to drive one side, close to the following vehicle group, of the main vehicle group to move up and down; the bottom of one side of the vehicle-mounted unit, which is close to the main unit, is provided with a vehicle-mounted undercarriage which can be abutted against the ground so as to drive the vehicle-mounted unit to move left and right on one side, which is close to the main unit, of the vehicle-mounted unit; the telescopic adjusting assembly comprises a driving part and a calibrating part; when the calibration portion detects that the main car group is aligned with the following car group, the driving portion drives the following car group to approach or depart from the main car group.

In a preferred embodiment, the driving part comprises a first connecting block arranged on the main train unit and a second connecting block arranged on the following train unit; the first connecting block is provided with a slide way, the second connecting block is provided with a slide block matched with the slide way, a hydraulic cylinder is arranged on one side of the slide way, which is close to the main train unit, and the hydraulic cylinder is connected with one side, which is far away from the train unit, of the slide block; the hydraulic cylinder is used for driving the sliding block to slide along the slideway so as to enable the vehicle-mounted group to be close to or far away from the main vehicle group.

In a preferred embodiment, the slide way is further provided with limiting grooves communicated with the slide way on the left side and the right side relative to the moving direction of the slide block, and the slide block is provided with limiting blocks matched with the limiting grooves on the left side and the right side relative to the moving direction of the slide block; the limiting block stretches into the limiting groove, so that when the sliding block slides in the slideway, the limiting block synchronously slides in the limiting groove.

In a preferred embodiment, the main vehicle landing gear comprises a first lifting assembly fixed on the main vehicle group and a follower wheel arranged on one side of the first lifting assembly away from the main vehicle frame, wherein the movement direction of the follower wheel is consistent with the movement direction of the main vehicle group; the vehicle-mounted landing gear comprises a second lifting assembly fixed on the vehicle-mounted group and a driving wheel arranged on one side, far away from the vehicle-mounted group, of the second lifting assembly, and the movement direction of the driving wheel is perpendicular to the movement direction of the vehicle-mounted group.

In a preferred embodiment, the first lifting assembly comprises a first driving device, a first movable rod and a first fixed cylinder sleeved on the first movable rod, one end of the first fixed cylinder, which is far away from the first movable rod, is fixed on the main vehicle group, and the follower wheel is arranged at one end of the first movable rod, which is far away from the first fixed cylinder; the first driving device is used for driving the first movable rod to move up and down in the first fixed cylinder so as to enable the follower wheel to be close to or far away from the ground; the second lifting assembly comprises a second driving device, a second movable rod and a second fixed cylinder sleeved on the second movable rod, one end of the second fixed cylinder, which is far away from the second movable rod, is fixed on the vehicle-mounted group, and the driving wheel is arranged at one end of the second movable rod, which is far away from the second fixed cylinder; the second driving device is used for driving the second movable rod to move up and down in the second fixed cylinder so as to enable the driving wheel to be close to or far away from the ground, and is used for driving the driving wheel to move left and right.

In a preferred embodiment, the first lifting assembly further comprises a first support bar; one end of the first supporting rod is fixed to the middle of the first fixed cylinder, and one end of the first supporting rod, which is far away from the first fixed cylinder, is fixed to the bottom of the main train unit and is arranged at intervals with the position, where the first fixed cylinder is connected with the main train unit.

In a preferred embodiment, a first connecting rod is rotatably arranged in the middle of the first fixed cylinder, and a second connecting rod is rotatably arranged on one side, close to the follower wheel, of the first movable rod; one end of the first connecting rod, which is far away from the first fixed cylinder, is hinged with one end of the second connecting rod, which is far away from the first movable rod.

In a preferred embodiment, the second lifting assembly further comprises a second support bar; one end of the second supporting rod is fixed to the middle of the second fixed cylinder, and one end of the second supporting rod, which is far away from the second fixed cylinder, is fixed to the bottom of the vehicle-mounted unit and is arranged at intervals with the position, where the second fixed cylinder is connected with the vehicle-mounted unit.

In a preferred embodiment, a third connecting rod is rotatably arranged in the middle of the second fixed cylinder, and a fourth connecting rod is rotatably arranged on one side, close to the driving wheel, of the second movable rod; one end of the third connecting rod, which is far away from the second fixed cylinder, is hinged with one end of the fourth connecting rod, which is far away from the second movable rod.

In a preferred embodiment, the calibration section includes a first sensor disposed at an end of the main train set near an end of the follower train set and a second sensor disposed at an end of the follower train set near an end of the main train set; the first sensor is configured to cooperate with the second sensor to determine whether the main consist is aligned with the consist.

According to the telescopic trailer group adjusting mechanism, the main vehicle undercarriage is arranged at the bottom of the main vehicle group and used for adjusting the height of the main vehicle group close to one end of the following vehicle group, so that the main vehicle group can be aligned with the following vehicle group in the vertical direction; and the bottom of the following vehicle group is provided with a following vehicle undercarriage for adjusting the angle of the following vehicle group, which is close to one end of the main vehicle group, so that the following vehicle group can be aligned with the main vehicle group in the horizontal direction, therefore, the main vehicle group and the following vehicle undercarriage can be accurately aligned through the joint adjustment function of the main vehicle undercarriage and the following vehicle undercarriage, thereby reducing the friction of the telescopic adjustment assembly in the adjustment process so as to avoid abrasion, and further improving the service life of the telescopic adjustment assembly of the trailer.

[ description of the drawings ]

In order to more clearly illustrate the technical solutions of the embodiments of the present utility model, the drawings that are needed in the embodiments will be briefly described below, it being understood that the following drawings only illustrate some embodiments of the present utility model and therefore should not be considered as limiting the scope, and other related drawings may be obtained according to these drawings without inventive effort for a person skilled in the art.

FIG. 1 is a perspective view of a telescopic trailer combination adjustment mechanism provided by the present utility model;

FIG. 2 is a perspective view of the telescoping boom unit adjustment mechanism of FIG. 1 from another angle;

FIG. 3 is an enlarged view of a portion of the inside of circle A of the telescopic trailer combination adjustment mechanism of FIG. 1;

FIG. 4 is an enlarged view of a portion of the telescoping boom unit adjustment mechanism of FIG. 2 within circle B;

fig. 5 is an enlarged view of a portion of the telescopic trailer combination adjustment mechanism of fig. 2 within a collar C.

Reference numerals in the drawings: 100. a telescopic trailer group adjusting mechanism; 10. a main train set; 11. a headstock; 12. a main frame; 13. a first pallet; 14. a control module; 20. carrying out vehicle-mounted group; 21. a vehicle-following frame; 22. a second pallet; 30. a telescoping adjustment assembly; 31. a driving section; 311. a first connection block; 3111. a slideway; 3112. a limit groove; 312. a second connection block; 3121. a slide block; 3122. a limiting block; 313. a hydraulic cylinder; 40. a main vehicle landing gear; 41. a first lifting assembly; 411. a first movable lever; 412. a first fixed cylinder; 413. a first support bar; 414. a first link; 415. a second link; 42. a follower wheel; 50. a vehicle-mounted landing gear; 51. a second lifting assembly; 511. a second movable rod; 512. a second fixed cylinder; 513. a second support bar; 514. a third link; 515. a fourth link; 52. and (3) driving wheels.

[ detailed description ] of the utility model

In order to make the objects, technical solutions and advantageous technical effects of the present utility model more apparent, the present utility model will be further described in detail with reference to the accompanying drawings and detailed description. It should be understood that the detailed description is intended to illustrate the utility model, and not to limit the utility model.

It is also to be understood that the terminology used in the description of the utility model herein is for the purpose of describing particular embodiments only and is not intended to be limiting of the utility model. As used in this specification and the appended claims, the singular forms "a," "an," and "the" are intended to include the plural forms as well, unless the context clearly indicates otherwise.

It should be further understood that the term "and/or" as used in the present specification and the appended claims refers to any and all possible combinations of one or more of the associated listed items, and includes such combinations.

In an embodiment of the present utility model, a telescopic trailer train adjustment mechanism 100 is provided for changing the length of the trailer train to accommodate the length of the material to be transported and to improve the adjustment accuracy in telescopic adjustment.

As shown in fig. 1-3, the telescopic trailer group adjustment mechanism 100 includes a main consist 10, a follower consist 20, and a telescopic adjustment assembly 30 connecting the main consist 10 and the follower consist 20. The main train unit 10 includes a locomotive 11 with traction capability, a main frame 12 disposed behind the locomotive 11, and a first pallet 13 disposed on the main frame 12, and the following train unit 20 includes a following frame 21 and a second pallet 22 disposed on the following frame 21. When the trailer group is in operation, the upper surfaces of the first pallet 13 and the second pallet 22 are in the same plane, so as to jointly support the materials to be transported.

The bottom of the main car group 10, which is close to one side of the following car group 20, is provided with a main car landing gear 40, and specifically, the main car landing gear 40 is fixed on one side of the main frame 12, which is close to the ground. Main car landing gear 40 may be grounded for driving up and down movement of a side of main car set 10 adjacent to truck set 20. That is, when the trailer group is normally transported, the main vehicle landing gear 40 may be retracted so as to be suspended; when length adjustment is desired, the main car landing gear 40 may be extended to abut against the ground to support the side of the main car 10 adjacent the truck 20.

Specifically, as shown in fig. 2 and 4, the main vehicle landing gear 40 includes a first lifting assembly 41 fixed to the main vehicle group 10 and a follower wheel 42 disposed on a side of the first lifting assembly 41 away from the main vehicle frame 12. The direction of movement of follower wheel 42 coincides with the direction of movement of main train set 10. That is, when the follower wheel 42 abuts against the ground, it can move in the front-rear direction. At the same time, follower wheel 42 also provides cushioning and support for first lift assembly 41.

The first lifting assembly 41 includes a first driving device (not shown), a first movable rod 411, and a first fixed cylinder 412 sleeved on the first movable rod 411. One end of the first fixed cylinder 412, which is far away from the first movable rod 411, is fixed on the main train unit 10, and the follower wheel 42 is arranged at one end of the first movable rod 411, which is far away from the first fixed cylinder 412. That is, the first movable rod 411 cooperates with the first fixed cylinder 412 to form a first hydraulic structure that is movably connected.

The first driving means is for driving the first movable rod 411 to move up and down in the first fixed cylinder 412 so as to move the follower wheel 42 toward or away from the ground. The first drive means may be adapted to receive instructions from the trailer train control module 14 to control the relative position of the first movable bar 411 within the first stationary drum 412 to change the length of the first hydraulic structure to raise or lower the end of the main train 10 to change the height of the end of the main train 10 to vertically align the end of the main train 10 with the truck 20. It should be noted that the working principle of the first hydraulic structure may refer to the prior art, and the present utility model is not limited herein.

Further, the first lifting assembly 41 further includes a first support bar 413. One end of the first support rod 413 is fixed at the middle part of the first fixed cylinder 412, and one end of the first support rod 413, which is far away from the first fixed cylinder 412, is fixed at the bottom of the main train unit 10 and is arranged at intervals with the part of the first fixed cylinder 412 connected to the main train unit 10. That is, the first support bar 413 is obliquely fixed on the first fixed cylinder 412, so as to form a triangular reinforcing rib structure together with the bottom of the main car set 10, so as to improve the fixing strength of the first fixed cylinder 412 and avoid the first fixed cylinder 412 from moving laterally.

Further, a first link 414 is rotatably disposed at the middle of the first fixed cylinder 412, and a second link 415 is rotatably disposed at a side of the first movable rod 411 adjacent to the follower wheel 42. One end of the first link 414, which is far from the first fixed cylinder 412, is hinged to one end of the second link 415, which is far from the first movable rod 411. Specifically, when the main car landing gear 40 is stowed, the first link 414 is folded at an angle to the second link 415; when the main car landing gear 40 is lifted, the first link 414 and the second link 415 are continuously straightened until they are positioned on the same straight line, so that the stretch of the first hydraulic structure is limited in stroke, and the first movable rod 411 is prevented from being separated from the first fixed cylinder 412.

In an embodiment of the present utility model, the truck-mounted landing gear 50 is provided at the bottom of the side of the truck-mounted group 20 adjacent to the main truck group 10. The truck-mounted landing gear 50 may be grounded for driving the truck-mounted unit 20 to move left and right on a side proximate the main truck group 10. That is, when the trailer group is normally transported, the truck-mounted landing gear 50 can be retracted so as to be suspended; when length adjustment is desired, the truck-mounted landing gear 50 may be extended to abut the ground to provide side-to-side adjustment of the horizontal position of the side of the truck-mounted consist 20 adjacent to the main consist 10.

As shown in fig. 2 and 5, the landing gear 50 includes a second lifting assembly 51 fixed to the truck set 20 and a driving wheel 52 disposed on a side of the second lifting assembly 51 away from the truck set 20. The direction of movement of drive wheel 52 is perpendicular to the direction of movement of truck 20. That is, drive wheels 52 may be moved laterally to the left and right to adjust the angle of truck with respect to the side of truck 20 adjacent to main truck 10 in a horizontal plane, thereby aligning truck 20 with main truck 10 in a horizontal direction.

Specifically, the second lifting assembly 51 includes a second driving device (not shown), a second movable rod 511, and a second fixed cylinder 512 sleeved on the second movable rod 511. One end of the second fixed cylinder 512, which is far away from the second movable rod 511, is fixed on the vehicle-mounted group 20, and the driving wheel 52 is arranged at one end of the second movable rod 511, which is far away from the second fixed cylinder 512. That is, the second movable lever 511 cooperates with the second fixed cylinder 512 to form a movably connected second hydraulic structure.

The second driving means is for driving the second movable lever 511 to move up and down in the second fixed cylinder 512 to move the driving wheel 52 toward or away from the ground, and for driving the driving wheel 52 to move left and right. Specifically, the second driving device may be configured to receive an instruction from the trailer group control module 14 to control the relative position of the second movable rod 511 in the second fixed cylinder 512, so as to change the length of the second hydraulic structure, and further, move the end of the truck-mounted group 20 near the main truck group 10 laterally left and right, so as to change the angle of the truck-mounted group 20 near the end of the main truck group 10, and thus, align the front end of the truck-mounted group 20 with the main truck group 10 in the horizontal direction. It should be noted that the second hydraulic structure and the working principle of the driving wheel 52 may refer to the prior art, and the present utility model is not limited herein.

Further, the second elevating assembly 51 further includes a second supporting bar 513. One end of the second supporting rod 513 is fixed to the middle part of the second fixed cylinder 512, and one end of the second supporting rod 513, which is far away from the second fixed cylinder 512, is fixed to the bottom of the vehicle-mounted group 20 and is arranged at intervals from the part of the second fixed cylinder 512 connected to the vehicle-mounted group 20. That is, the second supporting rod 513 is obliquely fixed to the second fixed cylinder 512, so as to form a triangular reinforcing rib structure together with the bottom of the vehicle-mounted group 20, so as to improve the fixing strength of the second fixed cylinder 512 and avoid the second fixed cylinder 512 from moving laterally.

Further, a third connecting rod 514 is rotatably arranged in the middle of the second fixed cylinder 512, and a fourth connecting rod 515 is rotatably arranged on one side of the second movable rod 511, which is close to the driving wheel 52; the end of the third link 514 remote from the second fixed cylinder 512 is hinged to the end of the fourth link 515 remote from the second movable lever 511. Specifically, when the truck-mounted landing gear 50 is retracted, the third link 514 is folded at an angle to the fourth link 515; when the truck-mounted landing gear 50 is lifted, the third link 514 and the fourth link 515 are continuously straightened until they are in the same straight line, so as to limit the travel of the second hydraulic structure, and prevent the second movable rod 511 from being separated from the second fixed cylinder 512.

In the embodiment of the present utility model, the telescopic adjustment assembly 30 includes a driving part 31 and a calibration part (not shown in the drawings). When the alignment portion detects that the main consist 10 is aligned with the consist 20, the drive portion 31 drives the consist 20 toward or away from the main consist 10, thereby changing the length of the entire consist.

As shown in fig. 1 and 3, the driving unit 31 includes a first connection block 311 provided on the main vehicle group 10 and a second connection block 312 provided on the vehicle-mounted group 20. The first connection block 311 is provided with a slide 3111, and a cross section of the slide 3111 extends in the front-rear direction of the main train unit 10. The second connection block 312 is provided with a slider 3121 adapted to the slideway 3111. The slider 3121 is slidably fixed in the slideway 3111, which can not only change the relative distance between the first connection block 311 and the second connection block 312, but also provide support for the connection between the first connection block 311 and the second connection block 312. It should be noted that, in other embodiments, the main vehicle landing gear 40 may be disposed at the bottom of the first connection block 311, and the vehicle landing gear 50 is disposed at the bottom of the second connection block 312.

In this embodiment, a hydraulic cylinder 313 is disposed on a side of the slide 3111 near the main vehicle group 10, and a movable end of the hydraulic cylinder 313 is connected to a side of the slider 3121 away from the vehicle group 20. Hydraulic cylinders 313 are used to drive slider 3121 along slide way 3111 to move truck 20 toward and away from main truck 10.

Further, the slide 3111 is provided with a limiting slot 3112 communicating with the slide 3111 on both sides with respect to the moving direction of the slider 3121. The limiting grooves 3112 are respectively disposed on the left and right sides of the sliding track 3111, and are disposed parallel to the sliding track 3111. The slider 3121 is provided with stoppers 3122 adapted to the stopper grooves 3112 at both left and right sides with respect to the moving direction of the slider 3121. The limiting block 3122 extends into the limiting groove 3112, so that when the slider 3121 slides in the slideway 3111, the limiting block 3122 slides in the limiting groove 3112 synchronously, thereby preventing the slider 3121 from moving longitudinally in the slideway 3111.

In one embodiment, the calibration portion includes a first sensor disposed at an end of the main train set 10 proximate to an end of the truck set 20 and a second sensor disposed at an end of the truck set 20 proximate to the main train set 10. Further, the first sensor may be disposed on a side of the first connection block 311 close to the second connection block 312, and the second sensor may be disposed on a side of the second connection block 312 away from the first connection block 311. The first sensor and the second sensor may be sensing devices with mutual inductance functions, such as infrared sensors, cameras, laser sensors, and the like. Wherein the first sensor is adapted to cooperate with the second sensor to determine whether the main car set 10 is aligned with the consist 20. The first sensor and the second sensor can mutually receive signals sent by the other side, and according to the principle of linear propagation of light rays, when the signals sent by the first sensor in the rear direction along the horizontal direction are received by the second sensor, the first sensor and the second sensor are both located on the horizontal plane, and meanwhile the following train unit 20 and the main train unit 10 are stably placed and aligned, so that the following driving part 31 is convenient for changing the relative distance between the main train unit 10 and the following train unit 20.

In summary, according to the telescopic trailer group adjusting mechanism 100 provided by the utility model, the main undercarriage 40 is arranged at the bottom of the main train group 10, so as to adjust the height of the main train group 10 near one end of the following train group 20, thereby enabling the main train group 10 to be aligned with the following train group 20 in the vertical direction; and the bottom of the following train unit 20 is provided with the following undercarriage 50 for adjusting the angle of the following train unit 20 near one end of the main train unit 10, so that the following train unit 20 can be aligned with the main train unit 10 in the horizontal direction, therefore, the main train unit 10 and the following train unit 20 can be accurately aligned through the joint adjustment action of the main train undercarriage 40 and the following train undercarriage 50, thereby reducing the friction of the telescopic adjustment assembly 30 in the adjustment process to avoid abrasion, and further prolonging the service life of the telescopic adjustment assembly of the trailer.

The present utility model is not limited to the details and embodiments described herein, and thus additional advantages and modifications may readily be made by those skilled in the art, without departing from the spirit and scope of the general concepts defined in the claims and the equivalents thereof, and the utility model is not limited to the specific details, representative apparatus and illustrative examples shown and described herein.

Claims (10)

1. The telescopic trailer group adjusting mechanism is characterized by comprising a main train group, a following train group and a telescopic adjusting assembly for connecting the main train group and the following train group; the bottom of one side, close to the following vehicle group, of the main vehicle group is provided with a main vehicle undercarriage, and the main vehicle undercarriage can be abutted to the ground so as to drive one side, close to the following vehicle group, of the main vehicle group to move up and down; the bottom of one side of the vehicle-mounted unit, which is close to the main unit, is provided with a vehicle-mounted undercarriage which can be abutted against the ground so as to drive the vehicle-mounted unit to move left and right on one side, which is close to the main unit, of the vehicle-mounted unit; the telescopic adjusting assembly comprises a driving part and a calibrating part; when the calibration portion detects that the main car group is aligned with the following car group, the driving portion drives the following car group to approach or depart from the main car group.

2. The telescopic trailer set adjustment mechanism of claim 1, wherein the drive section includes a first connection block provided on the main set of wheels and a second connection block provided on the follower set of wheels; the first connecting block is provided with a slide way, the second connecting block is provided with a slide block matched with the slide way, a hydraulic cylinder is arranged on one side of the slide way, which is close to the main train unit, and the hydraulic cylinder is connected with one side, which is far away from the train unit, of the slide block; the hydraulic cylinder is used for driving the sliding block to slide along the slideway so as to enable the vehicle-mounted group to be close to or far away from the main vehicle group.

3. The telescopic trailer group adjusting mechanism according to claim 2, wherein the slide way is further provided with limit grooves communicated with the slide way on the left and right sides relative to the movement direction of the slide block, and the slide block is provided with limit blocks matched with the limit grooves on the left and right sides relative to the movement direction of the slide block; the limiting block stretches into the limiting groove, so that when the sliding block slides in the slideway, the limiting block synchronously slides in the limiting groove.

4. The telescopic trailer set adjustment mechanism of claim 1, wherein said main vehicle landing gear comprises a first lift assembly secured to said main vehicle set and a follower wheel disposed on a side of said first lift assembly remote from said main vehicle set, said follower wheel having a direction of movement that is consistent with a direction of movement of said main vehicle set; the vehicle-mounted landing gear comprises a second lifting assembly fixed on the vehicle-mounted group and a driving wheel arranged on one side, far away from the vehicle-mounted group, of the second lifting assembly, and the movement direction of the driving wheel is perpendicular to the movement direction of the vehicle-mounted group.

5. The telescopic trailer train adjustment mechanism of claim 4, wherein said first lift assembly comprises a first drive device, a first movable rod, and a first fixed cylinder sleeved on said first movable rod, wherein one end of said first fixed cylinder away from said first movable rod is fixed on said main train, and said follower wheel is disposed at one end of said first movable rod away from said first fixed cylinder; the first driving device is used for driving the first movable rod to move up and down in the first fixed cylinder so as to enable the follower wheel to be close to or far away from the ground; the second lifting assembly comprises a second driving device, a second movable rod and a second fixed cylinder sleeved on the second movable rod, one end of the second fixed cylinder, which is far away from the second movable rod, is fixed on the vehicle-mounted group, and the driving wheel is arranged at one end of the second movable rod, which is far away from the second fixed cylinder; the second driving device is used for driving the second movable rod to move up and down in the second fixed cylinder so as to enable the driving wheel to be close to or far away from the ground, and is used for driving the driving wheel to move left and right.

6. The telescopic boom unit adjustment mechanism of claim 5, wherein said first lift assembly further comprises a first support bar; one end of the first supporting rod is fixed to the middle of the first fixed cylinder, and one end of the first supporting rod, which is far away from the first fixed cylinder, is fixed to the bottom of the main train unit and is arranged at intervals with the position, where the first fixed cylinder is connected with the main train unit.

7. The telescopic trailer combination adjustment mechanism as recited in claim 6, wherein a first link is rotatably disposed in a middle portion of said first stationary cylinder, and a second link is rotatably disposed on a side of said first movable rod adjacent to said follower wheel; one end of the first connecting rod, which is far away from the first fixed cylinder, is hinged with one end of the second connecting rod, which is far away from the first movable rod.

8. The telescopic boom of claim 5, wherein the second lift assembly further comprises a second support bar; one end of the second supporting rod is fixed to the middle of the second fixed cylinder, and one end of the second supporting rod, which is far away from the second fixed cylinder, is fixed to the bottom of the vehicle-mounted unit and is arranged at intervals with the position, where the second fixed cylinder is connected with the vehicle-mounted unit.

9. The telescopic trailer combination adjustment mechanism as recited in claim 8, wherein a third link is rotatably disposed in a middle portion of said second stationary cylinder, and a fourth link is rotatably disposed on a side of said second movable rod adjacent to said drive wheel; one end of the third connecting rod, which is far away from the second fixed cylinder, is hinged with one end of the fourth connecting rod, which is far away from the second movable rod.

10. The telescopic boom adjustment mechanism of claim 1, wherein the calibration section includes a first sensor disposed at an end of the main boom near the one end of the follower boom and a second sensor disposed at an end of the follower boom near the one end of the main boom; the first sensor is configured to cooperate with the second sensor to determine whether the main consist is aligned with the consist.

Images