Railway vehicle coupler buffer device self-adaptive to initial force

Abstract

The invention provides an initial force self-adaptive railway vehicle coupler buffer device which comprises a shell, a buffer plate, a connecting rod, buffers, a pressure sensor, an adjusting plate, a front end plate, a rear end plate, an adjusting mechanism, an electromagnetic pipe, a magnet pipe, an isolation pipe, a baffle, a controller and a damping air bag. A magnetic mechanism is arranged at the front end to provide initial pulling force for the connecting rod and comprises an electromagnetic pipe, a magnet pipe and an isolation pipe, an adjusting mechanism is arranged between the adjusting plate and the rear end plate and can adjust the length of the buffer, and the buffer comprises an inner pipe, an outer sleeve, a damper and a spring and is further provided with a damping air bag and a controller. The coupler buffer solves the problem that the coupler buffer is easy to damage due to overlarge tension, the buffer performance and stability are improved, the coupler buffer can be effectively protected, the service life of the coupler buffer is prolonged, and the coupler buffer is suitable for connection buffer of railway vehicles.

Description

Technical Field

[0001] The present invention relates to the technical field of vehicle traction, and in particular to a rail vehicle coupler buffer device with adaptive initial force. Background Art

[0002] A coupler refers to the hooks at both ends of a train car or locomotive, which has the function of connection and traction. The coupler is used to connect the locomotive and the vehicle or the vehicle and the vehicle, transmit traction and impact force, and keep a certain distance between the vehicles. In order to avoid hard collision between the carriages during acceleration or deceleration, a buffer device is also provided on the coupler. The coupler buffer device is a vehicle component that connects the carriages to each other to transmit traction, braking force and mitigate impact force.

[0003] When rail vehicles are connected through couplers, the coupler buffer will be subjected to the initial pulling force when the rail vehicle is towing. However, due to the large pulling force generated when the rail vehicle overcomes the stationary state, when the coupler buffer is subjected to a sudden increase in pulling force, the coupler buffer will be deformed due to the excessive pulling force, thereby causing the elastic parts in the coupler buffer to undergo inelastic deformation, causing irreversible damage to the coupler buffer and reducing the buffering performance of the coupler buffer. Summary of the invention

[0004] In view of the technical problem that the coupler buffer is deformed due to a sudden increase in tension, a rail vehicle coupler buffer device with adaptive initial force is provided. The present invention designs a rail vehicle coupler buffer device with adaptive initial force, which is mainly used to prevent the coupler buffer from being deformed due to a sudden increase in tension when a rail vehicle generates a large tension in a stationary state, thereby causing the elastic part in the coupler buffer to undergo non-elastic deformation, causing irreversible damage to the coupler buffer.

[0005] The technical means adopted by the present invention are as follows:

[0006] A rail vehicle coupler buffer device with adaptive initial force, comprising: a housing, a buffer plate, a connecting rod, a buffer, a pressure sensor, an adjustment plate, a front end plate, a rear end plate, an adjustment mechanism, an electromagnetic tube, a magnet tube, an isolation tube, a baffle, a controller, and a shock-absorbing airbag;

[0007] A connecting rod integrally formed with a buffer plate is installed at the front end of the shell, two groups of buffers for buffering by the buffer plate are installed in the shell, and the two groups of buffers are symmetrically arranged on both sides of the buffer plate, a front end plate is installed at the front end of the shell, a rear end plate is installed at the tail of the shell, and an adjustment plate is installed inside the shell near one end of the rear end plate, one end of one group of buffers is fixed to the surface of the front end plate, and one end of the other group of buffers is fixed to the surface of the adjustment plate, a pressure sensor for buffer pressure monitoring is installed in the groove opened on the surface of the buffer plate, and the pressure sensor is located at the end of the buffer, a magnetic mechanism for providing an initial tension of the connecting rod is installed at the front end of the shell, and an adjustment mechanism for adjusting the length of the buffer is installed between the adjustment plate and the rear end plate;

[0008] The magnetic mechanism includes an electromagnetic tube fixed on the front end plate, and a magnet tube sleeved inside the electromagnetic tube. An isolation tube for support is installed inside the magnet tube, and the isolation tube is tightly attached to the outer surface of the connecting rod. The magnetic field direction of the magnet tube is the same as the magnetic field direction of the electromagnetic tube when power is turned on.

[0009] Furthermore, a shock-absorbing airbag for enhancing buffering is installed between the pressure sensor and the adjustment plate.

[0010] Furthermore, each group of buffers is provided with seven buffers, and the seven buffers are distributed in a ring array.

[0011] Furthermore, the buffer includes an inner tube welded to the surface of the adjustment plate and the front end plate, and an outer tube movably sleeved outside the inner tube, and the outer tube is in contact with the buffer plate. A damper and a spring are arranged in the outer tube and the inner tube, and the spring is sleeved on the outside of the damper.

[0012] Furthermore, one end of the damper and the spring is welded and fixed to the outer tube, and the other end of the damper and the spring is welded and fixed to the inner tube.

[0013] Furthermore, four baffles for adjusting the plate support are welded to the inner surface of the shell, and the baffles are right-angled triangular plate-shaped components.

[0014] Furthermore, the adjustment mechanism includes a driving motor mounted on the surface of the rear end plate, a main gear is fixed to the output shaft of the driving motor, a secondary gear and a driven gear are also rotatably mounted on the surface of the rear end plate, the main gear is meshed with the secondary gear, the secondary gear is meshed with the driven gear, a rack is fixed to the surface of the adjustment plate, a worm gear meshing with the rack is fixed to the upper part of the driven gear, a guide rod is fixed to the surface of the rear end plate, and the rack is movably mounted in the guide rod.

[0015] Furthermore, the pinion gear, driven gear, worm, rack and guide rod are arranged in three annular arrays about the axis of the driving motor.

[0016] Furthermore, the rack includes a cylinder and teeth arranged on the cylinder, the guide rod is a columnar structure, and the side of the guide rod is provided with a C-shaped groove for guiding the rack cylinder.

[0017] Furthermore, a controller is installed on the surface of the rear end plate, and the controller is electrically connected to the adjustment mechanism and the magnetic mechanism respectively.

[0018] Due to the adoption of the above technical solution, compared with the prior art, the present invention has the following advantages:

[0019] 1. A rail vehicle coupler buffer device with adaptive initial force provided by the present invention has a magnetic mechanism installed at the front end of the shell, so that when the rail vehicle is connected through the coupler, the magnetic mechanism applies a force to the shell and the connecting rod of the buffer, so that the coupler buffer obtains a pulling force for rail vehicle connection in advance, so that the coupler buffer can adapt to the pulling force when the rail vehicle is connected, thereby solving the problem that when the rail vehicle is connected, the coupler buffer is damaged when it is displaced due to excessive vehicle pulling force. The magnetic mechanism consists of an electromagnetic tube, a magnet tube and an isolation tube. When the electromagnetic tube is energized, it forms a magnetic field in the same direction as the magnet tube, so that the magnet tube obtains a force to squeeze the buffer plate under the action of the magnetic field, so that the connecting rod obtains an initial pulling force.

[0020] 2. The present invention provides a rail vehicle coupler buffer device with adaptive initial force. The two groups of buffers are symmetrical on both sides of the buffer plate, so that the two groups of buffers can balance the stress state of the buffer plate when it is not under stress under compression, thereby achieving the purpose of the two groups of buffers cooperating to buffer the buffer plate. The pressure sensors provided on the surfaces of the buffers make it easier for the pressure sensors to monitor the pressure of the two groups of buffers, and it is easy to calculate the tension on the connecting rod by monitoring the pressure of the two groups of buffers. The adjustment mechanism installed between the adjustment plate and the rear end plate makes it easier for the adjustment mechanism to adjust the compression amount of the buffer when the buffer plate is not under stress by adjusting the position of the adjustment plate, thereby making it easier to adjust the elastic force of the buffer during buffering.

[0021] 3. A rail vehicle coupler buffer device with adaptive initial force provided by the present invention has an adjustment mechanism composed of a driving motor, a main gear, a sub-gear, a driven gear, a worm, a rack and a guide rod. The main gear installed on the output shaft of the driving motor rotates with the worm through the sub-gear and the driven gear, and the worm moves with the rack when rotating, so that it is convenient for the rack to move with the adjustment plate, thereby achieving the purpose of adjusting the length of the two groups of buffers and facilitating the adjustment of the pressure of the buffer on the buffer plate. The rack is installed in the guide rod so that the rack is guided by the guide rod when moving, thereby increasing the stability of the rack when moving. The sub-gear, driven gear, worm, rack and guide rod all have three circular arrays about the axis of the driving motor, so that the adjustment plate is pushed by three racks when moving, thereby increasing the stability of the adjustment plate when moving. At the same time, the three sub-gears are all meshed with the main gear, so that one main gear can rotate with three sub-gears at the same time, ensuring the synchronization of the three racks when moving.

[0022] Based on the above reasons, the present invention can be promoted in the field of vehicle traction technology. BRIEF DESCRIPTION OF THE DRAWINGS

[0023] In order to more clearly illustrate the embodiments of the present invention or the technical solutions in the prior art, the drawings required for use in the embodiments or the description of the prior art will be briefly introduced below. Obviously, the drawings described below are some embodiments of the present invention. For ordinary technicians in this field, other drawings can be obtained based on these drawings without paying creative labor.

[0024] Figure 1 It is a three-dimensional structural diagram of a rail vehicle coupler buffer device with adaptive initial force according to the present invention;

[0025] Figure 2 1 is a cross-sectional three-dimensional structural diagram of a rail vehicle coupler buffer device with adaptive initial force according to the present invention;

[0026] Figure 3 It is a cross-sectional perspective structural diagram II of a rail vehicle coupler buffer device with adaptive initial force according to the present invention;

[0027] Figure 4 It is a front view of the cross-sectional structure of a rail vehicle coupler buffer device with adaptive initial force according to the present invention;

[0028] Figure 5 It is a structural diagram of a rear end plate and an adjustment mechanism of a rail vehicle coupler buffer device with adaptive initial force according to the present invention;

[0029] Figure 6 This is a structural diagram of a rack and guide rod of a rail vehicle coupler buffer device with adaptive initial force described in the present invention.

[0030] In the figure: 1. shell; 2. buffer plate; 3. connecting rod; 4. buffer; 41. outer sleeve; 42. inner tube; 43. damper; 44. spring; 5. pressure sensor; 6. adjustment plate; 7. front end plate; 8. rear end plate; 9. adjustment mechanism; 91. drive motor; 92. main gear; 93. sub gear; 94. driven gear; 95. worm; 96. rack; 97. guide rod; 10. electromagnetic tube; 11. magnet tube; 12. isolation tube; 13. baffle; 14. controller; 15. shock-absorbing airbag. DETAILED DESCRIPTION

[0031] It should be noted that, in the absence of conflict, the embodiments of the present invention and the features in the embodiments can be combined with each other. The present invention will be described in detail below with reference to the accompanying drawings and in combination with the embodiments.

[0032] In order to make the purpose, technical solutions and advantages of the embodiments of the present invention clearer, the technical solutions in the embodiments of the present invention will be clearly and completely described below in conjunction with the drawings in the embodiments of the present invention. Obviously, the described embodiments are only part of the embodiments of the present invention, not all of the embodiments. The following description of at least one exemplary embodiment is actually only illustrative and is by no means intended to limit the present invention and its application or use. Based on the embodiments of the present invention, all other embodiments obtained by ordinary technicians in this field without creative work are within the scope of protection of the present invention.

[0033] It should be noted that the terms used herein are only for describing specific embodiments and are not intended to limit exemplary embodiments according to the present invention. As used herein, unless the context clearly indicates otherwise, the singular form is also intended to include the plural form. In addition, it should be understood that when the terms "comprising" and / or "including" are used in this specification, it indicates the presence of features, steps, operations, devices, components and / or combinations thereof.

[0034] Unless otherwise specifically stated, the relative arrangement of the parts and steps described in these embodiments, the numerical expressions and numerical values ​​do not limit the scope of the present invention. At the same time, it should be clear that, for ease of description, the sizes of the various parts shown in the drawings are not drawn according to the actual proportional relationship. The technology, methods and equipment known to ordinary technicians in the relevant field may not be discussed in detail, but in appropriate cases, the technology, methods and equipment should be regarded as part of the authorization specification. In all examples shown and discussed here, any specific value should be interpreted as merely exemplary, rather than as a limitation. Therefore, other examples of exemplary embodiments may have different values. It should be noted that similar numbers and letters represent similar items in the following drawings, so once an item is defined in one drawing, it does not need to be further discussed in subsequent drawings.

[0035] In the description of the present invention, it is necessary to understand that the directions or positional relationships indicated by directional words such as "front, back, up, down, left, right", "lateral, vertical, perpendicular, horizontal" and "top, bottom" are usually based on the directions or positional relationships shown in the drawings. They are only for the convenience of describing the present invention and simplifying the description. Unless otherwise specified, these directional words do not indicate or imply that the device or element referred to must have a specific direction or be constructed and operated in a specific direction. Therefore, they cannot be understood as limiting the scope of protection of the present invention: the directional words "inside and outside" refer to the inside and outside relative to the contours of each component itself.

[0036] For ease of description, spatially relative terms such as "above", "above", "on the upper surface of", "above", etc. may be used here to describe the spatial positional relationship between a device or feature and other devices or features as shown in the figure. It should be understood that spatially relative terms are intended to include different orientations of the device in use or operation in addition to the orientation described in the figure. For example, if the device in the accompanying drawings is inverted, the device described as "above other devices or structures" or "above other devices or structures" will be positioned as "below other devices or structures" or "below their position devices or structures". Thus, the exemplary term "above" can include both "above" and "below". The device can also be positioned in other different ways (rotated 90 degrees or in other orientations), and the spatially relative descriptions used here are interpreted accordingly.

[0037] In addition, it should be noted that the use of terms such as "first" and "second" to limit components is only for the convenience of distinguishing the corresponding components. If not otherwise stated, the above terms have no special meaning and therefore cannot be understood as limiting the scope of protection of the present invention.

[0038] like Figures 1 to 6As shown, the present invention provides a rail vehicle coupler buffer device with adaptive initial force, comprising: a housing 1, a buffer plate 2, a connecting rod 3, a buffer 4, a pressure sensor 5, an adjustment plate 6, a front end plate 7, a rear end plate 8, an adjustment mechanism 9, an electromagnetic tube 10, a magnet tube 11, an isolation tube 12, a baffle 13, a controller 14, and a shock-absorbing airbag 15;

[0039] A connecting rod 3 integrally formed with the buffer plate 2 is installed at the front end of the shell 1, two groups of buffers 4 for buffering by the buffer plate 2 are installed in the shell 1, and the two groups of buffers 4 are symmetrically arranged on both sides of the buffer plate 2, a front end plate 7 is installed at the front end of the shell 1, a rear end plate 8 is installed at the tail of the shell 1, and an adjusting plate 6 is installed inside the shell 1 near one end of the rear end plate 8, one end of one group of buffers 4 is fixed to the surface of the front end plate 7, and one end of the other group of buffers 4 is fixed to the surface of the adjusting plate 6, a pressure sensor 5 for pressure monitoring of the buffer 4 is installed in the groove opened on the surface of the buffer plate 2, and the pressure sensor 5 is located at the end of the buffer 4, a magnetic mechanism for providing an initial tension of the connecting rod 3 is installed at the front end of the shell 1, and an adjusting mechanism 9 for adjusting the length of the buffer 4 is installed between the adjusting plate 6 and the rear end plate 8;

[0040] The magnetic mechanism includes an electromagnetic tube 10 fixed on the front end plate 7, and a magnet tube 11 sleeved in the electromagnetic tube 10, an isolation tube 12 for support is installed in the magnet tube 11, and the isolation tube 12 is tightly attached to the outer surface of the connecting rod 3, and the magnetic field direction of the magnet tube 11 is the same as the magnetic field direction of the electromagnetic tube 10 when power is turned on.

[0041] Furthermore, by means of the magnetic mechanism installed at the front end of the shell 1, when the rail vehicle is connected through the coupler, the magnetic mechanism applies a force to the shell 1 and the connecting rod 3 of the buffer 4, so that the coupler buffer 4 obtains a pulling force for the rail vehicle connection in advance, so that the coupler buffer 4 adapts to the pulling force when the rail vehicle is connected, thereby solving the problem that when the rail vehicle is connected, the coupler buffer 4 is damaged when it is displaced due to excessive vehicle pulling force. The magnetic mechanism is composed of an electromagnetic tube 10, a magnet tube 11 and an isolation tube 12. When the electromagnetic tube 10 is energized, it forms a magnetic field in the same direction as the magnet tube 11, so that the magnet tube 11 obtains a force to squeeze the buffer plate 2 under the action of the magnetic field, thereby making The connecting rod 3 obtains an initial pulling force; through the two groups of buffers 4 symmetrically arranged on both sides of the buffer plate 2, the two groups of buffers 4 can balance the stress state of the buffer plate 2 when it is not under stress under compression, thereby achieving the purpose of the two groups of buffers 4 cooperating to buffer the buffer plate 2, and the pressure sensors 5 provided on the surfaces of the buffers 4 make it convenient for the pressure sensors 5 to monitor the pressure of the two groups of buffers 4, and to calculate the pulling force on the connecting rod 3 by monitoring the pressure of the two groups of buffers 4; and the adjusting mechanism 9 installed between the adjusting plate 6 and the rear end plate 8 makes it convenient for the adjusting mechanism 9 to adjust the compression amount of the buffer 4 when the buffer plate 2 is not under stress by adjusting the position of the adjusting plate 6, thereby making it convenient to adjust the elastic force of the buffer 4 during buffering.

[0042] Furthermore, each group of buffers 4 is provided with seven buffers, and the seven buffers 4 are distributed in a circular array.

[0043] Furthermore, the buffer 4 includes an inner tube 42 welded to the surface of the adjustment plate 6 and the front end plate 7, and an outer tube 41 movably sleeved outside the inner tube 42, and the outer tube 41 contacts the buffer plate 2, and a damper 43 and a spring 44 are arranged inside the outer tube 41 and the inner tube 42, and the spring 44 is sleeved outside the damper 43, one end of the damper 43 and the spring 44 is welded and fixed to the outer tube 41, and the other end of the damper 43 and the spring 44 is welded and fixed to the inner tube 42. In this embodiment, the buffer 4 is composed of the outer tube 41, the inner tube 42, the damper 43 and the spring 44, and the damper 43 and the spring 44 are installed in the outer tube 41 and the inner tube 42, so that the damper 43 is easily reset by the spring 44 after deformation, and the outer tube 41 and the inner tube 42 are used to protect the spring 44, thereby increasing the stability of the structure of the buffer 4.

[0044] Furthermore, four baffles 13 for supporting the adjustment plate 6 are welded on the inner surface of the housing 1, and the baffles 13 are right-angled triangular plate-shaped components. In this embodiment, the four baffles 13 are welded on the inner surface of the housing 1, and the baffles 13 are used to support the adjustment plate 6, so that the adjustment plate 6 is supported by the baffles 13 to limit the maximum length of the two groups of buffers 4, thereby avoiding the problem of insufficient compression of the two groups of buffers 4 causing excessive displacement of the coupler buffer 4 when subjected to force.

[0045] Furthermore, the adjustment mechanism 9 includes a drive motor 91 mounted on the surface of the rear end plate 8, a main gear 92 is fixed to the output shaft of the drive motor 91, and a sub-gear 93 and a driven gear 94 are also rotatably mounted on the surface of the rear end plate 8, the main gear 92 is meshed with the sub-gear 93, and the sub-gear 93 is meshed with the driven gear 94, a rack 96 is fixed to the surface of the adjustment plate 6, a worm 95 meshing with the rack 96 is fixed to the upper part of the driven gear 94, a guide rod 97 is fixed to the surface of the rear end plate 8, and the rack 96 is movably mounted in the guide rod 97, and there are three sub-gears 93, driven gears 94, worms 95, racks 96 and guide rods 97 in a circular array about the axis of the drive motor 91. In this embodiment, an adjusting mechanism 9 is formed by a driving motor 91, a main gear 92, a sub-gear 93, a driven gear 94, a worm 95, a rack 96 and a guide rod 97. The main gear 92 installed on the output shaft of the driving motor 91 rotates with the worm 95 through the sub-gear 93 and the driven gear 94, and the worm 95 moves with the rack 96 when rotating, so that it is convenient for the rack 96 to move with the adjusting plate 6, thereby achieving the purpose of adjusting the length of the two groups of buffers 4, and facilitating the adjustment of the pressure of the buffer 4 on the buffer plate 2, and the rack 96 is installed on the guide rod 97. Rod 97, so that the rack 96 is guided by the guide rod 97 when it moves, which increases the stability of the rack 96 when it moves, and the sub-gear 93, driven gear 94, worm 95, rack 96, and guide rod 97 are all arranged in a circular array with three about the axis of the drive motor 91, so that the adjustment plate 6 is pushed by the three racks 96 when it moves, thereby increasing the stability of the adjustment plate 6 when it moves, and at the same time, the three sub-gears 93 are all meshed with the main gear 92, so that one main gear 92 can rotate with the three sub-gears 93 at the same time, ensuring the synchronization of the three racks 96 when they move.

[0046] Furthermore, the rack 96 includes a cylinder and teeth arranged on the cylinder, the guide rod 97 is a columnar structure, and a C-shaped groove for guiding the cylinder of the rack 96 is arranged on the side of the guide rod 97. In this embodiment, when the cylinder of the rack 96 is conveniently installed in the C-shaped groove arranged on the side of the guide rod 97, the guiding property of the guide rod 97 to the rack 96 is increased.

[0047] Furthermore, a controller 14 is also installed on the surface of the rear end plate 8, and the controller 14 is electrically connected to the adjustment mechanism 9 and the magnetic structure respectively. In this embodiment, the controller 14 is installed on the surface of the rear end plate 8, and the controller 14 is electrically connected to the adjustment mechanism 9 and the magnetic structure respectively, so that the controller 14 can control the current magnitude of the electromagnetic tube 10, so that the electromagnetic tube 10 can generate a force of different magnitude from the magnet tube 11 according to the magnitude of the current magnitude, and the controller 14 can also adjust the position of the adjustment plate 6 by driving the motor 91.

[0048] Finally, it should be noted that the above embodiments are only used to illustrate the technical solutions of the present invention, rather than to limit it. Although the present invention has been described in detail with reference to the aforementioned embodiments, those skilled in the art should understand that they can still modify the technical solutions described in the aforementioned embodiments, or replace some or all of the technical features therein by equivalents. However, these modifications or replacements do not cause the essence of the corresponding technical solutions to deviate from the scope of the technical solutions of the embodiments of the present invention.

Claims

1. A rail vehicle coupler buffer device with adaptive initial force, characterized in that: include: Shell, buffer plate, connecting rod, buffer, pressure sensor, adjustment plate, front end plate, rear end plate, adjustment mechanism, electromagnetic tube, magnet tube, isolation tube, baffle, controller, shock-absorbing airbag; A connecting rod integrally formed with a buffer plate is installed at the front end of the shell, two groups of buffers for buffering by the buffer plate are installed in the shell, and the two groups of buffers are symmetrically arranged on both sides of the buffer plate, a front end plate is installed at the front end of the shell, a rear end plate is installed at the tail of the shell, and an adjustment plate is installed inside the shell near one end of the rear end plate, one end of one group of buffers is fixed to the surface of the front end plate, and one end of the other group of buffers is fixed to the surface of the adjustment plate, a pressure sensor for buffer pressure monitoring is installed in the groove opened on the surface of the buffer plate, and the pressure sensor is located at the end of the buffer, a magnetic mechanism for providing an initial tension of the connecting rod is installed at the front end of the shell, and an adjustment mechanism for adjusting the length of the buffer is installed between the adjustment plate and the rear end plate; The magnetic mechanism includes an electromagnetic tube fixed on the front end plate, and a magnet tube sleeved inside the electromagnetic tube. An isolation tube for support is installed inside the magnet tube, and the isolation tube is tightly attached to the outer surface of the connecting rod. The magnetic field direction of the magnet tube is the same as the magnetic field direction of the electromagnetic tube when power is turned on.

2. A railway vehicle coupler buffer device with adaptive initial force according to claim 1, characterized in that: A shock-absorbing airbag for enhancing buffering is also installed between the pressure sensor and the adjustment plate.

3. A railway vehicle coupler buffer device with adaptive initial force according to claim 1, characterized in that: Each group of buffers is provided with seven, and the seven buffers are distributed in a circular array.

4. The rail vehicle coupler buffer device with adaptive initial force according to claim 1, characterized in that: The buffer includes an inner tube welded to the surfaces of the adjustment plate and the front end plate, and an outer tube movably sleeved outside the inner tube, and the outer tube is in contact with the buffer plate. A damper and a spring are arranged inside the outer tube and the inner tube, and the spring is sleeved outside the damper.

5. A railway vehicle coupler buffer device with adaptive initial force according to claim 4, characterized in that: One end of the damper and the spring is welded and fixed to the outer tube, and the other end of the damper and the spring is welded and fixed to the inner tube.

6. The rail vehicle coupler buffer device with adaptive initial force according to claim 1, characterized in that: Four baffles for adjusting the plate support are welded on the inner surface of the shell, and the baffles are right-angled triangular plate-shaped components.

7. The rail vehicle coupler buffer device with adaptive initial force according to claim 1, characterized in that: The adjustment mechanism includes a driving motor mounted on the surface of a rear end plate, a main gear being fixed to the output shaft of the driving motor, a sub-gear and a driven gear being rotatably mounted on the surface of the rear end plate, the main gear being meshed with the sub-gear, the sub-gear being meshed with the driven gear, a rack being fixed to the surface of the adjustment plate, a worm being fixed to the upper part of the driven gear and meshing with the rack, a guide rod being fixed to the surface of the rear end plate, and the rack being movably mounted in the guide rod.

8. A railway vehicle coupler buffer device with adaptive initial force according to claim 7, characterized in that: The auxiliary gear, driven gear, worm, rack and guide rod are arranged in three circular arrays about the axis of the driving motor.

9. The rail vehicle coupler buffer device with adaptive initial force according to claim 7, characterized in that: The rack includes a cylinder and teeth arranged on the cylinder. The guide rod is a columnar structure, and a C-shaped groove for guiding the rack cylinder is arranged on the side of the guide rod.

10. The rail vehicle coupler buffer device with adaptive initial force according to claim 1, characterized in that: A controller is also installed on the surface of the rear end plate, and the controller is electrically connected to the adjustment mechanism and the magnetic mechanism respectively.

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