Railway vehicle coupler buffer device with adaptive initial force

Abstract

The application provides a rail vehicle coupler buffer device with adaptive initial force, which comprises a shell, a buffer plate, a connecting rod, a buffer, a pressure sensor, an adjusting plate, a front end plate, a rear end plate, an adjusting mechanism, an electromagnetic tube, a magnet tube, an isolation tube, a baffle, a controller and a shock absorbing air bag; the shell is internally provided with two groups of buffers symmetrically arranged; the pressure sensor is mounted on the buffer plate; a magnetic mechanism is arranged at the front end to provide initial tension of the connecting rod, and the magnetic mechanism comprises the electromagnetic tube, the magnet tube and the isolation tube; the adjusting mechanism is arranged between the adjusting plate and the rear end plate, and the length of the buffer can be adjusted; the buffer comprises an inner tube, an outer sleeve, a damper and a spring; and the shock absorbing air bag and the controller are further arranged; the application solves the problem that the coupler buffer is easily damaged due to excessive tension, improves the buffer performance and stability, effectively protects the coupler buffer, prolongs the service life of the coupler buffer, and is suitable for rail vehicle connection and buffer.

Description

Technical Field

[0001] This invention relates to the field of vehicle traction technology, and more particularly to a rail vehicle coupler buffer device with adaptive initial force. Background Technology

[0002] A coupler is a hook at both ends of a train car or locomotive. It serves to connect and pull the train. The coupler is a vehicle component used to connect locomotives and cars or cars and cars, transmit traction and impact forces, and maintain a certain distance between the cars. In order to avoid hard collisions between the cars during acceleration or deceleration, a buffer device is also installed on the coupler. The coupler buffer device is a vehicle component that connects the cars to each other to transmit traction and braking forces and mitigate impact forces.

[0003] When a rail vehicle is connected by a coupler, the coupler buffer is subjected to the initial tension of the rail vehicle during traction. However, since the tension generated by the rail vehicle when overcoming a stationary state is relatively large, when the tension on the coupler buffer suddenly increases, it will cause the coupler buffer to deform due to excessive tension. This will cause the elastic components inside the coupler buffer to undergo inelastic deformation, resulting in irreversible damage to the coupler buffer and a reduction in its buffering performance. Summary of the Invention

[0004] To address the technical problem of deformation of the coupler buffer caused by a sudden increase in tensile force, this invention provides a rail vehicle coupler buffer device that adapts to initial force. The main purpose of this invention is to prevent deformation of the coupler buffer caused by a sudden increase in tensile force when the rail vehicle is stationary, which could lead to inelastic deformation of the elastic components within the coupler buffer and irreversible damage.

[0005] The technical means employed in this invention are as follows:

[0006] An adaptive initial force rail vehicle coupler buffer device includes: a housing, a buffer plate, a connecting rod, a buffer, a pressure sensor, an adjusting plate, a front end plate, a rear end plate, an adjusting mechanism, an electromagnetic tube, a magnetic tube, an isolation tube, a baffle, a controller, and a shock-absorbing airbag.

[0007] The front end of the housing is equipped with a connecting rod integrally formed with the buffer plate. Two sets of buffers for buffering the buffer plate are installed inside the housing, and the two sets of buffers are symmetrically arranged on both sides of the buffer plate. A front plate is installed at the front end of the housing, and a rear plate is installed at the rear end of the housing. An adjustment plate is installed inside the housing near the rear plate. One end of one set of buffers is fixed to the surface of the front plate, and one end of the other set of buffers is fixed to the surface of the adjustment plate. A pressure sensor for monitoring the pressure of the buffer is installed in a groove on the surface of the buffer plate, and the pressure sensor is located at the end of the buffer. A magnetic mechanism for providing the initial tension of the connecting rod is installed at the front end of the housing. An adjustment mechanism for adjusting the length of the buffer is installed between the adjustment plate and the rear plate.

[0008] The magnetic mechanism includes an electromagnet fixed on the front end plate and a magnet tube sleeved inside the electromagnet. An isolation tube for support is installed inside the magnet tube, and the isolation tube is in close contact with 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 electromagnet when energized.

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

[0010] Furthermore, each group of buffers consists of seven buffers, which are arranged in a circular 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 on the outside of the inner tube, with the outer tube in contact with the buffer plate. A damper and a spring are provided inside the outer tube and the inner tube, with the spring sleeved on the outside of the damper.

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

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

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

[0015] Furthermore, the auxiliary gear, driven gear, worm gear, rack, and guide rod are arranged in a circular array about the axis of the drive motor, and there are three of them.

[0016] Furthermore, the rack includes a cylinder and teeth provided on the cylinder, the guide rod has 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 also mounted on the surface of the rear end plate, and the controller is electrically connected to the adjustment mechanism and the magnetic mechanism respectively.

[0018] By adopting the above technical solution, the present invention has the following advantages compared with the prior art:

[0019] 1. The present invention provides a rail vehicle coupler buffer device with adaptive initial force. Through a magnetic mechanism installed at the front end of the housing, when the rail vehicle is connected by the coupler, the magnetic mechanism applies a force to the housing and connecting rod of the buffer, thereby enabling the coupler buffer to obtain a tension force for the rail vehicle connection in advance. This achieves the adaptation of the coupler buffer to the tension force during rail vehicle connection, thus solving the problem of damage to the coupler buffer due to excessive displacement caused by the vehicle tension during rail vehicle connection. The magnetic mechanism consists of an electromagnet, a magnet tube, and an isolation tube. When the electromagnet is energized, it forms a magnetic field in the same direction as the magnet tube, so that the magnet tube obtains a squeezing force on the buffer plate under the action of the magnetic field, thereby enabling the connecting rod to obtain an initial tension force.

[0020] 2. The adaptive initial force rail vehicle coupler buffer device provided by the present invention uses two sets of buffers symmetrically arranged on both sides of the buffer plate to facilitate the balance of the force state of the buffer plate when it is not under force under compression, so as to achieve the purpose of buffering the buffer plate by the cooperation of the two sets of buffers. The pressure sensor opened on the surface of the buffer facilitates the monitoring of the pressure of the two sets of buffers, and facilitates the calculation of the tension of the connecting rod by the pressure monitored by the two sets of buffers. The adjustment mechanism installed between the adjustment plate and the rear end plate facilitates the adjustment of the compression of the buffer when the buffer plate is not under force by adjusting the position of the adjustment plate, so as to facilitate the adjustment of the elastic force of the buffer during buffering.

[0021] 3. The adaptive initial force rail vehicle coupler buffer device provided by this invention utilizes an adjustment mechanism composed of a drive motor, a main gear, a secondary gear, a driven gear, a worm, a rack, and a guide rod. The main gear, mounted on the output shaft of the drive motor, drives the worm to rotate via the secondary and driven gears. The worm's rotation, in turn, moves the rack, facilitating the movement of the adjustment plate. This achieves the purpose of adjusting the length of the two sets of buffers, allowing for adjustment of the pressure exerted by the buffers on the buffer plate. The rack is mounted within the guide rod, ensuring its movement is guided and increasing stability. The secondary gear, driven gear, worm, rack, and guide rod are arranged in a circular array about the axis of the drive motor (three in total). This allows the adjustment plate to be pushed by the three racks, further increasing stability. Simultaneously, all three secondary gears mesh with the main gear, allowing one main gear to drive all three secondary gears to rotate simultaneously, ensuring synchronicity of the three rack movements.

[0022] Based on the above reasons, this invention can be promoted in the field of vehicle traction technology. Attached Figure Description

[0023] To more clearly illustrate the technical solutions in the embodiments of the present invention or the prior art, the drawings used in the description of the embodiments or the prior art will be briefly introduced below. Obviously, the drawings described below are some embodiments of the present invention. For those skilled in the art, other drawings can be obtained based on these drawings without creative effort.

[0024] Figure 1 This is a three-dimensional structural diagram of a rail vehicle coupler buffer device with adaptive initial force as described in this invention;

[0025] Figure 2 This is a three-dimensional cross-sectional view of a rail vehicle coupler buffer device with adaptive initial force as described in this invention;

[0026] Figure 3 This is a three-dimensional cross-sectional view II of the adaptive initial force rail vehicle coupler buffer device described in this invention;

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

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

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

[0030] In the diagram: 1. Housing; 2. Buffer plate; 3. Connecting rod; 4. Buffer; 41. Outer tube; 42. Inner tube; 43. Damper; 44. Spring; 5. Pressure sensor; 6. Adjusting plate; 7. Front plate; 8. Rear plate; 9. Adjusting mechanism; 91. Drive motor; 92. Main gear; 93. Secondary gear; 94. Driven gear; 95. Worm gear; 96. Rack; 97. Guide rod; 10. Electromagnetic tube; 11. Magnetic tube; 12. Isolation tube; 13. Baffle; 14. Controller; 15. Shock-absorbing airbag. Detailed Implementation

[0031] It should be noted that, unless otherwise specified, the embodiments and features described in the present invention can be combined with each other. The present invention will now be described in detail with reference to the accompanying drawings and embodiments.

[0032] To make the objectives, technical solutions, and advantages of the embodiments of the present invention clearer, the technical solutions of the embodiments of the present invention will be clearly and completely described below with reference to the accompanying drawings. Obviously, the described embodiments are only some embodiments of the present invention, and not all embodiments. The following description of at least one exemplary embodiment is merely illustrative and is in no way intended to limit the present invention or its application or use. Based on the embodiments of the present invention, all other embodiments obtained by those skilled in the art without creative effort are within the scope of protection of the present invention.

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

[0034] Unless otherwise specifically stated, the relative arrangement, numerical expressions, and values ​​of the components and steps described in these embodiments do not limit the scope of the invention. It should also be understood that, for ease of description, the dimensions of the various parts shown in the drawings are not drawn to actual scale. Techniques, methods, and devices known to those skilled in the art may not be discussed in detail, but where appropriate, such techniques, methods, and devices should be considered part of the specification. In all examples shown and discussed herein, any specific values ​​should be interpreted as merely exemplary and not as limitations. Therefore, other examples of exemplary embodiments may have different values. It should be noted that similar reference numerals and letters in the following figures denote similar items; therefore, once an item is defined in one figure, it need not be further discussed in subsequent figures.

[0035] In the description of this invention, it should be understood that the orientation or positional relationship indicated by directional terms such as "front, back, up, down, left, right", "horizontal, vertical, horizontal" and "top, bottom" is generally based on the orientation or positional relationship shown in the accompanying drawings, and is only for the convenience of describing this invention and simplifying the description. Unless otherwise stated, these directional terms do not indicate or imply that the device or element referred to must have a specific orientation or be constructed and operated in a specific orientation, and therefore should not be construed as a limitation on the scope of protection of this invention. The directional terms "inner" and "outer" refer to the inner and outer contours relative to the outline of each component itself.

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

[0037] Furthermore, it should be noted that the use of terms such as "first" and "second" to define components is merely for the purpose of distinguishing the corresponding components. Unless otherwise stated, the above terms have no special meaning and therefore should not be construed as limiting the scope of protection of this invention.

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

[0039] The front end of the housing 1 is equipped with a connecting rod 3 integrally formed with the buffer plate 2. Two sets of buffers 4 for buffering the buffer plate 2 are installed inside the housing 1, and the two sets of buffers 4 are symmetrically arranged on both sides of the buffer plate 2. A front plate 7 is installed at the front end of the housing 1, and a rear plate 8 is installed at the rear end of the housing 1. An adjusting plate 6 is installed inside the housing 1 near the rear plate 8. One end of one set of buffers 4 is fixed to the surface of the front plate 7, and one end of the other set of buffers 4 is fixed to the surface of the adjusting plate 6. A pressure sensor 5 for monitoring the pressure 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 the initial tension of the connecting rod 3 is installed at the front end of the housing 1. An adjusting mechanism 9 for adjusting the length of the buffer 4 is installed between the adjusting plate 6 and the rear plate 8.

[0040] The magnetic mechanism includes an electromagnetic tube 10 fixed on the front end plate 7, and a magnet tube 11 sleeved inside the electromagnetic tube 10. An isolation tube 12 for support is installed inside the magnet tube 11, and the isolation tube 12 is in close contact with the outer surface of the connecting rod 3. The magnetic field direction of the magnet tube 11 is the same as the magnetic field direction of the electromagnetic tube 10 when energized.

[0041] Furthermore, through the magnetic mechanism installed at the front end of the housing 1, when the rail vehicle is connected by the coupler, the magnetic mechanism applies a force to the housing 1 and connecting rod 3 of the buffer 4, thereby enabling the coupler buffer 4 to obtain a tension force in advance for the rail vehicle connection. This achieves the adaptation of the coupler buffer 4 to the tension force during rail vehicle connection, thus solving the problem of damage to the coupler buffer 4 due to excessive displacement caused by the vehicle tension during rail vehicle connection. The magnetic mechanism consists of an electromagnetic tube 10, a magnetic 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 magnetic tube 11, so that the magnetic tube 11 obtains a squeezing force on the buffer plate 2 under the action of the magnetic field, thereby enabling... The connecting rod 3 receives the initial tension; the two sets of buffers 4 symmetrically arranged on both sides of the buffer plate 2 facilitate the balance of the force state of the buffer plate 2 when it is not under pressure under compression, thus realizing the purpose of the two sets of buffers 4 working together to buffer the buffer plate 2. The pressure sensor 5 opened on the surface of the buffer 4 facilitates the monitoring of the pressure of the two sets of buffers 4, and facilitates the calculation of the tension on the connecting rod 3 by monitoring the pressure of the two sets of buffers 4. The adjustment mechanism 9 installed between the adjustment plate 6 and the rear end plate 8 facilitates the adjustment mechanism 9 to adjust the compression of the buffer 4 when the buffer plate 2 is not under pressure by adjusting the position of the adjustment plate 6, thus facilitating the adjustment of the elastic force of the buffer 4 during buffering.

[0042] Furthermore, each group of buffers 4 has 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 surfaces of the adjusting plate 6 and the front end plate 7, and an outer tube 41 movably sleeved around the inner tube 42, with the outer tube 41 in contact with the buffer plate 2. A damper 43 and a spring 44 are disposed within the outer tube 41 and the inner tube 42, with the spring 44 sleeved around the damper 43. One end of the damper 43 and the spring 44 are welded and fixed to the outer tube 41, and the other end of the damper 43 and the spring 44 are welded and fixed to the inner tube 42. In this embodiment, the buffer 4, composed of the outer tube 41, the inner tube 42, the damper 43, and the spring 44, with the damper 43 and the spring 44 installed within the outer tube 41 and the inner tube 42, facilitates the reset of the damper 43 after deformation via the spring 44. The outer tube 41 and the inner tube 42 also protect the spring 44, increasing the stability of the buffer 4 structure.

[0044] Furthermore, four baffles 13 for supporting the adjusting plate 6 are welded to 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 welded to the inner surface of the housing 1 simultaneously support the adjusting plate 6, thereby limiting the maximum length of the two sets of buffers 4 after the adjusting plate 6 is supported by the baffles 13. This avoids the problem of excessive displacement of the coupler buffer 4 under force due to insufficient compression of the two sets of buffers 4.

[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. A secondary gear 93 and a driven gear 94 are also rotatably mounted on the surface of the rear end plate 8. The main gear 92 meshes with the secondary gear 93, and the secondary gear 93 meshes with the driven gear 94. A rack 96 is fixed to the surface of the adjustment plate 6. A worm 95 that meshes 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. The secondary gear 93, the driven gear 94, the worm 95, the rack 96, and the guide rod 97 are arranged in a circular array about the axis of the drive motor 91. In this embodiment, an adjustment mechanism 9, composed of a drive motor 91, a main gear 92, a secondary gear 93, a driven gear 94, a worm 95, a rack 96, and a guide rod 97, is used. The main gear 92, mounted on the output shaft of the drive motor 91, drives the worm 95 to rotate via the secondary gear 93 and the driven gear 94. The rotation of the worm 95 causes the rack 96 to move, facilitating the movement of the rack 96 along with the adjustment plate 6. This achieves the purpose of adjusting the length of the two sets of buffers 4, facilitating the adjustment of the pressure of the buffers 4 on the buffer plate 2. The rack 96, mounted on the guide rod 97, is used for this purpose. Inside the rod 97, the rack 96 is guided by the guide rod 97 when it moves, which increases the stability of the rack 96 when it moves. The secondary gear 93, driven gear 94, worm gear 95, rack 96 and guide rod 97 are arranged in a ring about the axis of the drive motor 91. Thus, the adjusting plate 6 is pushed by the three racks 96 when it moves, which further increases the stability of the adjusting plate 6 when it moves. At the same time, the three secondary gears 93 are all meshed with the main gear 92, which makes it easy for one main gear 92 to drive the three secondary gears 93 to rotate simultaneously, ensuring the synchronicity of the movement of the three racks 96.

[0046] Furthermore, the rack 96 includes a cylinder and teeth disposed on the cylinder, and the guide rod 97 has a columnar structure, with a C-shaped groove on the side of the guide rod 97 for guiding the cylindrical rack 96. In this embodiment, the guide rod 97 increases the guiding ability of the rack 96 to the rack 96 when the cylindrical rack 96 is installed in the C-shaped groove on the side of the guide rod 97.

[0047] Furthermore, a controller 14 is also mounted on the surface of the rear end plate 8, and the controller 14 is electrically connected to the adjustment mechanism 9 and the magnetic mechanism respectively. In this embodiment, the controller 14 mounted on the surface of the rear end plate 8, which is electrically connected to the adjustment mechanism 9 and the magnetic structure respectively, facilitates the controller 14 to control the magnitude of the current energized by the solenoid tube 10, thereby facilitating the solenoid tube 10 to generate a force of different magnitude than that of the magnet tube 11 according to the magnitude of the energized current. At the same time, the controller 14 also adjusts the position of the adjustment plate 6 by controlling the drive motor 91.

[0048] Finally, it should be noted that the above embodiments are only used to illustrate the technical solutions of the present invention, and are not intended to limit them. Although the present invention has been described in detail with reference to the foregoing embodiments, those skilled in the art should understand that modifications can still be made to the technical solutions described in the foregoing embodiments, or equivalent substitutions can be made to some or all of the technical features therein. Such modifications or substitutions 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: Housing, buffer plate, connecting rod, shock absorber, pressure sensor, adjusting plate, front plate, rear plate, adjusting mechanism, solenoid tube, magnet tube, isolation tube, baffle, controller, shock-absorbing airbag; The front end of the housing is equipped with a connecting rod integrally formed with the buffer plate. Two sets of buffers for buffering the buffer plate are installed inside the housing, and the two sets of buffers are symmetrically arranged on both sides of the buffer plate. A front plate is installed at the front end of the housing, and a rear plate is installed at the rear end of the housing. An adjustment plate is installed inside the housing near the rear plate. One end of one set of buffers is fixed to the surface of the front plate, and one end of the other set of buffers is fixed to the surface of the adjustment plate. A pressure sensor for monitoring the pressure of the buffer is installed in a groove on the surface of the buffer plate, and the pressure sensor is located at the end of the buffer. A magnetic mechanism for providing the initial tension of the connecting rod is installed at the front end of the housing. An adjustment mechanism for adjusting the length of the buffer is installed between the adjustment plate and the rear plate. The magnetic mechanism includes an electromagnet fixed on the front end plate and a magnet tube sleeved inside the electromagnet. An isolation tube for support is installed inside the magnet tube, and the isolation tube is in close contact with 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 electromagnet when energized.

2. The adaptive initial force rail vehicle coupler buffer device according to claim 1, characterized in that, A shock-absorbing airbag is also installed between the pressure sensor and the regulating plate to enhance cushioning.

3. The adaptive initial force rail vehicle coupler buffer device according to claim 1, characterized in that, Each group of buffers consists of seven buffers, which are arranged in a circular array.

4. The adaptive initial force rail vehicle coupler buffer device according to claim 1, characterized in that, 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 on the outside of the inner tube, with the outer tube in contact with the buffer plate. A damper and a spring are provided inside the outer tube and the inner tube, with the spring sleeved on the outside of the damper.

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

6. The adaptive initial force rail vehicle coupler buffer device according to claim 1, characterized in that, The inner surface of the housing is welded with four baffles for supporting the adjustment plate, and the baffles are right-angled triangular plate-shaped components.

7. The adaptive initial force rail vehicle coupler buffer device according to claim 1, characterized in that, The adjustment mechanism includes a drive motor mounted on the surface of the rear end plate. A main gear is fixed to the output shaft of the drive motor. A secondary gear and a driven gear are rotatably mounted on the surface of the rear end plate. The main gear meshes with the secondary gear, and the secondary gear meshes with the driven gear. A rack is fixed to the surface of the adjustment plate. A worm gear that meshes 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.

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

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

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

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