Compartment structure with omni-directional vibration reduction function

Abstract

The compartment structure comprises a compartment and an equipment buffer box arranged in the compartment, a vibration reduction base is further arranged in the compartment, the vibration reduction base is fixedly connected to the inner bottom wall of the compartment, and two sets of matrix springs are arranged on the upper end face of the vibration reduction base; the number of the stand columns is four, and the stand columns are vertically distributed at all corners of the equipment buffer box; one end of the catenary is fixed on the inner top wall of the carriage, and the other end of the catenary is divided into two strands which are respectively connected to two sides of the top wall of the equipment buffer box to buffer lateral inertia force. The damping device is compact and reasonable in structure and convenient to operate, all-directional absorption and dispersion of vibration in the running process of a vehicle are achieved through the synergistic effect of multiple buffering structures and the well-designed damping assembly, safe and stable operation of vehicle-mounted instruments is effectively protected, and the service life of the vehicle-mounted instruments is prolonged. The all-directional vibration reduction compartment structure is excellent in vibration reduction effect, flexibility, stability and the like, and has wide application prospects and popularization value.

Description

Technical Field

[0001] The invention relates to the technical field of vibration-damping vehicles, and in particular to a vehicle compartment structure with omnidirectional vibration-damping. Background Art

[0002] During vehicle transportation, the safe and stable operation of on-board instruments is crucial. However, vehicles often encounter various complex road conditions during driving, such as uneven roads, sharp turns, and sudden braking, which will cause strong vibrations and inertial forces in the car. If these vibrations and inertial forces are directly transmitted to the on-board instruments, they will not only affect their normal operation, but may also cause damage to the instruments and even cause safety accidents.

[0003] Traditional all-round shock-absorbing car structures often use a single buffer structure, such as simple spring shock absorption or rubber shock absorption. However, these single buffer structures often fail to provide sufficient shock absorption when facing complex road conditions. They may not be able to effectively absorb and disperse vibrations and inertial forces from different directions, resulting in the on-board instruments still being subjected to greater shock and vibration. In addition, traditional shock-absorbing devices often lack flexibility and adaptability, and cannot be adjusted and optimized according to on-board instruments of different sizes and weights.

[0004] Therefore, there is an urgent need for a car body structure that can effectively absorb and disperse various vibrations and inertial forces generated during vehicle driving, and at the same time has high flexibility and adaptability for all-round vibration reduction. This shock-absorbing device needs to be able to cope with various challenges under complex road conditions and ensure the safe and stable operation of on-board instruments during transportation. Specifically, it needs to have the following characteristics: First, it can absorb and disperse vibrations and inertial forces in all directions, including vertical, horizontal and lateral vibrations; second, it can be adjusted according to the size and weight of the on-board instruments to meet the needs of use in different scenarios; third, it has a high degree of stability and reliability, and can maintain stable shock-absorbing performance during long-term use; fourth, it is easy to install and reliable to use, and can be widely used in various occasions and fields that need to protect on-board instruments.

[0005] To this end, we propose a car body structure with all-round vibration reduction. Summary of the invention

[0006] In view of the shortcomings of the above-mentioned existing production technology, the applicant provides a car body structure with all-round vibration reduction. Through the synergistic effect of multiple buffer structures and carefully designed shock-absorbing components, all-round absorption and dispersion of vibrations during vehicle driving are achieved, effectively protecting the safety and stable operation of on-board instruments.

[0007] The technical solution adopted by the present invention is as follows:

[0008] A carriage structure with omnidirectional vibration reduction includes a carriage and an equipment buffer box arranged in the carriage, wherein the carriage is further provided with:

[0009] A vibration-damping base, which is fixedly connected to the bottom wall of the carriage, and two groups of matrix springs are arranged on the upper end surface of the vibration-damping base, one group of matrix springs includes a plurality of bottom buffer springs connected to the bottom of the equipment buffer box, and the other group of matrix springs includes four corner buffer springs connected to the corners of the equipment buffer box;

[0010] There are four upright posts, which are vertically distributed at each corner of the equipment buffer box, and the upright posts float on the inner wall of the carriage in the horizontal direction, and the side walls of the upright posts are provided with side wall buffer springs connected to the equipment buffer box, and the four upright posts are connected with two sets of elastic restraint belts perpendicular to the moving direction of the vehicle to buffer the inertial force of starting and braking;

[0011] One end of the catenary is fixed on the top wall of the carriage, and the other end of the catenary is divided into two strands, which are respectively connected to the two sides of the top wall of the equipment buffer box to buffer the lateral inertia force.

[0012] In one embodiment, the bottom buffer spring, corner buffer spring and side wall buffer spring are all cylindrical springs, and two symmetrical connecting blocks are arranged radially on the cylindrical spring (the connecting blocks are provided with spiral holes for facilitating the passage of the cylindrical springs), (the length of the connecting blocks is the same as the length of the cylindrical springs), and the two connecting blocks are respectively connected to the equipment buffer box and the corresponding column or vibration damping base.

[0013] In one of the embodiments, the upper and lower ends of the column are connected to the sliding end feet through end foot connectors respectively. The sliding end feet are horizontally slidably arranged in a groove opened on the carriage, and a spiral spring is arranged circumferentially of the sliding end feet.

[0014] In one embodiment, the cross-sections of the groove and the sliding end foot are both circular, and the diameter of the groove is times the diameter of the sliding end foot.

[0015] In one of the embodiments, an axial adjustment structure is provided on the end leg connector, and the axial adjustment structure includes a slide groove, a pin and a socket. The column is inserted into the socket provided on the end leg connector, and a pin is provided on the end leg connector to be inserted into the column, so as to adjust the axial distance between the column and the end leg connector.

[0016] In one embodiment, the connection node between the catenary and the car is located on a vertical line of the center of gravity of the equipment buffer box, and the catenary is in a relaxed state (that is, the distance from the connection point between the catenary and the car to the connection point between the catenary and the equipment buffer box is less than the length of the catenary, so that the equipment buffer box can only achieve buffering when it receives lateral inertia), and the catenary is connected to the middle of the side walls at both ends of the top of the equipment buffer box.

[0017] In one of the embodiments, the number of the bottom buffer springs is at least 6, and the six bottom buffer springs are arranged in groups of two along the moving direction of the carriage, and are respectively placed at 1 / 4, 1 / 2, and 3 / 4 of the bottom of the equipment buffer box.

[0018] In one of the embodiments, it also includes a vehicle body that drives the vehicle compartment to move.

[0019] In one embodiment, the two groups of elastic straps are respectively located at the front side and the rear side of the forward direction of the equipment buffer box, and each group of the elastic straps includes at least one elastic strap.

[0020] In one embodiment, the two sets of elastic straps are made of polyester, nylon or other high-strength materials.

[0021] The beneficial effects of the present invention are as follows:

[0022] The present invention has a compact and reasonable structure and is easy to operate. Through the synergistic effect of multiple buffer structures and carefully designed shock-absorbing components, it achieves all-round absorption and dispersion of vibrations during vehicle driving, effectively protecting the safety and stable operation of on-board instruments. Its highly flexible and adaptable design enables the device to adapt to on-board instruments of different sizes and weights, meeting diverse usage requirements. At the same time, the stable and reliable connection method and high-strength shock-absorbing components ensure the stability and safety of the device and extend its service life. In summary, the all-round shock-absorbing car structure of this embodiment performs well in terms of shock absorption effect, flexibility and stability, and has broad application prospects and promotion value.

[0023] At the same time, the present invention also has the following advantages:

[0024] All-round shock absorption to improve instrument safety: The all-round shock absorption carriage structure of this embodiment uses multiple buffer structures, including bottom buffer springs, corner buffer springs, side wall buffer springs, and catenary components to achieve all-round absorption and dispersion of vertical, horizontal and lateral vibrations generated during vehicle driving. This design ensures that the on-board instruments can maintain safe and stable operation even under complex road conditions, and effectively avoids direct impact and damage to the instruments by vibration and inertial force. Compared with the traditional single buffer structure, the shock absorption effect of this device is more significant, greatly improving the safety of the instrument.

[0025] High flexibility and adaptability to meet diverse needs: The column in this shock-absorbing device is designed with a floating function and is equipped with an axial adjustment structure, so that the height and inclination angle of the column can be adjusted according to actual needs. This design enables the device to adapt to vehicle-mounted instruments of different sizes and weights, improving the flexibility and adaptability of the shock-absorbing device. At the same time, the tension and length of the elastic strap can also be adjusted, further enhancing the versatility of the device. This highly flexible and adaptable design enables the device to be widely used in various occasions and fields that need to protect vehicle-mounted instruments, meeting diverse usage needs. BRIEF DESCRIPTION OF THE DRAWINGS

[0026] Figure 1 It is a structural schematic diagram of the present invention.

[0027] Figure 2 for Figure 1 Schematic diagram of the structure of the middle carriage.

[0028] Figure 3 for Figure 2 Side view of.

[0029] Figure 4 for Figure 3 A partial enlarged view of part A in the middle.

[0030] Among them: 100, carriage; 200, vibration-damping base; 300, equipment buffer box; 400, column; 500, catenary; 600, car body;

[0031] 201, bottom buffer spring; 202, corner buffer spring;

[0032] 401, side wall buffer spring; 402, end foot connector; 4021, axial adjustment structure; 403, elastic restraint belt; 404, volute spring; 405, sliding end foot. DETAILED DESCRIPTION

[0033] The specific implementation of the present invention is described below in conjunction with the accompanying drawings.

[0034] like Figure 1-Figure 4 As shown, this embodiment discloses a car compartment structure with all-round vibration reduction, which aims to effectively absorb and disperse various vibrations and inertial forces generated during vehicle driving through multiple buffer structures, thereby protecting the safety and stable operation of vehicle-mounted instruments. The specific implementation of the present invention will be described in detail below in conjunction with the accompanying drawings.

[0035] like Figure 1As shown, the all-round vibration-damping carriage structure of this embodiment mainly includes a carriage 100, an equipment buffer box 300 disposed in the carriage 100, and a series of carefully designed vibration-damping components. The carriage 100 serves as a carrier of the entire device, and its internal structure provides installation space for the vibration-damping device. The equipment buffer box 300 directly carries the on-board instruments that need to be protected and is the core part of the entire vibration-damping device.

[0036] like Figure 2 and Figure 3 As shown, the vibration-damping base 200 in this embodiment is fixedly welded to the inner bottom wall of the carriage 100, providing a stable support foundation for the equipment buffer box 300. Two sets of matrix springs are arranged on the upper end surface of the vibration-damping base 200, which are important components of the shock-absorbing device. One set of matrix springs includes a plurality of bottom buffer springs 201 connected to the bottom of the equipment buffer box 300. These bottom buffer springs 201 are evenly distributed and can effectively absorb vibrations from the bottom of the carriage, preventing the vibrations from being directly transmitted to the instruments in the equipment buffer box 300.

[0037] In this embodiment, the number of the bottom buffer springs 201 is at least 6, and they are arranged in groups of two along the moving direction of the carriage, and are respectively placed at 1 / 4, 1 / 2, and 3 / 4 of the bottom of the equipment buffer box 300. Such a layout not only ensures the uniformity of the buffer effect, but also improves the stability of the overall structure, and can evenly support the weight of the equipment buffer box 300, while making the equipment buffer box 300 more balanced. The selection of the bottom buffer spring 201 takes into account its elastic coefficient and durability, ensuring that stable shock absorption performance can be maintained in long-term use, while avoiding the reduction of shock absorption effect due to spring aging or fatigue.

[0038] Another set of matrix springs includes four corner buffer springs 202 connected to the corners of the device buffer box 300. The provision of the corner buffer springs 202 not only enhances the support force of the device buffer box 300 at the four corners, but also effectively resists impact and vibration from the side, further improving the shock absorption effect.

[0039] In this embodiment, Figure 1-Figure 4 As shown, there are four columns 400, which are vertically distributed at each corner of the equipment buffer box 300, and there is a certain distance between the columns 400 and the equipment buffer box 300. The rectangle formed by the four columns 400 is a proportional enlargement of the shape of the equipment buffer box 300, so that no columns 400 are set in the front, back, left and right directions of the equipment buffer box 300, so as to avoid damage to the columns 400 caused by direct collision.

[0040] The column 400 not only provides additional support for the equipment buffer box 300, but is also connected to the equipment buffer box 300 through the side wall buffer spring 401 arranged on its side wall, further enhancing the shock absorption effect. The side wall buffer spring 401 can absorb the vibration of the equipment buffer box 300 in the horizontal direction, ensuring that the instrument remains stable during the driving of the vehicle. At the same time, the column is arranged in the carriage 100, which can improve the support strength of the carriage 100.

[0041] The column 400 in this embodiment can float in the horizontal direction. Specifically, the upper and lower ends of the column 400 are connected to the sliding end foot 405 through the end foot connector 402, and the sliding end foot 405 is horizontally slidably arranged in a groove provided on the carriage 100. This design enables the column 400 to float in the horizontal direction, further enhancing the flexibility of the shock absorbing device. The sliding end foot 405 is circumferentially provided with a spiral spring 404, which provides additional buffering force when the column 400 floats, so that the column 400 can quickly return to its original position when subjected to external force, thereby ensuring the stability and reliability of the shock absorbing device. The spiral spring 404 can not only ensure the stability of the column 400 during the floating process, but also avoid damage to the instrument caused by excessive shaking.

[0042] Two sets of elastic straps 403 perpendicular to the moving direction of the vehicle are connected to the column 400, and are respectively located at the front and rear sides of the forward direction of the equipment buffer box 300. The elastic straps 403 can buffer the inertial force of starting and braking, prevent the equipment buffer box 300 from shaking back and forth due to inertia, and also prevent the equipment buffer box 300 from moving forward rapidly and thus detaching from the vibration-damping base 200 in the event of an emergency brake.

[0043] Each set of elastic straps 403 includes at least one elastic strap, and is preferably made of polyester, nylon or other high-strength materials to ensure sufficient strength and durability. The tension and length of the elastic straps 403 can be adjusted according to actual needs to accommodate vehicle-mounted instruments of different weights and sizes. At the same time, the installation position of the elastic straps 403 is also carefully designed to ensure that the best binding effect is provided without affecting the normal operation of the instrument.

[0044] One end of the catenary 500 is fixed on the top wall inside the carriage 100, and the other end is divided into two strands, which are respectively connected to the two sides of the top wall of the equipment buffer box 300. The design of the catenary 500 is mainly to buffer the lateral inertial force. When the vehicle turns, the catenary 500 can absorb and disperse the lateral force on the equipment buffer box 300 to protect the instrument from damage. The connection node between the catenary 500 and the carriage 100 is located on the vertical line of the center of gravity of the equipment buffer box 300, and the catenary 500 is in a relaxed state. Such a design ensures that the catenary 500 will only work when the equipment buffer box 300 is subjected to lateral inertial force, avoiding unnecessary interference. The catenary 500 can provide sufficient buffering force, and will not affect the shock absorption effect due to being too long or too short. At the same time, the connection method of the catenary 500 also adopts a high-strength and reliable connection method to ensure its stability and safety in long-term use.

[0045] like Figure 2 and Figure 3 As shown, the bottom buffer spring 201, the corner buffer spring 202 and the side wall buffer spring 401 are all cylindrical springs, and two symmetrical connecting blocks are arranged radially of the cylindrical springs. The connecting blocks are provided with spiral holes for the cylindrical springs to pass through, which increases the contact area between the connecting blocks and the springs, so that the springs can be firmly connected to the equipment buffer box 300 and the corresponding column 400 or the vibration-damping base 200. By adopting this structural connection method, the buffering effect in multiple directions can be improved, and the buffering effect in the vertical direction can be improved.

[0046] The length of the connection block is the same as that of the cylindrical spring. This design not only improves the stability of the connection, but also ensures that the spring can evenly disperse the pressure when it is stressed, thereby extending the service life of the spring. At the same time, the connection between the connection block and the spring and the equipment buffer box 300 also adopts a high-strength and reliable connection method, such as bolt connection or welding, to ensure the stability and safety of the entire shock absorbing device.

[0047] The connecting block at the corner buffer spring 202 is tilted, and the tilted surface faces the equipment buffer box. The tilt angle and installation position of the corner buffer spring 202 are precisely calculated to ensure that when the vehicle turns or encounters uneven roads, it can absorb and disperse the lateral force generated to the maximum extent, thereby protecting the on-board instruments from damage.

[0048] An axial adjustment structure 4021 is provided on the end foot connector 402, so that the axial distance between the column 400 and the end foot connector 402 can be adjusted according to actual needs. The axial adjustment structure 4021 includes a slide groove, a latch and a socket. The column 400 is plugged into the socket provided on the end foot connector 402, and a latch is provided on the end foot connector 402 to be inserted into the column 400. By adjusting the position of the latch in the slide groove, the height and inclination angle of the column 400 can be easily changed to adapt to vehicle-mounted instruments of different sizes and weights. The design of the axial adjustment structure 4021 not only improves the flexibility and adaptability of the shock absorbing device, but also makes the entire device more convenient and quick during installation and debugging. At the same time, the reliability and stability of the axial adjustment structure 4021 are also fully guaranteed to ensure that the shock absorbing effect will not be affected by looseness or damage during long-term use.

[0049] The cross-sections of the groove and the sliding end foot 405 are both circular, and the diameter of the groove is 1-3 times the diameter of the sliding end foot 405. Such a design not only ensures the free sliding of the sliding end foot 405 in the groove, but also avoids the shaking and noise caused by the excessive gap and the excessive gap affecting the effect of the spiral spring 404. At the same time, the circular design also enables the sliding end foot 405 to automatically adjust its position when subjected to external force, further enhancing the flexibility and stability of the shock absorbing device. The surfaces of the groove and the sliding end foot 405 are smoothed to reduce friction resistance and wear. At the same time, the depth and width of the groove are also accurately calculated and designed according to actual needs to ensure the stable sliding and effective support of the sliding end foot 405 therein, while preventing the spiral spring 404 from detaching.

[0050] The all-round vibration-damping carriage structure of this embodiment also includes a body 600 that drives the carriage 100 to move. The body 600 can be various types of vehicles, such as trucks, buses, special vehicles, etc. The body 600 drives the carriage 100 to move through its power system, and the all-round vibration-damping carriage structure is responsible for protecting the instruments in the carriage 100 from damage due to vibration and impact. The selection and configuration of the body 600 are determined according to actual needs to ensure that it can meet the use requirements in different scenarios and conditions. At the same time, the connection method and stability between the body 600 and the carriage 100 are also fully considered and guaranteed to ensure the safety and reliability of the entire device during driving.

[0051] In this embodiment, the specific working principle is as follows:

[0052] When the vehicle travels on an uneven road, vertical vibrations will be generated. At this time, the bottom buffer springs 201 at the bottom of the equipment buffer box 300 play a role first. They are evenly distributed and firmly connected between the vibration-damping base 200 and the equipment buffer box 300. The bottom buffer springs 201 absorb and disperse the vibration energy from the bottom of the car through their elastic deformation, preventing these vibrations from being directly transmitted to the instruments in the equipment buffer box 300, thereby achieving a preliminary shock-absorbing effect.

[0053] When the vehicle turns or encounters a lateral impact, the corner of the equipment buffer box 300 will be subjected to a large lateral force. At this time, the corner buffer springs 202 play a role. They are obliquely connected between the corner of the equipment buffer box 300 and the vibration-damping base 200. Through their elastic deformation and tilt angle design, they effectively absorb and disperse the lateral force to protect the vehicle-mounted instruments from damage caused by lateral impacts.

[0054] During the driving process of the vehicle, horizontal vibration may also be generated. At this time, the side wall buffer springs 401 on the side walls of the column 400 come into play. They are connected between the column 400 and the equipment buffer box 300, and absorb and disperse the vibration energy in the horizontal direction through their elastic deformation, ensuring that the equipment buffer box 300 remains stable in the horizontal direction, thereby protecting the on-board instruments from interference from horizontal vibration.

[0055] The column 400 is connected to the carriage 100 through the end foot connector 402 and the sliding end foot 405, and can float in the horizontal direction. When the equipment buffer box 300 is subjected to external force and horizontal displacement occurs, the column 400 floats accordingly, and the sliding end foot 405 slides in the groove of the carriage 100. At this time, the spiral springs 404 come into play. They are arranged circumferentially around the sliding end foot 405, and through their elastic force, the column 400 can quickly return to its original position after being subjected to external force, thereby ensuring the stability and reliability of the shock absorbing device.

[0056] When the vehicle starts, brakes or stops suddenly, inertial force in the front-to-back direction is generated. At this time, the elastic straps 403 connected to the pillars 400 come into play. They are arranged perpendicular to the moving direction of the vehicle and are firmly connected to the front and rear sides of the equipment buffer box 300. The elastic straps 403 absorb and disperse the inertial force in the front-to-back direction through their elasticity and tension, preventing the equipment buffer box 300 from shaking forward and backward or detaching from the vibration-damping base 200 due to inertia.

[0057] When the vehicle turns or encounters a side wind, the equipment buffer box 300 will be subjected to a large lateral inertia force. At this time, the catenary 500 comes into play, one end of which is fixed to the top wall of the vehicle compartment 100, and the other end is divided into two parts and connected to both sides of the top wall of the equipment buffer box 300. The catenary 500 absorbs and disperses the lateral inertia force through its relaxation state and elastic deformation, protecting the vehicle-mounted instruments from damage by the lateral inertia force.

[0058] The bottom buffer spring 201, the corner buffer spring 202 and the side wall buffer spring 401 are all connected to the equipment buffer box 300 and the corresponding column 400 or the vibration-damping base 200 through the connecting block. The spiral hole opened on the connecting block increases the contact area with the spring, ensuring that the spring can be firmly connected and evenly disperse the pressure. This connection method improves the stability and safety of the shock-absorbing device.

[0059] The axial adjustment structure 4021 on the end foot connector 402 allows the axial distance between the column 400 and the end foot connector 402 to be adjusted according to actual needs. By adjusting the position of the latch in the slide slot, the height and tilt angle of the column 400 can be changed to accommodate vehicle-mounted instruments of different sizes and weights. This design improves the flexibility and adaptability of the shock absorbing device.

[0060] In summary, the all-round vibration-damping vehicle compartment structure of this embodiment realizes the effective absorption and dispersion of vibration during vehicle driving through the synergistic effect of multiple buffer structures and carefully designed shock-absorbing components, thereby protecting the safety and stable operation of vehicle-mounted instruments. At the same time, the device also has the advantages of high flexibility, strong adaptability, easy installation, and reliable use, and can be widely used in various occasions and fields where vehicle-mounted instruments need to be protected.

[0061] The above description is an explanation of the present invention, not a limitation of the present invention. The scope of the present invention is defined in the claims. Any form of modification may be made within the scope of protection of the present invention.

Claims

1. A car compartment structure with omnidirectional vibration reduction, characterized in that: The vehicle comprises a carriage and an equipment buffer box arranged in the carriage. The carriage is also provided with: A vibration-damping base, which is fixedly connected to the bottom wall of the carriage, and two groups of matrix springs are arranged on the upper end surface of the vibration-damping base, one group of matrix springs includes a plurality of bottom buffer springs connected to the bottom of the equipment buffer box, and the other group of matrix springs includes four corner buffer springs connected to the corners of the equipment buffer box; four columns, which are vertically distributed at the corners of the equipment buffer box, and the columns float on the inner wall of the carriage in the horizontal direction, and the side walls of the columns are provided with side wall buffer springs connected to the equipment buffer box, and the four columns are connected with two groups of elastic restraints perpendicular to the moving direction of the vehicle to buffer the inertial force of starting and braking; One end of the catenary is fixed on the top wall of the carriage, and the other end of the catenary is divided into two strands, which are respectively connected to the two sides of the top wall of the equipment buffer box to buffer the lateral inertia force.

2. A car compartment structure with omnidirectional vibration reduction as claimed in claim 1, characterized in that: The springs in the bottom buffer spring, corner buffer spring and side wall buffer spring are all cylindrical springs, and two symmetrical connecting blocks are arranged radially on the cylindrical spring, and the two connecting blocks are respectively connected to the equipment buffer box and the corresponding column or vibration-damping base, and the connecting block at the corner buffer spring is inclined, and the inclined surface faces the equipment buffer box.

3. A car compartment structure with omnidirectional vibration reduction as claimed in claim 1, characterized in that: The upper and lower ends of the column are connected to the sliding end feet through end foot connectors respectively. The sliding end feet are horizontally slidably arranged in a groove opened on the carriage. A spiral spring is arranged in the circumference of the sliding end feet.

4. A car compartment structure with omnidirectional vibration reduction as claimed in claim 3, characterized in that: The cross sections of the groove and the sliding end foot are both circular, and the diameter of the groove is 1-3 times the diameter of the sliding end foot.

5. A car compartment structure with omnidirectional vibration reduction as claimed in claim 4, characterized in that: The end-leg connector is provided with an axial adjustment structure, which includes a slide groove, a latch and a socket. The column is inserted into the socket provided on the end-leg connector, and a latch is provided on the end-leg connector to be inserted into the column, so as to adjust the axial distance between the column and the end-leg connector.

6. The vehicle compartment structure with omnidirectional vibration reduction as claimed in claim 1, characterized in that: The connection node between the catenary and the car is located on a vertical line of the center of gravity of the equipment buffer box, and the catenary is in a relaxed state (that is, the distance from the connection point between the catenary and the car to the connection point between the catenary and the equipment buffer box is less than the length of the catenary, so that the equipment buffer box can only achieve buffering when it receives lateral inertia), and the catenary is connected to the middle position of the side walls at both ends of the top of the equipment buffer box.

7. The vehicle compartment structure with omnidirectional vibration reduction as claimed in claim 1, characterized in that: The number of the bottom buffer springs is at least 6, and the six bottom buffer springs are arranged in groups of two along the moving direction of the carriage, and are respectively placed at 1 / 4, 1 / 2, and 3 / 4 of the four equal parts of the bottom of the equipment buffer box.

8. The vehicle compartment structure with omnidirectional vibration reduction as claimed in claim 1, characterized in that: It also includes a body that drives the carriage to move.

9. The vehicle compartment structure with omnidirectional vibration reduction as claimed in claim 1, characterized in that: The two groups of elastic binding belts are respectively located at the front side and the rear side of the forward direction of the equipment buffer box, and each group of the elastic binding belts includes at least one elastic binding belt.

10. A car compartment structure with omnidirectional vibration reduction as claimed in claim 9, characterized in that: The two groups of elastic restraints are made of polyester, nylon or other high-strength materials.

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