ECU damping device

Abstract

The invention provides an ECU (Electronic Control Unit) damping device, which belongs to the technical field of engines, and comprises a chassis component, a guide groove component, a compression bolt component, an ECU body component, a damping insertion component and an elastic compression assembly, after the aluminum alloy round sleeves which are matched with the top end of the shock-absorbing inserting component and are arranged in two directions are placed between the two adjacent groups of nylon clamping sleeves in place, the mortise lock columns can be inserted into the nylon clamping sleeves and the aluminum alloy round sleeves which are opposite to each other, and a stable structure with a shock-absorbing effect is formed; the T-shaped guide rail and the T-shaped guide groove can form sliding insertion fit, in the process of screwing the compression bolt component, not only can the guide groove component be connected with the bottom frame component, but also a structure composed of a driven inclined block, an inner extrusion connecting block and a compression spring can be pushed inwards, elastic extrusion contact is formed on the two ends of the T-shaped guide rail, and therefore the compression bolt component can be tightened. Therefore, the ECU body component and the damping plug-in component are both in damping connection with the guide groove component.

Description

Technical Field

[0001] This invention relates to the field of engine technology, and in particular to an ECU damping device. Background Technology

[0002] The engine control unit (ECU) is the "core brain" of the engine system, undertaking key tasks such as real-time control of various sensor signals, precise execution of program commands, and fault diagnosis.

[0003] Existing ECU housings are typically fixed to the engine or subframe using 4-6 M8 bolts or simply with rubber pads. Engine vibrations are transmitted sequentially through the steel tube support, bolts, and the ECU's metal housing to the PCB board inside. Furthermore, engine vibration at idle can cause PCB board resonance, increasing the risk of solder joint fatigue and potentially leading to shear plastic deformation of the BGA solder balls, resulting in package failure. In addition, vibration can cause fluctuations in the strain of precision resistors, leading to sensor reference voltage drift, AD sampling errors, and signal distortion, all of which affect ECU usability. Summary of the Invention

[0004] The purpose of this invention is to provide an ECU vibration damping device. Based on the nylon ferrules arranged and fixed in the bottom connecting plate at the bottom of the ECU body component and the sliding connection between the T-shaped guide rail and the T-shaped guide groove, and in conjunction with the threaded connection of the clamping bolt component through the aluminum alloy pressure block to the bottom frame component, an elastic support structure composed of a passive inclined block and an inner extrusion connecting block can be pushed inward to elastically support and compress the two ends of the T-shaped guide rail, thus forming a multi-layered vibration damping support effect on the ECU body component.

[0005] The objective of this invention is achieved through the following technical solution: an ECU vibration damping device, comprising a base frame component, a guide groove component, a clamping bolt component, an ECU body component, a vibration damping plug-in component, and an elastic compression assembly. The ECU body component includes a nylon sleeve, the guide groove component includes a T-shaped guide groove, the vibration damping plug-in component includes a T-shaped guide rail, a side plate, and opposing pressure plates, and the elastic compression assembly includes an active inclined block, a passive inclined block, and an inner compression connecting block. A bottom connecting plate is arranged and fixed at the bottom of the ECU body component, and nylon ferrules are arranged and inserted into the bottom connecting plate. Aluminum alloy pressure blocks are symmetrically fixed at the top of the base frame components. Both ends of each set of aluminum alloy pressure blocks are threadedly connected to the base frame components through clamping bolt components. T-shaped guide grooves are horizontally opened through the middle of the main body of the aluminum alloy pressure blocks. T-shaped guide rails are symmetrically fixed horizontally at the bottom of the shock-absorbing plug-in components. Aluminum alloy round sleeves are arranged and fixed in both directions at the top of the shock-absorbing plug-in components. Locking pins are arranged and fixed on one side of the side plate. Opposite pressing plates can be fixed to the other end of the locking pins. The T-shaped guide rail on the same side can slide into the T-shaped guide groove. One side of the active inclined block is screwed to the upper end of the main body of the clamping bolt component. The elastic opening mechanism composed of the passive inclined block and the inner extrusion connecting block can slide into both ends of the T-shaped guide groove. When the clamping bolt component and the bottom frame component are tightened, the inclined surface on the other side of the active inclined block can slide and tangentially engage with the inclined surface on the outer side of the passive inclined block.

[0006] The process of using the technical solution of the present invention is as follows: The underframe components are connected to the vehicle body, and both ends of each set of aluminum alloy pressure blocks can be threadedly connected to the main body of the underframe components through clamping bolt components; The ECU components are installed inside the housing of the ECU body component. Both the housing and the bottom connecting plate of the ECU body component are made of aluminum alloy. Before assembly, each set of aluminum alloy round sleeves at the top of the shock-absorbing plug component is placed between two adjacent and directly opposite sets of nylon sleeves. After each set of locking pins is inserted into the directly opposite nylon sleeves and aluminum alloy round sleeves, the opposing pressing plate is fixedly connected to the other end of each set of locking pins, so that each set of nylon sleeves at the bottom of the ECU body component completes the pre-connection with the shock-absorbing plug component. Furthermore, before the aluminum alloy pressure block is connected to the main body of the bottom frame component by the clamping bolt components at both ends, the T-shaped guide rail on the same side has been slidably inserted into the T-shaped guide groove and positioned in place. The elastic opening mechanism composed of the passive inclined block and the inner extrusion connecting block has also been slidably inserted into both ends of the T-shaped guide groove and positioned in place. Then, the bottom end of the main body of the clamping bolt component is passed through the holes at both ends of the T-shaped guide groove, and the active inclined block is inserted into the top of the T-shaped guide groove. As the main body of the clamping bolt component is tightened through the holes at both ends of the aluminum alloy pressure block towards the bottom frame component, the inclined surface of the active inclined block and the inclined surface of the passive inclined block will form a sliding tangential fit. As the clamping bolt component is tightened, it will push the elastic opening mechanism composed of the passive inclined block and the inner extrusion connecting block to move inward in the T-shaped guide groove. After the clamping bolt components are tightened in place, the elastic spreading mechanism composed of the passive inclined block and the inner extrusion connecting block elastically extrudes on both sides of the T-shaped guide rail, forming an elastic connection with the T-shaped guide rail that is slidably connected to the T-shaped guide groove, thus providing elastic support and protection for the connected ECU body components and shock-absorbing plug components.

[0007] By adopting the above technical solution, the present invention can achieve the following beneficial effects: (1) The present invention is based on the bottom connecting plate arranged and fixed at the bottom end of the ECU body component housing, and nylon sleeves are arranged in each bottom connecting plate. This allows the outer end face of the nylon sleeve to flexibly fit with the outer end of the aluminum alloy sleeve after each set of aluminum alloy sleeves at the top of the shock-absorbing plug component is inserted into the two adjacent and opposite sets of nylon sleeves. After the locking pins are inserted into the inner holes of the opposite nylon sleeves and aluminum alloy sleeves, and the opposing pressing plate is fixed at the other end of the locking pin, the shock-absorbing plug component and the ECU body component can be connected to form a safe and reliable buffer structure with bidirectional distributed arrangement. (2) The present invention not only has a T-shaped guide groove that runs horizontally through the main body of the aluminum alloy pressure block, but also has T-shaped guide rails fixedly connected to both sides of the bottom end of the shock-absorbing plug-in component. This allows the T-shaped guide rails and the T-shaped guide grooves to form a sliding connection. After the elastic opening mechanism composed of the passive inclined block and the inner extrusion connecting block is also inserted into the two ends of the T-shaped guide groove, as the clamping bolt component passes through the holes at both ends of the aluminum alloy pressure block and is screwed toward the bottom structure component, the sliding tangential cooperation formed by the active inclined block and the passive inclined block also allows the elastic opening mechanism composed of the passive inclined block and the inner extrusion connecting block to press against the two ends of the T-shaped guide rail with a certain elastic support after the clamping bolt component is tightened. This allows the T-shaped guide rail and the aluminum alloy pressure block to form a flexible support connection in a sliding state. Attached Figure Description

[0008] 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.

[0009] Figure 1 This is a schematic diagram of the overall structure of an ECU vibration damping device provided by the present invention; Figure 2 This is a schematic diagram of the structure of the base frame component and the guide groove component of the present invention; Figure 3 This is an exploded structural diagram of the guide groove component of the present invention; Figure 4 This is a schematic diagram showing the positional structure of the clamping bolt component and the guide groove component of the present invention; Figure 5 This is an exploded structural diagram of the guide groove component of the present invention; Figure 6 This is a schematic diagram of the structure of the ECU body component of the present invention; Figure 7 This is a schematic diagram showing the positional structure of the aluminum alloy sleeve and the nylon ferrule of the present invention; Figure 8 This is a schematic diagram of the structure of the inner nylon insert portion of the present invention; Figure 9 This is a schematic diagram of the structure of the T-shaped guide rail and the T-shaped guide groove of the present invention. Figure 10 This is a schematic diagram of the assembly of the locking pin of the present invention; Figure 11 This is an assembly diagram of the crimping bolt of the present invention; Figure 12 This is a schematic diagram of the installation structure of the elastic compression component of the present invention; Figure 13 This is a schematic diagram of the sliding card slot portion of the present invention.

[0010] Figure label: 1. Base frame components; 2. Guide groove components; 3. Clamping bolt components; 4. ECU body components; 5. Shock-absorbing plug-in components; 6. Elastic compression components; 101. Mounting base; 102. Welding nut; 201. Nylon seat; 202. Aluminum alloy pressure block; 203. T-shaped guide groove; 204. Buffer oblique hole; 205. Positioning pin; 206. Positioning hole; 301. Clamping bolt; 302. Swivel sleeve; 303. Rotary cylinder; 304. Inner top spring; 305. Rotary groove; 401. ECU housing; 402. Bottom connecting plate ; 403, Nylon ferrule hole; 404, Nylon ferrule; 501, Insert bracket; 502, T-shaped guide rail; 503, Aluminum alloy round sleeve; 504, Inner nylon insert; 505, Insert groove; 506, Side plate; 507, Locking post; 508, Opposing pressing plate; 509, Retaining ring groove; 510, C-shaped retaining ring; 511, Pressing bolt; 512, Silicone sleeve; 513, Pressing hole; 601, Active inclined block; 602, Passive inclined block; 603, Inner extrusion connecting block; 604, Compression spring; 605, Sliding insert groove. Detailed Implementation

[0011] 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, not all embodiments. 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.

[0012] In the description of this invention, it should be noted that the terms "center," "longitudinal," "lateral," "upper," "lower," "front," "rear," "left," "right," "vertical," "horizontal," "top," "bottom," "inner," and "outer," etc., indicate the orientation or positional relationship based on the orientation or positional relationship shown in the accompanying drawings. They are used only for the convenience of describing the invention and for simplifying the description, and 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. Therefore, they should not be construed as limitations on the invention. Furthermore, the terms "first" and "second" are used for descriptive purposes only and should not be construed as indicating or implying relative importance.

[0013] like Figures 1-13 As shown, an ECU shock absorption device has a bottom connecting plate 402 fixedly arranged on the bottom outer end of the ECU body component 4, and nylon sleeves 404 are arranged and inserted into the bottom connecting plate 402. Aluminum alloy pressure blocks 202 are symmetrically fixed to the top of the base frame component 1. Both ends of each set of aluminum alloy pressure blocks 202 are threadedly connected to the base frame component 1 through clamping bolt components 3. T-shaped guide grooves 203 are transversely opened through the middle of the main body of the aluminum alloy pressure block 202. T-shaped guide rails 502 are symmetrically and transversely fixed to the bottom end of the shock-absorbing plug-in component 5. Aluminum alloy round sleeves 503 are arranged and fixed in both directions at the top of the shock-absorbing plug-in component 5. Each set of aluminum alloy round sleeves 503 can be inserted between two adjacent and directly opposite sets of nylon sleeves 404. A locking pin 507 is arranged and fixed on one side of the side plate 506. The opposing pressing plate 508 can be fixed to the other end of the locking pin 507. After each set of aluminum alloy round sleeves 503 is inserted between two adjacent and directly opposite sets of nylon sleeves 404, each set of locking pins 507 can be inserted into the inner hole of the directly opposite nylon sleeve 404 and aluminum alloy round sleeve 503. The T-shaped guide rail 502 on the same side can slide into the T-shaped guide groove 203. One side of the active inclined block 601 is screwed to the upper end of the main body of the clamping bolt component 3. The elastic opening mechanism composed of the passive inclined block 602 and the inner extrusion connecting block 603 can slide into the two ends of the T-shaped guide groove 203. When the clamping bolt component 3 and the bottom frame component 1 are tightened, the inclined surface on the other side of the active inclined block 601 can slide and tangentially engage with the inclined surface on the outside of the passive inclined block 602. This allows the elastic opening mechanism composed of the passive inclined blocks 602 and the inner extrusion connecting block 603, which are distributed on both sides of the T-shaped guide rail 502, to elastically extrude and lock the T-shaped guide rail 502 after the clamping bolt component 3 is tightened. The working principle is as follows: The underframe component 1 is connected to the vehicle frame, and both ends of each set of aluminum alloy pressure blocks 202 can be threadedly connected to the main body of the underframe component 1 through the clamping bolt component 3; The ECU body component 4 has ECU components installed inside its housing. The housing of the ECU body component 4 and the bottom connecting plate 402 are both made of aluminum alloy. The purpose of arranging the bottom connecting plates 402 is not only to insert nylon sleeves 404 into each set of bottom connecting plates 402, but also to enhance heat dissipation by using each set of bottom connecting plates 402. Before assembly, each set of aluminum alloy round sleeves 503 at the top of the shock-absorbing plug component 5 is inserted between two adjacent and directly opposite sets of nylon sleeves 404. After each set of locking pins 507 is inserted into the directly opposite nylon sleeves 404 and aluminum alloy round sleeves 503, the opposing pressing plate 508 is fixedly connected to the other end of each set of locking pins 507, so that each set of nylon sleeves 404 at the bottom of the ECU body component 4 completes the pre-connection with the shock-absorbing plug component 5. After the opposing pressure plate 508 is fixed to the other end of each set of locking pins 507, each set of aluminum alloy round sleeves 503 and nylon ferrules 404 can form an interlaced connection, which not only meets the requirements of installation reliability, but also utilizes each set of nylon ferrules 404 to form a buffer and shock absorption effect on the ECU body component 4 as a whole. Before the aluminum alloy pressure block 202 is connected to the main body of the bottom frame component 1 by the clamping bolt component 3 at both ends, the T-shaped guide rail 502 on the same side has been slidably inserted into the T-shaped guide groove 203 and is in place. The elastic support mechanism composed of the passive inclined block 602 and the inner extrusion connecting block 603 is also slidably inserted into both ends of the T-shaped guide groove 203 and is in place. Then, the bottom end of the main body of the clamping bolt component 3 is passed through the holes at both ends of the T-shaped guide groove 203, and the active inclined block 601 is inserted into the top of the groove of the T-shaped guide groove 203. During the process of the main body of the clamping bolt component 3 passing through the holes at both ends of the aluminum alloy pressure block 202 and tightening towards the bottom frame component 1, the inclined surface of the active inclined block 601 and the inclined surface of the passive inclined block 602 will form a sliding tangential fit. As the clamping bolt component 3 is tightened, the elastic spreading mechanism composed of the passive inclined block 602 and the inner extrusion connecting block 603 will be pushed to move inward in the T-shaped guide groove 203. After the clamping bolt component 3 is tightened in place, the elastic spreading mechanism composed of the passive inclined block 602 and the inner extrusion connecting block 603 elastically extrudes on both sides of the T-shaped guide rail 502, forming an elastic connection with the T-shaped guide rail 502 which is slidably connected to the T-shaped guide groove 203, and forming elastic support and protection for the connected ECU body component 4 and the shock-absorbing plug component 5. Furthermore, during the process of tightening the bolt component 3 in the direction of the bottom frame component 1, the active inclined block 601 will never disengage from the top of the T-shaped guide groove 203, so that during the process of rotating and tightening the bolt component 3, only the active inclined block 601 can be driven to descend, which facilitates the sliding tangential engagement with the passive inclined block 602.

[0014] The specific structure of ECU body component 4 is as follows: Figure 6 As shown, the bottom connecting plate 402 is arranged and fixed at the bottom end of the ECU housing 401. The ECU housing 401 contains ECU components and is connected to the engine computer. Each bottom connecting plate 402 has nylon ferrule holes 403 arranged in it. Nylon ferrules 404 on the same side are inserted and fixed in the nylon ferrule holes 403. The nylon ferrule 404 and the nylon ferrule holes 403 are interference fit. This is the existing assembly technology. The interference fit between the nylon ferrule 404 and the nylon ferrule holes 403 can be completed by mechanical pressing or by freezing the nylon ferrule 404 and heating the nylon ferrule holes 403.

[0015] The specific structure of the shock-absorbing plug-in component 5 is as follows: Figure 7 , Figure 8 , Figure 9 , Figure 10 and Figure 11 As shown, T-shaped guide rails 502 are symmetrically fixed at the bottom of the plug-in bracket 501, and aluminum alloy round sleeves 503 are bidirectionally arranged and fixedly connected to the top of the plug-in bracket 501. Each set of aluminum alloy round sleeves 503 has an insert groove 505, and an inner nylon insert 504 is embedded in the insert groove 505. The inner nylon insert 504 and the aluminum alloy round sleeves 503 can form a composite structure to further improve the shock absorption and buffering effect. The main body of the opposing pressing plate 508 has pressing holes 513 arranged in order to be inserted into the other end of the locking pin 507. Each set of locking pins 507 has a retaining ring groove 509 on the outside of the other end. The C-shaped retaining ring 510 can be engaged with the retaining ring groove 509. After the locking pin 507 is inserted into the inner hole of the nylon sleeve 404 and the aluminum alloy sleeve 503, and the opposing pressing plate 508 is fitted into the other end of the locking pin 507 through the pressing hole 513, the opposing pressing plate 508 and the locking pin 507 can be fixedly connected by inserting the C-shaped retaining ring 510 into the retaining ring groove 509. A silicone sleeve 512 is fitted at the connection position between the threaded rod of the crimping bolt 511 and the nut. The crimping bolt 511 can form a threaded connection with the other end of the locking post 507. When the crimping bolt 511 is screwed into the other end of the locking post 507, the silicone sleeve 512 can elastically fit and squeeze the C-shaped retaining ring 510. This not only prevents the C-shaped retaining ring 510 from shaking, but also helps the C-shaped retaining ring 510 to form a locking groove 509, thereby improving the stability of the connection between the opposing crimping plate 508 and the locking post 507 and enhancing the safety effect.

[0016] The specific structures of the base frame component 1 and the guide groove component 2 are as follows: Figure 2 and Figure 3As shown, the mounting base 101 is symmetrically distributed, and welding nuts 102 are installed and fixed on the lower sides of both ends of each mounting base 101. The welding nuts 102 and the mounting base 101 are prefabricated integral components. The top end of the nylon seat 201 is inserted into the bottom end of the aluminum alloy pressure block 202, and the end of the nylon seat 201 is flush with the end of the aluminum alloy pressure block 202. The top end of the nylon seat 201 is fixedly connected with positioning posts 205. The bottom end of the main body of the aluminum alloy pressure block 202 is provided with positioning holes 206 that communicate with the T-shaped guide groove 203. After the nylon seat 201 and the aluminum alloy pressure block 202 are inserted and fitted into place, the positioning posts 205 on the same side can be inserted into the positioning holes 206 to form a fixed assembly and positioning of the nylon seat 201 and the aluminum alloy pressure block 202. The nylon seat 201 also has obliquely arranged buffer oblique holes 204 in its main body, which can form an oblique cavity inside the main body of the nylon seat 201. This not only optimizes the vibration isolation performance of the nylon seat 201, but also makes the nylon seat 201 have good mechanical strength and toughness, and can better withstand the support and installation preload.

[0017] The specific structures of the clamping bolt component 3 and the elastic compression assembly 6 are as follows: Figure 4 , Figure 5 , Figure 12 and Figure 13 As shown, a swivel sleeve 302 is screwed onto the bottom end of the nut of the clamping bolt 301. A rotating groove 305 is provided on the lower outer end of the swivel sleeve 302. The upper inner end of the rotating cylinder 303 is locked with the rotating groove 305. The top end of the inner top spring 304 is locked with the upper inner end of the rotating cylinder 303 and is sleeved on the outside of the threaded rod of the clamping bolt 301. The active inclined block 601 is fixedly connected to the outside of the rotating sleeve 302. The compression spring 604 is fixedly connected between the passive inclined block 602 and the inner compression connecting block 603 to form an elastic opening mechanism composed of the passive inclined block 602 and the inner compression connecting block 603. The bottom end of the passive inclined block 602 is provided with a sliding slot 605. The positioning pins 205 on both sides of the top of the nylon seat 201 protrude from the top of the nylon seat 201 to enable the passive inclined block 602 and the inner compression connecting block 603 to form an elastic opening mechanism. During the process of the mechanism being inserted into the T-shaped guide groove 203, the positioning post 205 can form a force-sensitive engagement with the sliding slot 605. This not only serves as a prompt for the insertion of the elastic opening mechanism composed of the passive inclined block 602 and the inner pressing connecting block 603 into the T-shaped guide groove 203, but also allows the elastic opening mechanism composed of the passive inclined block 602 and the inner pressing connecting block 603 to remain in a stationary state after being inserted into the end position of the T-shaped guide groove 203, which facilitates the cooperation and transmission with the clamping bolt component 3. After the ECU body component 4 and the shock-absorbing plug-in component 5 are assembled, the T-shaped guide rail 502 is inserted into the T-shaped guide groove 203 and is in place. After the elastic opening mechanism composed of the passive inclined block 602 and the inner extrusion connecting block 603 is inserted into the end position of the T-shaped guide groove 203, the threaded rod at the bottom of the clamping bolt 301 passes through the through hole at the end position of the aluminum alloy pressure block 202 and the nylon seat 201 and can be initially screwed into the welding nut 102. The active inclined block 601 is inserted into the top of the T-shaped guide groove 203. Furthermore, since an inner top spring 304 is also fitted onto the upper inner end of the rotating drum 303, after the threaded rod of the clamping bolt 301 is initially screwed into the welding nut 102, the bottom end of the inner top spring 304 can just abut against the top of the end position of the aluminum alloy pressure block 202. As the clamping bolt 301 is screwed down, the inner top spring 304 can be compressed. The energy stored in the deformation of the compressed inner top spring 304 can continuously apply pressure between the connecting surfaces, forming the function of maintaining preload and eliminating vibration.

[0018] Finally, it should be noted that the above embodiments are only used to illustrate the technical solutions of the present invention, and not 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; and these 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. An ECU vibration damping device, comprising a base frame component (1), a clamping bolt component (3), and an ECU body component (4), characterized in that: It also includes a guide groove component (2), a shock-absorbing plug-in component (5), and an elastic compression component (6); The ECU body component (4) includes a nylon sleeve (404), and a bottom connecting plate (402) is arranged and fixed on the bottom of the ECU body component (4). The nylon sleeve (404) is arranged and inserted into the bottom connecting plate (402). The guide groove component (2) includes a T-shaped guide groove (203), the shock-absorbing plug-in component (5) includes a T-shaped guide rail (502), a side plate (506) and a counter-pressing plate (508), and the elastic compression component (6) includes an active inclined block (601), a passive inclined block (602) and an inner extrusion connecting block (603). Aluminum alloy pressure blocks (202) are symmetrically fixed at the top of the base frame component (1). Both ends of each set of aluminum alloy pressure blocks (202) are threadedly connected to the base frame component (1) through clamping bolt components (3). T-shaped guide grooves (203) are opened in the middle of the main body of the aluminum alloy pressure block (202). T-shaped guide rails (502) are symmetrically fixed at the bottom of the shock-absorbing plug-in component (5). Aluminum alloy round sleeves (503) are arranged and fixed in both directions at the top of the shock-absorbing plug-in component (5). Locking pins (507) are arranged and fixed on one side of the side plate (506). Opposing pressing plates (508) can be connected to... The other end of the locking pin (507) is fixedly connected, and the T-shaped guide rail (502) on the same side can slide into the T-shaped guide groove (203). One side of the active inclined block (601) is screwed to the upper end of the main body of the clamping bolt component (3). The elastic opening mechanism composed of the passive inclined block (602) and the inner extrusion connecting block (603) can slide into the two ends of the T-shaped guide groove (203). When the clamping bolt component (3) and the bottom frame component (1) are tightened, the inclined surface on the other side of the active inclined block (601) can slide into the inclined surface on the outside of the passive inclined block (602).

2. The ECU vibration damping device according to claim 1, characterized in that: The base frame component (1) includes a mounting base (101), which is symmetrically distributed. Each set of mounting bases (101) has welding nuts (102) fixed on the lower side of both ends.

3. An ECU damping device according to claim 1 or 2, characterized in that: The ECU body component (4) also includes an ECU housing (401), and bottom connecting plates (402) are arranged and fixed at the bottom of the ECU housing (401). Each set of bottom connecting plates (402) has nylon sleeve holes (403) arranged and fixed in the nylon sleeve holes (403) on the same side.

4. An ECU damping device according to claim 1 or 2, characterized in that: The guide groove component (2) also includes a nylon seat (201) and a buffer inclined hole (204). The top end of the nylon seat (201) is inserted into the bottom end of the aluminum alloy pressure block (202). The top end of the nylon seat (201) is fixedly connected with positioning posts (205). The bottom end of the main body of the aluminum alloy pressure block (202) is provided with positioning holes (206). The main body of the nylon seat (201) is also provided with buffer inclined holes (204) arranged obliquely.

5. An ECU damping device according to claim 1 or 2, characterized in that: The clamping bolt component (3) includes a clamping bolt (301), a rotating cylinder (303) and an inner top spring (304). The bottom end of the nut of the clamping bolt (301) is screwed with a rotating sleeve (302). The lower outer end of the rotating sleeve (302) is provided with a rotating groove (305). The upper inner end of the rotating cylinder (303) is locked with the rotating groove (305). The top end of the inner top spring (304) is locked with the upper inner end of the rotating cylinder (303).

6. An ECU vibration damping device according to claim 4, characterized in that: The clamping bolt component (3) includes a clamping bolt (301), a rotating cylinder (303) and an inner top spring (304). The bottom end of the nut of the clamping bolt (301) is screwed with a rotating sleeve (302). The lower outer end of the rotating sleeve (302) is provided with a rotating groove (305). The upper inner end of the rotating cylinder (303) is locked with the rotating groove (305). The top end of the inner top spring (304) is locked with the upper inner end of the rotating cylinder (303).

7. An ECU damping device according to claim 1 or 2, characterized in that: The shock-absorbing plug-in component (5) also includes a plug-in frame (501), a C-shaped retaining ring (510), a crimping bolt (511), and a silicone sleeve (512). T-shaped guide rails (502) are symmetrically fixed at the bottom of the plug-in frame (501). Aluminum alloy round sleeves (503) are arranged in both directions and fixedly connected to the top of the plug-in frame (501). Crimping holes (513) are arranged in the main body of the opposing crimping plate (508). A retaining ring groove (509) is also provided on the outside of the other end of each set of locking pins (507). The C-shaped retaining ring (510) can form a snap-fit ​​with the retaining ring groove (509). The threaded rod of the crimping bolt (511) is fitted with a silicone sleeve (512) at the connection position between the nut and the threaded rod of the nut. The crimping bolt (511) can form a threaded connection with the other end of the locking pin (507).

8. An ECU vibration damping device according to claim 6, characterized in that: The elastic compression assembly (6) also includes a compression spring (604), the active inclined block (601) is fixedly connected to the outside of the rotating sleeve (302), the compression spring (604) is fixedly connected between the passive inclined block (602) and the inner extrusion connecting block (603), the bottom end of the passive inclined block (602) is provided with a sliding slot (605), and the positioning posts (205) on both sides of the top of the nylon seat (201) protrude from the top of the nylon seat (201).

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