Module locking device and electronic locking method thereof

Abstract

The application discloses a module locking device for locking a case and a module, comprising a crank mechanism and a locking mechanism, the locking mechanism comprising a slide rail, a front slide block, a middle slide block and a rear slide block, the slide rail being arranged along a guide groove of the case, the front slide block, the middle slide block and the rear slide block being sequentially arranged on the slide rail, the middle slide block being an inverted trapezoid, the contact surfaces of the front slide block, the middle slide block and the rear slide block being complementary in inclination, the crank mechanism comprising a crank shaft and a cam, the cam being a circular boss structure coaxial with the crank shaft and gradually changing in radius, comprising a proximal end and a distal end, the proximal end having the minimum base circle radius, the distal end having the maximum base circle radius and being spaced apart from the proximal end by 90 degrees, the cam being driven to rotate from the proximal end to the distal end by rotating the crank shaft by 90 degrees, and then the rear slide block is pushed forward to push the middle slide block to slide upward, so that the module is locked. The application further discloses an electronic locking method of the module locking device, the method using a Hall sensor to detect the crank angle, so that real-time detection of the module locking device is realized, and the reliability of the electronic equipment is improved.

Description

Technical Field

[0001] This invention relates to the field of modular locking device technology, and in particular to a modular locking device and its electronic locking method. Background Technology

[0002] As the carrier of electronic equipment, the electronic device structure must simultaneously meet both functional and environmental requirements, placing high demands on the device structure. With the development of microchips and digitization, the new generation of military electronic equipment structures widely adopts the LRM (Field Replaceable Module) structure, supporting unified telecommunications, testing, and mechanical interfaces. The originally single-function field replaceable unit has been divided into basic-function replaceable modules, significantly improving the compatibility, reliability, and maintainability of electronic equipment, while also reducing the total life-cycle cost. Currently, most LRM-type electronic device units consist of a chassis supporting the equipment platform and field replaceable modules. Locking mechanisms, as the connection method between the LRM module and the chassis, are widely used in electronic device module installation due to their ease of assembly and disassembly and reliable connection, meeting the requirements of high-level vibration and shock environments.

[0003] Traditional military electronic equipment chassis typically have wedge-shaped locking mechanisms on both sides of each LRM module. Behind these mechanisms, the wedge blocks are fixed to the slide. During use, a tool is used to rotate the screw at the front of the locking mechanism, pushing the wedge blocks to lock them in place. The wedge-shaped locking mechanism is an integral part of the module. In this type of chassis, each module requires independent tightening of the locking mechanisms on both sides to ensure a reliable connection between the module and the chassis. In practical use, when there are many modules, the module installation time increases exponentially, hindering rapid maintenance of electronic equipment and directly impacting equipment production and debugging efficiency, thus failing to meet the rapid response requirements of modern battlefields. Furthermore, when there are many modules, the locking status of each module must be checked individually to prevent individual modules from being missed or improperly locked, further increasing module maintenance time.

[0004] Furthermore, improper module locking can severely impede heat conduction between the module's cold plate and the chassis, directly affecting the heat dissipation of electronic chips and causing device failure. Under harsh mechanical conditions, improper module locking can lead to amplified or even damaged electronic modules, affecting normal equipment operation. Traditional chassis typically house modules inside, requiring the chassis cover to be removed to confirm locking status. This makes it impossible to directly monitor module locking status, easily leading to incomplete locking, missed locking, or loosening of modules, thus affecting equipment reliability.

[0005] Therefore, there is an urgent need for an electronic device module locking device that can facilitate module installation, not affect heat conduction between the module cold plate and the chassis, and also facilitate monitoring. Summary of the Invention

[0006] To address the aforementioned issues, this invention proposes a module locking device. By integrating the locking mechanism with the chassis, and using a crankshaft and cam to drive the locking mechanism on the chassis guide groove, all modules in the chassis can be locked synchronously simply by rotating the crankshaft on the chassis. This solves the problem of needing to lock each module individually when there are many modules, resulting in long maintenance times. It also improves equipment production and debugging efficiency and reduces equipment battlefield response time.

[0007] To achieve the above objectives, the present invention is implemented through the following technical solution:

[0008] A module locking device for locking a chassis and a module includes a crankshaft mechanism and a locking mechanism. The locking mechanism includes a slide rail, a front slider, a middle slider, and a rear slider. The slide rail is arranged along a guide groove in the chassis. The front slider, middle slider, and rear slider are sequentially arranged on the slide rail. The middle slider is an inverted trapezoid. The contact angles of the front slider, rear slider, and middle slider are complementary. The crankshaft mechanism includes a crankshaft and a cam. The cam is a circular boss structure with a base circle coaxial with the crankshaft and a gradually changing radius. It includes a near-axis end and a far-axis end. The base circle radius of the near-axis end is the smallest, and the base circle radius of the far-axis end is the largest. The far-axis end is spaced 90° from the near-axis end. Rotating the crankshaft 90° causes the cam to rotate from the near-axis end to the far-axis end, thereby pushing the rear slider forward and pushing the middle slider upward to achieve module locking.

[0009] Furthermore, a slider spring is provided on the front side of the front slider, and the slider spring always compresses the front slider so that the rear slider always keeps in contact with the cam.

[0010] Furthermore, the crankshaft mechanism also includes a crankshaft limiting nut, which is disposed at one end of the crankshaft and correspondingly disposed in a nut hole on the chassis. The crankshaft limiting nut is provided with a tool hole and a slotted groove, which is used to correspond to the scale lines and markings of the locking or unlocking position on the chassis.

[0011] Furthermore, the crankshaft mechanism also includes a rotation limiting block and a crankshaft limiting pin. The crankshaft limiting pin is movably mounted on the chassis, and the rotation limiting block is mounted on the crankshaft. The rotation limiting block has a pin hole. After the crankshaft rotates to the correct position, the crankshaft limiting pin is inserted into the pin hole to lock the crankshaft mechanism.

[0012] Furthermore, the rotation limit block is a 1 / 4 circular thin sheet, and a chassis limit block is set at the corresponding position of the chassis. The chassis limit block cooperates with the rotation limit block, and the crankshaft rotates within a range of 90°.

[0013] Furthermore, the crankshaft limiting pin includes a pin, a pin sleeve, and a pin spring. The pin spring is sleeved on the pin and locked in the pin sleeve, and the pin sleeve is fixed to the chassis.

[0014] Furthermore, the inclination angle of the contact surfaces of the front slider, middle slider, and rear slider is 45°.

[0015] Furthermore, the upward stroke of the middle slider is equal to the forward stroke of the rear slider, and is greater than the width of the guide groove of the chassis minus the thickness of the module.

[0016] Furthermore, a Hall sensor is also installed on the crankshaft to detect the rotation angle of the crankshaft.

[0017] The present invention also provides an electronic locking method for the above-mentioned module locking device. This method can monitor the locking status of the device module and link with the device module control system to prevent the chip from overheating or mechanical damage due to the module not being locked, thereby improving the reliability of electronic equipment.

[0018] To achieve the above objectives, this method is implemented through the following technical solution:

[0019] An electronic locking method for a module locking device includes the following steps:

[0020] (1) Insert the module into the corresponding guide slot in the chassis;

[0021] (2) Rotate the crankshaft 90°, the cam rotates from the near-shaft end to the far-shaft end, pushing the middle slider forward and upward to press the module onto the guide groove of the chassis. At the same time, pull the crankshaft limit pin on the outside of the chassis, rotate the limit block to the limit position, release the pin, and insert the pin into the limit hole of the rotating limit block. Confirm that the slot on the surface of the crankshaft limit nut points to the "lock" scale line on the chassis.

[0022] (3) The equipment reads the Hall sensor signals on each crankshaft mechanism and compares them with the preset threshold. If both crankshaft mechanisms are within the threshold, the module is locked and the equipment powers on the module normally. Otherwise, the operator is reminded to lock the module correctly and the module is not powered on temporarily.

[0023] Compared with the prior art, the beneficial effects of the present invention are as follows:

[0024] This invention provides a module locking device that converts rotational motion into clamping force at each slot using a crankshaft, cam, and locking mechanism. A single rotation locks all modules within the chassis, and a crankshaft limiting pin ensures reliable crankshaft locking. This solves the problem of low efficiency when locking multiple modules in traditional electronic modules, shortens chassis maintenance time, improves the efficiency of electronic equipment chassis debugging and production, and significantly reduces equipment battlefield response time. The device has a simple structure, is easy to operate, has a compact size, and high connection reliability. It can meet the requirements of harsh mechanical environments and is suitable for various platform products, including airborne and vehicle-mounted systems. Its wide range of applications makes it suitable for large-scale promotion.

[0025] In addition, the present invention also provides an electronic locking method for a module locking device. This method uses a Hall sensor to detect the crankshaft angle, thereby realizing real-time detection of the module locking device and linking it with the equipment module control system to prevent chip overheating and mechanical damage caused by the module not being locked, thus improving the reliability of electronic equipment. Attached Figure Description

[0026] Figure 1 This is a schematic diagram of the overall structure of the present invention;

[0027] Figure 2 This is a schematic diagram of the device structure of the present invention;

[0028] Figure 3 yes Figure 2 Detailed image of A;

[0029] Figure 4 This is an exploded view of the structure of the present invention;

[0030] Figure 5 This is a schematic diagram of the module structure of the present invention;

[0031] Figure 6 This is a schematic diagram of the locking mechanism of the present invention;

[0032] Figure 7 This is an exploded view of the locking mechanism of the present invention;

[0033] Figure 8 This is a schematic diagram of the crankshaft structure of the present invention;

[0034] Figure 9 This is a cross-sectional view of the crankshaft limiting pin of the present invention;

[0035] Figure 10 This is a three-dimensional structural diagram of the locking state of the present invention;

[0036] Figure 11 yes Figure 10 Detailed image of B;

[0037] Figure 12 This is a schematic diagram of the locking state of the present invention;

[0038] Figure 13 yes Figure 12 Detailed image of C;

[0039] Figure 14 This is a schematic diagram of the unlocked state of the present invention;

[0040] In the picture:

[0041] 100. Chassis; 101. Enclosure; 102. Printed Backplane; 103. Guide Slot;

[0042] 200. Module; 201. Handle; 202. Module electrical connector; 203. Module body;

[0043] 300. Crankshaft mechanism; 301. Crankshaft; 302. Cam; 303. Crankshaft support; 304. Rotary limit block; 305. Crankshaft limit nut; 306. Crankshaft limit pin; 3061. Pin; 3062. Pin sleeve; 3063. Pin spring;

[0044] 400. Locking mechanism; 401. Slide rail; 402. Front slider; 403. Middle slider; 404. Rear slider; 405. Slider spring; 406. Slider spring fixing screw. Detailed Implementation

[0045] The preferred mechanism and method of motion implementation of the present invention will be further described below with reference to the accompanying drawings and specific embodiments.

[0046] It should be noted that the terms "length", "width", "lateral", "longitudinal", "left side", "right side", "front side", "rear side", "top", "bottom", "both ends", "one side", "the other side", "clockwise", "counterclockwise", etc., indicate the orientation or positional relationship based on the orientation or positional relationship shown in the accompanying drawings. They are only for the convenience of describing the present invention and 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 limiting the present invention.

[0047] like Figure 1-14 As shown, a module locking device is used to lock the chassis 100 and the module 200, including a crankshaft mechanism 300 and a locking mechanism 400.

[0048] The chassis 100 includes a chassis 101 and a printed backplate 102. The printed backplate 102 is fixed on the chassis 101 and is provided with a printed backplate electrical connector.

[0049] For ease of description, it is hereby stipulated that, in the following words: Figure 2 As shown, the length direction of the box 101 is the left and right sides, that is... Figure 2 The left side is the left side, and the opposite side is the right side. The width of the box 101 is the front and rear sides. Figure 2 The front side is the front side, and the opposite side is the back side.

[0050] The module 200 includes a module body 203, on which a handle 201 and a module electrical connector 202 are provided.

[0051] The top and bottom of the housing 101 are respectively provided with guide grooves 103 along the front and back directions. By rotating the handle 201 on the module, the module 200 is pushed into the corresponding guide groove 103, and the module electrical connector 202 is inserted into the printed backplane electrical connector on the printed backplane 102 to complete the electrical interconnection of the module. The handle can ensure that the module can be inserted into place.

[0052] The locking mechanism 400 includes a slide rail 401, a front slider 402, a middle slider 403, a rear slider 404, a slider spring 405, and a slider spring fixing screw 406.

[0053] The slide rail 401 is arranged along the guide groove 103 of the housing 101, and has a threaded hole at its bottom. The slide rail 401 is installed in the housing 100 by screws. The screw head sinks into the guide groove of the housing and does not affect the insertion and removal of the module. The front end of the slide rail 401 is provided with a slide rail limit block, which can prevent the sliders from sliding out from the front side of the slide rail 401, and can be used to install the slider spring 405.

[0054] The slider spring 405 is mounted on the front side of the slide rail 401 via a slider spring fixing screw 406. The front end of the slider spring fixing screw 406 is a smooth rod used to install the slider spring 405, and the end is threaded to connect and fix it to the threaded hole on the slide rail limit block. After the slider spring 405 is fitted onto the smooth rod, the foremost end is inserted into the through hole on the front slider 402. The slider spring fixing screw 406 does not need to be rotated during the module locking process.

[0055] The main function of the slider spring 405 is to provide elastic force to push each slider, so as to ensure that the rear slider is in continuous contact with the crankshaft cam. From the initial state to the locking process, the slider spring 405 is initially slightly compressed, and the pressure gradually increases, which can ensure that the rear slider 404 of the locking mechanism and the cam 302 of the crankshaft mechanism always remain in contact, thereby ensuring continuous movement.

[0056] The front slider 402, middle slider 403, and rear slider 404 are sequentially arranged on the slide rail 401. The slide rail 401 is provided with an I-shaped groove. The front slider 402, middle slider 403, and rear slider 404 are all provided with T-shaped grooves that are compatible with the I-shaped grooves of the slide rail 401, so that the sliders can be sequentially inserted into the slide rail 401 and slide freely back and forth along the slide rail 401.

[0057] The contact surfaces of the front slider 402, middle slider 403, and rear slider 404 are all wedge-shaped inclined surfaces, and the inclination angles of adjacent sliders are complementary. The middle slider 403 has an open structure at both ends, while the front slider 402 and rear slider 404 have closed structures at both ends. The middle slider 403 has an inverted trapezoidal structure, with an optimal inclination angle of 45°. When the rear slider 404 is pushed forward along the slide rail 401, due to the wedge-shaped inclined surface, the middle slider 403 moves upward due to compression as it moves forward. The upward movement of the middle slider 403 fills the gap between the module 200 and the guide groove 103 of the housing, ultimately pressing the module 200 against the guide groove 103 of the housing. When the middle slider 403 moves forward, it simultaneously pushes the front slider 402 forward, thereby compressing the slider spring 405.

[0058] When the inclination angle of the wedge-shaped inclined plane is 45°, the upward stroke of the slider 403 in the locking mechanism is equal to the forward stroke of the rear slider 404. This stroke must be greater than the width of the housing guide groove 103 minus the thickness of the module 200.

[0059] The crankshaft mechanism 300, with a corresponding locking mechanism 400, is located at the top and bottom of the housing 100, and includes a crankshaft 301, a cam 302, a crankshaft support 303, a rotation limit block 304, a crankshaft limit nut 305, and a crankshaft limit pin 306.

[0060] The crankshaft 301 is a round rod structure, which is set at the top and bottom of the printed back plate 102 along the length of the chassis 100, that is, it is set perpendicular to the direction of the locking mechanism.

[0061] The cam 302 is positioned on the crankshaft 301 at intervals corresponding to the guide groove 103. The cam 302 is a circular boss structure with a base circle coaxial with the crankshaft 301 and a gradually changing radius. It includes a near-axis end and a far-axis end. The base circle radius of the near-axis end is the smallest. The minimum radius of the cam is the length that ensures the rear slider can relax into position when the cam is at the near-axis end. The far-axis end is 90° apart from the near-axis end. The radius of the far-axis end is the largest. It is the length that ensures the middle slider can lock the module when sliding forward and upward.

[0062] When the crankshaft 301 rotates, it drives each cam 302 to rotate synchronously. As the cam 302 rotates from the proximal end to the distal end, it gradually pushes the rear slider 404, which in turn pushes the middle slider 403 upward to fill the gap between the module and the housing guide groove, pressing the module onto the guide groove to achieve module locking. When the proximal end of the cam contacts the rear slider of the locking mechanism, the locking mechanism is in a relaxed state; when the distal end of the cam contacts the rear slider of the locking mechanism, the locking mechanism is in a locked state.

[0063] The cam's stroke is equal to the locking mechanism's stroke, and the cam's minimum radius is equal to the distance from the crankshaft's axis to the slider in the relaxed state of the locking mechanism. The slider spring 405 on the locking mechanism keeps the cam 302 in contact with the rear slider 404 of the locking mechanism at all times, and the spring's stroke is determined based on the locking mechanism's stroke.

[0064] The crankshaft 301 has a crankshaft support 303 at its front end, which is fixed to the housing 101. The front end of the crankshaft 301 has a shoulder that cooperates with the crankshaft support 303 to limit the movement of the front end of the crankshaft 301. The rear end of the crankshaft 301 has a rotation limit block 304 and a crankshaft limit nut 305. The crankshaft limit nut 305 is located at the very end and corresponds to the nut hole on the housing 101. It has a tool hole at its center, allowing tools to be inserted from outside the housing to act on the crankshaft limit nut 305, thereby rotating the crankshaft. An internal hexagonal tool hole is preferred, allowing the crankshaft to be rotated using common internal hexagonal screws from outside the housing without the need for special tools. The diameter of the crankshaft and the hexagonal tool hole can be adjusted according to the number of modules. The more modules there are, the greater the required tightening torque, and the larger the diameter of the crankshaft and the hexagonal tool hole should be.

[0065] The surface of the crankshaft limit nut 305 is also provided with a straight groove. The chassis is provided with scale lines and markings for the corresponding locking and unlocking positions. The current crankshaft locking status can be indicated by the position pointed to by the straight groove. It is possible to confirm whether the module is locked without removing the cover plate from the outside of the chassis.

[0066] The rotation limit block 304, a quarter-circular thin plate, is located next to the crankshaft limit nut 305. A corresponding chassis limit block is located on the chassis. The chassis limit block cooperates with the rotation limit block 304 to ensure that the crankshaft 301 can only rotate within a 90° range. Simultaneously, the rotation limit block 304 has a limit hole that matches the position of the crankshaft limit pin 306 on the chassis. When the rotation limit block 304 rotates to its designated position, the crankshaft limit pin 306 can be inserted into the limit hole of the rotation limit block 304, preventing the rotation limit block 304 from rotating and thus locking the crankshaft mechanism 300, completing a reliable locking of one side of the module.

[0067] The crankshaft limiting pin 306 includes a pin 3061, a pin sleeve 3062, and a pin spring 3063. The pin spring 3063 is sleeved in the pin 3061 and locked in the pin sleeve 3062. The outer side of the pin sleeve 3062 is threaded, so that the crankshaft limiting pin 306 is fixed on the chassis by screwing into the threaded hole corresponding to the position of the chassis. Pulling the pin 3061 on the outside of the chassis 101 can make it move outward. After being released, the pin spring 3063 resets, so that the pin 3061 automatically springs back to its original position.

[0068] The crankshaft limiting nut 305 and the crankshaft limiting pin 306 cooperate to lock the crankshaft mechanism 300. When the screw is rotated to the position, the crankshaft through hole overlaps with the upper limit pin of the chassis. The head of the limiting pin can be pulled from the outside of the chassis and inserted into the crankshaft through hole to prevent the crankshaft from rotating, thereby achieving reliable locking of the module.

[0069] For ease of operation, a Hall sensor can be installed on one end of the crankshaft 301 where the crankshaft limit nut 305 is mounted to detect the rotation angle of the crankshaft 301. The rotation angle of the crankshaft 301 is directly related to the module locking status. The Hall sensor is connected to the equipment control system via a cable, transmitting the crankshaft rotation angle to the electronic equipment control software in real time. When the crankshaft rotation angle does not meet the module locking conditions, it indicates that the module is not locked, and the equipment will not be powered on temporarily, reminding the operator to lock the module before powering on the equipment.

[0070] The stroke of the locking mechanism can be adjusted according to the module thickness and slot width. The stroke of the crankshaft cam needs to be adjusted accordingly to ensure that the locking mechanism is in a relaxed state when the near-shaft end of the cam contacts the rear slider of the locking mechanism, and in a locked state when the far-shaft end of the cam contacts the rear slider of the locking mechanism.

[0071] The working process of the above-mentioned module locking device is as follows:

[0072] (1) Initial state: The crankshaft mechanism 300 is installed in the chassis. The locking mechanism rotates the crankshaft 301 to make the near-shaft end of the cam 302 contact the rear slider 404 of the locking mechanism 400. At this time, the slider spring 405 of the locking mechanism is under slight pressure. The locking mechanism is relaxed and the rear slider 404 will not come out of the slide rail 401 due to the limit of the near-shaft end of the cam 302. The module 200 can be freely inserted and removed. The module 200 is inserted into the slot of the corresponding guide groove of the chassis. By rotating the handle 201, the module electrical connector 202 is ensured to be inserted into the corresponding printed backplane electrical connector on the printed backplane 102.

[0073] (2) Locking process: When multiple modules are in place and locking is required, a tool is used to apply torque to the crankshaft and rotate the crankshaft clockwise by 90°. This drives the crankshaft to rotate, causing each cam 302 on the crankshaft to rotate synchronously relative to the rear slider 404 from the near-axis end to the far-axis end. As the cam 302 rotates, the contact point with the locking mechanism rear slider 404 gradually rotates from the near-axis end to the far-axis end, causing the rear slider 404 to move forward along the slide rail 401. The rear slider 404 then pushes the middle slider 403 and the front slider. Block 402 moves forward along slide rail 401. Due to the tilt angle between each slider, the middle slider 403 moves upward while moving forward, gradually eliminating the gap between the module and the housing guide groove, pressing the module 200 onto the guide groove of the housing 101. The module is locked by the friction between the module and the housing guide groove. The front slider 402 of the locking mechanism squeezes the slider spring 405. The slider spring 405 is blocked by the slide rail limit block on the slide rail, ensuring that each slider cannot come out from the front of the slide rail.

[0074] On the other hand, when locking, the pin 3061 is pulled from outside the chassis, causing the pin to retract into the side wall of the chassis, allowing the crankshaft 301 to rotate normally. At this time, the pin spring 3063 is in a compressed state. After the crankshaft 301 drives the cam to rotate into position, the pin 3061 is released, and the crankshaft limiting pin 306 is inserted into the limiting hole of the rotation limiting block 304, locking the crankshaft mechanism 300.

[0075] Repeat the above steps to lock the other crankshaft mechanism 300, and then complete the synchronous locking of the upper and lower sides of all modules.

[0076] (3) Unlocking process: Pull pin 3061 from outside the chassis to retract the pin into the side wall of the chassis. At this time, the crankshaft can rotate normally. Rotate the crankshaft counterclockwise by 90°, which will drive the cam to rotate relative to the rear slider 404 from the far end to the near end. The rebound force of the slider spring 405 of the locking mechanism pushes the front slider 402 to slide backward along the slide rail, which in turn pushes the middle slider 403 and the front slider 402 to move backward along the slide rail. Since there is an inclination angle between each slider, the middle slider 403 will move downward at the same time, and the force of pressing the module will gradually disappear until the cam moves to the near end. The locking mechanism returns to the initial state, there is a gap between the module and the guide rail, and the locking force disappears.

[0077] During the unlocking process, the slider spring 405 is always in a compressed state, but the compression gradually decreases, which can push the slider to make close contact with the cam and ensure the continuity of movement.

[0078] After both crankshaft mechanisms 300 are unlocked, the module can be freely pulled out using handle 201.

[0079] When the number of modules in the equipment increases, the module locking and unlocking methods remain unchanged, and the maintenance time will not increase, which can significantly improve the maintenance efficiency of multi-module chassis.

[0080] Since the crankshaft mechanism 300 can also be equipped with a Hall sensor, this embodiment can also provide an electronic locking method for the above-mentioned module locking device, including the following steps:

[0081] Step 1: Insert module 200 into the corresponding guide slot 103 in chassis 100;

[0082] Step 2: Rotate the crankshaft 90°, and the cam 302 rotates from the near-shaft end to the far-shaft end, pushing the middle slider 403 forward and upward to press the module 200 onto the guide groove of the chassis 101. At the same time, pull the crankshaft limiting pin 306 on the outside of the chassis, rotate the limiting block 304 to the limit position, release the pin, and insert the pin into the limiting hole of the rotating limiting block 304. Confirm that the slot on the surface of the crankshaft limiting nut 305 points to the "locking" scale line on the chassis.

[0083] Step 3: Repeat step 2 to lock the other crankshaft mechanism 300;

[0084] Step 4: The equipment reads the Hall sensor signals on each crankshaft mechanism 300 and compares them with the preset threshold. If both crankshaft mechanisms 300 are within the threshold, the module is locked and the equipment powers on the module normally; otherwise, the operator is reminded to lock the module correctly and the module is not powered on temporarily.

[0085] It should be noted that empty guide slots are allowed in the chassis in this embodiment, and locking mechanisms may or may not be installed in the empty slots.

[0086] In addition to manual rotation, the crankshaft of the crankshaft mechanism 300 can also be driven by power tools or motor transmission to achieve synchronous electric locking of multiple modules of the chassis.

[0087] The chassis in this embodiment can adopt various cooling methods such as through-flow liquid cooling, through-flow air cooling, conductive liquid cooling, conductive air cooling, and natural heat dissipation.

[0088] Finally, it should be noted that the above are merely preferred embodiments of the present invention and are not intended to limit the present invention. Although the present invention has been described in detail with reference to the embodiments, those skilled in the art can still modify the technical solutions described in the foregoing embodiments or make equivalent substitutions for some of the technical features. However, any modifications, equivalent substitutions, improvements, etc., made within the spirit and principles of the present invention should be included within the protection scope of the present invention.

Claims

1. A module locking device for locking a chassis (100) and a module (200), characterized in that, The system includes a crankshaft mechanism (300) and a locking mechanism (400). The locking mechanism (400) includes a slide rail (401), a front slider (402), a middle slider (403), and a rear slider (404). The slide rail (401) is arranged along the guide groove (103) of the housing (100). The front slider (402), the middle slider (403), and the rear slider (404) are arranged sequentially on the slide rail (401). The middle slider (403) is an inverted trapezoid. The inclination angles of the contact surfaces of the front slider (402), the rear slider (404), and the middle slider (403) are complementary. The crankshaft mechanism (300) includes a crankshaft (301) and a cam (302). The cam (302) is a circular boss structure with a base circle coaxial with the crankshaft (301) and a gradually changing radius. It includes a near-axis end and a far-axis end. The base circle radius of the near-axis end is the smallest, and the base circle radius of the far-axis end is the largest. Furthermore, the crankshaft mechanism (300) is set with a 90° interval from the near-axis end and a corresponding locking mechanism (400). The crankshaft (301) and the locking mechanism (400) are set perpendicular to each other, and the cam (302) is set at a distance from the guide groove (103) on the crankshaft (301). Rotating the crankshaft (301) by 90° causes the cam (302) to rotate from the near-axis end to the far-axis end, thereby pushing the rear slider (404) forward and pushing the middle slider (403) upward to achieve module locking.

2. The module locking device according to claim 1, characterized in that, The front slider (402) is provided with a slider spring (405) on its front side. The slider spring (405) always compresses the front slider (402), thereby keeping the rear slider (404) in contact with the cam (302).

3. The module locking device according to claim 1, characterized in that, The crankshaft mechanism (300) also includes a crankshaft limiting nut (305), which is disposed at one end of the crankshaft (301) and correspondingly disposed in the nut hole on the chassis. The crankshaft limiting nut (305) is provided with a tool hole and a slotted groove, which is used to correspond to the scale line and markings of the locking or unlocking position on the chassis.

4. A module locking device according to claim 1, characterized in that, The crankshaft mechanism (300) further includes a rotation limiting block (304) and a crankshaft limiting pin (306). The crankshaft limiting pin (306) is movably mounted on the chassis (100). The rotation limiting block (304) is mounted on the crankshaft (301). The rotation limiting block (304) has a pin hole. After the crankshaft (301) rotates to the position, the crankshaft limiting pin (306) is inserted into the pin hole to lock the crankshaft mechanism (300).

5. A module locking device according to claim 4, characterized in that, The rotating limiting block (304) is a 1 / 4 circular thin sheet. A chassis limiting block is set at the corresponding position of the chassis. The chassis limiting block cooperates with the rotating limiting block (304), and the crankshaft (301) rotates within a range of 90°.

6. A module locking device according to claim 4, characterized in that, The crankshaft limiting pin (306) includes a pin (3061), a pin sleeve (3062), and a pin spring (3063). The pin spring (3063) is sleeved on the pin (3061) and locked in the pin sleeve (3062). The pin sleeve (3062) is fixed on the chassis.

7. A module locking device according to claim 1, characterized in that, The inclination angle of the contact surfaces of the front slider (402), the middle slider (403), and the rear slider (404) is 45°.

8. A module locking device according to claim 7, characterized in that, The upward stroke of the middle slider (403) is equal to the forward stroke of the rear slider (404), and is greater than the width of the guide groove (103) of the chassis (100) minus the thickness of the module (200).

9. A module locking device according to claim 1, characterized in that, A Hall sensor is also provided on the crankshaft (301) to detect the rotation angle of the crankshaft (301).

10. An electronic locking method for the module locking device as described in claim 9, characterized in that, Includes the following steps: (1) Insert the module (200) into the corresponding guide slot (103) in the chassis (100); (2) The crankshaft mechanism (300) further includes a crankshaft limiting nut (305), which is disposed at one end of the crankshaft (301) and correspondingly disposed in the nut hole on the chassis. The crankshaft limiting nut (305) is provided with a tool hole and a slotted groove, which is used to correspond to the scale line and markings of the locking or unlocking position on the chassis. The crankshaft mechanism (300) further includes a rotation limiting block (304) and a crankshaft limiting pin (306). The crankshaft limiting pin (306) is movably mounted on the chassis (100). The rotation limiting block (304) is mounted on the crankshaft (301). The rotation limiting block (304) has a pin hole. After the crankshaft (301) rotates to the position, the crankshaft limiting pin (306) is inserted into the pin hole to lock the crankshaft mechanism (300). The crankshaft limiting pin (306) includes a pin (3061), a pin sleeve (3062), and a pin spring (3063). The pin spring (3063) is sleeved on the pin (3061) and locked in the pin sleeve (3062). The pin sleeve (3062) is fixed on the chassis. Rotate the crankshaft (301) 90°, and the cam (302) rotates from the near-shaft end to the far-shaft end, pushing the middle slider (403) forward and upward to press the module (200) onto the guide groove of the chassis (101). At the same time, pull the crankshaft limiting pin (306) on the outside of the chassis, rotate the limiting block (304) to the limit position, release the pin, and insert the pin into the limiting hole of the rotating limiting block (304). Confirm that the slot on the surface of the crankshaft limiting nut (305) points to the "locking" scale line on the chassis. (3) The equipment reads the Hall sensor signals on each crankshaft mechanism (300) and compares them with the preset threshold. If both crankshaft mechanisms (300) are within the threshold, the module is locked and the equipment powers on the module normally. Otherwise, the operator is reminded to lock the module correctly and the module is not powered on temporarily.

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