FR2960665A1 - Signal e.g. power signal transmission system for use in airliner, has main conductor and intermediate conductor that are moved with respect to each other to evolve between first configuration and second configuration - Google Patents

Abstract

The system has a barrier (4) to isolate partially a main conductor (2). The barrier is provided with an intermediate conductor (5). The main conductor and the intermediate conductor are moved with respect to each other to evolve between a first configuration in which the conductors are mutually connected such that the intermediate conductor contributes to sending of signal between the main conductor and an on-board equipment e.g. seat, and a second configuration in which the conductors are mutually disconnected. A coupling device allows interface between the on-board equipment and a rail (18).

Description

The present invention relates to the general technical field of the transmission of signals (of power and / or of information) within a vehicle, in particular of an aircraft such as than an airplane.

The present invention more particularly relates to a signal transmission system intended to be embedded in a vehicle, which comprises at least one inner wall and an on-board equipment intended to be removably attached to said inner wall, said system comprising at least firstly a first main conductor adapted to convey said signal and intended to be secured to the inner wall, and secondly a barrier for at least partially isolating said first main conductor.

Airliners are conventionally equipped with rails for the reversible and rapid attachment of on-board equipment, such as seats. The design of such rails meets international standards, so these rails are standardized. These rails thus usually comprise an attachment wall which extends longitudinally at the top of the rail, said attachment wall having an inner face located opposite the floor of the cabin to which the rail is subjected and an outer face. opposite. A longitudinal opening is formed through the attachment wall so as to pass through the latter between the inner and outer faces. This opening thus extends along the main direction of extension of the rail, and thus affects the shape of a slot. The section of this slot is constant, with the exception of localized portions positioned at regular intervals and having an enlarged circular section. These enlarged portions of section are often referred to in the technical field as the "cell".

In order to secure an on-board equipment, such as a seat, to a rail according to the foregoing description, it is known to use a coupling device of the type foot fixing. Such a fixing foot is in particular equipped with at least one protuberance whose shape is complementary to that of the cells.

B 10585 / FR The protuberance is intended to be engaged in a cell, so as to thereby immobilize the attachment foot, and therefore the equipment (seat) attached to this foot, in the horizontal plane. Such an attachment foot thus makes it possible to fix the seat to the rail in a given position chosen from among a plurality of predetermined positions corresponding to the cells of the rail.

Such a rail I rail fastening system, well known as such in the aeronautical field, allows to fix quickly and reliably seats on the floor of the cabin of an aircraft, according to an arrangement that is not final and can evolve depending on the use of the aircraft.

It is also known to use seats equipped with electrical or electronic devices, especially for aircraft intended for long-haul flights. For example, there are known seats equipped with controls to electrically adjust the orientation of the seat and backrest. It is also known to equip such seats audio-visual systems (screen with video player for example) or computer. The seats thus equipped need to be powered by a power signal and / or information. To this end, it is known to provide the seats in question with an electrical connection means (including for example one or more connection plugs) for connecting each seat to a power line running in the cabin. The supply line in question is of course also provided with an electrical connection means, formed for example of a bundle of electrical cables connected at one of their ends to the main supply line, and provided with their free ends of plugs intended to be connected to the plugs of the connection means which is provided with the seat.

Such a signal transmission system has a number of disadvantages.

Indeed, it requires the implementation of a consequent wiring, which helps to increase the cost of the system and to complicate the implementation. The presence of many cables also introduces a risk in terms of reliability (tearing of cables, etc.). B10585 / FR Moreover, this known system requires relatively long, tedious and expensive connection operations. The connection of a given seat to the main power line requires in most cases to disassemble a housing to access the connection interface of the seat, then connect the appropriate cable or cables from the line d main supply to the connection interface of the seat, to finally reassemble the housing. Such connection operations, which most often require skilled labor and appropriate tools, also introduce the risk of an error or lack of connection.

Ultimately, the known systems for feeding the seats on board airplanes are generally impractical to use and do not allow a quick connection of the seat, which would be ideal since the position of the seat relative to the rail is precisely to vary depending on the use of the aircraft.

The objects assigned to the invention are therefore intended to overcome the drawbacks of the prior art and to propose a new signal transmission system which is particularly simple and reliable design and allows a connection of a flight equipment so particularly simple, fast and reliable, limiting in particular the electrical risks.

Another object of the invention is to propose a new signal transmission system which is based on particularly simple and reliable mechanical principles.

Another object of the invention is to propose a new signal transmission system which allows a particularly easy disconnection of the on-board equipment.

Another object of the invention is to propose a new signal transmission system which, while being of reduced cost, makes it possible to minimize the risk of short-circuiting or electrocution in the event of inadvertent flooding of the transmission system. of signal.

Another object of the invention is to propose a new signal transmission system which allows the electrical connection of the on-board equipment to be substantially concomitant with its mechanical attachment in the vehicle.

B10585 / FR Another object of the invention is to propose a new signal transmission system which offers optimum security of use

Another object of the invention is to propose a new signal transmission system which is extremely fast to implement, and does not require specific tools or special skills.

Another object of the invention is to propose a new signal transmission system which limits the risks of misuse (bad connection or no connection).

The objects assigned to the invention are achieved by means of a signal transmission system intended to be embedded in a vehicle, which comprises at least one inner wall and on-board equipment intended to be removably attached to said internal wall, said system comprising at least firstly a first main conductor designed to convey said signal and intended to be secured to the inner wall, and secondly a barrier for at least partially isolating said first main conductor, said system characterized in that said barrier includes at least a first intermediate conductor, said first main conductor and first intermediate conductor being movable relative to each other to evolve between a first configuration in which they are mutually connected so that the first intermediate conductor contributes to the routing of the signal between the first main conductor al and the on-board equipment and a second configuration in which they are mutually disconnected.

Other objects and advantages of the invention will appear in more detail on reading the description which follows, and with the aid of the accompanying drawings, given purely by way of illustration and without limitation, among which: FIG. 1 illustrates, in a diagrammatic perspective view, a transmission system according to the invention of which the first main and intermediate conductors are in their second configuration; and - FIG. 2 is a diagrammatic cross-sectional view of the transmission system of FIG. Figure 3 is a schematic cross-sectional view of the transmission system of Figures 1 and 2, with the difference that the first main and intermediate conductors are this time in their first configuration. FIG. 4 illustrates, in a perspective view, a rail to which the on-board equipment 5 is intended to be fastened, and a coupling device designed to provide the interface for fixing between the on-board equipment and the rail. - Figure 5 illustrates, in a perspective view, the rail of Figure 4 which is attached to the first main conductor. - Figure 6 corresponds to the view of Figure 3 except that the rail of Figure 5 is also shown. FIG. 7 is a view in longitudinal section of FIG.

The invention relates to a signal transmission system intended to be embedded in a vehicle comprising at least one inner wall 1. Preferably, the vehicle is an aircraft such as an airplane or a helicopter, with a cabin intended to house 15 passengers, said cabin comprising a floor 1A forming said inner wall 1. The invention is however not limited to this preferred aeronautical application and may also relate to a land or water vehicle.

The vehicle in which the signal transmission system according to the invention is intended to be embarked further comprises an on-board equipment (not shown), which is intended to be removably attached to the inner wall. In other words, the onboard equipment in question is designed to be coupled and uncoupled at will from the inner wall 1. Advantageously, the on-board equipment is constituted by a seat (not shown) intended to be removably attached to the floor 1A of the cabin of an airliner. Of course, the on-board equipment could be any other device (stretcher, trolley, onboard kitchen element, etc.).

This on-board equipment is advantageously designed to integrate equipment requiring power from a power signal and / or an information signal. B 10585 / FR In the case of on-board equipment consisting of an airliner seat, the apparatus in question may for example comprise an audiovisual system comprising a monitor, or a motorized device for controlling the inclination of the aircraft. seat. Such equipment requires to be electrically powered by a power signal (electric current providing the necessary power). It is also conceivable that the seat in question is intended to receive data intended for example to be displayed on the monitor, in which case the seat is also fed by an information signal, which conveys data in the form of a signal. [analogue or digital information.

The signal transmission system according to the invention is thus designed to provide the on-board equipment with the signal (or signals) which the latter needs to function fully, said signal (or said signals) being able to be constituted by a (or more) signal (signals) of power and / or one (or more) signal (signals) of information. The signal transmission system according to the invention comprises for this purpose at least a first main conductor 2 designed to convey said signal. The signal conveyed by the first main conductor 2 is advantageously an electrical signal. In this case, the first main conductor 2 is preferably made from a material capable of conducting electric current, such as copper for example. However, it is entirely possible, without departing from the scope of the invention, for the signal conveyed by the first main conductor 2 to be rather of a luminous nature, in which case the first main conductor 2 is constituted by a material (for example an optical fiber) capable of driving light. In the following, reference will be made only, for reasons of brevity, to a first main conductor 2 designed to convey an electrical signal, and preferably an electrical power signal. In this case, the signal transmission system according to the invention advantageously comprises a first main conductor 2 forming a phase conductor and a second main conductor 3 forming a neutral conductor.

The first main conductor 2 is intended to be secured to the inner wall 1, as also the second main conductor 3. Advantageously, the first main conductor 2, like the second main conductor 3, has a slender shape. B 10585 / FR For example, the first and second main conductors 2, 3 are each constituted by a metal cable (for example copper) of substantially circular section, said first and second main conductors 2, 3 being attached to the inner wall 1 and extending parallel to each other along the inner wall 1.

The signal transmission system according to the invention also comprises a barrier 4 for at least partially isolating the first main conductor 2, as well as preferably the second main conductor 3. In other words, the barrier 4 contributes to isolating the first main conductor 2 (and preferably the second main conductor 3) of its external environment, in particular to avoid any short-circuit (for example in case of flooding of the floor carrying the first main conductor 2) or electrocution by direct contact of a user with the first main conductor 2. The barrier 4 is therefore advantageously made of a material which is electrically insulating and waterproof, for example an elastomeric material of the silicone type. Preferably, the barrier 4 completely and sealingly isolates the first main conductor 2, so that the latter is completely encompassed by the barrier 4 which prevents any substance (in particular liquid) from reaching said first main conductor 2.

As illustrated in the figures, the barrier 4 includes at least a first intermediate conductor 5, said first intermediate conductor 5 being capable of conducting the signal conveyed by the first main conductor 2, and being for that purpose made from a suitable material, by similar example to that constituting the first main conductor 2. Thus, the first intermediate conductor 5 is part of said barrier 4 contributes in this regard to provide the isolation function of the first main conductor 2 assigned to the barrier 4. As is more particularly visible in Figures 2 and 3, the first main conductor 2 and first intermediate conductor 5 are movable relative to each other to evolve between a first configuration (illustrated in Figure 3) in which they are mutually connected so that the first intermediate conductor 5 contributes to the routing of the signal between the first conductor main 2 and the on-board equipment and secondly a second configuration (shown in Figure 2) in which they are mutually disconnected, so as to interrupt the passage of the signal between the first main conductor 2 and the first intermediate conductor 5 B 10585 / FR Thus, as long as the first main conductor 2 and the intermediate conductor 5 are not in their first configuration (illustrated in FIG. 3), no signal (that is to say in this case no electric current ) is likely to pass through the first intermediate conductor 5, which is intended to be connected (temporarily or not) to the on-board equipment to supply said signal. As the first intermediate conductor 5 is part of the barrier 4, the first main conductor 2 thus remains permanently isolated from the external environment, which limits the electrical risks. It follows from the above that the invention relates to several alternative embodiments. In a first embodiment, which corresponds to that illustrated in the figures, the first main conductor 2 is fixedly mounted relative to the inner wall 1, while the first intermediate conductor 5 is mounted to move relative to the inner wall 1 and the first conductor main 2. In a second alternative embodiment (not shown) it is the first intermediate conductor 5 which is this time fixedly mounted relative to the inner wall 1 while the first main conductor 2 is mounted to move relative to both the inner wall 1 and the first intermediate conductor 5. It is also conceivable, in a third alternative embodiment (not shown) that the first main conductor 2 and the first intermediate conductor 5 are both movable relative to the inner wall 1 Ultimately, the passage of the first main driver 2 and first intermediate driver 5 of their first nfiguration in their second configuration, and conversely, can be provided either by displacement of the first intermediate conductor 5 (case of the variant illustrated in the figures), or only by displacement of the first main conductor 2, or by displacement of both the first driver intermediate 5 and the first main driver 2.

Advantageously, the first main conductor 2 and the first intermediate conductor 5 can change reversibly between their first configuration and their second configuration, that is to say that they can return to their first configuration from their second configuration and vice versa. .

Advantageously, the signal transmission system according to the invention comprises at least a second intermediate conductor 6, said second main conductor 3 and second intermediate conductor 6 being movable one by B10585 / FR relative to the other to evolve between a first configuration (shown in Figure 3) in which they are mutually connected so that the second intermediate conductor 6 contributes to the routing of the signal between the second main conductor 3 and the on-board equipment and a second configuration (illustrated in FIG. 2) in which they are mutually disconnected. Preferably, the signal transmission system has a symmetrical character between firstly its main conductors 2 and intermediate 5 and secondly its second main conductor 3 and intermediate 6, the structure and operation of the second main conductor 3 and intermediate 6 being in this case advantageously identical to those of the first main conductor 2 of the first intermediate conductor 5.

Advantageously, in their first configuration, the first main conductor 2 and intermediate conductor 5 are in mutual contact to ensure the passage of the signal between them, while in their second configuration they are at a distance from each other, as illustrated respectively in FIGS. FIGS. 3 and 2. In this case, the connection of the first intermediate conductor 5 with the first main conductor 2 implemented when said first main conductor 2 and first intermediate conductor 5 reach their first configuration is preferably obtained by direct contact between said first conductor main conductor 2 and intermediate 5, as shown in Figure 3. In contrast, the first main conductor 2 and intermediate 5 are sufficiently distant from each other in their second configuration for an air gap insulating interposes them and thus interrupts any electrical continuity.

Advantageously, the second configuration (illustrated in FIG. 2) is a recall configuration. In other words, the first main conductor 2 and the intermediate conductor 5 tend to return in a natural and permanent manner (for example by springback as explained in the following) in their second configuration (illustrated in FIG. therefore a stable character. On the contrary, the first configuration (illustrated in Figure 3) has an unstable character, the system being constantly recalled to its second configuration. B10585 / FR Advantageously, the passage from the second configuration (illustrated in FIG. 2) to the first configuration (illustrated in FIG. 3) is effected by deformation of the barrier 4 while the transition from the first configuration to the second configuration configuration is carried out by elastic return of the barrier 4. More specifically, the barrier 4 advantageously comprises a flexible and electrically insulating wall 4A whose first intermediate conductor 5 is integral, said flexible wall 4A being designed to pass, by elastic deformation, a restoring position (illustrated in Figure 2) in which it maintains the first intermediate conductor 5 out of contact with the first main conductor 2 to a deformed position (illustrated in Figure 3) in which it brings the first intermediate conductor 5 in contact with the first main conductor 2, and vice versa. The flexible wall 4A thus performs a dual function, since on the one hand it contributes to isolating the first main conductor 2 from its external environment and, on the other hand, it is deformable, preferably by local deflection, in order to bring the first intermediate conductor 5 which it carries with the first main conductor 2.

Preferably, and as illustrated in the figures, the signal transmission system according to the invention comprises an insulating sheath 7 which surrounds the first main conductor 2, said insulating sheath 7 forming said flexible wall 4A. Preferably, the insulating sheath 7 is waterproof (at least to liquids such as water) and is electrically insulating. It advantageously includes integrally the first main conductor 2 (and in this case the second main conductor 3). The insulating sheath 7 is advantageously formed by an integral piece of plastics material, and for example an elastomeric material such as silicone. Preferably, and as illustrated in the figures, the insulating sheath 7 comprises an upper face 7A formed by the flexible wall 4A and a lower face 7B which is secured to the first main conductor 2, an interstitial space 7C being formed between said upper faces 7A and lower 7B to maintain out of contact said first main conductor 2 and intermediate 5 when the flexible wall 4A is in its return position shown in Figure 2. More specifically, as shown in the figures, the flexible wall 4A is formed by a strip of flexible material having an outer face 40 and an opposite inner face 41. At least one lumen is formed through the entire thickness of the strip in question, between the outer 40 and inner faces 41. The light in question is for example of substantially circular shape. B 10585 / FR It accommodates a conductive pad of complementary shape which forms the first intermediate conductor 5.

The conductive pad in question advantageously has an outer face 5A which is on the side of the outer face 40 and which preferably is flush with the latter and an opposite inner face 5B which is on the side of the inner face 41 and is preferably slightly protruding of the latter as illustrated in Figures 2 and 3. Because it is made of a conductive material, the stud forming the first intermediate conductor 5 provides electrical conduction between its inner faces 5B and 5A outer surface. The strip of material forming the flexible wall 4A thus has a continuous outer face 40 formed on the one hand by a flexible and waterproof material and on the other hand by at least the first intermediate conductor 5 which completely closes the light formed through the thickness of the flexible wall 4A and in which it is embedded. Fixing the circular pad of conductive material forming the first intermediate conductor 5 to the flexible wall 4A is made by any means known in the art, and for example by gluing, overmoulding or mechanical insertion by force, the main thing being not to break sealing the barrier 4 formed by the flexible wall 4A and leaving bare at least a portion of the outer faces 5A and inner 5B.

The insulating sheath 7 also advantageously comprises a bottom wall 10 formed for example, as illustrated in the figures, by a waterproof and electrically insulating strip which extends parallel to the strip forming the flexible wall 4A, at a distance from the latter. The insulating sheath 7 also preferably comprises at least two side walls 8, 9 which extend vertically from the lower face 41 of the flexible wall 4A to the bottom wall 10, so as to thus provide an inner compartment vacuum 7C which forms an insulating air gap between the first main conductor 2 and the first intermediate conductor 5. Preferably, the first main conductor 2 attached to the bottom wall 10, and is for example partially embedded in the thickness of the bottom wall 10 so that a portion of its surface remains apparent and accessible throughout its length. Preferably, the flexible wall 4A, the side walls 8, 9 and the bottom wall 10 form a one-piece integral piece made of a single and electrically insulating material of the silicone kind. It is thus enough to exert a vertical pressure to the right of the stud B 10585 / FR forming the first intermediate conductor 5 to cause a local deflection of the flexible wall 4A which allows the stud forming the first intermediate conductor 5 to come into contact with the surface nude of the first main conductor 2, thereby providing an electrical junction which allows the passage of the signal conveyed by the first main conductor 2 in the first intermediate conductor 5, the latter being connected, at least temporarily, to the on-board equipment to transmit it said signal.

In the embodiment illustrated in the figures, the insulating sheath 7 advantageously comprises a third lateral wall 11 which extends parallel to the first and second lateral walls 8, 9, so that the second lateral wall 9 is interposed between said first wall lateral side 8 and third side wall 11. The second side wall 9 thus delimits with the third side wall 11, the bottom wall 10 and the flexible wall 4A a second interstitial space 12 which separates the second main conductor 3 from the second intermediate conductor 6, as illustrated in FIGS. 2 and 3. In this embodiment, which is illustrated in the figures, the insulating sheath 7 thus has a constructional symmetry with respect to a median longitudinal plane, so that the arrangement and the structure of the second conductor 3, the interstitial space 12 and the second intermediate conductor 6 are similar to those of the first r main conductor 2, the interstitial space 7C and the first intermediate conductor 5.

Advantageously, the signal transmission system according to the invention also comprises a first actuator 13 designed to evolve between at least on the one hand a service position (illustrated in Figure 3) in which it causes the attack by said first main conductor 2 and intermediate 5 of their first configuration and secondly a neutral position (illustrated in Figure 2) in which it allows said first main conductors 2 and intermediate 5 to be in their second configuration. Preferably, and as illustrated in the figures, the first actuator 13 is designed to exert a mechanical stress on the first main conductor 2 and / or on the first intermediate conductor 5 to bring the latter in their first configuration from their second configuration. The invention thus relates to several variants. According to a first variant, which is illustrated in the figures, the first actuator 13 is mounted movably relative to the inner wall 1 as well as to the first main conductor 2 and the first intermediate conductor B 5, the displacement of the first actuator 13 enabling to come exercise (directly or indirectly) a mechanical force on the first intermediate conductor 5 so as to bring it into contact with the first main conductor 2. According to another variant (not shown), the first actuator 13 is designed to exert (directly or indirectly) a mechanical force on the first main conductor 2 so as to bring it in contact with the first intermediate conductor 5. In its operating position, illustrated in Figure 3, the first actuator 13 is advantageously designed to press the first driver intermediate 5 and the first main conductor 2 against each other, preferably by exerting a push directly on the first intermediate conductor 5.

Advantageously, the first actuator 13 comprises at least a first secondary conductor 13A designed to be connected to the first intermediate conductor 5 when the first actuator 13 is in the service position (illustrated in FIG. 3), so as to contribute to the routing of the signal between the first intermediate conductor 5 and the on-board equipment. With this technical arrangement, the first actuator 13 thus provides two functions, namely a mechanical biasing function of the first intermediate conductor 5 to bring it into contact with the first main conductor 2, as well as a function of conduction of the signal between the first intermediate conductor 5 and the on-board equipment to which the first secondary conductor 13A is advantageously connected (for example by a suitable wiring). In this particularly advantageous embodiment, the passage of the first actuator 13 from its neutral position to its operating position allows the concomitant closing of the electrical circuit connecting the first main conductor 2 to the on-board equipment in two places, namely between the first main conductor 2 and the first intermediate conductor 5 on the one hand and between the first intermediate conductor 5 and the first secondary conductor 13A on the other hand, which has a safety advantage. Of course, the invention is absolutely not limited to the implementation of such a double closure of the circuit. It is for example quite possible for the first intermediate conductor 5 to be permanently connected with the on-board equipment, the first actuator 13 serving only to bring the first intermediate conductor 5 into contact with the first main conductor. 2. Advantageously, and as illustrated in the figures, the first B10585 / FR secondary conductor 13A is in the form of a finger whose section is substantially conjugated to that of the first intermediate conductor 5, so that when the first actuator 13 is in the service position, the first secondary conductor 13A integrally and uniformly over its entire surface the outer face 5A of the first intermediate conductor 5 (as shown in Figure 3). The first secondary conductor 13A thus advantageously comprises a contact face 14 intended to come into contact with the first intermediate conductor 5 when the first actuator 13 is in the operating position, preferably so that the contact face 14 substantially completely and continuously covers said face outside 5A.

Preferably, the signal transmission system according to the invention also comprises a first isolator 15 which surrounds the first secondary conductor 13A leaving at least said contact surface 14 open, in order to allow the latter to make contact with the first intermediate conductor 5. In the case, illustrated in the figures, in which the first secondary conductor 13A is in the form of a cylindrical rod of substantially circular cross section, the first insulator 15 presents itself in the form of a tube which coaxially surrounds the first secondary conductor 13A in the shape of the latter, as illustrated in FIGS. 2 and 3. The first insulator 15 is thus advantageously in the form of a cylindrical sheath which is both electrically insulating and waterproof (at least to liquids). In the embodiment illustrated in the figures, the first insulator 15 is mounted movably relative to the first secondary conductor 13 between a deactivated position in which the first insulator 15 is remote from the barrier 4 when the contact face 14 is in contact with the first intermediate conductor 5 and an active position (illustrated in Figure 3) in which the first insulator 15 comes into contact with the barrier 4 to help isolate the contact interface between the first intermediate conductor 5 and the first secondary conductor 13. For example, in the embodiment illustrated in the figures, the first insulator tube 15 slides axially along the first secondary conductor 13A between its deactivated position (visible in FIG. 2) in which it leaves both the contact face 14 and a portion 16 of the side wall of the first secondary conductor 13A adjacent to said contact face 14, and its activated position (visible in Figure 3) in which the first conductor tube B 10585 / FR secondary 13A mask said portion 16 adjacent to the contact face 14 leaving only the latter.

In this preferred embodiment, the signal transmission system is advantageously designed to operate in the following manner: in a rest configuration, illustrated in FIGS. 1 and 2, the first main conductor 2, the first intermediate conductor 5 and the first secondary conductor 13A are mutually spaced from each other, thereby preventing the electric current flowing through the first main conductor 2 to pass through the first intermediate conductor 5 and the first secondary conductor 13A; in a first intermediate configuration (not shown) the first secondary conductor 13A operates a vertical descent until it comes into contact with the first intermediate conductor 5; at this moment, the first intermediate conductor 5 is always sufficiently spaced from the first main conductor 2 to prevent any flow of current between the first main conductor 2 and the first intermediate conductor 5, while on the contrary the first intermediate conductor 5 and the first secondary conductor 13A are electrically connected; in this intermediate configuration, the first isolator is in its deactivated position (illustrated in Figure 2) in which it leaves visible not only the contact face 14 but also the portion 16 of the side face adjacent to the contact face 14; in a second intermediate configuration (not shown), the first isolator slides on and along the first secondary conductor 13A so as to simultaneously mask the portion 16 that was previously uncovered and come to press against the outer face 40 of the flexible wall 4A, to form with the latter a sealed envelope insulating the contact face 14 and the upper face 5A of the external environment. finally, the transmission system according to the invention reaches a service configuration (illustrated in FIG. 3) by the implementation of a global vertical descent movement of the subassembly formed by the first driver

B 105851FR secondary 13A and its first insulator 15, so as to come back the first intermediate conductor 5 and the portion of the side wall 4A adjacent thereto (which causes the elastic deformation thereof), to put in contacting the first intermediate conductor 5 and the first main conductor 2.

The implementation of a localized deformation of the flexible wall 4A, as shown in Figure 3, creates a slight depression on the surface of the flexible wall 4A.

This depression will naturally have a tendency to retain any liquid present unintentionally on the flexible wall 4A, near the stud forming the first intermediate conductor 5. The liquid in question will thus be held in isolation in the depression formed by the local depression of the wall flexible 4A, thus avoiding any continuity of liquid between different conductors, and in particular between the first intermediate conductor 5 and the second intermediate conductor 6, which could cause a short-circuit or an electrical failure. The possible presence of liquid at the contact interface between the contact face 14 and the upper face 5A further contributes, if the liquid is conductive, to improve the electrical connection between the first intermediate conductor 5 and the first secondary conductor 13A.

Advantageously, the system according to the invention further comprises a second actuator 17 whose design and operation are advantageously similar to those of the first actuator 13, said second actuator 17 being intended to cooperate with the second intermediate conductor 6 in the same way that the first actuator 13 cooperates with the first intermediate conductor 5.

Advantageously, and as is visible in particular in Figures 4 to 7, the signal transmission system according to the invention comprises a rail 18 to be attached to the inner wall 1 of the vehicle (which is preferably formed by the floor of an aircraft cabin) and to which the on-board equipment (for example a passenger seat of an airplane) is intended to be removably attached. Preferably, the rail 18 is an aeronautical type rail made of a metallic material and having a substantially C-shaped cross section, as can be seen in FIG. 6. More precisely, the rail 18 advantageously comprises a bottom 18A intended to be plated on the rail. internal wall 1 or even embedded in the latter (as shown in B 10585 / FR Figure 6), said bottom 18A being intended to extend parallel to the inner wall 1 along the latter, along a main axis of extension XX '. From and on the sides of said bottom 18A advantageously rise two parallel side walls 18B, 18C. Each of said side walls 18B, 18C is itself extended by a corresponding attachment wall 18D, 18E which are folded towards the inside of the rail, towards each other, and preferably extend substantially parallel to the bottom 18A. Said fastener walls 18D, 18E are separated, in the horizontal plane, by a central opening which allows access from the outside to the internal volume 19 of the rail delimited jointly by the bottom 18A, the side walls 18B, 18C and the attachment walls 18D, 18E. Preferably, as shown in the figures, the opening separating the fastener walls 18E, 18D have an elongate shape extending longitudinally along the main extension direction XX 'of the rail 18. Said opening advantageously has portions 20 of enlarged section and shape for example substantially rounded or circular (cells), arranged at regular intervals along the rail 18 and connected to each other by substantially rectilinear portions 21. In other words, the opening separating the Fastener walls 18D, 18E are advantageously in the form of an elongated slot extending parallel to the principal direction XX 'of main extension of the rail 18, the section of said slot in the horizontal plane longitudinally varying in a regular manner to form preferably enlarged circular (or pseudo-circular) openings (cells), said cells being connected by straight sections. Such a rail construction is conventional in the aeronautical field, so there is no need to further describe it here.

Advantageously, the first main conductor 2 is fixed to the rail 18, that is to say that it is preferably mounted on the rail 18 by any known assembly means (gluing, screwing, etc.). Preferably, the first main conductor 2 is disposed in the inner volume 19 of the rail 18, on the upper face 22 of the bottom 18A of the rail 18, so as to be located in line with the elongate opening separating the 18D fastener walls. , 18E (see Figure 6). Advantageously, the unitary unitary subassembly formed by the insulating sheath 7, the first main conductor 2 and the first intermediate conductor 5 is fixed to the rail 18, on and against the upper face 22 of the bottom 18A of the rail 18. It is even possible to Moreover, it is conceivable that the insulating sheath 7 is B10585 / FR embedded in the bottom 18A so that the upper face 40 of the flexible wall 4A is flush with the upper face 22 of the bottom 18A.

Advantageously, the signal transmission system according to the invention also comprises a coupling device 23 designed to provide the attachment interface between the on-board equipment (constituted for example by a seat) and the rail 18. Preferably , the coupling device 23 in question is a quick coupling device, allowing a user to mate and uncouple the equipment on board rail 18 as desired manually.

Such a coupling device 23, also known in the aeronautical sector as the "fixing foot", is intended on the one hand to be secured, by any appropriate means (screw-nut, etc.) to the equipment. board that it is desired to attach to the rail 18, and secondly to be coupled to the rail 18 to thereby achieve the attachment of the on-board equipment to the rail 18.

Advantageously, the first actuator 13 is embedded in the coupling device 23. Thanks to this technical arrangement, it is thus ensured that the electrical contact between in particular the first main conductor 2 and the first intermediate conductor 5 can not be implemented. as the coupling device 23 is not in the operative position on the rail 18. In this regard, several variants are possible without departing from the scope of the invention.

According to a first variant, the first actuator 13 is fixedly mounted on the coupling device 23, so that the fastening of the coupling device 23 to the rail 18 simultaneously and automatically drives the exercise of pressure on the first intermediate conductor 5 by the first actuator 13, so as to establish a contacting of the first intermediate conductor 5 and the first main conductor 2, as shown in Figure 3. In another embodiment, it is conceivable that the fastening of the device of coupling 23 to the rail 18 does not automatically lead to the cooperation of the first actuator 13 with the first intermediate conductor 5. In this case, the first actuator 13 is mounted to move relative to the coupling device 23 and is functionally connected to a means user-controllable control system. The latter can thus secure the coupling device 23 to the rail 18, then act on the control member B 10585 / FR question to control a downward vertical movement of the first actuator 13 so that it comes to constrain the first intermediate conductor 5 coming into contact with the first main conductor 2.

According to the embodiment illustrated in particular in FIGS. 4 and 7, the coupling device 23 comprises a support member 24 designed to evolve between on the one hand a service configuration (not shown) in which it is intended to be in contact with the rail 18 to support substantially at least a fraction of the weight of the coupling device 23, while allowing a displacement of the latter along the rail 18, in the longitudinal direction X-X ', on the other hand a configuration of rest (illustrated in Figures 4 and 7) wherein the support member 24 substantially does not support the weight of said coupling device 23. For this purpose, the support member 24 preferably comprises at least one wheel 24A, and preferably four wheels (two of which, referenced 24A and 24B, are visible in Figure 4) forming a train so that the coupling device 23 can roll on the rail 18, and preferably on the surface sup the top of the fastener walls 18D, 18E. Advantageously, the coupling device 23 comprises a main body 25 designed to rest on the rail 18 when the support member 24 is in the rest configuration (as shown in FIGS. 4 and 7), the support member 24 being the same. -Even designed to exert on the rail 18, when it passes from its rest configuration to its service configuration, a force to separate the main body 25 of the rail 18, and for example to lift the main body 25 to- above and away from the rail 18. Advantageously, the support member 24 is mounted in translation on the main body 25 between its rest and operating positions. In this advantageous embodiment, the support member 24 preferably comprises at least one carriage, or even more preferably (as in the variant illustrated in FIGS. 4 and 7), two carriages 26, 27 each mounted in translation. on the main body 25 between a retracted position (illustrated in Figures 4 and 7) in which the wheels 24A, 24B substantially does not support the weight of the coupling device 23 and an expanded position (not shown) in which the wheels 24A, 24B rest on the rail 18 while supporting substantially the entire weight of the coupling device 23. Each carriage 26, 27 can be mounted in translation on the main body 25 by any known means for making a slide connection between the main body 25 and the carriage 26, 27 corresponding. Preferably, as illustrated in the figures, the B 10585 / FR translational displacement of each carriage 26, 27 is controlled by a corresponding rotary cam 28, 29 cooperating itself with the carriage 26, 27 corresponding to change the latter between his retracted and expanded positions. Each rotary cam 28, 29 is advantageously provided with a corresponding cavity 28A, 29A (for example of polygonal shape) intended to receive the head of a handling tool (for example a hexagonal key) allowing the user to to rotate the corresponding cam 28, 29 and thus move in vertical translation the corresponding carriage 26, 27 and thus the wheels 24A, 24B carried respectively by the latter.

Preferably, each cam 28, 29 is shaped to cooperate with a complementary surface of the corresponding carriage 26, 27 so that the retracted position is a stable equilibrium position, and that the expanded position is an unstable equilibrium position, the retracted position being advantageously a return position under the effect of the weight of the coupling device 23. Advantageously, the coupling device 23 can thus roll along the rail 18 to reach a position chosen by the user. At this moment, the user actuates, for example using a hexagonal key, the cams 28, 29 to return the carriages 26, 27 to their retracted position (illustrated in FIGS. 4 and 7), which causes the wheels 24A, 24B to be retracted which are out of contact with the rail 18, the weight of the coupling device now being transmitted to the rail 18 only through the main body 25 which rests directly on the rail 18. Advantageously, in the expanded position which allows the coupling device 23 to run on and along the rail 18, the first actuator 13 is kept at a distance from the first intermediate conductor 5. On the contrary, the passage of the carriages 26, 27 from their expanded position in their retracted position causes a global descent of the main body 25 which allows to exert, through the first actuator 13, a thrust on the first intermediate conductor 5 to put the latter in contact with the first main conductor 2, thus achieving the electrical connection. In this case, it is not necessary that the first actuator 13 is mounted movably relative to the coupling device 23, the displacement of the first actuator 13 (which is fixed to the main body 25) being controlled by the retraction or deployment of wheels 24A, 24B. B 10585 / FR Advantageously, the coupling device 23 comprises, on its underside, at least one protuberance whose shape is complementary to that of the cells 20. Said protuberance is intended to engage in one of the alveoli 20 to lock the position of the coupling device 23 relative to the rail 18 in the horizontal plane. Of course, the protuberance is able to engage a cell 20 only when the coupling device 23 has its wheels 24A, 24B retracted, so that it rests directly against [e rail 18 by its main body 25. The coupling device 23 can therefore adopt only predetermined positions relative to the rail 18, each predetermined position corresponding to a cell 20.

Advantageously, the signal transmission system therefore comprises an electric cable running along the rail 18 to form the first main conductor 2 on the one hand and a plurality of conductive pads forming a plurality of first intermediate conductors 5, 50, 500, etc. arranged along the rail 18 in correspondence with the cells 20. Thus, whatever the functional position of the coupling device 23 with respect to the rail 18, it is possible to make an electrical connection since the first actuator 13 is always at the right and opposite a first intermediate conductor 5, 50, 500, etc. The signal transmission system according to the invention therefore makes it possible to transmit a power or information signal irrespective of the position of the coupling device 23 relative to the rail 18, and this in an extremely simple, reliable and safe manner. It is of course conceivable to provide, in place of a discrete distribution of pads forming the first intermediate conductors 5, 50, 500, etc., a continuous conductive cable to form the first intermediate conductor 5, this cable being designed to be in punctual contact with the first main conductor 2 under the effect of a point deformation (local) of the barrier 4 imparted by the first driver 13.

Of course, the foregoing description also applies to the second intermediate conductor 6, given the longitudinal symmetry advantageously provided by the signal transmission system according to the invention. B10585 / EN

Claims (10)

CLAIMS1 A signal transmission system intended to be embedded in a vehicle, which comprises at least one inner wall (1) and on-board equipment intended to be removably attached to said inner wall (1), said system comprising at least firstly a first main conductor (2) adapted to convey said signal and intended to be secured to the inner wall (1), and secondly a barrier (4) for at least partially isolating said first main conductor (2). , said system being characterized in that said barrier (4) includes at least one first intermediate conductor (5), said first main conductor (2) and first intermediate conductor (5) being movable relative to one another for evolve between a first configuration in which they are mutually connected so that the first intermediate conductor (5) contributes to the routing of the signal between the first main conductor (2 ) and the on-board equipment and a second configuration in which they are mutually disconnected. 2 - System according to claim 1 characterized in that in their first configuration, said first main conductor (2) and intermediate (5) are in mutual contact to ensure the passage of the signal between them, while in their second configuration they are at distance from each other. 3 - System according to claim 1 or 2 characterized in that the second configuration is a return configuration. 4 - System according to one of claims 1 to 3 characterized in that the first main conductor (2) has an elongate shape. 5 - System according to one of claims 1 to 4 characterized in that said barrier (4) comprises a flexible wall (4A) and electrically insulating, the first intermediate conductor (5) is integral, said flexible wall (4A) being designed to be able to pass, by elastic deformation, a return position B10585 / FRin which said elf keeps the first intermediate conductor (5) out of contact with the first main conductor (2) at a deformed position in which it brings the first intermediate conductor ( 5) in contact with the first main conductor (2). 6 - System according to claim 5 characterized in that it comprises an insulating sheath (7) which surrounds said first main conductor (2), said insulating sheath (7) forming said flexible wall (4A). 7 - System according to claim 6 characterized in that said sheath (7) comprises an upper face (7A) formed by said flexible wall (4A) and a lower face (7B) which is secured to the first main conductor (2), a interstitial space (7C) being provided between said upper (7A) and lower (7B) faces to keep said first (2) and intermediate (5) main conductors out of contact when the flexible wall (4A) is in its return position . 8 - System according to one of claims 1 to 7 characterized in that it comprises a first actuator (13) designed to evolve between at least firstly a service position in which it causes the attack by said first drivers main (2) and intermediate (5) of their first configuration and secondly a neutral position in which it allows said main conductors (2) and intermediate (5) to be in their second configuration. 9 - System according to claim 8 characterized in that in its operating position, said first actuator (13) is designed to press the first intermediate conductor (5) and the first main conductor (2) against each other. System according to one of claims 8 and 9 characterized in that said first actuator (13) comprises at least a first secondary conductor (13A) designed to be connected to the first intermediate conductor (5), when the first actuator (13) is in the service position, so as to contribute to the routing of the signal between the first intermediate conductor (5) and the on-board equipment.11 -System according to claim 10 characterized in that the first secondary conductor (13A) comprises a contact face (14) intended to come into contact with the first intermediate conductor (5) when the first actuator (13) is in the service position, said system also comprising a first insulator (15) which surrounds the first secondary conductor (13A ) leaving at least said contact face (14) bare. 12- System according to claim 11 characterized in that the first isolator (15) is mounted movably relative to the first secondary conductor (13) between a deactivated position in which the first insulator (15) is remote from said barrier (4) when the contact face (14) is in contact with the first intermediate conductor (5) and an activated position in which the first insulator (15) comes into contact with the barrier (4) to help isolate the contact interface between the first intermediate conductor (5) and the first secondary conductor (13). 13 -System according to one of claims 1 to 12 characterized in that it comprises a rail (18) intended to be attached to the inner wall (1) of the vehicle and which the on-board equipment is intended to be fixed of detachably, said first main conductor (2) being attached to said rail (18). 14 -System according to claim 13 and one of claims 8 to 12 characterized in that it comprises a coupling device (23) designed to provide the interface of attachment between the on-board equipment and the rail (18). ), the first actuator (13) being embedded in the coupling device (23). 15 -System according to one of claims 1 to 14 characterized in that the vehicle is an aircraft with a cabin intended to accommodate passengers, said cabin comprising a floor (1A) forming said inner wall (1), said equipment on board being constituted by a seat intended to be attached to the floor (1A).