Abstract:
A pivot system for use with a stowage bin system in a mobile platform (for example, a commercial aircraft) is provided, where the pivot system enables electrical communication between structure pivotally supporting the bin, and electrical components on the bin. The pivot system includes a pivot boss including an engagement extension and a race assembly including a socket. The socket of the race assembly is for receipt of the engagement extension to couple the pivot boss to the race assembly. The pivot system further includes at least one conductor coupled to at least one of the pivot boss and race assembly to enable electrical communication between the pivot base and the race assembly. The system, thus, enables electrical communication between the pivot boss and the race assembly without requiring external wiring.

Description:
CROSS-REFERENCE TO RELATED APPLICATIONS  
       [0001]     This application is a continuation-in-part of U.S. patent application No. 10/905,502 filed on Jan. 5, 2005. The disclosure of the above application is incorporated herein by reference.  
         [0002]     The present application is related in general subject matter to pending U.S. patent application Ser. No. ______ (Attorney Docket No. 7784-000904), filed concurrently herewith on ______, entitled “System and Method for a Power-Assisted Compartment,” assigned to The Boeing Company, and hereby incorporated by reference in its entirety into the present application. The present application is also related in general subject matter to pending commonly assigned U.S. patent application Ser. No. ______ (Attorney Docket No. 7784-000910), filed concurrently herewith on ______, entitled “System and Method for Electronic Communicative Switch,” hereby incorporated by reference in its entirety into the present application. Further, the present application is related in general subject matter to pending commonly assigned U.S. patent application Ser. No. _______ (Attorney Docket No. 7784-000909), filed concurrently herewith on _______, entitled “System and Method for Stowage Compartment Control,” hereby incorporated by reference in its entirety into the present application. The present application is further related in general subject matter to pending commonly assigned U.S. patent application Ser. No. ______ (Attorney Docket No. 7784-000913), filed concurrently herewith on ______, entitled “System and Method for Stowage Compartment Control,” hereby incorporated by reference in its entirety into the present application. Also, the present application is also related in general subject matter to pending commonly assigned U.S. patent application Ser. No. ______ (Attorney Docket No. 7784-000914), filed concurrently herewith on ______, entitled “System and Method for Stowage Compartment Control,” hereby incorporated by reference in its entirety into the present application. The present application is also related in general subject matter to pending commonly assigned U.S. patent application Ser. No. ______ (Attorney Docket No. 7784-000928), filed concurrently herewith, entitled “System and Method for Electronically Latching Stowage Compartments,” hereby incorporated by reference in its entirety into the present application. 
     
    
     FIELD  
       [0003]     The present disclosure relates to a pivot system and more particularly to a pivot system allowing for the quick installation of aircraft stowage compartments or similar rotating items.  
       BACKGROUND  
       [0004]     The statements in this section merely provide background information related to the present disclosure and may not constitute prior art.  
         [0005]     Many mobile platforms (such as trains, ships, aircraft and busses) employ stowage compartments in a cabin of the mobile platform to enable stowage of passenger items, such as carry-on baggage. With regard to commercial passenger aircraft, increased baggage stowage demands have required the stowage compartments to increase in size and load capacity. In addition, there is a drive to increase passengers “personal space” (i.e., headroom) in the cabin of the aircraft. The desire for increased “personal space” in the cabin has resulted in higher ceilings and the placement of storage compartments higher in the cabins.  
         [0006]     The placement of stowage compartments at a higher position in the cabin can necessitate the use of additional equipment to install the compartments at the necessary height. In addition, in certain cases it may be desirable to remove and replace the stowage compartments. Accordingly, it would be desirable to have a stowage compartment design that provides for easy removal and replacement of the stowage compartments while still allowing for easy access to the stowage compartments by passengers when the stowage compartments are installed in a mobile platform.  
       SUMMARY  
       [0007]     A stowage compartment system for a mobile platform is provided. The stowage compartment system includes a unique pivot system that is able to supply electrical current to various components associated with the stowage compartment, and also able to receive electrical signals from components of the stowage compartment, which can be transmitted to other external electrical or electronic components. In one embodiment the pivot system includes a pivot boss having an engagement extension and a race assembly including a socket. The socket of the race assembly receives of the engagement extension to couple the pivot boss to the race assembly. The pivot system may also include at least one conductor coupled to at least one of the pivot boss and race assembly to enable communication between the pivot boss and the race assembly.  
         [0008]     In one embodiment, the present disclosure further provides a mobile platform. The mobile platform comprises an interior overhead structure, and at least one compartment rotatably coupled to the interior overhead structure. The compartments are rotatable into an opened position and a closed position. Also included is a pivot system coupled to the interior overhead structure and the compartment to enable the compartment to rotate into the opened position and the closed position. The pivot system includes a pivot boss coupled to the compartment and a race assembly including a socket to couple the pivot boss to the race assembly. The race assembly is coupled to the interior overhead structure. The pivot system also includes at least one electrical conductor coupled to at least one of the pivot boss and race assembly to enable electrical communication between the compartment and the interior overhead structure.  
         [0009]     The present disclosure also provides a method for communicating between a first structure and a second structure through a pivot assembly. The method comprises providing a pivot boss including an engagement extension, a race assembly including a race element defining a socket and a central engagement bushing including an engagement chamber for receipt of the engagement extension, and at least one conductor. The method includes coupling the central engagement bushing to the socket. The method also comprises coupling the race assembly to the first structure and coupling the pivot boss to the second structure. The method includes coupling the conductor to at least one of the first structure and the second structure, and coupling the engagement extension to the engagement chamber to enable communication between the first structure and the second structure.  
         [0010]     Further areas of applicability will become apparent from the description provided herein. It should be understood that the description and specific examples are intended for purposes of illustration only and are not intended to limit the scope of the present disclosure. 
     
    
     BRIEF DESCRIPTION OF THE DRAWINGS  
       [0011]     The drawings described herein are for illustration purposes only and are not intended to limit the scope of the present disclosure in any way.  
         [0012]      FIG. 1  is a perspective view of a portion of a mobile platform incorporating one embodiment of a compartment pivot system according to the present disclosure;  
         [0013]      FIG. 2  is a perspective view of a compartment of  FIG. 1  in a range of operating positions;  
         [0014]      FIG. 3  is perspective view of the compartment of  FIG. 1  in both the installation position and the opened position;  
         [0015]      FIG. 4  is a perspective view of the compartment of  FIG. 3  in the pre-install position;  
         [0016]      FIG. 5  is a side view of the pivot of  FIGS. 1-5 ;  
         [0017]      FIG. 6  is a cross-sectional view of the pivot of  FIG. 5  taken along line  6 - 6  of  FIG. 5 ;  
         [0018]      FIG. 7  is an exploded view of the pivot of  FIG. 5 ;  
         [0019]      FIG. 8  is a perspective view of an alternative pivot for use with an exemplary alternative compartment;  
         [0020]      FIG. 9  is a side view of the alternative pivot of  FIG. 8 ;  
         [0021]      FIG. 10A  is a cross-sectional view of the pivot of  FIG. 9  taken along line  10 A- 10 A of  FIG. 9 ;  
         [0022]      FIG. 10B  is a cross-sectional view of the pivot of  FIG. 9  taken along line  10 B- 10 B of  FIG. 9 ;  
         [0023]      FIG. 11A  is an exploded view of the pivot of  FIG. 8  from a first perspective; and  
         [0024]      FIG. 11 B  is an exploded view of the pivot of  FIG. 8  from a second perspective. 
     
    
     DETAILED DESCRIPTION  
       [0025]     The following description is merely exemplary in nature and is not intended to limit the present disclosure, application, or uses. Although the following description is related generally to a power-assisted compartment for a mobile platform (such as an aircraft, ship, spacecraft, train or land-based motor vehicle), it will be understood that the power-assisted compartment system, as described and claimed herein, can be used with any appropriate application where it would be useful to have communication and/or power transmitted to a rotatable storage area or storage device. Therefore, it will be understood that the following discussion is not intended to limit the scope of the appended claims to only mobile platforms, since the power-assisted compartment system could just as readily be employed in buildings or other fixed structures.  
         [0026]     Referring now to  FIG. 1 , an illustration of a mobile platform interior, such as an aircraft interior  10 , in accordance with the present disclosure is shown. The interior  10  includes a compartment assembly  12  in which passengers may store carry-on baggage and airline crew may store blankets and other sundries. The compartment assembly  12  is comprised of an interior overhead structure  14  and a plurality of overhead compartment elements  16  (typically referred to as “stowage bins” when used in a commercial aircraft application). The compartments  16  are rotatably mounted to the interior overhead structure  14  such that they can be rotated between a compartment closed position  18  and a compartment opened position  20  (see  FIG. 3 ).  
         [0027]     The present disclosure provides not only a unique and novel approach to rotatable mounting of a stowage compartment, but further provides improvements to the installation and removal of a selected compartment  16  from the interior overhead structure  14 . This is accomplished through the use of a unique pivot system or assembly  22  as shown in  FIGS. 2-7 . A pair of such pivot assemblies  22  may be utilized on each compartment  16  and interior overhead structure  14  interface. Alternately, a single pivot assembly  22  may be used in combination with an alternate rotational mount to reduce complexity.  
         [0028]     Referring specifically to  FIG. 7 , each pivot assembly  22  is comprised of a first pivot boss  24  having a fixed boss mounting base  26 . An engagement extension  28  protrudes from the fixed boss mounting base  26  or from the interior overhead structure  14 . The fixed pivot boss  24  may, in fact, be simply formed as a portion of the interior overhead structure  14 . The fixed boss mounting base  26  includes a plurality of boss mounting bores  30  by which the first pivot boss  24  may be fixedly mounted to the interior overhead structure  14  or alternately to the compartment  16 . Although the engagement extension  28  may be formed in a variety of shapes, it is contemplated that it is shaped to fixedly engage an engagement chamber  32  formed within a central engagement bushing  34  such that upon insertion into the engagement chamber  32 , the engagement extension  28  is restrained from axial separation from the bushing  34 . One particular embodiment illustrated contemplates a cross-sectional t-shaped engagement extension  28  matched with a t-shaped gap  36 , so that the engagement extension  28  is keyed to the gap  36  once these two portions are engaged.  
         [0029]     The central engagement bushing  34  is rotatably engaged to a first race element  38 . The first race element  38  includes a fixed race mounting base  39  suitable for fixed mounting to the compartment  16  or alternately the interior overhead structure  14  by way of a plurality of race mounting bores  40 . The first race element  38  includes a circular wall  42  extending from the fixed race mounting base  39  and forming a central race socket  44 . The central engagement bushing  34  is rotatably secured within the socket  44 . This is accomplished by inserting the central engagement bushing  34  into the socket  44  from the right in the drawing of  FIG. 7 . An upper flange  50  formed on the circular wall  42  and flanged inwardly traps the central engagement bushing  34  within the socket  44  once the fixed race mounting base  39  is mounted to its associated compartment  16 . An upper extension notch  51  may be formed on the engagement extension  28  to prevent interference with the upper flange  50  when the first race element  38  rotates relative to the engagement extension  28 . A lower bushing flange  52  may be additionally formed on the central engagement bushing  34  and adapted to correspond to an outward chamfer  54  formed at the opening  46  ( FIG. 6 ) to provide a dual rotational guide and to further help maintain concentricity of the engagement bushing  34  in the socket  44 .  
         [0030]     In order for the engagement extension  28  to be insertable and removable from the engagement chamber  32  when the central engagement bushing  34  is positioned within the socket  44 , the circular wall  42  preferably includes an entry gap  56  through which the engagement extension  28  may pass. A pair of angled arm portions  57  cooperatively forms an outwardly flanged entrance guide  58 . The guide  58  may be formed as an extension of the circular wall  42  to provide a channel for inserting the engagement extension  28  into the socket  44  and into the engagement chamber  32 . As the engagement chamber  32  does not pass entirely through the central engagement bushing  34 , the engagement extension  28  is only insertable or removable from a single orientation when the engagement chamber  32  is aligned with the entry gap  56  (referred to as the installation position  60 —see  FIG. 4 ). The central engagement bushing  34  may be biased into the installation position  60  to facilitate even easier assembly. This may be accomplished through a variety of known methods such as weights, springs, or similar biasing methodologies. For example, a coil spring could be positioned between the engagement bushing  34  and the compartment  16  to which the first race element  38  and the engagement bushing  34  are being secured to, as these components are being secured to the compartment  16 .  
         [0031]     After mounting of the first pivot boss  24  to the interior overhead structure  14  and the fixed race element  38  to the compartment  16 , the compartment  16  is raised into the pre-install position  62  positioned directly above the fixed pivot boss  24 , and vertically aligned with the engagement extension  28  (see  FIG. 4 ). It is lowered into its installed position  60  ( FIG. 3 ) when the engagement extension  28  is guided into the engagement chamber  32  through guide  58 . The compartment  16  can then be rotated into a range of operating positions  66  (see  FIG. 2 ). As the engagement extension  28  can only be removed when the compartment  16  is rotated into the installation position  60 , the fixed pivot boss  24 , fixed race  38  and engagement bushing  34  thus form the pivot assembly  22  and become an integral assembly that permits rotational movement throughout the range of operating positions  66  ( FIG. 2 ). The compartment  16  can be raised, therefore, into the compartment opened position  20  and prevented from unintentional movement back into the installation position  60  by way of at least one stop element  68  ( FIG. 4 ) formed on the compartment  16  that engages the interior overhead structure  14 . Although a particular stop element  68  has been described, a variety of mechanisms for limiting rotational movement of the compartment  16  could easily be implemented. Similarly, a variety of latch assemblies may be used to secure the compartments  16  into the compartment closed position  18 .  
         [0032]     The present disclosure, thereby, provides a unique pivot assembly  22  that allows assembly of the compartment assembly  12  without the need for tooling or complex assembly procedures. Similarly, the compartment  16  may be removed simply by forcing the stop elements  68  past the compartment opened position  20  ( FIG. 3 ), where after it may be lifted from the fixed pivot boss  24 . The present disclosure therefore simplifies and improves compartment assembly design and assembly.  
         [0033]     With reference now to  FIGS. 8 and 9 , an alternative pivot system  22   a  is shown. The alternative pivot system  22   a  includes the pivot boss  24 , a race element  38   a , a central engagement bushing  34   a  and a communication system  100  for use with an interior overhead structure  14   a  and a compartment  16   a , substantially similar to that described with regard to  FIGS. 1-4 . The alternative pivot system  22   a  enables communication between the interior overhead structure  14   a  and the compartment  16   a , such that data and/or power can be continuously transmitted between the interior overhead structure  14   a  and the compartment  16   a  even during the rotation of the compartment  16   a , with respect to the interior overhead structure  14   a.    
         [0034]     It should be noted that the pivot boss  24 , race element  38   a  and central engagement bushing  34   a  can each be composed of a conductive material, such as a conductive polymer, metal, metal alloy or combinations thereof, while the interior overhead structure  14   a  and compartment  16   a  are formed of a non-conductive material, such as a non-conductive polymer. In the alternative, the alternative pivot system  22   a  can be electrically isolated from the interior overhead structure  14   a  and the compartment  16   a . Generally, the pivot boss  24  is coupled to the compartment  16   a , the race element  38   a  is coupled to the interior overhead structure  14   a  and the central engagement bushing  34   a  couples the pivot boss  24  to the race element  38   a.    
         [0035]     As the pivot boss  24  of the alternative pivot system  22   a  is identical to the pivot boss  24  of the pivot assembly  22 , the pivot boss  24  will not be discussed in detail with regard to the alternative pivot system  22   a . In addition, as the race element  38 a and the central engagement bushing  34   a  are substantially similar to the race element  38  and the central engagement bushing  34  of the pivot assembly  22 , as discussed with regard to  FIGS. 1-7 , only the modifications to the race element  38 a and the central engagement bushing  34   a  will be discussed herein. It should be noted that the race element  38  and central engagement bushing  34  can make up a race assembly.  
         [0036]     With reference to  FIGS. 10A, 10B ,  11 A and  11 B, the race element  38   a  includes a base  39   a  ( FIG. 11A ), a circular wall  42   a  defining the socket  44 , the entry gap  56  and the entrance guide  58 . As the socket  44 , entry gap  56  and entrance guide  58  of the race element  38   a  are substantially similar to the socket  44 , entry gap  56  and entrance guide  58  of the race element  38  of the pivot assembly  22 , discussed with regard to  FIGS. 5-7 , the socket  44 , entry gap  56  and entrance guide  58  corresponding to the race element  38   a  will not be discussed in detail herein. The base  39   a  includes the bores  40 , a first surface  102 , and a second surface  104 . The bores  40  couple the base  39   a  to the interior overhead structure  14   a  as discussed previously herein. The first surface  102  of the base  39   a  is adjacent to the interior overhead structure  14   a  when the base  39   a  is coupled to the interior overhead structure  14   a . The first surface  102  defines a channel  106  ( FIG. 11A ). The channel  106  can be machined into the first surface  102 , for example, or can be formed with the base  39   a . The channel  106  is sized such that a conductor of the communication system  100  can be coupled to the interior overhead structure  14   a  without contacting the base  39   a . The second surface  104  is opposite the first surface  102 , and is coupled to the circular wall  42   a.    
         [0037]     The circular wall  42   a  can be coupled to the second surface  104 , for example, or can be integrally formed with the base  39   a . The circular wall  42   a  includes the upper flange  50 , an exterior surface  108  and an interior surface  110 . The circular wall  42   a  also defines the opening  46 . As the upper flange  50  and opening  46  are substantially similar to the upper flange  50  and opening  46  of the pivot assembly  22  discussed with regard to  FIGS. 1-7 , the lower bushing flange  50  and opening  46  will not be discussed herein with regard to the alternative pivot system  22   a . The interior surface  110  is opposite the exterior surface  108  and includes a first groove or detent  112 , a second groove or detent  114  and a compression slope  116  ( FIG. 11A ).  
         [0038]     The first detent  112  and second detent  114  can each be formed in the interior surface  110  by machining, however, any other technique could be used, and the first detent  112  and second detent  114  could be integrally formed with the interior surface  110 . The first detent  112  and second detent  114  are recessed in the interior surface  110  to facilitate engagement of the first detent  112  and second detent  114  with the central engagement bushing  34   a , as will be discussed herein. The first detent  112  is generally formed an angular distance D from the second detent  114 , where the angular distance D corresponds to the angle of rotation required to move the compartment  16   a  from the most opened position to the closed position. Thus, the first detent  112  is preferably formed at a point in which the compartment  16   a  can be removed from the central engagement bushing  34   a , and the second detent  114  is preferably formed at a point to prevent the over-rotation of the central engagement bushing  34   a  after the compartment  16   a  has reached the closed position, as will be discussed further herein.  
         [0039]     The compression slope  116  is generally formed adjacent to the entry gap  56  on the interior surface  110  ( FIG. 11A ). The compression slope  116  generally constitutes a recessed surface having a slope. The compression slope  116  is configured to interact with the central engagement bushing  34   a , as will be discussed herein.  
         [0040]     The central engagement bushing  34   a  includes a body  118  defining an engagement chamber  32   a , the gap  36 , and a plurality of throughbores  120 . The central engagement bushing  34   a  also includes a first conductive biasing member or conductive spring plunger  122 , a second conductive biasing member or conductive spring plunger  124 , a non-conductive biasing member or non-conductive spring plunger  126  and a lower bushing flange  52   a . As the gap  36  is substantially similar to the gap  36  of the pivot assembly  22  discussed with regard to  FIGS. 1-7 , the gap  36  will not be discussed herein with regard to the alternative pivot system  22   a . The body  118  can be coupled to the lower bushing flange  52   a , or could be integrally formed with the lower bushing flange  52   a.    
         [0041]     The throughbores  120  are defined in the body  118  for receipt of the first, second and third spring plungers  122 ,  124 ,  126 . The throughbores  120  are preferably threaded to mechanically couple the first, second and third spring plungers  122 ,  124 ,  126  to the body  118 . A first throughbore  120  is preferably formed or machined such that when the central engagement bushing  34   a  is coupled to the race element  38   a , the first throughbore  120  is aligned with the first detent  112 . A second throughbore  120 ′ is preferably formed or machined in a rear surface  127  of the engagement chamber  32   a . A third throughbore  120 ″ is preferably formed or machined such that the third spring plunger  126  is in communication with the communication system  100  as will be discussed herein.  
         [0042]     The first, second and third spring plungers  122 ,  124 ,  126  are coupled to the first, second and third throughbores  120 ,  120 ′,  120 ″. The first, second and third spring plungers  122 ,  124 ,  126  each generally include a nose  128  protruding from a threaded body  130 . The threaded body  130  includes an internal biasing member, such as a spring (not shown), to project the nose  128  outwardly from the threaded body  130  to enable the nose  128  to provide accurate, consistent pressure to the selected component, as will be described herein. The first, second and third spring plungers  122 ,  124 ,  126  are generally round-nose spring plungers available commercially from McMaster-Carr of Sante Fe Springs, California.  
         [0043]     Each of the first, second and third spring plungers  122 ,  124 ,  126  include a locking element, such as a bonded nylon patch (not shown), to prevent vibrations from unthreading the threaded body  130  from the throughbores  120 ,  120 ′,  120 ″ and to thereby ensure the nose  128  applies constant pressure even during the rotation of the compartment. Preferably, the first and second spring plungers  122 ,  124  are composed of a steel, aluminum or other conductive body material with a conductive nose/ball material. The third spring plunger  126  is preferably composed of a steel or aluminum body material with a nylon ball material. Generally, the third spring plunger  126  has a nose  128  with a moderately wide diameter (not specifically shown). Either end of the threaded body  130  of the first, second and third spring plungers  122 ,  124 ,  126  includes a tool slot (not shown) to enable the first, second and third spring plungers  122 ,  124 ,  126  to be threaded into the respective throughbores  120 ,  120 ′,  120 ″ with a screwdriver.  
         [0044]     The first spring plunger  122  is generally coupled to the first throughbore  120  such that the first spring plunger  122  engages first detent  112  when the central engagement bushing  34   a  is coupled to the race element  38   a . Thus, the first spring plunger  122  can serve to align the central engagement bushing  34   a  to the race element  38   a . The nose  128  of the first spring plunger  122  applies a constant force to the race element  38   a  to maintain contact between the central engagement bushing  34   a  and the race element  38   a  throughout the rotation of the compartment  16   a . The first spring plunger  122  can also engage the second detent  114  of the race element  38   a  in the case where the central engagement bushing  34   a  over-rotates into the closed position. Thus, generally the first spring plunger  122  follows a path P defined by the angular distance D during the rotation of the compartment  16   a.    
         [0045]     The second spring plunger  124  is engaged in the second throughbore  120 ′ such that the nose  128  of the second spring plunger  124  contacts the engagement extension  28  of the pivot boss  24  when the engagement extension  28  is coupled to the engagement chamber  32   a . Thus, the nose  128  of the second spring plunger  124  provides constant contact between the central engagement bushing  34   a  and the engagement extension  28  of the pivot boss to enable constant communication between the central engagement bushing  34   a  and the pivot boss  24  throughout the rotation of the compartment  16   a . In addition, the second spring plunger  124  contacts the compression slope  116  of the circular wall  42   a  in the case where the central engagement bushing  34   a  over-rotates into the closed position. The compression slope  116  permits gentle recompression of the second spring plunger  124 . The third spring plunger  126  is generally coupled to the third throughbore  120 ″ such that the nose  128  of the third spring plunger  126  constantly contacts a conductor of the communication system  100  throughout the rotation of the compartment  16   a , as will be discussed herein.  
         [0046]     The lower bushing flange  52   a  is generally circular, and includes a slight outward chamfer  54   a  for engaging the central engagement bushing  34   a  with the race element  38   a . The lower bushing flange  52   a  also includes a cylindrical protrusion  129  extending from near a center of the lower bushing flange  52   a . The protrusion  129  is sized such that the communication system  100  can be coupled between the interior overhead structure  14   a  and the central engagement bushing  34   a  without undue interference from the charged central engagement bushing  34   a . Thus, the protrusion  129  generally extends a distance D 3  ( FIG. 10B ) beyond the lower bushing flange  52   a  to enable a portion of the communication system  100  to be coupled to the interior overhead structure  14   a , as will be discussed herein.  
         [0047]     Referring to  FIGS. 8 and 9 , the communication system  100  includes a first conductor  132 , a second conductor  134 , at least one sensor  135 , and a controller  137 . The first conductor  132  and second conductor  134  are preferably foil conductors, such as an embedded foil conductor, available commercially from 3M of St. Paul, Minn. The first conductor  132  is coupled to a surface  136  of the interior overhead structure  14   a , and the second conductor  134  is coupled to a surface  138  of the compartment  16   a . The first and second conductors  132 ,  134  are preferably coupled to the surfaces  136 ,  138  through adhesives, however, any suitable mechanism could be used to couple the first and second conductors  132 ,  134  to the surfaces  136 ,  138  such as mechanical fasteners, or the first and second conductors  132 ,  134  could be formed in the interior overhead structure  14   a  and the compartment  16   a.    
         [0048]     The first and second conductors  132 ,  134  are each coupled to the surfaces  136 ,  138  such that the first and second conductors  132 ,  134  are incidentally connected to the race element  38   a  and pivot boss  24 , respectively, without the use of wire specific hardware or fasteners. The first and second conductors  132 ,  134  are capable of enabling electrical communication between the interior overhead structure  14   a  and the compartment  16   a , such as the transfer of power and/or data. Typically, the first and second conductors  132 ,  134  on one end of the compartment  16   a  provide the positive polarity connection, while the first and second conductors  132 ,  134  on the opposite end provide the ground connection. In addition, the first and second conductors  132 ,  134  are capable of providing data transfer over the first and second conductors  132 ,  134  by utilizing communication over the power-lines technology, as is generally known, but will be discussed briefly herein. The first conductor  132  is in further communication with the controller  137 , as will be discussed herein.  
         [0049]     Referring to  FIGS. 11A and 11B , the sensor  135  can be coupled to the interior overhead structure  14   a , and includes a circular sensory portion  140  coupled to a conductive tail  142 . The circular sensory portion  140  generally includes an aperture  141  sized larger than the protrusion  129  of the lower bushing flange  52   a  to enable the central engagement bushing  34   a  to be coupled to the interior overhead structure  14   a  without contacting the sensor  135 . Thus, the circular sensory portion  140  has a thickness T ( FIG. 11A ) which is smaller than the distance D 3  of the extension of the protrusion  129  of the lower bushing flange  52   a . The circular sensory portion  140  generally comprises a radial potentiometer, however, any sensor could be employed. Suitable potentiometer position sensors are commercially available from Spectrasymbol of Salt Lake City, UT., USA. The circular sensory portion  140  is preferably positioned such that the third spring plunger  126  contacts the circular sensory portion  140  along an exemplary path P 1  ( FIG. 11A ) throughout the rotation of the compartment  16   a  to generate a signal indicative of to the rotational position of the compartment  16   a . The conductive tail  142  of the sensor  135  can be integrally formed with the sensor  135 , or could be a suitable foil conductor coupled to the circular sensory portion  140 . The conductive tail  142  is in communication with the first controller  137  to provide the first controller  137  with the signal from the circular sensory portion  140 .  
         [0050]     The controller  137  is in communication with the sensor  135  to provide power to and receive data from the sensor  135 . The controller  137  is shown coupled adjacent to the interior overhead structure  14 a, but the controller  137  could be coupled to the compartment  16 a. The controller  137  provides power and transfers data through the first conductor  132 .  
         [0051]     Generally, in order for the alternative pivot system  22   a  to provide power and/or data transfer between the compartment  16   a  and interior overhead structure  14   a  through the pivot boss  24  and race assembly or race element  38   a  and central engagement bushing  34   a , the central engagement bushing  34   a  is coupled to the race element  38   a . In order to couple the central engagement bushing  34   a  to the race element  38   a , the first, second and third spring plungers  122 ,  124 ,  126  are threaded into the first, second and third throughbores  120 ,  120 ′,  120 ″. Then, the central engagement bushing  34   a  is slid into the race element  38   a  such that the first spring plunger  122  enters the first detent  112 . This allows the central engagement bushing  34   a  to be assembled into the race element  38   a  without the use of special tools.  
         [0052]     With the race assembly formed, after the sensor  135 , first conductor  132 , second conductor  134 , and controller  137  are coupled to the interior overhead structure  14   a  and compartment  16   a , the race element  38   a  and central engagement bushing  34   a  are coupled to the interior overhead structure  14   a  through the bores  40  of the race element  38   a  such that the protrusion  129  is in contact with the interior overhead structure  14   a , the nose  128  of the third spring plunger  126  contacts the circular sensory element  140  of the sensor  135 , and the conductive tail  142  of the sensor  135  extends through the channel  106  defined in the race element  38   a . The race element  38   a  is also coupled to the interior overhead structure  14   a  so that the race element  38   a  is in incidental contact with the first conductor  132 . Similarly, the pivot boss  24  is coupled to the compartment  16   a  such that the pivot boss  24  is in incidental contact with the second conductor  134 . The compartment  16   a  is then coupled to the interior overhead structure  14   a  as described previously herein.  
         [0053]     Once the compartment  16 a is coupled to the interior overhead structure  14   a , the compartment  16   a  can be rotated as desired into the opened and closed positions with communication maintained between the interior overhead structure  14   a  and the compartment  16   a  through the first spring plunger  122  and second spring plunger  124 . As the compartment  16   a  rotates, the third spring plunger  126  moves along the circular sensory portion  140 , and based on the angular position of the third spring plunger  126 , the sensor  135  transmits position signals to the controller  137 . The controller  137  can receive and transmit signals and/or power through the first conductor  132 . The constant communication between the central engagement bushing  34   a , race element  38   a  and pivot boss  24  enables the signal to travel from the first conductor  132  to the second conductor  134  to enable a device coupled to the compartment  16   a  to perform a desired function. For example, a second sensor S ( FIG. 8 ) in communication with the first conductor  132  could be powered by the alternative pivot system  22 a. Signals from the second conductor S could be transmitted through the pivot boss  24 , the central engagement bushing  34   a  and the race element  38   a  to the controller  137 . Further detail regarding the functionality of the compartment  16   a  is disclosed in commonly assigned United States Patent Application entitled “SYSTEM AND METHOD FOR A POWER-ASSISTED COMPARTMENT,” U.S. Ser. No. ______ (Attorney Docket Number 7784-000904), filed concurrently herewith, and incorporated by reference in its entirety.  
         [0054]     It should be noted that various other conductors  134  could be coupled to and in communication with the pivot boss  24  to enable various devices, such as additional sensors, or switches, to be powered through the alternative pivot system  22   a . While various embodiments have been described, those skilled in the art will recognize modifications or variations which might be made without departing from the concept disclosed herein. The examples illustrate the disclosure and are not intended to limit it. Therefore, the description and claims should be interpreted liberally with only such limitation as is necessary in view of the pertinent prior art.