Patent Abstract:
A conductive bus device and method operable to distribute signals throughout a platform. The bus delivers signals to any number of select locations within the platform, such as to seats mounted to a seat track. The bus is mounted beneath a floor of the platform. The signals can be transmitted between the power bus and the passenger seats using a conductor that extends from the passenger seats to the bus through a opening in the seat track. The bus device and method eliminates the need to run separate connections between a signal source and each seat. This device and method significantly reduce the cost, energy, and time necessary to wire each seat individually.

Full Description:
CROSS-REFERENCE TO RELATED APPLICATIONS 
   This application claims the benefit of U.S. provisional application Ser. No. 60/556,826 filed on Mar. 27, 2004, which is incorporated herein by reference. 
   The following applications are also incorporated by reference herein: provisional application Ser. No. 60/557,044 filed on Mar. 27, 2004; provisional application Ser. No. 60/556,823 filed on Mar. 27, 2004; provisional application Ser. No. 60/556,747 filed on Mar. 27, 2004; provisional application Ser. No. 60/556,748, filed on Mar. 27, 2004; U.S. application Ser. No. 10/810,324 filed on Mar. 27, 2004; U.S. application Ser. No. 10/898,729 filed on Jul. 23, 2004; U.S. application Ser. No. 10/936,004 filed on Sep. 8, 2004; U.S. application Ser. No. 10/983,906 filed on Nov. 8, 2004; and U.S. application Ser. No. 10/943,035 filed on Sep. 16, 2004. 

   FIELD OF THE INVENTION 
   The present invention relates to mobile platform electronic systems. In particular, the present invention relates to a power bus that provides current and/or data to aircraft passenger seats in a mobile platform, such as an aircraft. 
   BACKGROUND OF THE INVENTION 
   Commercial aircraft passengers are increasingly demanding in-flight entertainment (IFE) and electrical power outlets to operate various electronic devices, such as laptop computers, at their seats. To provide the passenger with such features, electrical power and data must be delivered to each seat. Conventionally, power and data are delivered to aircraft passenger seats via numerous cables that, during aircraft assembly, are laid out in position on the floor of the aircraft passenger cabin. A portion of the cables is positioned beneath a covering, such as the seat track cover, and a portion that includes connectors to the seats is left exposed to connect with the yet to be installed seat groups containing each passenger seat. 
   During installation of the seat groups, the seat groups must be carried in over the exposed wires. Taking care to avoid the exposed wires increases both the complexity of the operation and the amount of time required to install the seats. Once the seats are installed, installers must crawl along the floor of the aircraft to manually attach each wire to each seat group. This process is cumbersome and time consuming. Further, in order to change the configuration of the seats or to replace the seats, an installer must again crawl along the floor, disconnect the wiring from each group, and maneuver the seats around the exposed wiring. Still further, in order to change the position of the seat groups, the aircraft must be re-wired so that the wiring will reach the seats in their new positions. As would be expected, re-wiring an aircraft is a costly and time consuming process. 
   In view of the foregoing, it is desirable to provide an improved device for delivering power to aircraft passenger seat groups that will eliminate the need to separately connect each seat group to an individual power or data cable and the need to re-wire the cables when the seat configuration is changed. 
   SUMMARY OF THE INVENTION 
   A power bus device and method operable to distribute power/data to a plurality of seats. In one embodiment, the power bus delivers power/data to any number of select locations within a mobile platform. Power and/or data is transmitted between the power bus and a plurality of passenger seats, via a connector, at any point along the power bus, thus eliminating the need to run separate connections between the power and/or data source and each seat. 
   In one embodiment, the present invention provides for a system for distributing at least one of data and current to a plurality of seats that are mounted to a seat track at a floor surface. The system comprises a bus mounted beneath the floor surface and extending to each of the seats. The bus is operable to conduct at least one of the data and current along an entire length of the bus. A passenger seat electronic subsystem is provided at the seats for distributing at least one of the data and current at the seats. A connector of the subsystem is operable to conduct at least one of the data and current from the bus to the subsystem through cooperation with the bus at a point below the floor and proximate the seat. The bus is operable to permit cooperation with the connector at substantially any point along a length of the bus. 
   In another embodiment, the present invention provides for an aircraft passenger cabin system for distributing at least one of data and current throughout a passenger cabin. The system comprises a passenger cabin floor and a seat track extending across the floor. The seat track is mounted on a sub floor that is located beneath the floor. One or more passenger seats are mounted to the seat track at the floor. A bus is mounted to the sub floor between the sub floor and the floor. The bus is operable to conduct at least one of data and current along substantially an entire length of the bus. A passenger seat electronic subsystem is provided at one or more of the passenger seats for communicating at least one of the data and current about the passenger seats. A connector of the subsystem is operable to mate with the bus beneath the floor to conduct at least one of the data and current between the bus and the subsystem. 
   In still a further embodiment, the present invention provides for a method for distributing at least one of data and current throughout an aircraft passenger cabin. The method includes mounting a seat track to a sub floor between the sub floor and a passenger cabin floor such that a portion of the seat track is exposed at the cabin floor. One or more passenger seats are mounted to the seat track. A bus is mounted to the sub floor at least proximate to the seat track. The bus is operable to conduct at least one of the data and current along substantially an entire length of the bus. One or more passenger seats are mounted to the seat track at the cabin floor. The seats are provided with an electronic subsystem for providing access to at least one of the data and current at the passenger seats, the subsystem includes a connector. The connector is mated with the bus to conduct at least one of the data and current between the bus and the subsystem. 
   The features, functions, and advantages can be achieved independently in various embodiments of the present inventions or may be combined in yet other embodiments. 

   
     BRIEF DESCRIPTION OF THE DRAWINGS 
     The present invention will become more fully understood from the detailed description and the accompanying drawings, wherein: 
       FIG. 1  is a partially cut-away view of an aircraft passenger cabin in accordance with an embodiment of the present invention; 
       FIG. 2  is a perspective, cross-sectional view of a power bus system according to an embodiment of the present invention; 
       FIG. 3  is a cross-sectional view of the embodiment of  FIG. 2 ; 
       FIG. 4  is a close-in view of the power bus of  FIG. 2 ; 
       FIG. 5  is a front view of a seat group of  FIG. 1  wired in accordance with an embodiment of the present invention; 
       FIG. 6  is a perspective, cross-sectional view of a power bus system according to an additional embodiment of the present invention; 
       FIG. 7  is a perspective cross-sectional view of a power bus system according to yet another embodiment of the present invention; 
       FIG. 8  is a side, cross-sectional view of a power bus system according to a further embodiment of the present invention; 
       FIG. 8A  is a perspective view of a barrel and cam pin component of the system of  FIG. 8 ; 
       FIG. 8B  is a bottom view of the probe of  FIG. 8 ; 
       FIG. 8C  is a cross-sectional view taken along line  8 C- 8 C of  FIG. 8 ; 
       FIG. 8B  is a cross-sectional view similar to  FIG. 8A  showing the contacts in a retracted position; 
       FIG. 9  is a perspective cross-sectional view of a power bus system of the present invention according to yet a further embodiment; 
       FIG. 10  is a close-in view of the power bus system of  FIG. 9 ; 
       FIG. 11  is a perspective cross-sectional view of a power bus system according to yet an additional embodiment of the present invention; 
       FIG. 12  is a perspective, cross-sectional view of a power bus system according to yet a further embodiment of the present invention; 
       FIG. 12A  is a side view of a seat track cover used in the embodiment of  FIG. 12 ; 
       FIG. 13  is a side cross-sectional view of a power bus system according to a further embodiment of the present invention; 
       FIG. 14  is a perspective partially cut-away view of a power bus system according to an additional embodiment of the present invention; 
       FIG. 15  is a perspective, partially cut-away view of a power bus system according to a further embodiment of the present invention; 
       FIG. 16  is yet another perspective view of a power bus system of the present invention; 
       FIG. 17  is still another perspective view of a power bus system of the present invention; 
       FIG. 18  is a perspective view of a further embodiment of a power bus system of the present invention; 
       FIG. 19  is a further perspective view of a power bus system of the present invention; 
       FIG. 20  is an exploded view of a seat track cover for use in any of the power bus systems of the present invention; 
       FIG. 21  is a plan view of a power bus flat wire conductor and seat spreaders with contacts for making electrical contact with the flat wire at a variety of different locations along the length of the spreaders; 
       FIG. 22  is a perspective view of a three phase flat wire conductor and corresponding receptor according to an embodiment of the present invention; 
       FIG. 23  is a perspective view of a flat wire conductor according to yet an additional embodiment of the present invention; 
       FIG. 24  is a cross-sectional view taken along line  24 - 24  of  FIG. 23 . 
       FIG. 25  is an exploded perspective view of an additional conductive connector of the present invention; and 
       FIG. 26  is an exploded perspective view of a cam shaft of the connector of  FIG. 25 . 
   

   DETAILED DESCRIPTION OF THE PREFERRED EMBODIMENTS 
   The following description of the preferred embodiments is merely exemplary in nature and is in no way intended to limit the invention, its application, or uses. 
   With initial reference to  FIG. 1 , a passenger aircraft equipped with a power bus system according to one preferred embodiment of the present invention is illustrated at reference numeral  10 . It will be appreciated immediately, however, that the present invention can be implemented in virtually any form of mobile platform, such as a ship, train, bus, rotor craft or other airborne vehicle, or even in fixed structures such as theaters, conference rooms, auditoriums, etc., or whenever there is a need to supply power and/or data signals to connection ports or components on a plurality of seats or any other location. For example, the system could be used for overhead lighting and passenger controls in an aircraft passenger cabin. 
   The aircraft  10  generally includes a fuselage  12 , wings  14 , and a tail fin  16 . The fuselage  12  includes a passenger cabin  18  having a floor  20 . At the floor  20  are numerous passenger seats  22 . Two or more passenger seats  22  are grouped together as a seat group  24 . One or more seat tracks  26  extend along the floor  20  to secure the seat groups  24  at the floor  20 . A power bus system  28  for delivering power to the seats  22  extends along side of, within, or closely adjacent to one or more of the seat tracks  26 . The power bus system connects to a power source  30 . The seat tracks  26  and the power bus system  28  are be covered by a seat track cover  32 . 
   With continued reference to  FIG. 1  and additional reference to  FIGS. 2 and 5 , each seat group  24  includes a frame  34 . The frame  34  includes a base  36  and legs  40 . The base  36  provides support to the different passenger seats  22 . The legs  40  support the base  36 . The legs  40  include an upper portion  42  and a lower portion  44 . The upper portion  42  mates with or can be integrated with the base  36 . The lower portion  44  includes a fastening surface  46 . The fastening surface  46  can be any conventional fastening feature or device capable of securing the seat group  24  to the seat track  26 . For example, the fastening surface  46  includes a tab  48  for cooperating with the seat track  26 . The tab  48  can be, for example, round, square, or rectangular to be securely received by the seat track  26 . 
   The seat track  26  has a base portion  50 , a floor support  52 , and a seat engagement portion  54 . The base portion  50  includes one or more extensions  56  to support the seat track  26  on a fuselage floor beam  58 . The floor support  52  includes one or more protrusions  60  that protrude from the seat engagement portion  54 . The protrusions  60  provide support to the floor  20  in the area proximate to the seat track  26 . The seat engagement portion  54  includes two arms  62  for cooperating with and securing the legs  40 . 
   The seat track cover  32  is an elongated strip for covering the seat track  26  and the power bus system  28 . The seat track cover  32  can be any suitable shape, such as rectangular, to cover the seat track  26 . As illustrated in  FIG. 2 , the seat track cover  32  generally has a planar base portion  66  and two sidewalls  68  extending from the base portion  66 . The cover  32  can also have a locking detail  70  to lock the seat track cover  32  in place. 
   With continued reference to  FIGS. 1 and 2  and additional reference to  FIGS. 3 ,  4  and  5 , an embodiment of the power bus system  28  is illustrated. The power bus system  28  generally includes a power bus track  72  and a power bus track engagement arm  74 . The power bus track  72  can be positioned on the seat track  26  itself, such as on one of the protrusions  60 , or along the floor  20  at or near the seat leg  40 . The power bus track  72  generally includes a base  76  with two posts  78 A and  78 B extending from the base  76 . The two posts  78  are positioned close together such that a small gap, slightly smaller than the width of the engagement arm  74 , is defined between the two posts  78 . As best illustrated in  FIG. 4 , one or both of the posts, such as the post  78 B as illustrated, include one or more contacts  80 . The contacts  80  can be made of any suitable conductive material, such as copper. In some applications, the post  78 B can include three contacts  80 A,  80 B, and  80 C. For example, contact  80 A can be used to receive power from the power source  30  to transmit electricity along the length of the power bus track  72 , the contact  80 B can be used as power return to return power to the power source  30 , and the contact  80 C can be used as a ground. 
   The power bus engagement arm  74  can take the form of any suitable support on or adjacent to the seat leg  40  for one of more contacts  82 . As illustrated, the arm  74  includes three contacts  82 A,  82 B, and  82 C. The contacts  82  can be made of any suitable material, such as copper. The contacts  82  mate with conductive lines or wires  84  that extend through the arm  74  to carry power to the passenger seats  22  or in-flight entertainment systems. As illustrated, three wires  84 A,  84 B, and  84 C are included to mate with each of the contacts  82 A,  82 B, and  82 C respectively. Thus, in some applications the wire  84 A is used as a power supply, the wire  84 B is used as a power return, and the wire  84 C is used as a ground. 
   The cooperation of the above components and their operation will now be described in detail. The seat tracks are generally positioned just beneath or at the surface of the floor  20  and generally extend the length of the passenger cabin  18 . Portions of the floor  20  are removed just above the seat tracks  26  to permit access to the seat tracks  26  from the passenger cabin  18 . The aircraft  10  can include virtually any number of seat tracks  26  depending on the application. In some applications, two seat tracks  26  are provided to support each seat group  24  at the floor  20 . 
   The seat tracks  26  are held in position by securing the extensions  56  to the floor beam  58  of the fuselage  12 . The extensions  56  are secured to the floor beam  58  in any suitable manner, such as using an adhesive or a fastener, such as a bolt  86  extending through the extensions  56 , at numerous positions along the length of the seat track  26 . With the seat track  26  secured into position below the floor  20 , the floor support  52  is used to provide support to the portions of the floor  20  proximate to the seat track  26 . 
   To further secure the seat tracks  26  into position, additional fasteners are used along the length of the seat track  26 , such as a flush mounted screw  88 , to secure the protrusions  60  of the floor support  52  to the floor  20 . Specifically, an insert  90  is positioned within the floor  20  to receive the flush mounted screw  88 , which further extends through the protrusions  60 . A clip-nut  92  is used to secure the flush mounted screw  88  to the protrusions  60 . The clip-nut  92  includes a top portion  94  and a bottom portion  96 . The top portion  94  includes an aperture for receiving the flush mounted screw  88  and the bottom portion  96  includes a conventional lock-nut  98  held captive within the bottom portion  96 . The clip-nut  92  wraps around the protrusion  60  such that the top portion  94  is at an upper surface of the protrusion  60  and the bottom portion  96  is at the lower surface of the protrusion  60 . To secure the protrusion  60  to the floor  20 , the flush mounted screw  88  is inserted through the insert  90 , through the top portion  94  of the clip nut  92 , through the protrusion  60 , and through the bottom portion  96  of the clip nut  92  where it cooperates with the lock-nut  98  to hold the flush mounted screw  88  into position to fasten the floor  20  to the protrusions  60  of the seat track  26 . 
   With the seat tracks  26  secured in position, the seat groups  24  containing the passenger seats  22  are installed. The seat groups  24  are positioned above the seat tracks  26  such that the legs  40  of each seat group are aligned with the seat tracks  26 . Generally, the fastening tab  48  of the seat legs  40  is, at its widest point, wider than the distance between the arms  62  of the seat engagement portion  54  of the seat track  26 . However, at various points along the length of the seat track  26 , the distance between the arms  62  increases to permit passage of the tab  48 . It is at these regions that the fastening tab  48  is inserted past the arms  62  to within the seat engagement portion  54 . The seat group  24  is then moved along the seat track  26  such that the tab  48  is positioned at a point in the seat track where the distance between the arms  62  is less than the width of the tab  48  to lock the tab  48 , and thus the seat group  24 , to the seat track  26 . To insure that the tab  48  does not return to the area of the seat track  26  where the. distance between the arms  62  is widened, the seat leg  40  is secured into position along the seat track  26  in any conventional manner, such as by a bolt. 
   As the seat leg  40  is inserted within the seat track  26 , the engagement arm  74  is inserted between the two posts  78 A and  78 B. Because the distance between the two posts  78 A and  78 B is slightly narrower than the width of the arm  74 , the arm  74  slightly spreads the two posts  78 A and  78 B to make secure contact with the power bus track  72 . Further, the contacts  82  of the engagement arm  74  also make secure contact with the contacts  80  of the power bus track  72 . 
   Electricity is supplied to the contacts  80  by the power source  30 . The power source  30  can be a dedicated battery for supplying power to the passenger seats  22  or can be the aircraft&#39;s general power source. The power source  30  can include electrical contacts (not shown) that make an electrical connection with the contacts  80  to energize the contacts  80  and the power bus track  72 . 
   With particular reference to  FIG. 5 , electricity transferred from the power bus track  72  to the contacts  82  of the arm  74  is carried up along the seat frame to the passenger seats  22  by one or more of the conductive wires  84 , where the power can be accessed by a passenger via a power outlet  100  or an in-flight entertainment system. The number of wires  84  and their use can vary depending upon the application. As illustrated, the wire  84 A is used to supply electricity to the seats  22 , the wire  84 B is used as a return to carry electricity back from the seats  22 , and the wire  84 C is used as a ground. The ground wire  84 C can be grounded at the seat frame  34 . 
   With the seat leg  40  in place and the engagement arm  74  seated within the power bus track  72 , the seat track cover  32  is placed over the seat track  26  and the power bus system  28 . For example, the cover  32  is positioned such that sidewalls  68  are seated beneath the floor  20  and the base  66  is approximately level with the upper surface of the floor  20 . To help secure the cover  32  into position, the locking detail  70  cooperates with a recess  102  of a corresponding size and shape in the engagement arm  74 . To permit passage of the legs  40  through the cover  32 , portions of the base  66  may be removed in the regions of the legs  40 . Further, if the engagement part  74  is secured to the legs  40  above the base  66 , a portion of the base  66  is removed to accommodate the engagement arm  74  also. Alternatively, the cover  32  may be cut to length to fit between adjacent seat groups  24 . 
   The power bus  28  can include numerous features in addition to those described above. For example, the base  76  of the track  72  can include a spring to bias the track  72  in the direction of the arm  74  to enhance the connection between the track  72  and the arm  74 . Further, the power bus track  72  can be rotated clockwise approximately 90 degrees from its orientation in  FIG. 2  and the arm  74  can be configured to engage the track  72  horizontally rather than vertically as illustrated. Still further, the arm  74  can include a joint to allow it to pivot or slide in and out of cooperation with the track  72 , such that the arm  74  can engage or disengage the track  72  even while the leg  40  is locked to the seat track  26 . This feature permits the seat track  72  to be removed and serviced even while the leg  40  is locked in position. 
     FIG. 6  illustrates an additional embodiment of the power bus system of the present invention at reference numeral  200 . Because many of the components of the embodiment of  FIG. 6  are substantially similar to those of  FIGS. 2 through 5 , like reference numbers are used to identify the similar components and the above detailed description sufficiently describes these components. The power bus system  200  operates in a manner similar to the power bus system  28  and, therefore, the above description concerning the operation of power bus system  28  also equally applies to power bus system  200 . 
   The power bus system  200  generally includes a power bus bracket  202  that extends across at least a portion of the passenger cabin  18  and contacts  204  located at the seat leg  40  opposite the bracket  202 . The power bus bracket  202  is generally “L” shaped and includes a horizontal portion  206  and a vertical portion  208 . The horizontal portion  206  is positioned between the protrusion  60  and the undersurface of the floor  20 . The vertical portion  208  extends from the horizontal portion  206  at approximately a right angle and is positioned between the seat leg  40  and the floor  20 . The vertical portion  208  includes contacts  210  and a locking detail  212 . The bracket  202  is secured into position by the flush-mounted screw  88  that extends through the horizontal portion. The bracket  202  is positioned such that the contacts  210  and the contacts  204  are in electrical contact with each other. The contacts can be made of any suitable conductive material, such as copper. The cover  32  is secured over the power bus  200  and the seat track  26  through cooperation between the detail  70  of the cover  32  and the detail  212  of the power bus bracket  202 . 
   The contact  210 A cooperates with the power source  30 , the contact  210 B serves as a power return to the power source  30 , and the contact  210 C is a ground. Therefore, the cooperation between the contact  210 A and the contact  204 A provides power to the seat group  24  via the wire  84 A, cooperation between the contact  210 B and the contact  204 B receives power from the wire  84 B to act as a power return, and finally the contact  210 C, the contact  204 C, and the wire  84 C are in cooperation to ground the seat group  24 . 
     FIG. 7  illustrates an additional embodiment of the power bus system of the present invention at reference numeral  300 . Because many of the components of the embodiment of  FIG. 7  are substantially similar to those of  FIGS. 2 through 5 , like reference numbers are used to identify the similar components and the above detailed description sufficiently describes these components. The power bus system  300  operates in a manner similar to the power bus system  28  and, therefore, the above description concerning the operation of power bus system  28  also equally applies to power bus system  300 . 
   The power bus system  300  generally includes a power bus base track  302  and one or more contacts  304  at an undersurface of the seat leg  40 . As illustrated, three contacts  304 A,  304 B, and  304 C cooperate with the wires  84 A,  84 B, and  84 C respectively. The base track  302  generally includes sidewalls  306  and a base  308 . The side walls  306  include a locking detail  310  that cooperates with the locking detail  70  of the cover  32  to secure the cover  32  at the power bus system  300 . The base  308  includes one or more contacts  312  operable to mate with the contacts  304 . As illustrated, the base includes a first contact  312 A that draws power from the power supply  30 , a second contact  312 B that returns power to the power supply  30 , and a third contact  312 C that acts as a ground. 
   The base track  302  can be secured above the floor  20 , as illustrated in  FIG. 7 , or below the floor  20 . The base track  302  and the seat leg  40  are secured into position using a suitable fastening device, such as an expandable bolt  314 . The bolt  314  includes a first head  316 , a second head  318 , and a body  320  between the two heads  316  and  318 . The second head  318  expands from a retracted position in which the second head  318  is approximately the same diameter as the body  320  to an extended position in which the diameter of the second head  318  is substantially larger than the body  320 . 
   During installation of the power bus system  300 , the seat leg  40  is positioned on the base  308  of the base track  302  such that the contacts  304  mate with the contacts  312 . Therefore, power is supplied to the wire  84 A via the cooperation between the contacts  312 A and  304 A, power is returned to the power supply  30  via the cooperation between the contacts  312 B and  304 B, and cooperation between the contacts  312 C and  304 C grounds the seat group  24  through the wire  84 C. 
   To secure the seat leg  40  to the base track  302  and to secure the base track  302  to the floor  20 , the bolt  314 , with the second head  318  in the retracted position, is inserted through an aperture of the base of the leg  40  and through an aperture within the base  308  of the base track  302 . The body  320  extends through the floor  20  and through the seat engagement portion  54  of the seat track  26 , which is configured to include an aperture  322 . With the second head  318  positioned on the side of the aperture  322  opposite the floor  20 , the second head  318  is expanded to lock the base track  302  and the leg  40  to the seat track  26  and at the floor  20 . Finally, the cover  32  is placed over the power bus system  300  and secured in position through cooperation between the details  70  of the cover  32  and the details  310  of the base track  302 . 
     FIG. 8  illustrates an additional embodiment of the power bus system of the present invention at reference numeral  400 . Because many of the components of the embodiment of  FIG. 8  are substantially similar to those of  FIGS. 2 through 5 , like reference numbers are used to identify the similar components and the above detailed description sufficiently describes these components. The power bus system  400  operates in a manner similar to the power bus system  28  and, therefore, the above description concerning the operation of power bus system  28  also equally applies to power bus system  400 . 
   The power bus system  400  generally includes a power bus strip  402  and a probe  404 . The power bus strip  402  is an elongated strip that extends the length of one or more portions of the passenger cabin  18 . The strip  402  includes one or more contacts  406 . As illustrated in  FIG. 8 , the strip  402  includes a first contact  406 A that draws power from the power source  30 , a second contact  406 B that returns power to the power source  30 , and a third contact  406 C that acts as a ground. The contacts  406  include any suitable conductor, such as copper. The strip  402  is mounted to the seat track  26 , such as at a point between the base portion  50  and the seat engagement portion  54 . 
   With additional reference to  FIGS. 8A ,  8 B, and  8 C, the probe  404  houses a barrel  408  in any manner suitable to permit rotation of the barrel  408  within the probe  404 . A cam pin  410  extends from the barrel  408  and has a smaller diameter than the barrel  408 . The cam pin  410  is offset from the longitudinal axis of the barrel  408  such that rotation of the barrel  408  about its longitudinal axis will not only rotate the cam pin  410 , but will also cause the pin  410  to shift laterally between a first position A ( FIG. 8B ) and a second position B ( FIG. 8C ). 
   The cam pin  410  includes one or more contact disks  412 . The contact disks  412  are conductive disks operable to conduct current between a current source and the contacts  406  by way of conductive terminal  414 . A terminal  414  is in contact with each disk  412 . The terminals  414  are mounted in an opening  416  of the probe  404 . The terminals  414  are movable between a first position A′ ( FIG. 8B ) in which the terminals  414  are retracted within the probe  404  and a second position B′ ( FIG. 8C ) in which the terminals  414  extend from the probe  404 . 
   The terminals  414  are biased in the first position A′ by a spring  418 . Rotation of the barrel  408  effectuates rotation and movement of the pin  410  from position A of  FIG. 8B  to position B of  FIG. 8C . Movement of the pin  410  from position A to position B causes the pin  410  to push the terminals  414  to position B′ and out of the probe  410  and into contact with the contacts  406  to permit the transfer of signals between the probe  404  and the bus  402 . The barrel  408  can be rotated in any suitable manner, such as using a tool that cooperates with a surface of the barrel  408  and allows for engagement and rotation of the barrel  408  with the tool. 
   During installation to the probe  404  the pin is at position A so that the terminals are recessed within the probe  404  and the probe can be installed near the bus  402 . After the probe  404  is installed the barrel  408  is rotated to move the pin  410  to position B so that the terminals  414  are moved out from within the probe  404  by the cam pin  410 . To remove the probe the pin  410  is moved backed to position A and the terminals  414  are retracted to position A′. 
     FIGS. 9 and 10  illustrate an additional embodiment of the power bus system of the present invention at reference numeral  500 . Because many of the components of the embodiment of  FIGS. 9 and 10  are substantially similar to those of  FIGS. 2 through 5 , like reference numbers are used to identify the similar components and the above detailed description sufficiently describes these components. The power bus system  500  also operates in a manner similar to the power bus system  28  and, therefore, the above description detailing the operation of power bus system  28  equally applies to power bus system  500 . 
   The power bus system  500  generally includes a power bus strip  502  and a power bus strip engagement component forming, in one preferred form, a plug  504 . The power bus strip  502  is an elongated strip that extends the length of one or more portions of the passenger cabin  18 . The strip  502  is seated at the base portion  50  of the seat track  26 . In this embodiment, the seat tract  26  includes a center base portion  506  upon which the power bus strip  502  is mounted in any suitable manner, such as using an adhesive or a mechanical fastening device. As illustrated in  FIG. 10 , the power bus strip  502  includes a bottom portion  508  and two side walls  510 . The side walls  510  include one or more contacts  512 . The strip  502  includes a first contact  512 A, a second contact  512 B, and a third contact  512 C. The contacts  512  include any suitable conductor, such as copper. The side walls  510  include locking details  514 . A spring  516  can be located near the power bus strip  502  and the base portion  506  to bias the power bus strip  502  in an extended position in which it extends from the base portion  506 . 
   The plug  504  generally includes a body  518  and a head  520 . The body  518  has locking details  522  shaped to cooperate with the locking details  514 . The head  520  has at least one contact  524  made of a suitable conductor, such as copper. For example, the head  520  has a first contact  524 A, a second contact  524 B, and a third contact  524 C. Extending from the contacts  524 A,  524 B, and  524 C are the wires  84 A,  84 B, and  84 C respectively, which extend to the seats  24 . When in its operative position, the body  518  of the plug  504  extends through the fastening surface  46  of the seat leg  40  and through the seat engagement portion  54  of the seat track  26  such that the locking details  522  cooperate with the locking details  514  to secure the plug within the power bus strip  502  and to secure the contacts  524  of the head  520  at the contacts  512  of the power bus strip  502 . Specifically, the contacts  524 A,  524 B, and  524 C are positioned in electrical contact with the contacts  512 A,  512 B, and  512 C of the power bus strip  502  respectively. 
   Similar to the contacts  82  of the power bus track  72 , the first contact  512 A is in electrical contact with the power source  30  to act as a power supply, the second contact  512 B serves as a power return, and the third contact  512 C serves as a ground. Thus, because the contacts  524 A,  524 B, and  524 C are in contact with the contacts  512 A,  512 B, and  512 C respectively, the wire  84 A supplies power, the wire  84 B acts as a power return, and the wire  84 C serves as a ground. 
     FIG. 11  illustrates an additional embodiment of the power bus system of the present invention at reference numeral  600 . Because many of the components of the embodiment of  FIG. 11  are substantially similar to those of  FIGS. 2 through 5 , like reference numbers are used to identify the similar components and the above detailed description sufficiently describes these components. The power bus system  600  also operates in a manner similar to the power bus system  28  and, therefore, the above description detailing the operation of power bus system  28  equally applies to power bus system  600 . 
   The power bus system  600  generally includes a seat track cover power bus  602  and at least one contact  604  located on a side of the seat leg  40 . As illustrated three contacts  604 A,  604 B, and  604 C are provided at the leg  40 , with each contact  604  connecting to the wire  84 A,  84 B, and  84 C respectively. The seat track power bus  602  extends across a portion of the passenger cabin  18  over the seat track  26 . The seat track power bus  602  generally includes two side walls  606  that each extend from a cover portion  608 . The side walls  606  include locking details  610  on an inner surface thereof. Further, the side walls  606  include one or more contacts  612 . As illustrated, the power bus  602  includes a first contact  612 A that receives a power input from the power source  30 , a second contact  612 B that acts as a power return to the power source  30 , and a third contact  612 C that grounds the power bus system  600 . The contacts  612  can be made of any suitable conductive material such as copper. 
   During assembly of the power bus system  600 , the cover portion  608  is inserted over the seat track  26  such that the sidewalls  606  are supported by the floor support  52  and positioned within the floor  20 . In the area of the seat legs  40 , portions of the cover portion  608  are removed to permit the seat leg  40  to pass through the cover portion  608 . The power bus  602  is inserted such that the locking details  610  pass over similar locking details  614  of the seat leg  40  to lock the power bus  602  over the seat track  26 . The power bus  602  is positioned such that the contacts  612 A,  612 B,  612 C are in electrical contact with the contacts  604 A,  604 B, and  604 C respectively. Thus, in operation, the contact  612 A supplies power to the seat group  24  via the contact  604 A and the wire  84 A; power is returned to the power source  30  via the wire  84 B, the contact  604 B, and the contact  612 B; and the power bus system  600  is grounded by the wire  84 C, the contact  604 C, and the contact  612 C, which is grounded to a suitable ground surface using a conventional connector. 
     FIG. 12  illustrates an additional embodiment of the power bus system of the present invention at reference numeral  700 . Because many of the components of the embodiment of  FIG. 12  are substantially similar to those of  FIGS. 2 through 5 , like reference numbers are used to identify the similar components and the above detailed description sufficiently describes these components. The power bus system  700  also operates in a manner similar to the power bus system  28  and, therefore, the above description detailing the operation of the power bus system  28  equally applies to power bus system  700 . 
   The power bus system  700  generally includes a flat wire power bus  702 , a seal  704 , and at least one contact  706  on the seat leg  40 . As illustrated, three contacts  706 A,  706 B, and  706 C are provided and each contact  706  is connected to one of the wires  84 A,  84 B, and  84 C respectively. The wires  84  extend to the seat group  24  as described above. 
   The seal  704  is secured to a side portion of the floor  20  in any conventional manner, such as by an adhesive. The seal  704  can be made from a suitable elastic substrate, such as silicon foam rubber. The flat wire power bus  702  is secured to the seal  704  in any conventional manner, such as by using an adhesive. The power bus  702  extends across a portion of the passenger cabin  18  just above the seat track  26 . The power bus  702  includes one or more contacts  712 . As illustrated, the power bus  702  includes a first contact  712 A that receives a power input from the power source  30 , a second contact  712 B that acts as a power return to the power source  30 , and a third contact  712 C that grounds the power bus system  700 . The contacts  712  are made of any suitable conductive material, such as copper. 
   With the seal  704  and the power bus  702  in place at the floor  20 , the seat leg  40  is secured to the seat track  26  such that the contacts  706  are in electrical contact with the contacts  712 . Specifically, the contacts  712 A,  712 B, and  712 C are in electrical contact with the contacts  706 A,  706 B, and  706 C respectively. The total thickness of the flat wire  702  and the seal  704  is slightly greater than the gap between the seat leg  40  and the edge of the floor panel  20  such that the seal  704  becomes compressed upon installation of the seat leg  40 . This compression force biases the flat wire  702  towards the contacts  706  on the leg  40  to ensure adequate contact force between the contacts  706  and contacts  712 . The seat cover  32 , according to the embodiment of  FIG. 12A , is placed over the seat track  26  and the power bus  702  and secured in position through cooperation between the locking details  70  of the cover  32  and the arms  62  of the seat track  26 . 
   In operation, the contact  712 A supplies power to the seat group  24  via the contact  706 A and the wire  84 A; power is returned to the power source  30  via the wire  84 B, the contact  706 B, and the contact  712 C; and the power bus system  700  is grounded by the wire  84 C, the contact  706 C, and the contact  712 C, which is grounded to a suitable ground surface using a conventional connector. 
   It must be noted that features of the embodiment of  FIG. 12  can be incorporated within any of the other embodiments described herein. For example, the flat wire power bus, with or without the seal  704  can be mounted to the vertical portion  208  of the power bus bracket  202  of  FIG. 6  to take the place of the contacts  210 . 
     FIG. 13  illustrates an additional embodiment of the power bus system of the present invention at reference numeral  800 . Because many of the components of the embodiment of  FIG. 13  are substantially similar to those of  FIGS. 2 through 5 , like reference numbers are used to identify the similar components and the above detailed description sufficiently describes these components. The power bus system  800  also operates in a manner similar to the power bus system  28  and, therefore, the above description detailing the operation of power bus system  28  equally applies to power bus system  800 . 
   The power bus system  800  generally includes a power bus strip  802  and a power bus strip engagement arm  804 . The power bus strip  802  extends across at least a portion of the floor  20  of the aircraft passenger cabin  18  at or near the legs  40 . The power bus strip  802  includes a base  806  and a cover flap  808 . The base  806  is secured to the flap  808  at a hinge  810 . The strip  802  is any suitable non-conductive material, such as a resilient rubber. Extending at least a portion of the length of the base  806  are contacts  812  made of any suitable material, such as copper. As illustrated, the power bus strip  802  includes a first contact  812 A that receives power from the power source  30 , a second contact  812 B that acts as a power return to the power source  30 , and a third contact  812 C that grounds the power bus system  800 . 
   The power bus engagement arm  804  generally includes an extended portion  814  that is rotationally secured to the seat leg  40  by a suitable connection, such as a rotational bolt  816 . The extended portion  814  includes one or more contacts  818 . As illustrated, the extended portion  814  includes a first contact  818 A connected to the first wire  84 A, a second contact  818 B connected to the second wire  84 B, and a third contact  818 C connected to the third wire  84 C. 
   During assembly of the power bus system  800 , the extended portion  814  of the arm  804  is rotated to a position such that it does not extend over the area of the floor  20  where the power bus strip  802  is to be installed. The power bus strip  802  is seated on the floor  20  at or near the seat leg  40 . The power bus strip  802  is secured using a suitable adhesive or mechanical fastening device. The flap  808  is next opened and the extended portion  814  is rotated so that it extends within the power bus strip  802  between the flap  808  and the base  806  with the contacts  818 A,  818 B,  818 C making electrical contact with the contacts  812 A,  812 B, and  812 C respectively. The flap  808  is then closed and sealed using a suitable sealant. The sealant can be the gel Geltek. In operation, the contact  812 A supplies power to the seat group  24  via the contact  818 A and the wire  84 A; power is returned to the power source  30  via the wire  84 B, the contact  818 B, and the contact  812 B; and the power bus system  800  is grounded by the wire  84 C, the contact  818 C, and the contact  812 C, which can be grounded to a suitable ground surface using a conventional connector. 
   The power bus engagement arm  804  can take the form of numerous different configurations in addition to that described above. For example, instead of being rotatable about the bolt  816 , the arm  804  may be on a siding track (not shown) such that the arm  804  extends to and from the area of the power bus strip  802  in a “switchblade” fashion, without rotating. Further, with additional reference to  FIG. 14 , the power bus engagement arm  804  can also include a mounting portion  820  that includes one or more apertures  822  that receive one or more fasteners to secure the power bus engagement arm  804  to the base  806  of the power bus strip  802  or the seat track  26  ( FIG. 14 ). Communication between the wires  84  and the contacts  818  of the engagement arm  804  can be provided by a cable  824  that extends from the arm  804  to cooperate with a receptor in the seat leg  40  that is in further communication with the wires  84 . 
   With additional reference to  FIG. 15 , the mounting portion  820  can further include not only apertures  822  to accept a fastener to secure the engagement arm  804 , but also contacts  826 . The contacts  826  can be any suitable conductive material, such as copper. The contacts  826  are in communication with the contacts  818  of the power bus engagement arm  804 . As illustrated in  FIG. 15 , three contacts  826 A,  826 B, and  826 C are provided and each communicate with contacts  818 A,  818 B, and  818 C respectively. The contacts  826  are configured to mate with similar contacts  828 A,  828 B,  828 L within or near the bottom portion of the seat leg  40 . During installation of the seat group  24 , with the engagement arm  804  including the contacts  826  in place at the seat track  26 , the seat leg  40  is inserted over the engagement arm  804  such that the contacts  826  mate with the corresponding contacts  828  of the seat leg  40 , thereby providing communication between the wires  84  of the seat and the contacts  812  of the power bus strip  802 . 
     FIG. 16  illustrates an additional embodiment of the power bus system of the present invention at reference numeral  900 . Because many of the components of the embodiment of  FIG. 16  are substantially similar to those of  FIGS. 2 through 5 , like reference numbers are used to identify the similar components and the above detailed description sufficiently describes these components. The power bus system  900  also operates in a manner similar to the power bus system  28  and, therefore, the above description detailing the operation of power bus system  28  equally applies to power bus system  900 . 
   The power bus system generally includes a power bus  902 , and a power bus receptacle  904 . As illustrated, the power bus  902  is a flat wire power bus. The power bus  902  includes one or more contacts  906 , which are embedded within the power bus  902 . As illustrated, the power bus  902  includes a first contact  906 A that receives a power input from the power source  30 , a second contact  906 B that serves as a power return to the power source  30 , and a third contact  906 C that grounds the power bus system  900 . The contacts  906  can be made of any suitable conductive material, such as copper. 
   The power bus receptacle  904  has a base  908  and a cover  910 . The base  908  includes one or more contacts  912 . As illustrated, the base includes a first contact  912 A, a second contact  912 B, and a third contact  912 C. The cover  910  can be moved between a first position where the cover  910  covers the contacts  912  and a second position where the cover  910  permits ready access to the contacts  912  ( FIG. 16 ). The contacts  912 A,  912 B, and  912 C are in communication with the wires  84 A,  84 B, and  84 C respectively of the seat leg  40  through a suitable connection, such as a pig tail connector  914 . 
   During assembly of the power bus system  900 , the power bus receptacle  904  is positioned at or near the seat legs  40 . The receptacle  904  is secured in position to the floor  20  beneath any carpeting that might be placed over the floor  20  using a conventional adhesive or mechanical fastening system. The contacts  912  of the receptacle  904  are brought into electrical contact with the wires  84  using the connector  914 . The power bus  902  is positioned along the passenger cabin  18  such that it extends over the base  908 . At the base  908 , at least a portion of the power bus  902  covering the contacts  906  is removed to expose the contacts  906  and permit electrical contact between the contacts  906  and the contacts  912 . To maintain this electrical connection and to secure the power bus  902  in place, the cover  910  is then closed over the power bus  902  to cause piercers  915  to engage the power bus  902 . The cover  910  can include a seal to prevent water or other substances from disrupting the connection between the contacts  912  of the base  908  and the contacts  906  of the power bus  902 . To conceal the power bus  902  and the receptacle  904 , they may be positioned below carpeting of the floor  20   
   The power bus system  900  can take the form of numerous other embodiments in addition to those described above. For example, the receptacle  904  can be integrated with the seat leg  40  itself or be at the end of a wiring pigtail off of the seat group  24 . In some applications, the receptacle  904  can be secured to the seat leg spreader (not shown) which extends between the seat legs  40  at the bottom of the seat legs  40 . Further, with reference to  FIG. 17 , the receptacle  904  can include a coupling device  916  having one or more contacts  918  that are in cooperation with the contacts  912 . As illustrated, the coupling device  916  has a first contact  918 A in cooperation with the first contact  912 A, a second contact  918 B in cooperation with second contact  912 B, and a third contact  918 C in cooperation with the third contact  912 C. The seat leg  40  can include a corresponding coupling device  920  having contacts  922 . As illustrated, coupling device  920  can have a first contact  922 A in cooperation with the first wire  84 A, a second contact  922 B in cooperation with the second wire  84 B, and a third contact  922 C in cooperation with the third wire  84 C. During installation, the seat leg  40  can be inserted over the power bus receptacle  904  such that the contacts  922  of the coupling device  920  are placed in electrical connection with the contacts  918  of the power bus receptacle, thereby providing electrical communication between the wires  84  of the seat leg  40  and the contacts  906  of the power bus  902  when the power bus  902  is in contact with the receptacle  904 . 
   With reference to  FIG. 18 , in yet another embodiment the power bus receptacle includes an extension or shoe  924 . The embodiment of  FIG. 18  is similar to that of  FIG. 16 , thus like components are illustrated using like reference numbers and a description of the like components provided above also applies here. The shoe  924  generally includes a first cover  910 A and a second cover  910 B. The shoe  924  also includes a center aperture  926  through which the power bus  902  extends. The shoe  924  can be integrated with the bottom of the seat leg  40  or can include a receptor  928  for receiving and securing the seat leg  40 . The shoe  924  typically receives the power bus  902  where it runs between the seat groups  24 . With regards to installation and operation, the power bus  902  is fed through the center aperture  926  so that the contacts  906  make electrical contact with the contacts  912 . To secure the power bus  902  in place, a sealant can be used between the power bus  902  and the base  908  and piercers  915  can be provided at the cover  910  to pierce and secure the edges of the power bus  902  when the cover  910  is closed. 
   Contacts  912  below the first cover  910 A are routed both up the seat leg  40  via wires  84  and around the seat leg  40  to contacts  912  common below the second cover  910 A. An additional embodiment includes a total of five contacts beneath each cover  910  to support three-phase electrical power, current return and safety ground. In this case, contacts  912 A,  912 B,  912 C,  912 D (not shown) and  912 E (not shown) at the first cover  910 A are respectively connected to contacts  912 A,  912 B,  912 C,  912 D (not shown) and  912 E (not shown) at the second cover  910 A. Alternatively, the three power phases may be rotated between the different portions at the base  908  such that, for example, power contacts  912 A,  912 D and  912 E at the first cover  910 A are respectively connected to contacts  912 E,  912 A and  912 D, where contacts  912 A,  912 D and  912 E are used for each of the three power phases. 
   With reference to  FIG. 19 , the power bus receptacle  904  of the power bus system  900  can include a seat clamp  950 . The clamp  950  can include locking details (not shown) to secure the clamp  950  to the seat leg  40 . The base  908  and the cover  910  are integrated with the clamp or are secured to the clamp  950  in any suitable manner. Via the clamp  950 , the power bus receptacle  904  is secured to the seat leg  40 . The connector  914 , which provides electrical connections between the contacts  912  and the wires  84 , extends between the seat clamp  950  and the leg  40  away from the floor  20  to protect the connector  914 . Eventually, the connector  914  extends out from between the seat leg  40  and the seat clamp  950  to permit connection to the wires  84 . The power bus receptacle  904  extends to the side of the seat track  26 , as illustrated in  FIG. 19 , or extends over the seat track to permit a seat-to-seat serial connection. 
   With reference to  FIG. 20 , regions of the seat track  26  between the seat groups  24  can be covered using a seat track filler  1000 . The seat track filler  1000  is an elongated plate having a width similar to the width of the seat track  26 . An under surface of the filler  1000  has extensions  1002  that cooperate with similarly shaped receptacles  1004  of the seat track  26  to secure the seat track filler  1000  in place. The filler  1000  can be used in any of the applications described herein, such as when the power bus  902  is used. For example, if the power bus  902  is positioned over the seat track  26  to provide a serial connection between the seat groups  24 , the filler  1000  is first placed over the seat track  26  to provide a solid, smooth surface to support the power bus  902 . 
     FIG. 21  illustrates an additional embodiment of the power bus system of the present invention at reference numeral  1100 . Because many of the components of the embodiment of  FIG. 21  are substantially similar to those of  FIGS. 2 through 5 , like reference numbers are used to identify the similar components and the above detailed description sufficiently describes these components. The power bus system  1100  also operates in a manner similar to the power bus system  28  and, therefore, the above description detailing the operation of power bus system  28  equally applies to power bus system  1100 . 
   The power bus system  1100  generally includes one or more power buses  1102  and a seat leg spreader  1104 . The power buses  1102  are substantially similar to the power bus  902  and thus need not be described in detail. For example, each power bus  1102  includes contacts  1110 A,  1110 B,  1110 C that are identical to the contacts  906 A,  906 B, and  906 C of the power bus  902 . As illustrated, the power buses  1102  each include end portions  1106  and body portions  1108 , with the end portions  1106  extending approximately 90 degrees from the body portions  1108 . 
   The spreader  1104  extends between the legs  40  of the seat group  24  and is integrated with the legs  40 . The spreader  1104  includes contacts  1112  that are exposed to permit contact with the contacts  1110  of the power bus  1102 . The contacts  1112  can be any suitable conductive material, such as copper traces embedded within the spreader  1104  to span a large portion of the length of the spreader. As illustrated, the spreader  1104  includes a first contact  1112 A, a second contact  1112 B, and a third contact  1112 C. Each contact  1112 A,  1112 B, and  1112 C is in electrical contact with one of the wires  84 A,  84 B, and  84 C respectively. During assembly, the power buses  1102  are positioned to extend between different spreaders  1104  of different seat groups  24 . In particular, the power busses  1102  are positioned so that the contacts  1110 A,  1110 B, and  1110 C are each in electrical contact with the contacts  1112 A,  1112 B, and  1112 C of the spreader  1104 . Because the contacts  1112  extend across the length of the spreader, the power buses  1102  can be positioned at approximately any position along the length of the spreader  1104 . Therefore, if the distance between the seat groups  24  is great, the power bus  1102  can be positioned at the end of the spreader  1104 , near the seat leg  40 , to increase the distance that the power bus  1102  extends from the, spreader  1104 . Conversely, if the distance between the seat groups  24  is small, the power bus  1102  can be positioned more towards the center of the spreader  1104  to decrease the distance that the power bus  1102  extends from the spreader  1104 . Therefore, the same length power bus  1102  can be used between seat groups  24  of varying distances apart. Alternatively, the contacts  1112  on the spreader  1104  can be replaced with two connectors designed to slide along the spreader bar  1104  to align with and be connected to the flat wire power bus  1102 . 
     FIG. 22  illustrates an additional embodiment of a power bus system of the present invention at reference numeral  1200 . The system  1200  generally includes a flat wire power bus  1202  and a receptacle  1204 . The flat wire power bus  1202  includes a base  1206  and a flap, which is not illustrated, so as to better show the features of the system  1200 , but is substantially similar to the flap  808  of  FIG. 13 . The flap covers the base  1206 . 
   The base  1206  includes a plurality of electrical contacts. For example, the base  1206  includes a ground contact  1208 , a power return  1210  and three phase power contacts  1212  having phases A, B and C. Further, the base  1206  includes a plurality of guide holes  1214  on both sides of each phase A, B, C of the contacts  1212 . The guide holes  1214  include a label indicating which power phase the hole  1214  is next to. As illustrated, all holes  1214  include a letter designation of either A, B, C representing phase A, B, or C. As with the other embodiments described above, the contacts  1210 ,  1212  can be in electrical contact with the power source  30 . 
   The receptacle  1204  is similar to the receptacle  904  ( FIG. 16 ) described above and like reference numbers are used to designate like components. However, unlike the receptacle  904  the receptacle  1204  only has a single contact  1216  to mate with the power bus  1202  and at least one guide post  1218 . The receptacle  1204 , via the contact  1216 , is connected to the wires  84  to provide power to the seats  22 . 
   The system  1200  permits ready connection to one or more power phases A, B, C of the multi-phase power bus  1201 . For example, if phase B power is desired, the power bus  1202  is positioned at the receptacle  1204  such that guide holes  1214  B next to the B phase power contact are seated over the guide posts  1218 . When the power bus  1202  is in this position, the contact  1216  mates with phase B contact  1212  to conduct phase B power. 
   It will be appreciated that the power bus  1201  and the receptacle  1204  may be used in a wide variety of applications in addition to the application described herein. For example, the power bus  1202  and receptacle, or variations thereof, can be used whenever there is a need in an application to utilize one or more power phases of a multi-phase power cable. Further, it must be noted that the power bus  1202  can include greater or fewer power phases than set forth herein and the receptacle  1204  can include additional contacts  1216  to contact additional power phases. 
     FIGS. 23 and 24  illustrate a flat wire conductor  1300  according to another embodiment of the present invention. The flat wire conductor  1300  can be used in any of the other embodiments described herein and also in any other application requiring a cable for power transfer. 
   The flat wire  1300  generally includes a base  1302  and a cover  1304 . The base is secured to the cover using a sonic weld  1306 . The base  1302  can be made of any suitable material, such as a polymeric material. While the base  1302  is flexible, it typically has a degree of rigidity greater than the cover  1304 , which also can be made of a polymeric material. Traced on the base  1302  are one or more conductors  1308 , typically made of copper. 
   In use, the flat wire  1300  is first cut to length, typically from a large spool of the flat wire  1300 . Next, the access to the conductors  1308  is obtained. Access to the conductors  1308  is obtained by creating a notch  1310  by cutting through the sonic weld edge  1306  at the end of the wire  1300  and subsequently peeling back the less rigid cover  1304 , thereby exposing the conductors  1308  for use. 
   With additional reference to  FIGS. 25 and 26 , an additional embodiment of a conductive connector is illustrated at reference numeral  1400 . The connector  1400  can be used in any of the above described embodiments. For example, the connector  1400  can be used in place of or in addition to connectors  404  and  504  above. The connector  1400  generally includes an outer housing  1402 , an inner housing  1404  with a bushing  1406 , and a cam shaft  1408  with cams  1410 . 
   The outer housing  1402  receives the inner housing  1404 . The outer housing  1402  includes slots  1412  sized to receive the cams  1410 . The bushing  1406  of the inner housing  1404  rotationally receives the cam shaft  1408 . The inner housing  1404  can be configured to rotate within the outer housing  1402  and/or the cam shaft  1408  can be configured to rotate within the bushing  1406 . 
   The cams  1410  protrude from the cam shaft  1408  at predetermined intervals and are conductive cams operable to conduct signals, such as current and/or data. The cams  1410  are separated from each other by insulating spacers  1412  ( FIG. 26 ). The bushing  1406  that the cam shaft  1408  is secured to is offset from the axial center of the barrel. 
   Rotation of the cam shaft  1408  in a first direction using, for example engagement hole  1416 , causes the cams  1410  to protrude from the openings  1412  within the outer housing  1402  to mate with, when the connector  1400  is used in the embodiment of  FIG. 8  for example, the bus  402 . Rotation of the cam shaft  1408  in a second direction opposite the first direction causes the cams  1410  to retract within the outer housing  1402 . Retracting the cams  1410  within the housing protects the cams during insertion and retraction of the connector  1400  into position proximate the bus, such as bus  402  of  FIG. 8 . 
   It will be appreciated that while the above embodiments generally describe delivering power to the seats  22 , each of the embodiments can also be used to deliver data or other electrical signals to the seats via conventional communication over power line systems. 
   It must also be noted that each of the above embodiments may be outfitted with optical connections to transmit data to the seats  22  using conventional fiber optic technology. 
   Still further, it must be noted that any of the above embodiments can be used to provide serial data/power connections between each seat  22  or individually to each seat and that the number of contacts and wires may be greater or lesser than the three generally described above. 
   The locking devices and locking features for seat track cover  32  may be located differently than described above and may engage with, for example, features of the seat track  26  or floor panels  20 . 
   The present invention, while being especially well suited and advantageous for use on mobile platforms that require data port and/or power connections, can also just as readily be implemented in a fixed structure having a plurality of seats or other locations requiring data port and/or power connections. Such an implementation would also significantly reduce the complexity of the cabling and connections needed to supply power and/or data lines to the seats. 
   While various preferred embodiments have been described, those skilled in the art will recognize modifications or variations which might be made without departing from the inventive concept. The examples illustrate the invention 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.

Technology Classification (CPC): 1