EP1729376B1 - Locking lever mechanism for connector - Google Patents

Description

The present invention relates to a connector locking lever.

The present invention relates in particular, although not limited to, a locking lever for the rapid connection and disconnection of electronic boxes in an aircraft, the electronic boxes being used for example for video and / or audio applications .

The document US 5308254 discloses a locking lever according to the preamble of claim 1.

In the case of such connections, contact elements of a first plug-in part, which is in the form of a cable harness plug, are removably coupled to contact elements opposite one another. plugging part, which is in the form of a plug contained in an electronic box.

The connection or disconnection operations of such interlocking elements can be difficult to perform when the mechanical stresses during connection are important. In addition, a poor connection may result in false contacts or even damage to the contact elements.

Generally, the electronic boxes are arranged under the seats of an aircraft. This has the disadvantage that the passenger, sitting on the seat, can act on the electronic box. In addition, the first and second plugging portions may move relative to each other, which may cause disconnection of the electronic unit. Such a connection therefore poses problems of reliability and security.

The object of the present invention is to propose a locking lever for a connector which avoids at least some of the aforementioned drawbacks, which allows connection and disconnection. simpler two plugging parts, and that keeps the two plugging parts in the connected position.

For this purpose, the subject of the invention is a locking lever for a connector, said connector comprising a first plug-in part, fixed, and a second plug-in part capable of being connected to said first plug-in part by a translation in a connection direction, said locking lever having two end portions adapted to be pivotally attached, along an axis substantially perpendicular to said connection direction, on two opposite faces of said first plug-in portion, each of said end portions comprises a cam path, said locking lever being pivotable between a release position, in which an open end of each of said cam paths is adapted to be positioned at a lug of said second portion; plugging, and a locking position in which each of said pins is adapted to be positioned in a portion of the lock age of said cam path characterized in that said end portion being resiliently deformable to allow said pin to penetrate said locking portion and exert a compressive force between said first plug portion and said second portion of said cam portion; plugging.

According to one embodiment of the invention, each of said end portions comprises a groove extending along a portion of said corresponding cam path, one end of said groove opening at an end of said cam path, so as to that said cam path defines with said groove a tongue adapted to be deformed elastically to allow deformation of said portion terminal in response to a pressing force exerted on said tongue of said cam path.

Preferably, when said locking portion comprises a notch formed in said tongue, said tongue is able to elastically assume a stable position once said pin has positioned in said notch to maintain the connection force.

According to one embodiment of the invention, said second plugging part is connected to an electronic box, said first plugging part being connected to an electronic device integrated in a vehicle, said first plugging part being fixed to said vehicle .

Advantageously, the locking lever comprises two lateral branches interconnected by a transverse spacer, said lateral branches being able to extend along two opposite faces of said electronic unit when said locking lever is in said locking position.

Preferably, said spacer is able to extend substantially parallel to a face of said electronic housing when said locking lever is in said locking position, at least a handle portion of said spacer being offset from said face of said housing.

According to one embodiment of the invention, said vehicle is an aircraft, said electronic box being disposed under the seat of a seat of said aircraft, so that, when said locking lever is in said locking position, said lever locking is substantially parallel to the plane of said seat, said seat being able to press on said locking lever to maintain said locking lever in said locking position.

The invention will be better understood, and other objects, details, features and advantages thereof will become more clearly apparent in the following detailed explanatory description of an embodiment of the invention given as a purely illustrative and non-limiting example, with reference to the accompanying schematic drawings.

• la figure 1 est une vue simplifiée en perspective d'un connecteur comportant un levier de verrouillage selon un mode de réalisation de l'invention ;
• la figure 2 est une vue similaire à la figure 1, le levier de verrouillage étant en position de repos, les ergots de la deuxième partie d'enfichage étant en butée sur le levier ;
• la figure 3 est une vue agrandie de la zone III de la figure 2;
• la figure 4 est une vue similaire à la figure 1, les ergots de la deuxième partie d'enfichage étant insérés dans les chemins de came du levier de verrouillage ;
• la figure 5 est une vue agrandie de la zone V de la figure 4 ;
• la figure 6 est une vue similaire à la figure 1, les chemins de came étant déformés par une pression exercée par les ergots ;
• la figure 7 est une vue agrandie de la zone VII de la figure 6 ;
• la figure 8 est une vue similaire à la figure 1, le levier de verrouillage étant en position de verrouillage ;
• la figure 9 est une vue agrandie de la zone IX de la figure 8 ;

On these drawings:

• the figure 1 is a simplified perspective view of a connector comprising a locking lever according to one embodiment of the invention;
• the figure 2 is a view similar to the figure 1 , the locking lever being in the rest position, the lugs of the second plugging portion being in abutment on the lever;
• the figure 3 is an enlarged view of zone III of the figure 2 ;
• the figure 4 is a view similar to the figure 1 , the pins of the second plugging portion being inserted into the cam paths of the locking lever;
• the figure 5 is an enlarged view of area V of the figure 4 ;
• the figure 6 is a view similar to the figure 1 the cam paths being deformed by a pressure exerted by the lugs;
• the figure 7 is an enlarged view of zone VII of the figure 6 ;
• the figure 8 is a view similar to the figure 1 the locking lever being in the locking position;
• the figure 9 is an enlarged view of area IX of the figure 8 ;

Referring to the figure 1 , there is shown a connector 1 having a first plugging portion 2 and a second plugging portion 3, intended to be assembled to one another by interlocking. The first one Part 2 is connected to an electronic device (not shown), for example integrated in a structure of an aircraft, the first part 2 being fixed relative to the structure. The second part 3 is connected to an electronic box 4. The electronic box is intended to be disposed under the seat of a seat (not shown) of the aircraft. The second part 3 can be connected to the first part 2 by a translation in an X connection direction.

The second part 3 comprises for example, as contact elements (not shown), a multiplicity of plug sockets arranged in line. The plug sockets are intended to surround, in the connected position, opposite contact elements (not shown) of the first part 2, for example pins. Such a connector is known per se.

The connector 1 comprises a U-shaped locking lever 5. The lever 5 comprises two substantially identical lateral branches 6, connected together by a transverse spacer 8. The lateral branches 6 extend parallel to each other.

The free ends 9 of the branches 6 are pivotally attached to pivot elements 11 arranged on two opposite lateral faces 12 of the first part 2. The locking lever 5 can thus pivot with respect to the first part 2 around a Y axis substantially orthogonal to the X axis, between a rest position ( figure 1 ) and a locking position ( figure 8 ).

The spacer 8 has a central portion 13 serving as a handle during the manipulation of the lever 5, as will be described in detail below.

Each branch 6 has, starting from the spacer 8, a rectilinear central portion 16 arranged to form a right angle with the corresponding end portion 15. At the free end 9, each branch 6 has an end portion 17.

Each end portion 17 is substantially planar and disposed in the same plane as the middle portion 16. Each end portion 17 has a groove 18 defining a cam path, the curvature of the cam path 18 being directed so that the cam path 18 is wound around the pivot 11. An end 19 of the cam path 18, disposed on an edge of the end portion 17, defines an opening 20. The distance of the cam path 18 to the pivot 11 decreases from its end 19 towards the opposite end 24 of the cam path 18. A groove 21 extends along a portion 22 of the cam path 18, one end 23 of the groove 21 opening at the end 24. In this way, the cam path 18 defines with the groove 21 a tongue 25 adapted to be elastically deformed in response to a pressing force exerted on the tab 25 of the cam path 18, as will be described in detail below.

The second part 3 comprises, on each of two opposite lateral faces 30 corresponding to the faces 12, a lug 31 adapted to engage in the cam path 18. The lugs 31 are arranged so that, when the second portion 3 is in position. abutting against the first part 2, each lug 31 is at one of the openings 20.

In the vicinity of the end 24, the tongue 25 has a rounded notch which defines a recess 32 adapted to receive the pin 31 in the locking position of the lever 5.

We will now describe a connection operation of the first and second parts 2 and 3, starting from the rest position of the lever 5, which is represented on the figure 1 .

In this position, a user approaches the second portion 3 of the first portion 2 until each lug 31 is in abutment against a corresponding opening 20 of the lever 5. This position is shown on the Figures 2 and 3 .

When the second part 3 has thus been positioned relative to the first part 2, the user pivots the lever 5 in the direction of the arrow F ( figure 4 ), that is to say towards the locking position. This has the effect of inserting each lug 31 into the corresponding cam path 18. This position is represented on Figures 4 and 5 .

Starting from this position, when the user continues to rotate the lever 5 in the direction of the arrow F, each pin 31 slides in the corresponding cam path 18, towards the end 24. Simultaneously, the second part 3, under the effect of the cam tracks 18 acting on the pins 31, engages in the first part 2. When the first part 2 comes into abutment against the second part 3, the tongue 25 begins to deform by elasticity, due to the pressing force exerted by the lug 31 on the tongue 25.

When the lug 31 comes in the vicinity of the corresponding recess 32, the pressure force exerted by the lug 31 on the tongue 25 is maximum, the deformation of the tongue 25 is therefore also maximum. This position is represented on Figures 6 and 7 . At this time, if the user continues to rotate the lever, the deformation of the tongue 25 allows the pin 31 to be positioned in the recess 32, as shown in FIGS. Figures 8 and 9 .

When the lug 31 is in the recess 32, the tongue 25 assumes a stable position by elasticity, which causes the creation of a hard point 33 to maintain the lug 31 in the recess 32 and exert a force of compression between parts 2 and 3. This allows in particular to compensate for the tolerance intervals of the coupling. In this position, the contact elements of the first and second parts 2 and 3 are correctly connected.

In addition, in this position, the central portion 13 of the spacer 8 extends parallel to the upper face 34 of the housing 4, substantially parallel to the axis Y. End portions 15 of the spacer 8 are extend along the opposite side faces 35 of the housing, substantially perpendicular to the axis X. The branches 6 extend along the side faces 35, substantially parallel to the axis X. The volume occupied by the lever 5 in rest position is thus minimized, the parts of the lever 5 having a small thickness and extending along the housing 4, as is visible on the figure 8 .

The lever 5, when in the locked position, is substantially parallel to the casing 4. This allows the casing 4 to be placed under the seat of a seat of the aircraft substantially parallel to the plane of the seat. sitting, that is to say horizontally. The support of the seat on the lever 5 helps maintain the lever 5 in its horizontal position, that is to say in its locking position, which prevents inadvertent disconnection of the housing 4. In addition, a passenger can not access the housing 4, the latter being disposed under the seat of his seat.

We will now describe a disconnection operation, starting from the locking position of the lever 5, the seat cushion having been removed to make the housing 4 accessible. When the user acts lever 5 to rotate it around the Y axis in the direction of arrow G ( figure 8 ), the hard point 33 exerts on the lug 31 a force opposing the movement of the lever 5. At this moment, if the user continues to act on the lever in the same way, the tongue 25 deforms, which has the effect of removing the lug 31 of the hollow 32. When the lug 31 is out of the hollow 32 and the user continues to rotate the lever in the direction of the arrow G, the lug 31 slides in the cam path 18 towards the end 19. Simultaneously, the contact elements of the first part 2 are disengaged from the contact elements of the second part 3. When the lever 5 reaches its rest position, the first and second parts 2 and 3 are disconnected.

The cam paths 18 of the lever 5 thus make it possible to ensure good distribution of the forces during the connection and disconnection operations, which facilitates these operations for the user. The lever also makes it possible to define the insertion depth and to ensure the guidance along the X axis of the second part 3 with respect to the first part 2, which avoids twisting or breaking contact elements.

Although the invention has been described in connection with a particular embodiment, it is obvious that it is not limited thereto and that it comprises all the technical equivalents of the means described and their combinations if they are within the scope of the invention.

Claims (7)

1. Locking lever (5) for a connector, the said connector (1) comprising a first, fixed plug-in part (2) and a second plug-in part (3) which is capable of being connected to the said first plug-in part by a translational movement in a connecting direction (X), the said locking lever (5) comprising two end parts (9) which are capable of being fixed, in a manner pivoting along an axis (Y) which is substantially perpendicular to the said connecting direction, onto two opposite faces (12) of the said first plug-in part, each of the said end parts comprising a cam track (18), the said locking lever being capable of pivoting between a releasing position, in which an open end (20) of each of the said cam tracks is capable of being positioned level with a lug (31) on the said second plug-in part, and a locking position in which each of the said lugs is capable of being positioned within a locking portion (32) of the said cam track (18), characterised in that the said end part (9) is capable of being deformed elastically in order to enable the said lug (31) to penetrate into the said locking portion and to exert a compressing force between the said first plug-in part and the said second plug-in part.
2. Locking lever according to claim 1, characterised in that each of the said end parts (9) comprises a slot (21) extending along a portion (22) of the said corresponding cam track (18), one end (23) of the said slot opening out at one end (24) of the said cam track, in such a way that the said cam track defines, with the said slot, a tongue (25) which is capable of being deformed elastically in order to permit deformation of the said end part in response to a pressing force exerted upon the said tongue of the said cam track.
3. Locking lever according to claim 2, characterised in that, when the said locking portion (32) comprises a notch formed in the said tongue (25), the said tongue is capable, as a result of elasticity, of adopting a stable position once the said lug (31) has been positioned in the said notch in order to ensure that the connecting force is maintained.
4. Locking lever according to claim 1, characterised in that the said second plug-in part (3) is connected to an electronic box (4), the said first plug-in part (2) being connected to an electronic device which is integrated into a vehicle, the said first plug-in part being fixed to the said vehicle.
5. Locking lever according to claim 4, characterised in that it comprises two lateral arms (6) which are connected to one another by a transverse strut (8), the said lateral arms being capable of extending along two opposite faces (35) of the said electronic box when the said locking lever is in the said locking position.
6. Locking lever according to claim 5, characterised in that the said strut (8) is capable of extending substantially parallel to one face (34) of the said electronic box (4) when the said locking lever is in the said locking position, at least part of the said strut that forms a handle (13) being offset from the said face (34) of the said electronic box.
7. Locking lever according to claim 6, characterised in that the said vehicle is an aircraft, the said electronic box (4) being disposed under the seat cushion of a seat of the said aircraft in such a way that, when the said locking lever (5) is in the said locking position, the said locking lever (5) is located substantially parallel to the plane of the said seat cushion, the said seat cushion being capable of resting upon the said locking lever (5) in order to keep the said locking lever (5) in the said locking position.

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