Power and Communication Distributions System Using Split Bus Rail Structure

Abstract

A split bus rail system (100) is employed within a commercial interior (102). The system (100) includes a main rail (114) with a power bus assembly (116) and a communications bus assembly (112). Application devices (512) are selectively energized through connector modules (400) coupled to the bus assemblies (116, 118).

Description

STATEMENT REGARDING FEDERALLY SPONSORED RESEARCH OR DEVELOPMENT

Not applicable.

REFERENCE TO A MICROFISHE APPENDIX

Not applicable.

BACKGROUND OF THE INVENTION

1. Field of the Invention

The invention relates to overhead structures for commercial interiors (i.e., commercial, industrial and office environments) requiring power for energizing lighting, audio-visual, acoustical management, security and other applications and, more particularly, to a distributed power and communications system using a split bus rail structure which permits electrical and mechanical interconnections (and reconfiguration of electrical and mechanical interconnections) of various applications, and communications (including programmed reconfiguration of controlled/controlling relationships) among application devices.

2. Background Art

Building infrastructure continue to evolve in today's commercial, industrial and office environments. For purposes of description in this specification, the term “commercial interiors” shall be used to collectively designate these environments. Such environments may include, but are clearly not limited to, retail facilities, medical and other health care operations, educational, religious and governmental institutions, factories and others. Historically, infrastructure consisted of large rooms with fixed walls and doors. Lighting, heating and cooling (if any) were often centrally controlled. Commercial interiors would often be composed of large, heavy and “stand alone” equipment and operations, such as in factories (e.g., machinery and assembly lines), offices (desks and files), retail (built-in counters and shelves) and the like. Commercial interiors were frequently constructed with very dedicated purposes in mind. Given the use of stationary walls and heavy equipment, any reconfiguration of a commercial interior was a time-consuming and costly undertaking.

In the latter part of the 20th century, commercial interiors began to change. A major impetus for this change was the need to accommodate the increasing “automation” that was being introduced in the commercial interiors and, with such automation, the need for electrical power to support the same. The automation took many forms, including: (i) increasingly sophisticated machine tools and powered equipment in factories; (ii) electronic cash registers and security equipment in retail establishments; (iii) electronic monitoring devices in health care institutions; and (iv) copy machines and electric typewriters requiring high voltage power supplies in office environments. In addition, during this period of increased automation, other infrastructure advancements occurred. For example, alternative lighting approaches (e.g., track (sp?) lighting with dimmer control switches) and improved air ventilation technologies were introduced, thereby placing additional demands on power availability and access.

In recent decades, information technology has become commonplace throughout commercial interiors. Computer and computer-related technologies have become ubiquitous. As an example, computer-numerically controlled (CNC) production equipment has been applied extensively in factory environments. Point-of-sale electronic registers and scanners are commonplace in retail establishments. Sophisticated computer simulation and examination devices are used throughout medical institutions. Modular “systems” furniture has evolved to support the computers and related hardware used throughout office environments. The proliferation of computers and information technology has resulted not only in additional demands for power access and availability, but also in a profusion of wires needed to power and connect these devices into communications networks. These factors have added considerably to the complexity of planning and managing commercial interiors.

The foregoing conditions can be characterized as comprising: dedicated interior structures with central control systems; increasing needs for power and ready access for power; and information networks and the need to manage all of the resulting wire and cable. The confluence of these conditions has resulted in commercial interiors being inflexible and difficult and costly to change. Today's world requires businesses and institutions to respond quickly to “fast-changing” commercial interior needs.

Commercial interiors may be structurally designed by architects and engineers, and initially laid out in a desired format with respect to building walls, lighting fixtures, switches, data lines and other functional accessories and infrastructure. However, when these structures, which can be characterized as somewhat “permanent” in most buildings (as described in previous paragraphs herein), are designed, the actual occupants may not move into the building for several months or even years. Designers almost need to “anticipate” the requirements of future occupants of the building being designed. Needless to say, in situations where the building will not be commissioned for a substantial period of time after the design phase, the infrastructure of the building may not be appropriately laid out for the actual occupants. That is, the prospective tenants' needs may be substantially different from the designers' ideas and concepts. However, as previously described herein, most commercial interiors permit little reconfiguration after completion of the initial design. Reconfiguring a structure for the needs of a particular tenant can be extremely expensive and time consurning. During structural modifications, the commercial interior is essentially “down” and provides no positive cash flow to the buildings' owners.

Essentially, it would be advantageous to always have the occupants' activities and needs “drive” the structure and function of the infrastructure layout. Today, however, many relatively “stationary” (in function and structure) infrastructures essentially operate in reverse. That is, it is not uncommon for prospective tenants to evaluate a building's infrastructure and determine how to “fit” their needs (retail sales areas, point-of-sale centers, conference rooms, lighting, HVAC, and the like) into the existing infrastructure.

Still further, and again in today's business climate, a prospective occupant may have had an opportunity to be involved in the design of a building's commercial interior, so that the commercial interior is advantageously “set up” for the occupant. However, many organizations today experience relatively rapid changes in growth, both positively and negatively. When these changes occur, again it may be difficult to appropriately modify the commercial interior so as to permit the occupant to expand beyond its original commercial interior or, alternatively, be reduced in size such that unused space can then be occupied by another tenant.

Other problems also exist with respect to the layout and organization of today's commercial interiors. For example, accessories such as switches and lights may be relatively “set” with regard to locations and particular controlling relationships between such switches and lights. That is, one or more particular switches may control one or more particular lights. To modify these control relationships in most commercial interiors requires significant efforts. In this regard, a commercial interior can be characterized as being “delivered” to original occupants in a particular “initial state.” This initial state is defined by not only the physical locations of functional accessories, but also the control relationships among switches, lights and the like. It would be advantageous to provide means for essentially “changing” the commercial interior in a relatively rapid manner, without requiring physical rewiring or similar activities. In addition, it would also be advantageous to have the capability of modifying physical locations of various application devices, without requiring additional electrical wiring, substantial assembly or disassembly of component parts, or the like. Also, and of primary importance, it would be advantageous to provide a commercial interior which permits not only physical relocation or reconfiguration of functional application devices, but also permits and facilitates reconfiguring control among devices. Still further, it would be advantageous if users of a particular commercial interior could affect control relationships among devices and other utilitarian elements at the location of the commercial interior itself.

Numerous types of commercial interiors would benefit from the capability of relatively rapid reconfiguration of physical location of mechanical and electrical elements, as well as the capability of reconfiguring the “logical” relationship among controlling/controlled devices associated with the system. As one example, reference was previously made to advantages of a retail establishment reconfiguring shelving, cabinetry and other system elements, based on seasonal requirements. Further, a retail establishment may require different locations and different numbers of point-of-sale systems, based on seasons, currently existing advertised sales and other factors. Also a retail establishment may wish to physically and logically reconfigure other mechanical and electrical structure and applications, for purposes of controlling traffic flow through lighting configurations, varying acoustical parameters through sound management and undertaking similar activities. Current systems do not provide for any relatively easy “reconfiguration,” either with respect to electrical or “logical” relationships (e.g. the control of a particular bank of lights by a particular set of switches) or mechanical structure.

A significant amount of work is currently being performed in technologies associated with control of what can be characterized as “environmental” systems. The systems may be utilized in commercial and industrial buildings, residential facilities, and other environments. Control functions may vary from relatively conventional thermostat/temperature control to extremely sophisticated systems. Development is also being undertaken in the field of network technologies for controlling environmental systems. References are often currently made to “smart” buildings or rooms having automated functionality. This technology provides for networks controlling a number of separate and independent functions, including temperature, lighting and the like.

In this regard, it would be advantageous for certain functions associated with environmental control to be readily usable by the occupants, without requiring technical expertise or any substantial training. Also, as previously described, it would be advantageous for the capability of initial configuration or reconfiguration of environmental control to occur within the proximity of the controlled and controlling apparatus, rather than at a centralized or other remote location.

When developing systems for use in commercial interiors for providing electrical power and the like, other considerations are also relevant. For example, strict guidelines exist in the form of governmental and institutional regulations and standards associated with electrical power, mechanical support of overhead structures and the like. These regulations and standards come from the NEC, ANSI, UL and others. This often results in difficulty with respect to providing power and communications distribution throughout locations within a commercial interior. For example, structural elements carrying power or other electrical signals are relatively strictly regulated as to mechanical load-bearing parameters. It may therefore be difficult to establish a “mechanically efficient” system for carrying electrical power, and yet still meet appropriate codes and regulations. Other regulations exist with respect to separation and electrical isolation of buses carrying power and other electrical signals from different sources. Regulations and standards directed to these and similar issues have made it substantially difficult to develop efficient power and communications distribution systems.

Other difficulties also exist. As a further example, if applications are to be “hung” from an overhead structure, and extend below a threshold distance above floor level, such applications must be supported in a “breakaway” structure. That is, if substantial forces are exerted on the applications, they must be capable of breaking away from the supporting structure, without causing the supporting structure to fall or otherwise be severely damaged. This is particularly important where the supporting structure is correspondingly carrying electrical power. With respect to other issues associated with providing a distributed power structure, the carrying of high voltage lines are subject to a number of relatively restrictive codes and regulations.

Still further, to provide for a distributed power and communication system for reconfigurable applications, physically realizable limitations exist with respect to system size. For example, and particularly with respect to DC communication signals, limitations exist on the transmission length of such signals, regarding attenuation, S/N ratio, etc. Such limitations may correspondingly limit the physical size of the structure carrying power and communications signals.

Other difficulties may also arise with respect to overhead systems for distributing power. For example, in certain instances, it may be desirable to have the capability of lifting or lowering the height of the entirety of the overhead structure above floor level. Also, when considering an overhead structure, it is advantageous for certain elements to have the capability of extending downwardly from a building structure through the overhead supporting structure. For example, such a configuration may be required for fire sprinkling systems and the like.

A number of systems have been developed which are directed to one or more of the aforedescribed issues. For example, Jones et al., U.S. Pat. No. 3,996,458, issued Dec. 7, 1976, is primarily directed to an illuminated ceiling structure and associated components, with the components being adapted to varying requirements of structure and appearance. Jones et al. disclose the concept that the use of inverted T-bar grids for supporting pluralities of pre-formed integral panels is well known. Jones et al. further disclose the use of T-bar runners having a vertical orientation, with T-bar cross members. The cross members are supported by hangers, in a manner so as to provide an open space or plenum thereabove in which lighting fixtures may be provided. An acrylic horizontal sheet is opaque and light transmitting areas are provided within cells, adding a cube-like configuration. Edges of the acrylic sheet are carried by the horizontal portions of the T-bar runners and cross runners.

Balinski, U.S. Pat. No. 4,034,531, issued Jul. 12, 1977 is directed to a suspended ceiling system having a particular support arrangement. The support arrangement is disclosed as overcoming a deficiency in prior art systems, whereby exposure to heat causes T-runners to expand and deform, with ceiling tiles thus falling from the T-runners as a result of the deformation.

The Balinski ceiling system employs support wires attached to its supporting structure. The support wires hold inverted-T-runners, which may employ enlarged upper portions for stiffening the runners. An exposed flange provides a decorative surface underneath the T-runners. A particular flange disclosed by Balinski includes a longitudinally extending groove on the underneath portion, so as to create a shadow effect. Ceiling tiles are supported on the inverted-T-runners and may include a cut up portion, so as to enable the bottom surface to be flush with the bottom surface of the exposed flange. The inverted-T-runners are connected to one another through the use of flanges. The flanges provide for one end of one inverted-T-runner to engage a slot in a second T-runner. The inverted-T-runners are connected to the decorative flanges through the use of slots within the tops of the decorative flanges, with the slots having a generally triangular cross-section and with the inverted-T-runner having its bottom cross member comprising opposing ends formed over the exposed flange. In this manner, the inverted-T-runner engages the top of the exposed flange in a supporting configuration.

Balinski also shows the decorative exposed flange as being hollow and comprising a U-shaped member, with opposing ends bent outwardly and upwardly, and then inwardly and outwardly of the extreme end portions. In this manner, engagement is provided by the ends of the inverted-T-runner cross members. A particular feature of the Balinski arrangement is that when the system is subjected to extreme heat, and the decorative trim drops away due to the heat, the inverted-T-configuration separates and helps to hold the ceiling tiles in place. In general, Balinski discloses inverted-T-runners supporting ceiling structures.

Balinski et al., U.S. Pat. No. 4,063,391 shows the use of support runners for suspended grid systems. The support runner includes a spline member. An inverted T-runner is engaged with the spline, in a manner so that when the ceiling system is exposed to heat, the inverted T-runner continues to hold the ceiling panels even, although the spline loses structural integrity and may disengage from the trim.

Csenky, U.S. Pat. No. 4,074,092 issued Feb. 14, 1978, discloses a power track system for carrying light fixtures and a light source. The system includes a U-shaped supporting rail, with the limbs of the same being inwardly bent. An insulating lining fits into the rail, and includes at least one current conductor. A grounding member is connected to the ends of the rail limbs, and a second current conductor is mounted on an externally inaccessible portion of the lining that faces inwardly of the rail.

Botty, U.S. Pat. No. 4,533,190 issued Aug. 6, 1985, describes an electrical power track system having an elongated track with a series of longitudinal slots opening outwardly. The slots provide access to a series of offset electrical conductors or bus bars. The slots are shaped in a manner so as to prevent straight-in access to the conductors carried by the track.

Greenberg, U.S. Pat. No. 4,475,226 describes a sound and light track system, with each of the sound or light fixtures being independently mounted for movement on the track. A bus bar assembly includes audio bus bar conductors and power bus bar conductors.

SUMMARY OF THE INVENTION

In accordance with one aspect of the invention, an overhead system is used within a building infrastructure for supporting a series of application devices. The system includes a plurality of main rails interconnected so as to form a structural grid. The structural grid forms at least one visual plane relative to the building infrastructure. The structural grid further forms a plurality of panel insert areas open to the building infrastructure. The system also includes a series of panels, with the panels being inserted into the panel insert areas. The panels limit access to space above the visual plane from the below the visual plane. The series of main rails also includes means for permitting passage of cabling from above the visual plane to below the visual plane, in the absence of requiring any of the cabling to be passed through apertures of any of the panels.

Still further, the system can include at least one elongated main rail assembly, constructed as a dual rail having an elongated power rail and an elongated communications rail. A power bus assembly is adapted to be connected to a source of electrical power, and coupled to the power rail so as to distribute the power along the length of the power rail so as to energize the application devices. A communications bus assembly is coupled to the communications rail, so as to carry communication signals along the length of the rail. Still further, the system can include connector means coupled to at least one main rail assembly for supporting vertically disposed functional elements below the elongated mail rail assembly. The functional elements can include one or more space dividers. The system can also include connector means for supporting horizontally disposed functional elements from the main rail assembly. The functional elements can comprise visual shields. Still further, the system can include connector means for supporting a plurality of functional elements above and/or below the main rail assembly. The functional elements can consist of one or more of the following group: space dividers; visual shields; projection screens; visual projectors; and electric motors.

The power distribution means can include a plurality of connector modules electrically connected to the power supply means through the power bus assembly. The modules can be located at desired connectable positions along the main rail, so as to be electrically connectable with the application devices to be energized. The system is also configured so as to provide for releasable interconnection of the connector modules substantially along a continuum of said mail rail assembly. The connector modules can include means responsive to a subset of the communication signals for selectively controlling application of electrical power from the connector modules to the devices. A subset of the connector modules can also include means for transmitting and receiving communication signals to and from the communications distribution means and at least a subset of the application devices.

Still further, the mail rail assembly can include a centralized and elongated channel. At least a subset of the plurality of connector modules are mechanically and electrically connected to the mail rail assembly, with the subset of connector modules fitting within the channel. Further, the power distribution means can include DC means connected to at least one source of DC power for distributing the DC power to the plurality of connector modules. Also, the power distribution means and the communication distribution means are all reconfigurable, independent of assembly, disassembly or modifications to the infrastructure.

The overhead system can include a series of main rails, with each rail supporting the power distribution means and the communications distribution means. The overhead system can be an open architectural system, in that the main rails, the power distribution means and the communications distribution means can be expanded as to size, either singular or in combination, without requiring substitute or other replacement of components of a first, original structure of the power distribution means or the communications distribution means. The system can also be characterized as comprising means for distributing electrical power and for providing a distributed intelligence system for transmitting and receiving certain of the communication signals from application devices physically located throughout an entirety of the system. The system also includes device connection means physically connectable to the system, for mechanically connecting the application devices to the system. The system further includes device connection means which are manually releasable and movable so as to be connected at a desired one of a plurality of different locations throughout the system, and so as to provide for releasable interconnection and movement of the application devices throughout the system. The system also includes means for positioning sets of electrical conductors in vertically disposed configurations. Further, the system includes one or more wireways for distributing and carrying sets of electrical cables throughout the mechanical structure. The wireways comprise means for electrically isolating and shielding the electrical cables from other electrical and communication signal conductors associated with the overhead system. The system can also include means for vertically stacking a series of the wireways, one above the other. Still further, the system can include height adjustment means coupled to the support means for varying the height of a general horizontal plane of the system. In addition, the system includes application device height adjustment means for selectively varying vertical locations of selected ones of the devices, relative to a general horizontal plane of the system. The main rail assembly is configured so as to provide for releasable interconnection of the application devices substantially along a continuum of the main rail assembly.

The system can include a first set of structural components which comprise a series of the main rails. The structural components can carry components of the power distribution means and components of the communication distribution means. The system can also include a second set of structural components and support means for supporting the main rails from the infrastructure. The system can further include suspension bracket means coupled to the support means and to the mechanical structure for translating gravitational loads from the second set of structural components directly to the support means. In this manner, substantially none of the gravitational loads from the second set of structural components are carried by the first set of structural components. The suspension brackets means can also include means for translating gravitational loads of the first set of structural components directly to the support means.

The suspension bracket means can include individual means for connecting to a single one of the first set of structural components, and to a pair of the second set of structural components. The gravitational loads exerted on the suspension bracket means from the pair of the second set of structural components act so as to increase coupling forces between certain components of the suspension bracket means. The support means also includes a series of support rods, with each of the suspension bracket means comprising means for connecting to a single one of the support rods.

The system also includes at least one wireway for distributing and carrying sets of electrical cables throughout the overhead system. The wireway is carried on the overhead system so that gravitational loads are carried by the support means, and not by either the first set of structural components or the second set of structural components. The suspension brackets can be stackable on individual ones of the support rods, with the suspension brackets being independent of any connection to the first set of structural components or the second set of structural components. The suspension bracket means includes means for vertically stacking the second set of structural components. Each of the suspension brackets can be connectable to any single one of the series of support rods.

In accordance with a further aspect of the invention, each of the suspension brackets can include first section means connected to a first one of the second set of structural components. Second section means can be connected to a second one of the second set of structural components. Central support section means can be connected to a first one of the first set of structural components, the first section means, the second section means and the support means. The central support section means can be connected to the support means so that gravitational loads from the first section means and the second section means are translated directly to the support means. In this manner, gravitational loads are not carried by the first one of the first set of structural components.

The first section means can include a central portion having a leg formed on one side thereof. This formation acts so as to configure a capturing slot, along with an arcuate arm formed on an opposing side of the central portion. The second section means can be substantially identical to the first section means. When assembled, the arcuate arm of the first section means can be captured within the capturing slot of the second section means. The arcuate arm of the second section means can be captured within the capturing slot of the first section means.

The first section means can also include a first suspension bracket section half. The second section means can include a second suspension bracket section half, with the second suspension bracket section half being substantially identical to the first suspension bracket section half. When one of the suspension brackets is assembled with the first and second suspension bracket section halves being coupled together, outwardly directed forces exerted on the suspension bracket section halves of one suspension bracket will act so as to increase coupling forces between the first and second suspension brackets section halves.

The suspension bracket means can include a plurality of suspension brackets. Each of the suspension brackets can include a universal suspension plate assembly connected to the support means. The universal suspension plate assembly can be adapted to be used independently of other components of the suspension bracket, for purposes of directly securing structural elements to the support means.

The main rail assembly can include a power rail assembly for supporting the power bus assembly. The main rail assembly can also include a communications rail assembly for supporting the communications bus assembly. The power rail assembly can be substantially a mirror image of the communications rail assembly as supported and made part of the main rail assembly.

The power bus assembly can include a series of spaced apart AC power buses, with each of the buses being electrically isolated from others of the power buses. The AC power buses can face laterally outwardly, relative to a longitudinal axis of the rail assembly. The power buses are utilized to provide a continuum of AC electrical power along the length of the main rail assembly. The communications bus assembly can include a series of spaced apart communications buses, with each of the communication buses being electrically isolated from others of the communications buses. The communications buses function so as to provide a continuum of DC power and communication signals along the length of the main rail assembly. The communications buses face laterally outwardly, relative to a longitudinal axis of the main rail assembly. The series of AC buses can provide multiple and separate AC circuits selectively available to the user for purposes of energizing the application devices. The communications buses can comprise at least three in number. At least two of these buses carry DC power along the main rail assembly. The communications buses comprise buses carrying communication signals along the main rail assembly.

The system can further include a series of main rails, with support means for supporting the main rails from the infrastructure. A series of bracing supports are connected between the main rails. The support means includes a series of suspension brackets and a series of elongated supporting elements connected to the infrastructure and further connected to the main rail. The main rails, suspension brackets, bracing supports and elongated supporting elements form a structural network grid for a common base for implementing various configurations of the overhead system. The overhead system of an initial structural configuration can be expanded in size so as to form a second overhead system, without modification of the initial structural configuration.

The system can also include a series of suspension points or nodes. Each suspension point or node is formed at a location along one of the main rails, and where ends of a pair of bracing supports, one of the suspension brackets and one of the elongated supporting elements are coupled together. The coupling is provided by the suspension brackets supporting, at least in part, the pair of bracing supports, and the elongated supporting elements supporting the suspension bracket, main rail in part and a pair of bracing supports.

In accordance with another aspect of the invention, the system can include a series of main rail assemblies, with the main rail assemblies including a series of spaced apart apertures. The apertures are adapted to permit passage of electrical cables there through. The main rail assemblies are supported by the support means, and load ratings of any given one of the main rail assemblies may be varied by varying the intervals at which the main rail assemblies are supported by the support means. The system can also include a series of cross channels, with each cross channel being coupled to and supported by the support means. Each of the series of cross channels can have opposing ends positioned adjacent the main rails, with the channel supported by the support means.

The system also includes a series of main rails interconnected so as to form a structural grid. The structural grid forms at least one substantially horizontal plane relative to the building infrastructure. Connection means are provided which are connectable to components of the structural grid and to a subset of the application devices, so as to support the subset of the application devices above and below the substantially horizontal plane of the structural grid.

In accordance with another aspect of the invention, the connector modules are locatable at desired positions along the main rail, so as to be connectable with the application devices to be energized. Wireway means are provided for carrying electrical cables and/or communications signals separate and independent of other conductors of the power distribution means and/or the communication distribution means. Wireway access means are provided for tapping into the electrical cables at locations through the system. This is for purposes of supplying electrical power and/or communication signals to one or more of the connector modules and one or more of the application devices.

The system can include a series of universal suspension plate assemblies connectable to the main structural channel rails and to the support means in a first configuration for supporting the main structural channel rails from the building infrastructure. The universal suspension plate assemblies are further adapted to be connectable to the main structural channel rails in a second configuration, so as to support various elements from the rails with the elements being positioned below the main structural channel rails. Still further, the universal suspension plate assembles are adapted to be configured in a third configuration, whereby a single one of the suspension plate assemblies in the third configuration is connected to the support means and is also mechanically connected to adjacent ends of a pair of main structural channel rails.

In accordance with a further aspect of the system, bracket configuration means can be mechanically supported on one or more of the cross channels, for purposes of supporting application devices above a general plane of the structural grid. The bracket configuration means can include a plurality of braces and a plurality of T-brackets and 90° brackets for purposes of interconnecting together two or more of the braces of the bracket assembly means, and for also connecting the braces to the cross channels. Still further, the system can include at least one cableway adapted to be positioned above the main rail, and including individual cableway sections for carrying conductors. The conductors may carry low voltage power and/or communication signals. Each of the cableway sections can include a living hinge for access to interiors of the cableway sections.

The main rails can be configured to include apertures therein, whereby space is provided for structural and electrical components of the overhead system to be extended from above a general plane of the main rails through center portions of the main rails. The power distribution means can include power entry means directly connected to the power supply means, for applying electrical power from the power supply means to other components of the power distribution means. The power entry means can include means responsive to the power supply means for generating DC power. The power entry means can include a series of power entry boxes directly connected to the power supply means, and adapted to be secured to and supported by components of the mechanical structure. A series of power box connectors is also provided, with each connector associated with a corresponding one of the power entry boxes, and having means for electrically connecting the power entry boxes to components of the system.

Still further, the connector modules include safety means for preventing, in certain situations, the connector modules from being moved from a locked configuration to an unlocked configuration relative to the main rail. The safety means operates so that when the extendable contact section is in an extended position, where the bus contacts of one connector module are engaged with the power bus assembly and the communications bus assembly, the locking bar is prevented from being moved from a locked position to an unlocked position. Still further, the connector module can include catch means for releasably securing the extended contact section in the extended position. The catch means further includes means responsive to external forces so as to be released, and further so as to permit the extendable contact section to be moved from the extended position to the retracted position. The extendable contact section can include a pair of spaced apart and tapered arms, with the tapered arms abutting either a set of AC bus contacts or set of DC bus contacts. When the extendable contact section is moved from the retracted position to the extended position, the tapered arms move inwardly toward the main body of the connector module, and cause the AC bus contacts to electrically engage the power bus assembly and the DC bus contacts to electrically engage the communications bus assembly.

In accordance with a further aspect of the invention, the system can include connector modules having processor means responsive to a first set of communication signals, for generating a first set of power control signals. The output power connection means can be responsive to the first set of power control signals, so as to selectively apply electrical power as output signals from the connection means. The processor means can be further responsive to the received first set of communication signals, for generating a second set of communication signals as output communication signals. The communication connection means are further adapted to apply the second set of communication signals to the communications distribution means. Each of a subset of connector modules can include means for receiving DC power from the communications distribution means, and using the power for operating components of the connector modules. Each connector module can also include spatial signal receiving means for receiving spatial control signals from external sources. Means are provided for applying the received spatial control signals to the processor means.

Each of the subset of connector modules can include at least one connector port for transmitting and receiving communication signals directly from application devices. Each of the connector ports can include means for transmitting DC power to a subset of the application devices.

In accordance with a further aspect of the invention, output power connection means are provided, which include at least one outlet receptacle adapted to releasably receive a conventional AC plug from an application device. The output power connection means can include at least one universal connector adapted to receive a multi-terminal mating power connector associated with one of the application devices. The output power connection means can also include at least one dimmer relay adapted to releasably be connected to a dimmer switch at one of the application devices. Each of a subset of connector modules can include visual means for visually indicating to a user a status of the connector module.

The system also include spatial signal receiver means for receiving spatial control signals from a user. The receiver means can be connected to and remote from a second subset of the connector modules. At least a subset of the communication signals on the communication distribution means can be utilized to control and reconfigure control among various ones of the application devices. The system also provides for reconfiguration in real time of control relationships between and among at least a subset of the application devices. Still further, at least a subset of the connector modules are electrically coupled to the application devices, and the connector modules include processor means and associated circuitry responsive to a subset of the communication signals, so as to selectively control the interconnected application devices, in response to certain of the communication signals being received from others of the application devices. The subset of connector modules includes means for transmitting and receiving communication signals to and from the communication distribution means and at least a subset of the application devices.

The application devices include at least one controlling device, with the controlling device having signal generating means for generating a first set of the communication signals. The application devices also include at least one controlled device, with the controlled device being associated with one of the connector modules, and having at least first and second states. The first set of communication signals are utilized to effect a logical control relationship between the controlling device and the controlled device, so that the controlling device controls whether the controlled device is in the first state or second state. The logical control relationship is capable of reconfiguration at least in part with a second set of communication signals, in the absence of any physical relocation of any physical wiring associated with the controlling device and the controlled device.

The controlling device can include processor means responsive to external control signals for generating communication signals so as to effect the logical control relationship between the controlling device and the controlled device. The controlling device can be electrically coupled to a first connector module through a series of connector ports and at least one patch chord. The patch chord and the connector ports can be adapted to apply DC power to the controlling device.

In accordance with a further aspect of the invention, the system includes remote programming means for transmitting spatial signals to one or more of the connector modules. The remote programming means also includes means for transmitting spatial signals to the controlling device, thereby causing the controlling device to be assigned as a control for the first connector module. The spatial signals transmitted to the first connector module announce to the communications distribution means that the first connector module is available for purposes of control. The communication signals generated by the controlling device can be applied to the communications distribution means as wireless signals. The programming means can include a hand-held wand. The connector module can be coupled to the controlled device so that it is programmable and has an unique address identifiable through the communication distribution means.

BRIEF DESCRIPTION OF THE SEVERAL VIEWS OF THE DRAWING

The invention will now be described with reference to the drawings, in which:

FIG. 1 is a perspective view, showing in part an exemplary embodiment of a split bus rail system in accordance with the invention, with FIG. 1 illustrating support of the system from a building structure;

FIG. 2 is a cross-sectional view of the split bus rail system shown in FIG. 1, taken along section lines 2-2 of FIG. 1 and expressly illustrating the connection to a suspension rod;

FIG. 3 is another cross-sectional view of the split bus rail system shown in FIG. 1, taken along section-lines 3-3 of FIG. 1, and expressly illustrating the bracket bus spacer;

FIG. 4 is an orthogonal exploded view in two dimensions of certain of the elements of the split bus rail system in accordance with the invention, with the principal elements also shown in FIG. 1;

FIG. 5 is a plan, diagrammatic view of certain principal elements of the split bus rail system, including the main rail, a plurality of bracing supports, a plurality of cross-rails and a bracing system extending between a pair of adjacent bracing supports.

FIG. 6 is a perspective and stand-alone view of a suspension bracket in a fully assembled state;

FIG. 6A is a perspective and partially exploded view of the suspension bracket illustrated in FIG. 6, and showing a hanger side panel separated from the remainder of the suspension bracket;

FIG. 7 is a plan view of the fully assembled suspension bracket illustrated in FIG. 6;

FIG. 8 is a perspective and stand-alone view of a main rail in accordance with the invention, and illustrating the bracket bus spacers used with the main rail;

FIG. 9 is perspective and partially exploded view of the main rail illustrated in FIG. 8, and illustrating the attachment of the bracket bus spacers;

FIG. 10 is a perspective and stand-alone view of a cable tray in accordance with the invention, utilized for carrying communications cables or wires with low voltage DC power, and where the cables or wires do not need to be fully isolated or shielded, and further with the cable tray being illustrated with a plastic construction and a living hinge;

FIG. 11 is a perspective view of a wireway which may be utilized in accordance with the invention, for purposes of carrying power such as 277 volt AC, and illustrating the wireway in a partially cutaway format for purposes of clarity of parts, and further illustrating the wireway cover in a closed position in solid line format, and in an open position in phantom line format;

FIG. 12 is an exploded view of a joiner which may be utilized with the wireway illustrated in FIG. 11, with the joiner being adapted to interconnect adjacent lengths of wireways in a manner so that the interior of the wireways are substantially isolated and covered, even at the ends of the lengths of the wireway;

FIG. 12A is a perspective view of the connector illustrated in FIG. 12, showing a pair of wireways connected at a location of a suspension bracket through a joiner;

FIG. 12B is an end elevation view of a series of cable trays and wireways in a stacked relationship along a threaded support rod, as supported by a series of stacked suspension brackets;

FIG. 13 is a perspective view of a jumper connector module positioned at one end of a length of main rail of the split bus rail system, and a perspective view of a power entry connector module positioned at an adjacent end of another length of main rail, and further showing the use of flexible cable to “jump” AC power, DC network power and DC communications signals from the AC and DC buses associated with the length of main rail having the jumper connector module, to the AC and DC buses associated with the length of main rail having the power entry connector module;

FIG. 14 is an end, elevational view showing the jumper connector module and the locking bar at the top thereof, as coupled to a main rail;

FIG. 15 is an underside view of the interconnection relationship between the jumper connector module and the main rail shown in FIG. 14, taken along section lines 15-15 of FIG. 14, and with the bottom of the connector module removed, and further showing the connector module in what can be characterized as an “unlocked” configuration;

FIG. 15A is a plan view of the jumper connector module, taken along section lines 15A-15A of FIG. 14, and showing the inner surface of a bottom cover of the jumper connector module, components associated with the locking mechanism, and the jumper connector module in an unlocked configuration;

FIG. 15B is a plan view similar to FIG. 15A, but showing the components associated with the bottom cover of the jumper connector module in a locked configuration;

FIG. 15C is an enlarged view of the latch mechanism illustrated in FIG. 15C, which is part of the extendable contact section so as to engage and disengage AC and DC bus contacts from the AC and DC buses, respectively, of the main rail, with FIG. 15C showing a partial elevation view of the engagement mechanism, when the extendable contact section is in an engaged configuration;

FIG. 15D is a partial, plan view of the latch mechanism illustrated in FIG. 15C;

FIG. 15E is a side view of the latch mechanism shown in FIG. 15C, and further showing the use of a screwdriver to flexibly move the latch upwardly, so as to disengage the latch and correspondingly disengage the extendable contact section;

FIG. 16 is a view similar to FIG. 15, but illustrates the jumper connector module as being in a “locked” position, thereby permitting the extendable contact section to be moved so that the AC and DC bus contacts engage the AC and DC buses, respectively of the main rail;

FIG. 17 is a partial, exploded view, illustrating the bus contacts as they engage three of the AC buses associated with the main rail;

FIG. 17A illustrates a further exploded view of a portion of a jumper connector module attached to the main rail, and showing the five AC buses and an alphanumeric reference sequence for the individual buses;

FIG. 17B is similar to FIG. 17A, in that it shows an exploded view of the DC buses of a main rail with the jumper connector module coupled thereto, and further showing an alphanumeric reference sequence for identifying the DC buses;

FIG. 18 is a perspective and stand-alone view of a receptacle connector module that may be utilized in accordance with the invention, showing the locking bar in an unlocked position and adapted for use with devices having cords and plugs for energizing the devices with conventional AC power;

FIG. 19 is a perspective and underside view of the receptacle connector module illustrated in FIG. 18, and further illustrating an Allen screw, IR receiver and three prong electrical receptacle associated with the receptacle connector module;

FIG. 19A is a partially schematic and partially diagrammatic block diagram of various circuit elements of the receptacle connector module;

FIG. 20 is a perspective view of the receptacle connector module illustrated in FIGS. 18, 19 and 19A, and showing the connector module positioned within a main rail and energizing a device comprising a fan;

FIG. 21 is a perspective view illustrating the use of a track light rail coupled to a dimmer connector module;

FIG. 22 is a perspective and underside view of the track light rail and dimmer connector module illustrated in FIG. 21, and illustrating the Allen screw and IR receiver associated with the module;

FIG. 22A is a partially schematic and partially diagrammatic block diagram of the actuator and associated circuitry of the dimmer connector module illustrated in FIG. 22;

FIG. 23 is a perspective view of the track light rail and dimmer connector module shown in FIG. 21, and showing track lights interconnected to the track light rail;

FIG. 24 is a perspective view of another configuration of a connector module, identified as a power drop connector module for supplying power through a cable and terminating connector, and adapted for energizing devices such as a power pole;

FIG. 25 is a perspective and underside view of the connector module shown in FIG. 24;

FIG. 26 is a perspective view of a power pole which may be utilized with the power pole connector module illustrated in FIG. 24, and further showing, in part, the power pole connector module as interconnected to a length of main rail adjacent a suspension bracket;

FIG. 27 is a partially schematic and partially diagrammatic block diagram of the actuator and associated circuitry within the power pole connector module;

FIG. 28 is a perspective view of the jumper connector module illustrated in FIG. 13, separate and independent from an associated length of main rail;

FIG. 29 is a perspective, underside view of the jumper connector module illustrated in FIG. 28;

FIG. 30 is a perspective and stand-alone view of a “network tap” or “repeater” connector module which may be utilized in accordance with the invention, with the network tap module configured so as to provide three separate connections for DC network power to be applied to an application device from the DC power buses associated with a main rail, and further for transmission of communication signals between an application device and the DC communications bus associated with the main rail, and with the connector module further configured so as to repeat DC signals passing through the connector module;

FIG. 31 is a perspective and underside view of the network tap or repeater connector module illustrated in FIG. 30;

FIG. 31A is a partially schematic and partially diagrammatic block diagram showing, in simplified format, the internal circuitry associated with the network tap or repeater connector module;

FIG. 32 is a perspective view illustrating a suspension bracket in accordance with the invention, and its interconnection to a pair of bracing supports, in a manner such that the mechanical load of the bracing supports is supported solely by the threaded support rod, and not by the adjacent main rail;

FIG. 33 is a side elevation view of a bracing support;

FIG. 34 is a plan view of the bracing support shown in FIG. 33;

FIG. 35 is a side elevation view of a bracing support as connected between parallel and adjacent main rails;

FIG. 36 is a perspective, view showing a cross-rail in accordance with the invention, and further showing the use of a rail to cross-rail connector, for purposes of coupling the cross-rail to a main rail;

FIG. 36A illustrates a cross-rail attached directly to a suspension bracket;

FIG. 37A is an end and stand-alone view of the cross-rail in FIG. 36, and further showing a track lighting bracket interconnected thereto;

FIG. 37B is a plan view of the cross-rail illustrated in FIG. 37A;

FIG. 38 is a perspective view of a cross-rail hanger assembly in accordance with the invention;

FIG. 39 is an exploded view of the cross-rail hanger assembly illustrated in FIG. 38;

FIG. 39A is a perspective view of a cross-rail tray utilized as part of the cross-rail hanger assembly;

FIG. 39B is an end view of the cross-rail tray illustrated in FIG. 39A;

FIG. 40 is a side elevation view showing, in part, the interconnection of a cross-rail (shown in cutaway format) to a main rail through the use of the cross-rail hanger assembly;

FIG. 40A illustrates an end view of a breakaway bracket, illustrating the bracket with a downwardly projecting support rod, which may be utilized to support relatively light elements, such as banners, signs or the like;

FIG. 41 is a perspective view of a power entry box, and illustrating the box with power being received from above the box;

FIG. 42 is a perspective and exploded view showing an end of the power entry box illustrated in FIG. 41, and further showing details relating to the power entry box clamp for securing the box to one of the threaded support rods;

FIG. 43 is a rear elevation view of the power entry box illustrated in FIG. 41, illustrating the available wire knockouts;

FIG. 44 is a perspective view of the power entry box illustrated in FIG. 41, and expressly showing the positioning of the power entry box at the end of a main rail, and further showing the AC and DC power interconnections of the power entry box to a power entry connector module;

FIG. 45 is a plan and diagrammatic view of a power and communications signals distribution system, illustrating how AC power, DC network power and DC communications signals may be distributed among lengths of main rails of the split bus rail system;

FIG. 46 is a plan and diagrammatic view of an embodiment of the split bus rail system, absent illustrations of incoming building power, but showing coupling of DC power and DC communications signals among lengths of main rails and application devices located at various positions within the layout of the split bus rail system, and with the application devices and connector modules essentially forming individual subnetworks of their own as a distributed intelligence system;

FIG. 47 is a perspective view of a power pole which may be utilized in accordance with the invention;

FIG. 48 is a sectional plan view of a portion of the power pole shown in FIG. 47, taken along section lines 48-48 of FIG. 47;

FIG. 48A is another sectional plan view of a part of the power pole shown in FIG. 47, taken along section lines 48A-48A of FIG. 47;

FIG. 49 is a perspective view of a network tap module, illustrating its position within a main rail and its interconnection to a dimmer wall switch;

FIG. 50 is an exploded view of the switch shown in FIG. 49;

FIG. 51 is an elevation view of the switch illustrated in FIG. 50;

FIG. 52 is an elevation view of a pressure switch which may be utilized with the split bus rail system in accordance with the invention;

FIG. 53 is an elevation view of a pull switch which may be utilized with the split bus rail system in accordance with the invention;

FIG. 54 is an elevation view of a motion sensing switch which may be utilized with the split bus rail system in accordance with the invention;

FIG. 55 is a perspective view of a control wand which may be utilized with the split bus rail system in accordance with the invention;

FIG. 56 is a plan view of the wand shown in FIG. 55;

FIG. 57 is a front elevational view of the wand shown in FIG. 56;

FIG. 58 is a perspective view of one configuration of a split bus rail system in accordance with the invention, and illustrating a user pointing the wand to an IR receiver on a receptacle connector module to which a light fixture to be programmed is electrically engaged;

FIG. 59 illustrates the user shown in FIG. 58, pointing the wand to the switch to be associated with the light, for purposes of programming the control relationship between the switch and the light;

FIG. 60 illustrates an alternative embodiment of the configuration illustrated in FIG. 58, showing an IR receiver positioned away from the receptacle connector module and adjacent the light fixture to be controlled;

FIG. 61 illustrates, essentially in diagrammatic form, a series of light fixtures connected together and to a receptacle connector module on a main rail, and further illustrating the application of electrically coupled IR receivers being positioned adjacent each of the light fixtures within the series;

FIG. 62 is a perspective view of a bracket system applied to perforated structural channels, so as to hang various elements, and specifically showing the support of a heating duct;

FIG. 63 is a perspective view of a 90° bracket which may be utilized in accordance with the invention;

FIG. 64 is a perspective view of a T bracket which may be utilized in accordance with the invention;

FIG. 65 is a perspective view of a clip and threaded rod hanger which may be utilized in accordance with the invention;

FIG. 66 is an exploded view of a smart junction box which may be utilized in accordance with the invention; and

FIG. 67 is a perspective view of the junction box illustrated in FIG. 66.

DETAILED DESCRIPTION OF THE INVENTION

The principles of the invention are disclosed, by way of example, within a split bus rail system 100 illustrated in FIGS. 1-67. A general perspective view of major components of the split bus rail system 100, as installed within a building structure which may comprise a reconfigurable commercial interior, is illustrated in FIG. 1. Although reference is primarily made herein to the concept of a split bus rail system 100 and use within a commercial interior and building structure, the split bus rail system 100 can also be characterized as an overhead system. This will be made apparent from subsequent description herein. Further, the building structure can be characterized as a building “infrastructure.” The use of the term “building infrastructure” could also be applied to the term “commercial interior.” A structural layout of the split bus rail system 100 employing certain of its principal components is illustrated in FIG. 5. The split bus rail system 100 comprises an overhead structure providing significant advantages in environmental workspaces. As examples, the split bus rail system 100 in accordance with the invention facilitates access to locations where a commercial interior designer may wish to locate various functional elements, including lighting, sound equipment, projection equipment (both screens and projectors), power poles, other means for energizing and providing data to and from electrical and communication devices, and other utilitarian elements. As will be described in greater detail in subsequent paragraphs herein, the split bus rail system 100 in accordance with the invention includes what may be characterized as a “grid” which essentially forms a base structure for various implementations of the split bus rail system. The utilitarian elements referred to herein, for purposes of definition, can be characterized as “devices.” Such devices, which may be programmed to establish control relationships (such as a series of switches and a series of light fixtures), are referenced herein as “applications.” In addition, the split bus rail system 100 facilitates flexibility and reconfiguration in the location of various devices, which may be supported and mounted in a releasable and reconfigurable manner within the split bus rail system 100. Still further, the split bus rail system 100 in accordance with the invention may carry not only AC electrical power (of varying voltages), but also may carry DC/low voltage power and communication signals.

In accordance with further aspects of the invention, the split bus rail system 100 may include a communication bus structure which permits “programming” of control relationships among various commercial devices. For example, “control relationships” may be “programmed” among devices such as switches, lights, and the like.

More specifically, with the split bus rail system 100 in accordance with the invention, reconfiguration is facilitated, with respect to expense, time and functionality. Essentially, the commercial interior can be reconfigured in “real time.” In this regard, not only is it important that various functional devices can be quickly relocated from a “physical” sense, but relationships among the functional devices can also be altered. In part, it is the “totality” of the differing aspects of a commercial interior which are readily reconfigurable, and which provide some of the inventive concepts of the split bus rail system 100.

Still further, the split bus rail system 100 in accordance with the invention overcomes certain other issues, particularly related to governmental and institutional codes, regulations and standards associated with electrical power, mechanical support of overhead structures and the like. For example, it is advantageous to provide power availability throughout a number of locations within a commercial interior. The split bus rail system 100 in accordance with the invention provides the advantages of an overhead structure for distributing power and communication signals. However, structural elements carrying electrical signals (either in the form of power or communications) are regulated as to mechanical load-bearing thresholds. As described in subsequent paragraphs herein, the split bus rail system 100 in accordance with the invention employs suspension brackets for supporting elements such as bracing supports and the like throughout the overhead structure. With the use of suspension brackets in accordance with the invention, the load resulting from these bracing supports is directly supported through elements coupled to the building structure of the commercial interior. Accordingly, rail elements carrying power and communication signals do not support the mechanical loads resulting from use of the bracing supports and the like.

As will be further described in subsequent paragraphs herein, the split bus rail system 100 in accordance with the invention provides other advantages. For example, the rail system 100 provides for carrying relatively high voltage cables, such as 277 volt AC power cables. With the use of wireways as described subsequently herein, such cabling can be appropriately isolated and shielded, and meet requisite codes and regulations. Still further, the rail system 100 in accordance with certain other aspects of the invention can carry both DC “network” power, along with DC communications. The DC power advantageously is generated from building power, through AC/DC converters associated with power entry boxes. With the DC communications network essentially separate from other DC building power, the network is unlikely to be overloaded.

Still other advantages exist in accordance with certain aspects of the invention, relating to the carrying of both AC and DC power. Again, governmental and institutional codes and regulations include some relatively severe restrictions on mechanical structures incorporating buses, cables or other conductive elements carrying both AC and DC power. These restrictions, for example, include regulations limiting the use of AC and DC buses on a single mechanical structure. The split bus rail system 100 comprises a mechanical and electrical structure which provides for distribution of AC and DC power through corresponding buses that utilize a mechanical structure which should meet most codes and regulations.

Still further, the split bus rail system 100 in accordance with the invention includes the concept of providing for both wireways and cable trays for carrying AC and DC power cables. The rail system 100 includes not only the capability of providing for a single set of such cable trays and wireways, but also provides for the “stacking” of the same. Still further, other governmental and institutional codes and regulations include restrictions relating to objects which extend below a certain minimum distance above ground level, with respect to support of such objects. The rail system 100 in accordance with the invention provides for breakaway hanger assemblies, again meeting these restrictive codes and regulations. Still further, with a distributed power system as provided by the rail system 100, it is necessary to transmit power between various types of structural elements, such as different lengths of main rails. With the particular mechanical and electrical structure of the rail system 100, flexible jumpers can be utilize to transmit power from one main rail length to another.

Still further, the rail system 100 can be characterized as not only a distributed power network, but also a distributed “intelligence” network. That is, when various types of application devices are connected into the network of the rail system 100, “smart” connectors may be utilized. It is this intelligence associated with the application devices and their connectivity to the network which permits a user to “configure” the rail system 100 and associated devices as desired. This is achieved without requiring physical rewiring, or any type of centralized computer or control systems.

Still further, the rail system 100 in accordance with another aspect of the invention may be characterized as an “open” system. In this regard, infrastructure elements (such as main rails and the like) and application devices can be readily added onto the system 100, without any severe restrictions. Other advantageous concepts include, for example, the use of mechanical elements for supporting the rail system 100 from the building structure itself so as to permit the “height” of the rail system 100 from the floor to be varied.

With reference first to FIG. 1, the split bus rail system 100 may be employed within a commercial interior 102. The commercial interior 102 may be in the form of any type of commercial, industrial or office interior, including facilities such as religious, healthcare and similar types of structures. For purposes of description, FIG. 1 illustrates only certain overhead elements of commercial interior 102. Elements of the commercial interior 102 are illustrated in FIG. 1 in “phantom line” format, since they do not form any elements of the split bus rail system 100 in accordance with the invention. As shown in FIG. 1, the commercial interior structure 102 may include a ceiling 104, with sets of upper L-beams 106 welded or otherwise secured to the ceiling 104 by any appropriate and well-known means. Angled supports 108 extend downwardly from the upper L-beams 106, and attach to sets of lower L-beams 110. Secured to the lower L-beams 110 are sets of threaded support rods 112. The threaded support rods 112 extend downwardly from the lower L-beams 110 and may be secured to the lower L-beams 110 by any appropriate means. As an example, and as shown somewhat in diagrammatic format in FIG. 1, the threaded support rods 112 may have nut/washer combinations 114 at their upper ends for securing the support rods 112 to the L-beams 110.

Still referring to FIG. 1, the split bus rail system 100 includes a number of principal components, many of which are shown at least in partial format in FIG. 1. More specifically, FIG. 1 illustrates a main rail 114 having an elongated configuration as shown in FIG. 1. As will be described in detail in subsequent paragraphs herein, the main rail 114 may carry, within its interior, a power bus assembly 116 and a communications bus assembly 118. As described in subsequent paragraphs herein, the power bus assembly 116 may carry, for example, 120 volt AC power, other voltages, or electrical power other than AC. Correspondingly, the communications bus assembly 118 may carry conventional communication signals and other low voltage DC power. Above the main rail 114 are a cable tray 119 and wireway 120. The cable tray 119 and wireway 120 may be utilized for various functions associated with the split bus system 100. For example, the wireway 120 may be utilized to carry 277 volt power cables.

Also associated with the split bus rail system 100, and comprising a principal aspect of the invention, are suspension brackets 124. One of the brackets 124 is illustrated in part in FIG. 1, and will be illustrated and described in greater detail in subsequent paragraphs and drawings herein. The brackets 124 are utilized in part to support the main rails 114 from the ceiling 104 through the threaded support rods 112. Also, and of primary importance, the brackets assemblies 124 include elements which permit bracing supports, such as the bracing supports 126 illustrated in FIG. 1, to be mechanically supported directly through the threaded support rods 112 from the ceiling 104. Accordingly, and in accordance with the invention, the bracing supports 126 do not exert any significant mechanical load on the main rails 114, which carry the bus assemblies 116, 118. If mechanical loads were exerted on the main rails 114 by elements such as the bracing supports 126, govemmental regulations would not permit the main rails 114 to carry the bus assemblies 116, 118.

Also in accordance with the invention, the split rail bus system 100 as illustrated in FIG. 1 may comprise cross-rails 128. Each of the cross-rails 128 utilized with the split bus rail system 100, as described in subsequent paragraphs herein, are releasably interconnected to the main rails 114. Further, the cross-rails 128 may extend in perpendicular configurations relative to the main rails 114, as illustrated in FIG. 1. However, as also described in subsequent paragraphs herein, a cross-rail 128 may be interconnected to an adjacent main rail 114 at an angular configuration, relative to the longitudinal configuration of the main rail 114. Each cross-rail 128 may be releasably coupled to an associated main rail 114 through a cross-rail connector 130. The cross-rails 128 may be utilized for purposes of distributing electrical power and communication signals from an interconnected main rail 114, although they preferably carry buses themselves. This power and communication signal distribution may be utilized with various devices, such as the three lights 132 illustrated in FIG. 1.

One advantage associated with the split bus rail system 100 (and other split bus rail systems in accordance with the invention) may not be immediately apparent. As described in previous paragraphs herein, the split bus rail system 100 includes the threaded support rods 112, suspension brackets 124 and bracing supports 126. As will be explained in greater detail in subsequent paragraphs herein, the bracing supports 126 are supported through the suspension brackets 124 solely by the threaded support rods 112. With reference to FIGS. 1 and 5, the threaded support rods 112 can be characterized as each forming a suspension point 134. That is, where each of the threaded support rods 112 is secured to a lower L-bearn 110 or similar building structure position, the combination of the building structure position and the threaded support rod 112 may be characterized as a suspension point 134. Accordingly, the suspension points 134, suspension brackets 124 and bracing supports 126 may be characterized as forming a structural network “grid” 101. For purposes of designing the entirety of a split bus rail system in accordance with the invention for any particular structure and set of applications, the network grid 101 formed by the suspension points 134, suspension brackets 124 and bracing supports 126 may be characterized as a common “base” for building a particular implementation of a split bus rail system in accordance with the invention. That is, a common configuration of the network grid 101 can be designed and would not significantly change across various implementations of split bus rail systems in accordance with the invention, except with respect to size. This concept of a common network grid which may be utilized with a split bus rail system having the capability of various configurations for power and communications distribution, for configuring and reconfiguring structural positioning of application devices (such as lights, fans, and the like) and for configuration and reconfiguration of functional control relationships among devices (through programmability) provides a significant advantage to architects and designers. This principal should be kept in mind in reading the subsequent paragraphs herein describing the various components of the split bus rail system 100.

With respect to the foregoing descriptions, it is clear that the main rail 114 could also be characterized as an elongated main rail assembly, which forms a mechanical structure. Further, as also made apparent from subsequent description herein, the main rail 114 can be characterized as being constructed as a dual rail, with the dual rail comprising an elongated power rail and an elongated communications rail. Also, application devices subsequently described herein as being used with the split bus rail system 100 can be characterized as “functional elements.”

As earlier stated, FIG. 1 illustrates a commercial interior 102 showing part of a general layout of a split bus rail system 100 in accordance with the invention. Structural layouts of the split bus rail system 100 are also illustrated in FIGS. 58, 59 and 60.

Turning more specifically to the details of the split bus rail system 100, a main rail 114 in accordance with the invention will now be described with respect to FIGS. 1, 2, 3, and 4. Turning to FIG. 2, which illustrates an assembled one of the main rails 114, each of the main rails 114 may be supported by associated threaded support rods 112 at various suspension points 134, through associated suspension brackets 124. Each of the threaded support rods 112 may be in the form of a co-threaded rod. Only a lower end of the rod is illustrated in FIGS. 2 and 3. As previously shown and described with respect to FIG. 1, each of the threaded support rods 112 may be secured at one end to one of the lower L-beams 110, through an aperture (not shown) extending through a flange of the L-beam 110. The co-threaded support rod 112 is threaded adjacent its upper end and is secured at a desired vertical disposition through its threading at both lower and upper ends. As described in subsequent paragraphs herein, the co-threaded support rod 112 is threadably secured to one of the suspension brackets 124 at the lower end thereof.

With the interconnection as described herein, a main rail 114 may be secured to the lower L-beams 110 of the commercial interior structure 102, in a manner which provides for rigidity, yet also provides for adjustability with respect to vertical position relative to the main L-beam 110. It should also be noted that in addition to the particular example of an overhead supporting arrangement as described herein, it may also be possible to interconnect the main rails 114 of the split bus rail system 100 to other structure of the commercial interior 102, such as concrete structures above the rail system 100, and with connections other than support rods. For example, in place of the co-threaded support rod 112 and the L-beam 110 configuration, the support rod 112 could be used with a threaded hanger or similar means, with the threaded rod having a metallic hanger threadably received at an upper end of the threaded rod. The hanger may then be hung on or otherwise releasably interconnected to other overhead supporting elements. In any event, it is advantageous to utilize a supporting arrangement which facilitates vertical adjustability of the interconnected main rail 114. As described in subsequent paragraphs herein, the lower end of the threaded support rod 112 illustrated in FIGS. 2, 3 and 4 is threaded into and extends downwardly through a tube of the suspension bracket 124, also shown in FIGS. 2, 3 and 4.

Each of the main rails 114 includes a series of individual elements which form the rail itself. More specifically, the main rail 114 is actually in the form of a pair of “dual” rails, identified in FIG. 4 as power rail assembly 136 and communications rail assembly 138. The power rail assembly 136 includes an exterior panel 140. The exterior panel 140 has a vertical configuration and terminates at its lower end in a lower tongue 154. Positioned adjacent to lower tongue 154 is a through hole 156, with the through hole 156 positioned in a portion of the vertically disposed wall, which has a slight indent.

At the upper part of the vertically disposed wall 152, and integral therewith, is an upper portion 142. The upper portion 142 includes a channel 144 with a lower wall 146. Integral with the channel 144 and extending toward the longitudinal axis of the main rail 114 is a horizontal flange 148. Extending through the horizontal flange 148 is a through hole 150. It should be noted that the through holes 156 are regularly spaced along the lower end of the vertically disposed wall 152 of the exterior panel 140. Also, the through holes in the exterior and interior panels for the power rail 136 and communication rail 138 should also be spaced periodically along the main rail 114.

The power rail assembly 136 also includes, as illustrated in FIGS. 2, 3 and 4, an interior panel 158. The interior panel 158 includes a vertically disposed wall 160 having a central indentation 161. Integral with the vertically disposed wall 160 and positioned at its lower end is a hook-shaped portion 162. At the upper end of the vertically disposed wall 160, and integral therewith, is an upper flange 164 which extends inwardly toward the longitudinal axis of the main rail 114. A through hole 166 extends vertically through the upper flange 164. The exterior panel 140 and the interior panel 158 may be constructed of various materials and in various manners, including construction as steel roll formed sections. Also, it is apparent that the interior panel 158 will have a series of spaced apart through holes 166 in its upper flange 160.

In addition to the aforedescribed elements of the power rail assembly 136, the power rail assembly 136 also includes a power bus strip 168, as also illustrated in FIGS. 2, 3 and 4. The power bus strip 168 may be fabricated from materials such as extruded PVC plastic, with inserted copper strips. With reference primarily to FIG. 4, the power bus strip 168 includes an upper and vertically disposed member 170. Integral with and disposed downwardly from the upper member 170 is a side member 172. Longitudinally disposed along the side member 172 are a series of spaced-apart AC power buses 174. The AC power buses 174 face laterally outwardly, relative to the longitudinal axis of the main rail 114. The AC power buses 174 are utilized to provide a continuum of AC electrical power along the length of the corresponding main rail 114. The power buses 174 may carry, for example, 120 volt AC power. In accordance with the invention, the bus configuration employing the power buses 174 permits interconnected functional components to be electrically energized along the main rail 114.

As further shown in FIGS. 2, 3 and 4, the main rail 114 also includes the communications rail assembly 138. It should be noted that with the exception of the number of bus strips employed in the communications rail assembly 138, the communications rail assembly 138 is somewhat of a “mirror image” of the power rail assembly 136. More specifically, the communications rail assembly 138 includes an exterior panel 176. The external panel 176 may be constructed as a steel roll formed section. The exterior panel 176 includes a vertically disposed wall 188. At the lower end of the vertically disposed wall 188 is a lower tongue 190. Immediately above the lower tongue 190 is a through hole 192. The vertically disposed wall 188 terminates at the lower tongue 190. At the upper portion of the vertically disposed wall 188, and integral therewith, is an upper portion 178. The upper portion 178 includes a U-shaped channel 180 having a lower wall 182. Integral with the channel 180 is a horizontal flange 184. The horizontal flange 184 extends inwardly towards the longitudinal axis of the main rail 114. A through hole 186 extends vertically through the horizontal flange 184.

The communications rail assembly 138 also includes an interior panel 194, as further shown in FIGS. 2, 3 and 4. The interior panel 194 includes a vertically disposed wall 196, with a central indentation 198 formed therein. At the terminating lower end of the vertically disposed wall 196, and integral therewith, is a hook-shaped portion 200. At the upper end of the vertically disposed wall 196 is an upper, horizontal flange 202. The upper flange 202 extends inwardly toward the longitudinal axis of the main rail 114. A through hole 204 extends vertically through the upper flange 202.

In accordance with the foregoing, the power bus assembly 116 can be characterized as part of a power distribution means. Correspondingly, the communications bus assembly 118 can be characterized as part of a communications distribution means. Still further, the power rail assembly 136 can be characterized as comprising at least one power rail. The communications rail assembly 138 can be characterized as comprising at least one communications rail.

In addition to the interior panel 194, the communications rail assembly 138 also includes a communications bus strip 206. The communications bus strip 206, like the power bus strip 168, may be fabricated from extruded PVC plastic, with inserted copper strips. With reference primarily to FIG. 4, the communications bus strip 206 includes an upper and vertically disposed member 208. Integral with and disposed downwardly from the upper member 208 is a side member 212. Longitudinally disposed along the side member 212 is a series of three spaced-apart DC buses 210. The DC buses 210 are utilized to provide a continuum of DC power and communication signals along the length of the associated main rail 114. The DC buses 210 may be employed to provide DC power and communications signals to a variety of functional devices associated with the split bus rail system 100. In this regard, it should be emphasized that the split bus rail system 100 in accordance with the invention may be employed to provide not only electrical power to conventional, electrically energized devices such as lights and the like, but may also be employed to provide communication signals and DC power to apparatus associated with the same devices.

As an example, and as described in the commonly assigned International Patent Application No. PCT/JUS03/12210, filed Apr. 18, 2003, control relationships between switches and lights may be reconfigured in a “real time” fashion. In this regard, and as described in subsequent paragraphs herein, connector modules will be associated with application devices such as lighting fixtures and the like. These connector modules include processor means and associated circuitry which will be responsive to DC communication signals to appropriately control the lighting fixtures, in response to communication signals received from application devices such as switches. The split bus rail system 100 in accordance with the invention provides means for distributing requisite power and for providing a distributed intelligence system for transmitting and receiving these DC communications signals from application devices which may be physically located throughout the entirety of the split bus rail system 100.

For purposes of describing the embodiment comprising a split bus rail system 100 in accordance with the invention, another term will be utilized. Specifically, reference will be made to the term “network 103.” The network 103 can be characterized as all of the electrical components of the split bus rail system 100, including AC and DC power and communications buses, cabling, connector modules, and interconnected and programmed application devices. As will be apparent from subsequent description herein, the network 103, like the mechanical structure of the split bus rail system 100, can be characterized as an “open” network, in that additional components (including AC and DC buses, connector modules, application devices, etc.) can be added to the entirety of the network 103.

The assembly of the main rail 114 illustrated in FIGS. 2, 3 and 4 will be described in greater detail after description of other components associated with the main rail 114 and the split bus system 100. In this regard, each of the main rails 114 can be characterized as further comprising a series of bus spacers 214. One of the bus spacers 214 is illustrated in FIGS. 3 and 4. The bus spacers 214 are also illustrated in greater detail in FIGS. 8 and 9. Specifically, the bus spacers 214 are spaced apart an appropriate distance along the longitudinal axis of the main rail 114. The purpose for the bus spacers 214 is to provide rigidity in the connection of the power rail assembly 136 and communications rail assembly 138 to other components of the split bus rail system 100, which support the main rails 114. Also, the bus spacers 214, as their name implies, are utilized to ensure physical separation of the AC buses 174 from the DC buses 210. Such separation may be required under various governmental and regulatory standards. In addition, the bus spacers 174 provide a passage for cabling to be routed above and below the rail system 100. These passages are in the form of rectangular apertures 218, as described below.

Turning specifically to FIGS. 4, 8 and 9, each of the bus spacers 214 includes a central body 216 having a substantially rectangular configuration. Extending through the center portion of each central body 216 is the rectangular aperture 218. Integral with the central body 216 and positioned at the upper end thereof is a pair of laterally extending, upper horizontal flanges 220. As shown in FIGS. 4 and 9, each of the upper horizontal flanges 220 opposes the other flange 220 and comprises a vertically disposed through hole 222. As will be described in subsequent paragraphs herein, the through holes 222 are utilized to receive connecting means for securing the bus spacers 214 to the power rail assembly 136 and communications rail assembly 138.

At the lower end of the central body 216 of each bus spacer 214 is a lower base 224. The lower base 224 is horizontally disposed, integral with the central body 216, and essentially comprises a pair of box-like structures 226 opposing each other and extending laterally outwardly from the lower end of the central body 216. The box-like structures 226 are open upwardly, and each structure 226 includes a vertically disposed end wall 228. Extending through each of the end walls 228 is a through hole 230. The through holes 230 are utilized to receive connecting means (subsequently described herein) for securing the lower end of the bus spacer 214 to the power rail assembly 136 and communications rail assembly 138.

As earlier described, the split bus rail system 100 also includes a series of suspension brackets 124. The suspension brackets 124 are a primary and important aspect of certain concepts associated with the invention. Specifically, each of the suspension brackets 124 is adapted to perform two functions. First, the suspension bracket 124 comprises means for providing mechanical support for the main rail 114, through the threaded support rods 112. Also, each suspension bracket 124 is adapted to interconnect to one or a pair of bracing supports 126. The bracing supports 126 are well known construction elements, commercially available in the industry. Of primary importance, however, is the means for supporting the bracing supports 126 through the suspension bracket 124. More specifically, the suspension bracket 124 comprises means for coupling the bracing supports 126 and supporting the same in a manner such that the weight of the coupled bracing supports 126 is carried only by the associated threaded support rod 112 and not by the main rail 114. This aspect of the split bus system 100 in accordance with the invention is of importance with respect to governmental and institutional regulations regarding load bearing structures carrying electrical and communications equipment. As previously described herein, the main rails 114 carry power rails 136 and communication rails 138. Because of the power carried by the main rails 114, regulatory limitations exist with respect to mechanical loads supported by the main rails 114. With the configuration of the suspension bracket 124 as described in subsequent paragraphs herein, and although the bracing supports 126 act as crossing rails for the entirety of the split bus rail system 100, and are “coupled” to the main rails 114, the weight of the bracing supports 126 is carried solely by the threaded support rods 112 through the suspension brackets 124, rather than by the main rails 114 themselves.

Turning specifically to FIGS. 6, 6A and 7, the suspension bracket 124 includes a main rail hanger 236. The main rail hanger 236 comprises a rear hanger bracket 238 and a front hanger assembly 240. With reference specifically to the rear hanger bracket 238, the bracket includes an upper flange 242 extending across the width of the bracket 238. An outwardly extending embossment 244 extends substantially across the upper flange 242. A pair of spaced apart through holes 246 are symmetrically positioned within the embossment 234. Integral with the upper flange 242 is a central portion 248. The central portion 248 includes a pair of opposing indentations on each side of the central portion 248. Through holes 250 extend through each of the indentations in the central portion 248. Integral with the central portion 248 and extending downwardly therefrom are a pair of horizontally disposed and spaced apart lower flanges 252 as primarily shown in FIGS. 6 and 6A. Downwardly projecting through holes 254 extend through each of the lower flanges 252. The through holes 250 are adapted to receive a pair of screws 256.

The front hanger assembly 240 includes a front hanger bracket 258, having a configuration substantially corresponding to the configuration of the rear hanger bracket 238. For this reason, like numerals are utilized to refer to reference numbers for the front hanger bracket 258. Accordingly, the front hanger bracket 258 includes an upper flange 242, with an embossment 244 projecting outwardly therefrom. A pair of spaced apart and symmetrical through holes 246 extend through the embossment 234. Integral with and projecting downwardly from the upper flange 242 is a central portion 248. The central portion 248 includes a pair of indentations. In the rear hanger bracket 238 as previously described herein, the indentations include a pair of through holes 250. Somewhat similar, the indentations in the central portion 248 of the front hanger bracket 258 also include a pair of through holes, with the holes identified as through holes 260. Attached to the through holes 260 are a pair of weld nuts 262.

Extending downwardly from the central portion 248, and integral therewith, are a pair of horizontally disposed and spaced apart lower flanges 252. The lower flanges 252 each include a vertically disposed through hole 254. For purposes of attaching the rear hanger bracket 238 to the front hanger bracket 258, screws 256 are received within the through holes 250, through holes 260 and secured by means of the weld nuts 262.

The front hanger assembly 240 also includes a bracing support bracket 264, illustrated in FIGS. 6, 6A and 7. As shown therein, the bracing support bracket 264 includes a tube bracket 266. The tube bracket 266 includes a central and horizontally disposed base 268. Upwardly angled and integral with the central base 268 is a rear angled portion 270. Correspondingly, extending upwardly at an angle from the opposing side of the central base 268 is a front angled portion 272. The front angled portion 272 corresponds in size and structure to the rear angled portion 270. Integral with the terminal end of the rear angled portion 270 is a horizontally disposed rear foot 274. A through hole 278 extends downwardly through the foot 274. As described in subsequent paragraphs herein, the rear foot 274 will be utilized to interconnect to a bracing support Correspondingly, the front angled portion 272 is integrally connected, at its terminal end, to a horizontally disposed front foot 276. A through hole 280 extends vertically through the front foot 276. As with the rear foot 274, the front foot 276 may be utilized to interconnect a bracing support 126, again as described in subsequent paragraphs herein.

The foregoing describes the elements of the tube bracket 266. The bracing support bracket 264 also includes a vertically disposed and threaded tube 282, as illustrated in FIGS. 6, 6A and 7. The vertically disposed and threaded tube 282 is welded or otherwise connected to the central base 268 of the tube bracket 266. Also, the tube 282 is connected to the front hanger bracket of the front hanger assembly 240 by means of a pair of weldments 284. As described in subsequent paragraphs herein, the vertically disposed tube 282 is adapted to receive a corresponding one of the threaded support rods 112.

As earlier described, other infrastructure components may be employed with the split bus rail system 100 in accordance with the invention. As an example, and with reference primarily to FIGS. 1-4 and 10, the split bus rail system 100 may include a cable tray 119. The cable tray 119 may be utilized to carry, for example, DC or other low voltage power within the split bus rail system 100 through lines such as cable 122 illustrated in FIG. 10. The cable tray 119 may have a number of components constructed by means of plastic extrusion or similar processes. These components of the cable tray 119 may be constructed of various plastics, including ABS (acrylonitrile, polymer with 1,3-butadiene and styrene). The cable tray 119 can include an exterior or outwardly extending portion 294. As illustrated in the drawings, the exterior portion 294 is angled. The angled exterior portion 294 is integral with or otherwise connected at its upper end to an upper right-angled section 296. The upper right-angled section 296 includes a section which forms a ledge 298. On the side of the ledge 298 opposing the integral connection to the exterior portion 294 is a lip 300.

Still with reference to FIGS. 1-4 and 10, the lower end of the angled exterior portion 294 is integral with or otherwise connected to a flat section 302, which extends inwardly toward other components of the split bus rail system 100. Correspondingly, integral with or otherwise connected to an edge of the flat section 302 opposing the edge which is integral with the angled section 294 is a vertically disposed inner panel 304. The inner panel 304 extends upwardly from the flat section 302. At the top of the vertical inner panel 304 is a living hinge 306. With reference to FIG. 10, the living hinge 306 is shown in a “partially opened” position in phantom line format, and is also shown in a conventional, closed position in solid line format. The living hinge 306 includes a flat section 308 which is integral with or otherwise connected to the top of the vertical inner panel 304. The flat section 308 extends outwardly, and is integral with or otherwise connected to an exterior side 310, which has a vertical disposition when the living hinge 306 is in a closed position. At the lower edge of the exterior side 310, the exterior side 310 is integral with or otherwise connected to an angled end portion 312. The angled end portion 312 is sized and configured so that it fits under the upper right-angled section 296, when the living hinge 306 is in a closed position.

One advantage of the cable trays 119 in accordance with the invention relates to their positioning within the split bus rail system 100. The cable trays 119 are appropriately sized and shaped so as to conveniently rest on the suspension brackets 124, as primarily illustrated in FIGS. 1-4. Specifically, through holes 314 may be preformed or otherwise drilled into the vertical inner panel 304 at appropriately spaced positions. Self tapping or other types of screws 316 (also shown in FIG. 4) may be received within the through holes 314 and threadably received within the through holes 246 (illustrated in FIGS. 6, 6A and 7) in the embossments 244 of the suspension brackets 124. In this manner, the sections of the cable trays 119 can be appropriately secured to and supported by the suspension brackets 124.

In addition to the previously described advantages of the cable trays 119 in accordance with the invention, other advantages also exist. For example, it is possible to “stack” the suspension brackets 124 on the associated threaded support rods 112. With this stackable capability, it is therefore also possible to stack cable trays 119 in a vertically disposed manner. Such a stacked configuration is illustrated in FIG. 12B.

In addition to the split bus rail system 100 having the capability of employing cable trays 119, the rail system 100 in accordance with the invention may also employ other structures having similar functions, but where metallic enclosure or isolation of conductive cables or wires may be required. For this function, the split bus rail system 100 can include one or more wireways 120, one of which is illustrated in FIGS. 1-4 and 11. As earlier mentioned, and as shown in FIGS. 1-4, the wireway 120 illustrated therein may be utilized to carry AC power cables or conduit 123. For example, this conduit or cabling 123 may carry 277 volt AC power. Of course, other voltages and other cabling or wiring may be utilized with the wireways 120.

Turning to the specific configuration of the wireway 120 illustrated in FIGS. 1-4 and 11, the wireway 120 includes an exterior or outwardly extending portion 320. As illustrated in the drawings, the exterior portion 320 is angled. The angled exterior portion 320 is integral with or otherwise connected at its upper end to an upper right-angled section 322. The upper right-angled section 322 includes a section which forms a ledge 324.

Still with reference to FIGS. 1-4 and 1, the lower end of the angled exterior portion 320 is integral with or otherwise connected to a flat section 326. The flat section 326 extends inwardly toward other components of the split bus rail system 100. Correspondingly, integral with or otherwise connected to an edge of the flat section 326 opposing the edge which is integral with the angled section 320 is a vertically disposed inner panel 328. The inner panel 328 extends upwardly from the flat section 326. At the top of the inner panel 328, the panel 328 turns outwardly (or laterally away from the split bus rail system 100) so as to form a tongue 330. The tongue 330 curls back on itself and terminates in a series of spaced apart and integrally, connected hinge bails 332. As described in subsequent paragraphs herein, the hinge bails 332 form, with other components of the wireway 120, a hinge for appropriately connecting a pivotal cover to the wireway 120.

More specifically, the wireway 120 includes a wireway cover 334, as illustrated in FIGS. 1-4 and 11. The wireway cover 334 pivotally fits upon the top of the wireway 120, and provides a metallic covering for the AC power cables 123 extending along the interior of the wireway 120. The wireway cover 334 includes an angled portion 336. Connected to or otherwise integral with one edge of the angled portion 336 is a top portion 338. The top portion 338 terminates in an integral outer flange 340. At the other edge of the angled portion 336, the angled portion 336 terminates in a series of spaced apart hinge sleeves 342. When the wireway cover 334 is appropriately interconnected to the wireway 120, the hinge sleeves 342 are received in spaces between the hinge bails 332.

To appropriately secure the wireway cover 334 to the wireway 120, a hinge rod 344 is received within an elongated aperture formed by the hinge bails 332 and the interspaced hinge sleeves 342. With the hinge rod 344 appropriately coupled and received within the hinge bails 332 and hinge sleeves 342, the wireway cover 334 is pivotal relative to the wireway 120. In FIG. 4, the wireway cover 334 is illustrated in an open position. The wireway cover 334 can be pivoted relative to the wireway 120, and moved to a closed position, as illustrated in FIGS. 1-3 and 11. For purposes of securing the wireway cover 334 in a closed position, through holes 346 may be formed in the top portion 338 of the wireway cover 334, and spaced apart along the elongated wireway cover 334. Corresponding through holes or threaded holes 338 can be formed in one side of the ledge 324 of the wireway 120, with the holes 348 spaced apart and in alignment with the through holes 346. When the cover 334 is moved to a closed position, screws, such as self tapping screws 350, may be received within the through holes 346 and threaded holes 348. More specifically, the screws 350 should be received within the holes 346 and 48, without projecting into the cavity of the wireway 120, where cabling is contained.

As with the cable trays 290, one advantage of the wireways 120 in accordance with the invention relates to their positioning within the split bus rail system 100. The wireways 120 are appropriately sized and shaped so as to conveniently rest on the suspension brackets 124, as primarily shown in FIGS. 1-4. To secure the wireways 120 to the split bus rail system 100, through holes 352 may be preformed or otherwise drilled into the vertical inner panel 328 of the wireway 120, at appropriately spaced positions. Self tapping or other types of screws 316 (also shown in FIG. 4) may be received within the through holes 352 and threadably received within the through holes 246 (illustrated in FIGS. 6, 6A and 7) in the embossments 244 of the suspension brackets 124. In this manner, the wireways 120 can be appropriately secured to and supported by the suspension brackets 124.

The wireways 120 can be constructed of materials such as galvanized steel or similar metallic elements and compounds. Further, the wireways 120 can be constructed of longitudinal and identical sections adapted to be interconnected end to end. The individual sections of the wireway 120 can be of any desired length. However, governmental and institutional regulations may limit the particular length of the wireways 120 which may be utilized in a physically realizable and “legal” environment. Further, in addition to the previously described advantages of the wireways 120 in accordance with the invention, other advantages exist. For example, it is possible to “stack” the suspension brackets 124 on the associated threaded support rods 112. With this stackable capability, it is therefore also possible, as with the cable trays 119, to stack the wireways 120 in a vertically disposed manner. An illustration of a series of suspension brackets 124 positioned in a stacked relationship, with corresponding cable trays 119 and wireways 120 is shown in FIG. 128. It should also be noted that positioned on the face or angular exterior portion 320 are a series of knock-outs 341. In one exemplary embodiment, the knock-outs 341 can be of a diameter of 0.875 inches. Further, the knock-outs 341 can be positioned, for example, at increments of 12 inches. The knock-outs 341 provide access to cabling inside of the wireways 120. In this manner, the cabling inside the wireways 120 can be utilized to provide power to lights or other electrical devices positioned along the exterior of the wireways 120.

The foregoing has been a description of the configuration of the wireways 120. It will be appreciated that the length of any individual wireway 120 will be finite. Accordingly, for purposes of providing a desired infrastructure, a series of individual lengths of wireways 120 may be required. In such event, it is preferable for adjacent ones of the wireways 120 to be mechanically coupled to each other, and to be coupled at their ends to one of the suspension brackets 124. This mechanical coupling provides shielding of the AC power cables 123 at the ends of the wireways 120, and also may be required in accordance with governmental or institutional standards.

For purposes of providing this mechanical coupling, joiners may be utilized. An exemplary embodiment of a joiner which may be utilized in accordance with the invention is illustrated as joiner 360, primarily shown in FIGS. 12 and 12A. Also, an end view of the joiner 360 as positioned within an end of a wireway 120 is illustrated in FIGS. 2, 3 and 4. With reference initially to FIGS. 12 and 12A, the joiner 360 includes an inset portion 362. The inset portion is shown in perspective view in FIG. 12. Referring thereto, the inset portion 362 includes an inner panel 364 having a flat and vertically disposed surface. Integral with the inner panel 364 and positioned at the lower end of the inner panel 364 is a flat portion 366 which is horizontally disposed when the joiner 360 is positioned and coupled to adjacent wireways 120. The flat portion 366 is, at one edge, integral with an angled portion 368 which angles upwardly from the flat portion 366. At the upper edge of the angled portion 368 is a curved bracket 370 having somewhat of an L-shaped configuration, with an arcuate-shaped edge flange 372. At the top of the inner panel 364 are a pair of outwardly extending and spaced apart brackets 374.

The joiner 360 also includes a joiner cover 377, as shown separated from the joiner inset 362 in perspective view in FIG. 12. With reference thereto, the joiner cover 377 includes an elongated and inner flange 378, extending across the length of the cover 377. At opposing lateral ends of the inner flange 378 are a pair of downwardly extending lips 380 angled inwardly from the ends of the inner flange 378. Extending outwardly from the inner flange 378 is an outer flange 382 having somewhat of a curved structure as illustrated in FIGS. 12 and 12A. The outer flange 382 is integral with the inner flange 378 and terminates in a downwardly extending and elongated lip 384.

The joiner cover 377 may be assembled with the inset 362 so as to form the entirety of the joiner 360 as illustrated in FIG. 12A. More specifically, for purposes of assembly, the lips 380 of the inner flange 378 of the joiner cover 377 can be “slid” onto the brackets 374 positioned at the top of the inner panel 364 of inset 362. The joiner cover 377 is sized and configured so that when the lips 380 are slid onto the brackets 374, the joiner cover 377 cannot be removed from the inset 362 solely by an “upward” movement of the joiner cover 377. With the lips 380 slid onto the brackets 374, the elongated lip 384 of the joiner cover 377 can then be positioned around the edge flange 372 of the inset 362, so that the lip 384 essentially “captures” the edge flange 372. This configuration is illustrated in FIGS. 2, 3, 4 and 12A. It should be noted that to provide this assembly, the angled portion 368 and the curved bracket 370 are constructed so as to have a sufficient resilience or flexibility which allows the edge flange 372 to be moved toward the inner panel 364, in a manner so as to permit the lip 384 to be extended to the outside of the edge flange 372, thereby capturing the same. Preferably, the joiner cover 377 is positioned in a closed configuration, after the interior cabling is laid in place within the wireway 120. In this manner, installers can lay the cabling in place within the interior of the wireway 120, prior to closing of the joiner cover 377 so as to minimize the necessity of “pull-through” of the cabling from an end of the wireway 120.

For purposes of coupling the joiner 360 to adjacent ones of the wireways 120, the joiner 360 will be coupled in a “straddle” configuration between the adjacent wireways 120, as primarily shown in FIG. 12A. With reference thereto, the joiner 360 is illustrated as straddling adjacent ends of two wireways 120, with the wireways 120 being shown in phantom line format. The adjacent end edges of the two wireways 120 are illustrated by phantom line 386. The joiner 360 is positioned in the straddle configuration between the adjacent wireways 120 in a manner so that the inner panel 364 of the inset 362 is adjacent the inner panels 328 of the wireways 120. As previously described herein, the inner panels 382 may include through holes 352, either predrilled or self-tapped. When the joiner 360 is properly aligned with the adjacent wireways 120, a through hole 352 of each wireway 120 is aligned with one of the through holes 376 which are either predrilled or self-tapped through the inner panel 364. Self-tapping screws 388 (FIG. 4) are received within the through hole 376 and through holes 352. This will provide mechanical coupling of the adjacent wireways 120 through the joiner 360. Correspondingly, to secure the ends of the wireways 120 to a suspension bracket 124, a suspension bracket 124 as shown in FIG. 12A can be coupled to the wireways 120 and the joiner 360 by aligning the through holes 352, 376 with the through holes 246 extending through an embossment 244 of one of the hanger brackets 258. In this manner, the wireways 120 are secured, at their ends, to suspension brackets 124 through the joiners 360.

Another aspect of the rail system 100 should be described. With the structure of the main rails 114 and other components described herein, space is provided for structural and electrical components to be extended from above the main rails 114 through the center of the main rails 114, between the power rail 136 and communications rail 138. As an example, if desired, rods supporting fire sprinklers could be extending through the main rails 114. Also, the threaded support rods 112 could be extended, so as to support other elements, since such support does not put any load on the main rails 114. In addition to the capability of extending support rods or other elements through the main rails 114, the bracing supports 126 also have the capability of providing for extension of elements therethrough. As described in subsequent paragraphs herein, and particularly with respect to FIGS. 33 and 34, the bracing supports 126 include apertures 652 extending through the top portions thereof. These apertures 652 allow for support rods, fire sprinklers or other elements to be extended through the bracing supports 126.

The foregoing describes a substantial number of the mechanical components associated with the split bus rail system 100. In accordance with the invention, the split bus rail system 100 includes means for distributing power (as both AC and DC) and communications signals throughout a network which is enmeshed with the mechanical components of the split bus rail system 100. These power and communications signal distribution means are part of the network 103. For example, and as earlier described, the main rail 114, which is in fact a dual rail comprising an AC power bus assembly 116 and DC bus assembly 118, includes an AC power bus strip 168 and a DC bus strip 206. In addition to the components of the split bus rail system 100 previously described herein, still other components are required for purposes of providing power and communication signals to the bus assemblies, as well as tapping off from the bus strips so as to provide power and communication signals to applications of the split bus rail system 100. In addition, because the main rail 114 comprises individual rail sections which are finite in length, means are required to electrically interconnect bus strips from one length of main rail 114 to bus strips of an adjoining main rail 114.

For the foregoing functions, connector and power feed modules are utilized in accordance with the invention. For example, and as illustrated in FIGS. 13-17B, 28 and 29, a power entry connector module 400 and a jumper connector module 402 (both illustrated in FIG. 13) may be utilized to electrically interconnect AC power and DC bus assemblies associated with one length of main rail 114 to an adjoining length of main rail 114. The jumper connector module 402 includes exterior and interior mechanical components, and interior circuit components which are somewhat similar to those of other connector modules utilized with the split bus rail system 100, including the power entry connector module 400. Accordingly, the following primarily describes, in detail, only those elements of the jumper connector module 402. However, although the power entry connector module 400 is substantially similar to the connector module 402, it should be stated that the power entry connector module 400 is utilized with the split bus rail system 100 to “receive” at least AC and DC power from other components of the rail system 100. For example, and as described in subsequent paragraphs herein, power entry connector modules 400 will be utilized to receive AC and DC power from building power supplies through a power entry box 580 (described in subsequent paragraphs herein with respect to FIGS. 41-44).

With reference to the drawings, the jumper connector module 402 can be mechanically fitted into one of the main rails 114 as shown particularly in FIGS. 13 and 14. The fitting of the jumper connector module 402 into the main rail 114 is also illustrated in an exploded format in FIG. 4. The jumper connector module 402 includes a rectangularly-shaped and elongated AC power side block 404. As illustrated in several drawings, including FIGS. 2 and 14, the AC power side block 404 fits between the exterior panel 140 (shown separately in FIG. 4) and the AC power bus strip 168 (also shown separately in FIG. 4). The AC power side block 404 includes electrical and mechanical elements for selectively engaging the AC power bus strip 168. Correspondingly, the jumper connector module 402 also includes a DC power side block 406, as shown in a number of the drawings, including FIGS. 13 ad 14. The DC power side block 406 has a substantially rectangular cross-sectional configuration, and is fitted within the space between the exterior panel 176 (shown separately in FIG. 4) and the DC bus strip 206 (also shown separately in FIG. 4). The DC power slide block 406 includes electro mechanical elements for selectively engaging the DC bus strip 206. In addition to the foregoing, the connector module 402 also includes a center block 408 which, when the connector module 402 is inserted within the main rail 114, extends upwardly between the interior panel 158 of the power rail 136 and the interior panel 194 of the communications rail 138. These panels 158, 194 are shown separately in exploded format in FIG. 4.

The connector module 402 also includes a locking bar 410 which is coupled by any appropriate means to the top of the center block 408. The locking bar 410 is manually rotatable relative to the center block 408. In FIG. 13, the locking bar 410 of each of the connector modules 400, 402 is shown in a “locked” position. In addition to the locking bar 410, the exterior structure of the connector module 402 also includes a set of AC bus contacts 412, which selectively extend out of the AC power side block 404 toward the AC power buses 174. Correspondingly, the connector module 402 also includes a set of DC bus contacts 414, selectively extending out of the DC power block 406 and toward the DC buses 210. As described in subsequent paragraphs herein, these AC bus contacts 412 and DC bus contacts 414 are adapted to selectively engage the AC power buses 174 and DC buses 210, respectively, for purposes of providing electrical continuity among bus strips associated with adjoining lengths of main rails 114.

In accordance with the foregoing, the jumper connector module 402 is mechanically and electrically coupled to the main rail 114 by inserting the connector module 402 upwardly into the bottom of the main rail 114 from the underside thereof. The interconnection position for the connector module 402 relative to the main rail 114 is illustrated in the end view of the same as shown in FIG. 14. In this position, attention is drawn to the fact that the DC power side block 406 is “shorter” in height than the AC power side block 404. Further, the DC bus strip 206 includes a pair of laterally or outwardly projecting stops 416 near the upper portion of the DC bus strip 206, above the DC buses 210. The stops 416 and the size difference between the AC power side block 404 and the DC power side block 406 serve to prevent a user from inadvertently positioning the jumper connector module 402 in a “reverse orientation” in the main rail 114. That is, if the user inadvertently “reversed” the connector module 402, and positioned the connector module 402 so that the AC power side block 404 was adjacent the DC bus strip 206, the stops 416 would prevent the AC power side block 404 from being inserted fully within the space between the DC bus strip 206 and the exterior panel 176. This configuration of the connector module 402 provides a significant safety advantage for the split bus rail system 100 in accordance with the invention. This concept of utilizing different sizes of side blocks and stops on the DC bus strip 206 is preferably utilized with all of the connector modules associated with the split bus rail system 100.

Although the rotatable locking bars 410 are illustrated in FIG. 13 as being in a “locked” position, the locking bar 410 will initially be put into an “unlocked” position when the jumper connector module 402 is first inserted into the main rail 114. This unlocked position is shown in phantom line format in FIG. 15. After the connector module 402 has been fully inserted into the main rail 114, the locking bar 410 can be manually rotated from its unlocked position to a locked position. The locked position is shown in FIGS. 13, 14 and 16. In this position, the ends of the locking bar 410 will be positioned over the upper flange 164 of the interior panel 158, and the upper flange 202 of the interior panel 194. The jumper connector module 402 is sized and configured relative to the main rail 114 so that when the locking bar 410 is moved to the locked position, the connector module 402 is substantially “snuggly” fitted within the main rail 114. Again, this type of configuration and function may be utilized with respect to all of the connector modules associated with the split bus rail system 100.

Reference is now made to FIGS. 15, 15A, 15B and 16. These drawings illustrate the connection of a shaft 418 which is securely coupled to the rotatable locking bar 410 and extends downwardly through the center block 408. The shaft 418 rotates in congruence with the locking bar 410. Preferably, the shaft 418 can extend far enough downwardly so as to extend through the bottom portion 422 of the jumper connector module 402. At this location, an Allen screw 420 or similar element can be secured to the bottom of the shaft 418, and extend outwardly through the bottom portion 422 of the module 402. In this manner, and for purposes of convenience, the shaft 418 and rotatable locking bar 410 can be rotated between locked and unlocked configurations from the bottom of the module 402, by the user inserting an Allen wrench (not shown) into the Allen screw 420. Preferably, this type of configuration, allowing for rotation of the locking bar 410 from the bottom of the connector module, is utilized on all of the connector modules associated with the split bus rail system 100.

Also at the lower end of the shaft 418 is an elongated stop arm 424. The stop arm 424 has a configuration as illustrated in, for example, FIGS. 15A and 15B, and is secured in any conventional manner to the shaft 418 so that the stop arm 424 rotates in congruence with the shaft 418. Secured to the upper surface of the bottom portion 422 are components which limit the rotation of the locking bar 410, by correspondingly limiting rotation of the stop arm 424.

More specifically, and as illustrated in FIGS. 15A and 15B, a limit ledge 426 is secured by any suitable means to (or is integral with) the upper surface of the bottom portion 422. The limit ledge 426 has an arcuate configuration and terminates at one end in a right-angled catch stop 428. Also positioned on the upper surface of the bottom portion 422 is an arcuate-shaped stop 430, with its position relative to the limit ledge 426 also shown in FIGS. 15A and 15B. FIG. 15A illustrates the position of the stop arm 424 when the locking bar 410 is in an unlocked configuration. Correspondingly, FIG. 15B illustrates the position of the stop arm 424 when the locking bar 410 is in a fully locked position. In the fully locked position illustrated in FIG. 15B, it is apparent that the stop arm 424 is limited from further rotational movement by the catch stop 428. For the catch stop 428 to limit movement of the stop arm 424, the height of the limit ledge 426 and catch stop 428 must be such as to abut the stop arm 424 when rotated to the position shown in FIG. 15B. To move the locking bar 410 from the locked position to an unlocked position, the stop arm 424 would be rotated counter-clockwise as illustrated by the arrow shown in FIG. 15A. The locking bar 410 would be capable of rotation until the stop arm 424 abuts an end of the arcuate stop 430, as illustrated in FIG. 15A. In accordance with the foregoing, the upper surface of the bottom portion 422 of the jumper connector module 400 can be characterized as comprising means for limiting movement of the stop arm 424 to an arc of 90°. These interior components of the jumper connector module 402 can also be utilized with respect to all of the other connector modules associated with the split bus rail system 100, which incorporate a locking bar configuration.

In addition to the concepts previously described herein with respect to the jumper connector module 402, and its interconnection to the main rail 114, the jumper connector module 402 provides other advantageous features in accordance with the invention. In this regard, reference is again made to FIGS. 13-17B. As shown primarily in FIGS. 15-15E and 16, the connector module 402 also includes an extendable contact section 432. As described in subsequent paragraphs herein, the extendable contact section 432 provides a function of selectively engaging and disengaging electrical bus contacts (and interconnected wires and cables) from the AC power buses 174 and the DC buses 210. This engagement and disengagement is achieved through manual extension and retraction of the extendable contact section 432.

More specifically, and as shown in FIGS. 15 and 16, the extendable contact section 432 includes an end wall 434 which is vertically disposed when the connector module 402 is inserted within the main rail 114. The jumper connector module 402 also includes an inside end-wall 456 which is on the same end of the jumper connector module 402 as is the end wall 434. The extendable contact section 432 also includes a finger 436 which is secured to the end wall 434 by any appropriate means and extends through an aperture 458 in the inside end wall 456 toward the inner portion of the connector module 402. The finger 436 is preferably located on substantially the same horizontal plane as is the stop arm 424 previously described herein. A catch 438 is positioned on the finger 436. The catch 438 can be any one of a number of conventional catch assemblies which are commercially available. For purposes subsequently described herein, the extendable contact section 432 can be positioned in a retracted position as illustrated in FIG. 15, and can be moved inwardly toward the connector module 402 to an extended position as illustrated in FIG. 16. The function of the catch 438 is to releasably “lock” the extendable contact section 432 in its extended position (FIG. 16) when a user 460 has exerted inwardly directed forces on the end wall 434. That is, when the user 460 has moved the end wall 434 to the position illustrated in FIG. 16, the extendable contact section 432 should remain in such position, until the user 460 has undertaken other action so as to cause the extendable contact section 432 to cause the section 432 to retract into its position as illustrated in FIGS. 15 and 15A. An exemplary embodiment of one type of catch 438 which may be utilized is described in subsequent paragraphs herein.

When the extendable contact section 432 is in its extended position, electrical contact will be made between bus contacts associated with the jumper connector module 402 and the AC power buses 174 and DC buses 210. However, the connector module 402 includes a feature which advantageously prevents the extendable contact section 432 from being moved from its retracted to its extended position, when the locking bar 410 is in an unlocked position. This feature is made apparent by the illustrations of FIGS. 15 and 15A. In these drawings, the locking bar 410 is in an unlocked position, as made evident by the position of the stop arm 424. As also shown in these drawings, the stop arm 424 and the finger 436 are both sized and configured so that when the locking bar 410 is in the unlocked position, and the extendable contact section 432 is in the retracted position, the terminal end of the stop arm 424 substantially abuts or otherwise is adjacent to the terminal end of the finger 436. With this configuration, the user 460 cannot “push” on the end wall 434 in a manner which will cause the extendable contact section 432 to move away from its retracted position. This is a significant safety feature, in that it prevents any attempts to engage electrical components of the connector module 402 with the buses 174 or 210, unless the connector module 402 is in a “locked” position within the main rail 114.

The jumper connector module 402 (and other connector modules associated with the split bus rail system 100) may also include an additional safety feature. Specifically, reference is made to FIGS. 15B and 16, where the extendable contact section 432 is in the extended position and the locking bar 410 and stop arm 424 are in a locked position. In this configuration, if a user 460 attempts to “unlock” the locking bar 410 and stop arm 424, FIG. 15B makes clear that the stop arm 424 could only be rotated in a counterclockwise direction, as viewed in FIG. 15B. However, if the locking bar 410 is rotated in this direction from the position shown in FIG. 15B, the side of the locking arm 424 shown as side 425 in FIGS. 15B and 16, will quickly abut the corner edge of the finger 436 identified as corner edge 427 in FIGS. 15B and 16. With the sizing and configuration of the stop arm 424 and the finger 436, this abutment of the side 425 with the corner edge 427 will occur prior to the ends of the locking bar 410 moving away from at least a “partial overlap” position over the upper flange 164 of the interior panel 158 and the upper flange 202 of the interior panel 194 (see FIG. 4). In accordance with the foregoing, if the jumper connector module 402 is in a “locked” configuration relative to the main rail 114, the extendable contact section 432 cannot be moved from a position where the AC buses 174 and DC buses 210 are engaged, to a position where bus contacts of the jumper connector module 402 are disengaged from the buses 174 and 210.

An exemplary embodiment of the catch 438 will now be described, primarily with respect to FIGS. 15-15E. With reference thereto, the catch 438 includes a latch arm 439 which is located within an opening 437 in the finger 436, adjacent the end wall 434. The latch arm 439 has, at its terminating end, an integral foot 441, having a side configuration as primarily illustrated in FIGS. 15C and 15E. The integral foot 441 includes a lip 443 which extends downwardly from the main portion of the latch arm 439. An angled side 449 extends from the upper portion of the integral foot 441 down to the bottom of the lip 443. The assembly of the catch 438 also includes an upwardly extending catch ledge 445, which extends upwardly from the bottom cover 422 of the jumper connector module 402. Assuming that the extendable contact section 432 is first in a retracted position, where the connector module 402 is not engaged with the AC buses 174 or the DC buses 210 (as shown in FIG. 15), the locking bar 410 can be moved to an engaged configuration, and the user 460 can exert inwardly directed forces on the end wall 434. As these forces are exerted, the latch arm 439 will move inwardly, until its angled side 449 abuts an edge of the catch ledge 445. Further movement of the latch arm 439 will cause the arm 439 to move upwardly, until the lip 443 is above the top of the catch ledge 445. The latch arm 439 can then extend inwardly beyond the catch ledge 445. As soon as the integral foot 441 is beyond the catch ledge 445, the latch arm 439 (having some resiliency) will move downwardly, until the latch arm 439 is in the position illustrated in FIG. 15C. In this position, the extendable contact section 432 is sized and configured so that the end wall 434 will be abutting or substantially adjacent to the inside end wall 456.

At this point, and as described in subsequent paragraphs herein, bus contacts of the jumper connector module 402 will engage the AC buses 174 and DC buses 210. When it is desired to move the extendable contact section 432 from its extended position to its retracted position, the user 460 can insert a screwdriver 449 or similar object through the opening 437, so as to move the flexible and resilient latch arm 439 upwardly, as shown in phantom line format in FIG. 15E. When this upward movement is sufficient, the lip 443 will extend above the top of the catch ledge 445. With the lip 443 in this position, the extendable contact section 432 can be moved outwardly from the connector module 402, to its retracted position. During this movement, when the integral foot 441 is extended outwardly past the catch ledge 445, the latch arm 439 will return to its normal, horizontally disposed disposition.

Although the foregoing has described one particular embodiment of a catch 438 which may be utilized in accordance with the invention, other means for moving the extendable contact section 432 between extended and retracted positions may be utilized, without departing from the principal concepts of the invention.

With respect to electrical interconnections associated with the connector module 402 and the buses 174, 210 on a main rail 114, reference is again made primarily to FIGS. 15 and 16. Therein, the extendable contact section 432 is shown as comprising a pair of spaced-apart and tapered arms 440, 442. The tapered arms 440, 442 extend inwardly through apertures (not shown) in the inside end wall 456. The tapered arms 440, 442 are shown as abutting DC bus contacts 414 and AC bus contacts 412, respectively. Only one of each bus contact is shown in FIGS. 15 and 16. These bus contacts 412, 414 are also illustrated in FIG. 14. As shown in FIG. 14, the AC bus contacts 412 may comprise a set of five contacts, having a vertically disposed configuration. Similarly, the DC bus contacts 210 may comprise three bus contacts, also in a vertically disposed configuration. FIGS. 15 and 16 also show, in phantom line format, one of each of the buses 174 and 210.

In somewhat of a diagrammatic format, FIGS. 15 and 16 illustrate that when the extendable contact section 432 is in the retracted position (FIG. 15), none of the bus contacts 414, 412 engage their corresponding buses 210 and 174, respectively. However, as the end wall 434 is moved inwardly by manual forces exerted by the user 460, the attached tapered arms 440, 442 also move inwardly. The taper and the configuration of the arms 440, 442 is such that tapered arm 440 will cause the DC bus contacts 414 to move inwardly so as to engage corresponding ones of the DC buses 210. Also, as the tapered arm 442 moves inwardly, it will cause the AC bus contacts 412 to engage corresponding ones of the AC power buses 174. The configuration of the connector module 402 should be such that when the extendable contact section 432 is in the fully-extended position (FIG. 16), all of the AC bus contacts 412 electrically engage corresponding ones of the AC buses 174, and all of the DC bus contacts 414 electrically engage corresponding ones of the DC buses 210.

At this point in the description, it is worthwhile to more specifically describe one configuration which may be utilized for the AC power buses 174 and the DC buses 210, along with nomenclature for the same. It should be emphasized that this particular bus configuration and nomenclature is only one embodiment which may be utilized with the split bus rail system 100 in accordance with the invention. Other bus configurations may be utilized. More specifically, reference is made to FIGS. 17A and 17B. FIG. 17A illustrates the AC power buses 174. These AC buses 174 are five in number, and are identified as AC buses AC1, AC2, AC3, ACN and ACG. With a five bus (or, as commonly referred to, five wire) configuration for AC power, it is known that such a configuration can provide three separate circuits, with the circuits utilizing a common neutral and common ground. In this particular configuration utilized with the split bus rail system 100, AC1, AC2 and AC3 are designated as the “hot” buses. ACN is a neutral bus, and ACG is the common ground bus. In accordance with the foregoing, if a user wished to “tap off” the AC buses 174, so as to provide a single AC circuit with three wires, the user would connect to ACN and ACG, and then also connect to one of the hot buses AC1, AC2 or AC3. By advantageously providing the capability of a user selecting one of three AC circuits for use as described in subsequent paragraphs herein, the network 103 associated with the split bus rail system 100 can be effectively “balanced.”

Although the user has a capability of selecting any one of the three AC circuits available for use with a connector module, it is apparent for purposes of the jumper connector module 402 and the power entry connector module 400, the user will use all five of the AC bus contacts 412 so as to tap off of all of the AC buses 210 for purposes ofjumping AC power from one length of main rail 114 to an adjoining length of main rail 114. However, for purposes of use of other connector modules as described in subsequent paragraphs herein, the user may wish to tap off of only one of the three available AC circuits. For this purpose, the AC bus contacts 412 associated with any given one of the connector modules described herein may be manually removable from the associated connector module by a user. For example, if a user wished to utilized only one AC power circuit, the user could remove the AC bus contacts 412 which would normally engage buses AC2 and AC3. In this manner, the user would tap off power only from a single circuit associated with the AC buses 174.

Turning to the specific configuration of the DC buses 210 as illustrated in FIG. 17B, the embodiment of the split bus rail system 100 in accordance with the invention utilizes three separate DC buses 210. For purposes of identification and description, the DC buses 210 are referenced in FIG. 17B (and elsewhere in the specification) as DC buses DC1, DC2 and DC3. In this particular embodiment of the invention, bus DC1 can be made to carry DC power for various network components associated with the distributed network 103. The DC power transmitted from bus DC1 may be used, for example, to power microprocessor elements and the like within various connector modules as described subsequently herein.

Correspondingly, bus DC3 can be characterized as of primary importance with respect to the network 103. Specifically, bus DC3 will carry data, protocol, information and communication signals (collectively referred to as “communications” signals) throughout the network 103 of the split bus rail system 100, including transmission to and from application devices. For this reason, bus DC3 is referred to herein as the “communications bus” or “bus DC3.” For example, and as described subsequently herein, bus DC3 may carry data or information signals to electronic components within a connector module, so as to control the application within the connector module of AC power, to, for example, an electrical receptacle. Again, it should be noted that signals on bus DC3 may be in the form of data, protocol, control or other types of digital signals.

Still further, the DC buses 210 also include bus DC2. Bus DC2 can be characterized as a “return” bus. This bus essentially provides for a return line for DC power and communications associated with the network 103. Bus DC2 provides for appropriate grounding of the entirety of the DC portion of the network 103.

With respect to the AC bus contacts 412 in any given connector module, the contacts may selectively engage only three of the AC buses 174, for purposes of tapping off a single AC circuit. In contrast, and again with respect to most of the connector modules described herein, three DC bus contacts 414 would typically be utilized, so as to tap off DC power and communications signals from the entirety of the three buses DC1, DC2 and DC3. On the other hand, however, the individual DC bus contacts 414 associated with any given connector module could be made to be removable from the module, as are the AC bus contacts 412.

Additional electrical circuitry associated with the jumper connector module 402 will now be described. Again shown somewhat in a diagrammatic form, the jumper connector module 402 may include a series of five AC connector wires 444, as shown in diagrammatic form in FIGS. 15 and 16. Although not specifically shown in detail, these AC connector wires 444 will be connected to appropriate ones of the five AC bus contacts 412. Accordingly, when the AC bus contacts 412 electrically engage the AC buses 174, the AC connector wires 444 are appropriately connected to the buses 174. Similarly, the connector module 402 also includes a set of DC connector wires 450, again shown in diagrammatic form in FIGS. 15 and 16. Although not specifically shown, these DC connector wires 450 will be electrically connected to corresponding ones of the DC bus contacts 414, which may be electrically engaged with corresponding ones of the DC buses 210 (FIG. 16).

Reference is now made to FIGS. 13, 15 and 16. As shown specifically in FIG. 13, the connector module 402 includes an AC connector cable 446 extending outwardly from the top of the center block 408. The AC connector cable 446 can enclose the AC connector wires 444 shown in FIGS. 15 and 16. The AC connector cable 446 terminates in a conventional AC connector 448. The AC connector 448 can be electrically coupled to a corresponding AC connector 462. The AC connector 462 can be connected to the terminal end of an AC connector cable 464. The AC connector cable 464 is associated with the power entry connector module 400, which includes many of the same electrical and mechanical components as the connector module 402, and functions in somewhat the same manner as the connector module 402. Accordingly, details associated with the power entry connector module 400 will not be set forth herein. With this electrical connection of the AC connector cable 464 and the AC connector cable 446, power on the AC buses 174 of the adjoining main rails 114 shown in FIG. 13 will be electrically coupled. Correspondingly, the connector module 402 can include a DC power connector cable 452, which can be utilized to house the previously described DC connector wires 450. However, in this particular instance, the DC power connector cable 452, rather than carrying all of the DC connector wires 450, will only carry those DC connector wires 450 which carry DC network power from DC buses DC1 and DC2. The DC connector cable 452 can be connected, at its terminating end, to a conventional DC connector 454. In turn, the DC connector 454 can be electrically coupled to a corresponding DC connector 466. The DC connector 466 can be coupled at the terminating end of the DC connector cable 468. The DC connector cable 468 and DC connector 466 are each associated with the power entry connector module 400. Wires connecting to DC bus contacts 414 within the power entry connector module 400 which, in turn, are connected to DC buses DC1 and DC2 of the associated length of main rail 114, extend into the DC connector cable 468 and DC connector 466. With this configuration, and with the power entry connector module 400 and the jumper connector module 402 being electrically engaged with the DC buses 210 on their associated main rails 114, DC power from DC buses DC1 and DC2 can be transmitted from one length of main rail 114 through the jumper connector module 402 to an adjacent length of main rail 114 through power entry connector module 400.

Still further, the jumper connector module 402 and power entry connector module 400 can be utilized for purposes of “jumping” communication signals from the DC buses DC3 associated with adjacent lengths of the main rail 114. More specifically, and as illustrated in FIG. 13, the jumper connector module 402 includes, at the top of the center block 408, a DC connector port 451. The DC connector port 451 would be connected to one of the DC connector wires 450 which is connected to the DC bus contact 414 which engages DC communications bus DC3. Correspondingly, the power entry connector module 400 also includes a DC connector port 453, located at the top of the center block 408. The DC connector port 453 would be connected to the appropriate DC wire or cable within the connector port 400 which electrically engages the DC communications bus DC3 on the associated length of main rail 114 through the corresponding DC bus contact 414. A conventional DC communications cable 457 electrically connects the DC connector port 451 to the DC connector port 453. In this manner, communications signals on the DC communications buses DC3 of the DC buses 210 associated with the adjacent lengths of main rail 114 can be electrically coupled together. Also, for purposes as will be apparent from subsequent description herein, the power entry connector module 400 also includes an additional DC connector port 455. This port 455 will be utilized to transmit communications signals on the DC bus DC3 of the main rail 114 associated with the power entry connector module 400, to other elements of the network 103.

In accordance with the foregoing, the connector modules 400, 402 and their associated cabling provide means for electrically connecting or otherwise “jumping” electrical signals associated with bus strips on one main rail to an adjoining main rail. It should also be emphasized that the foregoing configuration in accordance with the invention provides for electrical interconnection with the use of flexible “jumpers” 457, 470 and 472. That is, the flexible jumpers 470 can be characterized as comprising the AC connector cable 464 and AC connector 462. Correspondingly, the flexible jumper 472 can be characterized as comprising DC connector cable 452 and DC connector 454. Further, the DC connector cable 457 can be characterized as a flexible jumper for purposes of “jumping” communication signals. Advantageously, the previously described configuration in accordance with the invention provides means for the use of flexible jumpers to jump power and communication signals between buses on adjoining main rails, in a manner which should meet with known govemmental and institutional codes and regulations. More specifically, one concept in accordance with the invention is the use of flexible jumpers with AC and DC buses.

It should also be emphasized that numerous types of electrical contact configurations, catch assemblies and the like may be utilized for the connector modules 400, 402, without departing from a number of the principal novel concepts of the invention. For example, configurations other than the use of the tapered arms 440, 442 could be utilized to cause the AC bus contacts 412 and DC bus contacts 414 to selectively engage the corresponding AC buses 174 and DC buses 210, respectively. In addition, other jumper cable configurations could be utilized. In the embodiment illustrated in FIG. 13, one of the AC connectors 448, 462 would typically be a male connector, while the other would be a female connector. Instead, however, the AC connectors 448, 462 could each be male connectors, and a further jumper cable having a pair of female connectors at its ends could be utilized to interconnect the connectors 448, 462. Also, universal connectors or other types of electrical connectors could be utilized.

In addition to the jumper connector modules 402 and the power entry connector modules 400, the electrical network 103 associated with the split bus rail system 100 in accordance with the invention may incorporate other types of connector modules. These other types of connector modules are adapted for the performance of differing electrical and communications functions. However, these additional connector modules may advantageously utilize the same structure and functions as the modules 400, 402 for mechanically coupling to lengths of the main rail 114. In addition, the differing connector modules may advantageously also use AC and DC bus contacts corresponding in structure and tunction to the AC bus contacts 412 and DC bus contacts 414 previously described withjumper connector module 402, for purposes of tapping power and communication signals off of the AC buses 174 and DC buses 210.

Additional connector modules will now be described as utilized in combination with the split bus rail system and application devices to be interconnected to the network 103. As will be apparent from subsequent description herein, the connector modules provide a means for interconnecting application devices to the network 103, including both mechanical interconnection and interconnection with AC and DC power, and network communications. Further, the connector modules advantageously provide means for interconnecting application devices to the network 103 anywhere along a continuum of the AC and DC buses 174, 210, respectively, associated with the main rails 114. The intelligence associated with the connector modules (in the form of microprocessor and other elements) also provides a means for programming the network 103 and associated application devices so as to achieve requisite controlling/controlling relationships among the devices.

An example of one of the additional connector modules is illustrated in FIGS. 18, 19, 19A and 20, and is referred to herein as a receptacle connector module 480. The receptacle connector module 480 is illustrated in a “stand alone” configuration in FIGS. 18 and 19, and is illustrated in FIG. 20 as interconnected to a length of the main rail 114 and energizing an electrical device. Also, for purposes evident from subsequent description herein, the receptacle connector module 480 is referred to as a “smart” connector module, in that it includes certain logic which permits the connector module 480 to be programmed by a user (through remote means) so as to initially set or otherwise modify a control/controlling relationship between devices energized through the connector module 480 and controlling elements such as switches or the like.

The receptacle connector module 480 includes an AC power side block 482, similar to the AC power side block 404 of the connector module 402 previously described herein. The connector module 480 also includes a DC power side block 484, having a relatively shorter height than the AC power side block 482. Extending through the center of the connector module 480 is a center block 486. Mounted to the top of the center block 486 is a rotatable locking bar 488. The locking bar 488 operates in the same manner as the rotatable locking bar 410 previously described with respect to connector module 402. As shown in diagrammatic form in FIG. 19A, the connector module 480 includes AC bus contacts 412 and DC bus contacts 414. Also like the connector module 402, the connector module 480 includes an extendable contact section 492 (corresponding to extendable contact section 432 of connector module 402), which may be manually moved between an extended position (where the bus contacts 412, 414 are in engagement with the AC and DC buses 174, 210, respectively, associated with the main rail 114) and a retracted position, where the bus contacts 412, 414 are electrically disengaged from the AC buses 174 and DC buses 210, respectively. The extendable contact section 492 includes an end wall 494, substantially corresponding to the end wall 434 of connector module 402. As earlier stated, the internal structural configuration of the connector module 480 substantially corresponds to the structural configuration of the connector module 402, with respect to capability of manual movement of the extendable contact section 494 between extended and retracted positions.

With reference specifically to FIG. 19, the receptacle connector module 480 includes a bottom cover 490. Located in the bottom cover 490 is an Allen screw 420, corresponding to the Allen screw 420 associated with the jumper connector module 402. As described with respect to the jumper connector module 402, the Allen screw 420 is connected through a shaft to the locking bar 488, so that a user can rotate the locking bar 488 from below the connector module 480. Also extending through the bottom cover 490 is a conventional electrical receptacle 498. In this particular instance, the receptacle 498 is illustrated in FIG. 19 as a conventional 3-prong receptacle, having a ground wire connection. The bottom cover 490 further includes an IR receiver 500 positioned in the cover 490. For purposes of providing AC power to an electrical device through the receptacle 498, the receptacle 498 will be coupled to AC power from the AC buses 174, in a manner as described subsequently herein. As an example of use, and as shown in FIG. 20, the receptacle connector module 480 can be utilized to energize an electrical device, such as the overhead fan 502 shown in phantom line format in FIG. 20. The overhead fan 502 may be energized through an electrical cord 504 having a plug 506. The plug 506 may be electrically connected to the receptacle 498 of the connector module 480.

The internal circuitry of the receptacle connector module 480 will now be described, primarily with respect to FIG. 19A. As shown therein, the internal circuitry of the receptacle connector module 480 includes the IR receiver 500. The receiver 500 is a conventional and commercially available IR receiver, which is adapted to receive spatial IR signals 481 from a manually operable and handheld device, which is illustrated as a wand 952 in FIG. 19A. The wand 952 is operated by a user, and will be described in greater detail in subsequent paragraphs herein with respect to FIGS. 55, 56 and 57. Incoming IR spatial signals 481 are received by the IR receiver 500, and converted to electrical signals which are applied as output signals on line 483. The output signals on line 483 (which is a “symbolic” line and may comprise a plurality of wires or cables) are applied as input signals to a processor and associated circuitry 485.

In addition to the IR receiver 500 of the receptacle connector module 480 receiving the incoming spatial signals 481, signals from the DC buses DC1, DC2 and DC3 are also received by the connector module 480 through the DC bus contacts 414. It should be noted that FIG. 19A illustrates the receptacle connector module 480 when the module is locked within an associated main rail 114 and its extendable contact section 492 is positioned so that bus contacts 412 and 414 engage the AC buses 174 and DC buses 210, respectively. As further shown in FIG. 19A, DC power from bus DC1 is received through one of the DC bus contacts 414 and applied as input to the processor 485 through lines 487. Correspondingly, communications signals on bus DC3 are applied through a DC bus contact 414 and line 491 as input signals to the processor 485. Turning to the AC buses 174, and in this particular embodiment of receptacle connector module 480 as shown in FIG. 19A, the AC bus contacts 412 which correspond to AC buses AC1, ACN and ACG are positioned in place in the module 480. The AC “hot” bus AC1 is electrically connected through one of the AC bus contacts 412 and applied through line 493 as input to a switch assembly 499. Correspondingly, AC neutral bus ACN also is electrically connected through one of the bus contacts 412 and applied to the switch assembly 499 through line 495. Further, AC ground bus ACG is electrically connected to a further one of the AC bus contacts 412 and applied to the switch assembly 499 through line 497. The switch assembly 499 includes output lines 503, 505 and 507. The switch can be characterized as having two states, namely an “on” state and an “off” state. When the switch assembly 499 is in an on state, the electrical signals on lines 493, 495 and 497 are switched through to lines 503, 505 and 507, respectively. Accordingly, line 503 is a hot line which is applied as an input line to the receptacle 498. Correspondingly, lines 505 and 507 are neutral and ground lines, which are also applied as input lines to the receptacle 498. Still further, control signals for controlling the particular state of the switch assembly 499 are applied as input control signals from the processor 485 through line 501.

In operation, the receptacle connector module 480 may be “programmed” by a user through the use of the wand 952. The wand 952 may, for example, be utilized to transmit spatial signals 481 to the connector module 480 which essentially “announces” to the network 103 that the connector module 480 is available to be controlled. The wand 952 may then be utilized to transmit other spatial IR signals to an application device, such as a “switch,” which will then be assigned as the control for the connector module 480. The “switch” will thereafter control application devices which may be “plugged into” the connector module 480. In this regard, it can be assumed that the receptacle 498 is electrically connected to the overhead fan 502 illustrated in FIG. 20. This connection can be made through the electrical cord 504 and plug 506 also illustrated in FIG. 20. The plug 506 would be electrically engaged with the receptacle 498. With appropriate spatial signals 481 transmitted to the IR receiver 500 of the receptacle connector module 480 and an IR receiver of an application device which is to control whether electrical power is applied through the receptacle 498, signals 481 would be transmitted to the IR receiver 500 which, in turn, would transmit electrical signals on line 483 to the processor 485. The signals received by the processor 485 would, for example, be signals which would cause the processor 485 to program itself so as to essentially “look” for specific communication signal sequences from DC communications bus DC3. To undertake these functions, it is clear that the controlling application device (not shown) also requires logic circuitry which may be “programmed.” Also, the logic circuitry must be capable of transmitting signals (either by wire or wireless) to the DC communications bus DC3.

Assuming that programming has been completed, and assuming that the switch 499 is in an “off” state, meaning that electrical power is not being applied through receptacle 498, the user may activate the switch or other controlling device. Activation of this switch may then cause transmission of appropriate communication signal sequences on bus DC3. The processor 485 would have been programmed to interrogate signal sequences received from DC communications bus DC3, and respond to particular sequence's generated by the controlling switch, which indicate that power should be applied through receptacle 498. In response to receipt of these signals on line 491 from communications bus DC3, the processor 485 will cause appropriate control signals to be applied on line 501 as input signals to the switch assembly 499. The switch assembly 499 will be responsive to these signals so as to change states, meaning that the switch assembly 499 will move from an off state to an on state. With this movement to an on state, power from the AC buses AC1, ACN and ACG will be applied through the switch assembly 499 to the receptacle 498. In this manner, the overhead fan 502 may be energized.

In accordance with the foregoing, the receptacle control module 480 comprises a means responsive to programming signals received from a user (utilizing the wand 952) to configure itself so as to be responsive to selectively control the application of AC power to the receptacle 498 from appropriate ones of the AC buses 174. In this regard, although FIG. 19A illustrates AC bus AC1 as being utilized, it is clear that buses AC2 or AC3 could also be utilized, with appropriate interconnection of AC bus contacts 412. With respect to the function of the receptacle connector module 480, the combination of the IR receiver 500, processor 485, switch assembly 499 and associated incoming and outgoing lines, may be characterized as an “actuator” 509. An actuator 509 may be found in a number of the connector modules described herein, and each would include an IR receiver 500 and a processor and associated electronics 485. Elements other than the switch assembly 499 may be incorporated within actuators 509 utilized with other connector modules. In this regard, an actuator can be defined as a component of the network 103 which controls the application of AC or DC power to devices such as light fixtures, projection screen motors, power poles and similar devices. Although this specification describes only a certain number of connector modules, for utilization with a certain number of application devices, it should be apparent that various other types of connector modules and application devices having differing functions from those described herein may be utilized with a split bus rail system in accordance with the invention, without departing from the principal novel concepts of the invention.

In addition to the foregoing, it should also be stated that with the use of connector modules such as receptacle connector module 480, the connector module 480 and the application device to which the module is connected (in this instance, overhead fan 502) actually become part of the distributed network 103. It should also be noted that this interconnection or addition of an application device (i.e. the overhead fan 502) to the rail system 100 has occurred, through use of the control module 480, without requiring any physical rewiring or programming of any centralized computers or other centralized control systems. The receptacle connector module 480 and other connector modules as described herein, in combination with their capability of being coupled to AC and DC power, and communication signals through DC communications bus DC3, provide for a true distributed network. It should also be mentioned that it will be apparent to those of ordinary skill in the art that the processor 485 may include elements such as memory, microcode, instruction registers and the like for purposes of logically controlling the switch assembly 499, in response to communication signals received from DC communications bus DC3. Concepts associated with “programming” a control switch electrically connected to the DC communications bus DC3, so that activation of the control switch will transmit communication signals which may be received by appropriate logic in the receptacle connector module 480, will be explained in somewhat greater detail in subsequent paragraphs relating to FIGS. 55-61. Other examples associated with the use of a manually operated and handheld device for transmitting appropriate signals to program a “control/controlling” relationship between or among devices, including those associated directly with connector modules, are described in commonly assigned International Patent Application No. PCT/US03/12210, filed Apr. 18, 2003. The contents of the aforedescribed patent application are hereby incorporated by reference herein.

As earlier stated, a number of differing connector modules may be utilized in accordance with the invention. As a further example, a connector module referred to as a dimmer connector module 508 is illustrated in FIGS. 21, 22, 22A and 23. The dimmer connector module 508 is similar in mechanical and electrical structure to the previously described receptacle connector module 480. However, the dimmer connector module 508 is adapted to interconnect to a conventional track light rail, such as track light rail 512. Well known and commercially available light rails which may be utilized as track light rail 512 are adapted to receive electrical power input signals of varying voltages. The track light rail 512 is electrically and mechanically coupled to a series of track lights 514, two of which are shown as an example embodiment in FIG. 23. The track lights 514 are also adapted to receive electrical power input signals of varying voltages, so as to vary the intensity of light emanating from the track lights 514. That is, when relatively lower voltages are applied as input power to the track lights 514, the intensity of the emanating light is relatively low. Correspondingly, higher voltages will cause the track lights 514 to emanate a higher intensity of light. In addition to using the concept of varying voltages for purposes of varying light intensity, other uses may also be employed in accordance with the invention. For example, the concept of utilizing connector modules for purposes of applying varying voltage power signals may be utilized for sound intensity, acoustical management, fan speed and many other applications. In fact, the connector modules which provide for varying output voltages may be utilized with any type of application device which will accept power signals of varying amplitudes.

Turning specifically to the connector module 508, and as earlier stated, the module 508 is somewhat similar to the connector module 480. Accordingly, like mechanical structure of the connector module 508 will be numbered with like reference numerals corresponding to the connector module 480. The dimmer connector module 508 includes an AC power side block 482, DC power side block 484 and center block 486. The dimmer connector module 508 mechanically and electrically interconnects to the main rail 114 and is selectively engagable with the AC buses 174 and DC buses 210 in the same manner as receptacle connector module 480 and jumper connector module 402. Also similar to the connector module 480, the connector module 508 includes a locking bar 488 for selectively and mechanically securing the connector module 508 to the main rail 114. The connector module 508 further includes an extendable contact section 492, selectively extendable and retractable by a user so as to selectively engage and disengage AC and DC bus contacts (not shown) within the connector module 508 with the AC buses 174 and DC buses 210, respectively. The extendable contact section 492 includes an end wall 494, and operates in the same functional manner as does the extendable contact section 492 associated with the connector module 480.

The bottom of the dimmer connector module 508 differs from the bottom of the receptacle connector module 480. More specifically, the dimmer connector module 508 includes a bottom cover 510 as illustrated in FIG. 22. Electrically and mechanically interconnected to the bottom cover 510 is the conventional track light rail 512. As illustrated in FIG. 23, track lights 514 are electrically and mechanically coupled to the track light rail 512 along its extended length. Similar to the bottom cover 490 of the connector module 480, the bottom cover 510 of the connector module 508 also includes an Allen screw 420 (coupled to the locking bar 488 located above the center block 486), and an IR receiver 500. Although not specifically shown in the drawings, the track light rail 512 will include electrical cable or wires extending from the track lights 514 into the dimmer connector module 508, or otherwise into a plug (not shown) electrically coupling the track light rail 512 to the connector module 508. This electrical cable or electrical wires will provide AC power to the track lights 514 from AC power on selected ones of the AC buses 174.

The internal circuitry of the dimmer connector module 508 includes a number of components substantially corresponding to components of the receptacle connector module 480 previously described with respect to FIG. 19A. This internal circuitry of the dimmer connector module 508 is illustrated in FIG. 22A. Like numbers have been utilized as reference numerals for components corresponding to numbered components of the receptacle-connector module 480. That is, the dimmer connector module 508 includes the IR receiver 500, adapted to receive spatial IR signals 481 from the wand 952. These spatial signals 481 are converted to electrical signals, and applied as output signals on line 483. The output signals on line 483 are applied as input signals to a processor with associated circuitry 485.

Correspondingly, DC network power from DC buses DC1 and DC2, and communications signals from DC bus DC3 are also received by the connector module 508, through the DC bus contacts 414. As with the receptacle connector module 480 shown in FIG. 19A, FIG. 22A illustrates the dimmer connector module 508 when the module is locked within an associated main rail 114 and its extendable contact section 492 is positioned so that bus contacts 412 and 414 engage the AC buses 174 and DC buses 210, respectively. As further shown in FIG. 22A, DC power from DC buses DC1 and DC2 is applied as input power to the processor 485 through lines 487 and 489. Correspondingly, communication signals on bus DC3 are applied as input signals through a DC bus contact 414 and line 491 as input signals to the processor 485.

Turning to the AC buses 174, the AC bus contacts 412 which correspond to AC buses AC1, ACN and ACG are positioned in place in the module 508. The AC “hot” bus AC1 is electrically connected through one of the AC bus contacts 412 and applied through line 493 as input to a dimmer assembly 516. Correspondingly, AC neutral bus ACN also is electrically connected through one of the bus contacts 412 and applied to the dimmer assembly 516 through line 495. In addition, AC ground bus ACG is electrically connected to a further one of the AC bus contacts 412 and applied to the dimmer assembly 516 through line 497.

The dimmer assembly 516 includes output lines 503, 505 and 507. Control signals for the dimmer assembly 516 are applied as input signals from line 501. These control signals on line 501 are applied as output signals from the processor 485. With respect to operation of the dimmer assembly 516, the AC power which is applied as input on lines 493, 495 and 497 will be relatively constant in amplitude. The control signals on line 501 applied to the dimmer assembly 516 from processor 485 will act so as to modify the AC output voltage amplitudes applied to the light track 512 through lines 503, 505 and 507. Dimmer assembly 516, from general knowledge of the electronic arts, and with the specification, can be readily designed, built and implemented by persons of ordinary skill in the electrical arts. Also, various types of dimmer assemblies are well known and commercially available.

In operation, the dimmer connector module 508 may be “programmed” by a user through the use of the wand 952. The wand 952 may be utilized to transmit spatial signals 481 to the module 508 which essentially “announces” to the network 103 that the dimmer connector module 508 is available to be controlled. The wand 952 may then be utilized to transmit other spatial IR signals to an application device, such as a “switch,” which will then be assigned as the control for the dimmer connector module 508. The “switch” will then control the AC voltages applied to the track lights 514. With appropriate spatial announcement signals 481 transmitted to the IR receiver 500 of the dimmer connector module 508 and an IR receiver of an application device which is to control the voltage amplitude applied to the track lights 514, certain signals 481 will be transmitted to the IR receiver 500 of the module 508 which, in turn, will transmit electrical signals on line 583 to the processor 485. These signals received by the processor 485 would, for example, be signals which would cause the processor 485 to be programmed so as to essentially “look” for specific communication signal sequences from DC communications bus DC3.

Assuming the programming has been completed, the user may operate the dimmer switch or other controlling device. Operation of the switch would then cause appropriate communication signal sequences to be applied on communications bus DC3. The processor 485 would have been programmed to interrogate signal sequences received from bus DC3, and respond to particular sequences generated by the switch, which indicate the voltage amplitude which should be applied to the light track 512 through the dimmer assembly 516. Appropriate control signals will then be applied on line 501 as input signals to the dimmer assembly 516, so as to provide for the appropriate voltage amplitude.

In accordance with the foregoing, the dimmer control module 508 comprises a means responsive to programming signals received from a user to configure itself so as to be responsive to selectively control the amplitude of AC voltages applied to the light track 512. As with other connector modules described herein, although AC power bus AC1 is illustrated as being utilized in FIG. 22A, it is clear that buses AC2 or AC3 could be utilized, with appropriate interconnection of bus contacts 412. Also similar to the receptacle connector module 480, the module 508 can be characterized as comprising an “actuator” 509, which includes the IR receiver 500, processor 485, dimmer assembly 516 and associated wiring and circuitry.

In a manner similar to that described with respect to the receptacle connector module 480, the actuator 509 associated with the dimmer connector module 508 can be utilized to receive spatial signals from a user so as to essentially “program” a control/controlling relationship between the connector module 508 (and the associated track lights 514) and a sensor or switch located elsewhere within the environment and interconnected (either by wire or by spatial transmission of signals) to appropriate ones of the DC buses 210, for purposes of transmitting signals which will cause the dimmer connector module 508 to selectively enable or disable electrical power provided to the track lights 514 from the AC buses 174. In addition, the connector module 508 will also include appropriate electronics so as to control the voltage amplitudes applied to the track lights 514, thereby controlling light intensity.

It should be emphasized that variations in the dimmer connector module 508 and the interconnected track light rail 512 may be implemented, without departing from the spirit and scope of some of the novel concepts of the invention. For example, the track light rail 512 may be mechanically coupled to the bottom cover 510 of the connector module 508, in a manner so that the track light rail 512 may be rotated in a horizontal plane. Accordingly, the track light rail 512 may be “angled” relative to the elongated axis of the main rail 114. Also, various types and numbers of conventional and commercially available track light rails may be utilized with the dimmer connector module 508.

Another aspect of the dimmer connector module 508 and other connector modules which may be utilized in accordance with the invention should be mentioned. In the embodiment illustrated in FIGS. 21, 22, 22A and 23, the IR receiver 500 for programmable control of the connector module 508 is located on the bottom cover 510 of the connector module 508 itself. If desired, the dimmer connector module 508 could be wired so as to couple the logic and electronics within the cormector module 508 to receivers located remotely from the connector module 508. For example, additional receivers 500 could be located adjacent each of the track lights 514, and electrically interconnected back to the electronics within the connector module 508. In this manner, when a user wishes to remotely program the control/controlling relationships involving the track lights 514, the user can transmit IR or other spatial signals to IR receivers adjacent the actual track lights 514 which the user wishes to control. Otherwise, and particularly if the track lights 514 may be located a substantial distance from the connector module 508, the user will essentially need to “back track” from the track lights 514 so as to determine the location of the connector module 508 associated with the lights 514.

This concept of remotely positioning IR receivers 500 is shown by another example embodiment illustrated in FIG. 61. FIG. 61 is essentially a “diagrammatic” illustration of a main rail 114 having a receptacle connector module 480 coupled thereto. The receptacle connector module 480 is utilized to selectively apply power to a light assembly 511. The light assembly 511 includes a series of four light units 513, each having a pair of AC power lights 517. The light units 513 can be connected in a series or parallel configuration through AC power cables 515, with one of the cables 515 connected to the receptacle connector module 480. In this manner, power can be selectively applied to the light units 513, in accordance with control from a programmed device, such as a switch or the like. Although the receptacle connector module 480 would have an IR receiver 500 (not shown) associated therewith, it is possible to have this IR receiver 500 electrically connected directly to an IR receiver 500A mounted on the first light unit 513 in the series of four light units. Correspondingly, IR receiver 500A can be electrically coupled to IR receiver 500B. IR receiver 500B can then be coupled to IR receiver 500C, which is correspondingly coupled to IR receiver 500D. In this manner, to program a control/controlling relationship involving the receptacle connector module 480 and a light assembly 511, the user has various locations toward which to direct the wand 592 (not shown) for purposes of transmitting spatial signals to an IR receiver. Of course, other configurations could be utilized for providing interconnection of remotely located receiving means to circuit components of a connector module.

Another important concept of this remote positioning of IR receivers 500 should be emphasized. Specifically, when the wand 952 is utilized so as to activate one of the IR receivers 500 or 500A-500D, all of the associated IR receivers would be enabled and would “light up.” This would include the IR receiver 500 associated with the connector module 480.

Another embodiment which may be utilized in place of a dimmer connector module 508 or a receptacle connector module 480 with a series of remotely positioned IR receivers 500 is illustrated in FIGS. 66 and 67. Therein, ajunction box 970 is illustrated. The junction box 970 may be utilized with a track light rail 512 which is in the form of a 277 volt light dimmer configuration. That is, the junction box 970 may be attached by any suitable means to the split bus rail system 100, in a manner so that the 277 volt AC power cables 123 within the wireway 120 may be “tapped into” so as to receive 277 volt AC power. The junction box 970 can be a “smart” junction box, and include several of the components of the dimmer connector module 508. In turn, the junction box 970 can be appropriately connected to a track light rail 512, and programmed so as to control the amplitude of voltages applied to the track light rail 512. Turning to FIGS. 66 and 67, the junction box 970 includes a series of pan head screws 972 positioned at the lower portion thereof, and which may be utilized for purposes of interconnection of the junction box 970 to other components of the split bus rail system 100. A set of spacers 974 are positioned within the interior of the junction box 970. The spacers 974 are positioned below a board assembly 976. The board assembly 976 can, as an option, include an AC/DC converter 978, so as to convert AC power from the wireway cables 123 to appropriate DC power for purposes of operation of the smart junction box 970. The board assembly 976 can include a set of relay ports 980. Pan head screws 982 can be utilized to secure the board assembly 976 within the junction box 970.

The junction box 970 also includes a series of knockouts 994 spaced around the perimeter of the junction box 970. The knockouts can be utilized so as to run cable or network wires through the junction box 970. As shown in FIG. 66, a cable 990 may be connected through a strain relief 984 and into the interior of the junction box 970. The other end of the cable 990 may be tapped into the wireway cables 123. In this manner, 277 volt AC power is brought to the junction box 970. A junction box cover 986 may also be employed, with pan head screws 988 attaching the cover 986 to the main body of the junction box 970. The junction box 970 can also include an IR receiver (not shown), for purposes of programming a relationship between the junction box 970 and appropriate switches and the like. Also, if desired, a series of remotely positioned IR receivers 500 (as illustrated in FIG. 61) could be interconnected to the junction box 970. These remotely positioned IR receivers 500 (not shown) could be interconnected to the board assembly 976 through one of the relay ports 980. Further, for purposes of tapping into the DC cables DC1, DC2 and DC3, a patch cord (not shown) or the like can be connected to another one of the relay ports 980 and then further connected to a network tap or network relay 560 described herein with respect to FIG. 31A. That is, a patch cord (not shown) or the like could be connected from one of the relay ports 980 on the junction box 970 to one of the ports 562 of the network relay 560 shown in FIG. 31A. This connection would provide communications and, if desired, DC power to the junction box 970 from the DC buses DC1, DC2 and DC3. More specifically, and in accordance with the foregoing, the junction box 970 is a means for providing “smart” control of application devices, without using the AC power from the AC power buses AC1, AC2, AC3, ACN and ACG. Instead, the junction box 970 provides a means for utilizing AC power from the wireway cables 123. Since 120 volt AC power is available through the AC buses, it would not be uncommon for the wireway cables 123 to carry voltages such as 277 volts AC.

A still further example of a connector module which may be utilized in accordance with the invention is referred to herein as a power drop connector module 520, and is illustrated in FIGS. 24, 25, 26 and 27. The power drop connector module 520 is similar in mechanical and electrical structure to the previously described receptacle connector module 480. However, the power drop connector module 520 is adapted to selectively apply power from the AC buses 174 to electrical elements which may be associated with a power pole 530 as illustrated in FIG. 26. The power drop connector module 520 may be utilized also to selectively apply power from not only the AC buses 174, but also the DC buses DC1 and DC2. Further, unlike the receptacle connector module 480 which utilized a conventional three pronged outlet receptacle, the power drop connector module 530, as illustrated primarily in FIGS. 24 and 25, may utilize other types of connectors, such as male or female connectors, or still other connectors mandated by governmental or institutional codes and regulations.

Turning specifically to the power drop connector module 520, and as earlier stated, the module 520 is somewhat similar to the receptacle connector module 480. Accordingly, like mechanical structure of the connector module 520 will be numbered with like reference numerals corresponding to the connector module 480. With reference to FIGS. 24 and 25, the power drop connector module 520 includes an AC power side block 482, DC power side block 484 and center block 486. The power drop receptacle module 520 mechanically and electrically interconnects to the main rail 114 and is selectively engagable with the AC buses 174 and DC buses 210 in the same manner as the receptacle connector module 480. Also similar to the connector module 480, the connector module 520 includes a locking bar 488 for selectively and mechanically securing the connector module 520 to the main rail 114. The power drop connector module 520 further includes an extendable contact section 492, selectively extendable and retractable by a user so as to selectively engage and disengage AC and DC bus contacts 412, 414 (shown in FIG. 26) within the power drop connector module 520 with the AC buses 174 and DC buses 210, respectively. The extendable contact section 492 includes an end wall 494, and operates in the same functional manner as does the extendable contact section 492 associated with the receptacle connector module 480.

The bottom cover 522 of the power drop connector module 520 differs from the bottom of the receptacle connector module 480. More specifically, the bottom cover 522 of the connector module 520 includes an Allen screw 420, along with an IR receiver 500. The power drop connector module 520 also includes an AC cable 524 extending outwardly from the top of the center block 486. At the terminating end of the AC power cable 524 is a male or female AC connector 526. The AC connector 526 may be any of a number of conventional and commercially available connectors, which are typically utilized to connectively secure and interconnect electrical wires from one cable or conduit to electrical wires associated with another cable or conduit.

More specifically, the AC connector 526 may be utilized to interconnect AC circuits with receptacles and other elements to be powered within a device such as the power pole 530 as illustrated in FIG. 26. An exemplary embodiment of the power pole 530 is described in greater detail in subsequent paragraphs herein, with respect to FIGS. 47, 48 and 48A. At this point in the specification, only a brief description of the power pole illustrated in FIG. 26 will be provided. As FIG. 26 illustrates, the AC cable 524 and AC connector 526 would be connected to appropriate elements of the power pole 530 so as to energize elements such as the receptacles 528 shown as being associated with the power pole 530 in FIG. 26.

A partially schematic and partially diagrammatic block diagram of the internal circuitry of the power drop connector module 520 will now be described, primarily with respect to FIG. 27. However, this description will be relatively brief, in that the internal circuitry is substantially similar to that of the receptacle connector module previously described and illustrated in FIG. 19A. Like numerals will be utilized to reference like elements of the receptacle connector module 480. More specifically, the IR receiver 500 may be utilized to receive spatial signals 481 from wand 592, for purposes of initially “programming” the power drop connector module 520 so as to be responsive to certain communication signals received on communications bus DC3, and to transmit appropriate communication signals necessary for programming a controlling/controlled relationship between the connector module 520 and a controlling device, such as a switch or the like. As with the other connector modules described herein, the IR receiver 500 converts spatial signals 481 to electrical signals applied on line 483 as input signals for the processor 485. DC network power is applied to the processor 485 from DC buses DC1 and DC2, through DC bus contacts 414 and lines 487 and 489. Communication signals are transmitted to and from the processor 485 on line 491 electrically connected to DC communications bus DC3 through bus contact 414.

Correspondingly, AC power is received from AC buses AC1, ACN and ACG through bus contacts 412 and lines 493, 495 and 497, respectively. This AC input power is applied to a switch assembly 499, which may correspond or otherwise be substantially similar to the switch assembly 499 previously described with respect to the receptacle connector module 480. In response to control signals received from the processor 485 through control line 501, the switch assembly 499 will be in either an on state or an off state. In the on state, AC power is directly switched through lines 493, 495 and 497 to switch output lines 503, 505 and 507, respectively. Lines 503, 505 and 507 apply power as input to the AC power cable 524 and connector 526.

As with the receptacle control module 480, the power drop connector module 520 may first be programmed, so as to be responsive to user operation of application devices, such as switches or the like. In response to user operation, the processor 485, sensing communication signals from the DC bus DC3, may then apply control signals on line 501, so as to operate the switch assembly 499 between on and off states. In this manner, the application of AC power to the AC power cable 524 is controlled. Also, as with the other connector modules described herein, the power drop connector module 520 may be characterized as comprising an actuator 509, with the actuator 509 including the IR receiver 500, processor 485 and switch assembly 499.

As with the other connector modules previously described herein, the diagrammatic illustration of FIG. 27 is relatively simple in form, and additional electronics would be required in a physical realization of the circuitry shown in FIG. 26, for purposes of developing an actual power drop connector module 520.

In accordance with the prior discussion herein, various types of connector modules are utilized for various functions associated with the split bus rail system 100, including functions associated with AC power, DC power and network communications. As also previously described herein, network communications occurs through signals on bus DC3 of the DC buses 210 associated with lengths of the main rail 114. Devices which are to act as controlled or controlling devices must therefore be coupled into the network. The prior description explained how application devices such as light assemblies, power poles and the like are coupled into programmable connector modules. Controlling devices, such as switches and the like, must also be coupled into the network 103. These devices, which may be characterized as “smart” devices, in that they may include processors and associated electronic elements, must have the capability of transmitting and receiving communication signals from connector modules through DC communications bus DC3, and also must be powered. Accordingly, the split bus rail system 100 in accordance with the invention employs a different type of connector module comprising means for supplying DC network power to application devices, and for transmitting and receiving communication signals from and to these application devices and the communications bus DC3.

An example of such a connector module which may be utilized with the split bus rail system 100 in accordance with the invention is referred to herein as a “network tap” module, illustrated in FIGS. 30, 31 and 31A, and referred to herein as a network tap module 560. In addition to having the capability of providing DC power from DC buses DC1 and DC2 to application devices, the network tap module 560 can also be characterized as a “repeater” module. That is, for purposes of maintaining communication signal and AC power strength, the network tap module 560 includes repeater circuitry, whose function is relatively well known in the electronic arts. The repeater circuitry can take various forms, but can typically be characterized as circuitry which is used to extend the length, topology or interconnectivity of physical media beyond that imposed by individual segments. This is a relatively “complex” way to define the conventional activities with repeaters, which are to perform basic functions of restoring signal amplitudes, waveforms and timing applied to normal data and collision signals. Repeaters are also known to arbitrate access to a network from connected nodes, and optionally collect statistics regarding network operations. Although the module 560 provides repeater functions, the module 560 will be referred to herein as a “network tap” module. In an example configuration of the split bus rail system 100 in accordance with the invention, the network tap modules 560 can be utilized for purposes of interconnecting switches and the like to the network 103. In fact, in the particular embodiment described herein, the switches can only be connected to the network 103 by means of the network tap modules 560. Still further, for purposes of powering circuit boards within the switches, the network tap modules 560 may be utilized to essentially “drop” the DC voltages carried on the communications bus (i.e. 12 volts DC) to 5 volts DC for purposes of the switch circuit board power. Further, without departing from the novel concepts of the invention, other functions may also be performed by the network tap modules 560.

The external structure of the network tap module 560, illustrated in FIGS. 30 and 31, substantially corresponds to structures of other connector modules described herein. That is, the network tap module 560 may include an AC side block 404, DC side block 406 and center block 408. A locking bar 410 is also provided, as is an extendable contact section 432. Access to an Allen screw 420 (which is coupled to the locking bar 410) is provided through the bottom cover 564.

Unlike the previously described connector modules, the network tap module 560 includes a series of three power/communications connector ports 562. The connector ports 562 may be, for example, conventional RJ45 ports, with a selected number of circuit wires being utilized with the ports. Each of the connector ports 562 is adapted to carry not only communication signals representative of those signals to be transmitted to or from DC communications bus DC3 but also power carried on DC buses DC1 and DC2. In this regard, FIG. 49 illustrates the coupling of one of the network tap modules 560 to a main rail 114. The network tap module 560 is further shown as having a DC cable 566 connected at one end to one of the connector ports 562, and connected at its other end to a connector port of a dimmer switch 568. It is in this manner that communication signals can be transmitted from the dimmer switch 568 to the communications bus DC3 associated with the DC buses 210. These communication signals from the dimmer switch 568 could be utilized to control light intensity of track lights coupled to a dimmer connector module 508, previously described with respect to FIGS. 21, 22, 22A and 23.

A simplified partially schematic and partially diagrammatic block diagram of the internal circuitry of the network tap module 560 is illustrated in FIG. 31A. Therein, DC power is shown as being received from DC buses DC1 and DC2 through bus contacts 414, and applied to lines 47 and 49. Lines 47 and 49 apply the DC power to the processor and repeater 561. The processor and repeater 561 utilizes power from the DC buses DC1 and DC2 to operate its own internal circuitry, and further operate so as to provide signal enhancement, and apply output DC power to each of the connector ports 562 through lines 47A and 49A. Correspondingly, communication signals can be transmitted to and received from the DC communications bus DC3 through bus contact 414 and line 491. Line 491 is an input and output line from the processor and repeater 561. The processor and repeater 561 is adapted to enhance communication signals by conventional manner. Such communication signals are transmitted to and received from an application device connected to a connector port 562 through line 491A. In summary, the network tap module 560 is utilized to distribute power to interconnected application devices from the DC buses DC1 and DC2, and also to transmit and receive communication signals to and from interconnected application devices and the DC communications bus DC3. Still further, and as previously referenced herein, the network tap module 560 operates to provide repeater functions, in the form of signal amplifications, wave shaping, collision priorities and the like. It should also be noted that in the particular example embodiment of the split bus rail system 100 in accordance with the invention as described herein, the network tap modules 560 do not need to utilize AC power from the AC buses. Instead, performance of functions such as signal amplification and the like can be performed with power solely provided from the DC buses DC1 and DC2.

To this point in the description, various mechanical and electrical aspects of the main rail 114 have been described, along with various types of connector modules utilized with the split bus rail system 100 in accordance with the invention. In this description, reference has been made to AC buses 174, having capability of carrying three separate AC circuits. Reference in the description has also been directed to components such as wireways 120, through which cables 123 are received. The cables 123 were previously described herein as capable of carrying, for example 277 volt AC power. Still further, DC buses DC1 and DC2 of the DC buses 210 have been described as carrying DC network power. Although the previously described components of the split bus rail system 100 function to carry and transfer AC and DC power throughout the rail system 100, means have not yet been described as to how power is initially applied to the AC buses 174 and DC buses 210. For this purpose, the components of the split bus rail system 100 include a power entry box, such as the power entry box 580 primarily illustrated in FIGS. 41-44. Referring first to FIG. 41, the power entry box 580 is adapted to receive AC power from sources external to the split bus rail system 100. These sources may be in the form of conventional building power or, alternatively, any other type of power source sufficient to meet the power requirements of the split bus rail system 100 and interconnected devices. Further, power sources of various amplitudes and wattage may be utilized. As an example, the power entry box 580 is illustrated as receiving both 120 volt AC power and 277 volt AC power.

More specifically, the power entry box 580 shown in FIG. 41 comprises a 120 volt AC side block 582 having a substantially rectangular cross section. Knockouts 586 are provided in an upper surface 584. In the particular embodiment shown in FIG. 41, a cable nut 588 is secured to one of the knockouts 586 and to an incoming 120 volt AC cable 590. Although not shown especially in any of the drawings, the wires of the 120 volt AC cable 590 are directly or indirectly connected and received through an outgoing AC cable 594. Connected to the terminal end of the AC cable 594 is a standard 120 volt AC connector 592. The AC connector 592 is adapted to transmit power to a power entry connector module, such as the connector module 400 previously described herein. This configuration is illustrated in FIG. 44, which shows the power entry box 580 mounted above the main rail 114 (as described in subsequent paragraphs herein). The 120 volt AC connector 592 is coupled to a corresponding AC connector 462. Connector 462 is connected to the terminating end of the AC cable 464 which, in turn, is coupled to the power entry module 400 as previously described with respect to FIGS. 13 and 14.

Referring back to FIG. 41, the power entry box 580 may also include a 277 volt AC side block 596, having a substantially rectangular cross sectional configuration. An upper surface 597 of the side block 596 includes a series of knockouts 586. Connected to one of the knockouts 596 is a cable nut 588. Also coupled to the cable nut 588 and extending into the side block 596 is a 277 volt AC cable 598. As previously described herein, the split bus rail system 100 includes wireways 120. As also previously described, AC power conduit or cables 123 can run through the wireways 120. These conduit or cables 123 may carry 277 volt power, and thus may be connected, directly or indirectly to the wires within the 277 volt AC cable 598. As previously described herein with respect to the wireways 120, various codes and regulations may require that cables 123 extending through the wireways 120 must be isolated or otherwise shielded at all times. For this reason, individual lengths of wireways 120 are coupled together through the use ofjoiners 360, previously described with respect to FIGS. 12 and 12A.

For purposes of maintaining such shielding, the power entry box 580 can include a pair of interconnected wireway segments 581. The wireway segments 581 can be formed with the same peripheral configuration as the wireways 120 previously described herein. In fact, each of the wireway segments 581 can be characterized as merely an extremely “short” length of a wireway 120. Accordingly, the individual parts of the wireway segments 581 will not be described herein, since they substantially conform to the individual parts of wireways 120 previously described herein. However, for purposes of connecting the wireway segments 581 to the front portion of the power entry module 580, brackets 583 (partially shown in FIGS. 41 and 42) can be integrally formed at one end of each of the wireway segments 581. Screws or other similar connecting means (not shown) may then be utilized to connect the brackets 583 to the front cover of the power entry module 580, for purposes of securing the wireway segments 581 to the power entry module 580. To then connect one of the wireway segments 581 to a wireway 120 (depending upon the particular direction the power entry module 580 is facing along the main rail 114) a joiner 360 as previously described herein can be utilized. Further, it should be noted that the power entry module 580 includes a number of knockouts 586. These knockouts 586 can be utilized not only for conduit or cables connected to the incoming power through cables 590 and 590A, but they can also be utilized to permit cables (such as cables 123) to extend completely through the power entry module 580. For example, cables associated with the cable trays 119 may not be interconnected to any wiring or cabling associated with the power entry module 580, and may merely need to extend through the lower portion of the power entry module 580.

In addition to the foregoing, the power entry box 580 also includes a relatively conventional AC/DC converter 600, situated between the 120 volt AC side block 582 and the 277 volt AC side block 596. The AC/DC converter 600 is adapted to receive AC power tapped off of the 120 volt AC cable 590. This AC power is then converted to low voltage DC power and applied as an output of the converter 600 to a DC cable 602. The DC cable 602 is conventional in design and terminates in a conventional DC connector 604.

The DC cable 602 and connector 604 are adapted to supply DC power to the buses DC1 and DC2 of the DC buses 210. This occurs as illustrated in FIG. 44. As shown therein, the DC connector 604 is directly connected to a previously described DC connector 466 and DC connector cable 468 associated with the power entry connector module 400. In turn, the power entry connector module 400, as previously described herein, receives the DC power from the DC cable 468 and applies the same to the buses DC1 and DC2 of the DC buses 210.

The power entry box 580 is adapted to be positioned above a main rail 114, as primarily illustrated in FIG. 44. The power entry box 580 essentially “rests” on the upper portion of the main rail 114. However, to secure the power entry box 580 in an appropriate position, the power entry box 580 is connected to the grid 101 through a connector 606, as primarily shown in FIGS. 41 and 42. With reference thereto, the connector 606 includes a support brace 608 having a size and configuration as illustrated in the drawings. The support brace 608 includes a pair of spaced apart upper legs 610 which angle upwardly and terminate in feet 611. The support brace 608 is connected at its upper end to the side blocks 582 and 596 through screws 612 extending through holes in the feet 611 and in the side blocks 582, 596. As also shown primarily in FIG. 42, the upper legs 610 include a pair of spaced apart slots 614. Integral with the upper legs 610 and extending downwardly therefrom is a central portion 616. Integral with the lower edge of the central portion 616 are a pair of spaced apart lower legs 618, only one of which is illustrated in FIG. 42. As with the upper leg 610, the lower leg 618 also include feet 611. Screws 612 extend through threaded holes (not shown) in the feet 611 of the lower legs 618, and connect to the front walls of the side blocks 582 and 596.

Returning to the central portion 616, a series of four threaded holes 620 extend therethrough in a spaced apart relationship. The central portion 616 also includes a vertically disposed groove 622 extending down the center of the central portion 616. The connector 606 also includes a bracket 624, primarily shown in FIG. 42. The bracket 624 has a series of four threaded holes 626. A pair of spaced apart upper lips 628 having a downwardly curved configuration extend upward from the bracket 624. The bracket 624 also includes a vertically disposed groove 630 positioned in the center portion of the bracket 624.

To couple the power entry box 580 to the grid 101, the power entry box 580 can be positioned above a corresponding main rail as primarily shown in FIG. 44. With reference to FIG. 42, the power entry box 580 can be positioned so that one of the threaded support rods 112 is partially “captured” within the groove 622 of the support brace 608. When the appropriate positioning is achieved, the brackets 624 can be moved into alignment with the central portion 616 of the support brace 608. In this aligned position, the threaded support rod 112 is also captured by the groove 630 in the bracket 624. Also with this aligned position, the threaded hole 620 in the central portion 616 will be in alignment with the threaded hole 626 in the bracket 624. Also, to rigidly secure the bracket 624 to the support brace 608, the upper lip 628 of the bracket 624 is captured within the slot 614 of the brace 608. Correspondingly, screws 640 are threadably received within the through holes 626 and through holes 620 of the bracket 624 and support brace 608, respectively. In this manner, the threaded support rod 112 is securely captured within the grooves 622 and 630. This supported positioning of the power entry box 580 is illustrated in FIG. 44.

With respect to the interconnections of elements of the power entry box 580, attention is directed to FIG. 43, which illustrates a rear view of the power entry box 580. As previously described, the rear wall of the power entry box 580 may include knockouts 586, for purposes of extending cables and conduit therethrough. Also, for purposes of securing the AC/DC converter 600, a rear mounted cross bracket 632 can be integral with or otherwise connected to sides of the side blocks 582 and 596. This cross bracket 632 can then be secured to the rear portion of the converter 600, through the use of bolt and hex nut combinations 634 or similar connecting means.

In accordance with the foregoing, a component of the split bus rail system 100 has been described which serves to receive power from sources external to the split bus rail system 100, and apply AC and DC power to the AC buses 174 and DC buses 210, respectively. In the particular embodiment of the split bus rail system 100 described herein, the AC and DC power from the power entry box 580 is applied to the appropriate buses through a power entry connector module 400.

The immediately foregoing description has been directed, in substantial part, to the various types of connector modules and the power entry box 580 which can be utilized, with appropriate cabling, for distributing power (both AC and DC) throughout the entirety of the split bus rail system 100. The aforedescribed components of the split bus rail system 100 also function to provide transmission of communications signals throughout the network 103, including communications signals between and among all controlling and controlled devices incorporated within the network 103.

Concepts of communications connections among buses associated with various main rails 114 and the concept of a network “backbone” will be described in subsequent paragraphs herein. However, prior to such description, other, primarily mechanical components of the split bus rail system 100 will be described.

More specifically, the split bus rail system 100 in accordance with the invention include cross bracing elements which were previously mentioned herein and defined as bracing supports 126. The bracing supports 126 (originally shown in FIG. 1) provide cross bracing for the mechanical structure of the split bus rail system 100 and form part of the grid 101. FIG. 32 illustrates a pair of the bracing supports 126, with the rails 126 being in a coaxial alignment and both coupled to a common suspension bracket 124. FIGS. 33 and 34 illustrate side elevation and plan views, respectively, of one of the bracing supports 126. Turning specifically to FIG. 32, the drawing illustrates one of the suspension brackets 124 previously described herein, coupled to one of the threaded support rods 112. Horizontally disposed lower flanges 252 of the suspension bracket 124 are connected through screws or similar connecting means to elements of the main rail 114 as previously described herein. FIG. 32 further illustrates one bracing support 126 connected to the suspension bracket 124 and extending perpendicular to the main rail 114. A second bracing support 126 is also illustrated in FIG. 32, extending perpendicularly to the main rail 114 in an opposing direction to the first bracing support 126. Referring primarily to FIGS. 33 and 34, each bracing support 126 includes an upper flange 650. A series of oval or elliptical apertures 652 extend through the surface of the upper flange 650. Integral with the upper flange 650 are a pair of opposing sides 656. At each end of the bracing support 126, the sides 656 terminate in tapered or angled ends 654, as primarily shown in FIG. 33. At the lower portion of each tapered end 654, the sides 656 turn upwardly in curls 658. The curled lower portions of the sides 656 thereby form small troughs 660. Each of the bracing supports 126 may also include threaded or unthreaded holes 662 extending through the upper flange 650 adjacent the opposing tapered ends 654. Referring back to FIG. 32, and for purposes of connection of the bracing supports 126 to the suspension bracket 124, screws 664 may be threadably received within the threaded holes 662 of the bracing supports 126, and then also through apertures or through holes 278 and 280 of the rear horizontally disposed foot 274 and the front horizontally disposed foot 276. In this manner, each of the bracing supports 126 illustrated in FIG. 32 is rigidly secured to the suspension bracket 124.

One concept which is patentably important in the aforedescribed connections of the bracing supports 126 to the suspension bracket 124 should again be noted. Specifically, with the bracing supports 126 secured to the horizontally disposed feet 274 and 276, the entirety of the mechanical load of the bracing supports 126 is carried by the associated threaded support rod 112 through the suspension bracket 124. Accordingly, the support of the bracing supports 126 as shown in FIG. 32 does not subject the associated main rail 114 to any additional mechanical load. This is of particular importance, in that the main rail 114 carries AC and DC power. Governmental and institutional regulations may not permit electrical load carrying elements such as the main rail 114 to correspondingly support any substantial weight bearing elements. It is the configuration of the suspension bracket 124, and the cooperative interconnection of the bracket 124 with the bracing supports 126 which provide this feature of permitting cross bracing (with the bracing supports 126) without subjecting the main rails 114 to significant mechanical loads.

As earlier stated, the bracing supports 126 can be connected so as to extend perpendicularly from a length of a main rail 114. In this regard, any given bracing support 126 may be interconnected to suspension brackets 124 associated with a pair of adjacent main rails 114. Such a configuration is illustrated in FIG. 35. The coupling of the bracing support 126 illustrated in FIG. 35 between the spaced apart main rails 114 will be coupled to suspension brackets 124 in the same manner as illustrated in FIG. 32 and previously described herein. Again, it should be emphasized that advantageously, and in accordance with the invention, the bracing support 126 intermediate the two main rails illustrated in FIG. 35 does not subject either of the rnain rails to mechanical loads. Instead, the weight of this bracing support 126 is supported by the threaded support rods 112 partially shown in FIG. 35, through the suspension brackets 124.

The bracing supports 126 can take the form of any of a number of well known and commercially available structural building and framing components. For example, one product which may be utilized for the channels 126 is marketed under the trademark UNISTRUT®, and is manufactured by Unistrut Corporation of Wayne, Mich. Whatever components are utilized for the channels 126, they must meet certain governmental and institutional regulations regarding structural bracing parameters.

As described, the bracing supports 126 provide a means for cross bracing of the entirety of the grid 101, without subjecting the main rails 114 to any significant mechanical loads. In addition to the main rails 114 and bracing supports 126, the split bus rail system 100 in accordance with the invention includes other structural members, for facilitating the interconnection of devices or other types of “applications” to the rail system 100, including lights, projection screens, cameras, acoustical speakers and the like. These additional structural members include components which are referred to herein as cross-rails 670. One such cross-rail 670 is illustrated in FIG. 36, and will be described with respect to FIGS. 36-40A. Referring first to FIG. 36, the drawing illustrates a cross-rail 670 with a track lighting assembly 672 coupled thereto. The cross-rail 670 and associated track lighting assembly 672 are illustrated in FIG. 36 as being supported by a length of main rail 114 through a cross rail hanger assembly 674. With reference primarily to FIGS. 36, 37A and 37B, the cross rail 370 can be any of a number of desired lengths. For example, the cross-rails 370 could be constructed in 8, 10 or 12 foot lengths. The cross-rails 370 may be manufactured in the from of aluminum extrusions. However, other materials and methods may be utilized such as steel roll-formed sections.

In the particular embodiment of a cross-rail 670 in accordance with the invention as illustrated herein, the cross-rail 670 includes an upper or top half 676 having the cross sectional configuration primarily shown in FIG. 37A. This upper or top half 676 includes a center ledge 678 extending longitudinally along the length of the top half 676. Apertures 682 (FIG. 37B) are formed at spaced apart intervals along the length of the center ledge 678. The top half 676 also includes a pair of opposing and upstanding sides 680, integral with the center ledge 678. Still further, cross-rail 670 includes a lower half 684, again best shown in a cross-sectional configuration in FIG. 37A. As for the top half 676, the lower half 684 also includes a center ledge 686, which essentially is in registry with center ledge 678 when the top half 676 and lower half 684 are coupled together. Extending upwardly and downwardly from the center ledge 686 and integral therewith, are a pair of opposing and curled sides 688. These curled sides first extend downwardly and then curl back and extend upwardly so as to form the outermost exterior sides of the cross-rails 670. At the top of the curled sides 688, lips 690 are formed, which extend along the longitudinal length of the cross-rails 670. Also, as with the top half 676, the lower half 684 also includes a series of apertures 682 formed at spaced apart intervals. The apertures 682 of the lower half 684 are formed so as to be concentric with the apertures 682 of the top half 676. The top half 676 can be connected to the lower half 684 through weldments of adjacent sides 680 and 688, or otherwise through screws or other connecting means extending through the sides 680, 688. Further, as illustrated in FIG. 37A, a conventional rail 672 of a track lighting assembly can be secured to the cross-rail 670.

The cross-rails 670 can be interconnected and supported by other elements of the split bus rail system 100 by various means. The particular means which a user may choose for supporting a cross-rail 670 may depend upon governmental and institutional regulations affecting that particular installation of the split bus rail system 100, or otherwise the particular structural design desired by the user, or still further based on the weight and configuration of device or application loads to be attached to the cross-rails 670. In this regard, FIG. 36 illustrates the support of a cross-rail 670 directly by a length of a main rail 114, through a cross-rail hanger assembly 674. Accordingly, the length of main rail 114 is subjected to the mechanical load of the cross-rail 670 and devices or applications directed thereto.

Turning primarily to FIGS. 38 and 39, the cross-rail hanger assembly 674 includes a principal bracket 694. The principal bracket 694 includes a flange having a substantially L-shaped configuration, as primarily shown in FIG. 39. At the upper and outer edges of the L-shaped flange 696, a lip 698 is formed. The principal bracket 694 also includes a base 700 having a substantially flat configuration, and welded to or otherwise connected to the bottom portion of the L-shaped flange 696. A threaded weld nut 702 is positioned above a through hole extending through the center portion of the base 700. In addition to the principal brackets 694, the cross-rail hanger assembly 674 also includes a connector bracket 704, again as shown in FIGS. 38 and 39. The connector bracket 704 has a base 706, primarily shown in FIG. 39. Integral with or otherwise connected to an edge of the base 706 is an upwardly extending L-shaped flange 708. At the upper and outer edge of the L-shaped flange 708, a lip 710 is formed. The base 706 of the connector bracket 704 also includes a through hole 712. When assembling the cross-rail hanger assembly 674, the base 706 of the connector bracket 704 is positioned immediately under the base 700 of the principal bracket 694. The brackets 694 and 704 are sized and configured so that when the two brackets are assembled together, the aperture of the threaded weld nut 702 is concentric with the through hole 712 of the base 706.

In addition to the brackets 694 and 704, the cross-rail hanger assemblies 674 further includes a support rod 714, as primarily illustrated in an exploded view in FIG. 39. As shown therein, the support rod 714 has a cylindrical configuration. Mounted to the top of the support rod 714 is a threaded stud 716. At the opposing, lower end of the support rod 714 is a threaded bore 718, which extends partially into the lower end of the support rod 714. A threaded end cap 720 is adapted to be received within the bore 718.

As earlier stated, the cross-rail hanger assembly 674 is adapted to be mounted to the main rail 114, in a manner such that an interconnected cross-rail 670 is supported by the main rail 114 through the cross-rail hanger assembly 674. As an example, FIGS. 36 and 40 illustrate a cross-rail hanger assembly 674 mounted to a main rail 114 and supporting an interconnected cross-rail 670. As illustrated primarily in FIG. 40, the cross-rail hanger assembly 674 is mounted to the main rail 114, with the upper portions of the L-shaped flanges 696 and 708 supported on the horizontal flanges 184 and 148, respectively, of the main rail 114. In this configuration, and as further shown in FIG. 40, the lips 698 and 710 are sized and configured so as to overlap the outer edges of the outer flanges 184, 148, respectively.

With this configuration, and with the principal bracket 694 and the connector bracket 704 assembled together, the support rod 714 is assembled with the brackets by threadably inserting the studs 716 into the apertures 712 and through the weld nut 702 on the base 700 of the principal bracket 694. In this manner, not only is the support rod 714 assembled with the brackets 694 and 704, but the threadable connection also couples together the brackets 694 and 704.

To connect the cross-rail hanger assembly 674 to the cross-rail 670, a further element, identified as a cross-rail tray 722, is utilized. Perspective and end view of a cross-rail tray 722 are illustrated in FIGS. 39A and 39B, respectively. With reference thereto, the cross-rail tray 722 includes a base portion 724. A through hole 726 extends through the center area of the base portion 724. Integral with the base portion 724 are a pair of opposing and “curled” sides 728. The sides 728 first extend downwardly from the base portion 724 and then extend upwardly to form two exterior sides. Threaded holes 730 may be formed in the side 728 of the tray 722. To support the cross-rail 670 with the cross-rail hanger assembly 674, the cross-rail tray 722 can be positioned in a desired location on the cross-rail 670. Such a configuration is illustrated primarily in FIGS. 36 and 40. In this configuration, the curled sides 728 of the tray 722 are positioned outside of the sides 688 of the cross-rail 670. The tray 722 is further positioned so that the base portion 724 is located underneath one of the apertures 682 of the cross-rail 670. If desired, the cross-rail 670 can be angled relative to the main rail 114. That is, the cross-rail 670 is not required to be positioned so that its longitudinal length is perpendicular to the longitudinal length of the interconnected main rail 114. When the cross-rail 670 is positioned as desired, the bottom portion of the support rod 674 can be extended through the through hole 726 of the cross-rail tray 722. The support rod 674 can then be secured to the tray 722 by threadably inserting the end cap 720 into the bore 718 from below the base portion 724 of the tray 722. In this manner, the tray 722 is interconnected to the cross-rail 670, and the cross-rail hanger assembly 674 is rotatably coupled to the tray 722. Correspondingly, the cross-rail hanger assembly 674 is supported by the main rail 114. If desired, screws or similar connecting means can be inserted through the through holes 730 and into the sides 688 of the cross-rails 670, for more rigidly securing the tray 722 to the cross-rails 670. It should also be noted that the tray 722 may be positioned anywhere along a cross-rail 670. For example, threaded rods, such as rods having a diameter of 0.375 inches may be utilized to support a tray 722, by anchoring the threaded rod at its upper end to the building structure.

As illustrated in FIG. 36, the cross-rail 670 can support a track lighting assembly 672. Although the cross-rail 670 does not have any power or communications buses, or otherwise permanently carries electrical power or signals, cables or conduit carrying electrical power can be run from the main rail 114 to devices or other applications coupled to the cross-rail 670. For example, FIG. 36 illustrates the cross-rail 670 as carrying a track lighting assembly 672. In this instance, a conventional light track rail 732 can be coupled around and below the cross-rail 670, as illustrated in part in FIG. 37A. Cables or conduit for lights 734 illustrated in FIG. 36 as being part of the track lighting assembly 672 can be run along the cross-rail 670. Further, track lighting assemblies such as assemblies 512, illustrated in FIGS. 21-23, could be utilized with a dimmer connector module (as previously described herein) and attached to a cross-rail 670.

The foregoing has described a cross rail 670 as an exemplary structural member for the split bus rail system 100. Also described was a particular embodiment of a cross-rail hanger assembly 670 and a track lighting assembly 672. It should be emphasized that variations in the structures and configurations of these elements can be designed and developed, without departing from the principal concepts of the invention. For example, the structural configuration of the cross-rail 670 could clearly be modified, while still achieving the same functional performance as described herein. It should also be mentioned that the particular cross-rail hanger assembly 674 described herein is not what would normally be characterized as a “breakaway” hanger configuration. Accordingly, for purposes of meeting governmental and institutional mechanical and electrical codes and regulations, the use of the cross-rail 670 with the particular cross-rail hanger assembly 674 described herein may be somewhat limited. For example, certain codes and regulations may limit use of the cross-rail hanger assembly 674 to one where the interconnected cross-rail 670 is at least a certain distance above ground level. Other limitations may also exist with respect to use of a hanger assembly such as a cross-rail hanger assembly 674.

In accordance with the foregoing, the cross-rail 670 was supported by the associated main rail 114 through the cross-rail hanger assembly 674. As previously described, the weight of the cross-rail 670 (and any associated devices) is carried by the main rail 114. However, in certain instances, it may be preferable to have the weight of the cross-rail 670 and the associated devices carried by, for example, the grid 101, through a threaded support rod 112. Such a configuration is illustrated in FIG. 36A. Therein, a rod supported hanger assembly 740 is illustrated. The rod supported hanger assembly 740 is adapted to support a cross-rail 670 (shown in FIG. 36A with a track lighting assembly 672) in a manner so that the weight of the cross-rail 670 is carried by the threaded support rod 112 through a suspension bracket 124. As shown at least in substantial part in FIG. 36A, the rod supported hanger assembly 740 includes a cross-rail tray 742 which captures the cross-rail 670. The cross-rail tray 742 may have substantially the same configuration and structure as the cross-rail tray 722 previously described with respect to FIGS. 39A and 39B. The rod supported hanger assembly 740 is attached to the cross-rail tray 742 through a support rod 744.

The support rod 744 can be attached at its lower end to the cross-rail tray 742 in the same manner as the support rod 714 is attached to the cross-rail tray 722 in the cross-rail hanger assembly 674 previously described herein. Accordingly, with the hanger assembly 740, the cross-rail 670 may be angled at an acute angle relative to the main rail 114. The support rod 744 extends upwardly into the center of a suspension bracket 124. The structure of the suspension bracket 124. Although not specifically shown in FIG. 36A, the upper end of the support rod 744 may be threaded and sized so as to be threadably received at the lower end of the vertically disposed threaded tube 282 associated with the suspension bracket 124 and previously described with respect to FIGS. 6, 6A and 7. As also previously described, the threaded tube 282 is also adapted to receive, at its upper end, the threaded support rod 112 which is attached to the building structure. In this manner, with the rod supported hanger assembly 740 being indirectly connected to the threaded support rod 112 through the tube 282, the weight of the cross-rail 670 (and any associated devices, such as the track lighting assembly 672) is supported and carried directly by the building structure through the threaded support rod 112, rather than by the associated main rail 114. With the cross-rail 670 supported by the building structure in this manner, governmental and institutional electrical and mechanical codes and regulations may be less strict with respect to the structure and location of the cross-rail 670 and associated devices. For example, with the cross-rail 670 supported by the building structure, codes and regulations may permit the cross rail 670 to be closer to ground level, relative to the situation where the cross-rail 670 is supported directly by the main rail 114 (as with the cross-rail hanger assembly 674 previously described herein).

The cross-rail hanger assembly 674 and the rod supported hanger assembly 740 as described herein may be characterized as “non-breakaway” hanger assemblies. That is, if any substantial extra weight was applied to a connected cross-rail 670 (such as by a person at ground level attempting to “hang” from the cross-rail 670), the cross-rail hanger assembly 674 and the rod supported hanger assembly 740 are configured so that they would vigorously resist the cross-rail 670 breaking away from the connection to the main rail 114 (when the hanger assembly 674 is used) or the threaded support rod 112 (when the rod supported hanger assembly 740 is used).

However, in certain instances, it is preferable for elements hung from the split bus rail system 100 to be supported in a manner from the rail system 100 so as to readily “breakaway” from their supporting structures, when forces at or above a designated minimum threshold are exerted on the supported elements. This may be required under certain governmental and institutional electrical and mechanical codes and regulations. Accordingly, the split bus rail system 100 in accordance with the invention provides for supporting elements with a “breakaway” feature. An example of the same is illustrated in FIG. 40A, where a breakaway hanger assembly 750 is shown. Although not shown in FIG. 40A, the breakaway hanger assembly 750 may be utilized to support relatively light weight elements such as banners, signs or the like. The concept of utilizing the breakaway hanger assembly 750 is to ensure that if substantial forces are exerted on the hanging sign or banner, for example, the breakaway feature of the hanger assembly 750 will ensure that the main rails 114 coupled to the hanger assembly 750 will not be subjected to any substantial damage, or otherwise cause substantial danger, given that the main rails 114 carry electrical power.

With reference to FIG. 40A, the breakaway hanger assembly 750 includes a lower support rod 752. The support rod 752 is adapted to interconnect (through brackets or otherwise) to elements to be supported by the hanger assembly 750, such as signs, banners or the like. At its upper end, the lower support rod 752 is threadably received within a threaded bore of an elongated nut 754. In this regard, the lower support rod 752 is constructed substantially the same as the support rod 714 previously described with respect to FIG. 40. The elongated nut 754 also has a threaded bore extending into its upper surface. A lower end of an upper threaded support rod 756 is threadably received within the upper bore of the elongated nut 754. At its upper end, the upper threaded support rod 756 is secured to a breakaway bracket 758. As further illustrated in FIG. 40A, the breakaway bracket 758 includes a bracket base 760. The bracket base 760 includes a through hole 762 extending through the center portion of the base 760. The upper end of the upper threaded support rod 756 is received through the through hole 762, and secured to the breakaway bracket 758 through the use of a pair of nuts 764, each nut located on an opposing side of the bracket base 760. Integral with and extending upwardly from the bracket base 760 is a pair of opposing breakaway bracket sides 766, having the structural configuration as illustrated in FIG. 40A. Near the top portion of each breakaway bracket side 766 are bracket bosses 768 and 770, extending outwardly from the bracket 758.

As further shown in FIG. 40A, the breakaway bracket 758 and the bracket sides 766 are sized and configured so that when they are inserted into the center portion of the main rail 114 from the bottom thereof, the breakaway bracket sides 766 are adjacent the vertically disposed wall 160 and the vertically disposed wall 196 of the main rail 114, with these walls previously described herein primarily with respect to FIG. 4. Also, the bracket boss 768 is positioned so that it rests at the lower portion of the central indentation 198. Correspondingly, the bracket boss 770 rests within the lower portion of the central indentation 161.

The breakaway bracket 758 is constructed so that the breakaway bracket sides 766 have some flexibility and resiliency, relative to the bracket base 770. That is, when the breakaway bracket 758 is inserted into the main rail from the bottom portion thereof, the breakaway bracket sides 766 are essentially “squeezed” inwardly as the sides 766 move upwardly within the main rail 114. This inward flexion continues to occur until the bosses 768, 770 are above the vertically disposed walls 160 and 196. At that point, the sides 766 flex outwardly and the bosses 768, 770 are received within the central indentations 198 and 161, respectively. With this configuration, the breakaway hanger assembly 750 will readily support relatively light weight elements connected to the support rod 752, absent the application of any substantial forces on the supported elements. However, with the configuration of the breakaway bracket 758, and the flexion capability of the breakaway bracket sides 766, external forces of a sufficient quantity exerted in a downward direction on supported elements will overcome the flexion forces of the breakaway bracket 758 which cause the bracket 758 to remain positioned with in the main rail 114. That is, the forces applied to the supported element will overcome the flexion forces, and cause the sides 766 to flex inwardly, in response to the forces which would correspondingly be exerted on the bracket 758. In this manner, the bracket 758 will be caused to fall from the main rail 114.

Although one specific embodiment of a breakaway hanger assembly 750 has been described herein, it is apparent that other configurations may be utilized for providing a breakaway feature in the event of forces exerted on supported elements, without departing from the novel concepts of the invention.

As earlier described herein, the connector modules of the split bus rail system 100 in accordance with the invention include what is referred to as a power drop connector module 520. As described with respect to the drawings, the power drop connector module 520 is adapted to provide AC power from the AC buses 174 to devices or applications, such as the power pole 530 illustrated in FIG. 26. Although the power pole 530 was briefly described previously herein, a more detailed explanation follows, with reference to FIGS. 47, 48 and 48A. Referring thereto, the power pole 530 is adapted to be electrically coupled to AC power from the overhead structure of the split bus rail system 100. Structurally, the power pole 530 is further adapted to be secured at its lower portion to a floor or other ground level structure. With reference to FIGS. 47, 48 and 48A, the power pole 530 includes a base 790, illustrated in FIG. 47 with a base cover surrounding the base 790. Extending upwardly from the base 790 are a pair of metallic and opposing side frames 788, in the form of metal extrusions. The side frames 788 are illustrated in FIGS. 48 and 48A. Preferably, the side frames 788 are welded or otherwise connected to the base 790, and extend upwardly so as to form the basic frame of the power pole 530. For purposes of stability, the side frames 788 can be welded or otherwise connected together through braces (not shown) at various intervals along the vertical length of the power pole 530. With reference again to FIGS. 48 and 48A, the power pole 530 further includes a pair of opposing plastic pole extrusions 784. The pole extrusions 784 have the cross sectional configurations illustrated in the drawings. These pole extrusions 784 include flexible covers 786, which form spaces 780 through which components such as DC cables 800 may enter and extend.

In addition to the opposing plastic pole extrusion 784, the power pole 530 further includes plastic extrusion side covers 782. The cross sectional configurations of the side covers 782 are also illustrated in FIGS. 48 and 48A. These side covers, at least at their lower portions, are constructed of plastic materials which can be relatively easily cut, for purposes of providing openings through which electrical components may be coupled to the power pole 530. For example, FIGS. 47 and 48A illustrate a plastic outlet cover 792, for securing a pair of DC jacks 802. As also shown in FIG. 47, a plastic outlet cover 792 can be secured to the power pole 530, for purposes of coupling an electrical receptacle pair 528 to the power pole 530.

At the top of the power pole 530, a top cap 794 can be secured to the pole 530. The top cap 794 includes a central aperture through which an AC cable 798 may extend. The AC cable 798 is adapted to extend through the center of the power pole 530, and can be utilized to provide AC power to components such as the electrical outlet receptacle pair 528. At its terminating end at the top, the AC cable 798 is connected to a conventional AC connector 796. This AC connector 796 is adapted to connect, for example, to an AC connector 526 and AC cable 524 of a power drop connector module 520, as illustrated in FIG. 26. It should be noted that in the particular embodiment of a power pole 530 in accordance with the invention as illustrated herein, DC power is not provided from the DC buses associated with the main rail 114. Instead, if DC power or DC data is required, the same could be provided through sources external to the split bus rail system 100. On the other hand, however, there is nothing to prevent DC power or communications from being applied to the power pole 530 from the DC buses 210. In general, power pole 530 provides means for applying power (and communications and data, if desired) downwardly from the overhead structure of the split bus rail system 100. The power pole 530 is adapted to permit selectivity in providing multiple outlets, data jacks or other electrical components to a user in a manner so as to facilitate accessibility.

The foregoing description of various elements of the split bus rail system 100 in accordance with the invention have included a number of supporting elements. Among these elements have been the bracing supports 126, cross-rails 128, cross-rail hanger assembly 674, rod supported hanger assembly 740 and similar elements. However, in certain instances, it may be desirable to provide support of various devices and applications above a general horizontal plane of the main rails 114 forming the split bus rail system 100. For example, various types of HVAC equipment may be preferably located above the general plane of the system 100. For this reason, the split bus rail system 100 in accordance with the invention may include other types of supporting elements which interface with the basic components of the rail system 100.

An example of the foregoing is illustrated in FIGS. 62-65. In FIG. 62, a bracket system 810 is disclosed, for purposes of supporting a terminal end of a duct 812 on a pair of bracing supports 126. As further shown in FIG. 62, the position of the heating duct 812 would be generally above an interconnected main rail 114. FIG. 62 further shows the pair of bracing supports 126 each being connected to a different suspension bracket 124 which, in turn, are coupled to the main rail 114. Of course, from prior description herein, it is apparent that other ends (not shown) of the bracing supports 126 would also be connected to a main rail 114 through suspension brackets 124.

With reference first to FIG. 62, the heating duct 812 is supported through the use of a first pair of vertically disposed braces 814. The first pair of vertically disposed braces 814 are rigidly secured to a first one of the bracing supports 126 through a pair of T-brackets 816. A detailed illustration of a bracket which may be utilized as T-bracket 816 is illustrated in FIG. 64. With reference thereto, the T-bracket 816 includes a brace 818 which will have a horizontally disposed orientation, and will mount to the top surface of the bracing support 126. Extending upwardly from the base 818 are a pair of opposing sides 820. Integral with and extending upwardly from the top of the sides 820 is a rectangular channel 822, which is sized and configured so as to fit around one of the braces 814. Through holes 824 are located at various positions on the T-bracket 816. As shown in FIG. 62, the T-bracket 816 is secured to the top of the bracing support 126 by means of screws 825 or similar connecting means extending through the through holes 824. Correspondingly, one of the first pair of vertically disposed braces 814 is received within the channel 822 of the T-bracket 816, and also secured thereto by screws 825 or a similar connecting means.

Again referring to FIG. 62, the upper ends of each of the first pair of vertically disposed braces 814 is coupled to one of a pair of horizontally disposed supports 826. The coupling of each of the horizontal supports 826 to one of the first pair of vertically disposed braces 814 is achieved through the use of a 90° bracket 828. An exemplary configuration for the 900 bracket 828 is illustrated in FIG. 63. As shown therein, the 90° bracket 828 includes a vertical channel 840, which is sized so as to fit around the upper end of one of the braces 814. The vertical channel 840 is integral with a horizontally disposed member 832 which extends perpendicularly to the vertical channel 830. The horizontal member 832 is sized and configured so as to fit around one of the horizontal supports 826. Through holes 834 are located in both the vertical channel 830 and horizontal member 832. As illustrated in FIG. 62, one end of one of the horizontal supports 826 is received within the horizontal member 832, while an upper end of one of the vertically disposed braces 814 is received within the vertical channel 830. Screws 825 or similar connection means are received within through holes 834 so as to secure the 90° bracket 828 to the corresponding brace 814 and horizontal support 826.

Again referring to FIG. 62, the horizontal supports 826 extend from the one bracing support 126 to the adjacent and spaced apart second bracing support 126. Extending upwardly from the second bracing support 126 are a second pair of vertically disposed braces 835, corresponding in size and structure to the first pair of braces 814. Correspondingly, the braces 835 are secured to the second bracing support 126 through T-brackets 816. The upper ends of each of the braces 835 are secured to terminating ends of the horizontal supports 826 through a pair of 90° brackets 828.

For purposes of support, the heating duct 812 can be made to rest on one of the bracing supports 126, as shown in FIG. 62. However, for purposes of providing further support, the bracket system 810 includes a pair of clip and threaded rod hangers 836, mounted to individual ones of the horizontal supports 826 as illustrated in FIG. 62. FIG. 65 illustrates one of the clip and threaded rod hangers 836 in detail. Referring thereto, the hanger 836 includes an upper U-shaped bracket 838, with a through hole 840 extending through the base thereof. Integral from the front edge of one of the legs of the upper U-shaped bracket 838, and extending downwardly therefrom, is a lower flange 842. The flange 842 includes a threaded rod hole 844 extending therethrough. In use, and referring back to FIG. 62, each of the clip and threaded rod hangers 836 is attached to a different one of the pair of horizontal supports 826. Specifically, the body of the horizontal support 826 is captured within the upper U-shaped bracket 838. Screws 825 or similar connecting means can be used to secure the hangers 836 to the horizontal supports 826. As further shown in FIG. 62, a threaded rod 846 extends between the opposing rod hangers 836. The threaded rod 846 is threaded at opposing ends and is sized so as to be threadably received within the threaded rod holes 844 of each of the rod hangers 836. If desired, nuts (not shown) or similar means may be utilized with the threaded rod 846 so as to secure the rod 846 to the hangers 836. For purposes of providing full support to the heating duct 812, a flexible support strap 848 (as shown in FIG. 62) may be secured in any suitable manner to the threaded rod 846 and wrapped around the heating duct 812.

The foregoing has described one type of bracket assembly 810 which may be utilized to support equipment (such as a heating duct 812) generally above a horizontal plane formed by the main rails 114 of the split bus rail system 100. Of course, it is apparent that other types of bracket and hanger structures could be utilized with the main rails 114 and bracing supports 126, without departing from the principal novel concepts of the invention.

Turning to other aspects of the split bus rail system 100 in accordance with the invention, the system 100 has been described with respect to use of various types of devices or applications. For example, the use of a track light rail 512 and associated track lights 514 were previously described with respect to FIGS. 21, 22 and 23. In this regard, the track light rail 512 was secured to a dimmer connector module 508, also described with respect to FIGS. 21 and 22. In the prior description, reference was also made to a connector module referred to as the network tap connector module 560. In this prior description, FIG. 49 was described, which illustrated the use of a network tap module 560 to couple a dimmer switch 568 to the DC communications bus DC 3 of a main rail 114, through a DC cable 566. It should be noted that various types of switching may be utilized as part of devices or applications associated with the split bus rails system 100 in accordance with the invention. For purposes of complete description, the rotary dimmer switch 568 is illustrated in greater detail in FIGS. 50 and 51. With reference thereto, the rotary dimmer switch 568 includes a back plate 860. One of the IR sensors 500 (corresponding to the IR sensors 500 previously described herein) and associated circuitry is secured to the back plate 860 by a suitable means. Also secured to the back plate 860 are a pair of DC 862. The ports 862 may be, for example, RJ 45 ports. The ports 862 are adapted to receive connectors 874, secured at terminal ends to a DC communications cable 566. As previously described herein, the other end of the DC cable 566 may be electrically coupled to a port 562 associated with a network tap module 560 (see FIG. 49 and description associated therewith).

Still further, the back plate 860 supports a conventional dimmer switch 866, as illustrated in FIG. 50. The rotary dimmer switch configuration 568 further includes a front switch cover 868, adapted to be secured by any suitable connecting means to back plate 860. Extending through the front portion of the switch cover 868 is an aperture having a lens 870. The lens is adapted to cover the front portion of the IR receiver 500. Also positioned in front of the switch cover 868 is a rotary dimmer switch cover 872. The rotary dimmer switch cover 872 is coupled to the dimmer switch 866 in a conventional manner.

A number of aspects of the rotary dimmer switch configuration 568 are relatively conventional. However, in accordance with the invention, the rotary dimmer switch configuration 866 includes a circuit board 864 mounted to the back plate 860. The circuit board 864 includes relatively conventional electronics and processor elements. The electronics and processor elements of the circuit board 864 perform several features. First, the circuit board 864 includes components which will be responsive to spatial signals received from the IR receiver 500, for purposes of “associating” the rotary dimmer switch 568 with control of dimming lights (such as the track lights 514 associated with a track light rail 512 previously described herein). Further, the electronics and processor elements of the circuit board 864 will be responsive to manual rotation of the rotary cover 872 and dimmer switch 866, so as to cause appropriate communication signals to be applied through DC communications ports 862 and DC communications cable 566 to appropriate dimming light elements associated with the network 101. Signals may also be applied on DC communications cable 566 in response to certain spatial signals received by the IR receiver 500.

As more specifically described in subsequent paragraphs herein, a manually-manipulated and hand-held instrument may be utilized to essentially “program” a dimmer connector module and associated track light rail (such as the dimmer connector module 508 and track light rail 512 previously described herein with respect to FIGS. 21, 22 and 23) to be controlled by a particular one of the rotary dimmer switch configurations 568. With this program designation, manual manipulation of the rotary cover 872 by a user will cause communication signals to be generated by the circuit board 864 and applied as output signals to the DC communications cable 566. The communications signals on DC communications cable 566 will then be applied to the communications bus DC 3 of a main rail 114, through connection of the communications cable 566 to a communications port 562 associated with a network tap module 560, as illustrated in FIG. 49. With the assumption that the particular rotary dimmer switch configuration 568 is controlling the track lights 514 of track light rail 512 illustrated in FIGS. 21, 22 and 23, the signals applied on communications bus DC 3 through the DC communications cable 566 will be “recognized” as “input signals of interest” by the dimmer connector module 508. With reference to FIG. 22A, the signals will be applied from communications bus DC 3 as input signals to the processor 482 associated with the connector module 508. The processor and associated electronics 485 will be responsive to these input signals (along with DC power signals from buses DC 1 and DC 2) to apply control signals on control line 501, so as to control the voltage amplitude through switch 516, which is applied to the track lights 514. In this manner, the intensity of the track lights 514 is controlled.

The concepts associated with the foregoing description of the use of the rotary dimmer switch configuration 866 with the network tap module 560, dimmer control module 508 and track lights 514 represent an important feature of a split bus rail system 100 in accordance with the invention. In conventional rotary dimmer switches, 120 volt AC power is typically applied through the switch. Manual rotation of the rotary cover and associated dimmer switch with the conventional configuration will cause dimmer control circuitry to vary the voltage output on the AC power lines passing through the switch. These power lines are typically directly connected to dimming lights on a track light rail or the like. The variation in voltage amplitude of the AC power lines as they pass through the dimmer switch will thereby cause the track lights to vary in intensity. In contrast, in the configuration previously described herein in accordance with the invention, there is no AC power applied to or passing through the rotary dimmer switch configuration 560. Instead, manual rotation of the rotary cover 872 and associated dimmer switch 866 will cause variation in DC voltages, which are applied to processor components within the rotary dimmer switch configuration 560. The processor components will interpret the DC voltage variations in a manner so as to cause corresponding communications or control signals to be applied on DC communications cable 566. These control signals will correspondingly be applied to other elements of the network 103 (i.e. a network tap module 560 and dimmer connector module 508) so as to cause circuitry within a dimmer connector module 508 to vary the voltage amplitude applied to an interconnected set of track lights 514. To provide this feature, and as described in subsequent paragraphs herein, the rotary dimmer switch configuration 568 has been “programmed,” along with one or more sets of track lights 514, so as to cause the rotary dimmer switch configuration 568 to “control” the associated track lights 514. It should be emphasized that this programming of the control relationship occurs without any need whatsoever of any type of centralized computer control, or any physical change in circuits, wiring or the like.

FIGS. 52, 53 and 54 illustrate elevation views of other types of switches which may be utilized in accordance with the invention. Specifically, FIG. 52 illustrates a pressure switch 880. The pressure switch 880 includes, as does the rotary dimmer switch configuration 560, an IR receiver 500, for purposes of programming controlled relationships between the switch 880 and other devices associated with the split bus system 100. The pressure switch 880 includes an air bulb 882. The pressure switch 880 includes circuitry (not shown) internal to the switch 880 which is in the form of a pressure transducer which can generate signals in response to forces exerted on the bulb 882 which “squeeze” air from the bulb. The output signals of the transducer can be utilized for purposes of generating appropriate control signals, in a manner having similarity to the control signal generation associated with the rotary dimmer switch configuration 568.

FIG. 53 illustrates an elevation view of a pull switch 884 which may be utilized with the split bus rail system 100 in accordance with the invention. As with the other switches, the pull switch 884 includes an IR receiver 500. In addition, the switch 884 includes a conventional pull change 886. Forces exerted on the pull change 886 will cause switching circuitry (not shown) within the switch 884 to operate so as to generate appropriate control signals which can be applied to other devices associated with the network 103.

Still further, FIG. 54 is an elevation view of a motion sensing switch 888 which may be utilized with the split bus rail system 100 in accordance with the invention. Again, the motion sensing switch 888 includes an IR receiver 500. The switch 888 would include circuitry which is relatively conventional and commercially available, so as to sense motion in a spatial area surrounding the switch 888. If motion is sensed, the switch 888 will be caused to generate signals on an interconnected DC line (such as previously described cable 566), which may be applied through a network tap module to the DC communications bus DC 3 associated with the rail system 100. As with the other switches described herein, the network 103 may be “programmed” so that certain devices (such as lights or the like) are responsive to the signals generated by the motion sensing switch 888.

Although the foregoing paragraphs have described four types of switches, numerous other types of switch configurations may be utilized for purposes of controlling various devices or applications associated with the network 101, without departing from the novel concepts of the invention.

The split bus rail system 100 provides a means for facilitating control and reconfiguration of controlled relationships among various devices associated with applications which may be utilized with the rail system 100. An example of a controlling/controlled relationship among devices has been previously described herein for the rotary dimmer switch configuration 568 and track lights 514 (see FIGS. 21, 22, 23, 49, 50 and 51).

The prior description also focused on the structure of the main rails 114, AC power buses 174, DC power and communications buses 210 and various types of connector modules. Essentially, the network 103 of the split bus rail system 100 has a particularly significant advantage, namely, it does not require any type of centralized processor or controller elements. That is, the network 103 can be characterized as a distributed network, without requirement of centralized control. Further, it is a programmable network, where controlling/controlled relationships among devices associated with an application are not structurally or functionally “fixed.” In fact, various types of devices can be “reprogrammed” to be part of differing applications. For example, a dimmer light track may be programmed to be controlled by a first rotary dimmer switch configuration, and then “reprogrammed” to be controlled by only a second rotary dimmer switch configuration, or both the first and second rotary dimmer switch configurations. This can occur without any necessity whatsoever of physical rewiring, or programming of any type of centralized controller. Instead, the network 103 utilizes what is referred to as a “programming tool” for effecting the application environment. As an example embodiment of a programming tool which may be utilized with the rail system 100, subsequent paragraphs herein will describe a manually manipulable and hand-held “wand.”

With the network structure described herein, the network 103 can be characterized not only as a distributed network, but also as an “embedded” network. That is, it is embedded into physical devices (e.g. connector modules, etc.) and linked together through mechanical structure of the rail system 100. In this regard, with the connector modules interconnecting various devices (e.g. switches, lights, etc.) to the AC and DC bus structures, the connector modules can be characterized as “nodes” of the network.

With the network characterized in this manner, it is worthwhile, for purposes of understanding the power and communications distribution, to illustrate an exemplary rail system 100 and network “backbone” associated therewith. In typical communications networks, the backbone is often characterized as a part of the network which handles the “major” traffic. In this regard, the backbone typically employs the highest speed transmission paths in the network, and may also run the longest distance. Many communications systems utilize what is often characterized as a “collapsed” backbone. These types of collapsed backbones comprise a network configuration with the backbone in a centralized location, with “subnetworks” attached hereto. In contrast, the network 103 which is associated with the split bus rail system 100 is somewhat in opposition to the concept of a collapsed backbone. In fact, the backbone of the network 103 can better be described as a “distributed” backbone. Further, the network 103 can be characterized as being an “open” system, and even the backbone can be characterized as an “open” backbone. That is, the network and the backbone are not limited in terms of expansion and growth.

For purposes of understanding of this concept of the backbone, FIG. 45 illustrates an exemplary structure of the split rail system 100. The illustration is essentially in a “diagrammatic” format. Specifically, FIG. 45 illustrates a rail system 100 configuration having sixteen main rails 114. The sixteen rails are identified as main rails 114A through 114O, with two rails 114J1 and 114J2. In the particular configuration shown, three or four main rails 114 are essentially in a coaxial configuration. For example, main rails 114A, 114J1, 14J2 and 114K form one coaxial configuration. Similarly, main rails 114D, 114G and 114N form another coaxial configuration. FIG. 45 also illustrates incoming 120 volt AC power on line 900. This power can be general building power. The incoming AC power on line 900 is applied to common power distribution cables 902. In the particular embodiment shown in FIG. 45, two power distribution cables 902 are utilized. The power distribution cables 902 are further shown in FIG. 45 as being coupled to either one or a pair of 120 volt AC power cables 590. These AC power cables 590 were previously described with respect to FIG. 41 and the power entry box 580. As further shown in FIG. 45, each of the main rails 114, with the exception of rail 114J2, has a power entry box 580 at one end of the associated main rail 114. For example, with respect to main rails 114B and 114I, each rail has a power entry box 580 associated therewith, which may be physically adjacent to each other, as shown in FIG. 45. As previously described herein with respect to FIGS. 41, 42, 43 and 44, the power entry boxes 580 have outgoing AC power cables 594 and outgoing DC power cables 602 extending outwardly from the power entry boxes 580. As shown in FIG. 45, these power cables 594, 602 are attached to corresponding cables associated with power entry connector modules 400. Such a power entry connector module 400 was previously described with respect to FIGS. 13-16 and FIG. 44. The combination of the power entry box 580 and associated power entry connector module 400 is utilized to apply the incoming 120 volt AC building power to the AC buses 174 previously described herein. Further, as also previously described herein, each power entry box 580 includes an AC/DC converter 600 (FIG. 41) which converts the AC power to appropriate low voltage DC power, and applies the same to DC buses DC1 and DC2 of the bus configuration 210. This DC power is applied first from the power entry box 580 to the power entry connector module 400 through DC power cables 602.

As further shown in FIG. 45, each of the main rails 114 has a power entry box 580 associated therewith, with the exception of main rail 114J2. As shown therein, a jumper connector module 402 (previously described with respect to FIG. 13) is shown connected to the main rail 114J1 at an end of the main rail 114J1 opposing the end associated with the power entry box 580. AC power cables 472 and DC power cables 470 are utilized to “jump” power from the main rail 114J1 to the main rail 114J2, through the jumper connector module 402 and the power entry connector module 400. Accordingly, power is being applied from the main rail 114J1 to the main rail 114J2. In accordance with the foregoing, AC and DC power is applied to all of the main rails 114A-114O associated with the split bus rail system 100.

In addition to applying appropriate power to each of the main rails 114, it is also necessary to interconnect the communication signals associated with the split bus rail system 100 which are applied on the communications buses DC3 of the DC bus configurations 210 associated with each of the main rails 114. For this purpose, DC communications cables 910 are utilized, as shown in FIG. 45. More specifically, and as an example, DC communication signals from DC bus DC3 on main rail 114A are applied through the power entry connector module 400 associated with rail 114A, and through DC communications cable 910. The communications signals on cable 910 are coupled to the main rail 114B through the connection of DC communications cable 910 to the power entry module 400 associated with main rail 114B.

Correspondingly, the DC communications bus DC3 associated with main rail 114B is coupled to the DC communications bus DC3 associated with the main rail 114C through the same type of interconnection, namely through a power entry connector module 400 associated with main rail 114B, through a DC communications cable 910 and through a further power entry connector module 400 associated with the main rail 114C. A DC communications cable 910 is also coupled between a jumper module 402 associated with main rail 114J1 and a power entry connector module 400 associated with main rail 114J2.

In accordance with the foregoing, not only is AC and DC power applied to the AC buses 174 and DC buses DC1 and DC2 of the DC bus configuration 210 associated with all the main rails 114, but the DC buses DC3 of the DC bus configurations 210 for each main rail 114 are also coupled together, through the DC communications cables 910. With the particular configuration illustrated in FIG. 45, a “backbone” 904 of the network 103 associated with the split bus rail system 100 can be defined. With the FIG. 45 configuration, the “initiation point” for the back bone 904 begins at the power entry box 580 associated with main rail 114A. The communications path of the backbone 904 then flows from main rail 114A through the DC communications cables 910 (and associated power entry connector modules 400) associated with the main rails 114A-114O in alphabetical sequence, with the path of communication signals being coupled from main rail 114J Ito main rail 114K, and main rail 14J1 being coupled to main rail 114J2. The “termination” of the particular backbone 904 shown in FIG. 45 occurs at the power entry connector module 400 associated with main rail 114O. With this backbone 904 in place, it can be seen that the main rails 114 actually function in what can be characterized as a series of “parallel” network branches off of the backbone 904. It can also be seen that the backbone 904 represents a completely open system, in that main rails 114 (and associated power entry boxes and power entry connector modules) can be readily added to the backbone 904 and network 103.

FIG. 46 is similar to FIG. 45, in that it illustrates an embodiment of the rail system 100 in a “diagrammatic” format. More specifically, FIG. 45 illustrates aspects of an embodiment or system layout 912 of the split bus rail system 100. The system layout 912 illustrates the network 103, with two programmable applications, namely a light bank 914 and an automated projection screen 922. For purposes of description, and as with FIG. 45, elements such as cross-rails 128, bracing supports 126, support rods 112 and other support and hanger components (including the building support structure) are not shown in FIG. 46. Further, unlike FIG. 45, and for purposes of simplicity of the illustration in FIG. 46, incoming building power and power distribution cables (such as the incoming 120 volt AC power 900 and power distribution cables 902 in FIG. 45) are not illustrated in FIG. 46. However, the system layout 912 in FIG. 46 is substantially similar to the system layout in FIG. 45. More specifically, FIG. 46 includes a series of lengths of main rail 114A-114J. Power entry boxes 580 are located at the beginning of each main rail 114, and AC power cables 594 and DC power cables 602 connect each of the power entry boxes 580 to a corresponding one of the power entry modules 400.

Also, the DC communications bus DC3 associated with DC buses 210 of each main rail 114 is coupled to another DC communications bus DC3 of the DC buses 210 associated with another main rail 114. In this manner, all of the DC communication buses DC3 are linked together, through a “backbone” as previously described with respect to FIG. 45.

As earlier stated, the system layout 912 shown in FIG. 46 includes a light bank 914, illustrated as having a series of six lights 916. The lights 916 are all linked together through cables 918, so that all of the lights 916 are either enabled or disabled together. The lights 916 are coupled to a connector module. In this instance, the connector module corresponds to a receptacle connector module 480, which provides conventional three wire AC power through a receptacle to the light bank 914. The power may be provided through a conventional AC power cord 917 which is electrically coupled to a first one of the lights 916 of the light bank 914.

Still further, it can be assumed that the light bank 914 has been “programmed” to be under control of a switch 920. The switch 920 may be any one of a number of different types of switches, such as the pressure switch 880 previously described with respect to FIG. 52. The switch 920 is connected to the network 103 through a DC communications cable 910, which is interconnected through network tap module 560 to the DC communications bus DC3 associated with main rail 114D. As illustrated in FIG. 46, the network tap module 560 is associated with main rail 114D, while the receptacle connector module 480 (coupled to the light bank 914) is associated with main rail 114C. However, the communications buses DC3 of the main rails 114D and 114C are coupled together through the DC communications cable 910 connected to each of the power entry modules 400 associated with the main rails 114D and 114C. Accordingly, following appropriate “programming” of the correlation between the light bank 914 and the switch 920, enablement of the switch 920 will cause communication signals to be applied through the DC buses DC3 associated with both main rails 114D and 114C. The processing components associated with the receptacle connector module 480 coupled to the light bank 914 will be responsive to these communication signals, so as to control AC power signals applied to the light bank 914.

Correspondingly, and as previously mentioned, the system layout 912 illustrated in FIG. 46 is further shown as having an automated projection screen 922. It may be assumed that the projection screen 922 is a conventional projection screen, which can be responsive to appropriate AC power signals so as to “unwind” and provide a full projection screen. Such projection screens which may be utilized as screen 922 are well known and commercially available.

The projection screen 922 is shown as being interconnected to a receptacle module 480 through an AC power cable 925. The receptacle module 480 is coupled to the main rail 114H. For control of the automated projection screen 922, it may be assumed that the user has “programmed” a controlling/controlled relationship between the screen 922 and the switch 924. The switch 924 may be any of a number of different types of switches, such as a pressure switch 880 as previously described with respect to FIG. 51. In FIG. 46, the switch 924 is illustrated as being coupled through a DC cable 910 to a network tap module 560 associated with main rail 114J. As further illustrated in FIG. 46, in the event a user activates or otherwise enables switch 924, communications signals can be applied through the DC communications cable 910 coupling the switch 924 to the network tap module 560 associated with main rail 114J. These communications signals can then be further applied to main rail 114H through the DC communications cables 910 which couple the DC buses DC3 of main rail 114J and 114I, and the cable 910 which couples the DC communications buses DC3 of main rail 114I to those of main rail 114H. The receptacle connector module 480 on main rail 114H will be responsive to these communications signals, so as to apply (or not apply) power to the AC power cable 925 connecting the receptacle connector module 480 to the automated projection screen 922. In accordance with the foregoing, the system layout 912 of a split bus rail system 100 in accordance with the invention provides means for generating and applying communications control signals among various devices associated with applications connected to the split bus rail system 100, in addition to selectively applying power (which may be either AC or DC) to various application devices.

Another aspect of system layout 912 of a split bus rail system 100 in accordance with the invention should be mentioned. Specifically, the layout 912 has been described with respect to the use of DC communication cables 910. As further shown in FIG. 46, it would be possible to replace one or more of these DC communication cables 910 with electronics which would provide for wireless signals to be transmitted between various system components, such as power entry modules 400 on different ones of the main rails 114. Also, wireless signals, such as wireless signals 928 shown in FIG. 46 could replace the DC communications cables 910 which couple together devices such as the switch 920 to a network tap module 560. Still further, it is apparent that numerous other device and application configurations could be utilized with a layout of the split bus rail system 100, other than that illustrated in FIG. 46. In fact, an advantage of the rail system 100 in accordance with the invention is that it is an “open” system, and facilitates the addition of application devices, backbone equipment and the like.

To this point, discussion regarding the network portion of the split bus rail system 100 has focused around the AC and DC buses 174, 210, respectively, various types of connector modules, the power entry box 580 and interconnection of various application devices and to the network 103. Numerous times, however, reference has also been made to the concept of “programming” the control and reconfiguration of control relationships among various application devices which may be utilized with the rail system 100. As an example, the discussion regarding FIG. 46 mentioned the concept of establishing controlling/controlled relationships among switches, lights and automated projection screens. To provide an exemplary embodiment of this concept of programmable control, on a “real time” and “decentralized” basis, reference is made to FIGS. 58, 59 and 60. Specifically, these drawings illustrate a system layout 940, employing a series of four main rails 114A-114D bracing supports 126 are also shown interconnecting the main rails 114, and support rods 112 are shown in part as securing the bracing supports 126 to the building structure. For purposes of this description, power cables, DC communication cables extending between main rails 114 and similar elements are not shown. Instead, FIG. 58 also illustrates a conventional light 942. The light 942 is connected through an AC power cable 944 to a receptacle connector module 480 associated with main rail 114B. In addition, a switch 946 (which may be any one of a number of different types of switches) is illustrated as being secured to a wall 947. The switch 946 is coupled (on a communications signaling basis) to main rail 114D through DC communications cable 948 and a network tap module 560. As previously described with respect to FIGS. 45 and 46, other DC communications cables (not shown) and network tap modules (not shown) can be utilized to couple the DC communications buses DC3 associated with any one of the main rails 114 to the DC communications buses DC3 of the other main rails 114 associated with layout 940.

Further, it can be assumed that it is the desire of a user 950 to establish a controlling/controlled relationship between the switch 946 and the light 942. For this purpose, and as shown in FIGS. 58, 59 and 60, the user 950 is employing a “programming tool.” In this particular instance, the programming tool can be characterized as a control wand 952. The control wand 952 is utilized for purposes of transmitting spatial programming signals 954, which are capable of being received through IR receivers 500 associated with the switch 946 and the receptacle connector module 480. An example of the control wand 952 is illustrated in FIGS. 55, 56 and 57. With reference thereto, the control wand 952 may be of an elongated configuration. At one end of the control wand 952 is a light source 956 which, preferably, would generate a substantially collimated beam of light. In addition to the light source 956, the control wand 952 may also include an infrared (IR) emitter 958, for transmitting infrared transmission signals to corresponding IR receivers 500 associated with the split bus rail system 100, including the connector modules and the application devices.

The control wand 952 may also include a trigger 960, for purposes of initiating transmission of IR signals. Still further, the control wand 952 may include mode select switches, such as mode select switch 962 and mode select switch 964. These mode select switches would be utilized to allow manual selection of particular commands which may be generated utilizing the control wand 952. The control wand 952 would also utilize a controller (not shown) or similar computerized devices for purposes of providing requisite electronics within the control wand 952 for use with the trigger 960, mode select switches 962, 964, light source 956 and IR emitter 958. An example of the use of such a wand, along with attendant commands which may be generated using the same, is described in commonly assigned International Patent Application No. PCT/US03/12210, filed Apr. 18, 2003.

Referring back to FIG. 58, the user 950 could employ the wand 952 to transmit signals to the IR receiver 500 (not shown) associated with the receptacle connector module 480. These spatial IR signals are illustrated as signals 954. For purposes of illustrating a relatively simple control sequence, it can be assumed that the user 950 wishes to have the light switch 946 control the particular lighting fixture 942. The user 950 could first configure the mode selector switches 962, 964 associated with the wand 952 so as to enable a “control set” sequence. The wand 952 could then be pointed to the IR receiver 500 (not shown) associated with the receptacle connector module 480. When the wand 952 is appropriately pointed (indicated by the light source 956), the user 950 may activate the trigger 960 on the wand 952.

The user could than “point” the wand 952 to the IR receiver 500 associated with the switch 946. When the wand 952 again has an appropriate directional configuration, as indicated by the light source 956, the trigger 960 could again be activated, thereby transmitting the appropriate IR signals 954. This concept is illustrated in FIG. 59. Additional signals could then be transmitted through the wand 952, so as to indicate that the control sequence is complete and the lighting fixture 942 is to be controlled by the light switch 946.

As earlier described, certain application devices, such as the lighting fixture 942, may be located somewhat far away from their associated receptacle connector module 480. In this instance, an additional IR receiver 500 could be coupled to the IR receiver 500 associated with the receptacle connector module 480, and attached in a convenient location to the lighting fixture 942 itself. This concept was previously described with respect to FIG. 61, and is illustrated again in FIG. 60, with an IR receiver 500 attached to one end of the lighting fixture 942.

In addition to the foregoing, signaling may be used, for purposes of changing the on and off states of various elements. For example, with RF signaling, an individual could possibly turn on all of the elements in an office or other commercial interior with a general signal rather than with a specific switch.

Reference is again made to FIG. 58, with respect to certain other aspects of the split bus rail system 100 in accordance with the invention. Specifically, FIG. 58 illustrates the wall 947 (which can also be characterized as a space divider 947) as being supported along one of the main rails 114E. The support occurs through the hangers 953. The hangers 953 can be characterized as connector means which are coupled to the main rail 114E for supporting a vertically disposed functional element, such as the wall or space divider 947. It should be noted that multiple space dividers 947 could be supported in this manner. Still further, FIG. 58 also illustrates a visual shield 949 which essentially comprises a panel or a similar visual shield element supported through the structural channels 114 and the bracing supports 126. In this manner, the system 100 in accordance with the invention has the capability of supporting functional elements such as the visual shield 949. Also shown as being supported through use of the rails 114 and bracing supports 126 is a visual shield which is often referred to as a “light bag” visual shield 951. This type of visual shield 951 can be utilized in combination with various lighting elements so as to project different lighting patterns and lighting densities. The visual shields 949 and 951 can be characterized as horizontally disposed functional elements, supported from main rail assemblies. Still further, other types of functional elements could be supported through use of the split bus rail system 100, both above and below the plane formed by the structural rails 114 and bracing supports 126. For example, in addition to such functional elements as the space divider 947 and visual shield 949, elements such as the previously referenced projection screen 922 (see FIG. 46) can also be supported through rails 114 and bracing supports 126. Still further, components such as visual projectors and electric motors can be supported, again either above or below the plane formed by the rails 114 and bracing supports 126.

As described in the foregoing, the split bus rail system 100 in accordance with the invention facilitates flexibility and reconfiguration in the location of various devices which may be supported and mounted in a releasable and reconfigurable manner within the rail system 100. The split bus rail system 100 also facilitates access to locations where a commercial interior designer may wish to locate various functional or utilitarian devices, including electrical power receptacles and the like. As described herein, the split bus rail system 100 carries not only AC power (of varying voltages) but also DC power and DC communication signals. The communication signals are associated with a communications bus structure permitting the “programming” of controlled relationships among various devices. The programming (or reprogramming) may be accomplished at the location of the controlled and controlling elements, and my be accomplished by a lay person without significant training or expertise.

The split bus rail system 100 in accordance with the invention facilitates the reconfiguration of a commercial interior in “real time.” Not only may various functional elements be quickly relocated from a “physical” sense, but relationships among functional or utilitarian devices can also be altered, in accordance with the prior description relating to programming of control relationships. The split bus rail system 100 in accordance with the invention presents a “totality” of concepts which provide a commercial interior readily adapted for use with various devices, and with the capability of reconfiguration without necessarily requiring additional physical wiring or substantial rewiring. With this capability of relatively rapid reconfiguration, change can be provided in a building's infrastructure quickly, ensuring that the attendant commercial interior does not require costly disassembly and reassembly, and is not “down” for any substantial period of time. Further, the split bus rail system 100 in accordance with the invention, with attendant devices, permits occupants to allow their needs to “drive” the structure and function of the infrastructure and layout.

In addition to the foregoing, the split bus rail system 100 in accordance with the invention overcomes other issues, particularly related to governmental and institutional codes and regulations associated with electrical power, mechanical support of overhead structures and the like. For example, it is advantageous to provide availability throughout a number of locations within a commercial interior. The rail system 100 in accordance with the invention provides the advantages of an overhead structure for distributing power (both AC and DC) and communications signals. However, structural elements carrying electrical signals (either in the form of power or communications) are regulated as to mechanical load-bearing parameters. As described herein, the split bus rail system 100 in accordance with the invention utilizes a suspension bracket for supporting elements such as bracing supports and the like throughout the overhead structure. With the use of these elements in accordance with the invention, the load resulting from these support elements is directly supported through elements coupled to the building structure of the commercial interior. Accordingly, rail elements carrying power and communication signals do not support the mechanical loads resulting from various other support and hanger components associated with the rail system 100. This provides significant advantages, in that regulations do not permit power and communication distribution systems to carry significant mechanical loads. That is, the split bus rail system 100 in accordance with the invention provides for both power distribution and a distributed communications network, notwithstanding governmental and institutional restrictive codes and regulations.

Still other advantages exist in accordance with certain aspects of the invention. For example, the rail system 100 provides for carrying relatively high voltage cables, such as 277 volt AC power cables. With the use of wireways as previously described herein, such cabling can be appropriately shielded, and meet all necessary codes and regulations. Still further, the rail system 100 in accordance with certain other aspects of the invention carries both DC “working” power, and a DC communications network. DC power advantageously is generated from building power, through AC/DC converters associated with the power entry boxes.

Still further advantages in accordance with certain aspects of the invention relate to the carrying of both AC and DC power. Again, governmental and institutional codes and regulations include some relatively severe restrictions on mechanical structures incorporating buses carrying both AC and AC power. The split bus rail system 100 in accordance with the invention provides for a mechanical and electrical structure which includes distribution of AC and DC power, with a mechanical structure which should meet most codes and regulations.

Still further, the split bus rail system 100 in accordance with the invention includes the concept of providing both wireways and cable trays for carrying AC and DC cables. The rail system 100 includes not only capability of providing for a single set of cable trays and wireways, but also provides for “stacking” of the same. Still further, other governmental and institutional codes and regulations include restrictions relating to objects which extend below a certain minimum distance above ground level, with respect to support of such objects. The split bus rail system 100 in accordance with the invention provides for breakaway hanger assemblies, again for meeting certain codes and regulations. Still further, with a distributed power system such as the split bus rail system 100, it is necessary to transmit power between various types of structural elements, such as different lengths of main rails. Advantageously, with the particular mechanical and electrical structure of the rail system 100, flexible jumpers can be utilized to transmit power from one main rail length to another.

In addition to the foregoing, the rail system 100 can be characterized as not only a distributed power network, but also a distributed “intelligence” network. That is, when various types of application devices are connected into the network of the rail system 100, “smart” connectors will often be utilized. It is this intelligence associated with the application devices and their connectivity to the network which permits a user to “configure” the rail system 100 and associated devices as desired. This is achieved without requiring any type of centralized computer or control systems.

Still further, the rail system 100 in accordance with another aspect of the invention may be characterized as an “open” system. That is, the rail system 100 can readily be added to, with respect to both structural elements and functional devices.

Other advantageous concepts also exist with respect to the rail system 100 in accordance with the invention. For example, mechanical elements utilized for supporting the rail system 100 from the building structure itself permit the “height” of the rail system 100 from the floor to be varied.

It will be apparent to those skilled in the pertinent arts that other embodiments of rail systems in accordance with the invention may be designed. That is, the principles of a rail system for providing distributed power and distributed intelligence among various types of functional devices, are not limited to the specific embodiment described herein. For example, and as earlier stated, certain types of communications which occur through the use of cables in the split bus rail system 100 may be achieved through wireless configurations. Accordingly, it will be apparent to those skilled in the art that modifications and other variations of the above-described illustrative embodiment of the invention may be effected without departing from the spirit and scope of the novel concepts of the invention.

Claims

1. An overhead system for use within a building infrastructure for supporting a plurality of application devices, said system comprising: a plurality of main rails interconnected so as to form a structural grid, said structural grid forming at least one visual plane relative to said building infrastructure;said structural grid further forming a plurality of panel insert areas open to said building infrastructure;a plurality of panels, said panels being inserted into said panel insert areas, said panels limiting access to space above said visual plane from below said visual plane; andsaid plurality of main rails comprises means for permitting passage of cabling from above said visual plane to below said visual plane, in the absence of requiring any of said cabling to be passed through apertures of any of said panels.

2. An overhead system for supporting and energizing a plurality of application devices electrically connectable to said overhead system, said system comprising at least one elongated main rail assembly forming a mechanical structure, constructed as a dual rail comprising an elongated power rail and an elongated communications rail.

3. An overhead system in accordance with claim 2, characterized in that said system further comprises connector means coupled to said at least one elongated main rail assembly for supporting vertically disposed functional elements below said elongated main rail assembly.

4. An overhead system in accordance with claim 3, characterized in that said functional elements comprise one or more space dividers.

5. An overhead system in accordance with claim 2, characterized in that said system further comprises: a plurality of elongated main rail assemblies; andconnector means connected to said elongated main rail assemblies for supporting horizontally disposed functional elements from said main rail assemblies.

6. An overhead system in accordance with claim 5, characterized in that said functional elements comprise visual shields.

7. An overhead system in accordance with claim 2, characterized in that said system further comprises: a plurality of elongated main rail assemblies;connector means connected to said main rail assembly for supporting a plurality of functional elements above and/or below said main rail assembly; andsaid functional elements consist of one or more of the following group: space dividers; visual shields; projection screens; visual projectors; and electric motors.

8. An overhead system in accordance with claim 2, characterized in that said system further comprises power distribution means adapted to be connected to a source of electrical power for energizing said application devices.

9. An overhead system in accordance with claim 8, characterized in that said system further comprises communications distribution means for carrying communication signals.

10. An overhead system in accordance with claim 9, characterized in that: said power distribution means comprises a power bus assembly adapted to be connected to a source of electrical power, and coupled to said power rail so as to distribute said electrical power along the length of said elongated power rail for energizing said application devices; andsaid communications distribution means comprises a communications bus assembly coupled to said communications rail, so as to carry communication signals along the length of said communications rail.

11. An overhead system in accordance with claim 10, characterized in that said power distribution means further comprises a plurality of connector modules electrically connected to said power supply means through said power bus assembly and locatable at desired connectable positions along said main rail assembly, so as to be electrically connectable with said application devices to be energized.

12. An overhead system in accordance with claim 11, characterized in that said system is configured so as to provide for releasable interconnection of said connector modules substantially along a continuum of said main rail assembly.

13. An overhead system in accordance with claim 11, characterized in that each of said plurality of connector modules comprises means responsive to a subset of said communication signals for selectively controlling application of electrical power from said connector modules to said devices.

14. An overhead system in accordance with claim 11, characterized in that a subset of said plurality of connector modules comprises means for transmitting and receiving communication signals to and from said communications distribution means and at least a subset of said application devices.

15. An overhead system in accordance with claim 11, characterized in that: said at least one main rail assembly forms a centralized and elongated channel; andat least a subset of said plurality of connector modules are mechanically and electrically coupled to said at least one main rail assembly with said subset of connector modules fitting within said channel.

16. An overhead system in accordance with claim 11, characterized in that said power distribution means further comprises DC means connected to at least one source of DC power for distributing said DC power to said plurality of connector modules.

17. An overhead system in accordance with claim 11, characterized in that: said overhead system is used within an infrastructure; andsaid power distribution means and said communication distribution means are reconfigurable, independent of assembly, disassembly or modifications to said infrastructure.

18. An overhead system in accordance with claim 10, characterized in that: said overhead system comprises a plurality of main rails forming said mechanical structure, each of said main rails supporting said power distribution means and said communications distribution means; andsaid overhead system is an open architectural system, in that said plurality of main rails, said power distribution means and said communication distribution means can be expanded as to size, either singularly or in combination, without requiring substitute or other replacement of components of a first, original structure of said mechanical structure, said power distribution means or said communications distribution means.

19. An overhead system in accordance with claim 10, characterized in that said system comprises means for distributing electrical power and for providing a distributed intelligence system for transmitting and receiving certain of said communication signals from application devices physically located throughout an entirety of said mechanical structure.

20. An overhead system in accordance with claim 10, characterized in that said system further comprises device connection means physically connectable to said mechanical structure, for mechanically connecting said application devices to said mechanical structure.

21. An overhead system in accordance with claim 10, characterized in that said system further comprises device connection means manually releasable and movable so as to be connected at a desired one of a plurality of different locations throughout said mechanical structure, and so as to provide for releasable interconnection and movement of said application devices throughout said mechanical structure.

22. An overhead system in accordance with claim 10, characterized in that said system further comprises means for positioning sets of electrical conductors in vertically disposed configurations.

23. An overhead system in accordance with claim 10, characterized in that said system further comprises one or more wireways for distributing and carrying sets of electrical cables throughout said mechanical structure.

24. An overhead system in accordance with claim 23, characterized in that said wireways comprise means for electrically isolating and shielding said electrical cables from other electrical and communication signal conductors associated with said overhead system.

25. An overhead system in accordance with claim 23, characterized in that said system further comprises means for vertically stacking a plurality of said wireways, one above the other.

26. An overhead system in accordance with claim 10, characterized in that said system further comprises height adjustment means coupled to said support means, for varying the height of a general horizontal plane of said mechanical structure.

27. An overhead system in accordance with claim 10, characterized in that said system further comprises application device height adjustment means for selectively varying vertical locations of selected ones of said devices, relative to a general horizontal plane of said mechanical structure.

28. An overhead system in accordance with claim 10, characterized in that said main rail assembly is configured so as to provide for releasable interconnection of said application devices substantially along a continuum of said main rail assembly.

29. An overhead system in accordance with claim 10, characterized in that said overhead system is used within a building infrastructure, and said system further comprises: a first set of structural components comprising a plurality of said main rails, with said first set of structural components carrying components of said power distribution means and components of said communications distribution means;a second set of structural components;support means for supporting said plurality of said main rails from said infrastructure; andsaid overhead system further comprises suspension bracket means coupled to said support means and to said mechanical structure for translating gravitational loads from said second set of structural components directly to said support means, so that substantially none of any gravitational loads from said second set of structural components are carried by said first set of structural components.

30. An overhead system in accordance with claim 29, characterized in that said suspension bracket means comprises means for translating gravitational loads of said first set of structural components directly to said support means.

31. An overhead system in accordance with claim 29, characterized in that said suspension bracket means comprises individual means for connecting to a single one of said first set of said structural components, and to a pair of said second set of said structural components.

32. An overhead system in accordance with claim 31, characterized in that gravitational loads exerted on said suspension bracket means from said pair of said second set of structural components act so as to increase coupling forces between certain components of said suspension bracket means.

33. An overhead system in accordance with claim 29, characterized in that said support means comprise a plurality of support rods, and each of said suspension bracket means comprises means for connecting to a single one of said plurality of support rods.

34. An overhead system in accordance with claim 29, characterized in that said system further comprises: at least one wireway for distributing and carrying sets of electrical cables throughout said overhead system; andsaid wireway is carried on said overhead system so that gravitational loads are carried by said support means, and not carried by either said first set of structural components or said second set of structural components.

35. An overhead system in accordance with claim 34, characterized in that: said support means comprises a plurality of vertically disposed support rods; andsaid suspension bracket means comprises a plurality of suspension brackets, each of said suspension brackets being stackable on individual ones of said support rods, with said suspension brackets being independent of any connection to said first set of structural components or said second set of structural components.

36. An overhead system in accordance with claim 34, characterized in that said suspension bracket means comprise means for vertically stacking said second set of structural components.

37. An overhead system in accordance with claim 29, characterized in that: said support means comprises a plurality of vertically disposed support rods; andsaid suspension bracket means comprise a plurality of suspension brackets, with each of said suspension brackets being connectable to any single one of said plurality of support rods.

38. An overhead system in accordance with claim 29, characterized in that said suspension bracket means comprises a plurality of suspension brackets, each of said suspension brackets comprising:first section means connected to a first one of said second set of structural components;second section means connected to a second one of said second set of structural components;central support section means connected to a first one of said first set of structural components, said first section means, said second section means and said support means; andsaid central support section means is connected to said support means so that gravitational loads from said first section means and said second section means are translated directly to said support means, and said gravitational loads are not carried by said first one of said first set of structural components.

39. An overhead system in accordance with claim 38, characterized in that: said first section means comprises a central portion having a leg formed on one side thereof, so as to configure a capturing slot, and an arcuate arm formed on an opposing side of said central portion;said second section means is substantially identical to said first section means; andwhen assembled, said arcuate arm of said first section means is captured within said capturing slot of said second section means, and said arcuate arm of said second section means is captured within said capturing slot of said first section means.

40. An overhead system in accordance with claim 38, characterized in that: said first section means comprises a first suspension bracket section half; andsaid second section means comprises a second suspension bracket section half, with said second suspension bracket section half being substantially identical to said first suspension bracket section half.

41. An overhead system in accordance with claim 40, characterized in that when one of said suspension brackets is assembled with said first and said second suspension bracket section halves being coupled together, outwardly directed forces exerted on said suspension bracket section halves of said one suspension bracket will act so as to increase coupling forces between said first and said second suspension bracket section halves.

42. An overhead system in accordance with claim 29, characterized in that: said suspension bracket means comprises a plurality of suspension brackets, each of said suspension brackets comprising a universal suspension plate assembly connected to said support means; andsaid universal suspension plate assembly is adapted to be used independently of other components of said suspension bracket, for purposes of directly securing structural elements to said support means.

43. An overhead system in accordance with claim 10, characterized in that said main rail assembly comprises: a power rail assembly supporting said power bus assembly; anda communications rail assembly supporting said communications bus assembly.

44. An overhead system in accordance with claim 43, characterized in that said power rail assembly is substantially a mirror image of said communications rail assembly as supported and made part of said main rail assembly.

45. An overhead system in accordance with claim 10, characterized in that said power bus assembly comprises a plurality of spaced apart AC power buses, each of said power buses being electrically isolated from others of said power buses.

46. An overhead system in accordance with claim 45, characterized in that each of said AC power buses faces laterally outwardly, relative to a longitudinal axis of said rail assembly, said power buses being utilized to provide a continuum of AC electrical power along the length of said main rail assembly.

47. An overhead system in accordance with claim 10, characterized in that said communications bus assembly comprises a plurality of spaced apart communication buses, each of said buses being electrically isolated from others of said communications buses.

48. An overhead system in accordance with claim 47, characterized in that said communications buses function so as to provide a continuum of DC power and communications signals along the length of said main rail assembly.

49. An overhead system in accordance with claim 47, characterized in that said communications buses face laterally outwardly, relative to a longitudinal axis of said main rail assembly.

50. An overhead system in accordance with claim 10, characterized in that said system further comprises: a power rail assembly supporting said power bus assembly;a communications rail assembly supporting said communications bus assembly;said power bus assembly comprising a plurality of AC power buses; andsaid communications rail assembly comprising a plurality of communications buses.

51. An overhead system in accordance with claim 50, characterized in that said plurality of AC buses provide multiple, separate AC circuits selectively available to a user for purposes of energizing said application devices.

52. An overhead system in accordance with claim 50, characterized in that: said plurality of communications buses comprise at least three communication buses;at least two of said communications buses carry DC power along said main rail; andsaid communications buses comprise buses carrying communications signals along said main rail.

53. An overhead system in accordance with claim 10, characterized in that said system is used within an infrastructure, and said system further comprises: a plurality of main rails;support means for supporting said plurality of said main rails from said infrastructure;a plurality of bracing supports connected between said main rails;said support means comprises a plurality of suspension brackets and a plurality of elongated supporting elements connected to said infrastructure and further connected to at least one main rail; andsaid plurality of main rails, said plurality of suspension brackets, said plurality of bracing supports and said plurality of elongated supporting elements form a structural grid comprising a common base for implementing various configurations of said overhead system.

54. An overhead system in accordance with claim 53, characterized in that an overhead system of an initial structural configuration can be expanded in size so as to form a second overhead system without modification of said initial structural configuration.

55. An overhead system in accordance with claim 53, characterized in that: said system comprises a plurality of suspension points or nodes, where each suspension point or node is formed at a location along one of said main rails, and where ends of a pair of said bracing supports, one of said suspension brackets and one of said elongated supporting elements are coupled together; andsaid coupling is provided by said suspension bracket supporting, at least in part, said pair of said bracing supports, and said elongated supporting element supporting said suspension bracket, said main rail in part, and said pair of structural channels.

56. An overhead system in accordance with claim 10, characterized in that said system is used within an infrastructure, and said system further comprises: a plurality of main rail assemblies;support means for supporting said main rail assemblies from said infrastructure; andsaid plurality of main rail assemblies comprises a series of spaced apart apertures, said spaced apart apertures adapted to permit passage of electrical cables therethrough.

57. An overhead system in accordance with claim 56, characterized in that said main rail assemblies are supported by said support means, and load ratings of any given one of said main rail assemblies may be varied by varying the intervals at which said main rail assemblies are supported by said support means.

58. An overhead system in accordance with claim 10, characterized in that said system is used within an infrastructure, and said system further comprises: a plurality of main rails;support means for supporting said main rails from said infrastructure; anda plurality of cross channels, each of said cross channels being coupled to and supported by said support means.

59. An overhead system in accordance with claim 58, characterized in that each of said plurality of cross channels has opposing ends positioned adjacent said main rails, with each of said cross channels being supported by said support means.

60. An overhead system in accordance with claim 10, characterized in that said overhead system is used within a building infrastructure, and said system comprises: a plurality of main rails interconnected so as to form a structural grid, said structural grid forming at least one substantially horizontal plane relative to said building infrastructure; andconnection means connectable to components of said structural grid and to a subset of said application devices, so as to support said subset of said application devices above and below said substantially horizontal plane of said structural grid.

61. An overhead system in accordance with claim 10, characterized in that said system further comprises: a plurality of connector modules electrically connected to said power supply means and locatable at desired connectable positions along said main rail, so as to be electrically connectable with said application devices to be energized;wireway means for carrying electrical cables carrying electrical power and/or communication signals separate and independent of other conductors of said power distribution means and/or said communication distribution means which are carrying electrical power and/or communication signals, respectively; andwireway access means for tapping into said electrical cables at locations throughout said system, for purposes of supplying electrical power and/or communication signals to one or more of said plurality of connector modules, and/or one or more of said application devices.

62. An overhead system in accordance with claim 10, characterized in that said system is used within a building infrastructure, and said system further comprises: a plurality of elongated main structural channel rails interconnected so as to form a structural grid;support means for supporting said main structural channel rails from said building infrastructure; anda plurality of universal suspension plate assemblies connectable to said main structural channel rails and to said support means in a first configuration for supporting said main structural channel rails from said building infrastructure.

63. An overhead system in accordance with claim 62, characterized in that each of said universal suspension plate assemblies is further adapted to be connectable to said main structural channel rails in a second configuration so as to support various elements from said main structural channel rails, with said elements being positioned below said main structural channel rails.

64. An overhead system in accordance with claim 62, characterized in that said universal suspension plate assemblies are adapted to be configured in a third configuration, whereby a single one of said universal suspension plate assemblies in said third configuration is connected to said support means and is also mechanically interconnected to adjacent ends of a pair of said main structural channel rails.

65. An overhead system in accordance with claim 10, characterized in that said system further comprises: a plurality of main structural channel rails;a plurality of cross channels mechanically interconnected between two or more of said main structural channel rails, so as to form a structural grid;bracket configuration means mechanically supported on one or more of said cross channels, for purposes of supporting application devices above a general plane of said structural grid; andsaid bracket configuration means has a plurality of braces and a plurality of T-brackets and 90° brackets for purposes of interconnecting together two or more of said braces of said bracket assembly means, and for also connecting said braces to said cross channels.

66. An overhead system in accordance with claim 10, characterized in that said system further comprises: at least one cableway adapted to be positioned above said main rail, and comprising individual cableway sections for carrying conductors, with said conductors carrying low voltage power and/or communication signals; andeach of said cableway sections comprises a living hinge for access to interiors of said cableway sections.

67. An overhead system in accordance with claim 10, characterized in that: said system further comprises a plurality of main rails adapted to support various components of said overhead system, including said power distribution means and said communication distribution means; andsaid main rails are configured so as to include apertures therein, whereby space is provided for structural and electrical components of said overhead system to be extended from above a general plane of said main rails through center portions of said main rails.

68. An overhead system in accordance with claim 10, characterized in that said power distribution means further comprise power entry means directly connected to said power supply means for applying electrical power from said power supply means to other components of said power distribution means.

69. An overhead system in accordance with claim 68, characterized in that said power entry means comprise means responsive to said power supply means for generating DC power.

70. An overhead system in accordance with claim 68, characterized in that said power entry means comprise: a plurality of power entry boxes directly connected to said power supply means, and adapted to be secured to and supported by components of said mechanical structure; anda plurality of power box connectors, each connector associated with a corresponding one of said power entry boxes, and having means for electrically connecting said power entry boxes to components of said power distribution means.

71. An overhead system in accordance with claim 68, characterized in that at least a subset of said power entry means comprises means for receiving power of multiple voltages from said power supply means.

72. An overhead system in accordance with claim 68, characterized in that said power entry means comprise network circuit means for providing certain circuit paths for said communication signals.

73. An overhead system for use within a building infrastructure for supporting and energizing a plurality of application devices which primarily depend downwardly from said overhead system, said system comprising: at least one main rail for providing a mechanical structure for said overhead system, said one main rail comprising first and second opposing lateral sides;support means for supporting said one main rail from said building infrastructure;power distribution means electrically connected to power supply means for distributing electrical power along said main rail;communications distribution means for distributing communication signals along said main rail;said power distribution means comprises a power bus assembly mounted on said first opposing lateral side of said one main rail; andsaid communications distribution means comprises a communications bus assembly mounted on said second opposing lateral side.

74. An overhead system for use within a building infrastructure for supporting and energizing a plurality of application devices, said system comprising: at least one main rail for providing a mechanical structure for said overhead system, said one main rail comprising first and second opposing lateral sides;support means for supporting said one main rail from said building infrastructure;power distribution means electrically connected to power supply means for distributing electrical power along said main rail;communications distribution means for distributing communication signals along said main rail; andspacer means positioned intermediate said first and second opposing lateral sides, for ensuring separation of said power distribution means and said communications distribution means, and for providing relative rigidity for the connection of said power distribution means and said communication distribution means to said main rail.

75. An overhead system in accordance with claim 74, characterized in that said spacer means provide isolation of said power distribution means, and isolation of said communications distribution means.

76. An overhead system in accordance with claim 74, characterized in that said spacer means comprises a plurality of bus spacers, longitudinally spaced apart along a longitudinal axis of said main rail, with each of said bus spacers connected to both said first and said second opposing lateral sides.

77. An overhead system for use within a building infrastructure for supporting and energizing a plurality of application devices, said system comprising: a plurality of main rails for providing a mechanical structure for said overhead system;a plurality of cross channels connected between pairs of said plurality of main rails;support means for supporting said main rails and said cross channels from said infrastructure;power distribution means electrically connected to power supply means for distributing electrical power along said main rail;communications distribution means for distributing communication signals along said main rail;a plurality of suspension brackets coupled to said support means and to said mechanical structure for translating gravitational loads from said cross channels to said support means, so that substantially none of any gravitational loads from said cross channels are carried by said main rails; andsaid main rails carry components of said power distribution means and components of said communication distribution means.

78. An overhead system for use within a building infrastructure for supporting and energizing a plurality of application devices, said system comprising: a plurality of main structural channel rails for providing a mechanical structure for said overhead system;support means for supporting said structural channel rails from said building infrastructure;power distribution means electrically connected to power supply means for distributing electrical power along said main rails;communications distribution means for distributing communication signals along said main rails; anda plurality of cross rails coupled to and supported by one or more of said main structural channel rails.

79. An overhead system in accordance with claim 78, characterized in that said system further comprises connection means for connecting one or more of said cross rails to one or more of said main structural channel rails, at an acute angle relative to an elongated length of an interconnected one of said main-structural channel rails.

80. An overhead system in accordance with claim 79, characterized in that said connection means comprises a cross rail connector assembly, said cross rail connector assembly comprising: a universal structural channel attachment assembly, comprising a pair of opposing left side and right side brackets, said brackets adapted to be coupled to one of said main structural channel rails; anda suspension rod coupled to said pair of opposing brackets and to said cross rail.

81. An overhead system for use within a building infrastructure for supporting and energizing a plurality of application devices, said system comprising: at least one main rail for providing a mechanical structure for said overhead system;support means for supporting said one main rail from said infrastructure;power distribution means electrically connected to power supply means for distributing electrical power along said main rail;communications distribution means for distributing communication signals along said main rail;a wireway adapted to carry electrical cables at a position above a general plane of said mechanical structure;said wireway comprising a plurality of elongated wireway sections, each section having means for electrically and physically isolating said electrical cables from other electrical components associated with said overhead system; andsaid wireway further comprises joiner sections for mechanically interconnecting ends of pairs of adjacent wireway sections, so as to maintain electrical isolation of said electrical cables as said electrical cables pass from one of said wireway sections to an adjacent one of said wireway sections.

82. An overhead system in accordance with claim 81, characterized in that each of said wireway sections comprises a hinged cover for providing access to said electrical cables, while also selectively maintaining an isolating covering for each of said wireway sections.

83. An overhead system in accordance with claim 82, characterized in that: said mechanical structure further comprises a plurality of suspension brackets, for mechanically coupling other components of said mechanical structure to said support means;each of said wireways is sized and configured so as to be supported on said suspension brackets; andsaid wireways and said suspension brackets comprise means for securing said wireways to said suspension brackets.

84. An overhead system for use within a building infrastructure for supporting and energizing a plurality of application devices from said overhead system, said system comprising: a plurality of split bus rail sections, for providing a mechanical structure for said overhead system, with at least two of said rail sections having a coaxial configuration;power distribution means electrically connected to power supply means for distributing electrical power along said split bus rail sections;said power distribution means comprises a plurality of power entry boxes, with at least a subset of said split bus rail sections each having a power entry box adjacent to at least one end of each of said subset of said split bus rail sections; andsaid power entry boxes having outgoing electrical power cables.

85. An overhead system for use within a building infrastructure for supporting a plurality of application devices, said system comprising: a structural grid comprising a plurality of dual rails and a plurality of cross channels;a plurality of suspension brackets;a plurality of supporting elements connected to said building infrastructure and to said structural grid;said structural grid comprises a plurality of suspension nodes, each node comprising a spatial location where one of said suspension brackets is connected to one of said supporting elements, one of said dual rails, and a pair of said cross channels; andsaid suspension nodes are formed so that said structural grid can physically support ceiling coverings, space dividers, lighting fixtures, ductwork and other application devices, with said suspension nodes providing for gravitational loads of said dual rails, said cross channels, said ceiling coverings, said space dividers and said application devices being carried by said plurality of supporting elements.

86. An overhead system for use within a building infrastructure for supporting and energizing a plurality of application devices coupled to said overhead system, said system comprising: a plurality of elongated main rails forming a mechanical structure;power distribution means electrically connected to a source of electrical power for distributing said electrical power throughout said mechanical structure;communications distribution means for distributing communication signals throughout said mechanical structure;power entry means comprising network circuits forming circuit paths for said communication signals; andmeans for daisy chaining together individual ones of said power entry means, so as to link said network circuits together to form a communications network.

87. An overhead system in accordance with claim 86, characterized in that said system further comprises: flexible connectors for electrically interconnecting appropriate ones of said main rails;a first switch communicatively coupled to said communication distribution means through a first connector module located on a first one of said main rails; andlight fixtures interconnected to one or more connector modules, located on either the same or different ones of said main rails, relative to said main rail to which said first connector module coupled to said first switch is located.

88. An overhead system in accordance with claim 87, characterized in that: said communications distribution means are programmed so that said first switch controls said light fixtures as to individual states of said light fixtures; andprogramming of correlation between said light fixtures and said first switch results in enablement of said first switch causing communication signals to be applied through said first connector module coupled to said first switch and to said connector modules coupled to said light fixtures.

89. An overhead system for use within a building infrastructure for supporting and energizing a plurality of application devices from said overhead system, said system comprising: at least one main rail for providing a mechanical structure for said overhead system;support means for supporting said one main rail from said infrastructure;power distribution means electrically connected to power supply means for distributing electrical power along said main rail;communications distribution means for distributing communication signals along said main rail;said power distribution means comprise a plurality of connector modules electrically connected to said power supply means and located at desired positions along said main rail; andeach of said plurality of connector modules comprises input power connection means for releasably interconnecting said connector module to other components of said power distribution means, with each of said plurality of connector modules being adapted to be mechanically coupled to said main rail along said main rail.

90. An overhead system in accordance with claim 89, characterized in that said connector modules comprise locking means manually operable by a user for selectively locking said connector modules onto said main rails at desired positions.

91. An overhead system in accordance with claim 90, characterized in that said connector modules comprise limit means for limiting rotation of said locking means.

92. An overhead system in accordance with claim 91, characterized in that: said locking means comprises a rotatable locking bar;each of said connector modules further comprises an elongated shaft rotating in correspondence with said locking bar; andsaid limit means comprises an elongated stop arm positioned at a lower end of said elongated shaft, and rotating in correspondence with said elongated shaft.

93. An overhead system in accordance with claim 89 characterized in that: said power distribution means comprises a power bus assembly mounted on said main rail;said communications distribution means comprises a communications bus assembly mounted on said main rail;at least one of said plurality of connector modules comprises an AC power side block having electrical and mechanical elements for selectively engaging said AC power bus assembly;said one connector module further comprising a DC power side block having electrical and mechanical elements for selectively engaging said communications bus assembly.

94. An overhead system in accordance with claim 93, characterized in that: when said one connector module is properly connected to said one main rail, said AC power side block is positioned adjacent a first lateral side of said one main rail, and said DC power side block is positioned adjacent a second lateral side of said main rail, said second lateral side opposing said first lateral side; andsaid one main rail and said one connector block comprise stop means for preventing a user from inadvertently positioning said one connector module in a reverse orientation on said one main rail.

95. An overhead system in accordance with claim 94, characterized in that said stop means is provided, in part, by said DC power side block being shorter in height then said AC power side block.

96. An overhead system in accordance with claim 93, characterized in that said one connector module comprises an extendable contact section for selectively engaging and disengaging electrical bus contacts of said power bus assembly and said communications bus assembly.

97. An overhead system in accordance with claim 96, characterized in that: said extendable contact section can be maintained in a retracted position, and manual forces can be exerted so as to move said extendable contact section into an extended position, thereby engaging said electrical bus contacts; andsaid one connector module further comprises catch means for releasably locking said extendable contact section.

98. An overhead system in accordance with claim 97, characterized in that: said one connector module comprises a locking bar manually operable by a user for securing and locking said one connector module to said one main rail; andsaid connector module further comprises means for preventing said extendable contact section from being moved from said retracted position to said extended position, when said locking bar is in an unlocked position.

99. An overhead system in accordance with claim 98, characterized in that: said one connector module further comprises safety means for preventing, in certain situations, said one connector module from being moved from a locked configuration to an unlocked configuration relative to said one main rail; andsaid safety means operates so that when said extendable contact section is in an extended position, where said bus contacts of said one connector module are engaged with said power bus assembly and said communications bus assembly, said locking bar is prevented from being moved from a locked position to an unlocked position.

100. An overhead system in accordance with claim 97, characterized in that: said one connector module further comprises catch means for releasably securing said extendable contact section in said extended position; andsaid catch means further comprises means responsive to external forces so as to be released, and further so as to permit said extendable contact section to be moved from said extended position to said retracted position.

101. An overhead system in accordance with claim 93, characterized in that: said extendable contact section comprises a pair of spaced apart and tapered arms, said tapered arms abutting either a set of AC bus contacts or a set of DC bus contacts; andwhen said extendable contact section is moved from said retracted position to said extended position, said tapered arms move inwardly toward a main body of said connector module, and cause said AC bus contacts to electrically engage said power bus assembly and said DC bus contacts to electrically engage said communications bus assembly.

102. An overhead system for use within a building infrastructure for supporting and energizing a plurality of application devices from said overhead system, said system comprising: at least one main rail for providing a mechanical structure for said overhead system;power distribution means for distributing electrical power along said main rail;communication distribution means for distributing communication signals along said main rail;a plurality of connector modules, with at least a subset of said plurality of said connector modules comprising: input power connection means for releasably interconnecting said connector modules to said power distribution means, and for receiving electrical power;output power connection means coupled to said input power connection means, and releasably connectable to one or more of said application devices, for energizing said application devices;communication input connection means for releasably interconnecting said subset of said connector modules to said communication distribution means, and for receiving a first set of communication signals;processor means responsive to said first set of communication signals, for generating a first set of power control signals; andsaid output power connection means is responsive to said first set of power control signals, so as to selectively apply electrical power as output signals from said output power connection means.

103. An overhead system in accordance with claim 102, characterized in that: said processor means are further responsive to said received first set of communication signals, for generating a second set of communication signals as output communication signals; andsaid communication connection means are further adapted to apply said second set of said communication signals to said communications distribution means.

104. An overhead system in accordance with claim 102, characterized in that each of said subset of connector modules comprises means for receiving DC power from said communications distribution means, and using said DC power for operating components of said connector module.

105. An overhead system in accordance with claim 102, characterized in that each of said subset of said connector modules further comprises: spatial signal receiving means for receiving spatial control signals from external sources; andmeans for applying said received spatial control signals to said processor means.

106. An overhead system in accordance with claim 102, characterized in that each of said subset of connector modules further comprises at least one connector port for transmitting and for receiving communication signals directly from application devices.

107. An overhead system in accordance with claim 102, characterized in that each of said connector ports further comprises means for transmitting DC power to a subset of said application devices.

108. An overhead system in accordance with claim 102, characterized in that said output power connection means comprises at least one outlet receptacle adapted to releasably receive a conventional AC plug from an application device.

109. An overhead system in accordance with claim 102, characterized in that said output power connection means comprise at least one universal connector adapted to receive a multi-terminal mating power connector associated with one of said application devices.

110. An overhead system in accordance with claim 102, characterized in that said output power connection means comprises at least one dimmer relay adapted to be releasably connected to a dimmer switch of one of said application devices.

111. An overhead system in accordance with claim 102, characterized in that each of said subset of connector modules comprises visual means for visually indicating to a user a status of said connector module.

112. An overhead system in accordance with claim 102, characterized in that said system further comprises spatial signal receiver means for receiving spatial control signals from a user, with said receiving means being connected to and remote from a second subset of said plurality of said connector modules.

113. An overhead system in accordance with claim 102, characterized in that at least a subset of said communication signals on said communications distribution means are utilized to control and reconfigure control among various ones of said application devices.

114. An overhead system in accordance with claim 102, characterized in that said system provides for reconfiguration in real time of control relationships between and among at least a subset of said application devices.

115. An overhead system in accordance with claim 102, characterized in that: at least a subset of said plurality of connector modules are electrically coupled to certain of said application devices; andsaid connector modules comprise processor means and associated circuitry responsive to a subset of said communication signals, so as to selectively control said interconnected application devices, in response to certain of said communication signals being received from others of said application devices.

116. An overhead system in accordance with claim 102, characterized in that said subset of said plurality of connector modules comprise means for transmitting and receiving communication signals to and from said communications distribution means and at least a subset of said application devices.

117. An overhead system in accordance with claim 102, characterized in that: said application devices comprise at least one controlling device, said controlling device having signal generating means for generating a first set of said communication signals;said application devices further comprise at least one controlled device, said controlled device being associated with one of said plurality of connector modules, and having at least first and second states; andsaid first set of said communication signals are utilized to effect a logical control relationship between said controlling device and said controlled device, so that said controlling device controls whether said controlled device is in said first state or said second state.

118. An overhead system in accordance with claim 117, characterized in that said logical control relationship between said controlling device and said controlled device is capable of reconfiguration at least in part with a second set of said communication signals, in the absence of any physical relocation of any physical wiring associated with said controlling device and said controlled device.

119. An overhead system in accordance with claim 117, characterized in that said controlling device is communicatively coupled to a first one of said connector modules, and said first set of said communication signals is applied to said communications distribution means through said first connector module.

120. An overhead system in accordance with claim 119, characterized in that said controlled device is electrically coupled to a second one of said connector modules, and said second one of said connector modules is responsive to said first set of said communication signals to selectively apply electrical power to said controlled device, so as to cause said controlled device to function in either said first state or said second state.

121. An overhead system in accordance with claim 117, characterized in that said controlling device comprises processor means responsive to external control signals for generating communication signals so as to effect said logical control relationship between said controlling device and said controlled device.

122. An overhead system in accordance with claim 117, characterized in that said controlling device is electrically coupled to a first connector module through a series of connector ports and at least one patch cord.

123. An overhead system in accordance with claim 122, characterized in that said patch cord and said connector ports are adapted to apply DC power to said controlling device.

124. An overhead system in accordance with claim 117, characterized in that: said first set of said communication signals generated from said controlling device are applied as input signals to a first one of said connector modules;said first connector module comprises processor means responsive to said first set of communication signals, for generating a second set of said communication signals; andsaid first connector module comprises means responsive to said second set of communication signals for applying said second set of communication signals to said communications distribution means.

125. An overhead system in accordance with claim 124, characterized in that: said controlled device is electrically coupled to a second one of said connector modules;said second connector module comprises means for receiving said second set of communication signals; andsaid second connector module further comprises processor means responsive to said second set of communication signals for generating control signals and a third set of communication signals indicative of whether said controlled device is to be controlled by said controlling device.

126. An overhead system in accordance with claim 117, characterized in that at least a subset of said connector modules comprise processor means programmable by a user so as to initiate or otherwise modify said logical control relationship among controlling and controlled devices.

127. An overhead system in accordance with claim 117, characterized in that said system comprises remote programming means for transmitting spatial signals to one or more of said connector modules.

128. An overhead system in accordance with claim 127, characterized in that said remote programming means further comprises means for transmitting spatial signals to said controlling device, thereby causing said controlling device to be assigned as a control for said first connector module.

129. An overhead system in accordance with claim 127, characterized in that said spatial signals transmitted to said first connector module announce to said communications distribution means that said first connector module is available for purposes of control.

130. An overhead system in accordance with claim 117, characterized in that said first set of said communication signals generated by said controlling device are applied to said communications distribution means as wireless signals.

131. An overhead system in accordance with claim 117, characterized in that said system comprises a first manually operable programming means for transmitting programming signals to said controlling device and to said connector module associated with said controlled device, for transmitting programming signals so as to effect said logical control relationship.

132. An overhead system in accordance with claim 131, characterized in that said programming means comprises a hand-held wand.

133. An overhead system in accordance with claim 117, characterized in that said connector module coupled to said controlled device is programmable so as to have a unique address identifiable through said communications distribution means.

134. A suspension bracket system for suspending a plurality of structural elements from a building structure, said system comprising: at least one suspension bracket;support means connected to said suspension bracket for supporting said suspension bracket; andsaid plurality of structural elements comprising: a first set of first structural elements comprising at least one first structural element; anda second set of second structural elements comprising at least a pair of said second structural elements;said suspension bracket comprises first connection means for releasably connecting said suspension bracket to said at least one first structural element;said suspension bracket further comprises second connection means for releasably connecting said suspension bracket to said at least one pair of said second structural elements; andwhen said suspension bracket is connected to said at least one first structural element and said at least a pair of second structural elements, said first connection means and said second connection means act so as to cause at least a portion of gravitational loads of said pair of second structural elements to be carried by said support means, to cause at least a portion of said gravitational loads of said at least one first structural element to be carried by said support means, and to substantially prevent any gravitational loads of said pair of second structural elements from being carried by said at least one first structural element.

135. A suspension bracket system in accordance with claim 134, characterized in that gravitational loads exerted on said suspension bracket from said pair of said second set of second structural elements act so as to increase coupling forces between certain components of said suspension bracket.

136. A suspension bracket system in accordance with claim 134, characterized in that said support means comprise a plurality of support rods, and said suspension bracket comprises means for connecting to a single one of said plurality of support rods.

137. A suspension bracket system in accordance with claim 134, characterized in that: said support means comprises a plurality of vertically disposed support rods; andsaid system further comprises a plurality of said suspension brackets, each of said suspension brackets being stackable on individual ones of said support rods, with said suspension brackets being independent of any connection to said first set of structural elements or said second set of structural elements.