Control mechanism

Abstract

A control mechanism for an aircraft, comprising: a switching mechanism having a translatable portion and a rotatable portion, the translatable portion being reversibly translatable and connectable to a manipulator; a manipulator connector connected to the translatable portion of the switching mechanism; a differential device connected to the rotatable portion of the conversion mechanism, the conversion mechanism configured to reversibly convert the translational motion of the manipulator connector to a rotational motion of the differential device; an adjustment member connected to the differential device; and a control member connected to the differential device; wherein the differential device is configured to enable the adjustment member to remain in position during an aircraft control process to permit: translation of the manipulator connector from a translational neutral position; and controlling the corresponding movement of the member to control the aircraft through the differential device; and wherein the differential device is configured to enable the control member to remain in position during the adjustment process to permit: translation of the manipulator connector; and adjusting the corresponding movement of the member by the differential device to adjust the translational neutral position.

Description

[0001] The present disclosure relates to a control mechanism for an aircraft. Background Art

[0002] The control mechanisms in an aircraft allow the implementation of regulation processes in which the inceptor neutral position and / or the morphology of the control mechanisms are adapted to the size of the pilot. These mechanisms also allow the implementation of aircraft control processes, such as rudder control.

[0003] It is desirable to make the manipulator trajectory as close to linear as possible. Current control mechanisms typically have long arms in order to limit the bending of the initial motion, but a compromise is required to limit the size and weight of the control mechanism. It is therefore desirable to improve the control mechanisms, as well as to reduce the space they occupy in the aircraft and reduce their weight. Summary of the invention

[0004] According to a first aspect, there is provided a control mechanism for an aircraft, the control mechanism comprising: a conversion mechanism having a translatable part and a rotatable part, the translatable part being reversibly translatable; a manipulator connector connected to the translatable part of the conversion mechanism; a differential device connected to the rotatable part of the conversion mechanism, the conversion mechanism being configured to reversibly convert a translational movement of the manipulator connector into a rotational movement of the differential device; an adjustment member connected to the differential device; and a control member connected to the differential device; wherein the differential device is configured to enable the adjustment member to remain in position during an aircraft control process to permit: translation of the manipulator connector from a translational neutral position; and a corresponding movement of the control member to control the aircraft through the differential device; and wherein the differential device is configured to enable the control member to remain in position during an adjustment process to permit: translation of the manipulator connector; and a corresponding movement of the adjustment member through the differential device to adjust the translational neutral position. By providing a differential device as described above, the movement of the control member is disconnected from the movement of the adjustment member, and vice versa. This arrangement is more compact and means that the adjustment process does not affect the feel of the aircraft control process.In addition, the provision of a reversible translation to rotation conversion mechanism allows the control mechanism to be arranged to be manually operated if required.

[0005] The control mechanism may include an adjustment member retaining device. The adjustment member retaining device may be configured to resist movement of the adjustment member during an aircraft control procedure.

[0006] The adjustment member retaining device can be configured to provide discrete positions of the manipulator connector along the conversion mechanism during the adjustment process to allow the translational neutral position to be changed. More specifically, the adjustment member retaining device can be configured to provide discrete positions of the manipulator connector and the translatable portion of the conversion mechanism along the rotatable portion of the conversion mechanism during the adjustment process to allow the translational neutral position to be changed.

[0007] The adjustment member retaining device may include a plurality of notches. Each notch in the plurality of notches may be configured to provide discrete positioning of the manipulator connector along the conversion mechanism during the adjustment process. More specifically, each notch in the plurality of notches may be configured to provide discrete positioning of the manipulator connector and the translatable portion of the conversion mechanism along the rotatable portion of the conversion mechanism during the adjustment process.

[0008] The adjustment member retaining device may include a disc. The disc may include a plurality of notches around the circumference of the disc. The disc may be coupled to the adjustment member.

[0009] The adjustment member retaining device may include a locking member. The locking member may be configured to engage one of the plurality of notches during a control process.

[0010] The adjustment member retaining device may include a resilient member. The resilient member may be configured to bias the locking member to engage one of the plurality of notches during a control process.

[0011] Alternatively, the adjustment member retaining device may include an irreversible device. The irreversible device may be configured to provide continuous positioning of the manipulator connector along the conversion mechanism during the adjustment process. More specifically, the irreversible device may be configured to provide continuous positioning of the manipulator connector and the translatable portion of the conversion mechanism along the rotatable portion of the conversion mechanism during the adjustment process.

[0012] Irreversible devices may be manually actuated or electrically actuated.

[0013] The control mechanism may include a resilient element configured to return a translationally neutral position of the manipulator connector toward the pilot.

[0014] The control mechanism may include a control member retaining device configured to resist movement of the control member during the adjustment process.

[0015] The control member retaining device may be a control member locking device configured to lock the movement of the control member during the adjustment process.

[0016] The control member may be rotatable during the aircraft control process. For example, during the aircraft movement control process, the control member may be rotatable to allow the manipulator connector to translate from the translation neutral position to the control position. Additionally, during the aircraft movement control process, the control member may be rotatable to allow the manipulator connector to translate from the control position to the translation neutral position.

[0017] The control member retaining device may include a control member biasing device configured to bias the manipulator connector toward a translational neutral position during an aircraft control procedure.

[0018] The biasing means may comprise a feeling unit.The feeling unit may comprise a centering spring.

[0019] The control mechanism may include a motor configured to rotate the control member during an aircraft movement control procedure.

[0020] During the adjustment process, the adjustment member may be rotatable. For example, during the adjustment process, the adjustment member may be rotatable to allow the manipulator connector to translate along the conversion mechanism, thereby allowing the translational neutral position of the manipulator connector to be changed. More specifically, during the adjustment process, the adjustment member may be rotatable to allow the manipulator connector and the translatable portion of the conversion mechanism to translate along the rotatable portion of the conversion mechanism, thereby allowing the translational neutral position of the manipulator connector to be changed.

[0021] The control mechanism may include a motor configured to rotate the adjustment member during the adjustment process.

[0022] The differential may comprise an epicyclic gear train.

[0023] The epicyclic gear train may include a sun gear, wherein the rotatable portion of the conversion mechanism is coupled to the sun gear such that the rotatable portion of the conversion mechanism rotates together with the sun gear.

[0024] The epicyclic gear train may include a carrier, wherein the control member is coupled to the carrier such that the carrier rotates with the control member during an aircraft control procedure.

[0025] The epicyclic gear train may comprise a ring gear, wherein the adjustment member is coupled to the ring gear such that the ring gear rotates together with the adjustment member during the adjustment process.

[0026] The differential may include a harmonic drive, a bevel gear differential or a spur gear differential.

[0027] The differential device may include a first planetary gear, wherein the rotatable part of the conversion mechanism is coupled to the first planetary gear such that the rotatable part of the conversion mechanism rotates together with the first planetary gear.

[0028] The differential device may include satellite gears, wherein the first planet gears are coupled to the satellite gears such that the first planet gears rotate together with the satellite gears.

[0029] The differential device may include a second planetary gear, wherein the satellite gear is coupled to the second planetary gear such that the second planetary gear rotates together with the satellite gear.

[0030] The differential device can be configured so that during the aircraft control process, the adjustment member prevents the satellite gear from rotating so that the satellite gear is rigidly connected to the first planet gear and the second planet gear. The differential device can be configured so that during the aircraft control process, the first planet gear and the second planet gear rotate together.

[0031] The differential device may be configured such that during an adjustment process, rotation of the satellite gear is permitted to permit counter-rotation of the first planet gear and the second planet gear.

[0032] The first planetary gear and / or the second planetary gear may include a compound gear.

[0033] The rotatable portion of the conversion mechanism may include a gear.

[0034] The conversion mechanism may be configured to be tilted relative to a horizontal axis when mounted. The conversion mechanism may be configured to be tilted relative to a longitudinal axis of the aircraft when mounted to the aircraft.

[0035] The translatable portion of the conversion mechanism may be a nut. The rotatable portion of the translation mechanism may be a screw. The nut may be configured to reversibly translate along the screw when the screw is rotated. The differential device may be actuatable to reversibly rotate the screw when the manipulator connector is translated.

[0036] Alternatively, the rotatable part of the conversion mechanism may be a nut.The translatable part of the conversion mechanism may be a screw.

[0037] The manipulator connector may be integral with the translatable portion of the conversion mechanism. The manipulator may be integral with the manipulator connector. Thus, both the manipulator connector and the manipulator may be integral with the translatable portion of the conversion mechanism. However, for ease of maintenance, it is preferred that the manipulator connector, the manipulator and the translatable portion of the conversion mechanism are distinct parts.

[0038] The control mechanism may include a guide mechanism. The guide mechanism may be configured to maintain an orientation of the manipulator connector during translation of the manipulator connector. The guide mechanism may be configured to prevent the manipulator connector from rotating about a longitudinal axis of the conversion mechanism during translation of the manipulator connector.

[0039] The manipulator connector may be coupled to the guide mechanism.

[0040] The guide mechanism may include a guide rail to which the manipulator connector may be slidably coupled.

[0041] The guide mechanism may include a first arm and a second arm, the first arm being pivotally coupled to the manipulator connector and the second arm, and the second arm being pivotally coupled to the fixed point.

[0042] The guide mechanism may include a buckle to which the manipulator connector is coupled, and the buckle may be connected to a buckle of an additional manipulator connector.

[0043] The guide mechanism may comprise a hinge arrangement.The hinge arrangement may comprise an arm connectable to an arm of an additional manipulator connector, the arm being coupled to said manipulator connector.

[0044] The control mechanism may include one or more sensors configured to detect rotation of a control member during an aircraft control process. The one or more sensors may be configured to output a signal in response to detecting rotation of the control member. The signal may be a rudder control signal.

[0045] The signal may include an image of the rotational position of the control member during the aircraft control process.

[0046] One or more sensors may be connected to the control member.

[0047] The control mechanism may include a stop for preventing movement of the control member when the manipulator connector reaches a maximum translation distance during an aircraft control procedure.

[0048] The control mechanism may be a rudder control mechanism.

[0049] The manipulator may be a pedal.

[0050] According to a second aspect, a bidirectional control mechanism is provided, comprising: another conversion mechanism having a translatable portion and a rotatable portion, the translatable portion being reversibly translatable; and another manipulator connector connected to the translatable portion of the other conversion mechanism.

[0051] The differential device may be connected to a rotatable part of the further conversion mechanism.The further conversion mechanism may be configured to convert the rotational movement of the differential device into the translational movement of the further manipulator connector.

[0052] The second planetary gear may be coupled to a rotatable portion of the other conversion mechanism such that the rotatable portion of the other conversion mechanism rotates together with the second planetary gear.

[0053] According to a third aspect, a bidirectional control mechanism is provided, which comprises: the first control mechanism as described above; and the second control mechanism as described above.

[0054] The differential device of the first control mechanism may be configured to engage with the differential device of the second control mechanism. The differential device of the first control mechanism may be indirectly engaged with the differential device of the second control mechanism. The differential device of the first control mechanism may be directly engaged with the differential device of the second control mechanism.

[0055] The differential of the first control mechanism and the differential of the second control mechanism may be synchronized such that when the manipulator connector of the first control mechanism translates during an aircraft control procedure, the manipulator connector of the second control mechanism translates in an opposite direction to the manipulator connector of the first control mechanism.

[0056] The differential of the first control mechanism and the differential of the second control mechanism may be synchronized such that when the manipulator connector of the first control mechanism translates during an adjustment process, the manipulator connector of the second control mechanism translates in the same direction as the manipulator connector of the first control mechanism.

[0057] The bidirectional control mechanism may include only one control member and one adjustment member. The control member of the first control mechanism and the control member of the second control mechanism may be the same control member. The adjustment member of the first control mechanism and the adjustment member of the second control mechanism may be the same adjustment member.

[0058] The bidirectional control mechanism may include only one differential device. The differential device of the first control mechanism and the differential device of the second control mechanism may be the same differential device.

[0059] According to a fourth aspect, a control mechanism for an aircraft is provided, the control mechanism comprising: a manipulator connector, the manipulator connector being connectable to a manipulator; a linear conversion mechanism, the linear conversion mechanism having a translatable portion and a rotatable portion, the manipulator connector being reversibly translatable from a translational neutral position on the rotatable portion of the linear conversion mechanism together with the translatable portion of the linear conversion mechanism. By providing a linear conversion mechanism as described above, the movement of the manipulator connector is made linear. This arrangement is more ergonomic for the pilot and means that the control mechanism can have a long stroke without the need for a large control mechanism. In addition, pilots of different statures using this arrangement can experience the same sensory forces regardless of their stature.

[0060] The control mechanism may include any of the features described above.

[0061] According to a fifth aspect, an aircraft is provided, the aircraft comprising a control mechanism as described above or a bidirectional control mechanism as described above.

[0062] The embodiments will be further described and explained by way of examples with reference to the accompanying drawings, in which

[0063] Figure 1a A schematic diagram of a bidirectional control mechanism is shown;

[0064] Figure 1b A schematic diagram showing a section of a bidirectional control mechanism;

[0065] Figure 2a A schematic diagram showing a bidirectional control mechanism during an aircraft control process;

[0066] Figure 2b A schematic diagram showing sections of a bidirectional control mechanism during an aircraft control process;

[0067] Figure 3a A schematic diagram showing a bidirectional control mechanism during a regulation process;

[0068] Figure 3b A schematic diagram showing a section of a bidirectional control mechanism during a regulation process;

[0069] Figure 4a A schematic diagram showing a bidirectional control mechanism during an aircraft control process;

[0070] Figure 4b A schematic diagram showing sections of a bidirectional control mechanism during an aircraft control process;

[0071] Figure 5a A schematic diagram showing a bidirectional control mechanism during a regulation process;

[0072] Figure 5b A schematic diagram showing a section of a bidirectional control mechanism during a regulation process;

[0073] Figure 6 A schematic diagram of the guide mechanism is shown;

[0074] Figures 7a to 7c A schematic diagram of the guide mechanism is shown;

[0075] Figure 8 A schematic diagram of the guide mechanism is shown; and

[0076] Figures 9a to 9c A schematic diagram of the guide mechanism is shown.

[0077] refer to Figure 1a to Figure 1b The bidirectional control mechanism 100 includes a left control mechanism. The left control mechanism includes a left actuator connector 102a, a left conversion mechanism 104a, and a left differential device 112a. A left shaft 106a is coupled to the left actuator connector 102a, and a left actuator 108a (eg, a left pedal) is rotationally coupled to the left shaft 106a.

[0078] The left conversion mechanism 104a includes a translatable portion and a rotatable portion. In this embodiment, the translatable portion is a nut 105a, and the rotatable portion is a threaded shaft 103a (e.g., a ball screw or roller screw) having a first end and a second end relative to each other. The first end is rotationally coupled to the first plate 110a. The second end passes through the second plate 110b and is coupled to the left differential device 112a. The first plate 110a and the second plate 110b provide structural support for the left conversion mechanism 104a. The first plate 110a and the second plate 110b are fixed to a fixed point on the aircraft (e.g., an aircraft floor). The manipulator connector 102a is connected to the nut 105a, and the nut 105a is movably engaged with the threaded shaft 103a.

[0079] like Figure 1a As shown, the two-way control mechanism 100 also includes a right control mechanism. The right control mechanism includes a right actuator connector 102b, a right conversion mechanism 104b, a right shaft 106b, a right actuator 108b (e.g., a right pedal), and a right differential device 112b. These components are symmetrically positioned relative to the left control mechanism along the axis of the two-way control mechanism 100, and operate in the same manner as the left actuator connector 102a, the left conversion mechanism 104, the left shaft 106a, the left actuator 108a, and the left differential device 112a. Repeated descriptions of additional components are omitted.

[0080] The left differential 112a is coupled to a control member 114. The right differential 112b is coupled to the control member 114. The right differential 112b is coupled to an adjustment member 116. The left differential 112a is coupled to the adjustment member 116 via the right differential 112b. The control member 114 and the adjustment member 116 each include a rigid rod. This arrangement allows the differentials 112a, 112b to be synchronized (e.g., configured such that movement of one differential causes movement of the other differential, as described below). However, in other arrangements, the differentials 112a, 112b may be synchronized using one or more gear sets.

[0081] The adjustment member 116 is connected to an adjustment member retaining device 117 which during an aircraft control procedure resists movement of the adjustment member 116. As will be described later, the use of the adjustment member retaining device 117 prevents aircraft control procedures and adjustment procedures from occurring simultaneously.

[0082] The adjustment member retaining device 117 can be a reversible locking mechanism that includes a plurality of notches that engage with complementary features (not shown) of the adjustment member 116 to provide discrete positions to lock the manipulator connectors 102a, 102b at different translational neutral positions along the threaded axis of the conversion mechanism 104a, 104b as desired. In these embodiments, the bidirectional control mechanism 100 can include a resilient element (such as a mechanical spring 119) that returns the translational neutral position of the manipulator connectors 102a, 102b toward the pilot during the adjustment process. The mechanical spring 119 can be a torsion spring.

[0083] Alternatively, the adjustment member 116 may be connected to an irreversible device that provides continuous positioning of the manipulator connectors 102a, 102b along the threaded shafts 103a, 103b of the conversion mechanisms 104a, 104b. The irreversible device may be manually actuated, for example, by a pilot, or may be electrically actuated, for example, by a motor. The term "irreversible" in this context means that the device is configured to prevent the motor from back-driving when actuated by the motor.

[0084] In a similar manner, the control member 114 is connected to a control member retaining device 115 which resists movement of the control member 114 during the adjustment process. As will be described later, the use of the control member retaining device 115 prevents simultaneous aircraft control processes and adjustment processes.

[0085] In some embodiments, the control member retaining device 115 can be a control member locking device that locks the control member 114 in place. Alternatively, the control member retaining device 115 can include a control member biasing device (such as a sensory unit) that prevents and / or reverses any movement of the control member 114 by biasing the manipulator connector 102a toward the translational neutral position.

[0086] Although not shown, in some embodiments, the bidirectional control mechanism 100 may include two control members and two adjustment members.

[0087] The threaded shafts 103a, 103b of the conversion mechanisms 104a, 104b are threaded in opposite directions. Alternatively, the threaded shafts 103a, 103b of the conversion mechanisms 104a, 104b may be threaded in the same direction. However, in this arrangement, as described above, the coupling of the control member 114 and the adjustment member 116 is reversed.

[0088] like Figure 1bAs shown, the left differential 112a includes a left epicyclic gear train, and the right differential 112b includes a right epicyclic gear train. In other arrangements (not shown), the differentials 112a, 112b may be replaced by a harmonic drive, a bevel gear differential, or a spur gear differential.

[0089] Each epicyclic gear train includes sun gears 118a and 118b, a plurality of planetary gears 120a and 120b, carriers 122a and 122b, and ring gears 124a and 124b. The outer circumferential edge of each sun gear 118a, 118b engages (e.g., meshes) with the outer circumferential edge of each of the plurality of planetary gears 120a, 120b. The center of each of the planetary gears 120a, 120b is rotationally coupled to the corresponding carrier 122a, 122b, and the outer circumferential edge of each of the plurality of planetary gears 120a, 120b engages (e.g., meshes) with the inner circumferential edge of the corresponding ring gear 124a, 124b. This results in the left epicyclic gear train 112a having a left sun gear 118a, a plurality of left planetary gears 120a, a left carrier 122a, and a left ring gear 124a. Similarly, the right epicyclic gear train 112b has a right sun gear 118b, a plurality of right planetary gears 120b, a right carrier 122b, and a right ring gear 124b.

[0090] The threaded shafts 103a, 103b of the conversion mechanisms 104a, 104b are rigidly coupled to the sun gears 118a, 118b, the threaded shaft 103a of the left conversion mechanism 104a is coupled to the left sun gear 118a, and the threaded shaft 103b of the right mechanism 104b is coupled to the right sun gear 118b. The outer circumferential edge of the left gear carrier 122a and the outer circumferential edge of the right gear carrier 122b are each engaged (e.g., meshed) with the control member 114. The outer circumferential edge of the left ring gear 124a is engaged (e.g., meshed) with the outer circumferential edge of the right ring gear 124b. The adjustment member 116 is engaged (e.g., meshed) with the outer circumferential edge of the right ring gear 124b. In an alternative arrangement, as described above, the coupling of the control member 114 and the adjustment member 116 may be reversed, and / or the adjustment member 116 or the control member 114 may be rotatably coupled to the outer circumferential edge of the left ring gear 124a.

[0091] As used herein, the terms "joined," "connected," and "coupled" mean that components may be directly or indirectly joined, coupled, or connected. In embodiments where components are indirectly joined, coupled, or connected, intermediate components may be present.

[0092] refer to Figure 2a to Figure 2b, when the left controller 108a is actuated, for example, by a pilot during an aircraft control procedure, the left controller connector 102a is translated from the translation neutral position, for example, in the indicated direction (i.e., toward the first plate 110a) along the threaded shaft 103a of the left conversion mechanism 104a. Since the left controller connector 102a is connected to the nut 105a through which the threaded shaft 103a of the left conversion mechanism 104a extends, the translation of the left controller connector 102a relative to the left conversion mechanism 104a causes the threaded shaft 103a of the left conversion mechanism 104a to rotate in a counterclockwise direction about the axis of the threaded shaft 103a, as shown in FIG. Figure 2a 10a). This in turn causes the left differential 112a to rotate with the threaded shaft 103a of the left conversion mechanism 104a. Specifically, the left sun gear 118a rotates about the axis of the left differential 112a in the same rotational direction as the threaded shaft 103a of the left conversion mechanism 104a (i.e., counterclockwise). Because the left sun gear 118a is engaged (e.g., meshed) with the plurality of planetary gears 120a, each of the plurality of left planetary gears 120a also rotates, but in the opposite direction (i.e., clockwise) about the axis of each respective planetary gear 120a.

[0093] As described later, during the aircraft control process, the left ring gear 124a remains in place. This means that the rotation of each of the plurality of planetary gears 120a causes them to orbit around the left sun gear 118a along the inner circumferential edge of the left ring gear 124a in the same direction as the sun gear 118a (i.e., counterclockwise). Because the plurality of planetary gears 120a are coupled to the left gear carrier 122a, the left gear carrier 122a rotates with the orbits of the plurality of left planetary gears 120a, while the control member 114 engaged (e.g., meshed) with the gear carrier 122a rotates in the same direction (i.e., clockwise).

[0094] The rotation of the control member 114 causes the right gear carrier 122b to rotate Figure 2b The right sun gear 118b rotates in the direction indicated (i.e., counterclockwise), and the plurality of right planetary gears 120b orbit around the right sun gear 122b in the same direction (i.e., counterclockwise). This in turn causes each of the plurality of right planetary gears 120b to rotate in the opposite direction (i.e., clockwise) around the axis of each corresponding planetary gear 120b. Because the right sun gear 118b is coupled to each of the plurality of right planetary gears 120b, the threaded shaft 103b of the right conversion mechanism 104b coupled to the right sun gear 118b is in the same direction (i.e., counterclockwise). Figure 2b Rotates in the indicated direction (i.e. counterclockwise).

[0095] The right manipulator 108b is also connected to the nut 105a through which the threaded shaft 103b of the right conversion mechanism 104b extends. Therefore, the right manipulator 108b translates along the threaded shaft 103b of the right conversion mechanism 104b in the opposite direction to the actuated left manipulator 108a (ie, toward the second plate 110b).

[0096] like Figure 2b As shown, during the aircraft control movement process, the adjustment member 116 is held in place via the adjustment member holding device 117, so that each of the ring gears 124a, 124b is held in place (due to the left ring gear 124a being engaged (e.g., meshing) with the right ring gear 124b), so that the differential devices 112a, 112b undergo fixed circular motion as described above. This prevents the aircraft control process and the adjustment process from occurring simultaneously.

[0097] It should be understood that when the right operator 108b is translated forward (i.e., toward the first plate 110a), the threaded shafts 103a, 103b of the conversion mechanisms 104a, 104b and the components of the differential devices 112a, 112b rotate in a direction opposite to that described above. This causes the left operator 108a to translate backward (i.e., in a direction opposite to that of the right operator 108a, toward the second plate 110b), and the control member 114 to rotate in a direction opposite to that described above.

[0098] The above relates to manual operation of the bidirectional control mechanism 100. However, the bidirectional control mechanism 100 may also be electrically actuated, for example, by an autopilot system. In this arrangement, the aircraft control process is initiated by directly actuating (i.e., rotating) the control member 114 rather than actuating (i.e., rotating) one of the manipulators 108a, 108b, for example, using an electromechanical actuator such as a motor. The bidirectional control mechanism 100 causes the manipulators 108a, 108b to translate corresponding to the rotation of the control member 114.

[0099] refer to Figure 3a to Figure 3b , when the right manipulator 108b of the right control mechanism is actuated, for example, by the pilot during an adjustment process (in which the translational neutral position of the manipulator is adjusted), the right manipulator connector 102b translates along the threaded shaft 103b of the right conversion mechanism 104b in the indicated direction (i.e., toward the first plate 110a). The movement of the right manipulator connector 102b causes the threaded shaft 103b of the right conversion mechanism 104b to translate about the axis of the threaded shaft 103b in the direction indicated, as shown in FIG. Figure 3a104b. This in turn causes the right differential 112b to rotate together with the threaded shaft 103b of the right conversion mechanism 104b. Specifically, the sun gear 118b rotates around the axis of the right differential 112b in the same rotational direction as the threaded shaft 103b of the right conversion mechanism 104b (i.e., counterclockwise). Because the right sun gear 118b is engaged (e.g., meshed) with the plurality of right planetary gears 120b, each of the plurality of right planetary gears 120b also rotates, but rotates in the opposite direction (i.e., clockwise) around the axis of each corresponding right planetary gear 120b.

[0100] Compared with the aircraft control process, during the adjustment process, the ring gears 124a, 124b are not kept in place. However, the control member 114 is kept in place via the control member retaining device 115, thereby causing the gear carriers 118a, 118b to remain in place. Therefore, the planetary gears 120a, 120b cannot orbit their corresponding sun gears 118a, 118b. The rotation of each of the plurality of right planetary gears 120b around its axis causes the right ring gear 124b to rotate around the axis of the right differential device 112b in the same direction as the plurality of right planetary gears 120b (i.e., clockwise). Because the right ring gear 124b is connected to the adjustment member 116, the adjustment member 116 also rotates, but in the opposite direction (i.e., counterclockwise).

[0101] The rotation of the right ring gear 124b causes the left ring gear 124a and the plurality of left planetary gears 120a coupled to the left ring gear 124a to rotate. Figure 3b 110a). This in turn causes the left sun gear 118a engaged (e.g., meshed) with the plurality of left planetary gears 120a and the threaded shaft 103a of the left conversion mechanism 104a engaged (e.g., meshed) with the left sun gear 118a to rotate in the opposite direction (e.g., clockwise). As a result, the left actuator 108a is translated along the threaded shaft 103a of the left conversion mechanism 104a in the same direction as the actuated right actuator 108b (e.g., toward the first plate 110a).

[0102] It should be understood that the adjustment process may also be performed by translating the left manipulator 108a, which results in a corresponding translation of the right manipulator 108b.

[0103] Because the control member 114 remains in position during the adjustment process, the translational neutral position of the manipulators 108a, 108b may be adjusted.

[0104] In other arrangements, the adjustment member 116 may be actuated (i.e., rotated) by the pilot, for example, manually or by an electromechanical actuator such as a motor (not shown), rather than the pilot actuating the manipulators 104a, 104b. As will be appreciated, rotation of the adjustment member 116 causes translation of the manipulators 108a, 108b via the differentials 112a, 112b as described above. Specifically, actuation of the adjustment member 116 causes the adjustment member 116 to be rotated, for example, in a manner such as Figure 3b This in turn causes the right ring gear 124b and the plurality of right planetary gears 120b engaged (e.g., meshed) with the right ring gear 124b to rotate in the opposite direction (i.e., clockwise). Because the right sun gear 118b is engaged (e.g., meshed) with the plurality of right planetary gears 120b, the right sun gear 118b and the threaded shaft 103b of the right conversion mechanism 104b engaged (e.g., meshed) with the right sun gear 118b rotate in the counterclockwise direction indicated. This in turn causes the right ring gear 124b and the plurality of right planetary gears 120b engaged (e.g., meshed) with the right ring gear 124b to rotate in the opposite direction (i.e., clockwise). Figure 3b Thus, the right actuator 108b translates along the threaded shaft 103b of the right conversion mechanism 104b toward the first plate 110a.

[0105] During this process, the rotation of the right ring gear 124b causes the rotation of the left ring gear 124b, thereby actuating the left differential device 112a as described above. This causes the corresponding movement of the left actuator 108a, and repeated description of this is omitted.

[0106] like Figure 3b As shown, during the adjustment process, the control member 114 is held in place via the control member retaining device 115, so that each of the gear carriers 122a, 122b is held in place so that the differentials 112a, 112b experience fixed gear carrier motion, as described above. This prevents the aircraft control process and the adjustment process from occurring simultaneously.

[0107] The adjustment process is performed when the aircraft is stationary. The adjustment process allows the pilot to adjust the translational neutral position of the manipulator connectors 102a, 102b, thereby allowing pilots of different sizes to adapt to the aircraft.

[0108] Additionally, the bidirectional control mechanism 100 may include a stopper (not shown) for preventing movement of the control member 114 when the manipulator connectors 102a, 102b reach a maximum translation distance during an aircraft control procedure.

[0109] 4-5, in an alternative arrangement, the left and right differentials 112a, 112b are replaced by a single differential 138. This arrangement is otherwise identical to that described above.

[0110] As shown, in this arrangement, the left conversion mechanism 104a is rigidly coupled to the left gear 140a and is rotationally coupled to the third plate 110c via the second end of the threaded shaft 103a of the left conversion mechanism 104a. Similarly, the right conversion mechanism 104b is rigidly coupled to the right gear 140b and is rotationally coupled to the third plate 110c via the second end of the threaded shaft 103b of the right conversion mechanism 104b. Similar to the first plate 110a and the second plate 110b, the third plate 110c provides structural support for the left conversion mechanism 104a and the right conversion mechanism 104b and is fixed to a fixed point on the aircraft (e.g., the aircraft floor). Each of the left conversion mechanism 104a and the right conversion mechanism 104b is allowed to rotate relative to the third plate 110c.

[0111] The differential device 138 includes a front planetary gear 142, a rear planetary gear 144, and a satellite gear 146. The planetary gears 142, 144 rotate about an axis of the control member 114, which extends through the center of each of the planetary gears 142, 144. The adjustment member 116 extends through the control member 114 in a direction perpendicular to the direction in which the control member 114 extends, and rotates about an axis perpendicular to the axis of rotation of the planetary gears 142, 144. The satellite gear 146 is rigidly coupled to the adjustment member 116 and rotates together with the adjustment member 116.

[0112] The front planetary gear 142 is a compound gear including a first gear 142a and a second gear 142b that are rigidly coupled to each other and rotate together around the same axis (i.e., the axis of the control member 114). Similarly, the rear planetary gear 144 is a compound gear including a first gear 144a and a second gear 144b that are rigidly coupled to each other and rotate together around the same axis (i.e., the axis of the control member 114). The radius of the first gear 142a, 144a of each of the planetary gears 142, 144 is greater than the radius of the second gear 142b, 144b of the planetary gears 142, 144. The radii of the first gears 142a, 144a are the same, and the radii of the second gears 142b, 144b are the same.

[0113] The outer circumferential edge of the left gear 140a is engaged (e.g., meshed) with the outer circumferential edge of the first gear 144a of the rear planetary gear 144. In a similar manner, the outer circumferential edge of the right gear 140b is engaged (e.g., meshed) with the outer circumferential edge of the first gear 142a of the front planetary gear 142. The two planetary gears 142, 144 are also coupled to each other via a satellite gear 146, which rotates around an axis perpendicular to the axis around which the planetary gears 142, 144 rotate. Specifically, the outer circumferential edge of the satellite gear 146 is engaged (e.g., meshed) with the outer circumferential edge of the second gear 142b, 144b of each of the planetary gears 142, 144. This arrangement allows the left conversion mechanism 104a and the right conversion mechanism 104b to be synchronized (e.g., configured so that movement of one of the conversion mechanisms 104a, 104b causes movement of the other conversion mechanism 104a, 104b, as described below).

[0114] In this arrangement, the adjustment member retaining device 117 is a reversible locking mechanism that includes a locking shaft 148 coupled to a mechanical spring 150 and a disk 152 having a plurality of notches. The disk 152 is rigidly coupled to the adjustment member 116 and rotates with the adjustment member 116, i.e., rotates about an axis perpendicular to the axis of rotation of the planetary gears 142, 144. Each of the plurality of notches is configured to engage with the locking shaft 148 to provide a discrete position to lock the manipulator connector 102a, 102b at a different translational neutral position along the threaded shaft 103a, 103b of the conversion mechanism 104a, 104b as desired.

[0115] As described in detail below, during vehicle control procedures, the satellite gears 146 provide a rigid coupling between the planet gears 142 , 144 such that the components of the differential 138 rotate as a single unit.

[0116] refer to Figure 4a to Figure 4b , when the left manipulator 108a is actuated during the aircraft control process, the threaded shaft 103a of the left conversion mechanism 104a rotates in a counterclockwise direction around the axis of the threaded shaft 103a. This in turn causes the left gear 140a to rotate together with the threaded shaft 103a of the left conversion mechanism 104a. Specifically, the left gear 140a rotates around the axis of the left conversion mechanism 104a in the same rotation direction (i.e., counterclockwise) as the threaded shaft 103a of the left conversion mechanism 104a. Because the left gear 140a is engaged (e.g., meshed) with the first gear 144a of the rear planetary gear 144, the rear planetary gear 144 and therefore the second gear 144b of the rear planetary gear 144 also rotate, but rotate in the opposite direction (i.e., clockwise) around the axis of the rear planetary gear 144.

[0117] During the aircraft control process, the adjustment member 116 is prevented from rotating about its own axis via the adjustment member retaining device 117. This means that the satellite gear 146 cannot rotate and becomes rigidly coupled to the planetary gears 142, 144. Therefore, the rotation of the second gear 144b of the rear planetary gear 144 causes the satellite gear 146 to revolve around the axis of the control member 114 in the same direction as the rotation of the rear planetary gear 144, i.e. clockwise. Because the satellite gear 146 is coupled to the adjustment member 116 and the adjustment member 116 passes through the control member 114, the control member 114 rotates clockwise about its own axis.

[0118] In addition, since the satellite gear 146 is rigidly coupled to the planetary gears 142, 144, the movement of the satellite gear 146 around the axis of the control member 114 causes the second gear 142b of the front planetary gear 142 to rotate in the clockwise direction, so the front planetary gear 142 and the first gear 142a of the front planetary gear 142 rotate in the same direction (i.e., clockwise). This in turn causes the right gear 140b to rotate in the opposite direction (i.e., counterclockwise) around the axis of the right conversion mechanism 104b. Because the right gear 140b is coupled to the right conversion mechanism 104b, the right conversion mechanism 104b rotates in the counterclockwise direction. Therefore, the right manipulator 108b translates along the threaded shaft 103b of the right conversion mechanism 104b in the opposite direction to the actuated left manipulator 108a (i.e., toward the second plate 110b).

[0119] During the aircraft control movement process, the adjustment member retaining device 117 prevents the adjustment member 116 from rotating about its own axis. Specifically, the mechanical spring 150 biases the locking shaft 148 to engage with one of the plurality of notches on the disk 152 to prevent the adjustment member 116 from rotating about its own axis. This prevents the aircraft control process and the adjustment process from occurring simultaneously.

[0120] It should be understood that when the right operator 108b is translated forward (i.e., toward the first plate 110a), the threaded shafts 103a, 103b of the conversion mechanisms 104a, 104b and the components of the differential device 138 rotate in a direction opposite to that described above. This causes the left operator 108a to translate backward (i.e., in a direction opposite to the right operator 108a, toward the second plate 110b), and the control member 114 to rotate in a direction opposite to that described above.

[0121] The above relates to manual operation of the bidirectional control mechanism 100. However, the bidirectional control mechanism 100 may also be electrically actuated, for example, by an autopilot system. In this arrangement, the aircraft control process is initiated by directly actuating (i.e., rotating) the control member 114 rather than actuating (i.e., rotating) one of the manipulators 108a, 108b, for example, using an electromechanical actuator such as a motor. The bidirectional control mechanism 100 causes the manipulators 108a, 108b to translate corresponding to the rotation of the control member 114.

[0122] As described in detail below, during the adjustment process, the satellite gears 146 are rotationally coupled to the planet gears 142 , 144 such that the components of the differential 138 rotate individually.

[0123] refer to Figure 5a to Figure 5b , when the right manipulator 108b of the right control mechanism is actuated during the adjustment process, the threaded shaft 103b of the right conversion mechanism 104b rotates in a clockwise direction around the axis of the threaded shaft 103b. This in turn causes the right gear 140b to rotate with the threaded shaft 103b of the right conversion mechanism 104b. Specifically, the right gear 140b rotates around the axis of the right conversion mechanism 104b in the same rotation direction (i.e., clockwise) as the threaded shaft 103b of the right conversion mechanism 104b. Because the right gear 140b is engaged (e.g., meshed) with the first gear 142a of the front planetary gear 142, the front planetary gear 142 and therefore the second gear 142b of the front planetary gear 142 also rotate, but rotate in the opposite direction (i.e., counterclockwise) around the axis of the front planetary gear 142.

[0124] Compared to the aircraft control process, during the adjustment process, the adjustment member 116 can rotate around its own axis. However, the control member 114 is held in place via the control member retaining device 115. This means that the satellite gear 146 can rotate around an axis perpendicular to the axis of rotation of the planetary gears 142, 144, but cannot swivel around the axis of the control member 114. Therefore, the rotation of the second gear 142b of the front planetary gear 142 causes the satellite gear 146 to rotate around its own axis in the rearward direction (i.e. from the perspective of the pilot looking toward the first plate 110a). Because the satellite gear 146 is coupled to the adjustment member 116, the adjustment member 116 rotates with the satellite gear 146.

[0125] The rotation of the satellite gear 146 about its own axis causes the second gear 144b of the rear planetary gear 144 to rotate in the clockwise direction, so the rear planetary gear 144 and the first gear 144a of the rear planetary gear 144 rotate in the same direction (i.e., clockwise). This in turn causes the left gear 140a and the threaded shaft 103a of the left conversion mechanism 104a, which are engaged (e.g., meshed) with the first gear 144a of the rear planetary gear 144, to rotate in the opposite direction (i.e., counterclockwise). Therefore, the left manipulator 108a is translated along the threaded shaft 103a of the left conversion mechanism 104a in the same direction as the actuated right manipulator 108b (i.e., toward the first plate 110a).

[0126] During the adjustment process, the adjustment member retaining device 117 is disengaged from the adjustment member 116 so that the components of the differential device 138 can rotate separately. Specifically, the locking shaft 148 is pulled toward the first plate 110a, compressing the mechanical spring 150 and disengaging the locking shaft 148 from the disk 152 so that the adjustment member 116 can rotate around its own axis. If the right manipulator 104b is not actuated by the pilot, the mechanical spring 119 biases the adjustment member 116 to rotate in the forward direction, thereby causing the position of the right manipulator 104b to move back toward the pilot. If the right manipulator 104b is actuated, the mechanical spring 119 becomes twisted. When the adjustment process is completed, the mechanical spring 150 biases the locking shaft 148 to re-engage with one of the plurality of notches, which may be a different notch according to the adjustment.

[0127] It should be understood that the adjustment process may also be performed by translating the left manipulator 108a, which results in a corresponding translation of the right manipulator 108b.

[0128] In other arrangements, the adjustment member 116 may be actuated (i.e., rotated) by the pilot, for example, manually or by an electromechanical actuator such as a motor (not shown), rather than the pilot actuating the manipulators 104a, 104b. As will be appreciated, rotation of the adjustment member 116 causes translation of the manipulators 108a, 108b via the differential device 138 as described above. Specifically, actuation of the adjustment member 116 causes the adjustment member 116 to rotate, for example, in a manner similar to that described above. Figure 5b 140b and the right conversion mechanism 104b rotate in the forward direction as indicated. This in turn causes the satellite gear 146 to rotate in the forward direction, the front planetary gear 142 to rotate in the clockwise direction, and the rear planetary gear 144 to rotate in the opposite direction (i.e., counterclockwise). Because the right gear 140b is engaged (e.g., meshed) with the first gear 142a of the front planetary gear 142, the right gear 140b and the threaded shaft 103b of the right conversion mechanism 104b that is engaged (e.g., meshed) with the right gear 140b rotate in the counterclockwise direction. Therefore, the right manipulator 108b translates away from the first plate 110a along the threaded shaft 103b of the right conversion mechanism 104b.

[0129] During this process, the rotation of the rear planetary gear 144 causes the rotation of the left gear 140a. This causes the corresponding movement of the left manipulator 108a, and repeated description of this is omitted.

[0130] like Figure 5a to Figure 5b As shown, during the adjustment process, the control member 114 is held in place via the control member retaining device 115, thereby preventing the satellite gear 146 from rotating about the axis of the control member 114, as described above. This prevents the aircraft control process and the adjustment process from occurring simultaneously.

[0131] The threaded shafts 103a, 103b of the conversion mechanisms 104a, 104b are threaded in opposite directions. Alternatively, the threaded shafts 103a, 103b of the conversion mechanisms 104a, 104b may be threaded in the same direction. However, in this arrangement, the positions of the control member 114 and the adjustment member 116 are reversed.

[0132] refer to Figure 6 9 , the bidirectional control mechanism 100 further includes a guide mechanism that prevents the manipulator connectors 102a, 102b from rotating about the threaded shafts 103a, 103b of the conversion mechanisms 104a, 104b when the manipulator connectors 102a, 102b translate along the conversion mechanisms 104a, 104b during the aircraft control process and / or adjustment process.

[0133] like Figure 6 As shown, the guide mechanism includes a guide rail 126a (left guide rail 126a in this example) having a first end and a second end opposite to each other. The first end is connected to the first plate 110a, and the second end is connected to the second plate 110b. The guide rail 126a extends parallel to the threaded shaft 103a of the left conversion mechanism 104a. The left manipulator connector 102a is slidably connected to the left guide rail 126a, so that when the left manipulator connector 102a is translated along the threaded shaft 103a of the left conversion mechanism 104a, the left manipulator connector 102a can slide along the left guide rail 126a. This prevents the left manipulator 108a from rotating around the threaded shaft 103a of the left conversion mechanism 104a, thereby keeping the left manipulator 108a in an ergonomic position of the pilot. In this arrangement, the left guide rail 126a is positioned below the threaded shaft 103a of the left conversion mechanism 104a. However, in other arrangements, the left rail 126a may be positioned above the manipulator connector 102a or between the threaded shafts 103a, 103b of the conversion mechanisms 104a, 104b. The guide mechanism also includes a right rail (not shown) that operates in the same manner as the right manipulator 108b. Repeated descriptions related to the right rail are omitted. The left rail 126a and the right rail are not coupled to each other.

[0134] like Figures 7a to 7cAs shown, in other arrangements, the guide mechanism includes a frame for each manipulator 108a, 108b. The frame of the left manipulator 108a and the frame of the right manipulator 108b are not connected to each other. The frame includes a first arm 128a, 128b and a second arm 130a, 130b, each of which has a first end and a second end opposite to each other. The first end of the first arm 128a, 128a is pivotally connected to the manipulator connector 102a, 102b, and the second end of the first arm 128a, 128b is pivotally connected to the first end of the second arm 130a, 130b. The second end of the second arm 130a, 130b is pivotally connected to a fixed point (e.g., an aircraft floor). This arrangement forms a planar linkage mechanism. The arms 128a, 128b, 130a, 130b rotate during the translation of the manipulators 108a, 108b. The arms 128a, 128b, 130a, 130b are constrained to move in a plane, thereby preventing the manipulators 108a, 108b from rotating about the threaded shafts 103a, 103b of the conversion mechanisms 104a, 104b.

[0135] Figure 8 Another guide mechanism including a left buckle 132a and a right buckle 132b is shown. Each buckle 132a, 132b is rotationally coupled to a corresponding manipulator connector 102a, 102b. Compared to the above arrangement, the left buckle 132a is rotationally coupled to the right buckle 132b via a rod 134. Similarly, the buckles 132a, 132b provide a planar linkage. This arrangement prevents the manipulators 108a, 108b from rotating around the threaded shafts 103a, 103b of the conversion mechanisms 104a, 104b by coupling the left manipulator 108a to the right manipulator 108b, wherein the buckles 132a, 132b are constrained to move in a plane (particularly a horizontal plane).

[0136] refer to Figures 9a to 9c In an alternative arrangement, the guide mechanism includes a hinge having a left arm 134a and a right arm 134b. The left arm 134a includes opposing first and second ends. The first end of the left arm 134a is pivotally coupled to the left manipulator connector 102a, and the second end of the left arm 134a is pivotally coupled to the first end of the right arm 134b. Figure 8 Like the arrangement described in , this arrangement prevents the manipulators 108a, 108b from rotating about the threaded shafts 103a, 103b of the conversion mechanisms 104a, 104b by coupling the left manipulator 108a to the right manipulator 108b using a planar linkage.

[0137] The bidirectional control mechanism 100 is preferably a rudder control mechanism.

[0138] In some embodiments, an aircraft including a bidirectional control mechanism 100 is provided. The aircraft may include a controller (not shown). The controller may be configured to determine the translational neutral position of the manipulator connectors 102a, 102b. For example, the controller may detect the rotational position of the adjustment member 116, and then determine the translational neutral position of the manipulator connectors 102a, 102b based on the rotational position of the adjustment member 116. In this case, the controller may directly detect the rotational position of the adjustment member 116 via a sensor (e.g., an RVDT sensor, a Hall effect sensor, an optical sensor, or other equivalents). Alternatively, the controller may indirectly detect the rotational position of the adjustment member 116 based on data associated with the bidirectional control mechanism 100.

[0139] Likewise, the controller may be configured to determine the rotational position of the control member 114 from the translational neutral position. In this case, the controller may directly detect the rotational position of the control member 114 via a sensor (e.g., an RVDT sensor, a Hall effect sensor, an optical sensor, or other equivalents). Alternatively, the controller may indirectly detect the rotational position of the control member 114 based on data associated with the bidirectional control mechanism 100.

[0140] For example, the control member 114 may include a rotation sensor (not shown). The rotation sensor may detect the rotation of the control member 114 and output a signal (eg, an image of the current rotational position of the control member 114).

[0141] In these embodiments, the controller outputs a vehicle control signal based on the translational neutral position of the manipulator connectors 102a, 102b and the rotational position of the control member 114. When the control member 114 (and the manipulator connectors 102a, 102b) are in the translational neutral position, the vehicle control signal is zero.

[0142] Although not shown, a unidirectional control mechanism may be provided.In such an arrangement, the manipulators 108a, 108b may comprise a side stick unit or a throttle assembly, ie the control mechanism may be manually operated.

[0143] The various aspects of the control mechanism disclosed in the various embodiments may be used alone, in combination, or in various arrangements not specifically discussed in the previously described embodiments, and therefore the application of the present disclosure is not limited to the details and arrangements of the components set forth in the previous description or shown in the accompanying drawings. For example, the aspects described in one embodiment may be combined in any manner with the aspects described in other embodiments. Although specific embodiments have been shown and described, it will be apparent to those skilled in the art that changes and modifications may be made without departing from the broader aspects of the invention. The scope of the appended claims should not be limited to the embodiments set forth in the examples, but should be given the broadest reasonable interpretation consistent with the specification as a whole.

Claims

1. A control mechanism for an aircraft, the control mechanism comprising: a conversion mechanism having a translatable portion and a rotatable portion, wherein the translatable portion is capable of reversibly translating; a manipulator connector connected to the translatable portion of the conversion mechanism; a differential device connected to the rotatable portion of the conversion mechanism, the conversion mechanism being configured to convert translational motion of the manipulator connector into rotational motion of the differential device; an adjusting member connected to the differential device; as well as a control member connected to the differential device; wherein the differential arrangement is configured to enable the regulating member to be maintained in position during an aircraft control process to permit: translation of the manipulator connector from a translationally neutral position; as well as The corresponding movement of the control member to control the aircraft through the differential device; and wherein the differential arrangement is configured to enable the control member to remain in position during the adjustment process to permit: translation of the manipulator connector; as well as The adjustment member is moved correspondingly by the differential device to adjust the translational neutral position.

2. The control mechanism according to claim 1, further comprising: an adjustment member retaining device, wherein the adjustment member retaining device is configured to resist movement of the adjustment member during the aircraft control process; as well as A control member retaining device is configured to resist movement of the control member during the adjustment process.

3. The control mechanism of claim 2, wherein the adjustment member retaining device is configured to provide discrete positioning of the manipulator connector on the conversion mechanism during the adjustment process to allow changing the translational neutral position.

4. A control mechanism according to claim 2 or 3, wherein the control member retaining means comprises a control member locking means configured to lock the movement of the control member during the adjustment process.

5. A control mechanism according to any preceding claim, wherein the control member is rotatable during an aircraft control procedure and the adjustment member is rotatable during an adjustment procedure.

6. A control mechanism according to any preceding claim, wherein the differential arrangement comprises an epicyclic gear train.

7. The control mechanism of claim 6, wherein the epicyclic gear train includes a sun gear, wherein the rotatable portion of the conversion mechanism is coupled to the sun gear such that the rotatable portion of the conversion mechanism rotates together with the sun gear.

8. A control mechanism according to claim 6 or 7, wherein the epicyclic gear train comprises a gear carrier, wherein the control member is coupled to the gear carrier such that the gear carrier rotates with the control member during the aircraft control process.

9. A control mechanism according to any one of claims 6 to 8, wherein the epicyclic gear train comprises a ring gear, wherein the adjustment member is coupled to the ring gear such that the ring gear rotates together with the adjustment member during the adjustment process.

10. A control mechanism according to any preceding claim, wherein the conversion mechanism is configured to be tilted relative to a longitudinal axis of an aircraft when mounted to the aircraft.

11. A control mechanism according to any preceding claim, wherein the translatable part of the conversion mechanism is a nut and the rotatable part of the conversion mechanism is a screw, the differential being actuatable to rotate the screw when the manipulator connector translates.

12. A control mechanism according to any preceding claim, further comprising a guide mechanism configured to maintain an orientation of the manipulator connector during translation of the manipulator connector.

13. A control mechanism according to any preceding claim, further comprising a stop configured to prevent movement of the control member when the manipulator connector reaches a maximum translation distance during the aircraft control procedure.

14. A two-way control mechanism, comprising: A first control mechanism according to any preceding claim; as well as A second control mechanism as claimed in any preceding claim.

15. The bidirectional control mechanism of claim 14, wherein the differential device of the first control mechanism and the differential device of the second control mechanism are synchronized so that: The manipulator connector of the second control mechanism translates in a direction opposite to the manipulator connector of the first control mechanism as the manipulator connector of the first control mechanism translates during an aircraft control procedure; and As the manipulator connector of the first control mechanism translates during an adjustment process, the manipulator connector of the second control mechanism translates in the same direction as the manipulator connector of the first control mechanism.

16. The bidirectional control mechanism according to claim 14 or 15, wherein the control member of the first control mechanism and the control member of the second control mechanism are the same control member; and / or wherein the adjusting member of the first control mechanism and the adjusting member of the second control mechanism are the same adjusting member; and / or The differential device of the first control mechanism and the differential device of the second control mechanism are the same differential device.

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