Aircraft control with tactile interface

Abstract

An aircraft control can include: a grip arranged to engage with a pilot's hand; a tactile interface arranged to engage with a portion of the pilot's hand; and a motion-inducing component coupled to the tactile interface, wherein the motion-inducing component is configured to induce motion on the tactile interface but not substantially on the grip.

Description

[0001] TITLE

[0002] AIRCRAFT CONTROL WITH TACTILE INTERFACE

[0003] CROSS REFERENCE TO RELATED APPLICATIONS

[0004]

[0001] This application claims the benefit of U.S. Prov. Appl. No. 63 / 637,023, filed on April 22, 2024, the entirety of which is incorporated by reference herein.

[0005] BACKGROUND

[0006]

[0002] Generally, this application relates to aircraft controls that a pilot (including a copilot) interacts with to operate an aircraft. Examples of such controls include inceptors, including side sticks, throttle or engine controls, flap controls, spoiler controls, or tiller secondary controls. Pilot situational awareness is important to maintain safe operation of aircraft. With increased automation of aircraft operation, a pilot must be able to transition from monitoring automated operations of the aircraft to actively controlling the aircraft without automation, or with less automation.

[0007] SUMMARY

[0008]

[0003] According to embodiments, an aircraft control includes: a grip arranged to engage with a pilot’ s hand; a tactile interface arranged to engage with a portion of the pilot’ s hand; and a motion-inducing component coupled to the tactile interface, wherein the motion-inducing component is configured to induce motion on the tactile interface but not substantially on the grip.

[0009]

[0004] According to embodiment, the tactile interface includes a button configured to translate when the motion-inducing component induces motion.

[0010]

[0005] According to an embodiment, the motion-inducing component includes a solenoid.

[0011]

[0006] According to an embodiment, the aircraft control further includes a sensor configured to sense a position of the button. [007J According to an embodiment, the aircraft control further includes a plurality of tactile interfaces, and further comprising a plurality of motion-inducing components each coupled to a corresponding one of the plurality of tactile interfaces, wherein the plurality of motioninducing components are configured to be independently controlled to independently induce translational motion in corresponding ones of the tactile interfaces.

[0012] [008 J According to an embodiment, the aircraft control further includes a plurality of tactile interfaces, and further comprising a plurality of motion-inducing components each coupled to a corresponding one of the plurality of tactile interfaces, wherein the plurality of motioninducing components are configured to be independently controlled to independently induce vibrational motion in corresponding ones of the tactile interfaces..

[0013]

[0009] According to an embodiment, the button is configured to translate along a single axis.

[0014]

[0010] According to an embodiment, the tactile interface includes a pad configured to vibrate.

[0015]

[0011] According to an embodiment, the motion-inducing component includes a piezoelectric device.

[0016]

[0012] According to an embodiment, the tactile interface includes a button configured to translate outwards from the grip and inwards to the grip.

[0017]

[0013] According to embodiments, a method for operation of an aircraft control includes: receiving, at a grip, a pilot’s hand; receiving, at a tactile interface arranged to engage with a portion of the pilot’ s hand; and actuating a motion-inducing component coupled to the tactile interface, such that motion is induced on the tactile interface but not substantially on the grip.

[0018]

[0014] According to an embodiment, the method further includes translating the tactile interface according to the induced motion from the motion-inducing component, wherein the tactile interface comprises a button.

[0019]

[0015] According to an embodiment, said actuating includes actuating the motion-inducing component at least partially with a solenoid.

[0020]

[0016] According to an embodiment, the method further includes sensing, with a sensor, a position of the button. [017J According to an embodiment, said receiving, at a tactile interface, further comprises receiving at a plurality of tactile interfaces different portions of the pilot’ s hand, and wherein said actuating a motion-inducing component coupled to the tactile interface further comprises actuating a plurality of motion-inducing components coupled to corresponding ones of the plurality of tactile interfaces, and further comprising independently controlling the plurality of motion-inducing components to induce translational motion in the corresponding ones of the plurality of tactile interfaces.

[0021]

[0018] According to an embodiment, said receiving, at a tactile interface, further comprises receiving at a plurality of tactile interfaces different portions of the pilot’s hand, and wherein said actuating a motion-inducing component coupled to the tactile interface further comprises actuating a plurality of motion-inducing components coupled to corresponding ones of the plurality of tactile interfaces, and further comprising independently controlling the plurality of motion-inducing components to induce vibrational motion in the corresponding ones of the plurality of tactile interfaces.

[0022]

[0019] According to an embodiment, said translating further comprises translating the button along a single axis.

[0023]

[0020] According to an embodiment, the motion induced on the tactile interface comprises vibration of the tactile interface.

[0024]

[0021] According to an embodiment, the motion-inducing component includes a piezoelectric device.

[0025]

[0022] According to an embodiment, the motion induced on the tactile interface comprises translation of the tactile interface.

[0026]

[0023] According to an embodiment, an aircraft control includes: a plurality of tactile interfaces arranged to engage with portions of a pilot’s hand; and a plurality of motioninducing components each coupled to a respective one of the plurality of tactile interfaces, wherein each of the plurality of motion-inducing components is configured to independently induce motion in a respective one of the plurality of tactile interfaces.

[0027]

[0024] According to an embodiment, the induced motion comprises translational motion. [025J According to an embodiment, the induced motion is vibrational motion.

[0028] [026 J According to an embodiment, each of the plurality of tactile interfaces comprises a pad.

[0029] BRIEF DESCRIPTION OF SEVERAL VIEWS OF THE DRAWINGS

[0030]

[0027] FIG. 1 illustrates tactile interfaces and control grip, according to embodiments.

[0031] [028| FIG. 2 illustrates cross-sectional view of a tactile interface and control grip, according to embodiments.

[0032]

[0029] FIG. 3 illustrates cross-sectional view of a tactile interface and control grip, according to embodiments.

[0033]

[0030] FIG. 4 illustrates multiple tactile interfaces in a control, according to embodiments.

[0034]

[0031] FIGS. 5A-5C illustrate different views of multiple tactile interfaces in a control, and aspects of operation of the tactile interfaces, according to embodiments.

[0035]

[0032] FIG. 6 illustrates a sequence of activating a plurality of buttons, according to embodiments.

[0036]

[0033] The foregoing summary, as well as the following detailed description of certain techniques of the present application, can be better understood when read in conjunction with the appended drawings. For the purposes of illustration, certain techniques are shown in the drawings. It should be understood, however, that any claims are not limited to the arrangements and instrumentality shown in the attached drawings.

[0037] DETAILED DESCRIPTION

[0038]

[0034] Known methods of providing feedback to the pilot include audio messages and alerts, visual cues on displays, pulses driven by a shaker mechanism internal to a control for an inceptor, or the shaker configured such that shaking is primarily imparted to the inceptor along the axis of rotation of the inceptor. These mechanisms each can have drawbacks and limitations. Audio messages and visual cues can be missed by pilots, especially in stressful situations such as during failure or loss of one or more flight systems. Shaker mechanisms act in such a way as to cause shaking an inceptor, but must shake with sufficient energy to be felt over background aircraft vibrations, which can be substantial. This, along with the existing association in the experience of pilots of a grip shaker with a stall warning, limits the ability of the grip shaker to provide tactile cues for other purposes.

[0039]

[0035] Systems that have the capability to back-drive the control along the axis of rotation of the control, typically referred to as “active” systems such as in active side sticks, can be capable of providing cues to pilots and even tracking and mirroring movements from one pilot station to another without a mechanical connection, but these systems can be costly to implement. Embodiments disclosed herein can be used to convey information efficiently and effectively, without the significant added cost of an active system. Further, the embodiments disclosed herein can be used with active systems, and can provide movement in addition to that provided by active systems.

[0040]

[0036] Passive systems may have a “priority” switch installed in a side stick grip that can be used by the pilot(s) to restrict inputs to one stick or the other. Or the sticks can be in a mode where inputs are accepted by both sticks. Once priority is established, an audio status can be transmitted and a visual indicator can be provided on the display panel, but there may be no change in the feel of the control and no information is conveyed through a tactile interface.

[0041]

[0037] According to embodiments described herein, one or more tactile interfaces on the control are provided. The tactile interfaces can be (or may not be) physically distinct from the grip of the control. The tactile interfaces can be positioned to receive a portion of a pilot’s hand (e.g., fingertips), and the tactile interfaces may move, thereby causing corresponding tactile sensation in the pilot’s hand.

[0042]

[0038] Tactile interfaces may enable improved communication of aircraft operation status to a pilot. The aircraft can communicate information to the pilot through motion of the tactile interfaces. Examples of the content of communicated information include priority status (active control of the aircraft versus monitoring), a change in flying mode (e.g., from a normal mode to alternate mode), or other suitable information on aircraft status. As used herein, “tactile interface” includes an interface on a suitable aircraft control and has an outer surface that the pilot can touch, where the tactile interface provides tactile sensation to the pilot to communicate information.

[0039] According to embodiments, one or more movable surfaces of a control grip can provide movement in the form of measurable displacement or vibration that can be felt by the pilot. According to this approach, tactile feedback can be provided to pilots regarding the status of aircraft systems without unduly distracting them from other tasks. Such tactile feedback may be less likely to be missed by a pilot as compared to visual or audio cues. Further, information communicated through such tactile interfaces can signal other information besides the signals traditionally used for aircraft stall or boundary violation, such as priority status, normal law mode, alternate law mode, and / or direct law mode. Further, such tactile interfaces and associated controls can have lower part count, smaller size, and / or less weight compared to active systems that cause vibration primarily about an axis of rotation of the control. Tactile interfaces described herein can work in conjunction with stick shakers to provide additional situational awareness.

[0043]

[0040] According to embodiments, tactile interfaces that manipulate a control surface can include solenoids, eccentric mass vibrators, piezoelectric vibrators, and / or mechanical devices. Exemplary tactile interfaces can be exposed on the control for direct interaction with the pilot. In the example of vibrators (eccentric mass vibrators or piezoelectric vibrators), vibration can be manipulated via a damper (including a damping membrane).

[0044]

[0041] Known stick shakers can be used to communicate dangerous situations or to avoid leaving the boundaries of a safe state. Such a condition may be a stall or a potential stall condition. However, such shaking can lack the ability to convey multiple types of information. According to embodiments, variations in amplitudes and / or frequencies of vibrations can be used to convey multiple types of information to the pilot. According to examples, vibration patterns (in which vibration is selectively turned ON / OFF and / or the amplitudes and / or frequencies are varied) can be used to communicate such information to the pilot.

[0045]

[0042] FIG. 1 illustrates a control 100 including a grip 110 and a plurality of buttons 120, according to embodiments. Each button 120 is a type of tactile interface. The control 100 can be used to control any surface (such as elevators, ailerons, rudder, flap) or setting (such as thrust or velocity of engines or rotors). Or, the control may be used to provide pilot intent to the aircraft for the aircraft to translate into commands for such surfaces or settings. In FIG. 1, there is a button 102 on the top surface of the control 100 that is used to establish priority control between the pilot and copilot and could exhibit tactile feel as described herein. In FIG. 1, there is a trigger 104 on the forward side of the control 100 that is used for communication control, and can exhibit tactile feel as described herein. In FIG. 1, there are three buttons 120 on the forward side of the control 100 that can exhibit tactile feel to the pilot as described herein. The buttons 120 can optionally be, or include pads, such as the pads disclosed herein.

[0046] [043J FIG. 2 illustrates a cross-sectional view of a portion of the control 100 including the grip 110 and portions of a switch including a button 120, according to embodiments. The button 120 (e.g., which can be used as a priority switch) on the control 100 can be depressed and mechanically latched into one or more elevations with respect to the grip 110, where the elevations are higher or lower (e.g., lower) than a default elevation, that are lower than the default elevation. Such elevations may cause the upper surface of the button 120 to protrude from, be flush with, or be depressed with respect to the surrounding surface of the grip 110.

[0047] [044| These different elevations of the button 120 can provide tactile cues to the pilot for a given aircraft status (e.g., that priority has been requested). When the button 120 is in the depressed state, this can indicate that priority has been granted. Once the aircraft has switched operations to priority, the aircraft could automatically cause the button 120 to exit the latched configuration and return to the default elevation. For example, once the aircraft has switched to priority, the aircraft could activate a solenoid 150 (see FIGS. 2 and 3) or other actuator (e.g., with a 28VDC signal), thereby releasing the button 120 from its latched state, and a spring 130 (sec FIGS. 2 and 3) can cause the switch to return to its default position.

[0048] [045J The button 120 may be positionable at multiple (e.g., two) different elevations aside from the default elevation. Via the pilot’s hand, the pilot can detect the different elevations of the button 120 to understand a given status of the aircraft. When multiple elevations are possible, multiple types of information can be communicated via the same button 120. While this disclosure mentions the “height” or “elevation” of the button 120, it is understood that this description is for clarity and simplicity, and that the button 120 can be oriented to translate (a type of movement) along any suitable axis, such as a substantially horizontal axis or a substantially perpendicular axis to a proximate surface of the control 100. The axis may be a single axis or may include a plurality of axes.

[0046] FIG. 2 illustrates a cross-sectional view of a portion of a control 100 including a grip 110 and a switch assembly including a button 120, according to embodiments. The switch assembly further includes a button spring 130, a rocker arm 140, a solenoid 150, a rocker arm spring 160, a static portion 170, and a sensor 180. The grip 110 can include an aperture, and the button 120 can extend through the aperture. The button 120 can have a hollow interior region, which can receive the button spring 130. The button spring 130 can compress between the button 120 and the static portion 170 as the button 120 is translated downwards (e.g., by a pilot’s hand), thereby exerting an upward force on the button 120. The button 120 can include a flange 121 , which can limit the extent that the button spring 130 can translate the button 120 through the aperture in the grip 110. The button 120 further can include one or more of a roller surface 122, a detent 123, or a wedge 124.

[0049]

[0047] The sensor 180 can include one or more of a roller 181, a spring arm 182, or a plunger 183. As the roller surface 122 of the button 120 moves axially as the button 120 translates, the roller 181 can roll along roller surface 122, which is angled. As the roller 181 is pushed outwards by the roller surface 122, it causes (e.g., via the spring arm 182) depresses the plunger 183, changing the electrical state of the sensor 180. One or more sensors 180 could be stacked to provide additional granularity or detail about the lateral position of the roller 181 and the corresponding position of the button 120 (e.g., due to the known vertical position of the roller surface 122 on the button 120). In the case that the system can detect multiple elevations of the button 120, the roller surface 122 can have multiple laterally-projecting regions, such as the angled region shown. There may be multiple sensors 180, including multiple respective rollers 181. As another example, a single sensor 180 including a roller 181, where a processor counts the number of actuations of the plunger 183 to determine the elevation of the button 120. Further, the roller surface(s) 122 can have additional angled region(s) on the upper side of each laterally-projecting region to allow the roller 181 to traverse the roller surface(s) 122 as the button 120 translates upwardly. The processor may also be able to assess the elevation of the button 120 as it translates upwardly in a similar way as when the button 120 translates downwardly (e.g., with a single sensor 180 or multiple sensors 180 as described above). Other types of sensors 180 may be implemented to determine the elevation of the button 120, such as optical or magnetic sensors or mechanical switch(s).

[0048] A processor (not shown) receives signal(s) from the sensor(s) 180 and determines the elevation of the button 120. Such signals can be used by the aircraft to process the pilot intention, such as requesting priority.

[0050]

[0049] The rocker arm 140 can further include one or more of a latch 141, a lower pivot 142, and an upper pivot 143. The rocker arm 140 rotates about the upper pivot 143. The latch 141 can engage with the detent 123 of the button 120. The solenoid 150 can cause the rocker arm 140 to rotate about the upper pivot 143. The solenoid 150 includes one or more coils in a casing 151 that magnetically engage with a solenoid plunger 152. The solenoid plunger 152 can be coupled to the rocker arm 140 via the lower pivot 142. The rocker arm spring 160 can be interposed between the solenoid casing 151 and the rocker arm 140. The rocker arm spring 160 can be positioned around the solenoid plunger 152. The solenoid 150 by itself or in combination with associated components, such as the rocker arm 140 and the rocker arm spring 160 can be understood to be a motion-inducing component, as they induce motion on the button 120 (a type of tactile interface). When there are a plurality of buttons 120 and corresponding solenoids 150, each solenoid can be controlled independently to cause corresponding, independent translation in each button 120.

[0051]

[0050] The switch assembly embodiment may operate in the following exemplary manner. In its default state, the upper surface of the button 120 is at a first elevation with respect to the outer surface of the grip 110. The pilot translates the button 120 downwardly into the control 100. As arcsuit, various events take place. The button spring 130 becomes (more) compressed between the button 120 and the static portion 170. The sensor 180 senses the elevation of the button 120. In the depicted embodiment of FIG. 2, the roller surface 122 of the button 120 engages the roller 181, causing the roller 181 to move as the button 120 translates along the vertical axis.

[0052]

[0051] Further, as the button 120 is being forced into the control 100, the wedge 124 engages with the latch 141 of the rocker arm 140, thereby forcing the rocker arm 140 to rotate counterclockwise about the upper pivot 143. The rotation of the rocker arm 140 (further) compresses the rocker arm spring 160. When the button 120 has been sufficiently depressed, the latch 141 of the rocker arm 140 encounters the detent 123 of the button 120. At this time, the rocker arm spring 160 at least partially decompresses, thereby rotating the rocker arm 140 clockwise about the upper pivot 143 and forcing the latch 141 of the rocker arm 140 into the detent 123 of the button 120. The bottom of the latch 141 and the top of the wedge 124 of the button 120 have surfaces with complementary shapes (e.g., both horizontal). When these surfaces engage and the button spring 130 exerts an upward force on the button 120, the rocker arm 140 and the button 120 maintain a stable, static arrangement, in part because of the complementary surface shapes of the bottom of the latch 141 and the top of the wedge 124. In this state, the upper surface of the button 120 is at a second elevation with respect to the outer surface of the grip 110, where the second elevation is lower than the first elevation. An exemplary second elevation is one that is substantially at the same height as the outer surface of the grip 110, such that the two surfaces are substantially flush with one another.

[0053]

[0052] While the roller 181 rolls across the roller surface 122 of the button 120, the sensor 180 senses this rolling. The sensor 180 (including one or more sensors) is in communication with the control system of the aircraft. The aircraft can then sense that the button 120 has been depressed (e.g., translated downwardly such that the rocker arm latch 141 engages with the button detent 123. The aircraft then adjusts its operation accordingly.

[0054]

[0053] In order to return the button 120 to its default elevation, the aircraft can control the button 120 automatically without need for further pilot interaction with the button 120. The aircraft control system can send a signal to control the solenoid 150, causing the solenoid 150 to generate a magnetic field, thereby pulling the plunger 152 away from the button 120. This can cause the rocker arm 140 to rotate (e.g., counterclockwise) due to the attachment of the solenoid plunger 152 to the lower pivot 142 of the rocker arm 140. With this rotation, the latch 141 of the rocker arm 140 can be pulled out of the detent 123 of the button 120. After this, the button spring 130 can at least partially decompress, thereby forcing the button 120 upwards to the default elevation. The flange 121 can engage with a surface of the grip 110 (or a component mechanically connected thereto) proximate the aperture in the grip 110, such that the button 120 cannot protrude higher than the default elevation. The aircraft control can stop the signal to cause the solenoid 150 to deenergize, and the rocker arm spring 160 can at least partially decompress, thereby forcing the rocker arm 140 to rotate clockwise about the upper pivot 143. In the case that the pilot has requested priority, this translation of the button 120 can provide tactile feedback to the pilot indicating that priority has been granted. [054J The button 120 can be released by a 28VDC signal sent to the solenoid 150 that can overpower the rocker arm spring 160 and releases the latch 143, which releases the button 120. Should the solenoid 150 already be energized when the button 120 is depressed, the rocker arm 140 might not latch onto the button 120 and the pilot may not feel the associated tactile “click.”

[0055]

[0055] The button 120 may include two or more detents, such as two or more features like detent 123. In such a way, the pilot can push the button 120 to multiple elevations aside from the first, default elevation (e.g., a second elevation and a third elevation). The sensor 180 can sense the translation of the button 120, thereby allowing the aircraft to know which elevation the upper surface of the button 120 is at with respect to the outer surface of the grip 110.

[0056]

[0056] In the example of FIG. 2, the different elevations of the upper surface of the button 120 can be above the outer surface of the grip 110 at any suitable height, flush with the outer surface of the grip 110, and recessed from the outer surface of the grip 110 at any suitable height.

[0057]

[0057] In the embodiment illustrated in FIG. 3, the aircraft can cause the outer surface of a the button 120 (e.g., for a priority switch) or mechanical indicator (indicator, which is within the scope of a “button” herein) to translate without interaction from the pilot and to thereby act as a tactile interface. The effect of the embodiment illustrated in FIG. 3 may be similar to that of FIG. 2. For example, in the embodiment of FIG. 3, the differing elevations of the upper surface of the button 120 can indicate different status(es) of the aircraft. Like the embodiment of FIG. 2, in FIG. 3, the aircraft causes the upper surface of the button 120 to change elevations with respect to the grip 110. In this embodiment, the button 120 can act as a solenoid plunger or be coupled to a distinct solenoid plunger. The solenoid 150 can be activated (e.g., with a 28 VDC signal) to pull or latch the button 120 into one or more levels aside from the default level. When the solenoid 150 is deactivated, the button spring 130 may return the button 120 to the default position.

[0058]

[0058] The embodiment illustrated in FIG. 4, depicts a plurality of pads 191, one or a plurality of which are a different type of tactile interface. The pad(s) 191 can be positioned to correspond to a location of a pilot’s fingertips when the pilot grips the grip 110 of the control 100. The pad 191 may be distinct from or may form a portion of the grip 110. The pad 191 is part of an assembly 190. The assembly 190 can be positioned wholly or at least partially within the control 100. The pad 191 can be located in a corresponding aperture of the grip 110. The pad 191 can be flush with or create a substantially continuous surface with proximate or surrounding portions of the grip 110. The pad 191 can be coupled to a vibrator 192 (e.g., an eccentric mass vibrator or a piezoelectric vibrator). The pad 191 includes an outer surface that is exposed to the pilot. The inner surface of the pad 191 can be coupled (e.g., directly connected) to the vibrator 192. The vibrator 192 can receive an electrical signal via wires 194 to be actuated and effect vibration and to impart corresponding vibrations to the pad 191, such that the pilot can feel the vibrations on the pad 191. The vibrator 191 may further be coupled (e.g., directly connected) to a damper 193. The damper 193 can include a material such as rubber foam or sorbothane. The damper 193 can affect the amplitude of the vibrations otherwise provided by the vibrator 192. The damper 193 may cause a reduction in vibration amplitude in order to more effectively isolate the vibration pulses to the pads 191. Such isolation may localize the magnitude of amplitude, such that vibration is not substantially felt in other portions of the control 100, including for example the grip 110 (or other portions of the grip 110) or buttons. It is understood that the vibrator 192 may be capable of vibrating at multiple frequencies simultaneously, and such multiple frequencies are included within the scope of “frequency” as used herein. As shown, multiple pads 191 can be provided on a control 100. Each pad 191 may be part of a corresponding assembly 190. The multiple pads 191 may operate identically at the same time. Or the multiple pads 191 may operate differently from each other but in synchrony (e.g., creating a sweeping effect). Each given pad 191 interface can have a constant vibrational amplitude and / or frequency, and / or the amplitude and / or frequency can vary over time. The vibrator 192 (and / or associated components) can be understood to be a motion-inducing component, as it induces motion on the pad 191. In the case where there are multiple pads 191 and corresponding vibrators 192, each vibrator 192 can be controlled independently to independently induce vibrations in corresponding pads 191.

[0059]

[0059] In the embodiment illustrated in FIGS. 5A-5C, the outer surface of buttons 120 are shown with respect to the grip 110. One or more of the buttons 120 may be similar to the ones described with respect to FIGS. 2 and 3. As shown, one or more of the buttons 120 may include a pad 125 (e.g., similar to the pad 191) and associated components. As with the assembly 190, the button 120 may include a vibrator 126 (e.g., similar to vibrator 192) and an O-ring (not shown, but potentially present in FIG. 4). The vibrator 126 can receive electrical signals via wires 129. The button 120 may further include a damper 127 (e.g., similar to the damper 193). The buttons 120 may be translated downwardly (e.g., pushed downwardly by the pilot) from a default elevation to one or more lower elevations, for example as described with respect to FIGS. 2 and 3. The elevation of the button 120 can communicate aircraft status (e.g., alternate law or direct law) to the pilot. In addition to changing elevations, the pad 120 can be vibrated by the vibrator 126 (e.g., an eccentric mass vibrator via a 28VDC signal, or a piezoelectric component) to provide further tactile sensations to the pilot.

[0060]

[0060] As illustrated in FIG. 6, when there are multiple buttons 120 (or they could be multiple pads 191), they can be controlled individually and / or synchronously. In the example shown, the buttons 120 can be controlled to create a sweeping effect downwardly and / or upwardly. The buttons 120 can be sequentially activated to cause translation according to the sequential positions of the buttons 120. The buttons 120 can also be sequentially deactivated to cease translation according to the sequential positions of the buttons 120. The coordinated translation of the multiple buttons 120 can include other patterns of translation amongst the individual buttons 120. Similar techniques may be used for a plurality of pads 191. The pattem(s) can indicate status(es) of the aircraft. The pattem(s) can also be based on a combination of translation of a given button 120 or a plurality of buttons 120 according to the embodiments of FIGS. 2 or 3, and the vibration(s) of the corresponding pad(s) 125. For example, a given button 120 may be translated to a different elevation first, and the pad 125 of the given button 120 may then be vibrated (or vice versa, or the vibration of the pad 125 and the elevation of the button 120 may be activated simultaneously), and such movements (and / or cessation of movements) can optionally be coordinated amongst multiple buttons 120.

[0061]

[0061] All electrical signals described herein and automated operations can be effected by a processor, which is not shown. The processor can be a single processor or functionality of a processor can be distributed amongst multiple processors. The processor can receive information from the sensor(s) 180, cause actuation / de-actuation of the solenoid 150 that causes movement of the rocker arm 140, and / or actuate the vibrator(s) 192, 126. The processor is further configured to determine aircraft functionality or status and correspondingly assess, provide, or adjust the aforementioned functionality relating to such signals and operations. The processor can execute a set of instructions stored on a non-transitory or tangible computer- readable medium to effect the operations disclosed herein.

[0062]

[0062] It will be understood by those skilled in the art that various changes may be made and equivalents may be substituted without departing from the scope of the novel techniques disclosed in this application. In addition, many modifications may be made to adapt a particular situation or material to the teachings of the novel techniques without departing from its scope. Therefore, it is intended that the novel techniques not be limited to the particular techniques disclosed, but that they will include all techniques falling within the scope of the appended claims.

Claims

CLAIMS1. An aircraft control, comprising: a grip arranged to engage with a pilot’ s hand; a tactile interface arranged to engage with a portion of the pilot’s hand; and a motion-inducing component coupled to the tactile interface, wherein the motioninducing component is configured to induce motion on the tactile interface but not substantially on the grip.

2. The aircraft control of claim 1, wherein the tactile interface includes a button configured to translate when the motion-inducing component induces motion.

3. The aircraft control of claim 2, wherein the motion-inducing component includes a solenoid.

4. The aircraft control of claim 2, further comprising a sensor configured to sense a position of the button.

5. The aircraft control of claim 2, further comprising a plurality of tactile interfaces, and further comprising a plurality of motion-inducing components each coupled to a corresponding one of the plurality of tactile interfaces, wherein the plurality of motion-inducing components are configured to be independently controlled to independently induce translational motion in corresponding ones of the tactile interfaces.

6. The aircraft control of claim 2, further comprising a plurality of tactile interfaces, and further comprising a plurality of motion-inducing components each coupled to a corresponding one of the plurality of tactile interfaces, wherein the plurality of motion-inducing components are configured to be independently controlled to independently induce vibrational motion in corresponding ones of the tactile interfaces..

7. The aircraft control of claim 2, wherein the button is configured to translate along a single axis.

8. The aircraft control of claim 1, wherein the tactile interface includes a pad configured to vibrate.

9. The aircraft control of claim 8, wherein the motion-inducing component includes a piezoelectric device.

10. The aircraft control of claim 8, wherein the tactile interface includes a button configured to translate outwards from the grip and inwards to the grip.11 . A method for operation of an aircraft control, comprising: receiving, at a grip, a pilot’s hand; receiving, at a tactile interface arranged to engage with a portion of the pilot’s hand; and actuating a motion-inducing component coupled to the tactile interface, such that motion is induced on the tactile interface but not substantially on the grip.

12. The method of claim 11, further including translating the tactile interface according to the induced motion from the motion-inducing component, wherein the tactile interface comprises a button.

13. The method of claim 12, said actuating includes actuating the motion-inducing component at least partially with a solenoid.

14. The method of claim 12, further comprising sensing, with a sensor, a position of the button.

15. The method of claim 11, wherein said receiving, at a tactile interface, further comprises receiving at a plurality of tactile interfaces different portions of the pilot’ s hand, and wherein said actuating a motion-inducing component coupled to the tactile interface further comprises actuating a plurality of motion-inducing components coupled to corresponding ones of the plurality of tactile interfaces, and further comprising independently controlling the plurality of motion-inducing components to induce translational motion in the corresponding ones of the plurality of tactile interfaces.

16. The method of claim 11, wherein said receiving, at a tactile interface, further comprises receiving at a plurality of tactile interfaces different portions of the pilot’s hand, and wherein said actuating a motion-inducing component coupled to the tactile interface further comprises actuating a plurality of motion-inducing components coupled to corresponding ones of the plurality of tactile interfaces, and further comprising independently controlling the plurality of motion-inducing components to induce vibrational motion in the corresponding ones of the plurality of tactile interfaces.

17. The method of claim 12, wherein said translating further comprises translating the button along a single axis.

18. The method of claim 11, wherein the motion induced on the tactile interface comprises vibration of the tactile interface.

19. The method of claim 18, wherein the motion-inducing component includes a piezoelectric device.

20. The method of claim 18, wherein the motion induced on the tactile interface comprises translation of the tactile interface.

21. An aircraft control, comprising: a plurality of tactile interfaces arranged to engage with portions of a pilot’s hand; and a plurality of motion-inducing components each coupled to a respective one of the plurality of tactile interfaces, wherein each of the plurality of motion-inducing components is configured to independently induce motion in a respective one of the plurality of tactile interfaces.

22. The aircraft control of claim 21, wherein the induced motion comprises translational motion.

23. The aircraft control of claim 21, wherein the induced motion is vibrational motion.

24. The aircraft control of claim 23, wherein each of the plurality of tactile interfaces comprises a pad.

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