FR3010974A1 - SUPPORT DEVICE FOR LEGS AND / OR FEET FOR A MULTI-POSITION PILOT FOR AN AIRCRAFT COCKPIT - Google Patents

Abstract

A device (D) is adapted to support a portion of the legs and / or the feet of a pilot in an aircraft cockpit (AC) comprising at least one pedal control mechanism (MC) (PP). This device (D) comprises, on the one hand, support means (MS) adapted to be installed above the pedals (PP) and defining a support surface, and, on the other hand, displacement means ( MD) adapted to move the support means (MS) between a stowed position, in which the pedals (PP) are fully disengaged, and at least one support position, wherein the support surface is adapted to support a part of the legs and / or the feet and in which access to the pedals (PP) is at least partially prevented.

Description

The invention relates to airplane cockpits, and more specifically to devices that are intended to support a part of the legs. and / or a pilot's feet in such cockpits.

State of the art During a flight the pilot (usually called captain), as well as his / her possible co-pilot (or assistant) are not always in a piloting phase, thanks to the existence of "automatic piloting ". The latter is indeed intended to control the controls of the aircraft in place of the pilot (s) during the so-called cruise phases. It is recalled that during a cruise phase a pilot can be either in a surveillance phase or in a rest phase. The duration of the cruise phases varies significantly depending on the type of mission of the aircraft (short-haul, medium-haul or long-haul).

During a very short flight (typically less than 1000 km), it is not really necessary (even if it would be preferable) to provide the aircraft with a device intended to favor the rest of a pilot during a flight phase. cruise. During a long flight (typically greater than 3500 km), it is generally expected in the aircraft for crew members in the rest phase at least one dedicated sleeping area outside the cockpit (generally designated by the acronym FCRC ("Flight Crew Rest Compartment")). Such a sleeping area allows good isolation, but removes the pilot from his cockpit. During a medium flight (typically between 1100 km and 3400 km), it is generally not expected in the sleeping area aircraft, and therefore each driver must remain in the cockpit and can usually relax only in tilting the backrest of the seat backwards and backing the seat as far as possible from the steering devices to slightly extend the legs. But this inclination of the backrest and this slight extension of the legs do not allow to relax sufficiently a pilot. In addition, the extension of the legs is still difficult for large pilots given the density of organs located in the cockpit and in particular in the area dedicated to the legs. SUMMARY OF THE INVENTION The invention therefore aims to improve the situation in order to increase the comfort of a pilot in the cockpit of an airplane during the cruising phases, without having to leave his seat. It proposes for this purpose a device, intended to support a portion of the legs and / or feet of a pilot in an aircraft cockpit comprising at least one pedal control mechanism, and comprising: - support means adapted to be installed above the pedals and defining a support surface, and - displacement means adapted to move the support means 20 between a stowed position in which the pedals are fully disengaged and at least one support position in which the support surface is adapted to support a part of the legs and / or feet and in which access to the pedals is at least partially prevented. The support device according to the invention may comprise other features which may be taken separately or in combination, and in particular: its moving means may be able to move its support means forward or backward; the aircraft above the pedals between the stowed position and each support position; Its support means may comprise at least one first cushion. In this case, its means of displacement may comprise translation means adapted to slide the first cushion in a sliding direction, forwards or backwards; - The translation means may comprise two sliding parts which is secured to the first cushion, and two fixed parts relative to which slide respectively the sliding parts; its support means may comprise a second cushion coupled rotatably to a front portion of the first cushion via an axis parallel to the transverse direction, so as to constitute an extension before the first cushion when the latter has been translated backwards by the translation means; its support means may comprise third and fourth cushions, respectively coupled to right and left rear parts of the first cushion in order to constitute rear extensions thereof, and rotatably mounted about axes parallel to the direction of sliding so as to to move from a rectified position in which they allow free access to the pedals to a support position in which they at least partially prevent access to the pedals; its displacement means can be adapted to move the support means in rotation about an axis parallel to a transverse direction of the aircraft so as to incline the support surface; its displacement means may comprise rotation means comprising two connecting rods adapted to be secured to rotation, along an axis parallel to the transverse direction, to a cockpit equipment; - The fixed parts of the processing means can be fixedly secured and respectively to the connecting rods; o each rod may comprise a first end rotatably mounted on the axis and a second end opposite to its first end. In this case, the rotation means may comprise at least one jack adapted to be secured to a cockpit equipment and to move the second end of one of the connecting rods to rotate the support means.

The invention also proposes a specific control mechanism to be installed in an aircraft cockpit and comprising two arms adapted to be secured respectively to two uprights of the cockpit and coupled to each other via an axis, parallel to a direction. transverse plane and which is secured to rotate a support on which are rotatably mounted pedals. This control mechanism is characterized in that it comprises a support device of the type shown above and a part of the displacement means is secured to the arms. For example, the rods of the support device may be rotatably mounted axially on the arms, respectively. Also for example, the (each) cylinder of the support device can be secured to one of the arms. The invention also proposes an aircraft comprising a cockpit comprising at least one control mechanism of the type of that presented above. The invention also provides an aircraft comprising a cockpit provided with at least one pedal control mechanism and comprising at least one support device of the type shown above, placed above the pedals.

BRIEF DESCRIPTION OF THE DRAWINGS Other features and advantages of the invention will appear on examining the detailed description below, and the accompanying drawings (obtained in CAD / DAO, hence the apparently discontinuous character of certain lines and the gray scale), in which: FIG. 1 schematically illustrates, in a perspective view, a part of an example of a cockpit with a seat, in the driving position, associated with a rudder control mechanism and a part of an exemplary embodiment of a support device according to the invention, in the stowed position, - Figure 2 schematically illustrates, in a perspective view, the cockpit of Figure 1 with the seat in the rest position and the device 3 schematically illustrates, in a perspective view, the rudder control mechanism and a part of the support device (in a first support position) of FIGS. 1 and 2, FIG. 4 schematically illustrates, in a side view, a control mechanism with pedals to which a support device is secured in the first support position (embodied by the support elements in dark), in a row position (materialized by the white rectangle CS3 rectified), and in a second support position (materialized by dashed rectangles on the dark support elements and with the translation means extended to the maximum), - Figure 5 illustrates schematically, in a side view, the rudder control mechanism of Figure 4 with its support device in the first support position (materialized by the support elements in dark) and in a third support position (materialized by the white rectangle CS3 straightened and with the translation means extended to the maximum), and - Figure 6 schematically illustrates, in a side view, the 4 with its support device in the first support position (materialized by the support elements in dark) and in a partially tilted and inclined position (represented by the rectified white rectangle CS3 and the means for translation not extended). DETAILED DESCRIPTION The object of the invention is in particular to propose a support device D intended to support a part of the legs and / or the feet of a pilot PA in a CA airplane cockpit, during the cruising phases. In the following, by way of non-limiting example, the aircraft comprises a cockpit CA intended to accommodate two pilots PA (a captain and his assistant) in two adjacent cockpits (separated by a central pylon common). But the invention is not limited to this type of aircraft. It concerns indeed any airplane having a cockpit intended to accommodate at least one pilot.

FIGS. 1 and 2 show schematically a portion of an example of a CA airplane cockpit. In this example, only the cockpit (left) dedicated to the captain was partially represented. But, a similar cockpit (right) may exist for the co-pilot (or assistant).

Furthermore, it will be noted that in the example shown in a nonlimiting manner, the cockpit does not include a central (broom) handle. This stick is here implanted laterally (to the left of the captain and to the right of the co-pilot), as it may be the case in an AIRBUS plane. This arrangement is indeed particularly well adapted to the present invention because it allows to free up space in a central part of a cockpit and modify the dashboards to allow, in particular, a screen positioning (s) control (possibly large format and possibly pivotable (s) and / or deportable (s)) closer to the driver. As illustrated in FIGS. 1 and 2, the cockpit notably comprises a seat SI capable of accommodating a pilot (or co-pilot), a control mechanism MC with two pedals PP, and a support device D according to the invention (partially illustrated). Note that in the non-limiting example illustrated in the figures the pedals PP define pedals. But this is not obligatory.

Note also that in the example illustrated in Figure 1 the seat back SI is rectified in a driving position, the feet of the driver PA are placed on the two pedals PP and the support device D (partially shown) is placed in a stowed position. On the other hand, in the example illustrated in FIG. 2, the back of the seat S1 is folded backwards into a rest position, and part of the legs of the pilot PA and the feet of the latter (PA) are supported by the support device D (partially illustrated) placed in a support position. In a rest position the pilot can be partially or almost completely elongated, in order to relax effectively or doze temporarily. Note that the seat back SI can be more or less folded according to the wish of the pilot PA. Likewise, the seat of the seat SI can also be more or less remote from the control mechanism MC according to the wish of the pilot PA.

FIG. 3 schematically illustrates an exemplary embodiment of a control mechanism MC with extension gimbals PP and a part of an exemplary embodiment of a support device D (placed in a support position). As illustrated, the control mechanism MC comprises two arms BS, a (first) axis Al, a support SP, two pedals PP and a (first) cylinder Vl. The two arms BS are here secured respectively to two uprights MO of the cockpit CA and coupled to each other via the first axis A1 which is parallel to a transverse direction of the aircraft. These two arms BS are installed substantially parallel to a longitudinal plane of the aircraft (defined from the longitudinal direction of the aircraft and a vertical direction). The support SP is rotationally secured to the first axis Al. The pedals PP are rotatably mounted on the support SP so that they can be actuated respectively by the feet of the pilot PA. The first jack V1 comprises a first end secured to a fixed equipment cockpit CA and a second end opposite the first end and secured to the support SP, so as to be rotatable about the first axis Al so that it can be placed in a position adapted to the morphology of the pilot PA. This first cylinder V1 is for example controlled by a control member installed in the cockpit CA, possibly on an armrest of the seat SI. It will be noted that this adapted position may possibly be memorized. As is more fully illustrated in FIGS. 4 to 6, a support device D according to the invention comprises at least support means MS and displacement means MD. The support means MS (see FIGS. 1 to 6) are adapted to be installed above the PP pedals and define a support surface capable of supporting a part of the legs and / or the feet of the pilot PA. The term "above" is used here to be placed at a level (vertical) which is greater than that where is placed the upper (or front) of the spreaders 30 PP. This does not mean that the support means MS are necessarily placed at least partly in line with the lifters PP, even temporarily (during rest phases). They can indeed be at least partially offset towards the front of the aircraft relative to the front part of the pedals PP, at least when they are in the stowed position (see Figure 1) and therefore unused by the pilot PA. These support means MS comprise at least one first cushion CS1 secured to the displacement means MD in order to be able to be moved between a stowed position in which the pedals PP are completely disengaged (positions P11, P21 and P31 in the figures) and at least one support position in which the support surface is adapted to support a part of the legs and / or the feet and in which access to the pedals PP is at least partially prevented (positions P11, P21 and P32, or P12, P22 and P31 (or P32 or P32 ') in the figures). For example, the moving means MD may be arranged to move the support means MS in a sliding direction which is substantially contained in a longitudinal plane of the aircraft, and thus forwards or backwards. from the plane above the PP pedals. As illustrated without limitation in FIGS. 1 to 6, the support means MS may also comprise a second cushion CS2 rotatably coupled to a front portion of the first cushion CS1 via a second axis A2 (see FIGS. 4 and 5) parallel to a transverse direction of the aircraft (and therefore Ai) to form an extension before the first cushion CS1. In a support position illustrated in FIG. 5 and embodied by the positions P32 (or P31), P12 and P22, the second cushion CS2 is placed substantially in the longitudinal alignment of the first cushion CS1 and thus forms a support surface for to complete that offered by the first cushion CS1. For example, the height of the second cushion CS2 is chosen to allow a substantially continuous extension of the support surface of the first cushion CS1 to the uprights MO when the support device D is in its most extended support position (P32 (or P31), P12 and P22). The rotational arrangement enables the second cushion CS2 to be placed in a rectified position P21 when the support means MS are placed in their stored position (P11, P21, P31) or in their non-extended support position (P11, P21, P32). ). In this row position (P11, P21, P31), the second cushion CS2 is here disoriented at an angle of about 900 relative to the first cushion CS1. But other values of angles greater or less than 900 can be envisaged. This rectified position is intended to allow a reduction in the size of the support means MS in the longitudinal direction of the aircraft. The coupling between the first cushion CS1 and the second cushion CS2 can be done either directly via a second axis A2 carried by one of them, or via a plate which is secured to the first cushion CS1 and which comprises the second axis A2 or is secured to the second axis A2 which is then secured to the second cushion CS2. The rotation of the second cushion CS2 with respect to the first cushion CS1 can be controlled by means of an electric motor, so as to prevent the pilot PA having to manually straighten the second cushion CS2 during the replacement of the support means MS in their row position. It will be noted, as illustrated in non-limiting manner in FIGS. 1 to 6, that the support means MS may, as a variant or in addition, also comprise third CS3 and fourth CS4 cushions respectively coupled to the right and left rear parts of the first cushion CS1. .

These third CS3 and fourth CS4 cushions then constitute rear extensions of the first cushion CS1. They are rotatably mounted about two third axes A3 (see Figure 3) which are parallel to the sliding direction of the first cushion CS1, in order to move from a rectified position P31 (or P31 '), in which they allow a free access to the pedals PP (see FIGS. 1 and 4 to 6), to a support position P32 (or P32 '), in which they support part of the legs and / or the feet of the pilot PA and at least partially prevent access PP lifters (see Figures 2 to 6). Preferably, the third axes A3 are secured respectively at lateral ends of the first CS1 and third CS3 cushions and first CS1 and fourth CS4 cushions, and placed substantially in the plane of the first cushion CS1. Note that the third axes A3 may optionally be slidably mounted so as to allow a translation of the third CS3 and fourth CS4 cushions relative to the first cushion CS1. The third CS3 and fourth CS4 cushions can therefore translate alone with respect to the first cushion CS1 or with the first cushion CS1 to allow the second cushion CS2 to be placed in their extension (most extended support position). Note also that it is preferable that the sum of the extensions of the third CS3 and fourth CS4 cushions (folded) in the transverse direction of the aircraft is strictly less than the extension of the first lo cushion CS1 along the same transverse direction. This allows to define a free space between the third CS3 and fourth CS4 folded cushions likely to facilitate the passage of at least one leg of the PA driver in case of emergency. It will be understood that when the third CS3 and fourth CS4 cushions are folded down and that there is such a gap, the access to the pedals PP is partially prevented, whereas in the absence of this space the Access to PP lifters is totally prevented. The coupling between the first cushion CS1 and the third CS3 and fourth CS4 cushions can be done either directly via two third axes A3, or via the aforementioned plate (secured to the first cushion CS1) when the third A3 axes are clamped on this plate. The rotation of the third CS3 and fourth CS4 cushions relative to the first cushion CS1 can be controlled by means of two electric motors, or thanks to the restoring forces exerted by two springs (recalling preferably the third CS3 and fourth CS4 cushions towards their rectified position P31 or P31 '), so as to prevent the pilot PA from having to straighten them by hand when replacing the support means MS in their stored position. Note that the use of return springs allows a very fast automatic recovery of the third CS3 and fourth CS4 cushions as soon as the pilot PA lifts his legs or feet or places them in the free space defined between them, which is advantageous in case of emergency. It will be understood that here, thanks to the moving means MD, the pilot PA can either use only the first cushion CS1 to support his legs and / or his feet (the third CS3 and fourth CS4 cushions are then in the rectified position P31 or P31 '), either use the first CS1, third CS3 and fourth CS4 cushions to support his legs and feet, or use the first CS1 and second CS2 cushions to support his legs and feet (the third CS3 and fourth CS4 cushions are then in the rectified position P31 or P31 '), or still use the first CS1, second CS2, third CS3 and fourth CS4 cushions to support his legs and feet (after the second cushion CS2 has been placed in its folded position support P22 or P22 'through a translation of the support means MS to the rear). The length of the support surface of the legs and / or feet can thus be adapted (possibly via a translation of the support means MS) according to the needs and / or wishes of the moment of the pilot PA, and in particular according to the size of his legs.

The displacement means MD may also be arranged to move the support means MS in rotation about an axis which is parallel to the transverse direction of the aircraft (here the first axis A1, by way of non-limiting example ). This rotation drive is intended to allow the inclination of the support means MS (and more precisely of their support surface) relative to the floor of the cockpit (defined in the cockpit CA), and therefore with respect to the seat SI seat. This inclination can be chosen according to the needs and / or wishes of the moment of the pilot PA. In order to allow sliding of the support means MS in the sliding direction, the moving means MD may comprise translation means MT. As illustrated in FIGS. 4 to 6, these translation means MT are arranged so as to slide the first cushion CS1 (or the possible plate to which the latter (CS1) can be secured) in a direction of sliding, towards the 'front or back. Note that the sliding direction varies here according to the orientation of the first cushion CS1 relative to the floor of the cockpit, which is controlled by the rotation means MR (described later).

For example, and as illustrated in non-limiting manner in FIGS. 4 to 6, the translation means MT may comprise two PF parts that are fixed relative to two BR rods, and two PC parts that slide relative to the two PF fixed parts.

The two PC sliding parts are arranged to slide relative to the two fixed parts PF, respectively, and the first cushion CS1 (or the aforementioned plate) is secured to these two sliding parts PC. In this nonlimiting example, the two fixed parts (or slides) PF are fixed respectively to two connecting rods BR lo rotational means MR which are themselves secured respectively to the two support arms BS of the control mechanism MC (see figures 4 to 6). The sliding of the sliding parts PC with respect to the fixed parts PF can, for example, be carried out by means of an electric motor driving in rotation a toothed wheel meshing with the teeth defined in the sliding parts PC (and defining a species of rack). , or by means of a pulley and a cable (as is sometimes the case for a window of a motor vehicle), or by means of a slide and double-acting cylinders. The control of the operation of this electric motor, and therefore of the position of the PC sliding parts with respect to the fixed parts PF, can be done by means of a control member installed in the cockpit CA, possibly on an armrest of the seat SI. . This member may also, and possibly, to control the possible electric motor that ensures the rotation of the second cushion C52 about the second axis A2. It will be understood that here to translate the support means MS backwards, and thus to the seat S1, the sliding parts PC are slid with respect to the fixed parts PF, towards the rear (as illustrated in FIG. ). It will be noted that in FIGS. 4 to 6, the extreme support positions P12 and P22 (that is to say, the most advanced towards the seat S1) and the respective first CS1 and second C52 cushions are represented by rectangles 30 Dotted gray. In order to allow the orientation of the support means MS with respect to the floor of the cockpit, the moving means MD may comprise rotation means MR, as mentioned above. As illustrated in FIGS. 4 to 6, these rotation means MR may comprise the two own BR rods to be secured to rotation, along an axis which is parallel to the transverse direction of the aircraft (here the first axis A1, non-limiting example), a cockpit equipment (here the control mechanism MC, by way of non-limiting example). As indicated above, in this embodiment, the two fixed parts PF of the translation means MT are fixedly secured respectively to the two rods BR, so as to be rotated by the latter (BR). It should be noted that here each connecting rod BR comprises (by way of example) a first end E1, which is advantageously rotatably mounted on the first axis Ai, and a second end E2, which is opposite its first end E1 and which can be moved by at least a second cylinder V2 forming part of the rotation means MR and secured to a cockpit equipment (here the control mechanism MC (and more precisely one of its support arms BS), for example non-limiting). It will be understood that in this embodiment the displacement of the second end E2 of one of the connecting rods BR by the associated second jack V2 makes it possible to drive in rotation the support means MS (and in particular the first cushion CS1) relative to BS support arms. Such a situation is illustrated in FIG. 6 (in which the support means MS have only undergone one rotation, but no translation). This rotational drive is possible in both directions, from bottom to top and from top to bottom.

Note that to enhance the support of the support means MS can be provided two second cylinders V2 associated respectively to the two connecting rods BR. It will also be noted that each second cylinder V2 could be secured to another equipment of the cockpit CA than the control mechanism MC, since this other equipment is fixed and implanted near the control mechanism MC (as is for example the cases of MO amounts).

It will also be noted that the control of each second cylinder V2, and therefore of the orientation of the support means MS, can be provided by a control member installed in the cockpit CA, possibly on an armrest of the seat SI. This orientation may possibly be memorized.

Alternatively, instead of using at least a second cylinder V2 could control the rotation drive of the second axis A2 by means of a geared motor. It will also be noted that it is possible to provide (possibly on an armrest of the seat S1) a control member intended to control, when actuated by the pilot PA, the positioning of the support means MS and the moving means MD in a previously memorized position adapted to said pilot PA (and possibly contained in a database of pilots). Such a control member (or another dedicated), can also and possibly cause immediate replacement of the support means MS in their stored position, in case of actuation by the pilot PA or triggering an alarm in the cockpit CA. The embodiment with four cushions (CS1 to C54) described above by way of illustrative example, with reference to the figures, proves particularly advantageous. Indeed, it allows to always have a cushion present for at least one of the feet and does not prevent access to the pedals PP, and to have in some positions two cushions C53 and C54 available (by folding) for the calves preferably with a space provided between the two (C53 and C54) to allow the passage of the legs and their fast recovery for a complete release of the access to the pedals PP.

Note however that it may be possible that the first cushion CS1 itself be subdivided into two sub-parts rotatably mounted (preferably under an elastic restoring force) and foldable inwards (in the image of the third C53 and fourth C54 cushions). In this variant embodiment, it is also possible and possible to provide third C53 and fourth C54 cushions that can be folded inwards, particularly for the calves, such as those described above. The latter (C53 and C54) are then rotatably mounted respectively on the lateral rear ends of the two sub-parts of the first cushion CS1. In another alternative embodiment, the first cushion CS1 can be subdivided into two sub-parts rotatably mounted (preferably under an elastic restoring force), foldable inwards and having a substantial extension towards the rear in order to support both feet and calves (in this case one does not need to provide third CS3 and fourth CS4 cushions). In these alternative embodiments, it is possible to provide or not to provide a space between the two sub-parts of the first cushion CS1 when they are folded inwards (for the support). Furthermore, all these embodiments may or may not be combined with a second cushion CS2.

Claims (15)

REVENDICATIONS1. Device (D) for supporting a portion of the legs and / or the feet of a pilot, for an aircraft cockpit (AC) comprising at least one control mechanism (MC) with pedals (PP), characterized in that it comprises i) support means (MS) adapted to be installed above said pedals (PP) and defining a support surface, and ii) displacement means (MD) adapted to move said support means ( MS) between a stowed position, wherein said pedals (PP) are fully disengaged, and at least one support position, wherein said support surface is adapted to support a portion of said legs and / or said feet and access to said pedals (PP) is at least partially prevented. 2. Device according to claim 1, characterized in that said moving means (MD) are adapted to move said support means (MS) forwardly or rearwardly of said aircraft above said pedals (PP) between said row position and each support position. 3. Device according to claim 2, characterized in that said support means (MS) comprise at least a first cushion (CS1), and in that said displacement means (MD) comprise own translation means (MT). sliding said first cushion (CS1) in a sliding direction, forwards or backwards. 4. Device according to claim 3, characterized in that said translational means (MT) comprise two sliding parts (PC) 25 which is secured to said first cushion (CS1), and two fixed parts (PF) relative to which respectively slide said sliding parts (PC). 5. Device according to one of claims 3 and 4, characterized in that said support means (MS) comprises a second cushion (CS2) rotatably coupled to a front portion of said first cushion (CS1) via an axis (A2 ) parallel to said transverse direction, to form an extension before said first cushion (CS1) when the latter (CS1) has been translated backwards by said translation means (MT). 6. Device according to one of claims 3 to 5, characterized in that said support means (MS) comprises third (CS3) and fourth (CS4) cushions respectively coupled to right and left rear parts of said first cushion (CS1). ) to form rear extensions thereof (CS1), and rotatably mounted about axes (A3) parallel to said sliding direction to move from a rectified position in which they allow free access to said pedals (PP) ) at a support position in which they at least partially prevent access to said pedals (PP). 7. Device according to one of claims 1 to 6, characterized in that said moving means (MD) are adapted to move said support means (MS) in rotation about an axis (A1) parallel to a transverse direction of said aircraft so as to incline said support surface. 8. Device according to claim 7, characterized in that said moving means (MD) comprises rotation means (MR) comprising two rods (BR) adapted to be secured to rotation along an axis (A1) parallel to said direction. transversal, to an equipment (MC) of said cockpit (CA). 9. Device according to claim 8 in combination with one of claims 4 to 6, characterized in that said fixed parts (PF) of the processing means (MT) are fixedly secured respectively to said connecting rods (BR). 10. Device according to claim 9, characterized in that each connecting rod (BR) comprises a first end (E1) rotatably mounted on said axis (A1) and a second end (E2) opposite said first end (E1), and in that said rotation means (MR) comprise at least one jack (V2) adapted to be secured to an equipment (MC) of said cockpit (CA) and to move said second end (E2) of one of said connecting rods (BR ) to rotate said support means (MS). 11. Control mechanism (MC) adapted to be installed in an aircraft cockpit (CA) and comprising two arms (BS) adapted to be secured respectively to two uprights (MO) of said cockpit (CA) and coupled to each other. other via an axis (A1), parallel to a transverse direction of said aircraft and to which a support (SP) is rotatably secured on which are rotatably mounted pedals (PP), characterized in that it comprises a support device (D) according to one of the preceding claims, a portion of the displacement means (MD) is secured to said arms (BS). 12. Mechanism according to claim 11, characterized in that said rods (BR) of the support device (D) are rotatably mounted along said axis (A1) on said arms (BS), respectively. 13. Mechanism according to one of claims 11 and 12, characterized in that said cylinder (V2) of the support device (D) is secured to one of said arm (BS). 14. Aircraft comprising a cockpit (CA), characterized in that said cockpit (CA) comprises at least one control mechanism (MC) according to one of claims 11 to 13. 15. Aircraft comprising a cockpit (CA) equipped with at least one control mechanism (MC) pedal (PP), characterized in that said cockpit (CA) comprises at least one support device (D) according to one claims 1 to 10, placed above said pedals (PP).