The present disclosure provides methods for adjusting steering angle and articulation angle in an auto articulation operation of a work vehicle. The percentage of travel of a steering joystick of the work vehicle at least partially determines a steering desired angle change, which can be used to calculate a steering desired angle and an articulation desired angle change. The difference between the steering desired angle and a steering angle detected by a steering angle sensor is used to adjust the steering angle. The articulation desired angle change can be used to calculate an articulation desired angle. The difference between the articulation desired angle and an articulation angle detected by an articulation angle sensor is used to adjust the articulation angle.

The present disclosure provides methods for adjusting steering angle and articulation angle in an auto articulation operation of a work vehicle. The percentage of travel of a steering joystick of the work vehicle at least partially determines a steering desired angle change, which can be used to calculate a steering desired angle and an articulation desired angle change. The difference between the steering desired angle and a steering angle detected by a steering angle sensor is used to adjust the steering angle. The articulation desired angle change can be used to calculate an articulation desired angle. The difference between the articulation desired angle and an articulation angle detected by an articulation angle sensor is used to adjust the articulation angle.

A vehicle control device includes an operation unit operated by a driver; and a controller that causes a vehicle to turn according to a movement of the operation unit and causes a height of the vehicle to be changed. The controller causes the height of the vehicle to be changed according to an upward or downward movement of the operation unit.

A drive control system and a utility vehicle incorporating the drive control system. The drive control system may include first and second drive control levers each adapted to independently control an output of an associated drive member. A coupler is interposed between the drive control levers and is configured to provide a synchronizing force. The synchronizing force may cause movement of one drive control lever to produce corresponding movement of the other drive control lever, thereby allowing straight-line vehicle travel via operator input to a single drive control lever. The synchronizing force may be overcome by application of independent forces to each of the two drive control levers.

A drive control system and a utility vehicle incorporating the drive control system. The drive control system may include first and second drive control levers each adapted to independently control an output of an associated drive member. A coupler is interposed between the drive control levers and is configured to provide a synchronizing force. The synchronizing force may cause movement of one drive control lever to produce corresponding movement of the other drive control lever, thereby allowing straight-line vehicle travel via operator input to a single drive control lever. The synchronizing force may be overcome by application of independent forces to each of the two drive control levers.

A mobility system includes a mobility module that measures and controls a mobility state of the mobility system and an operation module that receives a movement input of the mobility system. The operation module is configured to identify the mobility state through the mobility module, measure a force or torque depending on the movement input, calculate a restoring torque satisfying a critical velocity or a critical acceleration, based on the mobility state and the measured force or torque, and provide feedback on the movement input depending on the determined restoring torque.

An operation device includes a first displacement portion that is displaceable by being operated by an occupant of a vehicle, a second displacement portion supported at the first displacement portion, and an extension/retraction locking portion. The second displacement portion is displaceable with respect to the first displacement portion by being operated by an occupant of the vehicle. In a state in which the first displacement portion is positioned at a first position, the extension/retraction locking portion restricts displacement of the second displacement portion with respect to the first displacement portion. In a state in which the first displacement portion is positioned at a second position, the extension/retraction locking portion permits displacement of the second displacement portion with respect to the first displacement portion.

An operation device includes a first displacement portion that is displaceable by being operated by an occupant of a vehicle, a second displacement portion supported at the first displacement portion, and an extension/retraction locking portion. The second displacement portion is displaceable with respect to the first displacement portion by being operated by an occupant of the vehicle. In a state in which the first displacement portion is positioned at a first position, the extension/retraction locking portion restricts displacement of the second displacement portion with respect to the first displacement portion. In a state in which the first displacement portion is positioned at a second position, the extension/retraction locking portion permits displacement of the second displacement portion with respect to the first displacement portion.

A steering bar for a lever-controlled vehicle provides for single hand operation of the lever-controlled vehicle. For example, the steering bar couples to the control levers for a zero-turn mower, providing safer, easier operation of the mower and making the mower handicap accessible. The steering bar can easily be installed on any dual steering zero turn mower. Steering is easier because turning it controlled by rotating the steering bar either right or left, with control of forward and reverse movements by pushing or pulling the bar. Speed, turning direction, or motion forward or reverse are all controlled by a single bar with a single hand. The steering bar is coupled with a selectively extensible control shaft to accommodate for the differing displacement length between the control levers during turning movements. The steering bar is coupled with the control levers with a ball and socket joint.

A steering bar for a lever-controlled vehicle provides for single hand operation of the lever-controlled vehicle. For example, the steering bar couples to the control levers for a zero-turn mower, providing safer, easier operation of the mower and making the mower handicap accessible. The steering bar can easily be installed on any dual steering zero turn mower. Steering is easier because turning it controlled by rotating the steering bar either right or left, with control of forward and reverse movements by pushing or pulling the bar. Speed, turning direction, or motion forward or reverse are all controlled by a single bar with a single hand. The steering bar is coupled with a selectively extensible control shaft to accommodate for the differing displacement length between the control levers during turning movements. The steering bar is coupled with the control levers with a ball and socket joint.