A control system is for a high lift assembly of an aircraft. The assembly is controllable in two aerodynamic configurations each with different lift. The control system includes a manual control device operable by a pilot of the aircraft. The manual control device includes at least one member movable relative to a base body. The movable member can be moved relative to the base body between a rest position, a first position and a second distinct position. The manual control device includes a resilient return device for the movable member in the rest position. The manual control device issues a signal when the movable member reaches either the first or second position, to move the high lift assembly between two of the aerodynamic configurations.

The invention relates to an arrangement (I) of a palm rest (IO) and a manually actuatable operating element (20) for a vehicle. The palm rest (IO) is designed to adopt a first and a second position relative to the operating element (20), the palm rest (IO) being positioned, in the first position, such that it enables a hand (2) to be supported while the operating element (20) is being operated. To protect against damage and to enable the vehicle interior to be better used, the palm rest (IO) is positioned, in the second position, such that the palm rest (IO) at least partially projects over and/or covers the operating element (20).

A vehicle control station includes a hand rest and at least one micro-joystick positioned relative to the hand rest such that the hand rest is configured to locate an operator's hand and fingers in position to operate the at least one micro-joystick. A function enable switch is configured to activate the at least one micro-joystick.

A quick-release structure includes a shaft and a driving assembly. Two ends of the shaft have a receiving hole and a connecting hole, respectively. The driving assembly includes a rotating handle and a connecting rod. One end of the rotating handle is provided with an end cap. The connecting rod includes a pivoting end and a driving section. The rotating handle is pivotally connected to the pivoting end of the connecting rod so that the rotating handle can be pivoted relative to one side of the connecting rod. When in use, the driving section is engaged in the connecting hole, and the rotating handle can be turned to drive the shaft to rotate; when not in use, the driving assembly is inserted into the receiving hole, and the end cap is pressed against an outer end of the receiving hole to be positioned.

In embodiments, a work vehicle magnetorheological fluid (MRF) joystick system includes a joystick device, an MRF joystick resistance mechanism, and a controller architecture. The joystick device includes, in turn, a base housing, a joystick movably mounted to the base housing, and a joystick position sensor configured to monitor movement of the joystick relative to the base housing. The MRF joystick resistance mechanism is controllable to vary a first joystick stiffness resisting movement of the joystick relative to the base housing in at least one degree of freedom. The controller architecture is configured to: (i) detect when unintended joystick motion conditions occur during operation of the work vehicle; and (ii) when detecting unintended joystick motion conditions, command the MRF joystick resistance mechanism to increase the first joystick stiffness in a manner reducing susceptibility of the joystick device to unintended joystick motions.

A knob assembly includes a front panel, a knob located at a front side of the front panel and configured to rotate based on operation by a user, a knob shaft that is coupled to the knob and that extends through the front panel, a supporting pipe that receives the knob shaft and that supports the knob shaft, the supporting pipe being configured to maintain a position relative to the front panel, a valve configured to control supply of gas to the appliance, a valve shaft connected to the valve and configured to control the valve to adjust a flow rate of gas based on rotation of the valve shaft, and a joint that couples the knob shaft to the valve shaft and that is configured to transfer at least one of a rotational motion or a linear motion of the knob shaft to the valve shaft.

An operating unit for a utility vehicle is provided. The operating unit has a grip zone, at least one actuation unit and a control unit. The grip zone includes a plurality of contact-detecting sensor units. The control unit is designed to detect signals from the sensor units and to identify an intended operation on the basis of the signals. An arrangement of the sensor units is formed in such manner that various hand positions are identifiable by means of the control unit. The control unit is designed to release control signals generated by the operating unit and/or the at least one actuation unit depending on the position of the hand.

An accelerator pedal system includes a pedal lever, a lock mechanism, an actuator, and an ECU. The pedal lever operates in accordance with a step-on operation. The lock mechanism is capable of restricting the operation of the pedal lever. The lock mechanism can switch a locked state in which the operation of the pedal lever is restricted by the lock mechanism and an unlocked state in which the operation of the pedal lever is free from restriction by the lock mechanism. The ECU includes a locking operation determination unit, an actuator control unit, and an information acquisition unit. The locking operation determination unit determines switching of a locking operation by the lock mechanism. The actuator control unit controls a driving operation of an actuator. The locking operation determination unit locks the pedal lever when the vehicle is traveling on a specific position in an automatic driving mode.

An accelerator pedal system includes a pedal lever that performs an operation in accordance with a step-on operation, a lock mechanism configured to restrict the operation of the pedal lever, and an actuator configured to switch between a locked state in which the operation of the pedal lever is restricted by the lock mechanism and an unlocked state in which the operation of the pedal lever is not restricted by the lock mechanism. A controller includes a locking operation determination unit that determines switching of a locking operation by the lock mechanism, an actuator control unit that controls a driving operation of the actuator, and an information acquisition unit that acquires vehicle speed information. The locking operation determination unit locks the pedal lever when a vehicle is traveling in an automatic driving mode and when a vehicle speed is equal to or more than an activation-determination lower limit value.

An accelerator pedal system includes a pedal lever, a lock mechanism, an actuator, and an ECU. The pedal lever operates according to a step-on operation. The lock mechanism can restrict an operation of the pedal lever. The actuator switches between a locked state in which the operation of the pedal lever is restricted by the lock mechanism and an unlocked state in which the operation of the pedal lever is not restricted. The ECU includes a lock operation determination unit and an actuator control unit. The lock operation determination unit determines switching of the locked state and the unlocked state by the lock mechanism. The actuator control unit controls a drive of the actuator. The lock operation determination unit releases the locked state of the pedal lever when a driver's intention to accelerate is detected while a vehicle is traveling in the locked state.