Dynamic stability ergonomics control for material handling vehicles

Abstract

An operator control unit (100, 1100) for a material handling vehicle (50) includes an ergonomic handle (100, 1100) rotatably mounted on a support structure (102, 1130) fixed in a fixed position to the vehicle (50). The ergonomic handle (1100) may include a left handle and a right handle (1120, 1110). Each handle (110, 1110, 1120) includes an upper surface (114) whose profile is designed to ergonomically support the operator's hand (22). Clockwise and counterclockwise rotation of the control unit (1100) generates a steering input for turning the vehicle (50). Thumb-operated switches (1112, 1122) can be positioned on either the right or left handle (1110, 1120) to control lifting operations, and individual thumb-operated switches (1112, 1122) can be positioned on opposite handles (1110, 1120) to control the speed of the vehicle (50). Each switch (1112, 1122) can be operated without requiring the operator (20) to remove his / her hand (22) from the operating position. Dynamic stability is provided by enabling the operator (20) to use the handles (110, 1100) to provide support during operation of the vehicle (50).

Description

Priority Statement

[0001] This application claims priority to U.S. Patent Application No. 19 / 194,523, filed April 30, 2025, entitled “DYNAMICALLY STABLE ERGONOMIC CONTROL FOR MAN-UP LIFT TRUCK”, the entire disclosure of which is incorporated herein by reference. Related applications

[0002] U.S. Patent Application No. 19 / 194,523, filed February 14, 2025, entitled “DYNAMICALLY STABLE ERGONOMIC CONTROL FOR MAN-UP LIFT TRUCK,” claims priority to U.S. Provisional Patent Application No. 63 / 758,563, entitled “DYNAMICALLY STABLE ERGONOMIC CONTROL FOR MAN-UP LIFT TRUCK,” filed pursuant to 35 U.S. SC § 119. US Patent Application No. 19 / 194,523 is also a continuation-in-part of the following, and claims the benefit of each of the following under 35 U.S. SC § 120: (1) US Patent Application No. 18 / 884,498, filed September 13, 2024, entitled “DYNAMICALLY STABLE ERGONOMIC CONTROL FOR MAN-UP LIFT TRUCK”, and (2) US Design Patent Application No. 29 / 977,679, filed December 10, 2024, entitled “CONTROL HANDLE FOR A MATERIALS-HANDLING VEHICLE”. The entire disclosure of these patent applications is also incorporated herein by reference. Technical Field

[0003] This disclosure generally relates to operator controls for material handling vehicles. More specifically, this disclosure relates to speed (or throttle) and lifting controls for man-mounted lifts, also known as high-level order selectors or order pickers. This disclosure also relates to steering, speed (or throttle), lifting, and other controls for material handling vehicles, which include, for example, man-mounted lifts and low-level order selectors (or “pickers”). Background Technology

[0004] Traditional manned aerial work platforms fail to provide operators (also known as "users") with consistent dynamic stability while offering convenient access to speed and lifting controls. Traditional material handling vehicles also lack ergonomic controls that place all main operator controls within easy and convenient reach when steering the vehicle. Traditional controls also lack intuitive steering controls and responsiveness to driver inputs. Summary of the Invention

[0005] Providing controls for material handling vehicles (such as waybill selectors) that offer ergonomic left and right handles, easy access to key control features, and intuitive control of the vehicle's driving functions would be beneficial. An intuitive driving control system suitable for controlling driving outputs based on driving inputs and other vehicle operating characteristics would also be advantageous.

[0006] According to the implementation plan, ergonomic left and right control handles can be provided on the yoke steering mechanism used for waybill selectors (or other material handling vehicles) to provide intuitive driving control and effectively manage other operations of the waybill selector. This control system may be referred to as "Fork-Lift Yoke Technology" or the "FLYT" control system.

[0007] According to the implementation plan, control input devices such as buttons, switches, toggle switches or other control features can be located on the left and right control handles that are easily accessible to the user's fingers and thumbs, so as to provide easy and convenient simultaneous access to control the main and / or auxiliary functions of the waybill selector without requiring the user's hands to move from the driving position on the handles.

[0008] According to the implementation plan, the electric steering system can obtain steering input from the control lever and transmit the steering input signal to the steering system of the vehicle control system to control the vehicle's turning operation.

[0009] According to the implementation plan, the control handles can be rotated together around the steering axis in either direction (clockwise and counterclockwise) up to about 45 degrees, and the vehicle can be steered in either direction (right and left) up to about 90 degrees.

[0010] According to the implementation plan, the steering system can provide variable steering to the waybill selector based on steering input and other operational factors. This allows for a non-linear vehicle turning response to steering input.

[0011] According to the implementation plan, small steering inputs can result in small responses from the steering system, while larger steering inputs result in proportionally larger responses.

[0012] According to the implementation plan, the steering system's response to steering input can depend on various vehicle operating factors, including, fork height, vehicle load, and other factors. The steering system response can also be customized based on customer needs or preferences.

[0013] According to the implementation plan, faster driving speeds result in slower cornering, and slower driving speeds achieve faster cornering. In other words, slower vehicle speeds can achieve an increased cornering response from the steering system for the same steering input compared to faster vehicle speeds.

[0014] According to the implementation plan, the increased fork height can limit the operating speed of the material handling vehicle, and thus indirectly control the vehicle's turning response. Alternatively, the fork height can be used to directly affect the vehicle's turning response by limiting the turning response associated with the increased fork height.

[0015] According to the implementation plan, excessive steering input causes the material handling vehicle to reduce its speed to a level appropriate for that steering input. Once the speed has been reduced to an appropriate level for the steering input, the vehicle can turn proportionally to the steering input.

[0016] According to the implementation plan, a cable guide can be provided to enable vehicles to travel along a path specified by a cable located in a ground-level passageway.

[0017] According to the implementation plan, the vehicle control system can be configured with customizable profiles to allow for tailoring the steering response to individual customers. This customization can, for example, include a variable output steering control table to control the vehicle's cornering characteristics based on different operating parameters.

[0018] Additional aspects and advantages will become apparent from the following detailed description of exemplary embodiments with reference to the accompanying drawings. Attached Figure Description

[0019] The foregoing and additional objects, features, and advantages of the present invention will become more apparent from the following detailed description of the preferred embodiments depicted in the accompanying drawings, wherein:

[0020] Figure 1A This is an isometric diagram of a manned aerial work platform that operates on the ground.

[0021] Figure 1B This is an isometric illustration of a manned lift truck used for picking up items from shelves at a high position.

[0022] Figure 2 This is an isometric diagram of an operator control device for controlling the direction, speed, and lifting of a man-mounted lift, based on the principles of the present invention.

[0023] Figure 3AThis is a right-front equidistant diagram of an operator control device for controlling the speed and lifting of a man-mounted aerial work platform, according to one implementation scheme.

[0024] Figure 3B yes Figure 3A The left rear equidistant diagram of the operator control device.

[0025] Figure 3C It is shown Figure 3A The right-side view of the various operating positions of the operator control device.

[0026] Figure 4 It shows the operator's hand in Figure 3A The left equidistant diagram of the positioning on the operator control device.

[0027] Figure 5 It further shows the operator's fingers in Figure 3A The left front equidistant diagram is positioned on the lower part of the operator control device.

[0028] Figures 6A-6C It shows the user will Figure 3A The operator control device is positioned at right equidistant points in various operating positions, as shown in the diagram.

[0029] Figure 7 It shows the operator's wrist at Figure 3A The diagram shows the right equidistant angle of movement between the forward and reverse operating positions of the operator control device.

[0030] Figure 8A and Figure 8B The supporting force acting on the user during the stopping or reversing operation of the lift is shown.

[0031] Figure 9A and 9B The supporting force acting on the user during the forward operation of the lift vehicle is shown.

[0032] Figure 10 This is a schematic diagram of the operator of the manned aerial work platform.

[0033] Figure 11 It is shown Figure 3A A slightly schematic diagram of the location of the operator control device inside a manned lift according to one embodiment.

[0034] Figure 12 This is a right-side view showing the arrangement in a neutral position according to one embodiment. Figure 3A The position of the pivot point in the operator control device relative to the user's hand.

[0035] Figure 13 This further illustrates the arrangement in the forward position. Figure 3AA right-side view of the position of the pivot point in the operator control device relative to the user's hand.

[0036] Figure 14 It is shown Figure 12 An upper right equidistant illustration of the thumb and finger controls relative to the user's hand position in the operator control device.

[0037] Figure 15 This is a left rear isometric view of an operator control device for controlling the speed and lifting of a man-mounted lift, according to one embodiment.

[0038] Figure 16 yes Figure 15 Right front isometric view of the operator control device.

[0039] Figure 17 yes Figure 15 A top view of the operator control unit.

[0040] Figure 18 yes Figure 15 The right-side view of the operator control unit.

[0041] Figure 19 yes Figure 15 Left side view of the operator control device.

[0042] Figure 20 yes Figure 15 Rear view of the operator control unit.

[0043] Figure 21 yes Figure 15 Front view of the operator control unit.

[0044] Figure 22 This is a top-down isometric view of the steering control handle for a waybill selector (or other material handling vehicle) according to one implementation scheme.

[0045] Figure 23 yes Figure 22 Isometric view of the right front of the control handle.

[0046] Figure 24 yes Figure 22 The left rearward tilt isometric view of the control handle.

[0047] Figure 25 It is based on an implementation plan with Figure 22 The left rear isometric view of the order selector with the control handle.

[0048] Figure 26 It is based on an implementation plan with Figure 22 The right rear isometric view of the order selector with the control handle.

[0049] Figure 27 It is a block diagram of an electric steering system and a vehicle control system according to an implementation plan.

[0050] Figure 28A and 28B The figures shown are a top view of the control handle and a top view of the waybill selector according to one embodiment, illustrating the left turn operation of the waybill selector using the control handle of Figure 1.

[0051] Figure 29A and 29B These are top views of a control handle and a bill of lading selector according to one implementation scheme, illustrating their use. Figure 22 The right turn operation of the order selection machine is controlled by the handle.

[0052] Figure 30 This is a graph illustrating the variable output steering function of a steering system that depends on the travel speed of the waybill selector according to one embodiment. Detailed Implementation Preliminary annotations Example embodiments are described below with reference to the accompanying drawings. Unless otherwise expressly stated, the dimensions, positions, and any distances between parts, features, elements, etc., are not necessarily drawn to scale and may be disproportionate and / or exaggerated for clarity. The embodiments described herein are merely examples and are intended to illustrate rather than limit. Based on the teachings herein, those skilled in the art will recognize that alternatives, variations, and equivalents exist for the exemplary embodiments described herein and their components. For example, other embodiments are possible, variations can be made to the embodiments described herein, and equivalents of the parts, components, or steps constituting the described embodiments may exist. For the sake of clarity and brevity, certain aspects of components or steps of certain embodiments are presented without excessive detail, wherein such details would be obvious to those skilled in the art based on the teachings herein, and / or wherein such details would obscure the understanding of more relevant aspects of the embodiments. The terminology used herein is for the purpose of describing particular example implementations only and is not intended to be limiting. As used herein, the singular forms “a,” “an,” and “the” are intended to include the plural forms as well, unless the context clearly indicates otherwise. It should be understood that, when used in this document, the terms “comprising (plural),” “comprising (singular),” “comprising (participle),” “including (plural),” “containing (singular),” “including (participle),” “having (singular),” “having (plural),” and “having (participle)” are open-ended and specify the presence of the stated feature, ingredient, step, operation, element, and / or component, but do not exclude the presence or addition of one or more other features, ingredients, steps, operations, elements, components, and / or groups thereof. Unless otherwise stated, when enumerated, the range of values ​​includes the upper and lower limits of that range, and any subranges in between. Unless otherwise stated, terms such as “first,” “second,” etc., are used only to distinguish one element from another and do not imply any relative order, placement, or ranking. For example, one element may be referred to as "the first element," and similarly, another element may be referred to as "the second element," and vice versa. The same applies to labels such as (a), (b), (c), or (1), (2), (3), etc. The chapter headings used in this document are for organizational purposes only and should not be construed as limiting the topics described. Unless otherwise stated, the terms “about,” “approximately,” “substantially,” etc., mean that quantities, dimensions, formulations, parameters, and other quantities and characteristics are not and need not be precise, but may be approximate and / or larger or smaller as required, reflecting tolerances, conversion factors, rounding, measurement errors, and other factors known to those skilled in the art. For ease of description, spatial relative terms such as “right,” “left,” “below,” “under,” “lower,” “above,” and “upper” may be used throughout this document to describe the relationship between one element or feature and another, as illustrated in the figures. It should be understood that spatial relative terms are intended to encompass different orientations beyond those depicted in the figures. For example, if the objects in the figures are flipped, an element described as “below” or “under” other elements or features would be oriented as “above” other elements or features. Thus, the term “below” can, for example, encompass both above and below orientations. Objects may be oriented in other ways (e.g., rotated 90 degrees or in other orientations), and the spatial relative descriptors used herein may be interpreted accordingly. Unless otherwise expressly stated, all functional or operational connections may be direct or indirect. Similarly, unless otherwise expressly stated, all physical connections may be rigid or non-rigid, permanent or temporary, direct or indirect (e.g., via intermediate components). The same reference numerals always denote the same elements. Therefore, even if neither mentioned nor described in the corresponding figure, the same or similar figures can be described with reference to other figures. Furthermore, elements not indicated by reference numerals can even be described with reference to other figures. Additionally, figures may include non-essential elements included solely for the sake of thoroughness. If it is desired to change the figures to produce greater clarity, these non-essential elements may be completely removed or left only in outline form. Not every feature shown in every figure is labeled with a figure reference numeral, even though the same feature may be labeled with a figure reference numeral in other figures. Figure reference numerals have been omitted where it is believed they would unnecessarily clutter the figures. However, all rights are reserved to add figure reference numerals to the figures to clarify aspects of the embodiments. Furthermore, some views omit certain features shown in other views. Finally, the figures sometimes show variations from one figure to another, even if these figures are intended to depict the same embodiment. Overview Order selectors, or picking machines, allow vehicle operators to move around warehouses or similar facilities and pick or place items within them. Because warehouses typically provide narrow aisles and various obstacles for driving, operators desire an intuitive way to maneuver vehicles among and around these obstacles, with convenient controls for steering and other features of the order selector. Since operators often work several-hour shifts, ergonomic and stable controls are also desirable to reduce fatigue. While applicable to many types of material handling vehicles, the principles described herein are particularly advantageous for front-and-rear vehicle applications, where the forks are arranged at the front or rear of the vehicle. Personnel lifts (which can be order selectors or picking machines) allow vehicle operators to move around a warehouse or similar facility and move vertically up and down to pick up items from shelving units or shelves. Because operators may need to operate the lift from a significant height, both actual and perceived stability are desirable during lift operation. Based on the principles described herein, an operator control device is provided that enhances dynamic stability during the operation of a personnel lift. According to one embodiment, the operator control device provides one-handed control of the vehicle's speed and braking, along with the lift's vertical movement. According to one embodiment, the operator control unit provides speed and braking via thumb-activated control of the hydraulic lift, and wrist-activated throttle (or valve) control. The operator control unit includes an ergonomically designed handle configured to comfortably fit the hand contours of most (e.g., 95%) right-handed (or left-handed) users. The handle is pivotally mounted on a support stem attached to the lift vehicle at a desired height. The desired height can be selected for maximum comfort for most users. A biasing member, such as a spring or other biasing mechanism, orients the handle in a neutral position. The pivot point can be arranged through the operator's stability vector to provide dynamic stability during vehicle movement. The design can be further optimized for repetitive movements using large muscle groups to reduce operator stress and enhance comfort. Furthermore, the design can be configured such that support forces do not exert rotational forces on the handle. During operation, when the user extends his or her wrist, the handle rotates clockwise around the pivot point to initiate / activate the forward movement of the lift. To stop the lift, the operator bends the control hand upward (flips the wrist) to rotate the handle counterclockwise around the pivot point. After stopping, keeping the handle in the upward rotating position allows the lift to be operated in the reverse direction. According to one embodiment, a thumb control / controller is positioned on a handle for easy access to the user's thumb. The thumb control can be a switch, a button, or a combination of controllers that allow operation of the lift using the operator's thumb or other fingers. In one embodiment, the thumb control is a rocker switch biased towards a neutral position near the user's thumb. Pushing the upper or top of the switch causes the lift to move upwards. Pushing the lower or bottom of the switch causes the lift to move downwards. Releasing the switch allows the lift to maintain its current height. By positioning the lift control switch near the user's thumb (or other finger), the up-and-down movement of the platform can be controlled, while simultaneously operating the vehicle in the forward or backward direction using the same hand. According to one embodiment, an operator control device for a manned lift may include a handle pivotally mounted on a support structure for pivoting about a pivot point, wherein the support structure is configured to be fixed to the manned lift such that the horizontal and vertical positions of the pivot point relative to the lift are substantially fixed during operation of the manned lift. The handle may include an upper surface profiled to ergonomically support the operator's hand, with the operator's wrist positioned substantially directly above the pivot point. The handle may also provide dynamic stability to the operator by allowing the operator to provide support forces during forward, insertion, and reverse operation of the manned lift. The support forces may be directed through an axis of the pivot point. The support forces may also be directed through the operator's arm and large muscle groups (such as shoulder muscles). The handle may also be designed such that the support forces do not exert rotational forces on the handle. Based on the principles described herein, a steering control handle is provided that enhances the ergonomics and operational intuitiveness of waybill selectors or other material handling vehicles (also referred to as “vehicles”). According to one embodiment, the control handle provides yoke-like steering control of the vehicle. The steering system converts rotation of the control handle about the steering axis into variable steering control of the vehicle. The control handle can also provide convenient speed and braking control, as well as control of the vertical movement of lifts and other vehicle features. This control system may be referred to as “Fork-Lift Yoke Technology” or the “FLYT” control system. According to the implementation scheme, the operator control unit for the material handling vehicle includes a yoke steering mechanism rotatably mounted on a support structure for rotation about a steering axis. The support structure is configured to be fixed to the vehicle. The yoke steering mechanism includes ergonomic left and right handles, each handle including an upper surface whose contour is designed to comfortably support the operator's hands. The electric steering system is configured to generate a steering input signal based on the amount of rotation of the yoke steering mechanism about the steering axis, and the steering input signal is configured to be sent to the vehicle control system to control the amount of vehicle turning based on the steering input signal. According to the implementation scheme, the vehicle control system includes a steering control system configured to generate a steering output signal that controls the amount of turning of the vehicle in response to a steering input signal, wherein the steering output signal has a nonlinear relationship with respect to the steering input signal. The first example implementation shown in the attached figures exist Figure 1A-21 The first example implementation is shown in the figure. Figure 1A and Figure 1B A man-mounted lift 50, operated by operator 20, is shown to select and pick items from warehouse shelves. (Reference) Figure 1A and 1B A manned lift 50 can be operated around the warehouse to select and pick up items from various shelves (or heights) or place items on the shelves. As used herein, the term "pickup" in various forms should also be understood to mean "placement." See details. Figure 1B Platform 60 can be arranged on lift 65 of lift 50 to raise and lower operator 20 to the level / height for picking up desired items. Lift 65 can be hydraulically driven, electrically driven, or driven by other means. Lift 50 can be driven while platform 60 is raised. However, it is desirable to include controller 70 that provides dynamic stability during operation of lift 50, particularly when platform 60 is raised (meaning the operator has at least three contact points with lift 50 to maintain operator stability). Figure 2 Operator control devices 80 and 100 according to one embodiment are shown, arranged in the operator control panel 70 of the lift 50, for controlling the direction, speed, and lifting height of the personnel lift 50. (Reference) Figure 2 The steering wheel 80 can be located on the left (or right) side of the operator panel 70 to control the direction of travel of the lift vehicle 50. The operator control device 100 can be located on the right (or left) side of the operator panel 70 to control the forward speed, reverse speed, and reverse braking (plugging) of the lift vehicle 50, as well as the height of the lift 65 and the operator platform 60. Figure 3A-14 The construction and operation of an operator control device 100 for a manned lift 50 according to one embodiment are shown. First, refer to... Figures 3A-3C The operator control device 100 includes an ergonomically designed handle 110, which is pivotally mounted on a support rib 102 extending from a base plate 101. The base plate 101 can be connected to the frame of the lift 50 or other mounting surface, for example, using bolts secured through one or more base holes 101a. The handle 110 is configured to pivot forward (clockwise) and backward (counterclockwise) about a pivot point (axis) 104 to desired angles α and β, respectively. For example, the desired angles α and β can be approximately 15 degrees in each direction (clockwise α and counterclockwise β), and the maximum pivot angle θ about 30 degrees about the pivot point 104. A rod 103 extending through a hole 102a in the support rib 102 provides a hinge mechanism allowing the handle 110 to pivot about the pivot point 104. Handle 110 is preferably biased in a neutral position 6B by a biasing mechanism 106, such as a torsion or rotation spring. Figure 3C A potentiometer (or other position detection device) 108 may be arranged in the handle 110 to detect the degree of pivoting around the pivot point 104 and generate a corresponding signal. The signal from the position detection device can be sent to the control center of the lift 50, such as a vehicle system manager or other suitable controller, to control the operation of the lift 50. A forward (clockwise) rotation of the hand moves the handle 110 to the forward position 6C. Figure 3C Furthermore, rotating the hand backward (counter-clockwise) moves the handle 110 to the reverse / reverse braking position 6A. Figure 3C ). The handle 110 may include a housing 112 formed by an upper housing 112a and a lower housing 112b, respectively. The upper housing 112a and the lower housing 112b may be joined together using threaded screws, snap-fit ​​connectors, press-fit connectors, adhesives, or any other desired mechanical and / or chemical bonding. The housing 112 may contain internal components, circuitry, sensors, switches, buttons, and wiring for performing the functions of the handle 110. The upper housing 112a preferably includes an ergonomically shaped upper surface 114, the contour of which is designed to comfortably support the user's hand 22 (see [link]). Figure 4-6C Buttons 116, 118, such as auxiliary button 116 and horn button 118, can be arranged along the housing 112 near the user's fingers 32, 33, 34, 35 or thumb 31 to allow easy one-handed operation of the horn and auxiliary functions during operation of the lift 50. Auxiliary button 116 can be arranged, for example, near the user's thumb 31, while horn button 118 can be arranged near the user's index finger 32. Additional or alternative buttons (not shown) can be provided along the housing 112 near the user's fingers 31 to 35 to activate different functions. Although the illustrated embodiment shows the user's right hand, a left-hand model is of course possible and within the scope of the inventive concept. A rocker switch 120 may be positioned on handle 112 near the user's thumb 31 to operate hydraulic devices or other mechanisms to raise and lower the lift platform 60 during operation of the lift vehicle 50. The rocker switch 120 may be biased to a neutral position maintaining the current height of the platform 60. Pressing one portion (e.g., the upper portion) 120a of the switch 120 raises the platform 60, and pressing another portion (e.g., the lower portion) 120b lowers the platform 60. By positioning the rocker switch 120 on handle 110 near the user's thumb 31 (or other fingers), the raising and lowering functions can be performed simultaneously with forward or backward driving operations of the lift vehicle 50 using only one hand 22. Additionally, the horn button 118 can also be pressed simultaneously with forward / reverse driving operations. Figures 6A to 6C This shows that user 20 will Figures 3A to 3C An isometric diagram showing the operator control device 100 positioned in various operating positions. See also: Figures 6A to 6CThe pivot point 104 can be arranged substantially directly below the user's wrist 24 when the user 20 places his / her hand 22 on the handle 110. As discussed in further detail below, the pivot point 104 is preferably positioned such that the supporting force is vectored through the user 20's hand 22 and / or arm 26 in a manner substantially orthogonal to the axis of rotation of the pivot point 104, to provide dynamic stability during throttle adjustments (acceleration, braking, and reversing). The pivot point 104 allows for dynamic movement and appropriate ergonomics while providing a consistent feel, that is, providing a substantially non-moving point of contact with the vehicle 50 for the stability of the operator 20. The height H of the handle 110 is preferably selected (see...). Figure 10-11 This is to keep the user's arm 26 at a comfortable resting angle Ω. The height H can be, for example, approximately 965 mm from the base plate of the platform 60. During operation, bending the hand 22 downwards straightens the user's wrist 24, causing the handle 110 to rotate clockwise around the pivot point 104 (from... Figure 6A-7 Rotating the handle 110 to the advantageous position shown, and positioning the handle 110 in the forward operating position 630, activates the forward operation of the lifting vehicle 50. The speed of the forward movement can be determined by the amount of rotation of the handle 110 around the pivot point 104 (angle α-). Figure 3C Control. The greater the rotation angle α, the greater the speed. Releasing wrist 24 allows biasing mechanism 106 to move handle 110 back to neutral position 620, where the desired neutral position operation is performed. For example, the drive command can be stopped, allowing the lift 50 to gradually return to a stop parameterized by the lift setting, the lift 50 can be allowed to coast, or the current operation of the lift 50 can be maintained. Flipping wrist 24 causes handle 110 to pivot counterclockwise around pivot point 104 to reverse position 610, which drives a reverse braking or stop operation to stop (if the lift 50 is traveling in the forward direction), and then drives the reverse operation of the lift 50. The greater the rotation angle β, the greater the stopping (reverse braking) force and then the greater the reverse speed. Releasing wrist 24 allows biasing mechanism 106 to move handle 110 back to neutral position 620. Similarly, if the lift vehicle 50 is traveling in the reverse direction, rotating the handle 110 to the forward drive position 610 drives the lift vehicle 50 to perform a reverse braking or stop operation and then a forward operation. Figure 7 This is a side view of the operator 20 using the operator control device 100, showing the movement of the wrist between the forward operating position 630 and the stop or reverse operating position 610. See also... Figure 7To transition from the fully forward operating position 630 to the fully reverse operating position 610, the operator's wrist 24 only needs to be bent at an angle θ. In one embodiment, the angle θ may be approximately 30 degrees or less. Furthermore, in the fully forward operating position 630, the wrist remains straight (neutral). By minimizing the wrist flexion required to operate the operator control device 100 and maintaining a neutral wrist position for forward vehicle movement, wrist stress, such as that causing carpal tunnel syndrome, can be reduced (potentially significantly reduced). Figure 8A and Figure 8B Various forces applied to the user 20 during the stopping (reverse braking) or reversing operation of the lift vehicle 50 are shown. Figure 9A and Figure 9B The various forces exerted on the user 20 during the forward operation of the lift 50 are shown. See also the following: Figures 8A-9B The dynamic stability provided by the principles taught in this paper will be described in further detail. like Figure 8A and Figure 8B As shown, for example, during a stop or reverse operation, when vehicle 50 decelerates or reverses, the operator's physical reaction (indicated by arrow 820) will move forward in the opposite direction to the stopping motion of vehicle 50 (vehicle deceleration, indicated by arrow 810). However, according to the principles of the invention, the operator control device 100 is designed and arranged to provide dynamic stability to operator 20 during these operations. The position of operator control device 100 is fixed such that it does not move forward or backward or upward or downward relative to vehicle 50. Operator control device 100 thus provides a support for using the operator's large shoulder muscle groups to resist the stopping force 810. Specifically, when vehicle 50 decelerates and reverses, operator 20 can push against operator control device 100 with his or her hand 22 (in some examples, primarily through the palm of hand 22) to provide a supporting force opposite to the stopping force 810 (indicated by arrow 830). Figure 8B As shown, when the handle 110 is rotated counterclockwise around the pivot point 104 (indicated by arrow 840) to perform a stop / reverse operation, the thrust and support force 830 are guided substantially orthogonally through the pivot point 104 of the horizontally and vertically fixed handle 110 to stabilize the vehicle operator 20. This support force 830 prevents the operator's weight from exerting a rotational force on the operator control device 100, which would result in unintended actions (e.g., acceleration, deceleration, raising, lowering). Similarly, such as Figure 9A and Figure 9BAs shown, when wrist 24 is extended, handle 110 rotates clockwise about pivot point 104 (indicated by arrow 940), and vehicle 50 is propelled forward. Vehicle acceleration (indicated by arrow 910) evokes a physical response in the opposite direction (indicated by arrow 920). The operator's instinct is to pull on handle 110 of operator control device 100 to stabilize himself or her. The hand pull generates a supporting force that stabilizes operator 20 (indicated by arrow 930). The pull and supporting forces 930 are directed substantially orthogonally through pivot point 104 of the horizontally and vertically fixed handle 110 to stabilize vehicle operator 20 during dynamic vehicle movement (e.g., by not applying rotational force to handle 110). Figure 10 This is a schematic diagram of operator 20 using operator control device 100 based on the principles described herein. (Reference) Figure 10 The operator control device 100 can be arranged such that the operator's arm 26 can be maintained at a desired arm angle Ω and a desired vertical distance D between the shoulder and hand. The thrust 830 and pull 930 can be directed through the muscles of the operator's shoulder 28, so that the large muscle groups can perform most of the work of stabilizing the operator 20, thereby reducing the stress on the operator 20 during the operation of the vehicle 50. Figure 11 This is a slightly schematic illustration showing the position of the operator control device 100 within the personnel lift 50 according to one embodiment. Reference Figure 11 The operator control unit 100 can be positioned at a predetermined height H from the platform 60 to provide the desired arm angle Ω for most users. The height H can also be made adjustable to more comfortably accommodate operators 20 of various heights. Appendix Figure 12-14 Various illustrations are provided to summarize the benefits of the implementation schemes described in this article. Figure 12 This is a side view showing the position of pivot point 104 relative to the user's hand 22 and wrist 24, with the operator control device 100 arranged in a neutral position. Figure 12 As shown, the operator control device 100 is designed and arranged such that the pivot point 104 for rotation of the handle 110 is located substantially directly below the user's wrist 24. The position of the operator control device is fixed such that its horizontal and vertical positions remain substantially constant during operation of the vehicle 50. This arrangement allows operation of the operator control device 10 with minimal operator hand movement, reducing stress on the operator 20, and provides dynamic stability by allowing the operator 20 to stabilize himself or her using the control device 100 without rotating the handle 110. Figure 13This is a side view further showing the position of pivot point 104 relative to the user's hand 22 and wrist 24 relative to the operator control device 100 arranged in the forward position. (See attached image) Figure 13 As shown, vehicle 50 can be operated in the forward direction while operator 20 maintains a neutral wrist position. This suppresses carpal tunnel syndrome and related or similar problems by reducing pressure on the user's wrist 24. Furthermore, the position of the anchoring device 100 allows tension to be directed through pivot point 104 to the user's large shoulder muscles for stability. By utilizing larger muscle groups, pressure on user 20 can be further reduced. Figure 14 This is an isometric diagram of an operator control device 100 according to one embodiment, indicating the position of thumb and finger controllers 120, 116, 118 relative to the user's hand 22. Figure 14 As shown, operator 20 can simultaneously operate the throttle and the lifting and horn functions of the man-mounted lift 50 by rotating handle 110 with one hand 22 (as described above). For example, the lifting and lowering functions can be operated via thumb 31 operating controller 120. As another example, thumb 31 can be used to activate the position located at... Figure 14 An auxiliary button 116 located below the thumb pad controls auxiliary functions, such as turning lights on or off, or other suitable auxiliary functions. Furthermore, when operator 20 is driving the lift vehicle 50, finger 32 can be used to activate the horn button 118 located on the handle 110 below finger 32. The operator control device 100 provides convenient access to the lifting functions, horn, and auxiliary controllers with one hand 22 while operating the throttle of the vehicle 50 to drive forward, stop, and reverse the vehicle 50. Other and / or additional control functions may be included and can be operated by the thumb 31, finger 32, or other suitable fingers. The second example implementation shown in the attached figure Figure 22-30 A second example implementation is shown. Figure 22 It is based on an implementation scheme for a bill of lading selection machine 50 (see Figure 4 Top-down front isometric view of the steering control handle 1100. Figure 23 yes Figure 22 Isometric view of the right front of the control handle 1100. Figure 24 yes Figure 22 The left rearward tilt isometric view of the control handle 1100. Figure 25 It has Figure 22 The left rear isometric view of the order selector 50 with the control handle 1100. Figure 26 It has Figure 22 The right rear isometric view of the order selector 50 with control handle 1100. First refer to Figure 22-26 The steering control handle 1100 for the waybill selector 50 includes two ergonomic handles 1110 and 1120 for the user's right and left hands, respectively. The control handle 1100 is rotatably mounted on a support such as a base 1130 and is allowed to rotate up to approximately 45 degrees in either direction (clockwise or counterclockwise) about a steering axis (or pivot point) 1104. An electric steering system 1140 detects the direction and amount of rotation and outputs a corresponding steering input signal 1144 via a wire 1142 (or wirelessly). The control handle 1100 can be biased (e.g., by a spring, magnet, or other force) in a neutral position. Multiple buttons (or switches, toggle switches, or other control input devices) 1112, 1114, 1116, 1122, 1124 are arranged on handles 1110, 1120 to provide easy access to the control functions of the waybill selector 50 without requiring the user to move or reposition his / her hand on the control handles 1110, 1120. For example, a thumb switch 1112 may be provided on the right control handle 1110 to allow the user to use his / her right thumb to control the speed of the vehicle 50. Pressing the top section 1112a of switch 1112 can increase the speed (accelerate) of the vehicle 50 in the forward direction, while pushing down the lower section 1112b of switch 1112 can decelerate (regenerate) and then reverse, and then increase the speed in the rearward direction. In other words, the thumb switch 1112 can be operated by the operator's thumb to operate the throttle function of the vehicle 50, wherein pushing the upper part 1112a of the thumb switch increases the vehicle speed in the forward direction, or slows down, stops, and reverses the vehicle 50 moving in the rearward direction, and wherein pushing the lower part 1112b of the thumb switch slows down, stops, or reverses the vehicle 50 moving in the forward direction and increases the speed of the vehicle 50 moving in the rearward direction. A similar switch 1122 can be arranged on the left control handle 1120 to control the lifting fork 52 of the waybill selector 50. Pushing down the top 1122a of switch 1122 raises the fork 52, and pushing down the bottom 1122b of switch 1122 lowers the fork 52. Additional buttons 1114, 1116, and 1124 can be arranged on the top and / or bottom sides of control handles 1110 and 1120, and provide control over the horn, power cord guidance, lights, or other functions of vehicle 50. Button operation can be customized according to the specific preferences of customers or users. Placing the main vehicle controls near the operator's fingers when their hands are on the steering handle allows the operator to comfortably and safely access the vehicle's main controls without having to readjust their hand position. This increases operator confidence and reduces fatigue. A comfortable, ergonomically designed handle further enhances operator confidence and reduces fatigue. Figure 27 This is a schematic block diagram of an electric steering system 1140 and a vehicle control system 56 according to one embodiment. See also... Figure 27 The electric steering system 1140 is based on the control handle 1100 around the steering axis 1104 (in Figure 28A and 29A The amount of rotation (marked in the middle) generates a steering input signal 1144. The steering input signal 1144 is transmitted to the steering control system 1162 of the vehicle control system 56. The steering control system 1162 then determines the appropriate amount of turning of the vehicle 50 based on the steering input 1144 and other vehicle 50 operating factors. The steering output signal 1164 can be generated by the steering control system 1162 and provided to the vehicle control system 56. The vehicle control system 56 then controls the turning of the drive wheels using a drive wheel control signal 58 in response to the steering input signal 1144. Alternatively, the steering control system 1162 can directly generate the drive wheel control signal 58. The drive wheels whose steering angle is controlled by the drive control signal 58 can be powered or unpowered. Figure 28A and 28B These are top views of a control handle 1100 and a bill of lading selector 50 according to one embodiment, respectively, illustrating the use of... Figure 22 The control handle 1100 is used for the waybill selection machine 50 for left turn operation. Figure 29A and 29B These are top views of a control handle 1100 and a bill of lading selector 50 according to one embodiment, respectively, illustrating the use of... Figure 22 The control handle 1100 is used for the waybill selection machine 50 for right turn operation. Referring also to Figures 28 A-29B, a yoke steering function can be provided to vehicle 50 using control handle 1100. This control style is sometimes referred to herein as “Fork-Lift Yoke Technology” or “FLYT” control. FLYT control handle 1100 can be attached to vehicle 50 by securing control handle base 1130 to vehicle 50. Control handle 1100 can be positioned at a height that provides the most ergonomic positioning for standard operator 20, reducing muscle strain in operator 20's hands, arms, and shoulders. The position of control handle 1100 preferably provides a strong, stable anchor point (especially during acceleration, recovery, and cornering), which can improve operator 20's stability and confidence when operating vehicle 50. By having one degree of freedom, namely the ability to rotate about the steering axis 1104 (which can rotate about the z-axis), but with limited movement in the other 5 degrees, specifically, with limited translational movement along the x-axis, y-axis and z-axis, and limited rotational movement about the x-axis and y-axis, the control handle 1100 is able to provide the operator with a strong and stable anchor point when the vehicle 50 is moving. The central portion 1102 of the control handle 1100 is rotatably connected to the base 1130. Handles 1110, 1120 can be biased in a neutral position and are allowed to rotate up to limits about the steering axis 1104, such as, for example, approximately 45 degrees clockwise (+45 degrees) and approximately 45 degrees counterclockwise (-45 degrees), to steer the vehicle 50. An electric steering system 1140 can be provided to detect the amount of rotation of the handles 1110, 1120. When the handles 1110, 1120 are rotated, an electric steering input signal 144 corresponding to the amount of rotation is generated by the electric steering system 1140 and transmitted, for example, via wire 1142 to the steering control system 1162 of the vehicle control system 56. The amount and speed of rotation of the vehicle 50's steering wheel (the rate at which this steering wheel rotation occurs) are determined and controlled by the steering control system 1162 based on the steering input signal 1144 and other factors such as vehicle speed, lift height, whether the lift height is changing, load, etc., to turn the vehicle 50. Using this "steer-by-wire" system, steering input between approximately -45 degrees and +45 degrees can be used to generate vehicle turns between approximately -90 degrees and +90 degrees using the variable output steering function. An example of the variable output steering function will now be described in more detail. Figure 30 This is a graph illustrating the variable output steering function of a steering control system 1162 according to one embodiment, which varies based on the travel speed of the waybill selector 50 and the amount of rotation of the steering control handle 1100. See also... Figure 30The turning radius of vehicle 50 may depend on additional factors, including, for example, the speed of vehicle 50 (which may include the vehicle's speed, acceleration, or a combination of both). Figure 30 As shown, the speed of vehicle 50 can be used to determine the desired amount of turning (drive wheel angle target) based on the steering input (FLYT input angle). At slower vehicle speeds, the amount of turning of vehicle 50 corresponding to steering input signal 1144 can be greater than the amount of turning based on the same steering input signal 1144 at higher vehicle speeds. For example, at vehicle speeds of 0-2 mph, a steering input of approximately 45 degrees can result in a vehicle turn of approximately 90 degrees. At 2-4 mph, the same steering input of approximately 45 degrees produces only a vehicle turn of approximately 45 degrees. Furthermore, at 4-6 mph, a 45-degree steering input produces only a vehicle turn of approximately 22.5 degrees. Of course, the steering control system 1162 can be configured to control and manipulate the relationship between the steering input and the turning of vehicle 50 according to any desired conditions or variables. In this way, the drive wheel angle is a function (or based on, in response to, or according to, etc.) of one or more variables other than the angle of the FLYT (or other operator-actuated steering control). Figure 30 Vehicle speed is shown as an additional variable by illustrating a series of FLYT-input angle versus drive wheel angle curves. However, other additional variables such as lift height or load weight can be used instead of vehicle speed. In one example, the magnitude of the drive wheel angle and the rate of change of the drive wheel angle may decrease as the lift height increases or as the load weight increases or both; and the magnitude of the drive wheel angle and the rate of change of the drive wheel angle may increase as the lift height decreases or as the load weight decreases or both. like Figure 30 The graph further illustrates that the amount of vehicle 50 turning relative to the degree of steering input can increase non-linearly. More specifically, greater steering of the handle 1100 results in a disproportionately (e.g., greater than proportionally) larger vehicle 50 turning, while smaller steering of the steering control handle 1100 results in a disproportionately smaller vehicle 50 turning. This can provide a more intuitive and natural feel response to the vehicle 50 operator 20. For example, at vehicle 50 speeds of 0-2 mph, approximately 15 degrees of steering input results in only approximately 10 degrees of vehicle 50 turning, while approximately 25 degrees of input results in approximately 30 degrees of vehicle turning, and approximately 45 degrees of input results in approximately 90 degrees of vehicle 50 turning. Of course, the relationship between the degree of steering input from the control handle 1100 and the amount of vehicle 50 turning can be adjusted in any desired manner. According to other embodiments, the height of the fork 52, the load capacity, and / or other factors can be used to directly or indirectly limit the steering response function. For example, an increased fork 52 height can limit the operating speed of the vehicle 50, and thus indirectly control the cornering response of the vehicle 50. Alternatively, by limiting the cornering response associated with the increased fork 52 height, the fork 52 height can be used to directly influence the cornering response of the vehicle 50. According to another implementation, excessive steering input 1144 can cause the waybill selector to reduce the speed of vehicle 50. Once the speed has been reduced to an appropriate level for steering input 1144, vehicle 50 can be allowed to turn at full speed according to steering input 1144. According to one implementation, the vehicle control system 56 can be configured with a customizable profile to allow for customization for individual customers. This customization may, for example, include one or more variable output steering control tables 1163 to control the cornering characteristics of the vehicle 50 based on different operating parameters. Customization files, such as profiles, can be used in the vehicle control system 56 to adjust the variable steering characteristics based on different factors and varying amounts based on individual customer needs or preferences. As described above, using the control handles of the FLYT controls described herein offers numerous benefits. The ergonomic shapes of the right and left handles can be similar to... Figure 15-21 The shape shown is provided, and it offers similar benefits to those described herein. This handle design provides comfort, operator control, and dynamic positioning. Integrating this design into a yoke-type control handle as described in this embodiment further provides intuitive steering control, minimizing operator training and adjustment cycles, thereby rapidly increasing operator confidence, performance, and efficiency. The arrangement of the control handle in the vehicle, together with the control handle design itself, provides stable and reliable operation. More specifically, the design and positioning of these operator controllers provide a strong and stable anchor point, which maximizes operator stability and confidence when using the vehicle. The arrangement of control features within easy operator access also provides easy simultaneous control of vehicle operation. Positioning the control features on the handle allows the operator to comfortably and safely access the vehicle's main controllers without needing to readjust hand positions, thereby increasing operator confidence and reducing fatigue. Ergonomic design can improve productivity, allowing operators to be as efficient and productive at the end of their shift as they were at the beginning. This control design enables a variety of control characteristics. The yoke-type control design means that a steering input of approximately -450 to +450 degrees can be used to steer the vehicle output between approximately -900 and +900 degrees. The "steer-by-wire" system allows for variable steering control, which can be speed-dependent, lift-height-dependent, and dependent on other vehicle operating factors as needed. Variable speed control can use a non-linear input-output relationship to provide increased operational stability, comfort, and control. Hand shape ergonomics and hand / arm position ergonomics provide additional comfort and confidence. Control features located on the handlebars provide simultaneous functionality without hand adjustment, including, for example, control of speed, steering, traction, lift control, and horn. Assistive functions such as lift limiter, cable guidance activation, and other functions and customer-specific needs can also be included. The steering control logic itself can provide variable output steering control, producing speed-dependent, weight-dependent, height-dependent, and / or non-linear outputs. The control logic can also provide reduced sensitivity at low angles and maximum output at higher speeds. Fork height-dependent steering limits can also be implemented in conjunction with limits or controls based on any other desired operating factors. in conclusion The terminology and descriptions used above are set forth by way of illustration and example only and are not intended to be limiting. Those skilled in the art will recognize that many variations, enhancements, and modifications of the concepts described herein are possible without departing from the fundamental principles of the invention. For example, those skilled in the art will understand that the subject of any sentence or paragraph can be combined with the subject of some or all other sentences or paragraphs, unless such combinations are mutually exclusive. Therefore, the scope of the invention should be determined only by the appended claims, the claims set forth in a continued or republished patent application, and equivalents of the foregoing claims.

Claims

1. An operator control device (1100) for a material handling vehicle (50), the operator control device (1100) comprising: A handle (1100) is pivotally arranged on a support structure (1130) for pivoting about a pivot point (1104), wherein the support structure (1130) is configured to be fixed to the vehicle (50) such that the horizontal and vertical positions of the pivot point are substantially fixed relative to the vehicle (50) during operation of the vehicle (50), wherein the movement of the handle (1110) about the pivot point (1104) is the only movement of the handle (1110) allowed by the arrangement of the handle (1110) on the support structure (1130); The handle (1100) includes a left handle portion (1120) and a right handle portion (1110), wherein each of the left handle portion (1120) and the right handle portion (110) includes an upper surface (114) whose contour is designed to ergonomically support the hand (22) of the operator (20); and One or more vehicle control features (1112, 1114, 1116, 1122, 1124) are arranged on a handle (1100) such that all vehicle control features (1112, 1114, 1116, 1122, 1124) are within reach of the operator's fingers (32, 33, 34, 35) or thumb (31) when the operator's hand (22) is held on the ergonomic upper surface (114) of the handle (1100).

2. The operator control device (1100) according to claim 1, wherein, Each of the left handle portion (1120) and the right handle portion (1110) includes one or more of the vehicle control features (1112, 1114, 1116, 1122, 1124), wherein one or more of the vehicle control features (1112, 1114, 1116, 1122, 1124) are configured to control vehicle operation different from the one or more vehicle control features (1112, 1114, 1116, 1122, 1124) located on another of the left handle portion (1120) and the right handle portion (110).

3. The operator control device (1100) according to claim 1 or 2, wherein, The rotation of the handle (1100) about the pivot point (1104) is configured to steer the vehicle (50).

4. The operator control device (1100) according to claim 1, 2 or 3, wherein one or more operations of the vehicle (50) are selected from the group consisting of: throttle operation, lifting operation, horn operation, and auxiliary functions.

5. The operator control device (1100) according to claim 1, 2, 3 or 4, further comprising: A thumb switch (1112, 1122) is configured to be operated by the operator's thumb (31) to operate the lifting function of the vehicle (50), wherein pushing the upper part (1112a, 1122a) of the thumb switch (1112, 1122) raises the lift (65), and pushing the lower part (1112b, 1122b) of the thumb switch (1112, 1122) lowers the lift (65).

6. The operator control device (1100) according to claim 1, 2, 3 or 4 further comprises: A thumb switch (1112, 1122) is configured to be operated by the operator's thumb (31) to operate the throttle function of the vehicle (50), wherein pushing the upper part (1112a, 1122a) of the thumb switch (1112, 1122) increases the speed of the vehicle (50) in the forward direction, or decelerates, stops, and reverses the vehicle (50) moving in the rearward direction, and wherein pushing the lower part (1112b, 1122b) of the thumb switch (1112, 1122) decelerates, stops, or reverses the vehicle (50) moving in the forward direction, and increases the speed of the vehicle (50) moving in the rearward direction.

7. The operator control device (1100) according to claim 5, wherein, When the vehicle (50) is operated in the forward or reverse direction, the thumb switch (1112, 1122) can be operated to control the lifting function.

8. The operator control device (1100) according to claim 1, 2, 3, 4, 5, 6 or 7, wherein, The handle (1100) is biased in a neutral position.

9. The operator control device (1100) according to claim 1, 2, 3, 4, 5, 6, 7 or 8, wherein, The handle (1100) is capable of rotating counterclockwise about the pivot point (1104) to initiate a left turn operation of the vehicle (50), and wherein the handle (1100) is capable of rotating clockwise about the pivot point (1104) to initiate a right turn operation of the vehicle (50).

10. The operator control device (1100) according to claim 9, wherein, The handle (1100) is configured to pivot up to approximately 45 degrees clockwise and up to approximately 45 degrees counterclockwise about the pivot point (1104).

11. The operator control device (1100) according to claim 10, wherein, The speed of the vehicle (50) turning operation varies non-linearly based on the amount by which the handle (1100) rotates around the pivot point (1104).

12. The operator control device (1100) according to claim 1, wherein, The handle (1100) is configured to guide support forces through the upper surface (114) of the handle (1100) and through both the operator's torso, arms (26), and large muscle groups to stabilize the operator (20) during movement of the vehicle (50).

13. A method for controlling the throttle, lifting, and steering operations of a man-mounted lift vehicle (50) using an operator control device (1100), the method comprising: The operator's hands (22) are rested on the driver's position on the operator control device (1100); In response to the rotational force applied by the operator's hand (22), the handle (1100) of the operator control device (1100) is rotated about a pivot point (1104) fixed relative to the man-mounted lift (50) so that the man-mounted lift (50) is turned in the rotational direction of the operator control device (1100). The throttle operation of the man-mounted lift vehicle (50) is controlled by force exerted by the operator's thumb (31) on a first thumb switch (1112, 1122) arranged on the operator control device (1100), wherein the first thumb switch (1112, 1122) is arranged in a position that can be operated by the operator (20) without the operator (20) removing his / her hand (22) from the driving position on the operator control device (1100); and The lifting operation of the man-mounted lift vehicle (50) is controlled by force exerted by the operator's thumb (31) on a second thumb switch (1112, 1122) arranged on the operator control device (1100), wherein the second thumb switch (1112, 1122) is arranged in a position in which it can be operated by the operator (20) without the operator (20) removing his / her hand (22) from the driving position on the operator control device (1100).

14. The method according to claim 13, wherein, The operator control device (1100) includes a left handle (1120) and a right handle (1110), each of which is configured to support the operator's (20) hand (22).

15. The method according to claim 14, wherein, The first thumb switch (1112, 1122) is located on one of the left handle (1120) or the right handle (1110) of the operator control device (1100), and the second thumb switch (1112, 1122) is located on the other of the left handle (1120) or the right handle (1110).

16. The method according to claim 13, 14 or 15, wherein, The operator control device (1100) provides dynamic stability to the operator (20) by allowing the operator (20) to use the handle (1100) to provide support during forward, stop and reverse operations of the man-mounted lift (50).

17. The method according to claim 16, wherein, The supporting force does not cause the operator control device (1100) to move.

18. The method according to claim 16 or 17, wherein, The supporting force travels through the operator's (20) arm (26) and large muscle groups.

19. The method according to claim 13, 14, 15, 16, 17 or 18, further comprising: The person-mounted lift (50) turns in a manner disproportionate to the amount by which the operator control device (1100) rotates around the pivot point (1104).

20. A material handling vehicle (50), comprising: An elevator (65) is configured to move up and down to enable the picking up and placing of loads at various heights; An operator control device (1100) is arranged in a control panel (70) and configured to control the throttle and lifting operations of the vehicle (50); The operator control device (1100) includes a handle (1100) arranged on a support (1130) in a manner that allows the handle (1100) to rotate about a pivot point (1104), wherein the support (1130) is rigidly fixed to the vehicle (50) in such a manner that the pivot point (1104) is held in a fixed position relative to the vehicle (50) during operation of the vehicle (50); and One or more control features (1112, 1114, 1116, 1122, 1124) are arranged on a handle (1100) to control one or more operations of the vehicle (50), wherein the one or more control features (1112, 1114, 1116, 1122, 1124) are configured to be operated by the fingers (32, 33, 34, 35) or thumb (31) of the operator (20) without requiring the operator's hand (22) to move from the operating position on the operator control device (1100); The operation of starting the vehicle (50) involves rotating the handle (1100) around the pivot point (1104).

21. The material handling vehicle (50) according to claim 20, wherein, The handle (1100) includes an upper surface (114) configured to ergonomically support the operator's (20) hand (22).

22. The material handling vehicle (50) according to claim 20 or 21, wherein, The handle (1100) provides dynamic stability to the operator (20) by allowing the operator (20) to use the handle (20) to provide support during forward, reverse braking and reversing operations of the vehicle (50), wherein the support is configured to be activated by the large muscle groups of the operator (20).

23. The material handling vehicle (50) according to claim 20, 21 or 22, wherein, Rotating the handle (1100) initiates the turning operation of the vehicle (50).

24. The material handling vehicle (50) according to claim 20, 21, 22 or 23, wherein, The one or more control features (1112, 1114, 1116, 1122, 1124) of the operator control device (1100) include thumb switches (1112, 1122) configured to be actuated by the operator's thumb (31) to raise and lower the elevator (65).

25. The material handling vehicle (50) according to claim 20, 21, 22, 23 or 24, wherein, The one or more control features (1112, 1114, 1116, 1122, 1124) of the operator control device (1100) include thumb switches (1112, 1122) configured to be actuated by the operator's thumb (31) to control the speed of the vehicle (50).

26. An operator control device (1100) for a material handling vehicle (50), said control device (1100) comprising: A yoke steering mechanism (1100), rotatably mounted on a support structure (1130) for rotation about a steering axis (1104), wherein the support structure (1130) is configured to be fixed to the vehicle (50), the yoke steering mechanism (1100) including ergonomic left handle (1120) and right handle (1110), each handle including an upper surface (114) whose profile is designed to support the hand (22) of the operator (20); and An electric steering system (1140) is configured to generate a steering input signal (1144) based on the amount of rotation of the yoke steering device (1100) about the steering axis (1104), wherein the steering input signal (1144) is configured to be sent to a vehicle control system (56) to control the amount of vehicle turning based on the steering input signal (1144).

27. The operator control device (1100) according to claim 26, further comprising: A thumb switch (1112, 1122) is arranged on the left handle (1120) or the right handle (1110) for operation by the thumb (31) of the operator (20) without requiring the operator's hand (22) to move from the operating position on the control device (1100). The thumb switch (1112, 1122) is configured to operate the lifting function of the vehicle (50), wherein pushing the upper part (1112a, 1122a) of the thumb switch (1112, 1122) raises the lift (65), and pushing the lower part (1112b, 1122b) of the thumb switch (1112, 1122) lowers the lift (65).

28. The operator control device (1100) according to claim 26 or 27, further comprising: A thumb switch (1112, 1122) is arranged on the left handle (1120) or the right handle (1110) for operation by the thumb (31) of the operator (20) without requiring the operator's hand (22) to move from the operating position on the control device (1100), wherein the thumb switch (1112, 1122) is configured to control the speed of the vehicle (50).

29. The operator control device (1100) according to claim 26, 27 or 28, wherein, The handle (1100) provides dynamic stability to the operator (20) by allowing the operator (20) to use the handle (1100) to provide support during forward, reverse braking and reversing operations of the vehicle (50).

30. The operator control device (1100) according to claim 26, 27, 28 or 29, wherein, The supporting force is directed through the handle (1100) and through the operator's (20) arm (26) and large muscle groups.

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