Patent Publication Number: US-2022234645-A1

Title: Vehicle steering assembly

Description:
CROSS-REFERENCE TO RELATED APPLICATIONS 
     The present non-provisional patent application is a continuation patent application, which claims priority to U.S. patent application Ser. No. 16/540,520, filed on Aug. 14, 2019, and entitled “VEHICLE STEERING ASSEMBLY,” which claims priority to U.S. Provisional Patent Application Ser. No. 62/718,801, filed on Aug. 14, 2018, and entitled “VEHICLE STEERING ASSEMBLY,” with the entirety of the above-identified, previously-filed provisional application being hereby incorporated by reference into the present non-provisional patent application. 
    
    
     FIELD OF THE INVENTION 
     Embodiments of the present invention are generally directed to a vehicle steering assembly. More particularly, embodiments of the present invention are directed to an improved vehicle steering assembly for a compact utility loader. 
     BACKGROUND OF THE INVENTION 
     Compact utility loaders are becoming popular options for operators in need of heavy equipment machines. Compact utility loaders are capable of operating a variety of different hydraulically-driven tools or attachments for performing various types of demanding work. Beneficially, however, compact utility loaders are generally manufactured with a relatively smaller size compared to other heavy equipment machines, which can be beneficial for maneuverability, transport, and storage. Unfortunately, the control systems of previously-used compact utility loaders have been difficult, non-intuitive, and burdensome to use. 
     Often a compact utility loader will be maneuvered by traction elements (e.g., tracks or wheels) on either side of the loader. Generally, a compact utility loader will include a separate control element (e.g., a control handle) for controlling each traction element of the loader. The need for an operator to manipulate multiple control elements to maneuver a compact utility loader can make operation of the loader overly difficult and cumbersome. This is particularly true when the operator is required to maintain a free hand to control the loader&#39;s hydraulically-driven tools. As such, there is a need for an improved vehicle steering assembly, which enhances the ability of an operator to efficiently and intuitively control a vehicle, such as compact utility loader. 
     SUMMARY OF THE INVENTION 
     In one embodiment of the present invention, there is provided a vehicle steering assembly for controlling movement of a vehicle having independently rotatable left and right ground-engaging traction elements. The vehicle comprises a control panel within reach of an operator of the vehicle. The control panel comprises a panel support structure for supporting control mechanisms of the vehicle. The steering assembly comprises a steering handle coupled to the panel support structure and extending generally upwardly from the panel support structure The steering handle comprises a laterally-extending crossmember and at least one upright extension member. The crossmember and the upright extension member are rigidly connected to one another so that shifting of the crossmember relative to the extension member is substantially prevented. The steering handle is shiftable in forward and rearward directions to thereby cause corresponding forward and rearward rotation of both of the left and right traction elements. The steering handle is rotatable in clockwise and counterclockwise directions to thereby cause a change in the relative speeds and directions of rotation of the left and right traction elements. 
     In another embodiment of the present invention, there is provided a vehicle steering assembly for controlling movement of a vehicle having independently rotatable left and right ground-engaging traction elements. The vehicle comprises a control panel within reach of an operator of the vehicle. The control panel comprises a panel support structure for supporting control or display mechanisms of the vehicle. The steering assembly comprises a plurality of depressible buttons coupled to the panel support structure and configured to cooperatively control the speed and direction of rotation of the left and right traction elements. The steering assembly additionally comprises a steering handle coupled to the panel support structure and positioned generally over the depressible buttons. The steering handle comprises a laterally-extending crossmember, an upright extension member, and a base. The base presents a lower surface having a curved topography. The lower surface is configured to depress the buttons in response to manipulation of the steering handle by the operator of the vehicle. 
     In another embodiment of the present invention, there is provided a method for controlling movement of a vehicle having independently rotatable left and right ground-engaging traction elements. The method includes a step of providing a steering handle comprising a laterally-extending crossmember and an upright extension member extending away from a control panel of the vehicle. The crossmember and the upright extension member are rigidly connected to one another so that shifting of the crossmember relative to the extension member is substantially prevented. An additional step includes shifting the steering handle in a forward direction to cause forward rotation of both of the left and right traction elements. An additional step includes shifting the steering handle in a rearward direction to cause rearward rotation of both of the left and right traction elements. A further step includes rotating the steering handle in a clockwise or counterclockwise direction to cause to cause the left and right traction elements to rotate in opposing directions. 
     This summary is provided to introduce a selection of concepts in a simplified form that are further described below in the detailed description. This summary is not intended to identify key features or essential features of the claimed subject matter, nor is it intended to be used to limit the scope of the claimed subject matter. Other aspects and advantages of the present invention will be apparent from the following detailed description of the embodiments and the accompanying drawing figures. 
    
    
     
       BRIEF DESCRIPTION OF THE FIGURES 
       Embodiments of the present invention are described herein with reference to the following drawing figures, wherein: 
         FIG. 1  is a left perspective view of a vehicle, in the form of a compact utility loader, with a steering control assembly according to embodiments of the present invention; 
         FIG. 2  is a top plan view of the compact utility loader of  FIG. 1 ; 
         FIG. 3  is a top plan view of a control panel from the compact utility loader of  FIGS. 1 and 2 ; 
         FIG. 4  is a rear elevation view of the control panel from  FIG. 3 ; 
         FIG. 5  is an exploded view of a steering control assembly from the control panel from  FIGS. 3 and 4 ; 
         FIG. 6  is a steering handle and a handle connection member from the steering control assembly from  FIG. 5 ; 
         FIG. 7 a    is a top plan view of the steering control assembly from  FIG. 5 , particularly showing the steering control assembly in a neutral position; 
         FIG. 7 b    is side elevation view of the steering control assembly from  FIG. 7 a   , particularly showing a vertical cross section of a steering handle, a handle connection member, and a portion of a steering controller; 
         FIG. 8 a    is a top plan view of the steering control assembly from  FIG. 5 , particularly showing the steering control assembly shifted in a forward position; 
         FIG. 8 b    is side elevation view of the steering control assembly from  FIG. 8 a   , particularly showing a vertical cross section of a steering handle, a handle connection member, and a portion of a steering controller; 
         FIG. 9 a    is a top plan view of the steering control assembly from  FIG. 5 , particularly showing the steering control assembly shifted in a rearward position; 
         FIG. 9 b    is side elevation view of the steering control assembly from  FIG. 9 a   , particularly showing a vertical cross section of a steering handle, a handle connection member, and a portion of a steering controller; 
         FIG. 10 a    is a top plan view of the steering control assembly from  FIG. 5 , particularly showing the steering control assembly rotated in a clockwise position; 
         FIG. 10 b    is side elevation view of the steering control assembly from  FIG. 10 a   , particularly showing a vertical cross section of a steering handle, a handle connection member, and a portion of a steering controller; 
         FIG. 11 a    is a top plan view of the steering control assembly from  FIG. 5 , particularly showing the steering control assembly rotated in a counterclockwise position; 
         FIG. 11 b    is side elevation view of the steering control assembly from  FIG. 11 a   , particularly showing a vertical cross section of a steering handle, a handle connection member, and a portion of a steering controller; 
         FIG. 12  is a vertical cross section of the steering control assembly from  FIG. 5 ; 
         FIG. 13 a    is a top plan view of a handle connection member from the steering control assembly of  FIG. 12 ; 
         FIG. 13 b    is a perspective view of the handle connection member from  FIG. 13   a;    
         FIG. 13 c    is a side elevation view of the handle connection member from  FIGS. 13 a    and  13   b;    
         FIG. 13 d    is an additional side elevation view of the handle connection member from  FIGS. 13 a , 13 b   , and  13   c.    
         FIG. 14  is a top plan view of a horizontal cross section of the steering control assembly from  FIG. 12 ; 
         FIG. 15  is a perspective view of the horizontal cross section of the steering control assembly from  FIG. 14 ; 
         FIG. 16  is a perspective view of a steering control assembly according to additional embodiments of the present invention; 
         FIG. 17  is an exploded view of the steering control assembly from  FIG. 16 , with a portion of a steering handle cut away to show a handle connection assembly; 
         FIG. 18  is an exploded view of the handle connection assembly from  FIG. 17  in conjunction with a handle securement structure from the steering control assembly; 
         FIG. 19  is a bottom perspective view of a pedestal from the handle connection assembly from  FIG. 18 ; 
         FIG. 20 a    is a top plan view of a horizontal cross section of the steering control assembly from  FIG. 16 ; 
         FIG. 20 b    is a perspective view of the horizontal cross section of the steering control assembly from  FIG. 20   a;    
         FIG. 21  is a bottom perspective view of a steering handle and a handle connection assembly from the steering control assembly from  FIG. 16 ; 
         FIG. 22  is vertical cross section of the steering control assembly from  FIG. 16 ; 
         FIG. 23 a    is a top plan view of the steering control assembly from  FIG. 16 , particularly showing the steering control assembly in a neutral position; 
         FIG. 23 b    is side elevation view of the steering control assembly from  FIG. 23 a   , particularly showing a vertical cross section of a steering handle, a handle connection assembly, and a portion of a steering controller; 
         FIG. 24 a    is a top plan view of the steering control assembly from  FIG. 16 , particularly showing the steering control assembly shifted in a forward position; 
         FIG. 24 b    is side elevation view of the steering control assembly from  FIG. 24 a   , particularly showing a vertical cross section of a steering handle, a handle connection assembly, and a portion of a steering controller; 
         FIG. 25 a    is a top plan view of the steering control assembly from  FIG. 26 , particularly showing the steering control assembly shifted in a rearward position; 
         FIG. 25 b    is side elevation view of the steering control assembly from  FIG. 25 a   , particularly showing a vertical cross section of a steering handle, a handle connection assembly, and a portion of a steering controller; 
         FIG. 26 a    is a top plan view of the steering control assembly from  FIG. 16 , particularly showing the steering control assembly rotated in a clockwise position; 
         FIG. 26 b    is side elevation view of the steering control assembly from  FIG. 26 a   , particularly showing a vertical cross section of a steering handle, a handle connection assembly, and a portion of a steering controller; 
         FIG. 27 a    is a top plan view of the steering control assembly from  FIG. 16 , particularly showing the steering control assembly rotated in a counterclockwise position; 
         FIG. 27 b    is side elevation view of the steering control assembly from  FIG. 27 a   , particularly showing a vertical cross section of a steering handle, a handle connection assembly, and a portion of a steering controller; 
         FIG. 28 a    is a side elevation schematic view of an additional embodiment of a steering control assembly in which a steering handle is configured to forwardly and rearwardly translated along a rail; and 
         FIG. 28 b    is side elevation schematic view of the steering control assembly from  FIG. 28   a.    
     
    
    
     The drawing figures do not limit the present invention to the specific embodiments disclosed and described herein. The drawings are not necessarily to scale, emphasis instead being placed upon clearly illustrating the principles of the invention. 
     DETAILED DESCRIPTION 
     The following detailed description of the present invention references various embodiments. The embodiments are intended to describe aspects of the invention in sufficient detail to enable those skilled in the art to practice the invention. Other embodiments can be utilized and changes can be made without departing from the scope of the present invention. The following detailed description is, therefore, not to be taken in a limiting sense. The scope of the present invention is defined only by the appended claims, along with the full scope of equivalents to which such claims are entitled. 
     In this description, references to “one embodiment,” “an embodiment,” or “embodiments” mean that the feature or features being referred to are included in at least one embodiment of the technology. Separate references to “one embodiment,” “an embodiment,” or “embodiments” in this description do not necessarily refer to the same embodiment and are also not mutually exclusive unless so stated and/or except as will be readily apparent to those skilled in the art from the description. For example, a feature, structure, act, etc. described in one embodiment may also be included in other embodiments, but is not necessarily included. Thus, the present technology can include a variety of combinations and/or integrations of the embodiments described herein. 
     Broadly, embodiments of the present invention are directed to a steering control assembly for a vehicle, such as for a compact utility loader.  FIGS. 1 and 2  show a vehicle in the form of a compact utility loader  10  (hereinafter “loader  10 ”) equipped with a steering control assembly  12 ( a ) that includes an improved steering handle  14 ( a ). The steering handle  14 ( a ) controls movement of the loader  10 . Movement of the loader  10  is provided by independently rotatable left and right traction elements  16  (e.g., left and right endless tracks). 
     As shown in  FIGS. 1 and 2 , the loader  10  may include an operator platform  18  on which the operator stands while operating the loader  10 . The loader  10  has a control panel  20  within reach and view of the operator. The control panel  20  includes a panel support structure  22  to which the steering control assembly  12 ( a ) is connected. The loader  10  also includes a pair of lift arms  24  to which a working attachment  26  (e.g., a loader bucket) is connected. 
     The loader  10  includes a power source (not shown), such as a diesel engine positioned below a hood  28  of the loader  10 , for powering the loader&#39;s  10  drive system and loader system. In certain embodiments, the power source can be a turbocharged diesel engine of less than 25 horsepower. Preferably, the power source has more than 20 horsepower. The drive system includes the loader&#39;s  10  drive train (e.g., hydraulic motors and/or a hydrostatic transmission) and the left and right traction elements  16  (e.g., tracks). The loader system includes the loader&#39;s  10  lift arms  24  and the working attachment  26  (e.g., loader bucket). 
     Although  FIGS. 1 and 2  show a compact utility loader  10  with traction elements  16  in the form of endless tracks, the loader  10  can be any type of vehicle having independently rotatable left and right traction elements  16  (e.g., tracks or wheels), such as, for example, a skid steer loader, an excavator, a tractor, or a bulldozer. 
     Although  FIGS. 1 and 2  show the working attachment  26  in the form of a loader bucket connected to the end of the lift arms  24 , the working attachment  26  could be selected from a variety of different useful tools, such as, for example, a trencher, a tiller, a posthole digger, a mower, a fork lift, a grapple rake, a hydraulic breaker, a snow thrower, a box rake, a stump grinder, a utility blade, or a trench filler. 
     Turning to  FIG. 3  a top view of the loader&#39;s  10  control panel  20  is shown, illustrating that the control panel  20  can include an information portion, such as gauges, graphic displays, and the like, which provides visual information to the operator. The control panel  20  can additionally include a control portion, which can be manually manipulated by the operator to control the loader  10 . The control portion of the control panel  20  can include switches, the steering handle  14 ( a ), a throttle handle  30 , and a loader handle  32 . 
     As illustrated by the arrows in  FIG. 3 , the steering handle  14 ( a ), the throttle handle  30 , and the loader handle  32  can be manually manipulated in various directions to control movement and speed of various portions of the loader  10 . In particular, the steering handle  14 ( a ) can be manually manipulated forwardly and rearwardly and can be manually twisted in clockwise and counterclockwise directions to control the speed and direction of rotation of the left and right traction elements  16 . As used herein, the terms “forward” or “forwardly” refer to a direction towards a front of the loader  10 , such as where the working attachment  26  is connected to the loader  10 . The terms “rearward” or “rearwardly” refer to a direction towards a back of the loader  10 , such as where the operator stands on the operator platform  18  to operate the loader  10 . The terms “right” and “left” means a right direction and a left direction, respectively, when viewing forwardly from the back of the loader  10 . The terms “clockwise” and “counterclockwise” means a clockwise direction and a counterclockwise direction, respectively, when looking down on the applicable component from above the component. Thus, with respect to the view of the control panel  20  on  FIG. 2 , a forward direction is toward the left side of the figure, a rearward direction is toward the right side of the figure, a left direction is toward the bottom side of the figure, a right direction is toward the top side of the figure, a clockwise direction is clockwise (as looking down on the loader  10 ), and a counter-clockwise direction is counter-clockwise (as looking down on the loader  10 ). 
       FIG. 4  is a vertical view from the rear of the panel support structure  22  of the control panel  20 , with the panel support structure shown supporting the steering control assembly  12 ( a ), a throttle control assembly  40 , and a lift control assembly  42 . The steering, throttle, and lift control assemblies  12 ( a ),  40 , and  42  include manually movable handles (i.e., steering handle  14 ( a ), throttle handle  30 , and lift handle  32 , respectively) each being connected to a controller. The handles  14 ( a ),  30 ,  32  extending generally above the panel support structure  22  and the corresponding controllers extending generally below the panel support structure  22 . Each controller is rigidly coupled to the panel support structure  22  and each handle  14 ( a ),  30 ,  32  is shiftable relative to the controller to which it is coupled. In some embodiments, the controllers may be secured to the panel support structure  22  in a manner that permits an upper portion of the controllers (e.g., depressible buttons disclosed in more detail below) to extend upward above the panel support structure  22 . Although not shown in the drawing, a protective cover (e.g., flexible boot) can be attached to the shaft of each handle  14 ( a ),  30 ,  32  to prevent dust and debris from entering the controllers at the base of the shaft. 
       FIG. 5  is an exploded view of the steering control assembly  12 ( a ). As shown in  FIG. 5 , the controller of the steering control assembly  12 ( a ) is a steering controller  44 ( a ), which in certain embodiments may be a hydraulic pilot control valve in communication with the loader&#39;s  10  drive train (e.g., hydraulic motors and/or a hydrostatic transmission). The steering controller  44 ( a ) is equipped with four depressible buttons  46  that cooperatively control the speed and direction of rotation of the loader&#39;s  10  traction elements  16  (e.g., tracks or wheels) via communication between the steering controller  44 ( a ) and the loader&#39;s  10  drive train (e.g., hydraulic motors and/or a hydrostatic transmission). A front left button  46  may control the forward direction of the left the traction element  16 , while a rear left button  46  may control the rearward direction of the left the traction element  16 . In some embodiments, the rear left button  46  will be position behind the front left button  46 . Similarly, a front right button  46  may control the forward direction of the right the traction element  16 , while a rear right button  46  may control the rearward direction of the right the traction element  16 . In some embodiments, the rear right button  46  may be position behind the front right button  46 . In addition, the front right and the rear right buttons  46  may be positioned, respectively, to the right of the front left and the rear left buttons  46 . The steering handle  14 ( a ) is coupled to the steering controller  44 ( a ) and is used to depress the buttons  46  in a manner that, as will be described in more detail below, allows for simple and intuitive control of the movement of the loader. 
     Remaining with  FIG. 5 , the steering control assembly  12 ( a ) includes a handle securement structure  50 ( a ) that is used to connect the steering handle  14 ( a ) to the steering controller  44 ( a ) in a manner that allows the steering handle  14 ( a ) to be shifted forward, shifted rearward, rotated clockwise, and rotated counterclockwise relative to the steering controller  44 ( a ), as described in more detail below. In some embodiments, the handle securement structure  50 ( a ) will be rigidly secured to the steering controller  44 ( a ) via a plurality of threaded fasteners that extend down through both the handle securement structure  50 ( a ) and the steering controller  44 ( a ). The steering controller  44 ( a ) may itself be rigidly secured to the panel support structure  22  via a plurality of threaded fasteners that extend down through both the panel support structure  22  and the steering controller  44 ( a ). 
     The steering handle  14 ( a ) may include an upper crossmember  52 , a lower base  54 , and an upright extension member  56  extending between the base  54  and the crossmember  52 . The crossmember  52  and the upright extension member  56  can be connected in a generally T-shaped configuration. In some embodiments, the crossmember  52  and the upright extension member  56  may be rigidly connected to one another so that shifting of the crossmember  52  relative to the upright extension member  56  is substantially (or completely) prevented. Furthermore, in some embodiments, the steering control assembly  12 ( a ) will be connected to the panel support structure  22  in such a manner that the crossmember  52  is substantially (or completely) prevented from lateral shifting relative to the panel support structure  22 . In such embodiments, for instance, only forward, rearward, and rotating movements of the steering handle  14 ( a ) relative to the panel support structure  22  will be permitted. 
     A bottom of the base  54  may presents a curved lower or bottom surface  57  that is configured to contact the depressible buttons  46  and selectively depress the buttons  46  as the steering handle  14 ( a ) is manually manipulated. In some of such embodiments, the crossmember  52 , the upright extension member  56 , and the base  54  will be integrally formed from a unitary piece of material. 
     Although the crossmember  52  of the steering handle  14 ( a ) is depicted herein as being a substantially straight elongated member that is connected to the top of the upright extension member  56  to form a T-shape configuration, it should be understood that the crossmember  52  can take on a variety of shapes for facilitating manual grasping by the operator of the loader  10 . For example, the crossmember  52  can have an irregular ergonomic shape that conforms to the hand of the operator. In certain specific embodiments, the steering handle  14 ( a ) will only include a single upright extension member  56 . 
       FIG. 6  shows the bottom of the steering handle  14 ( a ) in more detail. In particular,  FIG. 6  shows that the curved bottom surface  57  of the base  54  includes a curved topography with a substantially flat front section  60 , a substantially flat rear section  62 , a pair of left-side downwardly sloping sections  64 , and a pair of right-side downwardly sloping sections  66 . The left-side downwardly sloping sections  64  are formed on the sides of a left downward projection  68  of the base  54 . It should be understood that the left downward projection  68  extends down below the front and rear sections  60 ,  62 . The right-side downwardly sloping sections  66  are formed on the sides of a right downward projection  69  of the base  54 . It should be understood that the right downward projection  69  extends down below the front and rear sections  60 ,  62 . 
       FIG. 6 , also shows that the base  54  includes an internal opening within which a handle connection member  70 ( a ) is received. The handle connection member  70 ( a ) is used to connect the steering handle  14 ( a ) with the steering controller  44 ( a ) in a manner that allows the steering handle  14 ( a ) to be shifted forward, shifted rearward, rotated clockwise, and rotated counterclockwise relative to the steering controller  44 ( a ), as described in more detail below. 
       FIGS. 7 a    (top view) and  7   b  (side view) show the steering control assembly  12 ( a ) in a neutral position. When the steering control assembly  12 ( a ) is in the neutral position, none of the depressible buttons  46  are depressed enough to cause rotation of the right or left traction elements  16  of the loader  10 . The steering control assembly  12 ( a ) is biased toward this neutral position so that if the operator of the loader  10  releases a hand grip on the steering handle  14 ( a ), the loader  10  stops. 
     As illustrated by  FIG. 7 b   , the steering controller  44 ( a ) includes, for each depressible button  46 , a variable switch  71  (or pilot valve spool) and a biasing mechanism  72  for biasing the depressible buttons  46  upwardly. The variable switch  71  may comprise a position sensor that measures the depth of depression of the depressible button  46  and permits the speed of rotation of the traction elements  16  to be controlled in a manner that is proportional to the depth of depression of the depressible button  46 . In some embodiments, as noted above, the steering controller  44 ( a ) may be a hydraulic pilot control valve and movement of the depressible buttons  46  directly adjusts the flow or pressure of hydraulic fluid through the control valve. For example, each of the depressible buttons  46  may activate an associated variable switch  71  and/or may move an associated spool in the steering controller  44 ( a ) when the depressible button  46  is depressed. Such actuation of the variable switch  71  and/or the spool will generate (or change) a pilot pressure signal that is sent from the steering controller  44 ( a ) to the loader&#39;s  10  drive train (e.g., the hydrostatic transmission that controls the hydraulic motors). The pilot pressure signal sent to the loader&#39;s  10  drive train will be based on the depth at which the depressible button  46  is depressed. As such, when the depressible button  46  is fully depressed, a pilot pressure signal is sent to the loader&#39;s  10  drive train (e.g., to the hydrostatic transmission) to cause the associated traction element  16  to be rotated at a maximum rate. If the depressible button  46  is depressed a lesser amount (i.e., less than a full depression), a pilot pressure signal is sent to the loader&#39;s  10  drive train (e.g., to the hydrostatic transmission) to cause the associated traction element  16  to be rotated at a rate that is less than the maximum rate. It is further understood that one depressible button  46  (e.g., the front left button  46 ) is used to generate a pilot control signal that causes the left traction element  16  to rotate in a forward direction, while another depressible button  46  (e.g., the rear left button  46 ) is used to generate a pilot control signal that causes the left traction element  16  to rotate in a rearward direction. Similarly, one depressible button  46  (e.g., the front right button  46 ) is used to generate a pilot control signal that causes the right traction element  16  to rotate in a forward direction, while another depressible button  46  (e.g., the rear right button  46 ) is used to generate a pilot control signal that causes the right traction element  16  to rotate in a rearward direction. 
     The biasing mechanism  72  associated with each depressible button  46  pushes the button  46  up against the bottom surface  57  of the steering handle  14 ( a ). When the steering handle  14 ( a ) is not being manually manipulated out of the neutral position, all the depressible buttons are fully extended and the steering handle  14 ( a ) is maintained in the neutral position by the depressible buttons  46  pushing up against the substantially flat front and rear sections  60 ,  62  of the curved bottom surface  57  of the base  54 . 
       FIGS. 7 a  and 7 b    show that the steering handle  14 ( a ) is connected to the steering controller  44 ( a ) in a manner that allows the steering handle  14 ( a ) to be shifted/tilted forward and rearward on a tilt axis  74 . Further, the steering handle  14 ( a ) is connected to the steering controller  44 ( a ) in manner that allows the steering handle  14 ( a ) to be rotated/twisted clockwise and counterclockwise on a twist axis  76 . The tilt axis  74  and twist axis  76  are maintained substantially perpendicular to one another, even during shifting or rotating of the steering handle  14 ( a ). 
     As shown in  FIGS. 8 a    (top view) and  8   b  (side view) shifting the steering handle  14 ( a ) forward on the tilt axis  74  (See  FIG. 8 b   ), without rotating the steering handle  14 ( a ) on the twist axis  76  (See  FIG. 8 b   ), depresses the front left and right depressible buttons  46 . When the front left and right depressible buttons  46  are depressed an equal amount, as shown in  FIGS. 8 a  and 8 b   , the left and right traction elements  16  rotate forward at substantially the same speed, so the loader  10  travels straight forward. It should be understood that the further the front left and right depressible buttons  46  are depressed the faster the left and right traction elements  16  will rotate so as to increase the speed of the loader  10 . As such, when the steering handle  14 ( a ) is shifted fully forward, the left and right front depressible buttons  46  will be depressed a maximum amount, and the left and right traction elements  16  will rotate forwardly at a maximum rate to cause the loader to drive forward at a maximum speed. 
     As shown in  FIGS. 9 a    (top view) and  9   b  (side view), shifting the steering handle  14 ( a ) rearward on the tilt axis  74 , without rotating the steering handle  14 ( a ) on the twist axis  76 , depresses the rear left and right depressible buttons  46 . When the rear left and right depressible  46  buttons are depressed an equal amount, as shown in  FIGS. 9 a  and 9 b   , the left and right traction elements  16  rotate reward at substantially the same speed, so the loader  10  travels straight backward (i.e., in reverse). It should be understood that the further the rear left and right depressible buttons  46  are depressed the faster the left and right traction elements  16  will rotate so as to increase the speed of the loader  10 . As such, when the steering handle  14 ( a ) is shifted fully rearward, the left and right rear depressible buttons  46  will be depressed a maximum amount, and the left and right traction elements  16  will rotate rearwardly at a maximum rate to cause the loader to drive backward at a maximum speed. 
     As shown in  FIGS. 10 a    (top view) and  10   b  (side view), rotating the steering handle  14 ( a ) clockwise on the twist axis  76 , without shifting the steering handle  14 ( a ) forward or rearward on the tilt axis  74 , depresses the front left and rear right depressible buttons  46 . When the front left and rear right depressible buttons  46  are depressed an equal amount and the front right and rear left depressible buttons  46  are not depressed, as shown in  FIGS. 10 a  and 10 b   , the left and right traction elements  16  rotate at substantially the same speed, with the left traction element  16  rotating forward and the right traction element  16  rotating rearward. In this configuration, the loader  10  turns clockwise without traveling forward or backward. It should be understood that the further the front left and rear right depressible buttons  46  are depressed the faster the left and right traction elements  16  will rotate so as to increase the turning speed or severity of the turn (i.e., the right turn) of the loader  10 . As such, when the steering handle  14 ( a ) is rotated clockwise a full amount forward, the front left and rear right depressible buttons  46  will be depressed a maximum amount, and the left and right traction elements  16  will rotate oppositely at a maximum rate to cause the loader to turn in a clockwise direction at a maximum speed/severity. 
     As shown in  FIGS. 11 a    (top view) and  11   b  (side view), rotating the steering handle  14 ( a ) counterclockwise on the twist axis  76 , without shifting the steering handle  14 ( a ) forward or rearward on the tilt axis  74 , depresses the front right and rear left depressible buttons  46 . When the front right and rear left depressible buttons  46  are depressed an equal amount and the front left and rear right depressible buttons  46  are not depressed, as shown in  FIGS. 11 a  and 11 b   , the right and left traction elements  16  rotate at substantially the same speed, with the right traction element  16  rotating forward and the left traction element  16  rotating rearward. In this configuration, the loader  10  turns counterclockwise without traveling forward or backward. It should be understood that the further the front right and rear left depressible buttons  46  are depressed the faster the left and right traction elements  16  will rotate so as to increase the turning speed or severity of the turn (i.e., the left turn) of the loader  10 . As such, when the steering handle  14 ( a ) is rotated counterclockwise a full amount forward, the rear left and front right depressible buttons  46  will be depressed a maximum amount, and the left and right traction elements  16  will rotate oppositely at a maximum rate to cause the loader to turn in a counterclockwise direction at a maximum speed/severity. 
     When the steering handle  14 ( a ) is simultaneously tilted (forward or rearward) and twisted (clockwise or counterclockwise), both the speed (fast or slow) and direction of travel (forward, backward, and turning) of the loader  10  are simple and intuitively controlled by the operator using a single one hand on the steering handle  14 ( a ). 
       FIG. 12  is a sectional view of the steering handle  14 ( a ) and steering controller  44 ( a ) in the neutral position.  FIG. 12  also shows how the steering handle  14 ( a ) is coupled to the steering controller  44 ( a ) by a tilt hinge  84  and a twist hinge  86 . The tilt hinge  86  is configured to permit the steering handle  14 ( a ) to rotate relative to the steering controller  44 ( a ) (and the panel support structure  22 ) on the tilt axis  74  (See  FIG. 7 b   ), while the twist hinge  86  is configured to permit the steering handle  14 ( a ) to rotate relative to the steering controller  44 ( a ) (and panel support structure  22 ) on the twist axis  76  (See  FIG. 7 b   ). 
     The tilt hinge  84  can be formed by the handle securement structure  50 ( a ), the handle connection member  70 ( a ), and a hinge pin  88 . More specifically, the handle securement structure  50 ( a ) is rigidly coupled to the steering controller  44 ( a ), the handle connection member  70 ( a ) is connected to the steering handle  14 ( a ), and the hinge pin  88  extends through openings in both the handle connection member  70 ( a ) and the handle securement structure  50 ( a ) to secure the components together in a manner that permits the tilting of the handle connection member  70 ( a ) relative to the handle securement structure  50 ( a ) on the tilt axis  74 . Generally, the hinge pin  88  is aligned with the tilt axis  74 . 
     The twist hinge  76  can be formed by the handle connection member  70 ( a ) and the base  54  of the steering handle  14 ( a ). More specifically, the handle connection member  70 ( a ) includes a head  90  that is received in an internal cavity of the base  54  in a manner that permits the steering handle  14 ( a ) to rotate relative to the head  90  and the handle connection member  70 ( a ) on the twist axis  76 . Generally, the head  90  and/or the handle connection member  70 ( a ) are aligned with the twist axis  76 . Correspondingly, the upright extension member  56  of the steering handle  14 ( a ) will generally be aligned with and/or centered on the twist axis  76 , while the crossmember  52  is perpendicular to the twist axis  76  with the twist axis  76  extending through the crossmember  52 . 
     As such, the steering control assembly  12 ( a ) may comprises a handle connection assembly for attaching the steering handle  14 ( a ) to the panel support structure  22 , whereby said handle connection assembly comprises the tilt hinge  84  and the twist hinge  86 . The tilt hinge  84  is configured to permit the steering handle  14 ( a ) to tilt forward and rearward relative to the panel support structure  22  on a tilt axis  74 , while the twist hinge  86  is configured to permit the steering handle  14 ( a ) to twist clockwise and counterclockwise relative to the panel support structure  22  on a twist axis  76 . 
       FIGS. 13 a - d    provides various views of the handle connection member  70 ( a ) that can be received within the internal cavity of the steering handle  14 ( a ). Specifically,  FIGS. 13 a - d    show that the handle connection member  70 ( a ) can includes an extension member  92 , a neck  94 , the head  90 , and a projection  96 . 
     The extension member  92  includes an attachment opening  98  through which the hinge pin  84  can extend, so as to couple the handle connection member  70 ( a ) to the steering controller  44 ( a ) (and the panel support structure  22 ) via the handle securement structure  50 ( a ) in a manner that permits pivoting of the handle connection member  70 ( a ) relative to the panel support structure  50 ( a ) on the tilt axis  74 . The head  90  is configured to be received in a broad portion of the internal cavity of the steering handle  14 ( a ), as illustrated in  FIG. 12 . The neck  94  is configured to be received in a narrow portion of the internal cavity in a manner that prevents the head  90  from being pulled out of the internal cavity but permits rotation of the steering handle  14 ( a ) relative to the handle connection member  70 ( a ) on the twist axis  76 . The projection  96  of the handle connection member  70 ( a ) extends upwardly from the head  90  and is received in an upper portion of the internal cavity of the steering handle  14 ( a ). 
       FIG. 14  is a horizontal cross-sectional view cut through the steering handle  14 ( a ) at the very top of the internal cavity that receives the head  90  of the handle connection member  70 ( a ).  FIG. 14  shows that the steering handle  14 ( a ) includes stops  100  that extend into the broad portion of the internal cavity at the same level as the projection  92  of the handle connection member  70 ( a ). These stops  100  may form part of a twist stop assembly, which are configured to be positioned within the steering handle  14 ( a ) to restrict rotation of the steering handle  14 ( a ) on the twist axis  76  within a certain range. When the steering handle  14 ( a ) is fully twisted in a clockwise or counterclockwise manner, stop surfaces  102  of the projection  92  contact the stops  100  and prevent further rotation of steering handle  14 ( a ) relative to the handle connection member  70 ( a ), steering controller  44 ( a ), and panel support structure  22 . 
     In some embodiments, the steering handle  14 ( a ) is rotatable on the twist axis  76  through a twist range of motion that is between 15 and 80 degrees, or 25 and 60 degrees, or 30 and 50 degrees. In addition, the steering handle  14 ( a ) is shiftable on the tilt axis through a tilt range of motion that is between 15 and 80 degrees, or 25 and 60 degrees, or 30 and 50 degrees. 
     Stating the above differently, in some embodiments, the handle connection assembly comprises a panel attachment piece (e.g., the handle securement structure  50 ( a ) and/or upper portions of the steering controller  44 ( a )), a handle attachment piece (e.g., handle connection member  70 ( a )), and a tilt hinge pin  88 . The panel attachment piece can be attached to the panel support structure  22 . The handle attachment piece can be attached to the handle  14 ( a ). And the steering handle  14 ( a ) and the panel attachment pieces are coupled to one another by the tilt hinge pin  88 , with the tilt hinge pin  88  extending along the tilt axis  74 . In some embodiments, the panel attachment piece will be rigidly coupled to the panel support structure  22 , and the handle attachment piece will be rotatably coupled to the steering handle  14 ( a ). The handle attachment piece includes a upper broadened head. The steering handle  14 ( a ) defines an internal head-receiving cavity within which said broadened head is received to thereby couple the handle attachment piece to the steering handle  14 ( a ). As a result, the steering handle is rotatable relative to the broadened head on the twist axis  76 . Finally, the broadened head includes at least one projection, and the steering handle  14 ( a ) includes at least one stop member. Contact between the projection and the stop member restricts rotation of the steering handle  14 ( a ) relative to the panel support structure  22  on said twist axis  76 . 
     As shown in  FIGS. 14 and 15 , as well as  FIG. 7 b   , the steering handle  14 ( a ) can be formed of two halves—a first handle half  14 ( a )( i ) and a second handle half  14 ( a )( ii ). With the steering handle  14 ( a ) in the neutral, upright position, the first handle half  14 ( a )( i ) may be rearward of the second handle half  14 ( a )( ii ) and separated by a vertical plane. The first handle half  14 ( a )( i ) may be secured to the second handle half  14 ( a )( ii ) via one or more forward/rearward extending fasteners. In some embodiments, the first handle half  14 ( a )( i ) and the second handle half  14 ( a )( ii ) may be mirror images of each other. In some specific embodiments, at least interior portions of the first handle half  14 ( a )( i ) and the second handle half  14 ( a )( ii ) (e.g., the internal cavity) may be mirror images of each other. In some embodiments, the crossmember  52 , the upright extension member  56 , and the base  54  of the first handle half  14 ( a )( i ) may be integrally formed from a unitary piece of material, while the crossmember  52 , the upright extension member  56 , and the base  54  of the second handle half  14 ( a )( ii ) may be integrally formed from a unitary piece of material. 
     Forming the handle  14 ( a ) in two halves, allows for easy attachment of the handle connection member  70 ( a ) to the steering handle  14 ( a ) by (i) placing the head  90  of the handle connection member  70 ( a ) in the portion of the internal chamber defined by the first handle half  14 ( a )( i ), ( ii ) aligning the second handle half  14 ( a )( ii ) with the first handle half  14 ( a )( i ) so that the head is the portion of the internal chamber defined by the second handle half  14 ( a )( ii ), and ( iii ) coupling the two handle halves  14 ( a )( i ) and  14 ( a )( ii ) to one another (e.g., via the fasteners) while the head  90  is received in the internal cavity that is cooperatively formed by the first handle half  14 ( a )( i ) and the second handle half  14 ( a )( ii ). 
     Another embodiment of a steering control assembly  12 ( b ) is illustrated in  FIG. 16 . Broadly, the steering control assembly  12 ( b ) will include a steering handle  14 ( b ) secured to a steering controller  44 ( a ). The steering control assembly  12 ( b ) may include many of the same components and may be configured to perform many of the same functions as the steering control assembly  12 ( a ) discussed above. As with steering control assembly  12 ( a ), the steering control assembly  12 ( b ) is configured such that steering handle  14 ( b ) can be manually manipulated forwardly and rearwardly and can be manually twisted in clockwise and counterclockwise directions with respect to the steering controller  44 ( b ) to selectively depress buttons  46  to control the speed and direction of rotation of the left and right traction elements  16  of the loader  10 . 
     As shown in  FIG. 17 , the steering control assembly  12 ( b ) comprises a handle connection assembly  110  that is used to secure the steering handle  12 ( b ) to the steering controller  44 ( b ). The handle connection assembly  110  may include a handle connection member  70 ( b ) configured to extend upward into the internal cavity of the steering handle  14 ( b ) in a similar manner as the handle connection member  70 ( a ). However, the handle connection member  70 ( b ) may be significantly longer than the handle connection member  70 ( a ), such that the handle connection member  70 ( b ) may extend into the internal cavity of the steering handle  14 ( b ) up through base  54 , through the upright extension member  56  and to (or into) the crossmember  52 . The handle connection member  70 ( b ) may include a head  112  at its upper end and an annular base  114  at its lower end. 
     The handle connection assembly  110  may additionally include a pedestal  120  to which the handle connection member  70 ( b ) may be rigidly secured. In particular, the annular base  114  of the handle connection member  70 ( b ) may be secured to an upper surface of the pedestal  120  via fasteners. Notably, a bottom of the pedestal may be formed with a curved bottom surface  122 , which is formed similarly to the curved bottom surface  57  of the base  54  of the steering handle  14 ( a ) discussed above. Specifically, the curved bottom surface  122  may include a substantially flat front section, a substantially flat rear section, a pair of left-side downwardly sloping sections, and a pair of right-side downwardly sloping sections. As such, the left-side downwardly sloping sections are formed on the sides of a left downward projection of the pedestal  120 , and the right-side downwardly sloping sections are formed on the sides of a right downward projection of the pedestal  120 . As a result, the curved bottom surface  122  of the steering assembly  12 ( b ) is formed on the handle connection assembly  110  that secures the steering handle  14 ( b ) to the steering controller  44 ( b ). 
     The handle connection assembly  110  may additionally include a tilt member  124 , which is configured to secure the handle connection member  70 ( b ) and the pedestal  120  to the steering controller  44 ( b ). In particular as perhaps best illustrated by  FIG. 18 , The tilt member  124  may be secured to the pedestal  120  via a threaded fastener  126  and associated washer, which permit the pedestal  120  to rotate about a twist axis  76  with respect to the tilt member  124 . As shown, the twist axis  76  will generally be aligned longitudinally with the threaded fastener  126 , the tilt member  124 , and the handle connection member  70 ( b ). The tilt member  124  will be secured to a second embodiment of a handle securement structure  50 ( b ) via a pivot pin  128 . The pivot pin  128  will be held in place within the tilt member  124  via a set screw  129  extending through the tilt member  124  and into engagement with the pivot pin  128 . With the pivot pin  128  securing the tilt member  124  to the handle securement structure  50 ( b ), the pivot pin  128  will be aligned (and will present) the tilt axis  74 . As illustrated in  FIG. 17 , the handle securement structure  50 ( b ) is secured to the steering controller  40 ( b ), such that the handle connection assembly  110  and the steering handle  14 ( b ) are operably secured to the steering controller  44 ( b ) (e.g., to depress associated buttons  46  as required). 
     Returning to the pedestal  120 , as perhaps best shown by  FIG. 19 , the pedestal includes an internal cavity with a pair of inwardly-orientated, triangular-shaped stops  130 , which may form part of a twist stop assembly. When the pedestal  120  is secured to the tilt member  124 , the stops  130  will be positioned at the same level as stop surfaces  132  extending from the tilt member  124  (See stop surfaces  132  on  FIG. 18 ).  FIGS. 20( a ) and 20( b )  show a horizontal cross-sectional view cut through the pedestal  120  at the internal cavity that receives tilt member  124 . The figures show that the pedestal  120  includes the stops  130  extending into the internal cavity at the same level as the stop surfaces  132  of the tilt member  124 . These stops  130  are configured to restrict rotation of the steering handle  14 ( b ) on the twist axis  76  within a certain range. When the steering handle  14 ( b ) is fully twisted in a clockwise or counterclockwise manner, stop surfaces  132  of the tilt member  124  contact the stops  130  and prevent further rotation of steering handle  14 ( b ) relative to the handle connection assembly  110  (including the handle connection member  70 ( b )), the steering controller  44 ( b ), and panel support structure  22 . 
     In some embodiments, the steering handle  14 ( b ) is rotatable on the twist axis  76  through a twist range of motion that is between 15 and 80 degrees, or 25 and 60 degrees, or 30 and 50 degrees. In addition, the steering handle  14 ( b ) is shiftable on the tilt axis  74  through a tilt range of motion that is between 15 and 80 degrees, or 25 and 60 degrees, or 30 and 50 degrees. 
       FIG. 21  further illustrates the steering handle  14 ( b ) coupled together with the handle connection assembly  110 .  FIG. 22  is a vertical cross-section showing how the components of the steering control assembly  12 ( b ) fit together.  FIGS. 23( a )-27( b )  show how the steering handle  14 ( b ) can be manipulated with respect to the steering controller  44 ( b ) to control the loader  10 . 
       FIGS. 23 a    (top view) and  23   b  (side view) show the steering control assembly  12 ( b ) in a neutral position. When the steering control assembly  12 ( b ) is in the neutral position, none of the depressible buttons  46  are depressed enough to cause rotation of the right or left traction elements  16  of the loader  10 . The steering control assembly  12 ( b ) is biased toward this neutral position so that if the operator of the loader  10  releases a hand grip on the steering handle  14 ( b ), the loader  10  stops. Specifically, the steering controller  44 ( b ) can includes the variable switch and a biasing mechanism for biasing the depressible buttons  46  upwardly, similar to that described for steering controller  44 ( a ) above. When the steering handle  14 ( a ) is not being manually manipulated out of the neutral position, all the depressible buttons  46  are fully extended and the steering handle  14 ( b ) is maintained in the neutral position by the depressible buttons  46  pushing up against the substantially flat front and rear portions of the curved bottom surface  122  of the pedestal  120 . In some embodiments, the steering controller  44 ( b ) may be a hydraulic pilot control valve and movement of the depressible buttons  46  directly adjusts the flow of hydraulic fluid through the control valve to control direction and speed of the right and left traction elements  16  via the hydraulic motors. 
       FIGS. 23 a  and 23 b    show that the steering handle  14 ( b ) is connected to the steering controller  44 ( b ) in a manner that allows the steering handle  14 ( b ) to be shifted/tilted forward and rearward on tilt axis  74 . Further, the steering handle  14 ( b ) is connected to the steering controller  44 ( b ) in manner that allows the steering handle  14 ( b ) to be rotated/twisted clockwise and counterclockwise on twist axis  76 . The tilt axis  74  and twist axis  76  are maintained substantially perpendicular to one another, even during shifting or rotating of the steering handle  14 ( b ). 
     Certain of the remaining functionality of the steering control assembly  12 ( b ) is similar to that described above for steering control assembly  12 ( a ). As shown in  FIGS. 24 a    (top view) and  24   b  (side view) steering handle  14 ( b ) can be tilted forward such that the right and left traction elements  16  rotate forward at substantially the same speed, so the loader  10  travels straight forward. As shown in  FIGS. 25 a    (top view) and  25   b  (side view), the steering handle  14 ( b ) can be shifted rearward causing the right and left traction elements  16  rotate reward at substantially the same speed, so the loader  10  travels straight backward (i.e., in reverse). As shown in  FIGS. 26 a    (top view) and  26   b  (side view), the steering handle  14 ( b ) clockwise such that the right and left traction elements  16  rotate at substantially the same speed, with the left traction element  16  rotating forward and the right traction element  16  rotating rearward. In this configuration, the loader  10  turns clockwise without traveling forward or backward. Finally, as shown in  FIGS. 27 a    (top view) and  27   b  (side view), the steering handle  14 ( b ) can be rotated counterclockwise such that the right and left traction elements  16  rotate at substantially the same speed, with the right traction element  16  rotating forward and the left traction element  16  rotating rearward. In this configuration, the loader  10  turns counterclockwise without traveling forward or backward. 
     When the steering handle  14 ( b ) is simultaneously tilted (forward or rearward) and twisted (clockwise or counterclockwise), both the speed (fast or slow) and direction of travel (forward, backward, and turning) of the vehicle are easily and intuitively controlled by the operator using a single one hand on the steering handle  14 ( b ). 
     As shown in  FIG. 17 , the steering handle  14 ( b ) can be formed of two halves—a first handle half  14 ( b )( i ) and a second handle half  14 ( b )( ii ). The first handle half  14 ( a )( i ) may be secured to the second handle half  14 ( a )( ii ) via one or more forward/rearward extending fasteners or a snap fit-connection. Forming the handle  14 ( b ) in two halves, allows for easy attachment of the handle connection assembly  110 , including the handle connection member  70 ( b ) to the steering handle  14 ( b ) by (i) placing the handle connection member  70 ( b ) in the internal chamber defined by the first handle half  14 ( b )( i ), (ii) aligning the second handle half  14 ( b )( ii ) with the first handle half  14 ( b )( i ) so that the handle connection member  70 ( b ) is the portion of the internal chamber defined by the second handle half  14 ( b )( ii ), and ( iii ) coupling the two handle halves  14 ( b )( i ) and  14 ( b )( ii ) to one another (e.g., via the fasteners) while the handle connection member  70 ( b ) is received in the internal cavity that is cooperatively formed by the first handle half  14 ( b )( i ) and the second handle half  14 ( b )( ii ). 
     Although the steering handle assemblies  12 ( a ),  12 ( b ) described above are configured to pivot/rotate on two axes (i.e., a tilt axis  74  and the twist axis  76 ), it should be understood that other embodiments of a steering handle assembly may be configured to include a steering handle that can translate forward, rearward, and/or side-to-side relative to a steering controller, rather than pivot/rotate relative to the steering controller. For example, in the embodiment depicted  FIGS. 28 a  and 28 b   , an embodiment of a steering handle assembly  12 ( c ) is illustrated with a steering handle  14 ( c ) mounted on a rail  150  that permits forward and rearward translation of the steering handle  14 ( c ) relative to a steering controller (identified by the depressible buttons  46 ). In such a configuration, forward and rearward movement of the loader  10  can be controlled by sliding the steering handle  14 ( c ) forward and rearward on the rail  150 , while turning of the loader  10  can be controlled by tilting the steering handle  14 ( c ) left and right on an axis that is coextensive with the rail  150 . 
     Having thus described one or more embodiments of the invention, what is claimed as new and desired to be protected by Letters Patent includes the following: