Vehicle and method of operating a cruise control assembly for a vehicle

Abstract

The present invention relates to a vehicle and a method of operating a cruise control assembly for the vehicle. According to one aspect of the invention, a vehicle is provided, comprising: a frame; a plurality of ground engaging members supporting the frame; a powertrain assembly coupled to at least one of the ground engaging members; a steering assembly coupled to one of the ground engaging members; and a cruise control assembly operably coupled to the powertrain assembly, the cruise control assembly comprising a speed input configured to adjust vehicle speed and an engagement input operably coupled to the speed input and configured to engage a constant vehicle speed mode, wherein the constant vehicle speed mode is configured to be disengaged based on a comparison of an activation time of the speed input and a first predetermined time period.

Description

[0001] This application is a divisional application of an application with an application date of November 11, 2014, application number 201480061347.5 (international application number PCT / US2014 / 065012), and invention name “Two-wheeled vehicle”. Technical Field

[0002] The present application relates to the field of vehicles. Background Art

[0003] The present disclosure relates to two-wheeled vehicles, and more particularly to motorcycles having increased rider comfort, such as having improved wind / rain protection, improved heated grips, an improved trunk area, and an improved communication system.

[0004] A conventional two-wheeled vehicle includes a frame for supporting an operator. The frame may also support a passenger behind the driver. The engine is typically positioned below the driver and coupled to the frame. The front of the vehicle may include a panel or cover positioned in front of the driver for supporting additional components of the vehicle, such as lights. The rear of the vehicle may include a cargo area, such as saddlebags extending laterally outward from the frame. Summary of the invention

[0005] In an example embodiment of the present invention, a motorcycle air filter housing is provided, comprising: a housing element; an air inlet defined in the housing element; an air outlet defined in the housing element; an air filtration path connecting the air inlet with the air outlet, the air filtration path comprising an air filter disposed in the air filtration path; an air deflector connected to the housing element, the air deflector comprising a deflector inlet positioned to receive ambient air, the air deflector providing an air deflection path different from the air filtration path.

[0006] Another example embodiment of the present invention includes a motorcycle comprising: a frame; a front wheel and a rear wheel supporting the frame; a powertrain drivingly connected to the rear wheel, the powertrain including an internal combustion engine having at least a first cylinder and a second cylinder, the second cylinder being located rearward of the first cylinder; an air filter; an air deflector, the air deflector including an air inlet for receiving ambient air, the air deflector defining an air path from the air inlet to an air outlet, the air outlet being positioned adjacent to the rear cylinder.

[0007] In another embodiment of the present invention, a windshield assembly for a vehicle is provided, comprising a windshield having an upper end, a lower end, and side edges. A bracket assembly comprises: a first attachment point to the windshield and a second attachment point, the first attachment point being adjacent to the lower end, the second attachment point being located vertically above the first attachment point; a mounting portion having an axis complementary to a handlebar of the vehicle; and a clamp capable of being attached to another point on the vehicle.

[0008] In another embodiment of the present disclosure, a motorcycle includes: a frame; a front wheel and a rear wheel supporting the frame; a powertrain drivingly connected to the rear wheel; a steering assembly, the steering assembly being coupled to the front wheel for steering the motorcycle. The steering assembly includes a front fork coupled to the front wheel and a handlebar coupled to the front fork. In addition, the motorcycle also includes: an upper fairing; a lower fairing, the lower fairing being coupled to the frame; and left and right deflectors located at an upper portion of the lower fairing. The deflector is movable between a position generally behind the lower fairing and a position providing an extension to the lower fairing, wherein the deflector deflects air away from a rider.

[0009] In another embodiment of the present disclosure, a motorcycle includes: a frame; a front wheel and a rear wheel supporting the frame; a powertrain drivingly connected to the rear wheel; and a steering assembly, the steering assembly coupled to the front wheel for steering the motorcycle. The steering assembly includes a front fork coupled to the front wheel and a handlebar coupled to the front fork. The motorcycle also includes: a lower fairing coupled to the frame and having a contoured surface that opens into the front fork; and left and right deflectors located at an upper portion of the lower fairing. The deflector is movable between a position generally behind the lower fairing and a position providing an extension to the lower fairing, wherein the deflector deflects air away from the rider.

[0010] In yet another embodiment of the present disclosure, a motorcycle includes: a frame; a front wheel and a rear wheel supporting the frame; a powertrain drivingly connected to the rear wheel; and a steering assembly, the steering assembly being coupled to the front wheel for steering the motorcycle. The steering assembly includes a front fork coupled to the front wheel and a handlebar coupled to the front fork. The motorcycle further includes: a lower fairing coupled to the frame; and left and right deflectors located at an upper portion of the lower fairing, the deflectors being movable between a position that allows air to flow to a rider and a position that diverts air away from the rider. In addition, the motorcycle also includes a vent extending through the lower fairing.

[0011] In another embodiment of the present disclosure, a vehicle includes: a frame; a front wheel and a rear wheel supporting the frame; a powertrain drivingly coupled to one of the wheels; and a steering assembly coupled to the front wheel for steering the motorcycle. The steering assembly includes a handlebar having a grip for an operator's hand. Additionally, the vehicle includes at least one sensor; and a heater located in each grip or within the handlebar, the heater receiving feedback from the sensor to maintain a temperature at a constant and controlled temperature.

[0012] The above and other features of the present invention and the manner in which these features are obtained will become more apparent, and the present invention itself will be better understood by referring to the following description of embodiments of the present invention made in conjunction with the accompanying drawings. BRIEF DESCRIPTION OF THE DRAWINGS

[0013] Figure 1 is a left front perspective view of a two-wheeled vehicle;

[0014] Figure 2 is a right rear perspective view of a two-wheeled vehicle;

[0015] Figure 3 is a left side view of an illustrative embodiment of a two-wheeled vehicle;

[0016] Figure 4 is a right side view of an illustrative embodiment of a two-wheeled vehicle;

[0017] Figure 5 yes Figure 1 A top view of a two-wheeled vehicle;

[0018] Figure 6 yes Figure 1 A front view of a two-wheeled vehicle;

[0019] Figure 7 yes Figure 1 a rear view of a two-wheeled vehicle;

[0020] Figure 8 is with Figure 6 A similar view showing the upper and lower fairings on a cruiser motorcycle;

[0021] Fig. 9 is a front perspective view of a steering assembly of an illustrative vehicle;

[0022] Fig.10 yes Fig. 9 An exploded view of the steering assembly;

[0023] Fig.11 It is a front view of the upper fairing and windshield assembly;

[0024] Fig.12 yes Fig.11 Another rear perspective view of the upper fairing and windshield assembly;

[0025] Fig.13 yes Fig.11 A rear perspective view of the upper fairing;

[0026] Fig.14 yes Fig.11 A front exploded view of the upper fairing assembly;

[0027] Fig.15 yes Fig.14 An exploded rear view of the upper fairing assembly;

[0028] Fig.16 is a rear view of the left and right sides of the lower fairing;

[0029] Fig.17 is a rear perspective view of the left side portion of the lower fairing with the deflector and vents shown in an open position;

[0030] Fig.18 is a rear perspective view of the left side portion of the lower fairing with the deflector and vents shown in a closed position;

[0031] Fig.19 A front perspective view of the left side portion of the lower fairing is shown, thereby showing the outline of the interior of the lower fairing;

[0032] Fig. 20 is a rear perspective view of the left side portion of the lower fairing, wherein the deflector is shown exploded from the lower fairing;

[0033] Fig.21 An exploded view of the deflector assembly is shown;

[0034] Fig. 22 From Fig.21 An exploded view of the deflector assembly is shown on the side opposite to the side shown in ;

[0035] Fig.23 shows a rear perspective view illustrating the vent assembly exploded from a left side portion of the lower cowling;

[0036] Fig.24 An exploded view of the vent assembly is shown;

[0037] Fig.25 From Fig.24 An exploded view of the vent assembly is shown on the side opposite to the side shown in ;

[0038] Fig.26 It passes through Fig.18 A cross-sectional view taken along line 26-26;

[0039] Fig. 27 is a perspective view of the accessory phone holder;

[0040] Fig.28 A rear perspective view of a phone holder is shown;

[0041] Fig.29 is with Fig.28 A perspective view similar to the figure of FIG, showing the components exploded from each other;

[0042] Fig.30 A phone holder is shown coupled to the upper cowling bracket;

[0043] Fig.31 is a perspective view of the underside of the phone holder installed in place;

[0044] Fig.32 It passes through Fig.31 A cross-sectional view taken along line 32-32;

[0045] Fig.33 Shows Figure 1 A right rear perspective view of a frame of a motorcycle;

[0046] Fig.34 Shows Fig.33 a rear portion of a frame and a guard plate assembly coupled to the frame;

[0047] Fig.35 yes Fig.34 Exploded view of the frame and fenders;

[0048] Fig.36 is an exploded view showing locking members for locking the guard to the frame and for locking an accessory saddle bag to the motorcycle;

[0049] Fig.36A yes Fig.36 A cross-sectional view of a saddle bag mounting assembly;

[0050] Fig.37 shows a left rear perspective view of an accessory trunk for use with a motorcycle;

[0051] Fig.38 yes Fig.37 An exploded view of the trunk;

[0052] Fig.39 is a perspective view showing the underside of the trunk frame in an exploded manner;

[0053] Fig.40 and Fig.41 The trunk is shown in both upright and tilted positions relative to the ground;

[0054] Fig.42 An accessory trunk coupled to a motorcycle is shown;

[0055] Fig.43 is a lower side view of a motorcycle seat;

[0056] Fig.44A yes Fig.43 A rear view of a vehicle seat with a seat cover turned up;

[0057] Fig.44B The connector harness is shown extending out of the vehicle seat with the enclosure cover in the flipped-down position;

[0058] Fig.44C The wiring harness is shown in a stowed position with the enclosure cover folded down;

[0059] Fig.44D With Fig.44A The rear portion of the vehicle seat is shown in a similar manner, with the cover folded down and the harness in the recess in a stowed position;

[0060] Fig.45 A schematic diagram showing a vehicle electrical system;

[0061] Fig.46 shows an enlarged view of the right handlebar of the vehicle, showing the speed controller;

[0062] Fig.47 A flow chart showing the cruise control function;

[0063] Fig.48 An electrical schematic diagram of a heated grip is shown;

[0064] Fig.49 shows a schematic diagram of the GMRS system; and

[0065] Fig.50 An enlarged view of the left handle of the current vehicle is shown;

[0066] Fig.51 is a left front perspective view of a two-wheeled vehicle of a second embodiment;

[0067] Fig.52 is a left side view of an illustrative embodiment of a two-wheeled vehicle;

[0068] Fig.53 yes Fig.52 A lower left perspective view of a power train of a two-wheeled vehicle;

[0069] Fig.54 Shown in partially exploded form Fig.52 A main frame portion of a two-wheeled vehicle coupled to an air cleaner;

[0070] Fig.55 yes Fig.52a top view of a two-wheeled vehicle viewed from above the engine cylinder head with the cylinder head shell removed;

[0071] Fig.56 yes Fig.52 A rear plan view of an air filter for a two-wheeled vehicle;

[0072] Fig.57 yes Fig.56 A right front perspective view of an air filter; and

[0073] Fig.58 yes Fig.56 and Fig.57 A left front perspective view of a baseplate of an air filter.

[0074] Fig.59 is a left front perspective view of a vehicle using the present disclosure;

[0075] Fig.60 yes Fig.59 A left front perspective view of a frame assembly of a two-wheeled vehicle;

[0076] Fig.61 yes Figure 1 A right rear perspective view of the frame assembly;

[0077] Fig.62 is a left rear perspective view of a rear guard plate coupled to a rear frame;

[0078] Fig.63 yes Fig.59 A left front perspective view of a front portion of a two-wheeled vehicle showing a steering assembly;

[0079] Fig.64 is connected to Fig.59 A left rear perspective view of a windshield assembly of the vehicle shown in ;

[0080] Fig.65 yes Fig.64 A left rear perspective view of a windshield assembly;

[0081] Fig.65A yes Fig.64 and Fig.65 a partially cutaway view of an arm of a windshield assembly;

[0082] Fig.66 is a flow chart illustrating the operation of a safety device / system that can be used with the two-wheeled vehicle of the preceding figures;

[0083] Corresponding reference numerals indicate corresponding parts throughout the several views. Unless otherwise indicated, the drawings are to scale. DETAILED DESCRIPTION

[0084] The embodiments disclosed below are not intended to be exhaustive or to limit the invention to the exact forms disclosed in the following detailed description. Instead, these embodiments are selected and described so that those skilled in the art can use their teachings. Although the present invention is primarily directed to touring motorcycles, it should be understood that the present invention can be applied to other types of vehicles, such as all-terrain vehicles, motorcycles, boats, utility vehicles, scooters, golf carts, and mopeds.

[0085] First refer to Figures 1 to 7 , an illustrative embodiment of a two-wheeled vehicle 2 is shown. The vehicle 2 shown is a touring motorcycle, however most of the components can be used for the cruiser motorcycle described herein. The vehicle 2 can also include any features known from the following applications: U.S. Provisional Patent Application Serial No. 61 / 725,440, entitled "TWO-WHEELED VEHICLE" and filed on November 12, 2012, with attorney docket number PLR-12-25433.01P; or U.S. Provisional Patent Application Serial No. 61 / 773,708, entitled "TWO-WHEELED VEHICLE" and filed on March 6, 2013, with attorney docket number PLR-12-25433.03P, the disclosures of which are expressly incorporated herein by reference.

[0086] The following applications are also expressly incorporated herein by reference: U.S. Patent Application Serial No. 11 / 624,103, filed on January 17, 2007, entitled “FUEL TANK ARRANGEMENT FOR AVEHICLE”, attorney docket number PLR-05-1589.01P (now U.S. Patent No. 7,748,746 (2010-07-06)); U.S. Provisional Patent Application Serial No. 60 / 880,999, filed on January 17, 2007, entitled “TWO-WHEELED VEHICLE”, attorney docket number PLR-05-1589.02P; U.S. Provisional Patent Application Serial No. 60 / 880,999, filed on January 17, 2007, entitled “REAR SUSPENSION FOR A TWO WHEELED VEHICLE”, attorney docket number PLR-05-1589.02P; U.S. Provisional Patent Application Serial No. 60 / 880,999, filed on January 17, 2007, entitled “REAR SUSPENSION FOR A TWO WHEELED VEHICLE”, attorney docket number PLR-05-1589.03P; VEHICLE” (REAR SUSPENSION FOR TWO WHEELED VEHICLE) and attorney docket number PLR-05-1589.03P (now U.S. Patent No. 7,669,682 (2010-03-02)); U.S. Patent Application Serial No. 11 / 624,142, filed on January 17, 2007, entitled “TIP OVER STRUCTURE FORA TWO WHEELED VEHICLE” (TIPPING STRUCTURE FOR TWO WHEELED VEHICLE) and attorney docket number PLR-05-1589.04P (now U.S. Patent No. 7,658,395 (2010-02-09)); and U.S. Patent Application Serial No. 11 / 324,144, filed on January 17, 2007, entitled “TWO-WHEELED VEHICLE” (two-wheeled vehicle), U.S. Provisional Patent Application Serial No. 60 / 880,909, attorney docket number PLR-05-1589.02P.

[0087] The vehicle 2 includes a frame 4 ( Figure 3 and Fig.33 ), the frame 4 is supported by ground engaging members, namely, front ground engaging members, illustratively, the front wheels 6, and rear ground engaging members, illustratively, the rear wheels 8. The vehicle 2 travels relative to the ground by the front wheels 6 and the rear wheels 8.

[0088] The rear wheel 8 is coupled to a powertrain assembly 10 to propel the vehicle 2 via the rear wheel. The powertrain assembly 10 includes both an engine 12 and a transmission 14. The transmission 14 is coupled to the engine 12 that provides power to the rear wheel 8. In the illustrated embodiment, the engine 12 is a 49° V-twin spark-ignition gasoline engine available from Polaris Industries, Inc., 2100 Highway 55, Medina, Minnesota, 55340. In an alternative embodiment, the rear wheel 8 is coupled to a drive shaft via a chain drive or other suitable coupling device. The transmission in the illustrated embodiment includes a six-speed constant mesh overdrive transmission with a carbon fiber reinforced belt available from Polaris Industries, Inc. In an alternative embodiment, the transmission is a continuously variable transmission (CVT).

[0089] It should be understood that although vehicle 2 is shown as a two-wheeled vehicle, various embodiments of the present teachings are also capable of operating on three-wheeled, four-wheeled, six-wheeled, etc. vehicles. It should also be understood that although a spark-ignition gasoline engine is shown, electric motors and other suitable torque-producing machines are capable of operating on various embodiments of the present teachings.

[0090] The vehicle (motorcycle) 2 generally also includes a steering assembly 20, a front suspension 22, a rear suspension 24 ( Figure 3 ) and a seat 26. The steering assembly 20 includes a handlebar 28 that can be moved by the operator to turn the front wheel 6 left or right, wherein the steering assembly is controlled by a triple clamp assembly 30 ( Figure 6 and Fig. 9 ) is connected to the motorcycle. It also includes an intake system 32 and an exhaust system 34 ( Figure 2 ) engine operating system. Operator controls for operating and controlling the vehicle 2 are also provided and may include a vehicle starting system 36, a vehicle speed controller 40, and a vehicle braking system 42. Safety systems such as a main lighting device 44, front turn indicators 46, and rear turn indicators 48 may also be provided. The ergonomic system may include a front fairing 50, a windshield assembly 52, and a saddlebag assembly 54. The control system may include control modules 56 and 58 and an instrument cluster 60. Safety equipment may include a highway bar 62. Referring to Figure 8 , a vehicle 2 is shown having a front fairing (upper fairing) 50 and a lower fairing 66 .

[0091] Reference Figures 9 and 10, showing the steering assembly 20. The steering assembly 20 includes a front fork assembly 70 having a front fork member 72 operatively coupled to the handlebar 28 and the triple clamp assembly 30. The outer diameter of the front fork member 72 is smaller than the inner diameter of the front shock absorber 74, and thus, the front fork member 72 is received in the front shock absorber 74 and telescopes or moves relative to the front shock absorber 74 when the front wheel 6 moves along the road surface.

[0092] The front fork members 72 are coupled together through the front wheel axle and the triple clamp assembly 30. Thus, the front fork members 72 move together when the operator steers the vehicle 2 via the handlebars 28. The triple clamp assembly 30 includes an upper clamp member 76 and a lower clamp member 78. The lower clamp member 78 is positioned between the front bumper 74 and the upper clamp member 76. The upper clamp member 76 is positioned below the handlebars 28.

[0093] The handlebar 28 includes a clamp 80 coupled to the handlebar. The clamp 80 is secured to the handlebar by a fastener 90 ( Fig.10 ) is fastened to the handlebar 28, wherein the fastener 90 extends through the bearing 92, the spacer and the washer. Illustratively, the fastener 90 is a bolt. The handlebar 28 and / or the clamp (bracket) 80 may include a vibration isolation member to dampen vibrations felt by the operator from the vehicle 2.

[0094] The upper clamp member 76 also includes a central opening and outer openings 94. The central opening is positioned between the openings 96 and the outer openings are positioned outwardly relative to the openings 96. Thus, the openings 96 are positioned between the central opening and the outer openings 94. The central opening is configured to secure a steering shaft 98 of the steering assembly 20 to the triple clamp assembly 30.

[0095] The steering shaft 98 is positioned between the upper clamp member 76 and the lower clamp member 78. More specifically, the steering shaft 98 is positioned within a head tube 100 of a main frame tube 102. The steering shaft 98 is configured to rotate within the head tube 100 to transfer motion from the handlebar 28 to the triple clamp assembly 30. The steering shaft 98 is angled at the same angle as the head tube 100. The steering shaft 98 is coupled to the head tube 100 and to the triple clamp assembly 30.

[0096] The outer opening 94 of the upper clamp member 76 is configured to secure the front fork member 72 to the triple clamp assembly 30. More specifically, the front fork member 72 is received through the outer opening 110 of the lower clamp member 78 and extends toward the upper clamp member 76. The top end of the front fork member 72 is positioned within the outer opening 94 of the upper clamp member 76 and is secured to the outer opening 94 by a coupler 114.

[0097] In operation, the steering assembly 20 is controlled by the operator via the handlebar 28. When the operator moves the handlebar 28, the front fork assembly 70 moves as a whole in a similar manner. Thus, the handlebar 28 causes the steering shaft 98 and the two front fork members 72 to rotate, which in turn causes the front wheel 6 to move. Figures 8 to 25 , the front fairing (upper fairing assembly) 50 and the lower fairing (lower fairing assembly) 66 are described in more detail.

[0098] First refer to Figures 11 to 15 The front fairing 50 covers a portion of the steering assembly 20, including the front fork member 72, the triple clamp assembly 30, and a portion of the handlebar 28. The front fairing 50 includes an outer panel 120, an inner panel 122, a support bracket 124, and an intermediate panel 126. The outer panel 120 may be constructed of a polymer material and / or a metal material. Fig.14 As best shown in FIG. 1 , the outer panel 120 includes a plurality of openings for receiving accessories such as lighting units. For example, the outer panel 120 includes an opening 128 for a headlight unit 130, an opening 132 for a second lighting unit 134, and an opening 136 for a turn indicator lighting unit 138. The headlight unit (lighting unit) 130, the second lighting unit 134, and the indicator lighting unit 138 are generally flush with the outer panel 120 so that the headlight unit 130, the second lighting unit 134, and the indicator lighting unit 138 are generally integral with the outer panel and do not protrude outwardly from the outer panel 120.

[0099] The outer panel 120 is also configured to support a cover member 140, such as Fig.11 The headlight unit 130 is supported as shown in FIG. The cover member 140 is connected to the lower bracket 142 ( Fig.14 ) is fastened to the outer panel 120. The cover member 140 may include additional accessories, for example, the cover member 140 may include a logo, mark, indicia, logo or other symbol.

[0100] The outer panel 120 is directly coupled to the middle panel 126. The outer panel 120 is also coupled to the inner panel 122. Thus, since the outer panel 120 is not coupled to the support bracket 124 or the triple clamp assembly 30, the inner panel 122 and the middle panel 126 support the load of the outer panel 120. Fig.15 The rear surface of the outer panel 120 also includes tabs 146, each of which includes an aperture for coupling the outer panel 120 to the inner panel 122. The apertures 148 generally correspond to the apertures 150 on the inner panel 122. The apertures 148 align with the apertures 150 to receive conventional fasteners therethrough for coupling the outer panel 120 to the inner panel 122.

[0101] The inner panel 122 is also coupled to the middle panel 126. Fig.15 , the middle panel 126 includes brackets 154, each of which has an aperture 156. Illustratively, the middle panel 126 includes four brackets 154 and four apertures 156. The apertures 156 are aligned with the apertures 158 at the upper end of the inner panel 122. The apertures 156 and 158 receive conventional fasteners for coupling the middle panel 126 to the inner panel 122. The inner panel 122 is further coupled to the middle panel 126 by a plurality of tongue-and-groove connections. Thus, the inner panel 122 and the middle panel 126 are coupled together at the apertures 156 and 158 by conventional fasteners.

[0102] The inner panel 122 may also be coupled to the triple clamp assembly 30 via brackets 164 on the upper clamp member 76 and brackets 166 on the lower clamp member 78. Fig.14 As shown in FIG. 1 , the bracket 164 on the upper clamping member 76 may include at least one aperture. Similarly, the bracket 166 on the lower clamping member 78 may include at least one aperture. The inner panel 122 may include at least one aperture 172 ( Fig.14 ), the at least one aperture 172 aligns with the apertures in the brackets 164 , 166 to couple the inner panel 122 to the triple clamp assembly 30 .

[0103] The support bracket 124 is coupled to the triple clamp assembly 30. Figures 11 to 15 As shown in , the triple clamp assembly 30 includes apertures 174, and illustratively, includes four apertures 174 for coupling the triple clamp assembly 30 to the support bracket 124. More specifically, the upper clamp member 76 includes two apertures 174a, and the lower clamp member 78 includes two apertures 174b. The support bracket 124 includes apertures 176, and more specifically, includes four apertures 176. Illustratively, the support bracket includes an upper aperture 176a aligned with the aperture 174a and a lower aperture 176b aligned with the aperture 174b. Conventional fasteners are received through the apertures 174, 176 to couple the support bracket 124 to the triple clamp assembly 30. In addition, the interior panel 122 is coupled to the support bracket 124.

[0104] The front fairing 50 is configured to support a plurality of accessories and controls. Figures 11 to 15 As shown in Fig.13 As best shown in FIG. 1 , the interior panel 122 includes a speaker 192 ( Fig.12), an opening 194 for an instrument and / or display screen 196, an opening 198 for various controls, and an opening 200 for additional accessories or components. Additional controls and accessories may be positioned on the handlebar 28 extending rearwardly from the interior panel 122. For example, and as further described herein, controls for cruise control functions may be supported on the handlebar 28. Additionally, a clutch operating handle 208 is positioned on the left handlebar 206, while a brake operating handle 210 is positioned on the right handlebar 204. Thus, the operator is able to easily access various controls for operating the vehicle 2.

[0105] The right handlebar 204 and the left handlebar 206 ( Fig.12 ) includes handles 212, 214. The handles 212, 214 can be heated as further described herein.

[0106] Now refer to Figure 8 and Figures 16 to 25 , the lower fairing 66 will be described in more detail. Figure 8 , the lower fairing 66 includes deflectors 220, i.e., a left deflector 220A and a right deflector 220B. The lower fairing 66 also includes a lower left vent 222A and a lower right vent 222B. As shown, the lower fairing (fairing assembly) 66 includes an outer shell portion 230 coupled to an inner shell 232 by fasteners. As shown, the inner shell 232 includes inner bosses 240, 242 ( Fig.16 ), the internal bosses 240 , 242 receive clamps for coupling the lower fairing 66 to the protection bar 62 .

[0107] Reference Fig.19 , shows an inner housing (inner housing portion) 232 having a front profile wall 250 that curves inwardly toward the front wheels. Profile wall 250 opens into a generally planar wall 252 that is generally transverse to the longitudinal axis of the vehicle. Wall 252 opens into Fig.16 254. At the same time, the arched wall 252 extends upwardly and defines an angled wall 256 coupled to the wall 254, which defines a flow path for air. A vent opening 260 is positioned in and through the wall 252 and is located approximately at the midpoint of the inner shell (inner portion) 232. The inner shell 232 also includes extensions extending from the sides of the inner shell 232 to which the outer shell portion (outer portion) 230 can be coupled. As also shown in Fig.17 As shown in FIG. 2 , the inner housing 232 includes an integral compartment 261 including a box portion 262 and an outer hinged cover 264. The box portion 262 includes a side wall 266 to which the deflector (deflector assembly) 220 is coupled.

[0108] Now refer to Fig. 20 and Fig.21 , the deflector 220 is shown in more detail. Fig. 20 As shown in FIG. 1 , the deflector 220 generally includes a flange 270 and a deflector member 272. Fig.21 As shown in FIG. 1 , the flange (hinge) 270 includes a hinge portion 276 having a flange 278 supporting an ear shaft 280. A shaft member 284 having portions 286, 288 that can frictionally rotate relative to each other and having alignment protrusions 286A, 288A is provided. Fig. 22 As best shown in FIG. 2 , the trunnion 280 includes an opening 290 shaped to receive the portion 286. Referring again to FIG. Fig.21 , the deflector member 272 includes a deflector plate 296 having a handle 298 directly coupled to the deflector plate 296 and a forwardly projecting stop wall 300. An integral collar 302 is provided having an opening 304 shaped in a manner similar to the opening 290 to receive the portion 288 of the shaft member 284. Fig. 22 ), the deflector plate 296 includes an integral boss 310 that is aligned with the shaft member 284 and the trunnion 280.

[0109] The hinge portion (hinge) 276 also includes a complementary hinge portion 320 having a flange portion 322 and an upright wall 324. Fig. 22 As best shown in FIG. 1 , the flange (flange portion) 278 includes a shaped recess 330 that is shaped to receive the flange portion 322 so that the deflector 220 can be positioned by positioning the shaft member 284 on the collar 302 ( Fig.21 ), placing the shaft 284 in the ear shaft 280, placing the orifice 332 of the hinge portion (flange portion) 320 on the boss 310 and placing the flange portion 322 in the formed recess 330 for assembly. The fastener 340 ( Fig. 20 ) and the washer 342 are then received through the aperture 344 into the threaded opening 346 of the side wall 266. In this manner, the operator can grasp the handle 298 and move the deflector from Fig.17 to the fully open position shown in the figure, or rotate upward counterclockwise to Fig.18 The fully closed position is shown in .

[0110] Now refer to Figure 23 to Figure 25 , the vent assembly 222 will be described in more detail. Fig.23As best shown in FIG. 2 , the vent assembly 222 can be coupled to the inside of the wall 252 and the vent opening (cover opening) 260. As shown, the vent assembly 222 includes a vent member 350, a flange member 352 ( Fig.24 ), shaft 354 and guide 356. As shown, the vent member 350 includes a vent plate 360 ​​having a coupling 362 and a boss 363 at a lower end and a guide 364 at an upper end. The vent member 350 also includes an edge wall 368 having a handle 370 for an operator to grasp. As shown, the coupling 362 includes an opening 372 that is aligned with the reference Fig.21 The guide 364 is positioned at the upper end of the vent member (guide member) 350 and includes a guide slot 374. The flange member 352 includes an ear shaft 380 having an opening 382 ( Fig.25 ). The flange member 352 also includes a threaded boss 386 and a flange member 388, and the flange member 388 has an orifice 390. Fig.23 As best shown in FIG. 3 , the guide (slide) 356 includes a curved guide member 396 coupled to a boss 398 . It should be understood that the guide member 396 is of arcuate configuration and is receivable in the guide slot (slide) 374 .

[0111] Therefore, to assemble the vent assembly 222 to the lower cowling 66, the shaft 354 is positioned within the opening 372 ( Fig.24 , Fig.25 ) and position the shaft 354 in the trunnion 380. By passing through the boss 398 and receiving it into the threaded boss 402 ( Fig.23 ) fastener 400 in the guide member 356 is coupled to the inner housing 232. The vent assembly 222 can then be positioned on the inside of the inner housing 232 while the guide slot 374 covers the guide member 396. Thereafter, the boss 363 can be received in the aperture 410 ( Fig.19 ). This will also flange portion 388 ( Fig.24 ) is positioned with the boss 412 ( Fig.23 ) and positioning boss 386 adjacent to aperture 414. Thus, fastener 416 can be received in threaded boss 412 through aperture 390, and fastener 420 can be received in threaded boss 386 through aperture 414. It should be understood that vent member 350 can then slide in a plane and can Fig.17 The position shown in (open position) is the same as Fig.18 . The cam moves between the positions shown in (closed position).

[0112] Therefore, combining Figure 8 and Figures 16 to 26 The operation of the deflector 220 and the vent assembly 222 is described. Figure 8 As shown in FIG, the front fairing 50 and the lower fairing 66 work in combination with each other to provide air flow around the vehicle 2. Figure 8 As shown in the figure, the front fairing 50 has a width equal to the distance D1, which is approximately the same as the width of the lower fairing 66 marked with D2. The front fairing 50 and the lower fairing 66 define an intersection, wherein the distance between the intersections is marked with D3. The maximum distance between the outer edges of the deflector member (deflector) 272 is the distance D4. As shown in the figure, D2 is greater than D3 and D4 is greater than D3. In addition, D1 is approximately equal to D2.

[0113] like Fig.26 As best shown in FIG. 1 , the deflector member 272 is coupled about an axis 401 that is oriented generally longitudinally relative to the vehicle. In addition, the deflector member 272 rotates in a plane 402 that is generally transverse to the vehicle direction. Because the vent member 350 is slightly angled relative to the longitudinal direction, i.e., the trunnion 380 is positioned rearward of the guide 356, a considerable amount of volume is located rearward of the guide 356 and below the deflector member 272, as shown in FIG. Fig.26 Therefore, if Fig.16 and Fig.17 As shown in FIG. 1 , the deflector member (deflector plate) 272 can be rotated downward to a fully open position and does not interfere with the operation of the vent member 350. Alternatively or additionally, the vent assembly 222 can also be integrated into the front cowling 50.

[0114] Now refer to Figures 27 to 32 , the accessory phone holder is described. First refer to Fig. 27 , a phone holder, generally shown at 450, is used to connect a rider's phone or similarly sized object (a smart phone or GPS device), generally shown as a phantom at 452, and the phone holder 450 generally includes a phone holding portion 454 and a bracket assembly 456. Figure 28 to Figure 29 As best shown in FIG. 4 , the phone holding portion 454 generally includes a spacer 460, a friction hinge 462, and a base 464. Meanwhile, the bracket assembly 456 includes a front bracket portion 470 and a rear bracket portion 472. Still referring to FIG. Fig. 27 and Fig.29 The base 464 includes a front face 480 and a bottom face 482. The bottom face 482 includes a threaded boss 484 and an aperture 486. The retaining portion 454 also includes a locking wheel 488 having a locking protrusion 490 and a threaded boss 492 ( Fig.29). The locking wheel 488 is coupled to the base 464 by a fastener 494 in the boss 492. The locking wheel 488 is shaped to receive a mountable shell from Rokform, LLC, available at www.rokform.com.

[0115] like Fig.29 As best shown in FIG. 4 , the friction hinge 462 includes a lower hinge portion 500, an upper hinge portion 502, and a hinge portion 504, thereby allowing the hinge portions 500 and 502 to pivot about an axis 506. This allows the base 464 to be adjusted to allow the phone to move relative to the vehicle 2. The hinge portion (hinge portion) 504 includes an aperture 507 ( Fig.32 ), the orifice 507 and the threaded boss 484 ( Fig.29 ) are aligned, and fasteners 508 are provided for mounting the base 464 to the upper hinge portion 502.

[0116] The front bracket portion 470 includes an extension 510 having a notch 512. The extension 510 is continuous with a radius 514, which leads to a V-shaped wall defined by wall portions 516 and 518. A clamping portion 520 extends from the wall portion 518 to define an inner clamping surface 522. The wall portion (wall) 518 also includes an aperture 526. It should be understood that the lower hinge portion 500 can be coupled to the wall portion 518 by positioning a fastener 534 through the aperture 532 and through the aperture 530 of the spacer 460. This positions the fastener 534 through the aperture 526, wherein the fastener 536 can be coupled to the fastener 534. This couples the base 464 and the hinge 462 to the front bracket portion 470.

[0117] The rear bracket portion 472 includes a plate member 540 having a clamping finger 542 at the rear edge of the plate member 540 and a fastener 544 at the front edge of the plate member 540. Preferably, the fastener 544 is coupled to the plate member (plate) 540, such as by spot welding, and will align with an aperture through the plate member 540. This will allow a fastener 546 to be received through the slot 512 and threadedly engaged with the fastener 544.

[0118] Now refer to Figure 30 to Figure 32 , the assembly of the phone holder 450 is described. Fig.30 As best shown in FIG. 1 , the bracket 124 is shown having an opening 560 therethrough (the opening 560 may also be Fig.15 The opening 560 defines a clamping edge 564. The clamping finger 542 is then received on the clamping edge 564. Fig.13 As shown in FIG. 1 , the opening 194 also includes a shoulder 570 and a front lip 572 defining a mounting surface as described herein. This allows the clamping portion 520 to be as Fig.32 is received on lip 572 as best shown in FIG.

[0119] When in Fig.32 540 toward each other. As shown in the figure, in this position, the plate member 540 is slightly angled relative to the extension 510 and thus tightening the fastener 546 causes a tensile clamping action between the clamping portion (clamping member) 520 and the clamping finger (clamping member) 542 and a torsional action at the clamping finger 542.

[0120] Now refer to Figure 33 to Figure 36 , the accessory trunk mounted to the vehicle frame 4 will be described. Fig.33 , the frame 4 will be described. The frame 4 includes a main frame tube (main frame portion) 102, a front frame tube 600, a side frame 602, a frame extension 604 and a rear frame portion 601. Fig.33 As shown in FIG, the frame 4 is coupled to the powertrain housing 610 and the powertrain housing 610 becomes an integral part of the frame 4 as described herein. Figure 34 to Figure 36 , the rear guard plate assembly will be described in more detail.

[0121] Now refer to Figure 34 to Figure 36 , the rear guard plate 620 is connected to the frame extension 604 and extends around the top of the rear wheel 8. Figure 34 to Figure 36 As shown in , the rear guard 620 extends rearward from the frame extensions 604, 606 and is positioned above the cross member 608, which is illustratively a whisker-shaped rod. The rear guard 620 can be constructed of metal and / or polymer materials and can improve the structural integrity of the frame 4. The rear guard 620 includes a top member 622, a first side member 624, and a second side member 626. Illustratively, the rear guard 620 is a skirted guard. The top member 622 includes a side surface 628 having a plurality of recessed openings 611. The recessed openings 611 can be configured to receive mechanical fasteners. In addition, the front end of the top member 622 includes at least one aperture 634 that can be used to connect the rear guard 620 to the frame extension 604. First and second side members 624, 626 each include a flange 636 having a recessed opening 638 that aligns with recessed opening 611 of top member 622 and aperture 640 of frame extension 604. Recessed openings 611, 638 and aperture 640 may be configured to receive fasteners therethrough.

[0122] The rear guard 620 also includes a trim member 652 having a plurality of recessed openings 654 aligned with openings 654 of the first and second side members (side members) 624, 626 and apertures 656 of the top member 622. Thus, the trim member 652 can be coupled to the first and second side members 624, 626 by mechanical fasteners.

[0123] More specifically and with reference to Fig.36 , a coupling 670 having a counterbore portion 672 is provided that is shaped to be received in the opening 654 and to receive a fastener 674 therethrough, thereby coupling the trim member (trim) 652 and coupling 670 to the top member (guard) 622 and the frame extension (frame) 604. The coupling 670 defines an outer engagement surface 680, an inner opening 682, and an outer lip 684 as described herein. It should be understood that a portion of the coupling 670 extends beyond the opening 654 to engage a locking mechanism on the trunk assembly as further described herein.

[0124] Now refer to Figures 37 to 42 , the trunk assembly is described in more detail. First, Fig.37 As shown in , the trunk assembly is generally shown at 700 as including a trunk enclosure portion 702 and a lower frame portion 704. The trunk enclosure portion (upper enclosure portion) 702 can be constructed of a material such as plastic or fiberglass, while the lower frame portion 704 is constructed of a material such as aluminum, steel, and / or as described, a tubular material. Fig.38 and Fig.39 As best shown in FIG. 7 , the lower frame portion (frame portion) 704 includes a base 710 having a bottom wall 712 and a side wall 714. The side wall 714 includes a plurality of apertures 716, 718 as described herein.

[0125] The lower frame portion 704 also includes an attachment leg 720 having a front attachment yoke 722 and a rear aperture 723, the rear aperture 723 including a locking mechanism 724 having a locking pawl 726. The attachment leg (leg) 720 also includes a rearwardly extending plate portion 730 having a plurality of apertures 736 and 738. It should be understood that the apertures 736 are aligned with the apertures 716 in the side wall 714, and the apertures 738 are aligned with the apertures 718 in the side wall 714. The attachment leg (leg) 720 also includes a flange 750 extending from the plate portion 730, the flange 750 having a fastener 752 coupled to the flange 750 and having an aperture aligned with the threaded opening.

[0126] Still refer to Fig.39The frame further includes a tubular structure 760 having a side arm 762, an upward extension 766 and a transverse portion 770, the side arm 762 having a threaded boss 764, and the upward extension 766 having a threaded boss 768. Fig.39 It should be understood that the threaded boss 764 can be aligned with the apertures 736 and 716, and after alignment, the fastener 780 can be received through the apertures 716 and 736 and threadedly engaged with the threaded boss 764. In a similar manner, the fastener 784 can be received through the apertures 718 and 738 and threadedly engaged with the fastener 786. The fastener 790 ( Fig.39 ) extends downward through the trunk enclosure portion (trunk portion) 702 and can be connected to the fastener 752. In a similar manner, the fastener 792 protrudes through the rear wall 794 of the trunk enclosure portion (trunk) 702 and engages with the threaded boss 768 ( Fig.38 )Threaded connection.

[0127] Now refer to Figure 40 to Figure 42 , the trunk as described above is strong and rigid with the lower frame portion (frame structure) 704 defining a skeleton-like frame for increased rigidity. The tubular structural member (tubular handle) 760 can also be used as a handle. In addition, given the unbalanced nature of the trunk unit itself, if the trunk is Fig.40 The position shown in Fig.41 , the tubular structure 760 catches the trunk unit to prevent scratches or scuffs to the trunk enclosure portion (upper trunk portion) 702. Thus, the trunk assembly (trunk) 700 can be latched to the motorcycle and in particular to the coupling 670 ( Fig.36 ), wherein the yoke 722 and the rear aperture (latch opening) 723 surround the engagement surface 680 ( Fig.36 ). This is also Fig.42 Shown in.

[0128] in addition, Fig.42 A coupling member 800 is shown which need not be used to lock the trunk, but rather to lock an additional accessory saddle bag. Fig.36800, wherein the coupling member (coupling) 800 includes a plunger 802, a spacer 804, a resilient and deformable member 806, an outer gasket 808, an operating handle 810, and a base 812. It should be understood that the plunger 802 extends through the spacer 804 and the outer gasket 808 and through the saddle bag 820, specifically through the aperture 822, in which case the plunger 802 is coupled to the operating handle 810 via a locking pin 824 and the aperture 826. Thus, the combination of the saddle bag 820 and the coupling member (locking member) 800 can be positioned wherein the resilient and deformable member (resilient member) 806 and the plunger 802 are within the interior opening (aperture 682) of the coupling 670, when the operating handle 810 is rotated to pull the plunger 802 to deform the resilient and deformable member 806 (to Fig.36 682a. The elastic and deformable member 806 is shown in the right position, where the length of the elastic and deformable member 806 is reduced but the diameter is increased, in which state the elastic and deformable member 806 grasps the internal opening 682. More specifically, the elastic and deformable member 806 clamps the surface 682a behind the surface 684a. The coupling member 800 is an accessory coupling system similar to the accessory coupling system disclosed in U.S. Patent No. 7,055,454, also known as the assignee's ' Expansion coupling installation device, the disclosure of which is expressly incorporated herein by reference.

[0129] Now refer to Fig.43 , the seat 26 including the frame portion such as 840 is shown from the underside of the seat 26. A wiring harness 842 having a first connector 844 and a second connector 846 is provided. The second connector (connector) 846 is to be connected to the wiring harness in the trunk assembly 700 and the connector 844 is to be connected to a mating connector (not shown) that runs up through the frame. The second connector 846 will be used to power the trunk, that is, to power the speakers in the trunk for the audio system of the motorcycle, as well as to provide power to the tail lights and power locks on the trunk, etc. Fig.44A As best shown in FIG. 8 , a pocket 850 is defined on the rear side of the motorcycle, the pocket 850 being defined by an opening 852 in the frame 840 and a lower plate 854 .

[0130] Still refer to Fig.44A , a rear cover portion is shown at 860 extending from the seat cushion portion 862, and the cover can be turned up to extend over the top 866 of the cushion portion 862. This can be a partial cover or can be a skirt extending around the entire seat cushion. Thus, when the trunk is in use and the second connector 846 is to be connected to the mating connector on the trunk, the wiring harness such as Fig.44A As shown, the cover extends out of the recess (opening) 850. The cover can then be Fig.44BThe trunk is flipped down as shown, which closes the recess 850, thereby allowing the second connector 846 to extend under the cover 860. If the trunk is not in use, the second connector 846 is inserted back into the recess 850 and the cover is flipped down, thereby retaining the second connector 846 in the recess 850, as shown. Fig.44C As shown in Fig.44D As shown in FIG. 8 , the recess 861 may be provided with an opening 863. When not in use, the second connector (wiring harness connector) 846 may be positioned in the recess 86, as shown in the dashed position.

[0131] Now refer to Fig.45 , an example electrical system 900 of a vehicle 2 is shown. The electrical system 900 illustratively includes a vehicle control module (VCM) 902 that communicates with an engine control module (ECM) 904. The VCM 902 and the ECM 904 each include one or more processors that execute software and / or firmware code stored in respective internal or external memories 908, 914 to implement the functions described herein. Specifically, the VCM 902 includes vehicle control logic 906 that controls various electrical components and subsystems of the vehicle 2, and the ECM 904 includes engine control logic 912 that controls the operation of the engine 12. The VCM 902 and / or the ECM 904 may alternatively include one or more application specific integrated circuits (ASICs), field programmable gate arrays (FPGAs), digital signal processors (DSPs), hard-wired logic, or a combination thereof.

[0132] The functionality of the VCM 902 and ECM 904 may alternatively be integrated into a single control module that provides control of both the vehicle and the engine. The electrical system 900 also includes at least one vehicle battery 920 (e.g., 12 VDC) for providing power to the electrical components of the vehicle 2, including the VCM 902, ECM 904, sensors, switches, lighting, ignition, accessory sockets, and other powered components. In one embodiment, the VCM 902 communicates with the ECM 904 and various sensors and components of the electrical system 900 via a controller area network (CAN) bus network, however, other suitable communication networks or hardwired communications may be provided.

[0133] The electrical system 900 includes a plurality of sensors that communicate with the VCM 902. One or more speed sensors 930 provide speed feedback to the VCM 902, such as engine speed, vehicle speed, and / or other powertrain speeds. An accelerator position sensor 936 (e.g., a potentiometer) detects the position of the vehicle accelerator—for example, the rotatable handle 214 ( Fig.46)——position, and VCM 902 or ECM 904 determines the throttle demand based on the detected accelerator position to control the engine throttle. The cruise request switch 932 in communication with VCM 902 is activated by the operator to set and implement the cruise speed. Cruise control operation as described herein will be performed in conjunction with accelerator position sensor 936.

[0134] In the illustrated embodiment, the operator engages the power input 940 to power the electrical system 900 of the vehicle 2 and engages the start input 942 to start the engine 12 of the vehicle 2, as described below. Sensors and other electrical devices illustratively wired to the VCM 902, such as the accelerator position sensor 936 and the speed sensor 930, may alternatively be wired to the ECM 904, for example, and the VCM 902 may obtain corresponding sensor data from the ECM 904. In one embodiment, wiring for sensors and electrical devices mounted on the handlebar 28 is routed from the VCM 902 through an internal opening in the handlebar 28 to conceal and protect the wiring.

[0135] VCM 902 illustratively also includes a wireless receiver / transmitter 910 for receiving wireless communications from and transmitting wireless communications to one or more vehicle sensors. In the illustrated embodiment, wireless receiver / transmitter (receiver / transmitter) 910 is a radio frequency (RF) transceiver that operates to receive RF communications from the sensors.

[0136] The ECM 904 electrically controls the throttle of the engine 12 based on at least the detected vehicle speed and the throttle demand detected by the accelerator position sensor 936. An electronic throttle controller provided with the ECM 904 is further described in U.S. patent application serial number 13 / 152,981, entitled "Electronic Throttle Control," filed on June 3, 2011, the disclosure of which is incorporated herein by reference. The VCM 902 and / or the ECM 904 operate to provide cruise control for the vehicle 2 so that the vehicle 2 operates at a substantially constant vehicle speed.

[0137] A cruise request switch 932 coupled to and in communication with the VCM 902 is activated or engaged by the operator to initiate a cruise control function of the vehicle 2. The cruise request switch 932, which includes a button, a lever, or any other suitable input device, may be provided with an operator control located on the handlebar 28 of the vehicle 2. In this embodiment, the cruise request switch (cruise control switch) 932 is located Fig.46Upon detecting that the cruise request switch 932 is engaged, the VCM 902 instructs the ECM 904 to maintain a constant vehicle speed using closed loop control based on the detected vehicle speed.

[0138] Reference Fig.46 , the vehicle speed controller or cruise controller is enabled by the operator to set the speed constant at the current vehicle speed. Fig.46 As shown in , the vehicle is accelerated by turning the handle about axis 960 toward the operator, i.e., in direction 962. Thus, to set cruise control, the operator should move the accelerator in direction 962 until the desired vehicle speed is reached, at which time the cruise request switch 932 is activated. However, in this embodiment, the additional functions of the cruise control are operated by the handle 214 in the opposite or "roll-off" direction 964. It should be understood that once the cruise request switch 932 is activated, the operator can remove their hand from the handle 214, at which time the handle returns to the neutral position until the moment when the cruise control function is disconnected. In the present disclosure, the cruise control function can be completely turned off or the set speed can be reduced by operating the handle 214 in the roll-off direction 964.

[0139] For example, to completely disengage the cruise control feature, the handle is moved in the descending direction 964 for a brief period of time, such as one second or less (t1 < 1 second), at which time the cruise control feature is terminated. Fig.47 It is shown in Fig.47 The turn-down function is shown in a flow chart such that if the time duration t1, i.e., the time duration that the operator holds the handle 214 in the turn-down direction 964, is less than t1, the cruise control function is completely terminated. It should be understood that the 1 second time duration t1 is optional and can be any desired time value as desired.

[0140] However, as opposed to completely canceling the function, if the operator desires to decrease the cruise control speed, the operator may rotate the handle 214 in the turn-down direction 964 for a time period greater than t1, whereby the cruise control function may be adjusted such that the cruise control speed decreases based on the length of time the operator holds the handle 214 in the turn-down direction 964. This decrease in cruise control speed may be displayed on the central display 196 ( Fig.12 ) so that the operator can easily see and understand the new indication of the cruise control speed. Alternatively or additionally, the handle can be turned to increase the cruise control speed.

[0141] Now refer to Fig.45 and Fig.48 The heated grips 212, 214 will be described in more detail. The vehicle 2 includes a handlebar 204 and a handlebar 206 ( Fig.12) of the heated handle 212, 214 ( Fig.12 and Fig.48 ).like Fig.48 As shown in FIG, the handles 212, 214 each have a dedicated thermistor 982, 984 and a dedicated heater 992, 994.

[0142] The handles 212, 214 can be heated to the maximum operating temperature in less than 60 seconds by controlling the handles with PWM from the VCM 902. When the heated handles are turned on, the handles will run at 100% PWM for no longer than 1 minute and will then continue to increase the temperature as needed until the desired setting is reached.

[0143] The software can compensate for different ambient temperatures, different vehicle speeds, and situations where the rider removes his / her hands from one of the handlebars while riding. More specifically, the ambient temperature sensor 980 ( Fig.45 ) reads the ambient temperature and inputs this information to the ECU 904. The speed sensor 930 ( Fig.45 ) reads the actual vehicle speed and inputs this information to the ECU 904. The thermistors 982, 984 ( Fig.45 and Fig.48 ) reports real time handle tube temperature to the VCM, thereby controlling the current to the heaters 992, 994. Since there is a thermistor in each handle, if the operator removes their hand from one of the handles, the temperature at the thermistor will drop (depending on ambient temperature and vehicle speed) and the heaters 992, 994 will increase in temperature accordingly.

[0144] The VCM can adjust the current up or down (within predetermined limits) to maintain handlebar tube temperature during changing ambient or riding conditions. With closed-loop feedback from thermistors on both handlebars, the system can compensate for changes in ambient temperature or riding conditions on either handlebar without risking rider discomfort from overheated handlebars.

[0145] Now refer to Fig.49 and Fig.50 The communication system will now be described in more detail. The communication system is based on the General Mobile Radio Service ("GMRS") in the 462 MHz to 467 MHz spectrum range. The GMRS spectrum is a short-range two-way communication using a small portable handheld device that functions like a walkie-talkie.

[0146] Reference Fig.49 , the communication system is shown at 1000 and generally includes an infotainment system 1002 (also shown at Fig.45), GMRS circuit 1004, handheld unit (walkie-talkie handset) 1006, and wiring harness 1008. In the illustrated embodiment, the GMRS circuit is integrated into the vehicle 2 and includes a push-to-talk (PTT) feature and a Bluetooth chipset connected to a headset. The harness 1008 includes a connector 1010 for electrically connecting to the handset 1006. The harness can be directly wired or can be an accessory purchased and added by the user later. In any case, the connector should be stored in a compartment within the motorcycle and the handset can be added by the user. The handset is added by the rider as a personal choice, much like a cell phone.

[0147] The PTT feature is coupled to the audio box 1012 ( Fig.50 ) and is provided by button 1014. This feature provides a two-way interrupt that disables the current output on the audio system. Thus, the communication system allows an economical solution for two-way communication between riders on different motorcycles.

[0148] It should also be understood that the GMRS communication system 1000 may interface with the system shown in U.S. Provisional Application Serial No. 61 / 769,378 filed on February 26, 2013.

[0149] Reference Figure 51 to Figure 58 , an illustrative embodiment of a two-wheeled vehicle 1102 is shown. The vehicle 1102 shown is a touring motorcycle, however most of the components can be used for the cruiser motorcycle described herein. The vehicle 1102 can also include any features known from U.S. Provisional Patent Application Serial No. 60 / 880,999, entitled "TWO-WHEELED VEHICLE" and filed on January 17, 2007, with Attorney Docket No. PLR-05-1589.02P, the disclosure of which is expressly incorporated herein by reference.

[0150] The vehicle 1102 includes a frame 1104 ( Fig.52 ), the frame 1104 is supported by ground engaging members, namely, front ground engaging members, illustratively front wheels 1106, and rear ground engaging members, illustratively rear wheels 1108. The vehicle 1102 travels relative to the ground by the front wheels 1106 and the rear wheels 1108.

[0151] The rear wheel 1108 is coupled to a powertrain 1110 to propel the vehicle 1102 through the rear wheel. The powertrain 1110 includes both an engine 1112 and a transmission. The transmission is coupled to the engine 1112 that provides power to the rear wheel 1108. In the illustrated embodiment, the engine 1112 is a 50° V-twin spark-ignition gasoline engine available from Polaris Industries, Inc., 2100 Highway 55, Medina, Minnesota, 55340. In an alternative embodiment, the rear wheel 1108 is coupled to the drive shaft via a chain drive or other suitable coupling device. The transmission in the illustrated embodiment includes a six-speed constant mesh overdrive transmission with a carbon fiber reinforced belt available from Polaris Industries, Inc. In an alternative embodiment, the transmission is a continuously variable transmission.

[0152] It should be understood that although vehicle 1102 is shown as a two-wheeled vehicle, various embodiments of the present teachings are also capable of operating on three-wheeled, four-wheeled, six-wheeled, etc. It should also be understood that although a spark-ignition gasoline engine is shown, electric motors and other suitable torque-producing machines are capable of operating on various embodiments of the present teachings.

[0153] The vehicle (motorcycle) 1102 also generally includes a steering assembly 1120, a front suspension 1122, a rear suspension 1124 ( Fig.52 ) and a seat 1126. The steering assembly 1120 includes a handlebar 1128 that can be moved by the operator to turn the front wheel 1106 left or right. Engine operating systems such as an intake system 1132 and an exhaust system 1134 are also included. Safety systems such as a main lighting device 1144, front turn indicators 1146, and rear turn indicators 1148 can also be provided. The ergonomic system can include a front fairing 1150, a windshield assembly 1152, and a saddlebag assembly 1154. Now referring to Figure 53 to Figure 58 , the intake system 1132, the engine 1112, and their interactions will be described in more detail.

[0154] like Figure 53 to Figure 57 As shown in FIG. 1 , the air intake system 1132 includes an air filter 1180 having an air intake duct 1302. Referring now to FIG. Fig.55, the engine intake system 1132 is shown as including an air / fuel recirculation system 1310. The throttle 1304 is positioned between the cylinders 1170, 1172 and includes an intake port 1312 and a first outlet port 1314 and a second outlet port 1316 from the air filter 1180 to move air through the intake ports 1318, 1320 of the cylinders 1170, 1172, respectively. As shown, the air filter 1180 includes a housing portion 1330, an air valve 1331, a filter medium 1332, and a cover 1334. The interior of the air filter 1180 generally provides a flow of air from an intake aperture 1370 defined in the housing portion 1330 through at least the filter medium 1332 and the air valve 1331 to an output aperture 1372 ( Fig.58 ) air flow path. The recirculation system 1310 provides recirculation of air / fuel back to the air filter 1180. The housing portion 1330 also includes a cover mounting portion 1374 that provides a support that allows the cover 1334 to be securely mounted to the housing portion 1330.

[0155] Fig.54 The components of the air filter 1180 are shown and the mounting of the air filter 1180 to the main frame portion 1240 of the frame 1104 is shown. Fig.54 The interface between the main frame portion 1240 and the air filter 1180 is shown. As shown, a retaining sleeve 1340 having a mounting boss 1342 is provided so that a fastener can be received in a threaded aperture thereby. Air is received through apertures 1364, 1366 and travels through the main frame portion 1240 into the air filter 1180 through a duct (not shown) inside the main frame portion 1240.

[0156] Another feature of the vehicle 1102 includes an air deflector 1250 that delivers air to the rear cylinders 1172 and thereby helps cool the rear cylinders 1172. The air deflector 1250 is illustratively formed integrally with the housing portion 1330. Thus, the deflector 1250 is assembled to the vehicle 1102 at the same time as the air filter 1180 is assembled. Embodiments are contemplated in which the air deflector 1250 is a separate, bolted component or is integral with other parts of the vehicle 1102. The air deflector 1250 and the housing portion 1330 are illustratively formed of plastic. Although the air deflector 1250 is shown as being integral with the air filter 1180, the air path defined by the air deflector 1250 is distinct and separate from the air filtration path within the air filter 1180, so that the air in the deflector 1250 does not intermix with the air within the air filter 1180. The air deflector 1250 is positioned at the lower end of the housing portion 1330 .

[0157] Air deflector 1250 includes an air inlet 1252, which, when assembled, faces forward so that the forward movement of vehicle 1102 causes inlet 1252 to receive air. Inlet 1252 is further positioned in front of rear cylinder 1172. Deflector 1250 illustratively has a curved shape that directs air from inlet 1252 to the periphery of air filter 1180 backward and upward. Air deflector 1250 also includes outlet 1254. Outlet 1254 defines an opening plane that is substantially perpendicular to the main air travel direction from inlet 1252 to outlet 1254. Outlet 1254 is generally located at the rear side of air filter 1180 and in front of the rearmost portion of rear cylinder 1172. When assembled, outlet 1254 is in communication with the surrounding environment and is positioned near the side of rear cylinder 1172. More specifically, outlet 1254 is positioned near the cylinder head of rear cylinder 1172. In operation, combustion within the cylinder begins when the piston is near the top of the cylinder and thus the top of the cylinder tends to experience the greatest amount of heat from the combustion process.

[0158] The dimensions of the inlet 1252, outlet 1254, and scoop balance are selected to provide increased air flow to the head of the rear cylinder 1172 without causing significant turbulence or flow restriction to the air received thereby.

[0159] Now refer to Figure 59 to Figure 63 , showing another embodiment of a two-wheeled vehicle 1500. The vehicle 1500 is similar to the vehicles described in the following applications: U.S. Patent Application Serial No. 61 / 799,880 filed on March 15, 2013; U.S. Patent Application Serial No. 14 / 213,161 filed on March 14, 2014; and PCT Application No. PCT / US14 / 28539 filed on March 14, 2014, the main contents of which are incorporated herein by reference.

[0160] The vehicle 1500 is a mid-sized motorcycle having a wheelbase of approximately 58 inches to 65 inches and more particularly approximately 61.5 inches. The vehicle 1500 includes a front end and a rear end supported by a plurality of ground engaging members, such as front and rear wheels. The front and rear wheels are generally aligned along a centerline of the vehicle 1500. Although the vehicle 1500 is a two-wheeled vehicle, various embodiments of the present disclosure may include three-wheeled, four-wheeled, five-wheeled, or six-wheeled vehicles.

[0161] The vehicle 1500 also includes a front suspension assembly 1502, a steering assembly 1504, an operator controller 1506, and other systems. The steering assembly 1504 includes a handlebar 1508 that can be moved by the operator to rotate the front wheel. The steering assembly 1504 is coupled to the vehicle 1500 via a triple clamp assembly 1510. A front guard 1512 can be partially positioned around the front wheel and can include a light or reflector. Similarly, a rear guard 1514 can be partially positioned around the rear wheel. The vehicle 1500 also includes a frame assembly 1520 for supporting a powertrain assembly 1522, a cooling assembly 1524, a fuel tank 1526, a rear suspension assembly 1528, and an operator seat 1530.

[0162] Now refer to Figure 60 to Figure 62 , frame assembly 1520 is a modular assembly including front frame 1540, middle frame 1542, and rear frame 1544. Front frame 1540, middle frame 1542, and rear frame 1544 are generally coupled together and to other components of vehicle 1500 without the need for heat treatment or permanent coupling devices (i.e., welding). Thus, various components of vehicle 1500 can be replaced with alternative components without the need for a new frame assembly.

[0163] The front frame 1540 is positioned forward of the middle frame 1542 and the rear frame 1544 and includes a head 1550, a front arm member 1552 or a front fork member, and a frame rail 1554. The middle frame 1542 includes side members 1560 and is coupled to both the front frame 1540 and the rear frame 1544. As described in further detail herein, the middle frame 1542 is bolted to the front frame 1540 and the rear frame 1544, thereby eliminating the need to heat treat and permanently couple multiple portions of the frame assembly 1520 together.

[0164] A forearm member 1552 of the front frame 1540 extends downwardly from the head 1550. In addition, the forearm member 1552 can be angled rearwardly relative to the head 1550. The head 1550 includes a head tube 1561 for coupling with the steering assembly 1504. Illustratively, the forearm member 1552, the head 1550, and the head tube 1561 can be constructed of a metal material, such as aluminum or chrome-molybdenum steel. It should be appreciated that the uniform construction of the forearm member 1552, the head 1550, and the head tube 1561 eliminates the need to heat treat the front frame 1540.

[0165] Frame rails 1554 extend rearwardly from head 1550 and define the backbone of vehicle 1500. Frame rails 1554 may be constructed of steel for the required stiffness and allow for the front frame 1540 to be made, yet be flexible enough to accommodate various tolerances and forces in frame assembly 1520 during assembly. More specifically, frame rails 1554 allow powertrain assembly 1522 to be coupled to frame assembly 1520 without prestressing frame assembly 1520. Additionally, due to the use of frame rails 1554, spacers and other adjustments may not be required when assembling various components of vehicle 1500 with frame assembly 1520.

[0166] like Figure 60 to Figure 62 As shown in FIG. 1 , the side member 1560 further defines a rear interface 1570 for coupling with the rear frame 1544. The rear frame 1544 includes a front interface 1572 ( Fig.61 ), the front interface 1572 is complementary to the rear interface 1570 of the side member 1560 and is connected to the rear interface 1570 by a plurality of fasteners.

[0167] Still refer to Figure 60 to Figure 62 , rear frame 1544 is shown. Rear frame 1544 is coupled to mid-frame 1542 and more specifically to side members 1560. Rear guard 1514 is coupled to rear frame 1544 by fasteners 1582 entering into threaded bosses 1584. Illustratively, four fasteners 1582 pass through apertures 1586 on rear guard 1514 and enter corresponding threaded bosses 1584 to couple rear guard 1514 to rear frame 1544. The shape of rear guard 1514 generally corresponds to the shape of rear frame 1544.

[0168] Reference Fig.63 , the front end of the vehicle 1500 includes a steering assembly 1504, a controller 1506, and a handlebar 1508. The handlebar 1508 can be mounted on the triple clamp assembly 1510 by an upper clamp 1585. The clamp portion 1590 of the triple clamp assembly 1510 is coupled to a fork member 1596 and to the head 1550 by a fastener 1592. The triple clamp assembly 1510 also includes a lower clamp member 1594 coupled to a fork member (fork-shaped member) 1596.

[0169] The handlebar 1508 includes a reflector 1600 and a controller 1506, which may include a throttle and / or brake operating handle to operate the vehicle 1500. In addition, the vehicle 1500 may also include a headlight 1606 and a turn indicator light 1608 coupled to one or both of the triple triple clamp assembly (clamp) 1510 or the fork member 1596. With the basic structure of the vehicle 1500 described, accessories for use with the vehicle 1500 will now be described.

[0170] First refer to Fig.64 and Fig.65 , an accessory windshield assembly is shown as 1650. The windshield assembly 1650 generally includes a windshield 1652 and a bracket assembly 1654. The windshield 1652 has an upper end 1656, a lower end 1658, and side edges 1660 and 1662. The bracket assembly 1654 includes two bracket portions 1666 and 1668, wherein each bracket portion is coupled to an inner side surface 1670 of the windshield 1652. Each bracket portion 1666 and 1668 has an elongated bracket frame section 1666a, 1668a, wherein each bracket frame section includes a generally vertically extending portion 1666b, 1668b and an angled portion 1666c, 1668c. Each angled portion 1666c, 1668c is angled toward a corresponding side edge 1660, 1662 of the windshield 1652.

[0171] Bracket portions 1666 and 1668 also include a Fig.63 ) of the mounting portions 1680, 1682, as further described herein. The bracket portions 1666 and 1668 also include a fork member 1596 ( Fig.64 ) of the clamps 1686, 1688, as further described herein.

[0172] The generally vertical extensions 1666b, 1668b each include mounting tabs 1666d, 1668d that define first attachment points 1666e, 1668e that are located adjacent to the lower end 1658 of the windshield 1652, respectively. Thus, the first attachment points are supported by the lower ends of the generally vertical extensions 1666b, 1668b. The generally angled portions 1666c, 1668c each include mounting tabs 1666f, 1668f that define second attachment points 1666g, 1668g, respectively, wherein the second attachment points 1666g, 1668g are adjacent to the side edges 1660, 1662 of the windshield 1652. Thus, the second attachment points are supported by the outer ends of the angled portions 1666c, 1668c. The support frame sections 1666a, 1668a support a first attachment point and a second attachment point.

[0173] As shown, each bracket frame section 1666a, 1668a has a bracket arm 1690, 1692 that supports one of the mounting portions 1680, 1682. As shown, each bracket arm 1690, 1692 pushes the mounting portion toward the vertical centerline of the windshield. The mounting portions 1680, 1682 each include an upper mounting portion 1680a, 1682a and a lower mounting portion 1680b, 1682b. The lower mounting portion 1680b, 1682b is coupled to the upper mounting portion 1680a, 1682a by fasteners (through apertures 1680c, 1682c) that provide a semi-permanent attachment. As shown in FIG. Fig.65A As best shown in FIG. 1 , arm 1692 is shown in more detail and the same details apply to arm 1690. Arm 1692 includes open ends 1692a and 1692b defined by a U-shaped opening or yoke. The upper mounting portion is made of a material that will not scratch the handlebars.

[0174] The clamp (lower clamp) 1686, 1688 may include a rubber-like band 1686a, 1688a coupled to hooks 1686b, 1688b through latch openings 1686c, 1688c. Alternatively, the clamp 1686, 1688 may be of the type described in U.S. Patent Application Serial No. 13 / 361,075 filed on January 30, 2012 and PCT Application No. PCT / US13 / 23103 filed on January 25, 2013, the contents of which are incorporated herein by reference. In either case, the clamp 1686, 1688 couples the windshield to the fork without the use of fasteners, thereby providing a latchably releasable attachment.

[0175] As shown, it should be understood that the generally vertical extensions 1666b, 1668b are coupled to the windshield on opposite sides of the vertical centerline of the windshield. It should also be noted that the second attachment point 1666g, 1668g is positioned vertically above the first attachment point 1666e, 1668e. As shown, the mounting portions 1680, 1682 have axes that are complementary to the axes of the handlebars of the vehicle, that is, as shown in FIG. Fig.64 As shown in, mounting portions 1680, 1682 are mounted in cooperation with handlebar segment 1508a. Also as shown, clamps 1686, 1688 are positioned vertically higher than first attachment points 1666e, 1668e, while mounting portions 1680, 1682 are positioned vertically lower than second attachment points 1666g, 1668g.

[0176] Thus, to mount the windshield assembly 1650 to the handlebar 1508, the windshield can be placed by the mounting portions 1680a, 1682a such that the mounting portions 1680a, 1682a are positioned on the handlebar section 1508a. The windshield assembly can be placed in a generally angled position relative to the motorcycle. The mounting portions 1680b, 1682b are then attached to the arms 1690, 1692, at which point the windshield can be rotated to Fig.64 , and attaching the clamps 1686, 1688 to the fork member 1596. Since all loads from forces on the windshield during use are borne by the yoke of the arm and the upper mounting portion 1680a, 1682a, the lower mounting portion 1680b, 1682b is not required for the operation of the windshield assembly. The lower mounting portion is an anti-theft device for the windshield assembly.

[0177] exist Fig.66 In the example embodiment shown in , a security device carried by an operator, such as a key fob or other hardware security token device, enables operation of any of the vehicles described herein and the operation of vehicle functions provided with an ECM. Such control functions are also described in our patent application serial number 14 / 078,487 filed on November 12, 2013, the main contents of which are incorporated herein by reference. The VCM operates to detect the security device within a specific range of the motorcycle, such as within a few feet or other suitable distance, at step 1900. The key fob includes an identification code, such as an identification number or code stored in a memory of the key fob, such as detected by the ECU. The ECU compares the identification code of the key fob with the identification code stored in the memory to verify the key fob and thereby allow the motorcycle to operate. When it is determined that the key fob is valid, the ECU is programmed to implement one or more vehicle functions. When the key fob is out of range of the motorcycle, the ECU is used to disable the motorcycle.

[0178] A security feature that allows the key fob to be re-authenticated after loss of mobility is added at step 1902. For example, when the rider starts the vehicle, such as to warm up the vehicle, the key fob is detected at step 1900. If the rider leaves the vehicle, the vehicle remains operational but cannot be ridden by anyone other than the person holding the key fob. When the rider returns, the key fob is re-authenticated at step 1902 and becomes operational only when authenticated.

[0179] Although the present invention has been described as having an exemplary design, the present invention may be further modified within the spirit and scope of the disclosure. Therefore, this application is intended to cover any variation, use, or adaptation using the basic principles of the present invention. In addition, this application is intended to cover changes that deviate from the present disclosure and are known or customary in the art to which the present invention belongs.

Claims

1. A vehicle comprising: Frame; a plurality of ground engaging members supporting the frame; a power train assembly coupled to at least one of the ground engaging members; a steering assembly coupled to one of the ground engaging members; as well as A cruise control assembly operably coupled to the powertrain assembly, the cruise control assembly comprising a speed input configured to adjust vehicle speed and an engagement input operably coupled to the speed input and configured to engage a constant vehicle speed mode, wherein the constant vehicle speed mode is configured to be disengaged based on a comparison of an activation time of the speed input and a first predetermined time period, wherein the speed input is configured to move in a second direction for the first predetermined time period to disengage the mode, and wherein the speed input is configured to move in the second direction for a second predetermined time period to reduce the constant speed setting of the mode.

2. The vehicle according to claim 1, wherein: The speed input is configured to move in a first direction to increase the constant speed setting of the mode.

3. The vehicle according to claim 2, wherein: The first direction is opposite to the second direction.

4. The vehicle according to claim 1, wherein: The second predetermined time period is greater than the first predetermined time period.

5. The vehicle according to claim 1, wherein: The steering assembly includes a handlebar having a grip for an operator's hand, and the speed input is defined by the grip.

6. The vehicle according to claim 5, wherein: When in the constant vehicle speed mode, rotation of at least one of the handles in a first direction increases the vehicle speed, and rotation of the at least one handle in a second direction decreases the vehicle speed.

7. The vehicle according to claim 6, wherein: The at least one handle is biased to a starting position to maintain a constant vehicle speed based on engagement of the constant vehicle speed mode.

8. The vehicle of claim 1, wherein: The steering assembly comprises: a handlebar having grips for an operator's hands; Speed ​​sensor; at least one programmable controller configured to receive feedback from the sensor; and A heater is located within at least one of the handlebars and the handlebar, the heater being operably coupled to the at least one programmable controller and receiving feedback from the speed sensor to control operation of the heater.

9. A vehicle comprising: Frame; a plurality of ground engaging members supporting the frame; a power train assembly coupled to at least one of the ground engaging members; a steering assembly coupled to at least one of the ground engaging members, the steering assembly including a handlebar having a grip for an operator's hand; as well as a cruise control assembly at least partially supported on the steering assembly and operably coupled to the powertrain assembly, the cruise control assembly being configured to engage a constant speed mode to maintain a constant vehicle speed in response to movement of at least one of the handles, and wherein movement of the at least one handle in a first direction for a first duration reduces a vehicle speed setting and movement of the at least one handle in the first direction for a second duration terminates operation of the constant vehicle speed mode.

10. The vehicle according to claim 9, wherein: The second duration is less than the first duration.

11. The vehicle according to claim 10, wherein: The second duration is at most one second.

12. The vehicle according to claim 9, wherein: The at least one handle is configured to be moved in a second direction to increase the vehicle speed setting.

13. The vehicle of claim 12, wherein: The second direction is opposite to the first direction.

14. The vehicle of claim 9, wherein: The cruise control assembly includes an engagement input configured to engage the constant speed mode in response to movement of the at least one handle.

15. The vehicle of claim 14, wherein: The engagement input is defined by at least one of a button, a lever, or a switch.

16. The vehicle of claim 9, wherein: When the cruise control assembly is actuated to maintain the constant vehicle speed, the at least one handle is biased to a starting position.

17. The vehicle of claim 9, further comprising an electronic display operably coupled to the cruise control assembly and configured to display adjustments to vehicle speed based on movement of the at least one handle.

18. A method of operating a cruise control assembly for a vehicle, comprising: A vehicle is provided, the vehicle having: a steering assembly including a handlebar having a grip for an operator's hand; and cruise control components; operably coupling the cruise control assembly to at least one of the handlebars; moving the at least one handle in a first direction to increase vehicle speed; engaging an input of the cruise control assembly to engage a cruise control mode to maintain the vehicle speed at a constant value; as well as Moving the at least one handle in a second direction for at least a first duration to reduce the vehicle speed or moving the at least one handle in a second direction for a second duration to terminate operation of the cruise control mode, the second duration being less than the first duration.

19. The method according to claim 18, wherein: Moving the at least one handle in the second direction for the first duration occurs after engaging an input of the cruise control assembly.

20. The method according to claim 18, wherein: Moving the at least one handle in the second direction for the second duration occurs after engaging the input of the cruise control assembly.

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