Method of operating a wheeled powered vehicle assembly and wheeled powered vehicle assembly

Abstract

To operate a two-wheeled and / or three-wheeled power type vehicle assembly having an automatic speed control system.SOLUTION: Disclosed is a vehicle 10. The vehicle 10 generally includes a frame to support an engine and one or more supports, such as wheels, to support the frame. Therefore, the engine may include an internal combustion power plant and a fuel supply system. The vehicle 10 may include a constant speed control part or a cruise control part. The cruise control part may be operated automatically, namely using the input from various sensors of the vehicle 10. The sensor may be operated so as to measure the position of the vehicle 10 relative to another vehicle. The cruise control part may be operated without the substantially further input of a driver in order to maintain a selected or prescribed distance between vehicles or other objects.SELECTED DRAWING: Figure 14

Description

[Technical Field]

[0001] The present disclosure relates to vehicles, particularly wheeled vehicles, especially wheeled vehicles having less than four wheels and therefore operable components. [Background technology]

[0002] This section presents background information related to the present disclosure that is not necessarily prior art.

[0003] A vehicle for transporting a passenger, such as an operator or rider, includes a power plant, such as an engine. The vehicle may include various controls, such as a throttle and braking system. The control systems are typically operated manually by the operator. The vehicle may include a two-wheeled vehicle, which is typically operated substantially manually. [Prior art documents] [Patent documents]

[0004] [Patent Document 1] Japanese Patent Application Laid-Open No. 2016-034819 Summary of the Invention [Means for solving the problem]

[0005] A method of operating a wheeled powered vehicle assembly according to one aspect of the present disclosure includes the steps of: providing an automatic speed control system for performing automatic speed control; determining a travel lane of the wheeled motorized vehicle assembly based on signals received from a first sensor by sensing with the first sensor; detecting, with a second sensor, a first object laterally displaced from the wheeled motorized vehicle assembly in the determined lane of travel; detecting a second object in front of the wheeled motorized vehicle assembly in the determined lane of travel using the second sensor; receiving, at a processor system of the automatic speed control system, detection signals from the first sensor and the second sensor; Recalling the saved target distance; determining whether the first object and the second object have alternating configurations in the determined lane of travel based on the received detection signal; determining, with the processor system, whether the wheeled motorized vehicle assembly and the first object and the second object are at the target distance in the staggered configuration; The first object or If the second object is not at the target distance, executing instructions in the processor system to automatically vary the speed of the wheeled motorized vehicle assembly to achieve the target distance; Including fruit, the first sensor is a camera; using the camera to capture an image of a surface on which the wheeled motorized vehicle assembly travels; executing instructions using the processor system to identify lane divisions based at least in part on the acquired surface image; further comprising recognizing the laterally offset first object and the forward second object in the staggered configuration includes determining that the laterally offset first object is traveling in a lane dividing portion of the travel lane that is different from the wheeled motorized vehicle assembly; a second object in front of the wheeled motorized vehicle assembly traveling in the same lane dividing section as the wheeled motorized vehicle assembly; method.

[0006] A wheeled powered vehicle assembly according to one aspect of the present disclosure includes: a frame assembly having a front portion and a rear portion; a first sensor attached to the wheeled motorized vehicle assembly and configured to sense a lane in which the wheeled motorized vehicle assembly is traveling and generate a first sensed signal; attached to the wheeled motorized vehicle assembly; recognizing a position of a first object in the lane as laterally displaced from the wheeled motorized vehicle assembly to generate a second detection signal; recognizing a position of a second object in the lane as being in front of the wheeled motorized vehicle assembly and generating a third detection signal; a second sensor configured as follows: a speed control system configured to receive a rider-selected speed via an input and to selectively maintain the wheeled motorized vehicle assembly at the rider-selected speed; 1. A processor system, comprising: receiving the first sensed signal from the first sensor; receiving the second sensed signal from the second sensor; receiving the third sensed signal from the second sensor; (a) determining an intended path of travel for the wheeled motorized vehicle assembly based on the first detection signal; (b) determining whether there are alternating shapes of a first object and a second object traveling in the same lane based on the second detection signal and the third detection signal; (c) determining the presence of at least one of the first object or the second object in the alternating configuration in the movably intended path of the wheeled motorized vehicle assembly; (d) upon determining the presence of at least one of the first object or the second object within the intended path of travel, (i) recalling a selected distance parameter for the first object or the second object, and (ii) generating a plus or minus signal to vary the speed of the wheeled motorized vehicle assembly. a processor system configured as follows: Including, The speed control system is operable to receive the generated positive or negative signal to vary the current speed of the wheeled motorized vehicle assembly. the law of nature, The speed control system, in operating the wheeled motorized vehicle assembly, providing an automatic speed control system for performing automatic speed control; determining a travel lane of the wheeled motorized vehicle assembly based on signals received from the first sensor by sensing with the first sensor; detecting, with the second sensor, a first object laterally displaced from the wheeled motorized vehicle assembly in the determined lane of travel; detecting a second object in front of the wheeled motorized vehicle assembly in the determined lane of travel using the second sensor; receiving, at the processor system of the automatic speed control system, detection signals from the first sensor and the second sensor; Recalling the saved target distance; determining whether the first object and the second object have alternating configurations in the determined lane of travel based on the received detection signal; determining, with the processor system, whether the wheeled motorized vehicle assembly and the first object and the second object are at the target distance in the staggered configuration; If the first object or the second object is not at the target distance, executing instructions in the processor system to automatically vary a speed of the wheeled motorized vehicle assembly to achieve the target distance; Including, capturing an image of a surface on which the wheeled motorized vehicle assembly is traveling using the first sensor; executing instructions using the processor system to identify lane divisions based at least in part on the acquired surface image; further comprising recognizing the laterally offset first object and the forward second object in the staggered configuration includes determining that the laterally offset first object is traveling in a lane dividing portion of the travel lane that is different from the wheeled motorized vehicle assembly; a second object in front of the wheeled motorized vehicle assembly traveling in the same lane dividing section as the wheeled motorized vehicle assembly; Wheeled, powered vehicle assembly.

[0007] A wheeled powered vehicle assembly according to one aspect of the present disclosure includes: a frame assembly having a front portion and a rear portion; a first sensor mounted relative to the frame assembly and configured to sense a lane in which the wheeled motorized vehicle assembly is traveling; mounted relative to the frame assembly; Detecting the location of a first object in the lane in front of the wheeled motorized vehicle assembly; detecting the position of a second object in the lane as being in front of the wheeled motorized vehicle assembly; a second sensor configured as follows: a speed control system configured to receive a rider-selected speed via an input and to selectively maintain the wheeled motorized vehicle assembly at the rider-selected speed; 1. A processor system, comprising: (a) determining the lane; (b) determining a possible intended path of travel for the wheeled motorized vehicle assembly within the determined lane; (c) determining whether at least one of the first object or the second object is laterally displaced from the wheeled motorized vehicle assembly in the determined lane; (d) determining whether an alternating configuration exists between the wheeled motorized vehicle assembly and at least one of the first object or the second object in the determined lane; (e) if the presence of at least one of the first object or the second object is determined in the determined lane, (i) recalling a first criterion or a second criterion, and (ii) selectively generating a plus or minus signal to vary the speed of the wheeled motorized vehicle assembly, if necessary, to achieve the recalled at least one of the first criterion or the second criterion. a processor system configured to execute instructions; Including, The speed control system is operable to receive the generated positive or negative signal to selectively vary the current speed of the wheeled motorized vehicle assembly. the law of nature, The speed control system, in operating the wheeled motorized vehicle assembly, providing an automatic speed control system for performing automatic speed control; determining a travel lane of the wheeled motorized vehicle assembly based on signals received from the first sensor by sensing with the first sensor; detecting, with the second sensor, a first object laterally displaced from the wheeled motorized vehicle assembly in the determined lane of travel; detecting a second object in front of the wheeled motorized vehicle assembly in the determined lane of travel using the second sensor; receiving, at the processor system of the automatic speed control system, detection signals from the first sensor and the second sensor; Recalling the saved target distance; determining whether the first object and the second object have alternating configurations in the determined lane of travel based on the received detection signal; determining, with the processor system, whether the wheeled motorized vehicle assembly and the first object and the second object are at the target distance in the staggered configuration; If the first object or the second object is not at the target distance, executing instructions in the processor system to automatically vary a speed of the wheeled motorized vehicle assembly to achieve the target distance; Including, capturing an image of a surface on which the wheeled motorized vehicle assembly is traveling using the first sensor; executing instructions using the processor system to identify lane divisions based at least in part on the acquired surface image; further comprising recognizing the laterally offset first object and the forward second object in the staggered configuration includes determining that the laterally offset first object is traveling in a lane dividing portion of the travel lane that is different from the wheeled motorized vehicle assembly; a second object in front of the wheeled motorized vehicle assembly traveling in the same lane dividing section as the wheeled motorized vehicle assembly; Wheeled, powered vehicle assembly. [Brief explanation of the drawings]

[0008] [Figure 1] 1 is a perspective view of a motorcycle according to various embodiments. [Figure 2] FIG. 2 is a view of the fairing assembly from the rider's position. [Figure 3] FIG. 1 is a schematic diagram of the location of a camera system mounted on a motorcycle. [Figure 4] FIG. 1 is a plan view of a motorcycle and various sensors mounted on the motorcycle. [Figure 5] FIG. 2 is a detailed view of the motorcycle and sensor assembly. [Figure 6A] FIG. 10 is a detailed internal view of the mounting location of the sensor assembly. [Figure 6B] FIG. 10 is a detailed internal view of the mounting location of the sensor assembly. [Figure 7A] 4 is a flow chart of the operation of the motorcycle display. [Figure 7B] 4 is a flow chart of the operation of the motorcycle display. [Figure 8A] FIG. 10 is a detailed schematic diagram of a mounting assembly for a forward-facing sensor assembly. [Figure 8B] FIG. 10 is a detailed schematic diagram of a mounting assembly for a forward-facing sensor assembly. [Figure 9] FIG. 1 is a plan view of a motorcycle seat assembly. [Figure 9A] Table 2 contains input criteria for the notification system. [Figure 10] 10 is a flow diagram for external driver notification. [Figure 11A] FIG. 1 is a partial view of a motorcycle having an incline sensor. [Figure 11B] FIG. 1 is a partial view of a motorcycle having an incline sensor. [Figure 11C] FIG. 1 is a partial view of a motorcycle having an incline sensor. [Figure 12A] 1 is a schematic diagram of a motorcycle following a vehicle on a straight road. [Figure 12B]1 is a schematic top view of a motorcycle following a vehicle on a curved road. FIG. [Figure 12C] 1 is a schematic side view of a motorcycle following a vehicle on a curved road. [Figure 13] FIG. 10 is a schematic diagram of a drive assembly for moving the sensor assembly. [Figure 14] FIG. 1 is a schematic plan view of a motorcycle running configuration on a straight road. [Figure 15] FIG. 1 is a diagram of a running configuration of multiple motorcycles on a curved road. [Figure 16A] 1 is a flow diagram of the operation of adaptive cruise control. [Figure 16B] 1 is a flow diagram of the operation of adaptive cruise control. [Figure 17] 1 is a flow diagram of an optional logic / method application of adaptive cruise control. DETAILED DESCRIPTION OF THE INVENTION

[0009] This section provides a general overview of the disclosure and is not an exhaustive disclosure of the full scope or all features.

[0010] Disclosed herein is a rider-operated motorcycle assembly, wherein the rider can steer the motorcycle to travel along an intended path over a surface, which may include a road surface that may be shared with other objects, such as other motorcycles or other vehicles, such as four-wheeled vehicles.

[0011] In various embodiments, the motorcycle 10 may include one or more sensors that detect the environment external to the motorcycle 10. For example, various ranging assemblies, such as a radar assembly or a laser ranging (lidar) assembly, may be used to measure the distance to an external object, the speed or change in speed of the external object, or the location of the external object. Based on the detected object, various systems of the motorcycle may automatically operate and / or switch to provide information to the rider, an operator of an external vehicle, or the like.

[0012] The motorcycle may further include a notification that can be provided to an operator external to the motorcycle. For example, a visual notification, such as a flashing light, may be provided to the external vehicle operator. An audible notification, such as from a motorcycle horn or speaker, may also be provided. Various signals may also be sent to the selected vehicle, such as using commonly available means of communication to the selected vehicle, to alert the driver and / or autonomous driver system of the vehicle's presence. Notification may be provided based on an automated determination, such as the detected location or speed of the vehicle relative to the motorcycle.

[0013] Additionally, the motorcycle may include a constant speed control or cruise control. The cruise control may operate automatically, i.e., using input from various sensors on the motorcycle. The sensors may operate to measure the position of the motorcycle relative to other vehicles, such as other motorcycles and / or other non-motorcycle vehicles. The cruise control may operate substantially without further rider input to maintain a selected or predetermined distance between motorcycles or other objects.

[0014] As disclosed herein, the two-wheeled vehicle can provide automatic feedback and / or notifications to the rider and external operators regarding the presence of the two-wheeled vehicle and / or the location and speed of external vehicles. Notifications can contribute to awareness for the rider of the external vehicle, and vice versa. Additionally, sensor inputs can enable automatic operation of various controls of the two-wheeled vehicle.

[0015] Further areas of applicability will become apparent from the description provided herein. This summary description and specific examples are intended to be illustrative only and are not intended to limit the scope of the present disclosure.

[0016] The drawings described herein are intended to illustrate only selected embodiments rather than all possible examples and are not intended to limit the scope of the present disclosure.

[0017] Like reference numerals refer to like parts throughout the several views of the drawings.

[0018] Exemplary embodiments are described more fully below with reference to the accompanying drawings.

[0019] Referring initially to Figure 1, a vehicle is shown by way of example. The vehicle may include a two-wheeled vehicle that may be generally referred to as a motorcycle 10. Motorcycle 10 is manufactured by Indian Motorcycle, which has a business location in Medina, Minnesota. The motorcycle or vehicle may be any suitable motorcycle, such as a Chieftain® motorcycle or a Roadmaster® motorcycle, both sold by Polaris International, LLC. In various embodiments, the motorcycle or vehicle may be similar to the vehicle disclosed in U.S. Patent Application Publication No. 2016 / 0298807. Other select motorcycle wheeled vehicles, such as autocycles, the Freewheeler® three-wheel motorcycle sold by HD USA L.C., the Spyder three-wheel vehicle sold by Can-Am Bombardier Recreational Products Inc., or the Slingshot® three-wheel vehicle sold by Polaris Inc., having a place of business in Minnesota, may include those having two or three wheels and may also be referred to as motorcycles.

[0020] Typically, the motorcycle 10 includes a first, or front, wheel assembly 12 and a second, or rear, wheel assembly 14. Both wheels 12, 14 may be formed as wheel assemblies including tires, rims, and other known components. The wheels 12, 14 may engage or roll on a road or ground or other suitable surface during operation of the motorcycle 10 and may rotate relative to a frame assembly or structure 16. Of course, the frame assembly 16 may include various components, including metal tubing, an engine, and / or connections to the engine, as well as similar components connected to other components. The frame assembly 16 may have a front portion to which the front wheel assembly 12 is connected and a rear portion to which the rear wheel assembly 14 is connected.

[0021] The motorcycle 10 or vehicle may include only two wheel assemblies 12, 14. Thus, the motorcycle 10 may be a two-wheel only vehicle. In various embodiments, the vehicle 10 may be driven by only a single wheel, such as by only the rear wheel assembly 14. That is, the motorcycle 10 may include only two wheels and be driven by only the rear wheel.

[0022] Further components coupled to the frame assembly 16 may include suspension components 18, which may include a fork assembly with springs therein, and handlebars 24. Additionally, fairing components 20 may be coupled to the frame assembly 16 and may be movable or fixed relative to the frame 16. Additionally, the frame 16 may support a seat or seat assembly 28 that an operator may use to sit on the vehicle 10 during operation.

[0023] The frame 16 may hold or support an engine 40. The engine 40 may include various components, such as those described further herein, and may be part of a drivetrain assembly 42, which may further include a transmission component or assembly 44. Of course, various other components, such as those commonly known in the art, may be incorporated into the vehicle 10 to enable operation of the vehicle 10 by a user, also referred to as an operator. The user may operate the vehicle, including controlling the engine 40 to transfer power from the engine 40 through the transmission 44 to one or more wheels, such as the rear wheel assembly 14.

[0024] In various embodiments, engine 40 may include an engine such as a Thunderstroke® engine sold by Indian Motorcycle International, LLC, having a place of business in Medina, Minnesota. Engine 40 may include a spark-ignition engine in which a spark ignites a petroleum product, such as gasoline, to move a piston. Gasoline, or other suitable fuel, may be initially contained in a fuel tank 50 for delivery to engine 40. Air, which may be used to combust the fuel, initially enters the engine assembly through an air inlet 52. A throttle control 54 may be operated (rotated) by an operator to control a throttle body connected to engine 40.

[0025] The motorcycle 10 may further include a brake assembly, such as a front disc brake assembly 60 attached to the front wheel assembly 12. Those skilled in the art will appreciate that the rear wheel assembly may include a rear disc brake assembly. The rear brake assembly may be covered by various components of the motorcycle 10, such as saddlebags 140. The brake assembly may be manually operated by an operator via a brake control. In various embodiments, the front brake assembly 60 may be actuated by moving a handlebar lever 66 (e.g., by pushing it toward a grip 68).

[0026] The front brake assembly 60 may include a brake disc 70 and a brake caliper assembly 72. As known in the art, the disc 70 is coupled to the rim 12r of the wheel assembly 12. The brake caliper assembly 72 is fixed relative to the disc 70, such as to a portion of the suspension assembly 18. The brake caliper assembly 72 may operate to compress the disc 70 to slow and / or stop the rotation of the wheel assembly 12. A similar process may operate to slow the rear wheel assembly. However, brake assemblies such as the front brake assembly 60 may use alternative braking devices. For example, drum brakes or other braking systems may be used. Furthermore, the braking system may operate in any suitable manner, such as using a mechanical cable or hydraulic braking system.

[0027] Operation of the engine 40, such as accelerating or decelerating the engine, can occur independently and / or in cooperation with the braking system. For example, as described above, the throttle 54 can operate to increase engine RPM. Increasing engine RPM can increase the vehicle speed of the motorcycle 10. In various embodiments, an engine control unit (ECU) 272 can control the engine 40 based on input from the rider 200 (FIG. 4). The ECU 272 and various controls, such as the fuel injectors, can be powered by the battery 90. It should further be appreciated that various gear selections in the transmission assembly 44 can also alter or act to vary the engine RPM of the engine 40 and / or the speed of the motorcycle 10. As described further herein, various components, such as the brake assembly and engine speed control assembly, can be used to vary the speed of the motorcycle 10. Operation of these controls can be largely manual by the operator. In addition to, or in lieu of, manual operation, the various systems may also be controlled generally automatically, such as by receiving inputs from the various systems and executing instructions to achieve selected results and speeds of the motorcycle 10, as described herein.

[0028] Accordingly, motorcycle 10 may further include components operable or configured to execute instructions, as further described herein. Accordingly, motorcycle 10 may include one or more power sources, such as battery 90, which may be charged by a charging system that may include an alternator and / or a stator assembly.

[0029] In addition to the various assemblies, including the control system described above, the vehicle 10 may further include augmentation or accessory systems and / or accessory items. As described above, the motorcycle 10 may include a fairing component 20 that briefly includes a headlight or primary light 100 and one or more auxiliary or passing lights 102, 104, as further described herein. The auxiliary lights 102, 104 may also be turning or turn signals and / or hazard indicators. Additionally, the motorcycle 10 may include a rear or brake light 106 and one or more auxiliary or turn signals 108, 110.

[0030] The fairing component 20 may further include handguards or lateral portions, such as a left handguard 112l and a right handguard 112r. The motorcycle 10 may further include a lower fairing or lower fairing component 120. The lower fairing 120 may surround and / or include highway or engine case bars 122. In various embodiments, the lower fairing 120 may include a compartment or space that may be enclosed within the lower fairing 120. A further accessory may be one or more saddlebags 140. The saddlebags may include various components, such as hinges 142 and lock or fastening assemblies 144. The saddlebags 140 may be of any suitable construction or selected design, such as a generally rigid or semi-rigid case including walls 146 of the saddlebag 140, capable of maintaining a selected shape, as shown in FIG. 1, under selected pressure, such as during riding. The saddlebags 140 may define an interior space, as further described herein.

[0031] In various embodiments, the fairing assembly 20, the lower fairing assembly 120, and / or the saddlebags 140 may define or have compartments that contain various components or assemblies, as described further herein. In various embodiments, the motorcycle 10 may include selected cameras, sensors, emitter arrays, or the like, that may be positioned on various components to provide information to various assemblies of the motorcycle 10.

[0032] With continued reference to FIG. 1 and additional reference to FIGS. 2 and 3, the motorcycle 10 may include a rider-facing, or rearward-facing, portion of the fairing assembly 20. The rider-facing portion of the fairing assembly 20 may include a rider-facing side or face 150. The rider-facing side 150 may include various instruments, such as a speedometer 152 and a tachometer 154. In various embodiments, the fairing assembly 20 may further include a selectable display 160, such as a Ride Command® video display available from Polaris Industries Inc. Selections may be made such that the display 160 can selectively display various information in a selected manner to a rider 200 (FIG. 4) seated in the seat 28. Those skilled in the art will appreciate that the display 160 may be incorporated into various components of the motorcycle 10, such as a rearview mirror, instead of or in addition to a display 160 within the fairing. The display 160 is typically mounted to allow the rider 200 to view the display device 160 without having to turn their head. That is, the rider 200 does not need to turn his or her head away from the forward direction of the motorcycle 10. Selection of information to be displayed on the display 160 can be manual, automatic, or a combination of automatic and manual input. The video display 160 can display information that the rider 200 can select, such as when the display 160 includes a touchscreen and controls similar to a Ride Command® touchscreen display. Additionally, various input or selection buttons or manual controls 162 can be provided to control the display 160. The controls 162 can be soft buttons that are programmable and provide manual input based on their identification on the display 160.

[0033] As described herein, various systems, such as cameras, sensors (e.g., radar, lidar, tilt), etc., can be connected to selected systems of the vehicle in an appropriate manner. For example, cameras for reversing and / or blind spot observation and detection can be wired directly to a display as a video input. In this case, the display can receive the input to display the image from the selected camera. Other systems, such as for cruise control and / or adjustable cruise control, various systems, and sensors (e.g., brake controller, inertial observation unit (IMU) 650, radar, lidar, camera), can be connected to a high-speed communication bus connected to the engine controller (ECU). Visual feedback In various embodiments, display 160 may be a video display that displays recorded or live video or image feed from a selected camera. With continued reference to FIG. 2 and additional reference to FIG. 3, camera 170 may be mounted to lower fairing assembly 120. Camera 170 may include a lens or portal that passes through a portion of lower fairing 120 to allow selected wavelengths of light, such as visible light, infrared light, or other selected types of light, to enter a sensor of camera 170. The camera may be of any selected suitable type, such as camera part number PCC-15501, sold by Protech Global Solutions, LP, having a place of business in El Paso, TX.

[0034] The camera 170 may be connected to the display 160 in a selected manner, such as directly via a wired connection, directly via a wireless connection, or indirectly through a selected processing system or unit. The selected communication protocol may be a controller area network (CAN) bus. In various embodiments, the camera 170 may be connected to a controller or processing system or directly to the display 160 via a video connection. The processor may be integrated into and / or in communication with the engine control unit (ECU) 272. Alternatively, or in addition, a camera control processor may be provided with the camera 170.

[0035] Camera 170 may be used to capture images of a selected area, such as the area behind and / or to the side of motorcycle 10. The captured images may then be displayed on display 160 either as a still photograph (e.g., a single image) or as multiple images (e.g., a video display at a selected frame rate). Camera 170 may include a selected sensor, such as a charge-coupled device (CCD) or complementary metal-oxide semiconductor (CMOS) or other suitable type of detector. The detector may detect light captured or transmitted through lens assembly 172, which is then introduced to display 160 for viewing by the rider.

[0036] In various embodiments, the display on display device 160 may be a live display and / or a display of stored images. Thus, display device 160 may be used to display live images from camera 170 and / or to display recorded and stored images from camera 170. Additionally, motorcycle 10 may include a memory system associated with camera 170 or the like for recording a selected number of images captured by camera 170, such as a video display for a selected amount of time and / or a selected number of still images.

[0037] In various embodiments, images or video captured using the camera can be stored in a selected memory for a selected period of time. For example, a rider can select that images be saved at a selected rate, such as for images every minute, for a selected time. Furthermore, images or video can be saved until memory space is filled and / or the images or video are deleted by the user. Furthermore, recorded images can be accessed and / or moved to memory off the motorcycle. In various embodiments, the controller can be programmed to automatically save a selected amount of video and / or begin recording when a potential or imminent collision is about to occur. In this manner, images and video can be saved for review after a selected period of time.

[0038] Although camera 170 is shown within lower fairing assembly 120, it should be appreciated that camera 170 can include multiple cameras that can be mounted elsewhere. Camera 170 can be selectively mounted and can include additional cameras mounted near handguard areas 112l, 112r and / or to saddlebag 140. For example, lens 172 of camera 170 can be positioned through wall 146 of saddlebag 140 to capture views to the side of motorcycle 10 and / or to the rear of motorcycle 10.

[0039] Additionally, with reference to FIG. 4 , this placement of cameras such as camera 170 allows for views of areas or regions that rider 200 cannot normally see (e.g., blind spots), such as a sideways or rearward view. For example, rider 200 may assume a riding position relative to motorcycle 10, such as facing forward and toward front wheel assembly 12, and mirror 204 may have a first cone of view or first viewing space 204′. However, viewing space 204′ may not include selected areas or spaces commonly interpreted as or referred to as blind spots. Second mirror 205 may also have a cone of view 205′. However, camera 170 may include a cone of view or viewing space 170′ that encompasses or includes at least a portion of the blind spot or that complements a different area or space than mirror 204's viewing space 204′. Various embodiments may include second camera 170a having a second viewing space 170a′, as described above. Additionally, as noted above, the motorcycle 10 may include one or more saddlebags 140 that may include a camera 170b, which may also have a field of view 170b' that may typically include areas or regions to the sides and / or rear of the motorcycle 10. The particular viewing angle of the camera 170b may depend on the type and viewing angle of the lens and the placement of the camera 170b. Additionally, a rearward-facing camera 170c may be provided on and mounted to the motorcycle 10 at a location such as a fender of the motorcycle 10. In various embodiments, the rear camera 170c may be mounted to a bracket connected to the fender, a license plate holder, a saddlebag mounting bracket, or the like. Thus, the one or more cameras 170 may have a visual image relative to the motorcycle that is not readily visible by the rider 200 and / or the mirrors 204, 205, even when the rider 200 is viewing the image reflected in the mirrors 204, 205.

[0040] 2 and 4, the view of a selected camera 170 may be displayed on a display screen or display device 160. The display device 160 may have a selected portion of the display 160 allocated or selected to display the view of one or more cameras 170, and / or the entire display 160 may be dedicated when selected to display the view from a selected camera.

[0041] In various embodiments, based on input from LIDAR 200, a different camera or cameras may be selected to provide visual images to display 160. For example, referring to Table 1 below, various inputs from LIDAR 200 may cause display device 160 to display a visual image from one of the multiple cameras.

[0042] [Table 1]

[0043] Referring to Table 1, the motorcycle 10 may include a turn signal or turn indicator switch. When the rider 200 activates a right turn signal, the right camera view, e.g., camera 170, may be activated and the view displayed on the display device 160. Additionally, as described herein, various lean detection mechanisms may detect or measure a selected amount of lean of the motorcycle 10, and this lean amount may be used, or alternatively, to select the view for the camera 170. The right camera view displayed on the display device 160 may assist the rider 200 in determining whether a vehicle, e.g., object 210, such as another motorcycle or automobile, is present within the cone of view or field of view 170'. Field 170' may include a "blind spot" that the rider 200 cannot directly see, even when looking at the mirror 204, without turning the rider's head. The display 160 may automatically switch to display the view from the camera 170 when the right indicator is activated or activated. Thus, during a right-hand lane change, right-hand turn, or other right-hand or right-moving maneuver, the display screen 160 can display what the right camera 170 of the motorcycle 10 can see.

[0044] Similarly, when the left turn indicator is activated, the left camera 170a can have its visual image displayed on the display device 160. Similarly, when the rider 200 activates a switch indicating a left turn, the left camera 170a's visual image displayed on the display device 160 allows the rider 200 to see areas 170a that may not be visible due to the reflected light 205' in the mirror and / or a simple movement of the rider 200's head. Additionally, as described herein, various lean-sensing mechanisms can detect or measure a selected amount of lean of the motorcycle 10 and can use, or alternatively use, this amount of lean to automatically select the visual image for the camera 170a. The rider 200 can also maintain a forward-facing viewpoint while viewing other areas around the motorcycle 10 to enable easy and efficient operation of the motorcycle 10.

[0045] Additionally, motorcycle 10 may include various inputs, sensors, and controls that can determine the speed of motorcycle 10 and / or other system states, including negative speeds, such as by detecting a downshift, brake input (pressure or mechanical), clutch disengagement (e.g., for a selected duration), throttle reduction, or other suitable speed-related quantity. When a negative speed is detected or measured, rear camera 170b may have a visual image displayed on display device 160. In various embodiments, when rider 200 is moving motorcycle 10 in reverse or backward, such as to park or remove from a storage area, rider 200 can look to display device 160 to see a visual image of the area or space behind motorcycle 10.

[0046] However, in various embodiments, all cameras may be displayed multiple times on the display device 160, such as when a negative speed is measured. For example, the display device 160 may be divided into three sections to allow the left rear, center rear, and right rear of the motorcycle 10 to be viewed on the display device 160, or two or more images from the various cameras may be combined and stitched into a single image using various image stitching algorithms known in the art. In this manner, the displayed image or video image may be a comprehensive or panoramic stitched image or video image. This allows the rider 200 to see the entire area on both sides of the longitudinal axis 101 of the motorcycle 10, or to have a wide field of view, such as from about 90 to about 180 degrees, when backing up the motorcycle 10.

[0047] Thus, the cameras 170 may be operational at selected times, such as when input is received from the rider and / or selected sensed inputs. Thus, the cameras 170 need not be operational at all times while the motorcycle 10 is operating. However, it will be appreciated that the cameras 170 may be operated to be operational at all times when the motorcycle 10 is operating or in operation, with the display device 160 only selectively displaying one or more selected camera views based on rider input or sensed input. Nevertheless, the display 160 may display one or more selected camera views to enable easy and efficient operation of the motorcycle 10 by the operator or rider 200.

[0048] In addition to the camera 170 described above, other sensors may be similarly mounted or connected to the motorcycle 10. As further described herein, the additional sensors may contribute to providing information to the rider 200 through various rider feedback systems. The additional sensors and feedback systems may enable the rider 200 to assess the environment around the motorcycle 10 for ease or efficient riding of the motorcycle 10.

[0049] In various embodiments, the motorcycle 10 can further include, or be mounted to include, a rearward-facing radar assembly. Referring to FIGS. 1, 4, and 5, the radar assembly 250 can be mounted to the saddlebag 140. Of course, the radar assembly 250 can include two radar assemblies, one mounted on either side of the motorcycle 10, such as the radar assembly 250 on the saddlebag 140 and a second radar assembly 252 on the second saddlebag assembly 141. The two radar assemblies 250, 252 can be substantially identical except for being left and right. Similarly, the saddlebag assemblies 140, 141 can also be substantially identical except for being left and right. Thus, descriptions herein of radar assembly 250 and saddlebag 140 apply to either or both saddlebag assembly 140 and radar assembly 250 and saddlebag assembly 141 and radar assembly 252, respectively, unless expressly stated otherwise.

[0050] 6A and 6B, in various embodiments, the bracket member 260 is configured to at least interconnect the radar assembly 250 with at least one wall or bracket of the saddlebag assembly 140. It should be appreciated that only one of the radar assemblies 250, 252 may be mounted to the motorcycle 10. For example, only the radar assembly 250 may be mounted to the rear fender 11 of the motorcycle 10 to include a view of the space behind the motorcycle 10.

[0051] In various embodiments, when attached to the saddlebag 140, the bracket 260 can be attached or secured to the rigid wall 146. Additionally or alternatively, the saddlebag 140 can be attached to the motorcycle 10, such as the frame 16, with one or more bracket assemblies. Thus, the radar bracket 260 can be attached or secured to the saddlebag bracket to secure the radar assembly 250 relative to the motorcycle 10. Nevertheless, the radar assembly 250 is attached or secured to the bracket 260, which can be secured to the wall 146 of the saddlebag 140 using one or more fasteners 262. However, it should be appreciated that the radar assemblies 250, 252 need not be attached to a bracket. For example, the radar assemblies 250, 252 can be secured directly to the wall and / or bracket if the saddlebag bracket and / or wall are of an appropriate type, construction, etc. For example, an adhesive or adhesive material (e.g., double-sided tape) can be used to secure the radar assemblies 250, 252 to a surface. As such, no holes or recesses need to be provided in the saddlebags or brackets for mounting the radar assemblies 250, 252.

[0052] If a bracket is used, the bracket 260 may be formed of a substantially rigid material, such as a metal or metal alloy. However, in various embodiments, the bracket 260 may be formed of a selected polymer that does not absorb, reflect, or otherwise interfere with radar waves. Various polymer materials may include acrylonitrile butadiene styrene (ABS), glass-filled nylon, etc. Additionally, the bracket 260 may include selected features or geometries, such as reinforcing ribs or members 264, to help provide rigidity to the bracket 260. In various embodiments, the radar assembly 250 is selectively secured relative to the motorcycle 10 to minimize movement of the radar assembly 250 relative to the motorcycle 10 during operation. To this end, the radar assembly 250 may be secured to the bracket 260 in a selected manner, such as with one or more fasteners 266 that hold the radar assembly 250 to the bracket 260.

[0053] In various embodiments, radar assembly 250 may include a radar emitter and a radar receiver. Radar assembly 250 may further include various processing systems configured to execute instructions to determine the position, velocity, velocity change, etc., of objects external to the radar assembly and / or relative to motorcycle 10. Radar assembly 250 may include a radar system such as the ARS400, ARS441, and / or SRR320 radar systems, all of which are available from Continental AG, having a place of business in Michigan, USA. Radar assembly 250 may be configured to generate radar signals and receive reflected radar signals to measure the distance of a selected object, such as a motor vehicle, relative to radar assembly 250. Various additional information may include instantaneous velocity (e.g., within a selected number of milliseconds from the notification time) and / or velocity change over a selected period of time. In this case, radar assembly 250 may generate signals related to the vehicle's velocity and / or position relative to motorcycle 10 for further processing, as described further herein.

[0054] Of course, radar module 250 can also send signals only related to received radar signals reflected from external vehicles in the surrounding environment. As described above and further herein, selected processing can be performed by additional or alternative on-board processors, such as a processor unit in or connected to engine control unit (ECU) 272. Thus, it can be appreciated that radar module 250 can include, or selectively calculate, the position, velocity, etc. of external objects, such as article or object 210, relative to motorcycle 10. Further information related to the average or instantaneous speed of motorcycle 10 can be provided to radar unit 250. Communication of information to radar unit 250 can be wireless and / or wired, such as via connection 270, using a CAN bus, etc. In various embodiments, as described above, radar assembly 250 can communicate with ECU 272 located remotely from radar assembly 250, such as under seat 28 and / or near engine 40.

[0055] With continued reference to FIG. 5 and additional reference to FIG. 4, radar assembly 250 can emit a radar signal represented by curve 280. Radar signal 280 can strike an object, such as object 290 and / or object 210 shown in FIG. 4. In various circumstances, object 290 can be a motor vehicle moving toward motorcycle 10. As known in the art, radar signal 280 can be emitted by radar assembly 250, strike object 290, and be reflected back to radar assembly 250. The radar assembly or a selected processing system can determine the position and / or velocity of object 290 based on the reflected radar signal. The reflected radar signal can be represented as reflection or return line 282. In various embodiments, the sensor assembly can operate to measure and determine different distances to different areas relative to motorcycle 10. For example, object 210 can be closer than object 290, and the sensor assembly can operate to determine different distances and make different determinations of activity based on the different distances, as described herein.

[0056] As described above, display 160 may display one or more camera(s) 170's view based on selected inputs. For example, referring to FIG. 7A , a flowchart or logic diagram 300 is shown. Flowchart 300 may selectively operate in addition to or in place of the logic shown and described above in Table 1. Thus, in various embodiments, a rear camera, such as rear camera 170c, may have indicia that are displayed and / or turned on or off on display device 160. For example, referring to flowchart 300, the flowchart may be an algorithm and associated instructions for a processor (e.g., a processor that receives signals from radar assemblies 250, 252 and / or a processor that is part of ECU 272) that determines whether display 160 should display the rear camera's view at block 310 or not display the rear camera's view at block 314.

[0057] The method may include a start block 318 that may begin processing or activate the ignition of the motorcycle 10. The flowchart 300 may then determine, at block 320, whether the speed of the motorcycle 10 is less than 5 miles per hour. If no, then NO path 322 is followed and the rear camera display is turned off at block 314. If the speed is less than 5 miles per hour, then YES path 324 is followed to a second optional decision block 326. At the second optional decision block, a determination is made at block 326 whether the clutch is engaged and / or the motorcycle is in neutral. If the clutch is not engaged or the motorcycle is not in neutral, then NO path 328 is followed and the rear camera display is turned off or not displayed at block 314. Thus, if the speed is less than 5 miles per hour, and if the clutch is not engaged and / or the motorcycle is not in neutral, no display will occur on the rear camera display device 160.

[0058] If a second optional decision block 326 determines that the clutch is engaged and / or the motorcycle is in neutral, such as by receiving a signal from a sensor, then a YES path 330 is followed, and other inputs are measured or received in block 331. The other inputs may be brake application determinations, lean angle, etc. After receiving the other inputs in block 331, if selected, a determination is made in block 332 as to whether the radar has detected an approaching vehicle. The determination of whether the radar has detected an approaching vehicle is based on the detected speed or proximity to motorcycle 10 and / or the calculated time to a potential collision. For example, radar assembly 250 may detect a vehicle approaching motorcycle 10 at a relative speed of 20 miles per hour (MPH) and may detect that vehicle 290 is 60 feet away. Thus, vehicle 290 may determine that it is only about 2 seconds from a collision. However, any suitable time to a collision may be selected to determine a collision.

[0059] If it is determined that the radar has not detected an oncoming vehicle, NO path 334 is followed and no rearview camera display occurs at block 314. However, if the radar assembly 250 detects an oncoming vehicle, YES path 338 may be followed and a rearview camera display may occur on the display device 160 at block 310. Thus, as shown in FIG. 7A , in various embodiments, a rearview camera display may occur even if the motorcycle 10 is not in reverse or has a negative speed, if the motorcycle has a selected forward speed at block 320, the clutch is engaged and / or the motorcycle is in neutral at block 326, and the radar assembly 250 detects an oncoming vehicle at block 332. This allows the rider 200 to see the rearview camera view on the display device 160 at block 310.

[0060] 7A , method 300 can be used to determine whether a selected camera image is displayed on display device 160 to indicate to rider 200 whether a vehicle, such as vehicle 290, is approaching and / or potentially potentially contacting motorcycle 10. However, as noted above, method 300 assumes that the motorcycle is substantially stopped, stationary, or unpowered. For example, method 300 may be appropriate for a motorcycle stopped at a traffic light and / or traffic signal. However, it should be appreciated that rider 200 may wish or choose to view display 160 while the motorcycle is at a selected speed above 5 mph to become aware of an approaching vehicle.

[0061] Referring to FIG. 7B, a method 300′ similar to the method 300 described above is shown. The method 300′ is similar to the method 300, and similar or identical parts will not be described in detail but will instead be given the same reference numerals with a prime added. Thus, the method 300′ may turn on the rear camera view at block 310′ or turn off the rear camera view at block 314′. The method 300′ may begin at block 318′ and may receive an input block 331′. Receiving the input at block 331′ may include the rider 200 activating the rear approach detection system of the motorcycle 10 and / or starting or starting the motorcycle 10. The process may then continue with a determination at block 332′ of whether the radar sensor detects an approaching vehicle or vehicle. As noted above, the determination of whether the radar has detected an approaching vehicle may be based on the speed of the vehicle approaching the motorcycle 10, the distance of the vehicle relative to the motorcycle 10, or the likely collision or contact time based on the detected speed and distance of the vehicle. If no vehicle is detected, NO path 334' may be followed, and the rear camera display may be turned off at block 314'.

[0062] The process can then be restarted, with continued detection or a determination of whether the radar detects a vehicle at block 322'. If a vehicle is detected at block 332', then YES path 338' can be followed to display an indicia at block 310'. Thus, display 160 can display a rear camera view, such as rear camera 170c, when the radar detects an approaching vehicle at block 332'. As a result, it should be appreciated that a rear-facing camera indicia can be provided when motorcycle 10 is substantially stopped or nearly stopped, as shown in method 300, or at a selected or any speed above 5 mph, as shown in method 300'.

[0063] Rider 200 may then notice a vehicle approaching at a selected speed. For example, in block 332, the determination regarding the detection of an approaching vehicle may determine whether the approaching vehicle, such as object 290, has slowed to a selected speed, stopped, or has another selected speed or position. Thus, rider 200 may look at display device 160 without having to turn around to view the area or space behind motorcycle 10. Further, in block 310, the display of display device 160 may be configured to substantially automatically display the visual image of the rear camera in accordance with the logic algorithm shown in FIG. 7A . Thus, while the display of display device 160 may automatically display the visual image of rear camera 170c when an approaching vehicle is detected, rider 200 need not operate a camera, such as rear camera 170c, but rather may operate motorcycle 10 in a manner that would normally be operated.

[0064] It should further be understood that radar assemblies 250, 252 are exemplary sensor assemblies. Alternative or additional sensors may include optical sensors, lidar (laser radar) sensors, etc. Thus, any suitable sensor may be used for determining or processing flowchart 300.

[0065] In addition to radar assemblies 250, 252, additional or further sensor assemblies, including additional radar assemblies, may be mounted to motorcycle 10. In various embodiments, for example, motorcycle 10 may have a third, or forward-facing, radar assembly 350 coupled to motorcycle 10. Forward-facing radar assembly 350, shown in FIGS. 1 and 4, may be coupled to and / or relative to fairing assembly 20. In various embodiments, radar assembly 350 may be incorporated into front headlight 100. Alternatively, or in addition, radar assembly 350 may be coupled to a bracket (similar to bracket 260) coupled to headlight 100, front fender, front fender ornament, and / or other fairing component 20.

[0066] A forward-facing, or forward-looking (FF) radar assembly 350 may emit a radar signal generally in a forward direction or away from the motorcycle, as shown by curve 354. The radar signal emitted from radar assembly 350 may strike an object, such as object 360 in front of, or ahead of, the motorcycle 10, as shown in FIG. 4. Object in front 360 may be any suitable forward object, such as a passenger car or four-wheeled vehicle in front of or ahead of the motorcycle 10. Alternatively, or in addition, as described further herein, object in front 360 may be one or more motorcycles relative to the first motorcycle 10. As described further herein, FF radar assembly 350 may facilitate various systems, such as cruise control of the motorcycle 10, detection and / or avoidance of forward objects, etc.

[0067] 8A and 8B , the radar assembly 350 can be mounted to a bracket assembly or bracket member 370, which is secured to the fairing assembly 20 and / or the front fork or suspension assembly 18. For example, the radar assembly 350 can be positioned on the bracket 370 generally below the front headlight 100 and behind the body panel of the fairing assembly 20. However, similar to the rearward-facing radar assemblies 250, 252, the radar assembly 350 can emit a radar signal 354 that is not obstructed by the selected material of the body panel portion 374, thereby allowing the radar assembly 350 to view the exterior of the fairing assembly 20 unhindered. The bracket assembly can be mounted to a light housing or illumination assembly, a panel of the fairing assembly 20, or any other suitable portion. Thus, in various embodiments, the radar assembly 350 is secured in a selected location relative to the motorcycle 10 for the radar assembly 350 to function.

[0068] However, in various embodiments, different or additional brackets or mounting portions may be required. The radar assembly 350 may be mounted directly to a fairing or other body portion and may be positioned and / or designed to operate without interference from the body panel, even when mounted behind the body panel.

[0069] As described above, radar assembly 350 may include a processing portion that enables radar assembly 350 to determine the relative velocity between motorcycle 10 and object 360, the change in velocity of object 360, and / or the change in velocity of motorcycle 10. In addition to velocity or change in velocity, the path of the external object relative to motorcycle 10 may be determined. Furthermore, in various embodiments, classification of the external object (e.g., trailer truck, small vehicle, motorcycle) may be performed. Accordingly, radar assembly 350 may include a computational portion, such as a processor system, to enable the speed and / or position of various parts to be determined. Alternatively, or in addition, signals from radar assembly 350 may be sent from radar assembly 350 to another processing system, such as ECU 272, for processing the signals from radar assembly 350 to determine velocity, position, and the like. Nevertheless, radar assembly 350 may be used to send radar signals from motorcycle 10 to or reflect signals from an object in front of motorcycle 10, such as object 360. haptic feedback In addition to the display 160, the motorcycle 10 may include further feedback to the rider 200, such as haptic feedback. The haptic feedback may include one or more haptic assemblies disposed in or on the seat assembly 28. Referring to FIG. 1, the seat assembly 28 is disposed on the motorcycle 10 so that the rider 200 can be seated on the seat assembly 28 while the motorcycle 10 is in operation. Referring to FIG. 9, the seat assembly 28 may include one or more vibration motors or haptic feedback assemblies, such as a vibration motor assembly 350. The motor assembly 350 may include, relative to the orientation of the motorcycle 10 with the front wheel assembly 12 at the front of the motorcycle, a right vibration motor assembly 450a, a left vibration motor assembly 450b, and a rear vibration motor assembly 450c. The vibration motor assembly 450 may further include a front or forward vibration motor assembly 450d. The vibration motor assembly 450 may be any suitable vibration motor assembly, such as one that is powered or operated by an electrical source. The vibration motor assembly 450 may be powered by and connected to a battery 90 for power supply.

[0070] The motor assembly 450 may further be connected to a controller, such as a vibration motor controller 452, which may also be attached to the seat assembly 28. The controller 452 may receive signals from various assemblies, such as the rear radar assemblies 250, 252. The controller 452 may further receive signals from other controllers to operate the motor 450 in a selected manner. It should be appreciated that the controller 452 may further include a processing assembly, as described further herein, that enables the vibration motor assembly 450 to operate in a selected manner. Thus, the vibration motor assembly 450 may operate to provide feedback to the ridder 200 when the ridder 200 is on the seat assembly 28.

[0071] The placement of the motor assemblies 450 can provide directional or positional haptic feedback to the rider 200. For example, a rear vibration motor assembly 450c can provide haptic feedback, such as vibrations, to the rear of the rider 200. A right haptic feedback motor 450a and a left haptic feedback motor 450b can provide left and right haptic feedback, respectively, to the rider 200. Similarly, a front or forward haptic feedback motor 450d can provide feedback or sensations to the rider 200 in a forward position.

[0072] In various embodiments, as described above, the radar assemblies 250, 252 can sense or operate to sense or detect an object, such as the rear object 290. As described above, the rear object 290 can be a moving object, such as a passenger vehicle. Thus, the rear object 290 can move toward the motorcycle 10, and that movement can be detected by the radar assemblies 250, 252. As described above, the display 160 can display visual images from one or more cameras 170 based on the detected speed, position, or speed change, etc. In addition to or instead of a display on the display device 160, haptic feedback can be provided to the rider 200. The haptic feedback can be provided by the motor assembly 450 disposed on the seat assembly 28. The feedback to the rider 200 can include additional indicators, including indicators on the display 160, a light source on the fairing assembly (e.g., on the panel or face 150), and / or one or more lights in the mirrors 204, 205. Additionally, various indicators, such as turn signals, can have multiple uses. Turn signals can flash in colors other than to indicate a turn, to instruct the rider 200 at a selected speed, or otherwise.

[0073] 9A , the logical or control conditions may be implemented as conditional statements or expressions executed by the controller 452 (which, as noted above, may include a processing assembly) or other suitable processing assembly that sends signals to the controller 452 to control one or more selected haptic motors 450. In various embodiments, the various entries in Table 2 have priorities, including Priority 1, Priority 2, and Priority 3. The logic may function as else-if logic: (1) if Priority 1 functions are enabled, then perform all enabled Priority 1 tasks and then operate the brakes; (2) else if checks Priority 2 function criteria and if the criteria are met, then perform all applicable Priority 2 tasks and then operate the brakes; (3) else if checks Priority 3 function criteria and if the criteria are met, then perform all applicable tasks and then operate the brakes; and (4) if none of the priority functions are enabled, then no haptic feedback is provided.

[0074] Various functions that can be performed are shown in Table 2 of FIG. 9A . Functions can include forward notification, rear approaching traffic, blind spot detection, and lane change assist. As shown in Table 2, various preconditions include the motorcycle traveling at a selected speed, such as greater than 10 mph or less than 10 mph (including approximately or absolute zero mph). Correspondingly, if priority 1 is determined, a specific task is performed. For example, in the first row, forward notification can be performed if the forward radar assembly detects a forward object 360, such as another vehicle or an obstacle. Upon detection, visual feedback, such as an LED in the mirrors 204, 205 or on the fairing panel 150, can flash at a selected rate for a selected amount of time. Additionally, the center or forward haptic feedback motor 450d can operate to provide haptic feedback to the rider 200.

[0075] Continuing with Table 2 of FIG. 9A , in the second row, a rear approaching traffic warning may also be priority 1 and may be activated if the motorcycle is traveling above 10 mph and the rear radar assemblies 250, 252 detect a rear object 290. Vehicle detection may be based on various sensor inputs and algorithms, as described herein. Feedback to the lidar 200 may again include flashing, and haptic feedback may be provided using haptic feedback motors, such as using the left motor 450b and right motor 450a. In the third row, a rear approaching traffic warning may also be issued if the motorcycle is traveling below 10 mph (including zero mph or substantially zero mph), and the rear approaching traffic warning may be similar or may be augmented, such as with the addition of colored lights or stronger vibrations or feedback using haptic motors.

[0076] Continuing with reference to Table 2 of FIG. 9A , a Priority 2 feature can be added or enabled when it is determined that none of the Priority 1 features are active and a Priority 2 event has occurred. In particular, a Priority 2 item can be a moderate risk to the motorcycle 10, or a lesser risk than would be determined under a Priority 1 condition. Thus, as shown in Table 2, the feedback to the rider 200 can be the same light used for Priority 1, but can include a steady light or indicator light that does not flash. Additionally, the haptic feedback motors 450 can operate differently than in a Priority 1 situation. For example, the front or center haptic feedback motor 450d can pulse rather than operate constantly. Similarly, for a rearward notification, the left 450b and right 450a and / or rear 450c haptic feedback motors can pulse at a selected rate.

[0077] Finally, priority 3 items may include blind spot recognition and detection and / or lane change assistance and feedback. Again, priority 3 items may be implemented only if neither priority 1 nor priority 2 cases occur. Thus, as shown in Table 2 of FIG. 9 , during a left movement, such as a left lane change, the left mirror LED may be illuminated and left haptic feedback 450b may pulse in a selected manner that may differ from other pulsations or movements of haptic feedback motor assembly 450b. Similarly, for a right movement or right lane change, the right high intensity light may be activated and right haptic feedback motor 450a may operate at a selected rate, such as pulsating in a different manner than it would otherwise operate, to provide haptic feedback. Feedback may be enabled when selected sensors, such as radar assemblies 250, 252 and / or camera 170, or other suitable sensors, detect an object in a selected right or left area. For example, as shown in FIG. 4 , priority 3 features may be enabled when a right turn or lane change is being made and object 210 is detected.

[0078] Left and right lane changes can be determined based on the rider 200's operation of the motorcycle 10. In various embodiments, as described above, the rider 200 can operate a turn signal, and the camera 170 and / or radar assembly 250, 252, 350 can operate to detect or determine whether a vehicle or obstacle is in the direction indicated by the rider 200 via the turn signal. In this case, a feedback system such as the haptic feedback motor 450 can appropriately instruct or provide feedback to the rider when another vehicle or obstacle is detected in the right or left area, particularly in a blind spot area of ​​the motorcycle 10. It should be appreciated that further feedback determinations can be made based on factors such as the lean of the motorcycle, the amount of rotation of the front suspension assembly 18, or other selected inputs to the controller 452.

[0079] Vehicle detection can be performed for various warning tasks, such as forward collision or detection recognition (FCW), rear approaching traffic alert (RATA), blind spot detection or warning (BSD), or lane change warning or assistance (LCA), as described above and shown in FIG. 9A and Table 2. For example, the likelihood of a collision can be used to determine a high, low, medium, or other risk. For example, the speed and distance and / or speed change of a vehicle approaching the motorcycle 10, or of the motorcycle 10 approaching another object or vehicle, can be determined. A determination of the likelihood of contact can be made based on the distance, speed, and / or rate of change of speed. For example, if the system calculates from the current speed and / or rate of change of speed and the current distance that the motorcycle 10 is, for example, two seconds or less away from the object, the likelihood can be determined as high risk. If the motorcycle and / or object are found to be at least five seconds away from each other, a medium risk can be determined. If the motorcycle and / or object are found to be at least ten seconds away from each other, no or low risk of collision can be determined. Of course, various times can be defined, such as 3 seconds for high risk, 4 seconds for medium risk, and over 20 seconds for no risk, and the times are merely examples. Nevertheless, based on signals from various assemblies, such as the radar assembly, a decision can be made and feedback can be provided to the rider, such as liver feedback and / or a display on the display device 160.

[0080] In various embodiments, the haptic feedback system may include more than four motors 450a-450d, which may also be referred to as zones, and / or fewer than four motors 450a-450d. For example, to provide front and rear haptic feedback, only a front motor 450d and a rear or rear motor 450c may be provided. Similarly, to provide left and right haptic feedback, only a left motor 450b and a right motor 450a may be provided. Thus, the haptic feedback system may require more than four motors 450a-450d and / or only four motors 450a-450d. Notice to Non-Riders As noted above, various sensors, such as rearward facing radar assemblies 250, 252 and / or forward facing radar assembly 350, may sense or detect objects external to motorcycle 10. As further noted above, feedback regarding the various detected objects may be provided to rider 200 of motorcycle 10. However, in addition to feedback provided to rider 200, feedback or notification may be provided to the object or individuals within object 290, the rider of motorcycle 10, and / or alternatively, other vehicles.

[0081] 1, 4, 9, and 10, alerts may be provided to the rider 200 and to the operator of an object surrounding, external, or outside the motorcycle 10, such as the driver of a vehicle, which may be an object such as the rear object 290. As noted above, various feedback may be provided to the rider 200 based on the detected proximity of a vehicle, such as the rear object 290. Similarly, instructions or notifications may be provided to the operator of the rear vehicle.

[0082] As noted above, with particular reference to FIG. 1 , the motorcycle 10 can include various visual indicators, including one or more rear projecting lights. For example, there may be a left turn indicator 108 and a right turn indicator 110. Typically, the turn indicators may be non-white, and both the left light 108 and the right light 110 are operated in a hazard mode, which may illuminate simultaneously and / or flash simultaneously. Additionally, the motorcycle 10 can include a center light, such as a brake light 106. The brake light 106 is also typically non-white, such as red or a shade of red. Any one or more of these indicators may be illuminated when instructing an oncoming vehicle. Notification, as described herein, may include when the motorcycle 10 detects an oncoming vehicle approaching at a high rate of speed without slowing down, or indicating that the motorcycle 10 is slowing down to further enhance the operator's visibility of the oncoming vehicle.

[0083] Thus, with reference to Figure 10, a selected notification, such as visual or audio feedback, may be provided to the operator of an approaching vehicle. For example, flow chart 480 shown in Figure 10 may include continuous or repeated monitoring or detection of a rear approaching object or vehicle, such as object 290, at block 484. Decision block 488 may be whether a vehicle is detected. If a vehicle is not detected, NO path 490 may be followed to continue monitoring at block 484. If a vehicle is detected, YES path 494 may be followed.

[0084] Detection of an approaching vehicle can include various determinations such as those described above, including the relative speed of the detected external object or vehicle, rate of change of speed, distance, etc. A positive determination of a detected or detected vehicle can be that the speed of an external vehicle, such as object 290 (FIG. 4), is greater than 5 miles per hour and faster than a motorcycle. Alternatively, or in addition, the external vehicle is determined to be less than a predetermined time away, such as less than 2 seconds away, given the speed, distance, and / or change in speed.

[0085] After the YES path 494 is followed, a first driver instruction may be provided at block 500. The first instruction at block 500 may be if the external object is traveling at a selected slow speed, is a selected distance away, is determined to be away for a selected time, is traveling at a selected speed relative to the motorcycle 10, or a combination of the above. The external driver instruction may include flashing a hazard or indicator light, such as lights 108, 110, a selected number of times at a selected rate, such as three times with approximately 500 milliseconds between each flash. Feedback including flashing a turn signal on the panel 150 and / or flashing a particular icon or indicator on the panel 160 of the fairing assembly 20 may be provided to the rider 200, as described above in FIG. 9.

[0086] After providing the initial instruction in block 500, a determination is made in block 504 whether a vehicle is continuing toward motorcycle 10 and has certain conditions (e.g., selected speed, distance and speed, time away, etc.) If it is determined that the vehicle or external object has slowed down and therefore will not continue toward the motorcycle at the selected speed, NO path 506 may be followed and continued monitoring may continue in block 484.

[0087] If the vehicle or object continues to approach the motorcycle 10 at a high speed, YES path 510 is followed and further or additional instructions can be provided to the driver at block 514. Further instructions can include an audio output, such as a sounding notification system, such as a speaker, or other audio output, such as a horn, such as a siren. For example, a directional speaker 520 (FIG. 1) can be mounted near the taillight 106 and / or in one or more saddlebags 140. The directional speaker 520 can be oriented away from the rear of the motorcycle 10 so that sound waves are directed toward the approaching object 290. Additionally, the brake lights 106 can flash at a selected rate, number of flashes, or other suitable indication. Additionally, the brake lights 106 can flash in addition to the indicator lights 108, 110. While continuing to monitor at block 484, instructions / notifications can continue at block 514. Thus, the instruction in block 514 can occur until the vehicle 290 is known to have slowed or stopped. Thus, output regarding the approaching object or item can be provided both to the lidar 200 and to the operator of the approaching object. Tilt Measurement 1 , as described above, motorcycle 10 can include various assembly portions, such as frame 16, saddlebags 140, highway / engine guard bars 122, and other selected components. In various embodiments, the selected assemblies can be mounted in various locations relative to these mounting portions to enable detection of areas external to or around motorcycle 10. In various embodiments, for example, referring to FIG. 11A , motorcycle 10, including saddlebags 140, can include one or more sensors 600. Sensor 600 can be a selected type of sensor, such as an ultrasonic sensor, a laser imaging detection and ranging (LIDAR), a radar sensor, or other suitable sensor.

[0088] The sensor 600 may emit a signal 602, such as an ultrasonic signal, that strikes a surface, such as a road surface 606. A reflected signal 608 may then be received by the sensor 600. The sensor assembly 600 or other suitable processing system may measure the distance between the sensor 600 and the surface 606 from which the reflected signal 608 reflects. The distance may be used to determine the lean angle or position of the motorcycle 10 relative to the road surface. Additionally, an internal monitoring unit (IMU) 650 may be attached to the motorcycle 10 to measure a selected orientation of the motorcycle 10 relative to the direction of acceleration due to gravity and / or vehicle motion, as described herein.

[0089] 11B and 11C, in various embodiments, the motorcycle 10 can include sensor modules on both the right and left sides, such as a first module 600 on the left side and a second module 600a on the right side. A central axis 612 can be formed between the motorcycle 10 and a surface 606 such that a substantially right angle 614 is formed between the motorcycle 10 and the surface 606 when the motorcycle 10 is upright. Thus, both sensors 600, 600a sense the same distance or a predetermined distance at the right angle 614. However, in certain situations, the motorcycle 10 can be tilted relative to the surface 606. As shown in FIG. 11, the motorcycle can be tilted such that the left sensor 600 is closer to the surface 606 than a second distance, such as a first distance 620, of the second sensor 600a. In this orientation, the motorcycle 10, or the axis 612 defined by this orientation, has an angle 624 that is greater than the angle 614. However, it will be appreciated that a complimentary angle to angle 624 is one in which the left side of the motorcycle is closer to surface 606 when the motorcycle is cornering in a left turn. Thus, sensors 600, 600a are used to measure the relative spacing of the left and right sides of motorcycle 10 with respect to surface 606 in order to determine, or contribute to determining, the lean angle of motorcycle 10 with respect to surface 606. It will be appreciated that multiple sensors can be located on both sides, such as multiple sensors that can contribute to providing supplemental information or feedback regarding the sensed signal.

[0090] Additionally, the IMU 650 shown in FIGS. 1 and 11A can include various sensors in addition to the sensors 600 and 600a. The IMU 650 can include one or more gyroscopes, one or more accelerometers, and combinations thereof. The gyroscopes and accelerometers can be mounted to the frame 16 using a bracket or the like at a fixed location relative to the motorcycle 10. The IMU 650 can be positioned generally near the center of gravity of the motorcycle 10, including to accommodate the rider 200 seated on the motorcycle. The IMU 650 can be used to provide information or feedback regarding the specific position or orientation of the motorcycle relative to gravity. The accelerometers and gyroscopes can be any suitable accelerometers and gyroscopes, which can be integrated into a single system or unit or can be separate systems and units. Exemplary accelerometers and gyroscopes include the iNEMO inertial module, a constantly operating 3D accelerometer and 3D gyroscope available from STMicroelectronics NV.

[0091] In various embodiments, information regarding the lean angle or angle of the motorcycle 10 can include information from the IMU 650 and sensors 600, 600a. As described above, the sensors 600, 600a can be used to determine the angle of the motorcycle 10 relative to a plane 606. However, the IMU 650 can determine the angle of the motorcycle 10 relative to gravity, which typically points toward the center of the Earth. However, it will be appreciated that the plane 606 may not be perpendicular to gravity. Thus, when the plane 606 is not perpendicular to the direction of gravity (e.g., a superelevated or sloped road surface), the actual plane 606 may not be perfectly defined by the IMU 650. Therefore, various embodiments may choose to include additional sensors, such as sensor 600, to contribute to determining the lean angle of the motorcycle 10 relative to the plane 606. The additional information can be used for various purposes, including compensating for possible directions of motion of the motorcycle in sensor detection signals from the radar assemblies 250, 252, 350, etc., as described herein. Additionally, the tilt information can aid any system that targets or relates to the tire contact patch, such as an anti-lock braking system (ABS) or traction control. Sensor Assembly and / or Beam Movement As noted above, the motorcycle 10 may not always be perpendicular to the road surface, such as the road surface 606 shown in FIGS. 11A and 11B. In various examples, the motorcycle 10 may tilt relative to the road surface 606, as shown in FIG. 11C, such as when the motorcycle 10 is turning or moving. As shown in FIG. 1, the radar sensor 350 may be mounted in a substantially fixed position relative to the motorcycle 10 and / or the fairing 20. In various embodiments, the fairing 20 may rotate when the operator 200 turns or turns the handlebars 24 of the motorcycle 10. Even if the radar assembly 350 is fixed relative to the motorcycle 10, such as the frame 16, so as not to rotate, the motion of the motorcycle 10 may cause the radar assembly 350 not to point directly in front of the motorcycle 10 and / or along the intended path of the motorcycle 10.

[0092] Referring to FIG. 12A , in various examples, the motorcycle 10 can move along a surface 606, and a beam or signal 350b is emitted by the radar assembly 350 substantially along the axis 10l of the motorcycle 10. The axis 10l can be the longitudinal axis of the motorcycle 10. As described above, the radar assembly 350 can be fixed so that the beam 350b emits a beam or cone substantially centered about the axis 10l. In various situations, as shown in FIG. 12B , the motorcycle 10 and the beam 350b cannot be directed along the path 606r of the surface 606, such as when the surface 606 is a curved road. Thus, the beam 350b, which extends along the axis 10l, can no longer encompass the object ahead because the object ahead 360 is not present, or is completely absent, from the beam 350b due to the road surface 606. Furthermore, as the motorcycle 10 turns across the path 606r, the beam 350b, which is generally conical, cannot be directed, or is substantially unable to be directed, above the horizon or plane 606, as shown in FIG. 12C.

[0093] 12C , radar beam 350b may be incident on or encompass a space or area below surface 606 due to the tilt angle of motorcycle 10 determined above. Thus, as motorcycle 10 moves or travels along curved path 606r, radar beam 350b cannot be directed toward an area or space in front of motorcycle 10. Thus, as described further herein, radar sensor 350 may move relative to motorcycle 10 to direct radar beam 350b substantially away from surface 606 and / or around curved path 606r, maintaining beam 350b in front of motorcycle 10, to enable it to encompass or detect vehicle 360.

[0094] As described above, when the motorcycle 10 begins a turn, the motorcycle 10 can lean without substantially changing the direction of the radar assembly 350, preventing the motorcycle 10 from rotating the fairing assembly 20 as the motorcycle 10 turns in the direction of the curve 606r. As is known in the art, the motorcycle 10 can begin a turn on a curve by leaning, which prevents the radar assembly 350 from pointing the radar beam 350b along the direction of the curve 606r. Additionally, as is known in the art, the motorcycle 10 can turn or move using a counter-steering technique in which the handlebars move in a direction opposite to the intended direction of travel of the motorcycle 10. The counter-steering technique can initially move the handlebars away from the direction of the curve 606r, which prevents the radar beam 350b from being pointed along the direction of the curve 606r.

[0095] In various embodiments, as described above, sensors may be used to sense the lean angle of the motorcycle 10, such as the IMU 650 and / or the sensor 600. Additionally, additional sensors may be provided to measure or sense the amount of rotation of the handlebars 24 relative to the frame 16. Various sensors, such as the IMU 600 and / or the sensor 600, may contribute to determining the direction of travel.

[0096] 13 , a radar assembly 350 is shown schematically. The radar assembly 350 is capable of emitting a radar beam 350b. However, it should be understood that the radar assembly 350 shown in FIG. 13 is illustrative of any suitable sensor assembly. As noted above, the radar assembly 350 may be mounted to the motorcycle 10 in any suitable manner. For example, the radar assembly 350 may be fixedly mounted to the motorcycle 10, such as to the fairing assembly 20. In various embodiments, the radar assembly 350 may be fixedly mounted to the actuator 700.

[0097] The actuator 700 may include various components, such as a stage 704 and a platform 706. The platform 706 may include a motor 710 coupled to the stage 704 via selected components, such as a rod 712. The motor 710 may be controlled by the ECU 272 or another assembly, such as the IMU 650, based on a calculation of the lean angle of the motorcycle 10. The motor 710 may move the rod 712 to move the stage 714 in a selected manner to counteract a motion of the motorcycle 10, such as a lean or bank, to ensure that the beam 350b is maintained in a selected direction. For example, as shown in FIG. 12B , the motor 710 may operate to twist or rotate the radar assembly 350 in a selected manner about an axis 716 to redirect the beam 350b along the curve 606r. In this manner, the beam 350b may be operated to maintain the beam 350b along the intended direction of travel of the motorcycle 10, regardless of the position of the radar assembly 350 relative to the motorcycle 10.

[0098] Movement of the radar assembly 350 to change the radar beam position may be based on the magnitude of the determined tilt angle, the rotation of the handlebars 24, or other appropriate considerations. For example, the actuator 700 may rotate the radar assembly 350. For example, the radar sensor 350 may rotate opposite to the tilt angle to compensate for the movement of the beam 350b toward the plane 606 shown in FIG. 12C. Thus, the radar sensor may move 1° clockwise or counterclockwise for each tilt angle, or vice versa. The radar sensor may also rotate to track the direction of the path of the motorcycle 10. Furthermore, the motor 710 may operate to move the stage 704 at an angle relative to the platform 706 in addition to rotating about the axis 716. Thus, the radar assembly 350 may move in an appropriate manner relative to the platform 706.

[0099] Other mechanical systems can be used to further operate the radar assembly 350. For example, the radar assembly 350 can be mounted on a gimbal, such as a multi-axis gimbal, whereby the single-axis or multi-axis gimbal can move to direct the radar beam 350b based on inputs from a selected amount of tilt angle and / or rotation of the handlebars 24. Thus, the radar assembly 350 can move in a selected manner using a mechanical system to direct the radar beam 350b. Similarly, or alternatively, the radar sensor 350 can be moved using other systems, such as a headlight.

[0100] However, in further embodiments, the beam 350b can be directed relative to the radar assembly 350 using a selected beam shaping or forming mechanism. Thus, in various embodiments, the radar assembly 350 can be maintained and positioned in a fixed position relative to the motorcycle 10, but the beam 350b can be repositioned relative to the radar assembly 350. In such systems, the beam 350b can be shaped or formed using electronic means, such as frequency modulation. Additionally, a mechanical system can reposition the beam 350b, such as using one or more antenna arrays of the radar assembly 350 that are movable without moving the physical case or housing of the radar assembly 350. Thus, the radar beam 350b can be repositioned in the manner described above without moving the radar assembly 350. Automatic follow distance and cruise control The motorcycle 10 may include systems configurable by the rider 200 for various purposes. For example, cruise controls may include an electronic switch or selector 905 that allows the rider 200 to select a speed at which the motorcycle 10 will remain. The cruise controls may include cruise control devices such as those known in the art, including the cruise controls implemented on Roadmaster® motorcycles, as described above. The cruise controls may selectively maintain the motorcycle at a selected speed. However, in various examples, the speed of the motorcycle may be selected to change due to various conditions, such as an object in the selected or intended path of the motorcycle 10. The motorcycle 10 may include a radar assembly 350, as described above. The radar assembly 350 may include various features for identifying and determining the position, speed, and speed changes of objects in front of the motorcycle 10 or in the intended path. Referring to FIG. 1 , the motorcycle may include, in addition to the radar assembly 350, one or more camera assemblies 800 that include various portions, such as a lens, having a field of view 802 of the area ahead of the motorcycle 10. The camera 800 may be positioned and configured to obtain a visual image of the road or surface 606 in front of the motorcycle 10 .

[0101] Referring to FIG. 14 , the motorcycle 10 may generally travel in an intended direction of travel, such as direction 850. When the motorcycle 10 is traveling in direction 850, the motorcycle 10 may be on a surface 606 along with other vehicles. Typically, the motorcycle 10, particularly one that includes a cruise control system, may travel on a road surface. The road surface may be divided into multiple lanes using lane markers 860 or the like. The lane markers may include various features, such as paint on the surface 606, particularly paint of a different color than the road surface. Other possible road markers 864, 866, such as shoulder markers or additional lane indicator markers 864, 866, may also be present. By way of example, as shown in FIG. 14 , the lane markers 860 may indicate the separation of a first lane 870 and a second lane 874. As described further herein, the first lane 870 may travel in the same direction as traffic in the second lane 874, or the traffic may flow in opposite directions.

[0102] However, in various embodiments, motorcycle 10 may be traveling in lane 870 with one or more other motorcycles, such as second motorcycle 880, third motorcycle 884, and fourth motorcycle 888. A motorcycle traveling in the same direction and / or lane as motorcycle 10, typically detected or identified by a system such as one or more radar systems described herein, may be referred to as a target or identified forward motorcycle. Other vehicles or motorcycles may also be targeted or identified, but typically would not be referred to as a target forward motorcycle if they do not travel in the same direction of travel as motorcycle 10. For example, fifth motorcycle 890 may also be present in second lane 874. In various embodiments, even if traveling in the same direction as motorcycle 10, fifth motorcycle 890 would not be a target forward motorcycle because it is not in the same lane as motorcycle 10. Additionally, as noted above, other lanes or possible lanes may include third lane 876, as noted above. According to various embodiments, a passenger car or large vehicle 894 may be in the third lane 876 and, as described above, may also generally travel in the same direction 850 .

[0103] Motorcycle 10, which includes various sensors such as radar assembly 350 and / or a camera assembly including lens 800, can detect and / or see lane 870 in which motorcycle 10 is traveling, including lane indicators 860 and / or lane indicators 864, and various other vehicles related to motorcycle 10, including second motorcycle 880, third motorcycle 884, fifth motorcycle 890, and large vehicle 894.

[0104] As the motorcycle 10 travels, the motorcycle 10 can enter a single lane, such as the first lane 870, in a staggered configuration. In a staggered configuration, the motorcycle 10 can travel along the path 900 with a third motorcycle in a straight line, but at a selected distance 901 from the third motorcycle. In a staggered configuration, a second motorcycle 880 can be to the right of the motorcycle 10 but offset laterally in the same lane. Additionally, the second motorcycle 880 can travel along the path 910 with a third motorcycle 884 offset laterally from the second motorcycle 880, and a fourth motorcycle 888 along the path 910 immediately ahead of the second motorcycle 880, all in the same lane. A large vehicle 894 can be offset laterally from any of the motorcycles 10, 880, 884, 888, such as in the third lane 876. Additionally, a fifth motorcycle 890 may be in the second lane 874 and may be traveling in the same direction as or opposite to the motorcycle 10. Nevertheless, the lane marker 860 separates the first lane 870 from the second lane 874.

[0105] Thus, in various embodiments, motorcycle 10, including selected sensors such as radar assembly 350 and / or camera assembly 800, can locate or identify lane 870, such as by recognizing lane markers 860 and 864. Within first lane 870, selected sensors such as radar assembly 350 and / or camera 800 can detect or locate second motorcycle 880 and third motorcycle 884. As described above, radar assembly 350 can emit radar signal beam 350b and detect reflected radar signals to recognize selected vehicles external to motorcycle 10, such as second motorcycle 880, large vehicle 894, and fifth motorcycle 890. Of course, additional motorcycles or non-motorcycle vehicles can be present in the same lane as motorcycle 10 or in other lanes, such as second lane 874 or third lane 876, and those disclosed herein are merely examples.

[0106] For example, radar assembly 350 may recognize second motorcycle 880, third motorcycle 884, fifth motorcycle 890, and large vehicle 894. Additionally or alternatively, camera sensor 800 may recognize lane markers 860, 864 to recognize the lane 870 in which motorcycle 10 is traveling. Various inputs may be provided to selected processing systems, such as a position processor or cruise control system, including or incorporated into ECU 272. As described further herein, ECU 272 may include a processor that executes selected instructions for automatically controlling cruise control on motorcycle 10, providing feedback to rider 200 as described above, providing signals to other drivers as well as the like.

[0107] 14 , in a first lane 870, multiple motorcycles, including first, second, third, and fourth motorcycles, or even including only a first motorcycle 10 and a second motorcycle 880, may travel in a staggered configuration within the single first lane 870. As will be appreciated by those skilled in the art, a staggered configuration may include two motorcycles, including a first motorcycle 10 and a second motorcycle 880, traveling offset by a selected lateral distance, such as the distance 950 between lane markers 860, 864 in the first lane 870, rather than traveling parallel to one another within the single lane 870. However, in a staggered configuration, the second motorcycle 880 is a selected distance 960 ahead of or in front of the first motorcycle 10. When more than two motorcycles are in a staggered configuration, such as a third motorcycle 884, the third motorcycle is also offset by a lateral distance 964, which may be the same distance 950. The third motorcycle 884 may be a distance 968 ahead of the second motorcycle 880 and a distance 901 ahead of the first motorcycle 10 along the path 900. The lateral offset distances 950, 964 may be substantially the same, with the forward distance 960 typically being less than the distance 901, while the distance 960 may be the same as the distance 968. In a staggered configuration, any suitable number of motorcycles may travel in the first lane 870, or any other suitable single lane. The lanes may be marked with lane markers, such as lane markers 860, 864.

[0108] Additionally, the single lane 870 may be divided into two or more internal or virtual lane divisions. As shown in FIG. 14 , the single lane 870 may include a first lane division 870a, a second lane division 870b, and a third lane division 870c. The lane divisions 870a, 870b, and 870c may be virtual and / or identified by a sensor system, such as a forward-facing camera and processor system. The lane divisions 870a, 870b, and 870c may each typically comprise approximately one-third of the lane width, such as the width of the lane 870 between markers 860 and 864. A laterally offset motorcycle typically occurs when a subject motorcycle, such as second motorcycle 880, is in at least a different lane division laterally offset from motorcycle 10.

[0109] The radar assembly 350 can emit a beam 350b into the environment around the motorcycle 10, which can strike, encompass, and / or be reflected by at least the second motorcycle 880, the third motorcycle 884, the large vehicle 894, and the fifth motorcycle 890. As described above, the radar assembly 350 can determine the position of the motorcycle 10, the speed of various objects, the speed changes of various objects, and their relative speeds with respect to the motorcycle 10. Additionally, as described above, the forward-facing camera 800 can view the path ahead of the motorcycle 10. In various embodiments, the ECU 270 can include a processor that executes instructions to recognize various features of the surface 606, such as lane markers 860, 864 and objects in the path ahead of the motorcycle 10. Thus, the camera 800 can also acquire images of the second motorcycle 880, the third motorcycle 884, the fifth motorcycle 890, and the large object or vehicle 894. However, it should be appreciated that a selected processor system may be separate, even when communicating with ECU 272. As noted above, various direct connections, bus data communications, and others are possible for communicating between a sensor, such as radar sensor 350, and one or more processors.

[0110] In various embodiments, the rider 200 may operate a cruise control on the motorcycle 10. As described above, the cruise control may operate to selectively maintain a speed of the motorcycle 10 selected by the rider 200. The cruise control may be set using one or more switches 905 (FIG. 2), but may be supplemented or modified using manual and / or automatic inputs that adjust the speed of the motorcycle 10 to maintain a set distance 960 from the second motorcycle 880 and / or a set distance 901 from the third motorcycle 884.

[0111] Thus, in various embodiments, various sensors on motorcycle 10 may operate to provide feedback regarding obstacles and / or motorcycle operation to cruise controls or automatic cruise controls of motorcycle 10. Feedback may be provided to the rider, as described above. However, feedback to the cruise controls may be substantially automatic and facilitate operation of motorcycle 10 relative to second motorcycle 880 and / or third motorcycle 884.

[0112] Furthermore, even in an initial staggered travel configuration as shown in FIG. 14, multiple motorcycles, such as a first motorcycle 10, a second motorcycle 880, and a third motorcycle 884, may travel or form a substantially single file configuration when entering a curve to form a selected single travel lane or line 870c, as shown in FIG. 15. The curved first lane 870c is enclosed or defined by curved lane markers 860c, 864c. The first motorcycle 10 may be positioned substantially in a straight line or a distance 1000 behind the motorcycle 880 on a substantially identical or selected single path through the curve of the curved first lane 870c. Similarly, the third motorcycle 884 may be a distance 1004 in front of or ahead of the second motorcycle 880. Thus, in a situation where multiple motorcycles are traveling around curve 870c, the multiple motorcycles may enter or transition in a substantially single path until they re-enter a straight portion of first lane 870 and a staggered configuration is re-established. Thus, in a change situation where second motorcycle 880 transitions from an offset position relative to first motorcycle 10, such as offset by distance 950, to substantially zero offset, distance 960 of first motorcycle 10 from second motorcycle 880 may change to distance 1000. However, a change in riding configuration may not require an indication to rider 200 that a collision between motorcycle 10 and an object in front of motorcycle 10, such as second motorcycle 880, is likely or is noticeable. No feedback to rider 200 to significantly change the speed of motorcycle 10 needs to be provided when a change in configuration occurs. The cruise control system can automatically reduce the cruise control speed to achieve distance 1000, which can be substantially equal to distance 901, the distance between two motorcycles on a single intended path. The speed can be varied by varying engine speed, such as through ECU 272, and / or by applying a selected braking force, such as through a brake controller.

[0113] 16A and 16B, and with continued reference to FIGS. 14 and 15, the motorcycle 10 may include an adaptive or intelligent cruise control system that may operate according to a flowchart 1100 shown in FIGS. 16A and 16B. In flowchart 1100, the process begins at start block 1104 and then proceeds to decision or analysis block 1106, which determines whether the adaptive cruise control system (ADC) is activated or deactivated. It should be appreciated that start block 1104 may begin upon ignition of the motorcycle 10 or when the motorcycle 10 reaches a selected speed (e.g., 10 mph) or other suitable initiation criteria. Accordingly, process 1100 may be processed or executed by a processor in the ECU 272 or other suitable processor system. Typically, the ECU 272 may communicate with a cruise control system to operate the engine at a selected speed. Additionally, the ADC may communicate with one or more controllers for the braking system 72. However, in various embodiments, the process 1100 may be embodied in instructions and / or logic executed by a processor system of the ECU 272 or other suitable processor system.

[0114] If block 1106 determines that the ADC is stopped, a "stop" path 1110 is followed back to start block 1104. Of course, a non-ADC not expressly included in flowchart 1100 may be selected. A non-ADC may operate as a known cruise control that attempts to maintain a selected speed of the motorcycle. Flow path 1100 may be interpreted as forming a loop during operation of motorcycle 10, according to various embodiments.

[0115] If the cruise control is determined to be active, such as by being selected by a user or programmed by the LIDAR 200, the "Active" path 1114 is followed to decision block 1120 to determine whether a cruise control system error and / or a sensor error exists. A sensor error may include the radar assembly 350 not sending or receiving a signal or in another error state. Additionally, it should be understood that other sensors that may be incorporated into the cruise control method 1100 may also be in error. If an error is detected from a sensor, accepting or modifying sensor-based cruise control is discontinued, and the YES path 1124 is followed to start block 1104. According to various embodiments, an indication may be provided to the LIDAR 200, such as using the display device 160, if a sensor error is identified. Additionally, the LIDAR 200 may be provided with additional warning or error indicators, such as using selected LEDs or warning lights. Nevertheless, if the error is in the sensor assembly, the YES path 1124 is followed, whereby cruise control is not modified by input from the assembly.

[0116] If no errors are found in the sensor assembly, NO path 1130 is followed. As described above, the lidar 200 can operate the cruise control to activate the cruise control and select a selected speed, such as an initial or set speed, in block 1132. The initial speed set in block 1132 can be requested or selected by the lidar 200, but can be supplemented or modified by intelligent or adaptive cruise control as described herein, such as by flowchart 1100.

[0117] After accepting the set initial speed at block 1132, method 1100 may verify or re-verify that adaptive cruise control is engaged or selected at block 1133. If adaptive cruise control is disengaged, a "Stop" path 1133a may be followed to restart process 1100 at start block 1104. If adaptive cruise control is determined to be engaged (e.g., by verifying input from the rider 200 for adaptive cruise control operation), an "Engage" path 1133b may be followed to determine whether the set speed has been updated at block 1134. If the set speed has been updated or changed, a YES path 1134 may be followed, thereby saving the latest set speed at block 1135. If the set speed has not been updated, a NO path 1134b may be followed, or a path may be followed to recall the target tracking criteria at block 1137 after the new set speed has been saved at block 1135, as described herein.

[0118] The selected speed selected by the lidar 200 may be a desired speed supplemented by the flowchart 1100 to maintain or achieve a selected following distance, such as the following distance 960 shown in FIG. 14 and the following distance 1000 shown in FIG. 15 together. Accordingly, the cruise control adaptive system according to the flowchart 1100 may recall target following criteria A, B. The target following criteria A, B, such as distance, need not be absolute or discrete, but may include a range or have a tolerance range. As described further herein, the following criteria A, B may include a length or physical distance measured in feet or meters, for example. The following or target criteria may also and / or alternatively include a distance between two objects, such as the first motorcycle 10 and the second motorcycle 880, and a time based on speed or relative velocity. Thus, as described above, the distance 960 between the first motorcycle 10 and the second motorcycle 880 can be a distance that can be traveled in a selected amount of time, such as from about 1 second to about 3 seconds, inclusive, based on the current or instantaneous speed of the motorcycle 10 relative to an object, such as the first motorcycle 880. The distance 910 between the first motorcycle 10 and the third motorcycle 884 can be a distance that can be traveled in a time period of from about 2 seconds to about 6 seconds, inclusive, based on the current or instantaneous speed of the first motorcycle 10 relative to the third motorcycle.

[0119] This distance may therefore be a following distance or target distance, e.g., distance 960, 901, which may also be referred to or interpreted as the time or amount of time required for motorcycle 10, or each of the other motorcycles, to travel distance 960 or distance 901. For example, distance 901 may be determined to be 2 seconds, and if motorcycle 10 is traveling at 70 mph, length or distance 901 should be approximately 200 feet to approximately 220 feet, including approximately 204 feet. However, it should be appreciated that if motorcycle 10 slows to a slower speed, such as approximately 35 mph, distance 910 may be shorter while still maintaining the following distance or time of 2 seconds. Thus, as described further herein, the distance or time between two vehicles, such as motorcycle 10 and second motorcycle 880 and / or third motorcycle 884, may generally be referred to as a reference, which may include a target following reference. The target following criteria can include a length or length interval that is distance 910 and / or distance 960, or a selected time, and the selected time can be a target following criteria based on the speed of motorcycle 10 relative to other vehicles, including second motorcycle 880 and third motorcycle 884.

[0120] Target-following criteria A may include the distance between the motorcycle 10 and the first motorcycle 880 or any motorcycle or object closest to the first motorcycle 10 in the lane. Following criteria B may include the distance between the motorcycle 10 and the second motorcycle 884 or any vehicle or object directly in the intended path 900 of the first motorcycle 10. As noted above, the motorcycle 10 may have an intended path that is a distance 901 from the third motorcycle 884 when the second motorcycle 880 is displaced from the first motorcycle 10 by a distance 950. However, in various circumstances, the second motorcycle 880 may move into the intended path of the first motorcycle 10, as shown in FIG. 15 . At block 1137, the recalled target-following criteria may be saved in a selected memory system and recalled by a selected processor in the flowchart 1100. As described herein, target following criteria may include criteria used to dynamically calculate a particular distance or speed using a processor on the motorcycle 10 and / or accessed using a system on the motorcycle 10.

[0121] The target criteria recalled in block 1137 may also include recalling the selected or desired follow time, which may be based on the relative speed of the motorcycle 10 with respect to the object or vehicle in front of the motorcycle 10 (e.g., the second motorcycle 880 and the third motorcycle 884) and / or the absolute (e.g., relative to the ground) speed of the motorcycle 10. Thus, recalling the target criteria in block 1137 may include recalling a 1-second follow time to the nearest motorcycle, such as the second motorcycle 880, and a 2-second follow time for a further motorcycle, such as the third motorcycle 884. Thus, recalling the criteria in block 1137 may include recalling a selected length interval, follow time, or other suitable criteria.

[0122] At block 1140, the processor assembly may also define lanes. Defining lanes at block 1140 may be based on various interpretations or may be simply defined as an option. For example, the camera 800 of the motorcycle 10 may be used to indicate the lane markers 860, 864. In this case, a first lane 870 may be identified between the respective lane markers 860, 864. Nevertheless, defining selected vehicles and / or following criteria may not be required by the flowchart 1100. Thus, identifying lanes at block 1140 is not required and may simply be selected in various embodiments.

[0123] Further, as described above, in block 1140, the identified lane may be subdivided to identify lane divisions. For example, the ADC may identify segments or lane divisions, such as half or one-third of an identified lane, such as the first lane 870, or of a particular width interval (e.g., 4 feet) within the lane 870. Typically, a lane may be identified as the area or distance between lane markers and / or between the edge of the road and a lane marker. In this case, the system determines that a vehicle, such as the second motorcycle 880, should be at a selected following criterion, such as target criterion A, as long as the motorcycle 880 is within a portion of the lane, such as half, that is not within the path of the first motorcycle 10. Thus, the lane subdivisions may be used to contribute to defining a selected target following criterion for a selected vehicle in the lane 870.

[0124] Following the optional identification of the lane at block 1140, a determination is made at block 1142 as to whether a vehicle or target vehicle has been detected ahead of the motorcycle 10. If no vehicle is detected at block 1142 (e.g., using the radar sensor 350), then NO path 1152 may be followed, and at block 1156, a cruise control "plus" (i.e., increase speed by a set amount) or "minus" (i.e., decrease speed by a set amount) signal may be sent to achieve the selected speed. If adaptive cruise control method 1100 is included, cruise control may achieve the selected speed based on the output from flowchart 1100. Thus, if one or fewer vehicles are sensed or detected ahead of the motorcycle 10, or if no vehicles are sensed or detected, the output at block 1156 may include a selected plus or minus cruise control signal to achieve the defined speed and follow the criteria for a single vehicle if detected, or a selected plus or minus cruise control signal to achieve only the selected speed if no vehicle is detected. After a signal is sent from block 1156 if one or fewer vehicles are detected, or if no vehicles are detected, the method may loop to decision block 1133 where adaptive cruise control is selected to be either enabled or disabled. The method may then continue from there as described herein.

[0125] If a vehicle is detected, YES path 1144 is followed to determine if more than one vehicle is detected, specifically, if more than one vehicle is detected in the lane at block 1150, and then YES path 1160 is followed to recall the target criteria at block 1162. The recall of the target distance at block 1162 may be the same criteria as the recall at block 1164, but may be recalled if more than one vehicle is detected. Thus, after detecting whether more than one vehicle is present in the lane or at a selected position relative to motorcycle 10, at block 1170 process 1100 may determine whether any of the two or more vehicles are displaced from motorcycle 10. As noted above, in the staggered configuration shown in FIG. 14 , at least one of the motorcycles, such as second motorcycle 880, may be displaced from motorcycle 10 by distance 960.

[0126] If it is determined that the motorcycle is not misaligned, NO path 1174 may be followed and output or signal block 1176 may be followed to obtain or send a cruise control signal to achieve target criterion B from the closest vehicle at block 1176. Similarly, if a second vehicle is not detected, NO path 1177 may be followed from decision block 1150 to send signal block 1176. After sending the cruise control signal at block 1176, loop path 1204 may be followed to begin method 1100 again at start block 1104 and / or to decision block 1133 which determines whether adaptive cruise control has been selected to be enabled or disabled. Based on the selection, method 1100 may continue from there as described herein.

[0127] As shown in FIG. 15, even if more than one vehicle is detected, the target-following criterion may be achieved or selected for the closest vehicle, such as the second motorcycle 880, to maintain or achieve criterion 1000. Again, a selected distance 1000 may be obtained, which may be the same as distance 901 shown in FIG. 14, and the system may continue to receive input regarding whether more than one vehicle is in the lane at block 1150 and further determine whether the vehicles are misaligned at block 1170. Additionally, the lean angle of the motorcycle 10 may be used to help determine whether the motorcycle 10 is in a bend or curve, and if so, switch to a single track based on a determination of whether a second vehicle is detected. As noted above, the staggered motorcycles typically transition to a single file on a curve. A lean angle of a selected magnitude, e.g., greater than about 10°, may indicate a curve in a selected direction.

[0128] If block 1170 determines that the vehicles are misaligned, then YES path 1180 is followed to decision block 1190 to measure the following distance from the first vehicle 880, which may be target reference A, and measure the distance from the second vehicle 884, which may be target reference B. Again, it should be understood that the first motorcycle 880 and the second motorcycle 884 and their respective target references are merely examples for purposes of the present discussion and illustration of flowchart 1100. Nevertheless, once the respective references from the first motorcycle 880 and the second motorcycle 884 are measured, they can be compared to target reference A and target reference B. Thus, the measured references from block 1190 can be input to decision block 1194 to determine whether the first vehicle or motorcycle 880 is closer than the target references at block 1194. If a first vehicle, such as first motorcycle 880, is closer than target criterion A, then YES path 1196 may be followed, sending a cruise control minus command at block 1200. The cruise control minus command may send a minus signal to the cruise control system to slow down by a selected amount, such as 1 mph or 2 mph slower, or any suitable deceleration. The speed change may be by changing engine RPMs, such as with ECU 272. Additionally or additionally, the cruise control minus signal may be provided as feedback to rider 200 (such as an instruction on panel 150) to slow down and achieve a preselected target criterion, with engine 40 unchanged. The issuance of the cruise control minus signal at block 1200 may be any suitable amount of minus signal to achieve the selected target criterion A.

[0129] If the first vehicle is not closer than target distance A, NO path 1208 may be followed from decision block 1194 to decision block 1214, where it may be determined whether a second vehicle, such as the third motorcycle 884, is closer than target distance B. Similarly, after issuing the cruise control minus signal at block 1200, the method proceeds to decision block 1214. If a second vehicle, such as the third motorcycle 884, is closer than target criterion B, YES path 1220 may be followed to issue a minus cruise control at block 1221 until target criterion B is achieved in the manner described above. After issuing the cruise minus at block 1221, the method 1100 may follow a loop 1204 to decision block 1133. The method 1100 may then proceed as described herein.

[0130] If the second vehicle or car is not closer than target distance B, NO path 1228 can be followed to decision block 1229 to determine whether the measured current speed is greater than the set speed. This can be determined by comparing the current speed to the set speed at block 1132 or block 1135 (e.g., by executing instructions using the ECU's processor). If it is determined that the current speed is greater than the set speed, YES path 1229a can be followed to send a cruise control minus signal at block 1230 to achieve the set speed. Once the cruise control signal is sent, the method can then proceed along path 1204 and loop to decision block 1133 as described herein.

[0131] If the determination at block 1229 is that the current speed is less than (e.g., equal to or less than) the set speed, NO path 1229b may be followed to decision block 1232 whether the second motorcycle 880 or the third motorcycle 884 are at their respective target criteria A, B. If the second motorcycle 880 and the third motorcycle 884 are at their respective criteria A, B, YES path 1236 may be followed to hold speed block 1238. Hold speed block 1238 may not send either a positive or negative cruise control signal, and loop 1204 may be followed to decision block 1133, and method 1100 may continue as described herein.

[0132] However, if the target criteria between motorcycle 10 and either second motorcycle 880 or third motorcycle 884 is not achieved or is less than the target criteria (e.g., shorter distance or shorter time), NO path 1242 can be followed. NO path 1242 proceeds to decision block 1243 to first determine whether the set initial speed (i.e., block 1132) has been met.

[0133] If the current speed is less than or equal to the set initial speed, then YES path 1244 may be followed to send a cruise control plus signal at block 1246. The cruise control plus signal may be any appropriate signal to increase the speed of the motorcycle 10 to the set speed recalled from block 1132 or block 1135. After sending the cruise control plus signal at block 1246, the loop process 1204 returns to block 1133 and the method 1100 may continue from there as described herein.

[0134] If it is determined that the current speed is not less than (i.e., exceeds) the default speed 1132 or the stored speed of block 1135, then NO path 1245 may be followed, and a cruise control minus command and / or a cruise control maintain speed may be sent in block 1238 to slow or maintain the speed of the motorcycle 10. Once the appropriate signals are sent to the adaptive cruise control system, the method may enter a loop process 1204 from block 1238 to block 1133, as described herein.

[0135] As noted above, if the motorcycle 10 gets too close to either the second motorcycle 880 or the third motorcycle 884, the flowchart 1100 may generate a minus cruise control command at blocks 1200, 1230. Thus, a plus cruise control command at block 1246 may be sent only if the motorcycle 10 is determined to be too far (e.g., by a distance or time greater than a selected target criterion) from the target or system-identified forward motorcycle, also referred to as the forward motorcycle.

[0136] Again, sending cruise control plus signal may include providing an instruction to the rider 200, such as a visual instruction on panel 150 and / or display 160, to increase speed to achieve a preselected (i.e., target) distance. The signal may also be a selected signal that automatically increases speed of the motorcycle 10, such as sent to an ECU to operate a throttle control. After sending the cruise control plus command at block 1246, the method may begin again at start 1104, following a loop path.

[0137] Motorcycle 10 may include multiple sensors, such as sensor 350 and sensor 250, as described above. However, it will be appreciated that additional sensors may be provided to obtain additional environmental information for motorcycle 10. For example, two or more radar assemblies may be oriented at relative angles to the longitudinal axis of motorcycle 10. The additional radar assemblies, or selected sensor assemblies, may provide additional or redundant information regarding the position, velocity, etc. of objects in the environment (e.g., external) of motorcycle 10.

[0138] Thus, the motorcycle 10 may include an intelligent or adaptive cruise control method or process shown in 1100 to achieve target-following criteria between the motorcycle 10 and vehicles such as the second motorcycle 880 and the third motorcycle 884 in front of the first motorcycle 10.

[0139] The various outgoing cruise control signals may include sending instructions to the rider 200 to slow down or increase speed. Such instructions may include visual instructions using the display 160 and / or lights. Additionally, the haptic feedback system 450 may provide additional instructions. The ADC may also be further limited to automatically slowing the motorcycle 10 to a selected speed when the motorcycle 10 is in a selected gear, but providing an instruction to the rider if a slower speed is needed but the motorcycle is in too high a gear. For example, the ADC in method 1100 may determine that the motorcycle 10 should slow down to below 20 mph, but the motorcycle is in fourth gear. In such a case, rather than automatically slowing the motorcycle, such as by slowing the engine, the ADC may send an instruction to the rider 200 to manually shift the motorcycle 10 to slow it down.

[0140] Figures 16A and 16B illustrate a process or method 1100 by which an adaptive cruise control system controls the speed of a motorcycle 10 according to various embodiments. The cruise control or adaptive cruise control of process 1100 shown in Figures 16A and 16B can be supplemented or adapted to include a clipping or pre-loop sequence 1300 shown in Figure 17. For example, method 1300 can be installed or loaded from memory, the method being encoded as instructions executed by a selected processor in loop 1204 before executing block 1133. However, it should be appreciated that process 1300 can also be a separate process independent of method 1100.

[0141] In the selected process 1300, further decisions or considerations may optionally be made before sending an increase speed or cruise control plus signal to the cruise control system for the motorcycle 10 to increase its speed. When a cruise plus or increase cruise speed signal is sent, such as from block 1246, as shown in FIG. 16A, the signal may enter an optional loop or decision 1300, as shown in FIG. 17. Thus, in block 1310, the process 1300 may determine whether the motorcycle is cornering at or above a threshold speed or is already at or above a threshold lean angle. For example, the IMU 650 and / or lean angle sensor 600 may provide inputs or signals that can be used to determine whether the motorcycle is leaning into a turn or on a curve. Additionally, as described above, various lean angle systems may be used to assist the motorcycle 10 in determining the lean angle of the motorcycle 10. The cruise control system of motorcycle 10 may be used to determine that motorcycle 10 is leaning or in a curve if the motorcycle is leaning at an angle greater than a selected threshold, such as greater than approximately 10 degrees from perpendicular to the road surface. Additionally, the amount of handlebar rotation and / or an angle determined from a lean measurement system (e.g., IMU 650 or sensor 600) may be used to determine that motorcycle 10 is leaning and / or in a curve. Additionally, while leaning, the speed of motorcycle 10 may be further accessed for determination. For example, if the speed is greater than 5 mph, the motorcycle may be determined to be at a speed selected for a turn or curve, or to be above a selected threshold speed.

[0142] If it is determined that the motorcycle is cornering or turning at the selected speed, then YES path 1314 is followed and no speed increase or cruise control plus signal is sent to the turn control (e.g., blocked off) at block 1320. By not sending a speed increase signal to the cruise control at block 1320, the speed of the motorcycle 10 can be maintained or manually selected by the rider 200. This can help ensure that the speed of the motorcycle is maintained at the selected speed through the curve. This also helps maintain balance and control of the motorcycle 10 during cornering or leaning maneuvers, as no speed change of any type is sent to the cruise control, so the selected speed is maintained.

[0143] For example, while operating the motorcycle 10, the rider 200 may select to corner a selected curve at a selected speed. However, the rider 200 may not desire or choose to change the speed of the motorcycle while cornering if the motorcycle is in a curve and the adaptive cruise control process 1100 determines that the motorcycle should speed up or slow down. Therefore, the adaptive cruise control 1100 may apply an optional process 1300 to allow the rider 200 to manually, or otherwise, maintain the speed of the motorcycle 10 at a predetermined speed.

[0144] If block 1310 determines that the motorcycle is not leaning and / or cornering, then NO path 1330 may be followed. If NO path is followed, then a speed change command may be sent or transmitted to the adaptive cruise control in block 1334. Thus, if it is determined that the motorcycle is not leaning and / or cornering at or beyond a selected threshold angle, then a speed change command may be sent to the cruise control, such as in process 1100, as described above.

[0145] Thus, the selected lean and / or cornering process 1300 may be used to help achieve a selected stability of the motorcycle 10 while cornering and / or leaning. Thus, the optional process 1300 may be used to ensure that a stable selected speed is maintained while the motorcycle 10 is navigating turns and / or curves, achieving stability and reliability of the motorcycle 10.

[0146] The foregoing description of the embodiments has been provided for purposes of illustration and description. It is not intended to be exhaustive or limiting of the disclosure. Individual elements or features of a particular embodiment are generally not limited to that particular embodiment, but can be interchanged where applicable, and can be used in selected embodiments even when not specifically shown or described. They can also be modified in various ways. Such variations are not to be considered departures from the disclosure, and all such modifications are intended to be included within the scope of the disclosure.

[0147] The exemplary embodiments are provided so that this disclosure will be thorough and complete, and will fully convey the scope of the present disclosure to those skilled in the art. To provide a thorough understanding of the embodiments of the present disclosure, various specific details have been set forth, such as examples of specific components, devices, and methods. It will be apparent to those skilled in the art that specific details need not be employed, and that the exemplary embodiments may be embodied in many different forms, neither of which should be construed as limiting the scope of the present disclosure. In some exemplary embodiments, well-known processes, known device structures, and known technologies have not been described in detail.

[0148] The terminology used herein is for the purpose of describing particular exemplary embodiments only and is not intended to be limiting. As used herein, the singular forms "a," "an," and "the" can be intended to include the plural forms as well, unless the context clearly dictates otherwise.

Claims

1. 1. A method of operating a wheeled, powered vehicle assembly, comprising: providing an automatic speed control system for performing automatic speed control; determining a travel lane of the wheeled motorized vehicle assembly based on signals received from a first sensor by sensing with the first sensor; detecting, with a second sensor, a first object laterally displaced from the wheeled motorized vehicle assembly in the determined lane of travel; detecting a second object in front of the wheeled motorized vehicle assembly in the determined lane of travel using the second sensor; receiving, at a processor system of the automatic speed control system, detection signals from the first sensor and the second sensor; Recalling the saved target distance; determining whether the first object and the second object have alternating configurations in the determined lane of travel based on the received detection signal; determining, with the processor system, whether the wheeled motorized vehicle assembly and the first object and the second object are at the target distance in the staggered configuration; If the first object or the second object is not at the target distance, executing instructions at the processor system to automatically vary a speed of the wheeled motorized vehicle assembly to achieve the target distance; Including, the first sensor is a camera; using the camera to capture an image of a surface on which the wheeled motorized vehicle assembly travels; executing instructions using the processor system to identify lane divisions based at least in part on the acquired surface image; further comprising recognizing the laterally offset first object and the forward second object in the staggered configuration includes determining that the laterally offset first object is traveling in a lane dividing portion of the travel lane that is different from the wheeled motorized vehicle assembly; A method wherein a second object in front of the wheeled motorized vehicle assembly is traveling in the same lane dividing portion as the wheeled motorized vehicle assembly.

2. 10. The method of claim 1, wherein detecting the first object laterally offset from the wheeled motorized vehicle assembly and detecting the second object forward of the wheeled motorized vehicle assembly are performed by the second sensor, providing the second sensor as a radar assembly.

3. the target distance when it is determined that the first object and the second object are in the staggered configuration includes a first tracking criterion and a second tracking criterion; the first following reference corresponds to the first object displaced laterally from the wheeled motorized vehicle assembly; The method of claim 1 , wherein the second following reference corresponds to a second object in front of the wheeled motorized vehicle assembly.

4. determining a first lateral distance measurement from the wheeled motorized vehicle assembly to the laterally displaced first object based on the detection of the first object; generating a first comparison comparing at least the first distance measurement to the first tracking criterion; outputting the first comparison; The method of claim 3 further comprising:

5. determining a second longitudinal distance measurement from the wheeled motorized vehicle assembly to the second forward object based on the detection of the second object; generating a second comparison comparing the second distance measurement to the second tracking standard; outputting the second comparison; and The method of claim 4 further comprising:

6. 6. The method of claim 5, further comprising determining whether the first object laterally displaced or the second object ahead of the wheeled motorized vehicle assembly is in a movably path of the wheeled motorized vehicle assembly based on the first comparison and the second comparison.

7. 6. The method of claim 5, further comprising sending a speed minus signal to slow down the wheeled motorized vehicle assembly if the output of the first comparison and the output of the second comparison result in the first measured distance or the second measured distance being less than the target distance.

8. 6. The method of claim 5, further comprising sending a speed plus signal to accelerate the wheeled motorized vehicle assembly if the output of the first comparison and the output of the second comparison result in the first measured distance or the second measured distance exceeding the target distance.

9. recognizing a second lane of travel based on the signal received from the first sensor; detecting a third object traveling in the second travel lane using the second sensor; Executing instructions with the processor system to determine that the third object is not a member of the staggered configuration; The method of claim 1 further comprising:

10. 1. A wheeled, powered vehicle assembly comprising: a frame assembly having a front portion and a rear portion; a first sensor attached to the wheeled motorized vehicle assembly and configured to sense a lane in which the wheeled motorized vehicle assembly is traveling and generate a first sensed signal; attached to the wheeled motorized vehicle assembly; recognizing a position of a first object in the lane as laterally offset from the wheeled motorized vehicle assembly to generate a second detection signal; recognizing a position of a second object in the lane as being in front of the wheeled motorized vehicle assembly and generating a third detection signal; a second sensor configured as follows: a speed control system configured to receive a rider-selected speed via an input and to selectively maintain the wheeled motorized vehicle assembly at the rider-selected speed; 1. A processor system, comprising: receiving the first sensed signal from the first sensor; receiving the second sensed signal from the second sensor; receiving the third sensed signal from the second sensor; (a) determining a travelable intended path for the wheeled motorized vehicle assembly based on the first detection signal; (b) determining whether there are staggered shapes of a first object and a second object traveling in the same lane based on the second detection signal and the third detection signal; (c) determining the presence of at least one of the first object or the second object in the alternating configuration in the movably intended path of at least the wheeled motorized vehicle assembly; (d) if the presence of at least one of the first object or the second object within the movable intended path is determined, (i) recalling a selected distance parameter for the first object or the second object, and (ii) generating a plus or minus signal to vary the speed of the wheeled motorized vehicle assembly. a processor system configured as follows: Including, the speed control system is operable to receive the generated positive or negative signal to vary a current speed of the wheeled motorized vehicle assembly; The speed control system, in operating the wheeled motorized vehicle assembly, providing an automatic speed control system for performing automatic speed control; determining a travel lane of the wheeled motorized vehicle assembly based on signals received from the first sensor by sensing with the first sensor; detecting, with the second sensor, a first object laterally displaced from the wheeled motorized vehicle assembly in the determined lane of travel; detecting a second object in front of the wheeled motorized vehicle assembly in the determined lane of travel using the second sensor; receiving, at the processor system of the automatic speed control system, detection signals from the first sensor and the second sensor; Recalling the saved target distance; determining whether the first object and the second object have alternating configurations in the determined lane of travel based on the received detection signal; determining, with the processor system, whether the wheeled motorized vehicle assembly and the first object and the second object are at the target distance in the staggered configuration; If the first object or the second object is not at the target distance, executing instructions at the processor system to automatically vary a speed of the wheeled motorized vehicle assembly to achieve the target distance; Including, capturing an image of a surface on which the wheeled motorized vehicle assembly is traveling using the first sensor; executing instructions using the processor system to identify lane divisions based at least in part on the acquired surface image; further comprising recognizing the laterally offset first object and the forward second object in the staggered configuration includes determining that the laterally offset first object is traveling in a lane dividing portion of the travel lane that is different from the wheeled motorized vehicle assembly; a second object in front of the wheeled motorized vehicle assembly traveling in the same lane dividing section as the wheeled motorized vehicle assembly; Wheeled, powered vehicle assembly.

11. the first sensor is a camera; the camera is operable to capture an image of the surface of the lane along which the wheeled motorized vehicle assembly is traveling; The processor system includes: a plurality of divisions of the lane along which the wheeled motorized vehicle assemblies are traveling; whether the wheeled motorized vehicle assembly and the second object in front of it are traveling in the same lane at a first lane dividing portion; whether the laterally displaced first object travels in a second lane dividing portion; and 11. The wheeled motorized vehicle assembly of claim 10, further configured to execute instructions based on the acquired image to determine:

12. 11. The wheeled motorized vehicle assembly of claim 10, wherein the second sensor is a radar sensor assembly.

13. the processor system is further configured to execute instructions to determine when the laterally displaced first object moves into a first lane dividing portion of the wheeled motorized vehicle assembly based on the second detection signal; 11. The wheeled motorized vehicle assembly of claim 10, wherein the processor system generates the plus signal or the minus signal to change the speed of the wheeled motorized vehicle assembly when the processor system determines that the first laterally displaced object has moved into the first lane dividing portion of the wheeled motorized vehicle assembly.

14. the processor system is further configured to determine the selected distance parameter in the staggered configuration based on a first tracking criterion and a second tracking criterion; the first tracking criterion relates to the laterally displaced first object from the wheeled motorized vehicle assembly; 11. The wheeled motorized vehicle assembly of claim 10, wherein the second following reference relates to a second object in front of the wheeled motorized vehicle assembly.

15. The processor system includes: determining a first measured distance to the laterally shifted first object based on the second detection signal; generating a first comparison comparing the first measured distance to the first tracking criterion; 15. The wheeled motorized vehicle assembly of claim 14, further configured to output the first comparison.

16. The processor system includes: determining a second distance measurement to a second object in front of the wheeled motorized vehicle assembly based on the third detection signal; generating a second comparison comparing the second measured distance to the second tracking standard; 16. The wheeled motorized vehicle assembly of claim 15, further configured to output the second comparison.

17. The processor system includes: determining whether the selected distance parameter is present in the staggered configuration based on the first comparison and the second comparison; 17. The wheeled motorized vehicle assembly of claim 16, further configured to automatically vary a speed of the wheeled motorized vehicle assembly to achieve the selected distance parameter if the selected distance parameter is not present in the staggered configuration.

18. 11. The wheeled motorized vehicle assembly of claim 10, wherein the first sensor is operable to detect a third object traveling in a second lane from the wheeled motorized vehicle assembly.

19. 20. The wheeled motorized vehicle assembly of claim 18, wherein the processor system is further configured to detect when the third object traveling in a second lane moves into the movable intended path of the wheeled motorized vehicle assembly.

20. 20. The wheeled powered vehicle assembly of claim 19, wherein the processor system is further configured to generate a speed minus signal to reduce an engine speed of the wheeled powered vehicle assembly when it is determined that the third object has moved into the movable intended path of the wheeled powered vehicle assembly.

21. a first wheel assembly rotatably mounted to the frame assembly for supporting the frame assembly near the front portion; a second wheel assembly rotatably mounted to the frame assembly for supporting the frame assembly near the rear portion; an engine supported by the frame assembly and configured to drive at least one of the first wheel assembly or the second wheel assembly; 11. The wheeled powered vehicle assembly of claim 10, further comprising:

22. 1. A wheeled, powered vehicle assembly comprising: a frame assembly having a front portion and a rear portion; a first sensor mounted relative to the frame assembly and configured to sense a lane in which the wheeled motorized vehicle assembly is traveling; mounted relative to the frame assembly; Detecting the location of a first object in the lane as being in front of the wheeled motorized vehicle assembly; Detecting the location of a second object in the lane ahead of the wheeled motorized vehicle assembly; a second sensor configured as follows: a speed control system configured to receive a rider-selected speed via an input and to selectively maintain the wheeled motorized vehicle assembly at the rider-selected speed; 1. A processor system, comprising: (a) determining the lane; (b) determining a possible intended path of travel for the wheeled motorized vehicle assembly within the determined lane; (c) determining whether at least one of the first object or the second object is laterally displaced from the wheeled motorized vehicle assembly in the determined lane; (d) determining whether an alternating configuration exists between the wheeled motorized vehicle assembly and at least one of the first object or the second object in the determined lane; (e) if the presence of at least one of the first object or the second object is determined in the determined lane, (i) recalling a first criterion or a second criterion, and (ii) selectively generating a plus or minus signal to vary the speed of the wheeled motorized vehicle assembly, if necessary, to achieve the recalled at least one of the first criterion or the second criterion. a processor system configured to execute instructions; Including, the speed control system is operable to receive the generated positive or negative signal to selectively vary a current speed of the wheeled motorized vehicle assembly; The speed control system, in operating the wheeled motorized vehicle assembly, providing an automatic speed control system for performing automatic speed control; determining a travel lane of the wheeled motorized vehicle assembly based on signals received from the first sensor by sensing with the first sensor; detecting, with the second sensor, a first object laterally displaced from the wheeled motorized vehicle assembly in the determined lane of travel; detecting a second object in front of the wheeled motorized vehicle assembly in the determined lane of travel using the second sensor; receiving, at the processor system of the automatic speed control system, detection signals from the first sensor and the second sensor; Recalling the saved target distance; determining whether the first object and the second object have alternating configurations in the determined lane of travel based on the received detection signal; determining, with the processor system, whether the wheeled motorized vehicle assembly and the first object and the second object are at the target distance in the staggered configuration; If the first object or the second object is not at the target distance, executing instructions at the processor system to automatically vary a speed of the wheeled motorized vehicle assembly to achieve the target distance; Including, capturing an image of a surface on which the wheeled motorized vehicle assembly is traveling using the first sensor; executing instructions using the processor system to identify lane divisions based at least in part on the acquired surface image; further comprising recognizing the laterally offset first object and the forward second object in the staggered configuration includes determining that the laterally offset first object is traveling in a lane dividing portion of the travel lane that is different from the wheeled motorized vehicle assembly; a second object in front of the wheeled motorized vehicle assembly traveling in the same lane dividing section as the wheeled motorized vehicle assembly; Wheeled, powered vehicle assembly.

23. 23. The wheeled motorized vehicle assembly of claim 22, wherein the processor system is configured to execute further instructions to determine a lane dividing portion within the determined lane.

24. 24. The wheeled motorized vehicle assembly of claim 23, wherein the determined lane dividing portion is operable to assist in determining the intended path of travel of the wheeled motorized vehicle assembly and determining whether the alternating configuration is present.

25. 24. The wheeled motorized vehicle assembly of claim 23, wherein the determined lane dividing portion is operable to assist in determining when the selectively generated positive or negative signal is necessary to alter the speed of the wheeled motorized vehicle assembly to achieve at least one of the recalled first or second criteria.

26. 24. The wheeled motorized vehicle assembly of claim 23, wherein the determined lane dividing portion is operable to assist in determining whether the recalled first criterion or the recalled second criterion should be achieved.

27. 23. The wheeled motorized vehicle assembly of claim 22, wherein the processor system is further configured to execute instructions to determine that if the determined staggered configuration of the wheeled motorized vehicle assembly, the first object, and the second object produces a straight configuration in the determined lane, then no significant change in speed is required.

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