Motorcycle zone optimization

Abstract

A method of determining an operator-alert zone for a motorcycle that includes an operator interface, a controller, and a sensing system, including: detecting first and second roadway lane boundaries; determining that the motorcycle is positioned in the first lane between the first lane boundary and the second lane boundary; determining a first operator-alert zone that is substantially entirely between the first and second lane boundaries and at least partially rearward of the motorcycle; detecting a change of the motorcycle from a first lateral position between the first lane boundary and the second lane boundary to a second lateral position between the first and second lane boundaries; and maintaining the rearward operator-alert zone during and after the change of position of the motorcycle from the first lateral position to the second lateral position, such that the defined rearward operator-alert zone continues to be defined between the first and second lane boundaries.

Description

Ref. No.30974.02P MOTORCYCLE ZONE OPTIMIZATION RELATED APPLICATIONS

[0001] This patent application claims the benefit of U.S. Provisional Application No. 63 / 606,170, filed December 5, 2023, the disclosure of which is incorporated by reference in its entirety. BACKGROUND

[0002] Advanced Driver Assist Systems (ADASs) that assist a driver of a vehicle operating on a road are well known. However, standard ADAS features originated with four- wheeled vehicles, such as automobiles, which are larger and wider than motorcycles. Unlike automobiles and trucks which fill a majority of a lane width, motorcycles often ride in the left or right side of their respective lane of traffic. Applying standard ADAS features to a motorcycle may results in nuisance or missed warnings or alerts. SUMMARY

[0003] Because of this movement of the motorcycle within a lane, an ADAS that simply identifies lane boundaries, then sets a static or vehicle-linked operator-alert zone that moves synchronously with the motorcycle will result in areas of interest being unmonitored, and in nuisance alerts. Embodiments of the present disclosure resolve such problems with devices, methods and systems for dynamically and continuously identifying a motorcycle’s position within a lane, then configuring and optimizing operator-alert zones based on the motorcycle position and detected lane boundaries.

[0004] This optimization can be applied to various ADAS-generated zones, such as a blind spot zone, rear collision, RLADI (tailgate), adaptive cruise, forward-collision warning or other zones such as a neighboring occupied lane or zones. Embodiments may then send appropriate alerts to the operator of the motorcycle.

[0005] An embodiment of the present disclosure is a method of determining an operator-alert zone for a motorcycle that includes an operator interface, a controller, and a sensing system. The method includes the steps of: detecting a first roadway lane boundary of a first roadway lane using the sensing system; detecting a second roadway lane boundary of Docket No.5258.051WO1Ref. No.30974.02P the first roadway lane using the sensing system; determining that the motorcycle is positioned in the first roadway lane between the first lane boundary and the second lane boundary; determining with the controller a first operator-alert zone that is substantially entirely between the first lane boundary and the second lane boundary and at least partially rearward of the motorcycle; detecting a change of the motorcycle from a first lateral position between the first lane boundary and the second lane boundary to a second lateral position between the first lane boundary and the second lane boundary, the second lateral position being different from the first lateral position; and maintaining the rearward operator-alert zone during and after the change of position of the motorcycle from the first lateral position to the second lateral position, such that the defined rearward operator-alert zone continues to be defined between the first lane boundary and the second lane boundary.

[0006] Another embodiment is a system for determining an operator-alert zone for a motorcycle. The system includes: a vehicle operator interface including a warning device; a sensing system including an imaging device for imaging a roadway lane boundary and a rearward-sensing sensor configured to detect a vehicle rearward of the motorcycle; and an electronic control unit (ECU) in electrical communication with the sensing system. The ECU is configured to: detect a first roadway lane boundary of a roadway lane using the sensing system; detect a second roadway lane boundary of the roadway lane using the sensing system; determine that the motorcycle is positioned in the roadway lane between the first lane boundary and the second lane boundary; define a first operator-alert zone that is entirely between the first lane boundary and the second lane boundary and at least partially rearward of the motorcycle; detect a change of the motorcycle from a first lateral position between the first lane boundary and the second lane boundary to a second lateral position between the first lane boundary and the second lane boundary, the second lateral position being different from the first lateral position; and maintain the rearward operator-alert zone during and after the change of position of the motorcycle from the first lateral position to the second lateral position, such that the defined rearward operator-alert zone continues to be defined between the first lane boundary and the second lane boundary.

[0007] Yet another embodiment of the present disclosure is a method of determining a forward operator-alert zone for a motorcycle that includes an operator interface, an electronic control unit (ECU), and a sensing system. The method includes the steps of: detecting a first roadway lane boundary of a first roadway lane using the sensing system; detecting a second roadway lane boundary of the first roadway lane using the sensing system; determining with the ECU a width of the first roadway lane, the width being a distance from the first lane Docket No.5258.051WO1Ref. No.30974.02P boundary to the second lane boundary; and dynamically controlling a forward sensor of the sensing system based on the width of the first roadway lane. BRIEF DESCRIPTION OF THE DRAWINGS

[0008] The disclosure can be understood in consideration of the following detailed description of various embodiments in connection with the accompanying drawings, in which:

[0009] FIG.1 is a perspective view of a motorcycle equipped with operator-alert zone optimization, according to an embodiment of the present disclosure;

[0010] FIG. 2 is a system diagram for a motorcycle equipped with a lane-based operator-alert system, according to an embodiment of the present disclosure;

[0011] FIG.3 is a schematic illustration of a motorcycle positioned in a laterally-central lane position and generating a vehicle-linked operator-alert zone, according to an embodiment of the present disclosure;

[0012] FIG.4 is a schematic illustration of a motorcycle positioned in a laterally-right lane position and generating a vehicle-linked operator-alert zone, according to an embodiment of the present disclosure;

[0013] FIG.5 is another schematic illustration of a motorcycle positioned in a laterally- right lane position and generating a vehicle-linked operator-alert zone, according to an embodiment of the present disclosure;

[0014] FIG.6 is a schematic illustration of a motorcycle positioned in a laterally-central lane position and generating a lane-based operator-alert zone, according to an embodiment of the present disclosure;

[0015] FIG.7 is a schematic illustration of a motorcycle positioned in a laterally-right lane position and generating a lane-based operator-alert zone, according to an embodiment of the present disclosure;

[0016] FIG. 8 is a flowchart depicting and describing a method of dynamically determining and maintaining a lane-based operator-alert zone, according to an embodiment of the present disclosure;

[0017] FIG. 9A is a schematic illustration of a motorcycle in a relatively wide lane generating a forward operator-alert zone optimized for the wide lane width, according to an embodiment of the present disclosure; Docket No.5258.051WO1Ref. No.30974.02P

[0018] FIG. 9B is a schematic illustration of a motorcycle in a relatively narrow lane generating a forward operator-alert zone optimized for the relatively narrow lane width, according to an embodiment of the present disclosure;

[0019] FIG.9C is a schematic illustration of a motorcycle in a narrow lane generating a forward operator-alert zone optimized for the narrow lane width, according to an embodiment of the present disclosure; and

[0020] FIG. 10 is a flowchart depicting and illustrating a method of dynamically controlling a forward zone width, according to an embodiment of the present disclosure. DETAILED DESCRIPTION

[0021] For the purposes of understanding the disclosure, reference will now be made to the embodiments illustrated in the drawings, which are described below. While the invention is amenable to various modifications and alternative forms, specifics thereof have been shown by way of example in the drawings and will be described in detail. It should be understood, however, that the intention is not to limit the invention to the particular embodiments described. On the contrary, the intention is to cover all combinations, modifications, equivalents, and alternatives falling within the spirit and scope of the invention as defined by the appended claims.

[0022] Referring to FIG.1, an embodiment of motorcycle 100 that includes frame 102 pivotally-supporting front forks 104 that support a front wheel 106 with a front tire 108. The frame 102 further supports the engine 110, the gas tank 112, the seat 114, and the rear swingarm 116. The swingarm 116 supports the rear wheel 120 having a rear tire 122, and further connects to rear shock absorbers extending between the swingarm 116 and motorcycle frame 102.

[0023] Referring to FIG. 2, a system diagram of motorcycle 100 is depicted. In the depicted embodiment, motorcycle 100 includes various components and systems, including a vehicle controller 130, control network 132, vehicle operating systems 144, vehicle sensors 136, including rear sensors 136a and front sensors 136b, advanced driver assistance system (ADAS) 140 with controller 140a, inertial motion unit (IMU) 141, geolocation system 142, user interface and display 144 and network interface 146.

[0024] Embodiments of motorcycle 100 include lane-based operator-alert system 128, which may include one or more of motorcycle 100 system components, such as a controller that may include a dedicated operator-alert controller, ADAS controller 140a, or shared vehicle controller 130, control network 132, one or more of sensors 136 of sensing system 138, ADAS 140, IMU 141 and geolocation system 142. Docket No.5258.051WO1Ref. No.30974.02P

[0025] As described further below, lane-based operator-alert system 128, in combination with ADAS 140 receives sensory data and determines one or more lane-based operator-alert zones. These lane-based operator-alert zones are used to alert an operator of motorcycle 100 to potential hazardous situations by issuing a warning or alert to the operator via user interface 144. Alerts may be issued when an object, such as a vehicle, resides in, enters, or approaches one or more of the defined operator-alert zones. Lane-based operator- alert system 128 optimizes operator-alert zones by dynamically configuring zone positions relative to the roadway, and configuring zone shapes and sizes as needed.

[0026] Vehicle controller 130, in an embodiment, may include an operating systems controller, a network controller, one or more processors and a memory device. The memory device, in an embodiment, includes computer-readable media in the form of volatile and / or nonvolatile memory and may be removable and / or non-removable. Embodiments include random access memory (RAM), read only memory (ROM), electronically erasable programmable read only memory (EE-PROM), flash memory, optical or magnetic storage devices, and / or other medium that can be used to store information and can be accessed by electronic devices. Vehicle controller 130 may comprise one or more electronic control unites (ECUs), such as those specific to control operating systems 134 or other connected devices and systems.

[0027] In an embodiment, control network 132 may comprise a control-area network (CAN) bus, or other such communications network or networks that includes a network of wiring, connectors, and so on to as to transfer data and facilitate communication between the various connected modules and components of motorcycle 100 and system 128.

[0028] Vehicle operating systems 134 includes the various operating systems of motorcycle 100, such as prime mover or engine 110, throttle, clutch, steering, brakes, suspension, transmission and so on. Some or all of vehicle operating systems 134 may be controlled by vehicle controller 130 or other ECUs in communication with vehicle controller 130.

[0029] System 128 and motorcycle 100 also include a number of sensors 136 sensing various vehicle and environmental conditions, device positions, and so on. For example, vehicle sensors 136 may include cameras, radar, lidar, light-sensing sensor lean-angle sensor (which may be part of IMU 141) and other such sensors and detectors for sensing an environment around motorcycle 110. Sensors 136 may also include various engine and operating-system sensors such as a clutch sensor, throttle-position sensor (TPS), engine speed sensor, wheel speed sensor and so on. Some sensors 136, such as sensors 136a, may be located Docket No.5258.051WO1Ref. No.30974.02P on or near a rear end of motorcycle 100, and / or may be configured to detect rearward surroundings of motorcycle 100. Other sensors 136, such as sensors 136b, may be located on or near a front end of motorcycle 100, and / or may be configured to detect surroundings in front of motorcycle 100. Although described as forward or front sensors, sensors 136a and 136b may be positioned and configured to capture data of areas to the left and right of motorcycle 100, as well as to capture rearward and forward data.

[0030] Vehicle sensors 136 may communicate sensed or detected data via control network 132 to a controller of system 128, such as ADAS controller 140a and or another controller configured for lane-baaed alert-zone configuration and optimization. In an embodiment, vehicle sensors 136 communicating over control network 132 to a controller, comprises a vehicle sensing system 138.

[0031] ADAS 140 of system 128 may include blind-spot detection (BSD), automatic or emergency / anti-lock braking system (ABS), adaptive cruise control, forward collision warning (FCW), rearward collision warning, tailgate warning systems, and other such systems that assist an operator of motorcycle 100. The various systems and subsystems of ADAS 140 may be controlled by ADAS controller 140a and / or vehicle controller 130. In some embodiments, data relating to a status of operation of ADAS 140 may be communicated to vehicle controller 130.

[0032] ADAS controller 140a, in an embodiment, may include one or more processors and a memory device. The memory device, in an embodiment, includes computer-readable media in the form of volatile and / or nonvolatile memory and may be removable and / or non- removable. Embodiments include random access memory (RAM), read only memory (ROM), electronically erasable programmable read only memory (EE-PROM), flash memory, optical or magnetic storage devices, and / or other medium that can be used to store information, algorithms and computer-implemented instructions and can be accessed by electronic devices. ADAS controller 140a may comprise one or more electronic control unites (ECUs).

[0033] IMU 140 is configured to measure and indicate various motorcycle orientations, velocity and gravitational forces. Embodiments may provide data and calculations of motorcycle roll (lean), pitch and yaw angles, velocities and accelerations. In an embodiment, IMU 140 includes an IMU processor, and one or more of an accelerometer and gyroscope.

[0034] Geolocation system 142, in an embodiment, is configured to determine a current location of motorcycle 100. Geolocation system 142 is in communication with vehicle controller 130 through control network 132, or alternately, through a wireless network. In an embodiment, geolocation system 142 includes a global positioning system (GPS). In another Docket No.5258.051WO1Ref. No.30974.02P embodiment, geolocation system 142 may include a vehicle telematics system. As described further below, in some embodiments, geolocation system 142 may be used to determine a position of motorcycle 100 within a roadway lane.

[0035] User interface 144 is in electrical communication with vehicle controller 130, and may comprise any of a variety of human-machine interface devices configured to receive input from a user and transmit the received input to vehicle controller 130, as well as to receive an output from vehicle controller 130 and communicate or present that output to a user. In an embodiment, user interface 144 includes and interface controller, input devices, output devices and memory.

[0036] Interface input devices may include touch-screen displays, frequency-operated buttons (FOBs), buttons, switches, selectors and so on. The interface input devices may be used to operate functions of motorcycle 100, including functions of lane-based operator-alert system 128.

[0037] Interface output devices may include displays, touch screens (that function as both output and input devices), lights, audio devices, tactile devices and other such suitable output devices. The interface output devices may be used to communicate warnings and alerts based on ADAS 140 and sensors 136, including to communicate a position of motorcycle 100 within a lane.

[0038] In an embodiment, motorcycle 100 may also include network interface 146 that is connected to, or in communications with, vehicle controller 130 and is configured to connect motorcycle 100 to an external computer network, such as the internet, or a local area network. In an embodiment, the network interface may comprise a network controller, transmitter, receiver, and various hardware and software computer instructions saved in a memory device.

[0039] Further, although methods and systems of the present disclosure relating to alert-zone configuration and optimization are generally directed to and implement by a motorcycle 100, it will be understood that a small-sized vehicle 100, rather than a motorcycle, may also include the systems and execute the methods described herein. Such small-sized vehicles, in addition to motorcycles, may include various three-wheeled vehicles, and other small-sized powered vehicles. In an embodiment, a small-sized vehicle 100 is defined as a vehicle that is capable of fitting within a left or right half (defined laterally) of a lane that complies with U.S. Interstate Highway standards. In one such embodiment, a lane is 12 feet wide, such that a small-sized vehicle is 6 feet wide or less. Docket No.5258.051WO1Ref. No.30974.02P

[0040] Referring to FIG. 3, motorcycle 100 and vehicle or object 150 are depicted in roadway 152. In this depiction, roadway 152 includes three lanes, first or left lane 154, second or center lane 156, and third or right lane 158. Roadway 152 and its respective lanes also include a plurality of roadway or lane boundaries 160, including lane boundaries 160a, 160b, 160c and 160d, which define the outermost boundaries of the roadway and define individual lanes 154, 156 and 158. In an embodiment, first boundary 160a and fourth boundary 160d define the roadway outermost left and right edges, respectively, and a roadway width therebetween.

[0041] Motorcycle 100 is positioned in a center of lane 156 along lane centerline CL, which coincides with a front-to-rear motorcycle centerline CM, and vehicle 150, which may be an automobile, is positioned within first lane 154, laterally offset and rearward of motorcycle 100.

[0042] In this depiction, vehicle-linked operator-alert zone 170 is defined rearwardly of motorcycle 100, extending laterally across an entire width of center lane 156, and into first and second lanes 154 and 158, respectively. First zone portion 170a of zone 170 overlaps or corresponds to a portion of first lane 154; second zone portion 170b of zone 170 corresponds to a portion of center lane 156; and third zone portion 170c corresponds to a portion of third lane 158. Operator-alert zone 170 may define a zone length LZ and a zone width LZ.

[0043] Vehicle-linked operator-alert zone 170, in an embodiment, may comprise a single alert zone corresponding to the entirety of zone 170, or may comprise multiple sub- zones, such as sub-zones corresponding to portions of operator-alert zone 170. In one such embodiment, first zone portion 170a is a first or left-side blind-spot detection zone; third zone portion 170c is a second or right-side blind-spot detection zone; and second zone portion 170b is a rearward collision zone. Other such operator-alert zones may be defined and / or utilized by an ADAS and to detect vehicles and objects within the operator-alert zone.

[0044] Referring also to FIG. 4, as depicted, vehicle-linked operator-alert zone 170 is an operator-alert zone having a zone position that is defined relative to, and moves with, motorcycle 100, i.e., is “linked” to motorcycle 100, rather than defined relative to roadway 152 or its lanes 154-158. In other words, vehicle-linked operator-alert zone 170 moves laterally in space with motorcycle 100 as the motorcycle moves laterally within roadway 152, such that a center of operator-alert zone 170 will always generally be aligned with a centerline of motorcycle 100, while maintaining a predetermined width and length. This type of vehicle- linked operator-alert zone definition is typical of larger automobiles that span a majority of a lateral width of a roadway lane. Docket No.5258.051WO1Ref. No.30974.02P

[0045] For example, in FIG.3, vehicle-linked operator-alert zone 170 is aligned along lane centerline CL and motorcycle centerline CM with portions 170a and 170c in lanes 154 and 158, respectively. In one example, vehicle-linked operator-alert zone 170 may be defined based on a rearward output of a radar sensor attached to motorcycle 100, the sensor and output simply moving with the motorcycle.

[0046] In FIG. 4, motorcycle 100 has shifted positions laterally (from left-to-right) within lane 156. Vehicle-linked operator-alert zone 170 maintains its same size and shape, and its relative position relative to motorcycle 100, i.e., a center of zone 170 is aligned along the centerline CM of motorcycle 100. Consequently, vehicle-linked operator-alert zone 170 is defined by, or covers, different areas of roadway 152 as motorcycle 100 moves within the roadway. In this example, vehicle-linked operator-alert zone 170 has shifted laterally toward boundary 160d along with motorcycle 100, and now corresponds to a greater area of lane 158, and a smaller area of lane 154. First zone portion 170a has moved laterally into lane 156; second zone portion 170b has moved laterally into lane 158; and third zone portion 170c has moved further into lane 158.

[0047] Referring to FIG. 5, motorcycle 100 is in the same rightward position within lane 156 as depicted in FIG.4. Second zone portion 170b is graphically depicted as sub-portion 170b1, which corresponds to an area of lane 156, and sub-portion 170b2, which corresponds to a portion of lane 158. Lane area 172 is an area of lane 154 that was previously part of zone 170 (and first zone portion 170), but now is not part of vehicle-linked operator-alert zone 170.

[0048] In this embodiment, while vehicle-linked operator-alert zone 170 shifts to maintain a same position relative to motorcycle 100, area 172 remains an area of interest to the operator of motorcycle 170. For example, and as depicted, vehicle 150 has moved into area 172 and may be in a blind spot of the operator. However, because vehicle-linked operator-alert zone 170 no longer includes the portion of lane 154 corresponding to area 172, an unsafe condition results because vehicle 150, in the blind spot of motorcycle 100, will go undetected by ADAS 140 and motorcycle 100.

[0049] At the same time, nuisance alerts may occur. Referring again to FIG.3, when vehicle-linked operator-alert zone 170 is part of a rearward collision detection function, vehicles or objects approaching in second zone portion 170b will cause ADAS 140 to alert the operator of motorcycle 100 to a vehicle approaching from behind.

[0050] Referring again to FIGS. 4 and 5, second zone portion 170b of zone 170 corresponding to a rearward collision warning zone has now shifted partially into adjacent lane 158. In this case, when a vehicle passes motorcycle 100, it may enter that sub-portion 170b2, Docket No.5258.051WO1Ref. No.30974.02P which is part of the rearward collision warning zone causing an unnecessary alert. In other words, a vehicle in lane 158 is not on a collision path with motorcycle 100.

[0051] For a typical-sized automobile, such as vehicle 150, an ADAS defining vehicle- linked operator-alert zones that move with the vehicle will not necessary be problematic because an automobile is much larger, and is limited in the amount that it can shift while still remaining within the roadway lane. However, for the reasons described above, a small-sized vehicle, such as motorcycle 100 may move greater distances laterally within the lane, creating the problems described above with respect to FIGS.3-5.

[0052] Embodiments of the present disclosure solve such problems of detection failure and nuisance alerts when motorcycle 100 moves laterally within a roadway lane, as described in greater detail below.

[0053] Referring now to FIG.6, an embodiment of motorcycle 100 that includes lane- based operator-alert system 128 is positioned at approximately a laterally-central position within lane 156. Lane-based operator-alert system 128 determines and defines lane-based operator-alert zone 190 that extends laterally across a portion of lanes 154 and 158, and all of center lane 156, and includes first, second and third zone portions 190a, 190b and 190c, respectively.

[0054] Lane-based operator-alert zone 190, in an embodiment, may comprise a single alert zone corresponding to the entirety of zone 190, or may comprise multiple lane-based sub- zones, such as sub-zones corresponding to portions of operator-alert zone 190. In one such embodiment, first zone portion 190a is a first or left-side blind-spot detection zone; third zone portion 190c is a second or right-side blind-spot detection zone; and second zone portion 190b is a rearward collision zone. Although depicted as separate and distinct, adjacent sub-zones 190a, b, and c, lane-based operator-alert system 128 may define multiple sub-zones 190a, b, or c, and so on, that are part of the larger zone 190, but are defined as smaller sub-zones directed to a particular ADAS function, such as blind-spot detection sub-zones, e.g., sub-zones 190a and 190c, a rear collision sub-zone, e.g., sub-zone 190b, a forward collision sub-zone (not depicted) and so on. Such sub-zones may be defined as separate and distinct sub-zones, as depicted, though in other embodiments, some sub-zones may overlap each other. Operator zones and / or sub-zones may be defined and / or utilized by lane-based operator-alert system 128 and ADAS 140 to detect vehicles and objects within the operator-alert zone 190 or a particular sub-zone 190a, 190b and / or 190c.

[0055] For the sake of illustration, lane-based operator-alert zone 190 is similar in size to operator-alert zone 170 of FIG.3 and is also divided into three zone portions, namely zone Docket No.5258.051WO1Ref. No.30974.02P portions 190a, 190b and 190c, which correspond to three sub-zones 190a, 190b and 190c. When motorcycle 100 is in a laterally-central position of lane 156, lane-based operator-alert zone 190 covers a similar area of roadway 152 as compared to vehicle-based operator-alert zone 170 as described above.

[0056] However, referring to FIG. 7, when motorcycle 100 shifts its lateral lane position, such as by moving closer to lane boundary 160c, as depicted, and unlike vehicle- based operator-alert zone 170 which moves with motorcycle 100, lane-based operator-alert zone 190 remains in a same lateral position in roadway 152. In other words, lane-based operator-alert zone 190 does not shift or move with motorcycle 100, but rather, remains defined as a spatial area corresponding to an area of roadway 152 and its lanes. Consequently, lane- based operator-alert zone 190 avoids dropping relevant areas of interest and causing nuisance alerts when motorcycle 100 shifts positions within lane 156.

[0057] As described above, it will be understood that lane-based operator-alert zones 190 are defined by an area of space around motorcycle 100. While motorcycle 100 travels forward in roadway 152 and lane 156, the spatial area defined as lane-based operator-alert zone 190 also moves or translates in a forward direction with motorcycle 100 and is thusly “linked” in a forward-reverse or longitudinal direction with motorcycle 100. However, the lateral position of lane-based operator-alert zone 190 is controlled dynamically by lane-based operator-alert system 128 as motorcycle 100 moves in a forward direction. Consequently, it will be understood that FIGS. 3-7 are depictions of motorcycle 100 in roadway 152 and operator-alert zones as defined at a particular moment in time.

[0058] As described in detail below with respect to FIG. 8, lane-based operator-alert system 128 of motorcycle 100 determines or identifies boundaries of the lane in which motorcycle 100 resides, such as lane 156, bounded by boundaries 160b and 160c, then determines a lane-based position of operator-alert zone 190 based on those lane boundaries, so long as motorcycle 100 remains within the detected lane.

[0059] Referring to FIG. 8, an embodiment of a method 200 of dynamically determining and maintaining a lane-based operator-alert zone 190 is depicted.

[0060] At step 202, lane-based operator-alert system 128 detects and identifies an initial first roadway lane boundary corresponding to a lane within which motorcycle 100 is operating. Referring also to FIG.7, motorcycle 100 may be operating in lane 156, as depicted, and the first roadway lane boundary detected may be, for example, a right-most lane boundary 160c. Alternatively, a left-most lane boundary, such as lane boundary 160b may firstly be detected and identified. Docket No.5258.051WO1Ref. No.30974.02P

[0061] Referring also to FIG. 2, in an embodiment, system 128 detects and identifies a lane boundary using sensing system 138 and a system 128 controller, such as controller 140a. In an embodiment, detection and identification of a lane boundary may include determining an actual location of the lane boundary, for example as defined by a geographic coordinate system, or determining a location or position of the lane boundary relative to motorcycle 100. Sensing system 138 may include a variety of rear sensors 136a and front sensors 136b, or sensors positioned elsewhere on motorcycle 100 that are configured to sense and detect objects and environmental features in a vicinity of motorcycle 100. In an embodiment, sensing system 138 relies on one or more image-capture devices, such as one or more cameras to capture one or more images of the vicinity of motorcycle 100, including capturing images of portions of roadway 152 and its lanes 154, 156 and 158, and corresponding lane boundaries. In a particular embodiment, sensing system 138 is configured to capture an image of the lane in which motorcycle 100 is operating, which according to FIGS. 6 and 7 is lane 156, as well as boundaries 160b and 160c, which may comprise one or more painted broken or solid lines, or a roadway edge.

[0062] Data from sensing system 138 and its sensors 136, in an embodiment, is transmitted or communicated over control network 132 to a processing unit for processing. The processing unit may be part of ADAS controller 140a, vehicle controller 130, or another ECU configured to receive and process sensed lane data received from sensing system 138.

[0063] Lane-based operator-alert system 128 may also include computer-implemented algorithms and instructions stored in a non-volatile memory device of motorcycle 100, or stored remotely and accessed through network interface wireless network, that may be used to process the data received from sensing system 138 to identify and determine lane boundaries, such as from captured images. Algorithms may include machine-learning algorithms that process images and identify lane boundaries.

[0064] Data corresponding to, and defining ,the first and second lane boundaries may be saved in a memory device of system 128.

[0065] At step 204, lane-based operator-alert system 128 detects an initial second roadway lane boundary, such as lane boundary 160b, in a manner substantially similar to step 202. Although detection of a first and second lane boundary is described as two independent steps, in an embodiment, detection of first and second roadway lane boundaries may be accomplished simultaneously, or approximately at the same time, such as by capturing an image that includes both first and second lane boundaries. Docket No.5258.051WO1Ref. No.30974.02P

[0066] Steps 202 and 204 may be continuously executed to maintain real-time identification of lane boundaries.

[0067] At step 206, system 128 determines an initial lane-based operator-alert zone 190 based on the initial first and second identified lane boundaries of steps 202 and 204. Operator-alert zone 190 may include multiple sub-zones 190a, 190b and 190c, as described with respect to FIGS. 6 and 7. In one such embodiment, the determined sub-zone 190b is a rearward collision zone, and sub-zones 190a and 190c are blind-spot detection zones.

[0068] In an embodiment, system 128 defines lane-based operator-assist zone 190 as a spatial area for detecting objects and having an overall width of WZ and length of LZ. Lane- based operator-alert zone 190 may extend beyond the lane in which motorcycle 100 resides, as also depicted in FIGS. 6 and 7. In an embodiment, width WZmay be defined by system 128 such that zone 190 includes an entire lateral width of lane 156 as defined by boundaries 160b and 160c. Operator-alert zone 190, as depicted, may also include portions of adjacent lanes 154 and 156 as depicted to include and define sub-zones of adjacent lanes, e.g., sub-zones 190a and 190c, with sub-zone 190b therebetween.

[0069] In an embodiment, sub-zone 190b may be defined as a spatial area extending laterally between the first and second detected boundaries 160b and 160c having a width Wband a length LZ. Width Wb of sub-zone 190b may dynamically be changed as a width of lane 156 changes as motorcycle 100 progresses in a forward direction. In some embodiments, an estimated lane or sub-zone width Wb is determined based on captured images.

[0070] In an embodiment, sub-zones 190a and 190c may define widths that extend for an entire width of their respective lanes 152 and 158, or may define widths that are less than a width of the adjacent lane. In an embodiment where sub-zones 190a and 190c extend an entire width of a respective lane, system 128 may be configured to detect, identify, and / or determine additional lane boundaries, such as lane boundaries 160a and 160d.

[0071] At step 208, lane-based operator-alert system 128 compares the previously identified lane boundaries, which may be saved in memory as described above, with current lane boundaries to determine whether properties of the lane boundaries have changed. In an embodiment, at step 208, system 128 determines whether a distance between lane boundaries has changed, which may mean a desired zone or sub-zone size change should be made, as described below.

[0072] If lane boundaries have changed, such as a distance between lane boundaries, at step 210, an updated operator-alert zone 190 is determined based on the changed relative positions of first and second lane boundaries. The updated lane-based operator-alert zone 190 Docket No.5258.051WO1Ref. No.30974.02P is determined as described above at step 206. If lane boundaries have not changed relative position, or not substantially changed beyond a predetermined tolerance, then the process proceeds to step 212.

[0073] At step 212, lane-based operator-alert system 128 determines a position of motorcycle 100 within roadway 152, which may include determining a position of motorcycle 100 within its lane, such as lane 156. In an embodiment, controller 140a, or other system 128 controller, processes roadway image data, which may include images of lane boundaries, as may be received from sensing system 138 to determine the position of motorcycle 100 within the roadway or lane. System 128 may take into account positions or locations of first and second lane boundaries when determining the position of motorcycle 100. In an embodiment, system 128 may also receive and process geolocation data from geolocation system 142, such as GPS coordinates, to determine a position of motorcycle 100 within the lane, and relative to the lane boundaries.

[0074] In an embodiment, system 128 may not determine an actual position of motorcycle 100, but may determine a relative position of motorcycle 100 with respect to each of, or one of, the lane or roadway boundaries. In other embodiments, system 128 may only determine whether motorcycle 100 is between the identified roadway or lane boundaries, such as in step 210.

[0075] Controller 140a or an ECU of system 128 may store computer-implemented algorithms and software for determining a position of motorcycle 100 within the lane.

[0076] At step 214, system 128 compares the determined position of motorcycle 100 to the lane boundaries and determines whether motorcycle 100 is still within the identified lane, which in an embodiment, means whether motorcycle 100 is between the two detected lane boundaries, e.g., between boundaries 160b and 160c. If not, i.e., motorcycle 100 has moved out of the lane, then the process proceeds to step 218 as described below, and new lane boundaries for the lane in which motorcycle 100 operates are detected.

[0077] At step 214, if system 218 determines that motorcycle 100 is within the lane, and between the first and second lane boundaries, then method 200 proceeds to step 216, and lane-based operator-alert zone 190 remains unchanged, such that the spatial area defined as zone 190 (or a sub-zone) remains unchanged, even when a position of motorcycle 100 changes, provided motorcycle 100 stays between the lane boundaries.

[0078] Lane-based operator-alert system 128 implementing method or process 200 then continues to identify lane boundaries, checking for boundary changes or motorcycle 100 movement out of its lane. At steps 218 and 220, first and second lane boundaries are detected Docket No.5258.051WO1Ref. No.30974.02P via sensing system 138, followed by determining whether lane boundaries have changed at step 208, followed by steps 210 to 216.

[0079] Other method steps not depicted in FIG.8 may include using additional sensors or switches on the motorcycle, such as a lean sensing device that may be part of IMU, or turn signal request that may inform system 128 of an intent of the operator to change lanes or location within a lane. Such intention or information may be added to an algorithm of the system for further optimization of the operator-alert zone 190 to generate warnings, alerts or other assistance information to the operator based on predicted lane-position changes.

[0080] Referring to FIGS.9A-9C, in an embodiment, lane-based operator-alert system 128 may be configured to adjust forward-facing operator-alert zones based on lane width to determine whether preceding motorcycles 100 are in a forward group ride zone of a staggered group ride zone.

[0081] As described above, embodiments of lane-based operator-alert system 128 are configured to detect lane boundaries. Referring also to FIG. 7, embodiments of system 128 may also be configured to determine a lane width, such as a width Wbof lane 156 (and sub- zone 190b) between lane boundaries 160b and 160c. As described above, lane-based operator- alert system 128 may determine an estimated lane width between boundaries based on image data captured by cameras of sensing system 138 and processed by a controller.

[0082] In this embodiment, system 128 optimizes forward-facing operator-alert zones 250, which may comprise multiple zones, such as offset or staggered group-ride zone (“staggered zone”) 250a and forward group-ride zone (“forward zone”) 250b.

[0083] Referring specifically to FIG. 9A, motorcycle 100 is positioned between lane boundaries 160b and 160c in lane 156, and toward a right-side side of lane 156. In this embodiment, lane 156 is a relatively wide lane having a width Wba. Another motorcycle, motorcycle 100a, is somewhat forward of motorcycle 100, and positioned to a left side of lane 156, near lane boundary 160b, in a staggered group-ride zone. Yet another motorcycle 100b is positioned directly forward of motorcycle 100 in a path of travel of motorcycle 100, in a forward group-ride zone.

[0084] Referring also to FIG.2, in an embodiment, an image capture device, such as a camera of sensing system 138 captures images of lane boundaries 160b and 160c. Lines 252a and 252b represent a camera lane-width recognition, or a camera field of view.

[0085] Data from sensing system 138 is communicated over control network 132 to a controller, such as controller 140a, for processing. Controller 140a receives and processes the image data to determine a lane width Wba. Based on the determined lane width Wba, system Docket No.5258.051WO1Ref. No.30974.02P 128 controls sensing system 138 to emit a forward detection signal, such as a radar or lidar signal from a transmitter / receiver device for detecting objects or vehicles within range. The forward detection signal forms a detection zone or operator-alert zone 250, or multiple zones such as zones 250a and 250b. Controller 140a may also adjust a radar output signal based on lane width.

[0086] In the embodiment depicted, operator-alert zone 250 includes a plurality of zones, including first operator-alert zone 250a and second operator-alert zone 250b. In other embodiments, only one zone 250 is defined, and in other embodiments, three or more zones may be defined, e.g., forward-left, forward-right, and forward. Dependent upon a position of motorcycle 100 in lane 156, first / staggered zone 250a may generally be a forward-left operator-alert zone, while second / forward zone 250b may generally be a forward operator-alert zone. Lane-based operator-alert system 128 may transmit and receive two separate radar or lidar signals to form the two zones 250a and 250b, or may transmit and receive a single signal that is processed by controller 140a of system 128 to define two or more zones.

[0087] In an embodiment, zones 250a and 250b are defined by determined lane width Wba. In one such embodiment, system 128 determines the lane width, then adjusts and defines forward operator-alert zones 250 based on the determined lane width Wba. Lane 156 as depicted in FIG. 9A defines a relatively wide width Wba, with a rearward-most portion of zone 250a intersecting with lane boundary 160b at point Pa. A rearward-most portion of zone 250b intersects lane boundary 1760c at point Pb.

[0088] Referring to FIG.9B, lane 156 is somewhat narrower with a width Wbb. System 128 determines the narrower width Wbb and adjusts the size of zones 250a and 250b to limit the maximum zone width to Wbb, as depicted. Zones 250a and 250b are defined to fit within the narrower lane, and therefore correspond to a somewhat different area of lane 156 as compared to the wider lane 156 of FIG. 9A. Controller 140a may also adjust a radar output signal based on lane width.

[0089] Referring to FIG. 9C, lane 156 is even narrower than lanes 156 of FIGS. 9A and 9B, with a width of Wbc. Similar to the process described above with respect to FIGS.9A and 9B, system 128 determines a lane width, then adjusts the size and shape of zones 205a and 250b to fit within lane 156.

[0090] Automatically and dynamically adjusting forward operator-alert zones 250 to fit within a lane provides a number of advantages. First, when a lane 156 changes width during Docket No.5258.051WO1Ref. No.30974.02P operation, system 128 redefines the zones, keeping them within the lane, thereby avoiding nuisance alerts based on objects detected outside of the lane. Second, by confining a maximum zone width to be equal to a lane width, improved forward detection of other motorcycles in a staggered zone or forward zone is possible. In contrast, known forward-sensing systems require that a user manually select a lane width, which can be difficult to accomplish efficiently and safely for an operator of a motorcycle.

[0091] Referring to FIG.10, an embodiment of method 270 for dynamically controlling a forward zone width is depicted and described.

[0092] Referring also to FIG.2, at step 272, first and second roadway lane boundaries, such as boundaries 160b and 160c (see FIG. 8) are detected with sensing system 138 of lane- based operator-alert system 128.

[0093] At step 274, a roadway lane width is determined by system 128, based on the detected lane boundaries.

[0094] At step 276, initial parameters of a forward-sensing sensor are set based on lane width. The forward-sensing sensor may be a radar transmitter / receiver of sensing system 138. Step 276 may also include determining one or more forward zones using a controller, as described above with respect to FIGS.9A-C.

[0095] At step 278, first and second roadway lane boundaries are detected again using sensing system 138, and the roadway width is recalculated based on the updated detection of the roadway lane boundaries at step 280.

[0096] At step 282, if the lane width has changed, then at 284, the parameters of the forward sensing sensor are changed based on the new or updated lane width. For example, a forward sensing radar transmitter / receiver may be controlled by system 128 to change its output signal to accommodate the updated lane width. The process then reverts to step 278, and roadway lane boundaries are again detected, then a new lane width calculated at 280. At step 282, if the lane width has not changed, then the parameters of the forward-sensing sensor are maintained, and the process reverts to step 278.

[0097] In this manner, the forward-sensing sensor is dynamically controlled to adjust a forward operator-alert zone based on lane width.

[0098] The following clauses illustrate the subject matter described herein. Docket No.5258.051WO1Ref. No.30974.02P

[0099] Clause 1. A method of determining an operator-alert zone for a motorcycle that includes an operator interface, a controller, and a sensing system. The method includes the steps of: detecting a first roadway lane boundary of a first roadway lane using the sensing system; detecting a second roadway lane boundary of the first roadway lane using the sensing system; determining that the motorcycle is positioned in the first roadway lane between the first lane boundary and the second lane boundary; determining with the controller a first operator-alert zone that is substantially entirely between the first lane boundary and the second lane boundary and at least partially rearward of the motorcycle; detecting a change of the motorcycle from a first lateral position between the first lane boundary and the second lane boundary to a second lateral position between the first lane boundary and the second lane boundary, the second lateral position being different from the first lateral position; and maintaining the rearward operator-alert zone during and after the change of position of the motorcycle from the first lateral position to the second lateral position, such that the defined rearward operator-alert zone continues to be defined between the first lane boundary and the second lane boundary.

[0100] Clause 2. The method of clause 1, wherein the sensing system includes one or more cameras, a LIDAR sensor and / or a light-sensing sensor mounted to the motorcycle.

[0101] Clause 3. The method of clause 1, wherein determining with the controller a first operator-alert zone includes defining the first operator-alert zone as a spatial region rearward of the motorcycle that is bounded on a first side by the first lane boundary and on a second side by the second lane boundary, and wherein the first operator-alert zone translates in a forward direction simultaneously when the motorcycle moves in a forward direction.

[0102] Clause 4. The method of clause 1, further comprising detecting a vehicle entering the first operator-alert zone and warning the operator via the operator interface.

[0103] Clause 5. The method of clause 1, further comprising determining a width of the first roadway lane, the width being a distance from the first lane boundary to the second lane boundary, and wherein the first operator-alert zone is at least partially defined by the width of the first roadway lane.

[0104] Clause 6. The method of clause 1, further comprising determining a blind- spot detection zone defined as an area within a second roadway lane, the second roadway lane being adjacent to the first roadway lane, and alerting an operator of the motorcycle of the presence of a vehicle entering the blind-spot detection zone via the operator interface.

[0105] Clause 7. The method of clause 6, further comprising maintaining the blind-spot detection zone operator-alert zone during and after the change of position of the Docket No.5258.051WO1Ref. No.30974.02P motorcycle from the first lateral position to the second lateral position, such that the defined blind-spot detection zone continues to be defined in the second roadway lane.

[0106] Clause 8. The method of clause 7, wherein the blind-spot detection zone is determined as an area entirely within the second roadway lane.

[0107] Clause 9. A system for determining an operator-alert zone for a motorcycle. The system includes: a vehicle operator interface including a warning device; a sensing system including an imaging device for imaging a roadway lane boundary and a rearward-sensing sensor configured to detect a vehicle rearward of the motorcycle; and an electronic control unit (ECU) in electrical communication with the sensing system. The ECU is configured to: detect a first roadway lane boundary of a roadway lane using the sensing system; detect a second roadway lane boundary of the roadway lane using the sensing system; determine that the motorcycle is positioned in the roadway lane between the first lane boundary and the second lane boundary; define a first operator-alert zone that is entirely between the first lane boundary and the second lane boundary and at least partially rearward of the motorcycle; detect a change of the motorcycle from a first lateral position between the first lane boundary and the second lane boundary to a second lateral position between the first lane boundary and the second lane boundary, the second lateral position being different from the first lateral position; and maintain the rearward operator-alert zone during and after the change of position of the motorcycle from the first lateral position to the second lateral position, such that the defined rearward operator-alert zone continues to be defined between the first lane boundary and the second lane boundary.

[0108] Clause 10. The system of clause 9, further including a geolocation system in electrical communication with the ECU, and wherein the ECU is configured to determine that the motorcycle is positioned in the first roadway lane between the first lane boundary and the second lane boundary based on data communicated from the geolocation system to the ECU.

[0109] Clause 11. The system of clause 9, wherein the rearward-sensing sensor includes a RADAR sensor or a LIDAR sensor.

[0110] Clause 12. The system of clause 11, wherein the ECU is further configured to cause the warning device to communicate a warning to the operator when a vehicle is in the rearward operator-alert zone.

[0111] Clause 13. The system of clause 9, wherein the ECU is further configured to define a blind-spot zone adjacent to the rearward operator-alert zone, the blind-spot zone Docket No.5258.051WO1Ref. No.30974.02P defined outside of the roadway lane and independent of a position of the motorcycle within the roadway lane.

[0112] Clause 14. A motorcycle including the system of clause 1, a plurality of wheels that includes only two wheels or only three wheels, handlebars, and a seat configured to be straddled by the vehicle operator.

[0113] Clause 15. A method of determining a forward operator-alert zone for a motorcycle that includes an operator interface, an electronic control unit (ECU), and a sensing system. The method includes the steps of: detecting a first roadway lane boundary of a first roadway lane using the sensing system; detecting a second roadway lane boundary of the first roadway lane using the sensing system; determining with the ECU a width of the first roadway lane, the width being a distance from the first lane boundary to the second lane boundary; and dynamically controlling a forward sensor of the sensing system based on the width of the first roadway lane.

[0114] Clause 16. The method of clause 15, wherein the sensing system includes at least one imaging device, and detecting a first roadway lane boundary of a first roadway lane using the sensing system includes capturing an image of the first roadway lane boundary with the at least one imaging device.

[0115] Clause 17. The method of clause 15, wherein determining with the ECU a width of the first roadway lane includes imaging the first roadway lane boundary and the second roadway lane boundary with an imaging device of the sensing system.

[0116] Clause 18. The method of clause 15, further comprising defining a forward operator-alert zone based on the determined width of the first roadway lane and wherein dynamically controlling a forward sensor of the sensing system based on the width of the first roadway lane includes dynamically controlling the forward sensor based on the defined forward operator-alert zone.

[0117] Clause 19. The method of clause 15, further comprising determining a position of the motorcycle in the first roadway lane between the first lane boundary and the second lane boundary.

[0118] Clause 20. The method of clause 19, further comprising defining a first forward operator-alert zone for detecting a first vehicle in a projected travel path of the motorcycle and defining a second forward operator-alert zone for detecting a second vehicle not in the projected travel path, but within the roadway lane.

[0119] The embodiments above are intended to be illustrative and not limiting. Additional embodiments are within the claims. In addition, although aspects of the present Docket No.5258.051WO1Ref. No.30974.02P invention have been described with reference to particular embodiments, those skilled in the art will recognize that changes can be made in form and detail without departing from the spirit and scope of the invention, as defined by the claims.

[0120] Persons of ordinary skill in the relevant arts will recognize that the invention may comprise fewer features than illustrated in any individual embodiment described above. The embodiments described herein are not meant to be an exhaustive presentation of the ways in which the various features of the invention may be combined. Accordingly, the embodiments are not mutually exclusive combinations of features; rather, the invention may comprise a combination of different individual features selected from different individual embodiments, as understood by persons of ordinary skill in the art.

[0121] Any incorporation by reference of documents above is limited such that no subject matter is incorporated that is contrary to the explicit disclosure herein. Any incorporation by reference of documents above is further limited such that no claims included in the documents are incorporated by reference herein. Any incorporation by reference of documents above is yet further limited such that any definitions provided in the documents are not incorporated by reference herein unless expressly included herein.

[0122] For purposes of interpreting the claims for the present invention, it is expressly intended that the provisions of Section 112, sixth paragraph of 35 U.S.C. are not to be invoked unless the specific terms “means for” or “step for” are recited in a claim. Docket No.5258.051WO1

Claims

Ref. No.30974.02P CLAIMS What is claimed is:

1. A method of determining an operator-alert zone for a motorcycle that includes an operator interface, a controller, and a sensing system, the method comprising: detecting a first roadway lane boundary of a first roadway lane using the sensing system; detecting a second roadway lane boundary of the first roadway lane using the sensing system; determining that the motorcycle is positioned in the first roadway lane between the first lane boundary and the second lane boundary; determining with the controller a first operator-alert zone that is substantially entirely between the first lane boundary and the second lane boundary and at least partially rearward of the motorcycle; detecting a change of the motorcycle from a first lateral position between the first lane boundary and the second lane boundary to a second lateral position between the first lane boundary and the second lane boundary, the second lateral position being different from the first lateral position; and maintaining the rearward operator-alert zone during and after the change of position of the motorcycle from the first lateral position to the second lateral position, such that the defined rearward operator-alert zone continues to be defined between the first lane boundary and the second lane boundary.

2. The method of claim 1, wherein the sensing system includes one or more cameras, a LIDAR sensor, and / or a light-sensing sensor mounted to the motorcycle.

3. The method of claim 1 or 2, wherein determining with the controller a first operator- alert zone includes defining the first operator-alert zone as a spatial region rearward of the motorcycle that is bounded on a first side by the first lane boundary and on a second side by the second lane boundary, and wherein the first operator-alert zone translates in a forward direction simultaneously when the motorcycle moves in a forward direction.

4. The method of claim 1 or 2, further comprising detecting a vehicle entering the first operator-alert zone and warning the operator via the operator interface. Docket No.5258.051WO1Ref. No.30974.02P 5. The method of claim 1 or 2, further comprising determining a width of the first roadway lane, the width being a distance from the first lane boundary to the second lane boundary, and wherein the first operator-alert zone is at least partially defined by the width of the first roadway lane.

6. The method of claim 1 or 2, further comprising determining a blind-spot detection zone defined as an area within a second roadway lane, the second roadway lane being adjacent to the first roadway lane, and alerting an operator of the motorcycle of the presence of a vehicle entering the blind-spot detection zone via the operator interface.

7. The method of claim 6, further comprising maintaining the blind-spot detection zone operator-alert zone during and after the change of position of the motorcycle from the first lateral position to the second lateral position, such that the defined blind-spot detection zone continues to be defined in the second roadway lane.

8. The method of claim 7, wherein the blind-spot detection zone is determined as an area entirely within the second roadway lane.

9. A system for determining an operator-alert zone for a motorcycle, comprising: a vehicle operator interface including a warning device; a sensing system including an imaging device for imaging a roadway lane boundary and a rearward-sensing sensor configured to detect a vehicle rearward of the motorcycle; and an electronic control unit (ECU) in electrical communication with the sensing system; wherein the ECU is configured to: detect a first roadway lane boundary of a roadway lane using the sensing system; detect a second roadway lane boundary of the roadway lane using the sensing system; determine that the motorcycle is positioned in the roadway lane between the first lane boundary and the second lane boundary; define a first operator-alert zone that is entirely between the first lane boundary and the second lane boundary and at least partially rearward of the motorcycle; detect a change of the motorcycle from a first lateral position between the first lane boundary and the second lane boundary to a second lateral position between the first lane Docket No.5258.051WO1Ref. No.30974.02P boundary and the second lane boundary, the second lateral position being different from the first lateral position; and maintain the rearward operator-alert zone during and after the change of position of the motorcycle from the first lateral position to the second lateral position, such that the defined rearward operator-alert zone continues to be defined between the first lane boundary and the second lane boundary.

10. The system of claim 9, further comprising a geolocation system in electrical communication with the ECU, and wherein the ECU is configured to determine that the motorcycle is positioned in the first roadway lane between the first lane boundary and the second lane boundary based on data communicated from the geolocation system to the ECU.

11. The system of claim 9 or 10, wherein the rearward-sensing sensor comprises a RADAR sensor or a LIDAR sensor.

12. The system of claim 11, wherein the ECU is further configured to cause the warning device to communicate a warning to the operator when a vehicle is in the rearward operator- alert zone.

13. The system of claim 9, wherein the ECU is further configured to define a blind-spot zone adjacent to the rearward operator-alert zone, the blind-spot zone defined outside of the roadway lane and independent of a position of the motorcycle within the roadway lane.

14. A motorcycle including the system of claim 1, a plurality of wheels that includes only two wheels or only three wheels, handlebars, and a seat configured to be straddled by the vehicle operator.

15. A method of determining a forward operator-alert zone for a motorcycle that includes an operator interface, an electronic control unit (ECU), and a sensing system, comprising: detecting a first roadway lane boundary of a first roadway lane using the sensing system; detecting a second roadway lane boundary of the first roadway lane using the sensing system; Docket No.5258.051WO1Ref. No.30974.02P determining with the ECU a width of the first roadway lane, the width being a distance from the first lane boundary to the second lane boundary; and dynamically controlling a forward sensor of the sensing system based on the width of the first roadway lane.

16. The method of claim 15, wherein the sensing system includes at least one imaging device, and detecting a first roadway lane boundary of a first roadway lane using the sensing system includes capturing an image of the first roadway lane boundary with the at least one imaging device.

17. The method of claim 16, wherein determining with the ECU a width of the first roadway lane includes imaging the first roadway lane boundary and the second roadway lane boundary with an imaging device of the sensing system.

18. The method of claim 15 or 16, further comprising defining a forward operator-alert zone based on the determined width of the first roadway lane and wherein dynamically controlling a forward sensor of the sensing system based on the width of the first roadway lane includes dynamically controlling the forward sensor based on the defined forward operator-alert zone.

19. The method of any of claims 15 or 16, further comprising determining a position of the motorcycle in the first roadway lane between the first lane boundary and the second lane boundary.

20. The method of claim 19, further comprising defining a first forward operator-alert zone for detecting a first vehicle in a projected travel path of the motorcycle and defining a second forward operator-alert zone for detecting a second vehicle not in the projected travel path, but within the roadway lane. Docket No.5258.051WO1

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