Patent Publication Number: US-2021188270-A1

Title: Wheeled Vehicle Adaptive Speed Control Method And System

Description:
CROSS-REFERENCE TO RELATED APPLICATIONS 
     This application is a continuation-in-part of U.S. patent application Ser. No. 17/269,789 (Attorney Docket No. 6136-000347-NP), filed Feb. 19, 2021, which is a National Stage of PCT International Application No. PCT/2019/047046 designating the United States filed on Aug. 19, 2019, which claimed the benefit of U.S. Provisional Application No. 62/765,321, filed on Aug. 20, 2018. The entire disclosure(s) of (each of) the above application(s) is (are) incorporated herein by reference. 
     This application includes subject matter related to that disclosed in U.S. patent application Ser. No. 17/269,827 (Attorney Docket No. 6136-000348-NP), filed Feb. 19, 2021. The entire disclosure(s) of (each of) the above application(s) is (are) incorporated herein by reference. 
    
    
     FIELD 
     The present disclosure relates to a vehicle, and particularly to a wheeled vehicle, especially a wheeled vehicle with less than four wheels, and operational components therefore. 
     BACKGROUND 
     This section provides background information related to the present disclosure which is not necessarily prior art. 
     A vehicle to move a payload, 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 brake systems. The control systems are generally operated manually by the operator. The vehicle may include a two-wheeled vehicle that is generally substantially manually operated. 
     SUMMARY 
     This section provides a general summary of the disclosure, and is not a comprehensive disclosure of its full scope or all of its features. 
     Disclosed herein is a powered wheeled assembly including a motorcycle assembly for operation by rider, also referred to as a user. The rider may operate the motorcycle to travel along an intended path on a surface. The surface may include a road surface which may be shared with other objects, such as other motorcycles or other vehicles such as 4 wheel vehicles. 
     In various embodiments the motorcycle  10  may include one or more sensors to sense an environment exterior to the motorcycle  10 . For example various ranging assemblies such as radar assemblies, laser ranging (lidar) assemblies, or the like may be used to measure distances to exterior objects, speed or change in speed of exterior objects, positions of exterior objects, or the like. Based upon the sensed objects the various systems of the motorcycle may be automatically operated and/or changed to provide information to the rider, information to operators of the exterior vehicles, or the like. 
     The motorcycle may further include notification that may be provided to operators external to the motorcycle. For example visual notifications, such as flashing lights, may be provided to exterior vehicle operators. Auditory notifications may also be provided, such as from a motorcycle horn, speaker, etc. Various signals may also be sent to selected vehicles, such as with a generally available communication to a selected vehicle to alert a driver and/or autonomous driver system of the presence of the vehicle. The notifications may be provided based upon automatic determinations due to sensed positions, speeds, or the like of vehicles relative to the motorcycle. 
     Further the motorcycle may include a constant speed or cruise control. The cruise control may be operated automatically or with input from various sensors on the motorcycle. The sensors may operate to determine positions of the motorcycle relative to other vehicles, such as other motorcycles and/or other non-motorcycle vehicles. The cruise control may be operated substantially without further rider input to maintain a selected or predetermined distance between the motorcycle or other objects. 
     The two-wheeled vehicle, as disclosed herein, may provide automatic feedback and/or notifications to the rider and external operators regarding the presence of the two-wheeled vehicle and/or position and speed of external vehicles. The notifications may assist in providing awareness to the rider of the external vehicles and vice-versa. Further, sensor inputs may allow for automatic operation of various controls of the two-wheeled vehicle. 
     Further areas of applicability will become apparent from the description provided herein. The description and specific examples in this summary are intended for purposes of illustration only and are not intended to limit the scope of the present disclosure. 
    
    
     
       DRAWINGS 
       The drawings described herein are for illustrative purposes only of selected embodiments and not all possible implementations, and are not intended to limit the scope of the present disclosure. 
         FIG. 1  is a perspective view of a motorcycle, according to various embodiments; 
         FIG. 2  is a view of the fairing assembly from a position of a rider; 
         FIG. 3  is a schematic view of a position of a camera system mounted on a motorcycle; 
         FIG. 4  is a top plan view of the motorcycle and various sensors associated therewith; 
         FIG. 5  is a detailed view of a motorcycle and a sensor assembly; 
         FIGS. 6A and 6B  are detailed interior views of a mounting position of the sensor assembly; 
         FIG. 7A  is a flowchart for operation of a display of the motorcycle; 
         FIG. 7B  is a flowchart for operation of a display of the motorcycle; 
         FIG. 8A  and  FIG. 8B  are detailed schematic illustrations of a mounting assembly for a forward facing sensor assembly; 
         FIG. 9  is a top plan view of a seating assembly of a motorcycle; 
         FIG. 9A  is a Table 2 including input criteria for a notification system; 
         FIG. 10  is a flowchart for an external driver notification; 
         FIG. 11A ,  FIG. 11B , and  FIG. 11C  are partial view of a motorcycle with lean sensors; 
         FIG. 12A  is a schematic illustration of a motorcycle following a vehicle on a straight path; 
         FIG. 12B  is a top schematic illustration of a motorcycle following a vehicle on a curved path; 
         FIG. 12C  is a side schematic illustration of a motorcycle following a vehicle on a curved path; 
         FIG. 13  is a schematic illustration of an actuation assembly for movement of a sensor assembly; 
         FIG. 14  is a plan schematic view of a motorcycle riding configuration on a straight path; 
         FIG. 15  is an illustration of a riding configuration of a plurality of motorcycles on a curved path; 
         FIG. 16A  and  FIG. 16B  is a flowchart for operation of an adaptive cruise control; 
         FIG. 17  is a flowchart of an optional logical/method application of the adaptive cruise control; 
         FIG. 18A  is a detail view of a motorcycle fairing and instrument cluster, according to various embodiments; 
         FIG. 18B  is a detail view of a display, according to various embodiments; 
         FIG. 19A  is a perspective view of a motorcycle having an instrument cluster, according to various embodiments; 
         FIG. 19B  is a detail view of an instrument cluster with a display, according to various embodiments; 
         FIG. 20  is a detail view of a display, according to various embodiments; 
         FIG. 21  is a detail view of a display, according to various embodiments; 
         FIGS. 22A and 22B  is a flowchart of an optional logical/method application of the adaptive cruise control, according to various embodiments; and 
         FIG. 23  is a flowchart of an optional logical/method application of the adaptive cruise control and/or alert system, according to various embodiments. 
     
    
    
     Corresponding reference numerals indicate corresponding parts throughout the several views of the drawings. 
     DETAILED DESCRIPTION 
     Example embodiments will now be described more fully with reference to the accompanying drawings. 
     With initial reference to  FIG. 1 , a vehicle is exemplarily illustrated. The vehicle may include a two wheeled vehicle, which may generally be referred to as a motorcycle  10 . The motorcycle  10  may be any appropriate motorcycle, such as the Chieftain® motorcycle or the Roadmaster® motorcycle, both sold by Indian Motorcycle International, LLC having a place of business in Medina, Minn. In various embodiments, the motorcycle or vehicle may be similar to the vehicle disclosed in U.S. Patent App. Publication 2016/0298807. Other selected motorcycle wheeled vehicles may include those with two-wheels or three-wheels and may also be referred to as a motorcycle, such as an autocycle, Freewheeler® tri-cycle motorcycle sold by H-D U.S.A. LLC, Spyder three-wheeled vehicle sold by Can-Am Bombardier Recreational Products Inc., or the Slingshot® three-wheeled vehicle sold by Polaris Inc. having a place of business in Minnesota. 
     Generally, the motorcycle  10  includes a first or front wheel assembly  12  and a second or rear wheel assembly  14 . Both of the wheels  12 ,  14  may be provided as wheel assemblies that include a tire, rim, and other generally know components. The wheels  12 ,  14  may engage or roll on a road surface or ground or other appropriate surface during operation of the motorcycle  10  and may rotate relative to a frame assembly or structure  16 . It is understood that the frame assembly  16  may include various components, including metal tubing, a power system, which may include an engine  40 , and/or connections to the engine, and similar components that are connected to other components. The frame assembly  16  may have a front portion to which the front wheel assembly  12  is connected and the rear portion to which a rear wheel assembly  14  is connected. 
     The motorcycle  10 , or vehicle, may include only the two wheel assemblies  12 ,  14 . The motorcycle  10 , therefore, may be only a two wheeled vehicle. In various embodiments, the vehicle  10  may be only single wheel driven, such as only driven by the rear wheel assembly  14 . Thus, the motorcycle  10  may include only two wheels and be only rear wheel driven. 
     Additional components connected to the frame assembly  16  may include suspension components  18 , which may include a fork assembly having springs therein, and a handlebar  24 . Further, a fairing components  20  may be connected to the frame assembly  16 , and may be moveable or fixed relative to the frame  16 . Further, the frame  16  may support a seat or seat assembly  28  that may be used by an operator to sit on the vehicle  10  during operation. 
     The frame  16  may hold or support an engine  40 . The engine  40  may include various components, such as those discussed further herein, and be a part of a powertrain assembly  42 , which may further include transmission components or assembly  44 . It is understood that various other components may be incorporated into the vehicle  10 , such as those generally understood in the art, to allow operation of the vehicle  10  by a user, also referred to as an operator. The user may operate the vehicle, such as control the engine  40 , for transferring power from the engine  40  to one or more of the wheels, such as the rear wheel  14  assembly, through the transmission  44 . 
     In various embodiments the engine  40  may include an engine such as a Thunderstroke® engine sold by Indian Motorcycle International, LLC having a place of business in Medina, Minn. The engine  40  may include a spark ignition engine, where a spark ignites a petroleum product, such as gasoline, to move pistons. The gasoline, or other appropriate fuel, may be held first in a fuel tank  50  for delivery to the engine  40 . Air may be used in combusting of the fuel and initially enters the engine assembly by an air intake  52 . A throttle control  54  may be operated (e.g. twisted) by the operator to control a throttle body associated with the engine  40 . In various embodiments, however, the motorcycle may be powered by a motor, such as an electric motor, rather than the engine  40 . Thus, it is understood, that the motorcycle  10  disclosed herein may be powered with any appropriate system. 
     The motorcycle  10  may further include brake assemblies, such as a front disk brake assembly  60  associated with the front wheel assembly  12 . It is understood by those skilled in the art that the rear wheel assembly may include a rear disk brake assembly. The rear brake assembly may be covered by various components of the motorcycle  10 , such as saddlebags  140 . The brake assemblies may be manually operated by the operator by brake controls. In various embodiments, a handle lever  66  may be actuated (e.g. squeezed toward a grip  68 ) to actuated the front brake assembly  60 . 
     The front brake assembly  60  may include a brake disc  70  and a brake caliper assembly  72 . As is understood in the art, the disc  70  is connected to a rim  12   r  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 be operated to squeeze the disk  70  to slow and/or stop rotation of the wheel assembly  12 . A similar process may operate to slow the rear wheel assembly. The brake assemblies, such as the front brake assembly  60 , however, may also use an alternative braking apparatus. For example, drum brakes or other braking systems may be used. Further, operation of the braking systems may be in any appropriate manner such as with a mechanical cable, a hydraulic braking system, or the like. 
     Operation of the engine  40 , such as to create acceleration or deceleration of the engine may be performed independently and/or cooperatively with the braking system. For example, as noted above, the throttle  54  may be operated to increase the engine speed. An increase in engine speed may cause an increase in the vehicle speed of the motorcycle  10 . In various embodiments, an engine control unit (ECU)  272  may control the engine  40  based on inputs from the rider  200  ( FIG. 4 ). The ECU  272  and various controls, such as the fuel injectors, may be powered by a battery  90 . It is further understood that various gear selections in the transmission assembly  44  may also operate to alter or change the engine speed of the engine  40  and/or speed of the motorcycle  10 . As discussed further herein the various components, such as the brake assemblies and engine speed control assemblies may be used to alter a speed of the motorcycle  10 . The operation of these controls may be substantially manual by an operator. In addition to or alternatively to manual operation, various systems may also be controlled substantially automatically such as by receiving input from various systems, as discussed herein, and executing instructions to achieve a selected result and speed of the motorcycle  10 . 
     The motorcycle  10 , therefore, may further include components that are operable or configured to execute instructions as discussed further herein. The motorcycle  10 , therefore, may include one or more electrical sources such as a battery  90  that may be charged with a charging system that may include an alternator and/or a stator assembly. 
     In addition to the various assemblies, including the control systems as discussed above, the vehicle  10  may further include augmentation or accessory systems and/or accessory items. As discussed above, the motorcycle  10  may include fairing components  20  as discussed further herein, and briefly including a headlight or main light  100  and one or more auxiliary or passing lights  102  and  104 . The auxiliary lights  102 ,  104  may also be turning lights or indicators and/or hazard indicators. Additionally the motorcycle  10  may include a rear or brake light  106  and one or more auxiliary or turn signal indicators  108  and  110 . 
     The fairing component  20  may further include hand guard or lateral portions, such as a left handguard  1121  and a right handguard  112   r . The motorcycle  10  may further include a lower fairing or lower fairing components  120 . The lower fairings  120  may surround and/or include highway or engine case bars  122 . In various embodiments, the lower fairing  120  may include compartments or volumes that may be enclosed within the lower fairing  120 . Further accessories may include one or more saddlebags  140 . The saddlebags may include various components such as a hinge  142  and a lock or catch assembly  144 . The saddlebags  140  may be of an appropriate design or selected design, such as a substantially hard case or semi-rigid case that includes a wall  146  of the saddlebag  140  that may maintain a selected shape, as illustrated in  FIG. 1 , under a selected pressure, such as during travel. The saddlebag  140  may define an internal volume, as discussed further herein. 
     In various embodiments, the fairing assembly  20 , the lower faring assembly  120 , and/or the saddlebag  140  may define compartments or have compartments that include various components or assemblies, as discussed further herein. In various embodiments, the motorcycle  10  may include selected cameras, sensors, emitter arrays, or the like, that may be positioned in the various components to provide information to various assemblies on the motorcycle  10 . 
     With continuing reference to  FIG. 1 , and additional reference to  FIG. 2  and  FIG. 3 , the motorcycle  10  may include a rider facing or rear facing portion of the fairing assembly  20 . The rider facing portion of the fairing assembly  20  may include a rider facing side or surface  150 . The rider facing side  150  may include various gauges, 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 sold by Polaris Industries Inc. A selection may be made such that the display  160  may selectively display various information to the rider  200  ( FIG. 4 ) whom is seated in the seat  28  in a selected manner. It is understood by one skilled in the art that the display  160  may be incorporated in various components of the motorcycle  10  alternatively or in addition to the display  160  in the fairing, for example rearview mirrors. The display  160  is mounted, generally, to allow the rider  200  to view the display device  160  without turning a head of the rider  200 . That is, the rider  200  need not turn the rider&#39;s head from a direction forward of the motorcycle  10 . The selection for information to display with the display  160  may be manually, automatically, or with a combination of automatic and manual input. The video display  160  may display information that may be selected by the rider  200 , such as when the display  160  includes a touch screen, such as with the Ride Command® touchscreen display and control. Further, various input or selection buttons or manual controls  162  may also be provided to control the display  160 . The controls  162  may be soft buttons that are programmable and provide manual input based upon an identification on the display  160 . 
     As discussed herein, the various systems, such as cameras, sensors (e.g. radar, lidar, lean) may be connected to selected systems of the vehicle in an appropriate manner. For example, cameras for backup and/or blindspot viewing and detection may be directly wired into the display as a video input. The display may then receive inputs to display images from the selected cameras. Other systems, such as for cruise control and/or adjustable cruise control, various systems and sensors (e.g. brake controller, Inertial Monitoring Unit (IMU)  650 , radar, lidar, camera) may be connected to a high speed communication bus that is connected to the engine controller (ECU). 
     Visual Feedback 
     In various embodiments, the display  160  may be a video display that displays a recorded or live video or picture feed from a selected camera. With continuing reference to  FIG. 2 , and additional reference to  FIG. 3 , a camera  170  may be mounted in the lower fairing assembly  120 . The camera  170  may include a lens or portal through a portion of the lower fairing  120  to allow a selected wave length of light, such as visible light, infrared light, or other selected type of light, to reach a sensor of the camera  170 . The camera may be any appropriate selected type of camera, such as a camera having part number PCC-15501, sold by Protech Global Solutions, LP having a place of business in El Paso, Tex. 
     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 such as through a selected processing system or unit. Selected communication protocols may include a controller area network (CAN) bus. In various embodiments the camera  170  may be connected with a controller or processing system or connected directly to the display  160  via a video connection thereto. The processor may be incorporated and/or in communication with an engine control unit (ECU)  272 . Alternatively, or in addition thereto, a camera control processor may be provided with the camera  170 . 
     The camera  170  may be used to capture an image of a selected area, such as an area behind and/or to a side of the motorcycle  10 . The captured image may then be displayed on the display  160  as either a still (e.g. single image) or a plurality of images (e.g. a video display at a selected frame rate). The camera  170  may include a selected sensor such as a charge couple device (CCD) or a complementary metal-oxide semiconductor (CMOS), or other appropriate type of detector. The detector may detect light captured or transmitted through the lens assembly  172  that is then incorporated into the display  160  for viewing by the rider. 
     In various embodiments, the display of the display device  160  may be a live display and/or a display of a saved image. Accordingly, the display device  160  may be used to display live images from the camera  170  and/or display recorded and saved images from the camera  170 . Further, the motorcycle  10  may include a memory system, such as included with the camera  170 , to record a selected number of images captured by the camera  170 , such as a selected amount of time of video display and/or selected number of still images. 
     In various embodiments, images or video captured with the camera may be saved to a selected memory for a selected period of time. For example, the rider may select that the images be stored at a selected rate for a selected time, such as on image every 1 minute. Further, image or videos may be saved until space in memory is filled and/or they are deleted by a user. Further, recorded images may be accessed and/or moved to a memory separate from the motorcycle. In various embodiments, a controller may be programmed to automatically store a selected amount of video and/or begin recording when a possible or imminent collision is about to occur. Thus, the images and video may be saved for review after a selected period of time. 
     Although the camera  170  is illustrated in the lower fairing assembly  120 , it is understood that the camera  170  may include a plurality of cameras that may be also mounted in other locations. The camera  170  may alternatively be mounted and/or include additional cameras that are mounted near the handguard areas  1121 ,  112   r  and/or in the saddlebags  140 . For example, the lens  172  of the camera  170  may be positioned through a wall  146  of the saddlebag  140  to capture images of a lateral side relative to the motorcycle  10  and/or to a rear of the motorcycle  10 . 
     With additional reference to  FIG. 4 , the placement of the camera, such as the camera  170 , allows for a view, such as a lateral or rearward view in areas or regions not generally viewable (e.g. blind spot) by the rider  200 . For example, the rider  200  may be in a riding position relative to the motorcycle  10 , such as facing forward and the front wheel assembly  12 , and a mirror  204  may have a first viewing cone or volume  204 ′. The viewing volume  204 ′, however, may not include a selected region or volume, which is generally understood or referred to as a blind spot. A second mirror  205  may also have a viewing cone  205 ′. The camera  170 , however, may include a viewing cone or volume  170 ′ that encompasses or includes at least a portion of a blind spot or covers an area or volume different than the viewing volume  204 ′ of the mirror  204 . In various embodiments, as discussed above, a second camera  170   a  may be included that has a second viewing volume  170   a ′. Additionally, as discussed above, the motorcycle  10  may include one or more saddlebags  140  that may include a camera  170   b  that may also have a field of view  170   b ′ that may include generally an area or region to a side and/or rear of the motorcycle  10 . The specific viewing angle of the camera  170   b  may depend on lens type and view angle and placement of the camera  170   b . Further, a rear facing camera  170   c  may be provided and mounted to the motorcycle  10 , such as at the fender of the motorcycle  10 . In various embodiments, the rear camera  170   c  may be mounted to a bracket connected to a fender, a license plate holder, saddlebag mounting bracket, etc. Accordingly, one or more of the cameras  170  may have views relative to the motorcycle that are not easily viewable by the rider  200  and/or the mirrors  204 ,  205  even when the rider  200  is viewing the reflection in the mirrors  204 ,  205 . 
     With reference to  FIG. 2  and  FIG. 4 , the views of the selected cameras  170  may be displayed on the display screen or display device  160 . The display device  160  may have a selected portion of the display  160  that is dedicated or selected to display the view of one or more of the cameras  170  and/or the entire display  160  may be dedicated when selected to display the view from a selected camera. 
     In various embodiments, different one or more cameras may be selected to provide a view to display  160  based upon input from the rider  200 . For example, with reference to table 1 below, various inputs from the rider  200  may cause the display device  160  to display a view of one of the cameras. 
     
       
         
           
               
               
               
             
               
                   
                 TABLE 1 
               
               
                   
                   
               
               
                   
                 Sensed and/or Rider Input 
                 Display Camera 
               
               
                   
                   
               
             
            
               
                   
                 Right Turn indicator and/or right lean 
                 Right Camera view 
               
               
                   
                 Left Turn Indicator and/or Left Lean 
                 Left Camera view 
               
               
                   
                 Negative Velocity 
                 Rear Camera view 
               
               
                   
                   
               
            
           
         
       
     
     With reference to Table 1, the motorcycle  10  may include turn signals or turn signal indicator switch. If the rider  200  inputs a right turn indicator, a right camera view, for example, the camera  170 , may be activated and its view displayed on the display device  160 . Further various lean detection mechanisms, as discussed herein, may sense or determine a selected amount of lean of the motorcycle  10 , which may also be used or alternatively be used to select a view of the camera  170 . The right camera being displayed on the display device  160  may assist the rider  200  in determining whether a vehicle, such as another motorcycle, automobile, or the like, for example an object  210  is in the view cone or area  170 ′. The area  170 ′ may include a “blind spot” that is not directly viewable by the rider  200  without turning the rider&#39;s  200  head, even when viewing the mirror  204 . The display  160  may automatically switch to display the view of the camera  170  when the right indicator is indicated or activated. Accordingly, during a right hand lane change, right hand turn, or other right hand operation or right movement operation, the display screen  160  may display items viewable by the camera  170  on the right side of the motorcycle  10 . 
     Similarly, when a left turn indicator is operated or activated, a left camera  170   a  may have its view displayed on the display device  160 . Similarly, therefore, when the rider  200  operates the switch to indicate a left turn, the left camera having a view of the left camera  170   a  displayed on the display device  160  may allow the rider  200  to view the area  170   a ′ which may not even be viewable by a mirror reflection  205 ′ and/or easy movement of a head of the rider  200 . Further various lean detection mechanisms, as discussed herein, may sense or determine a selected amount of lean of the motorcycle  10 , which may also be used or alternatively be used to automatically select a view of the camera  170   a . The rider  200  may also maintain a forward facing viewpoint while viewing other areas around the motorcycle  10  to allow for ease and efficient operation of the motorcycle  10 . 
     Further the motorcycle  10  may include various inputs, sensors, and controls that may determine a velocity of the motorcycle  10 , including a negative velocity and/or other system status such as sensing a down shift, brake input (pressure or mechanical), clutch disengaged (such as for a selected duration), decrease in throttle, or other appropriate speed related amounts. When a negative velocity is sensed or determined, a rear camera  170   b  may have its view displayed on the display device  160 . In various embodiments, as the rider  200  is moving the motorcycle  10  in reverse or backwards, such as for parking or moving from a storage area, the rider  200  may view the display device  160  to see a view of the area or volume to the rear of the motorcycle  10 . 
     In various embodiments, however, all of the cameras may be displayed on the display device  160  at various times, such as when a negative velocity is determined. For example, the display device  160  may be divided into three portions to allow for a left, middle, and right rear view of the motorcycle  10  on the display device  160  alternatively, various image stitching algorithms, generally known in the art, may be used to stitch two or more of images from the various cameras&#39; images together into a single image. Thus, the displayed image or video image, may be a stitched image or video image to display an encompassing or panoramic view. This may allow the rider  200  to view an entire area or have a large field of view, such as about 90 to about 180 degrees on both sides of a longitudinal axis  101  of the motorcycle  10  when moving the motorcycle  10  in reverse. 
     Accordingly, the cameras  170  may be operated at a selected time, such as when an input is received from the rider and/or selected sensed input. Therefore, the cameras  170  need not be operated at all times that the motorcycle  10  is on. It is understood, however, that the cameras  170  may be operated such that the cameras are always on when the motorcycle  10  is on or in operation but that the display device  160  only selectively displays a view of one or more of the selected cameras based upon an input of the rider or a sensed input. Nevertheless, the display  160  may display a view of one or more of the selected cameras  170  to allow for ease or efficient operation of the motorcycle  10  by the operator or rider  200 . 
     In addition to the cameras  170 , discussed above, other sensors may be attached or connected to the motorcycle  10  as well. As discussed further herein, the additional sensors may assist in providing information to the rider  200  through various rider feedback systems. The additional sensors and feedback systems may allow the rider  200  to assess the environment around the motorcycle  10  for ease and efficient riding of the motorcycle  10 . 
     In various embodiments, the motorcycle  10  may further include or be installed to include a rear facing radar assembly. With reference to  FIG. 1 ,  FIG. 4 , and  FIG. 5 , a radar assembly  250  may be installed into the saddlebag  140 . It is understood that the radar assembly  250  may include two radar assemblies, one installed on either side of the motorcycle  10 , such as the radar assembly  250  in the saddlebag  140  and a second radar assembly  252  in a second saddlebag assembly  141 . The two radar assemblies  250 ,  252  may be substantially identical other than identified as left and right. Similarly, the saddlebag assemblies  140 ,  141  may be substantially identical other than being a left and right as well. Accordingly, the discussion herein of the radar assembly  250  and the saddlebag  140  will relate to either or both of the saddlebag assemblies  140 ,  141 , and radar assemblies  250 ,  252 , respectively unless specifically identified otherwise. 
     With additional reference to  FIGS. 6A and 6B , in various embodiments, a bracket member  260  is formed to interconnect at least the radar assembly  250  with at least one wall or bracket of the saddlebag assembly  140 . Moreover, it is understood that only a single one of the radar assemblies  250 ,  252  may be mounted to the motorcycle  10 . For example, only the radar assembly  250  may be mounted on a rear fender  11  of the motorcycle  10  to include a view of a volume behind the motorcycle  10 . 
     In various embodiments, when mounted in the saddlebag  140 , the bracket  260  may be mounted or fixed to the rigid walls  146 . In addition or alternatively thereto, the saddlebag  140  is mounted to the motorcycle  10 , such as to the frame  16  with one or more bracket assemblies. Accordingly, the radar bracket  260  may be mounted or fixed to the saddlebag bracket for fixation of the radar assembly  250  relative to the motorcycle  10 . Nevertheless, the radar assembly  250  is mounted or fixed to the bracket  260  which may be fixed with one or more fasteners  262  to the wall  146  of the saddlebag assembly  140 . It is understood, however, that the radar assemblies  250 ,  252  need not be mounted to brackets. For example, if the saddlebag bracket and/or walls are of appropriate types, structure, etc. the radar assembly  250 ,  252  may be fixed directly to the wall and/or bracket. For example, adhesives or adhesive materials (e.g. double sided tape) may be used to fix the radar assembly  250 ,  252  to a surface. Thus, a hole or indent need not be made in the saddlebag or bracket to mount the radar assembly  250 ,  252 . 
     When a bracket is used, the bracket  260  may be formed of a substantially rigid material such as a metal or metal alloy. In various embodiments, however, the bracket  260  may be formed of a selected polymer that does not interfere, such as absorb or reflect, radar waves. Various polymer materials may include Acrylonitrile butadiene styrene (ABS), glass filled nylon, etc. Further, the bracket  260  may include a selected shape or geometry, such as reinforcing ribs or members  264  to assist in providing rigidity to the bracket  260 . In various embodiments, the radar assembly  250  is selectively fixed relative to the motorcycle  10  such that there is minimal movement of the radar assembly  250  relative to the motorcycle  10  during operation. Thus, the radar assembly  250  may be fixed 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 . 
     In various embodiments, the radar assembly  250  may include a radar emitter and a radar receiver. The radar assembly  250  may further include various processing systems that are configured to execute instructions to determine position, speed, change in speed, etc. of objects external to the radar assemblies and/or relative to the motorcycle  10 . The radar assembly  250  may include radar systems such as the ARS  400 , ARS  441 , and/or the SRR  320  radar systems, both sold by Continental AG, having a place of business in Michigan, USA. The radar assembly  250  may be configured to generate a radar signal and receive a reflected radar signal to determine a distance of a selected object, such as a motor vehicle, relative to the radar assembly  250 . Various additional information may include an instantaneous speed (such as within a selected number of milliseconds from a report time) and/or a change in speed over a selected period of time. The radar assembly  250  may then generate a signal regarding the speed and/or position of the vehicle relative to the motorcycle  10  for further processing, as discussed further herein. 
     It is understood that the radar module  250  may also only transmit a signal regarding the received radar signal reflected from an exterior vehicle in a surrounding environment. The selected processing, as discussed above and further herein, may be performed by additional or alternative onboard processors, such as processor system within or connected to the engine control unit (ECU)  272 . It is understood, therefore, that the radar module  250  may include or selectively calculate the position, speed, etc., of exterior items, such as the item or object  210 , relative to the motorcycle  10 . Further information regarding average or instantaneous speed of the motorcycle  10  may be delivered to the radar unit  250 . Transmission of information to the radar unit  250  may be wireless and/or wired, such as via a connection  270  such as with the CAN bus. In various embodiments, as discussed above, the radar assembly  250  may communicate with the ECU  272  positioned away from the radar assembly  250 , such as below the seat  28  and/or near the engine  40 . 
     With continuing reference to  FIG. 5  and additional reference to  FIG. 4  the radar assembly  250  may emit a radar signal represented by curved lines  280 . The radar signal  280  may encounter an object, such as an object  290  illustrated in  FIG. 4 , and/or the object  210 . In various circumstances the object  290  may be a motor vehicle that is moving toward the motorcycle  10 . The radar signal  280 , as is generally understood in the art, may be emitted by the radar assembly  250 , encounter the object  290 , and be reflected back to the radar assembly  250 . The radar assembly, or a selected processing system, may determine a position and/or speed of the object  290  based upon the reflective radar signal. The reflected radar signal may be represented as the reflected or returning lines  282 . In various embodiments, the sensor assemblies may be operated to determine and measure different distances to different areas relative to the motorcycle  10 . For example, the object  210  may be closer than the object  290  and the sensor assemblies may be operated to determine the difference distances and determine actions, as discussed herein, differently based on the different distances. 
     As discussed above the display  160  may display a view of one or more of the cameras  170  based upon a selected operation on input. For example, with reference to  FIG. 7A , a flowchart or logic diagram  300  is illustrated. The flowchart  300  may be selectively operated in addition or alternatively to the logic illustrated and described in Table 1 above. In various embodiments, therefore, the rear camera, such as the rear camera  170   c , may have its display displayed on the display device  160  and/or turned on or turned off. For example, with reference to the flowchart  300 , the flow chart may be of an algorithm and related instructions for a processor (e.g. processor receiving a signal from the radar assembly  250 ,  252  and/or a processor that is a portion of the ECU  272 ) to determine whether or not the display  160  displays the view of the rear camera in block  310  or does not display a view of the rear camera in block  314 . 
     The method may include a start block  318  which may be starting operation or turning on the ignition of the motorcycle  10 . The flowchart  300  may then determine whether the speed of the motorcycle  10  is less than 5 miles per hour in block  320 . If no, a NO path  322  is followed and a display of the rear camera is turned off in block  314 . If the speed is less than 5 miles per hour, a YES path  324  is followed to a second optional determination block  326 . In the second optional determination block, a determination of whether the clutch is pulled in and/or the motorcycle is in neutral is determine in block  326 . If the clutch is not pulled in or the motorcycle is not in neutral, a NO path  328  is followed and the display of the rear camera is turned off or not displayed in block  314 . Accordingly, if the speed is less than 5 miles per hour and if the clutch is not pulled in and/or the motorcycle is not in neutral in either instance a display on the display device  160  of the rear camera is not made. 
     If in the second optional determination block  326  is it determined, such as by receiving a single from a sensor, that the clutch is pulled in and/or the motorcycle is in neutral, a YES path  330  is followed to determine or receive other inputs in block  331 . Other inputs may be determination of application of a brake, lean angle, etc. After other inputs are received in block  331 , if selected, a determination of whether the radar has detected oncoming cars made in block  332 . A determination of whether the radar has detected an oncoming car is based upon a sensed rate or approach to the motorcycle  10  and/or time calculated to possible impact. For example, the radar assembly  250  may sense a vehicle approaching the motorcycle at a relative speed of 20 miles per hour (MPH) and that the vehicle is 290 is 60 feet away. Thus, a determination may be made that the vehicle  290  is only about 2 seconds from impact. Any appropriate selected time to impact may be selected, however, for determination of impact. 
     If it is determined that the radar is not detecting an oncoming car, a NO path  334  is followed and a display of the rear camera is not made in block  314 . However, if the radar assembly  250  does detect an oncoming car a YES path  338  may be followed to display the rearview camera on the display device  160  in block  310 . Accordingly, as illustrated in  FIG. 7A , in various embodiments, a display of a rearview camera may be made even though the motorcycle  10  is not moving backward or does not have a negative velocity if the motorcycle has a selected forward velocity in block  320 , the clutch is pulled in and/or the motorcycle is in neutral in block  326 , and the radar assembly  250  detects an oncoming car in block  332 . This may allow the rider  200  to view on the display device  160  the view of the rear camera in block  310 . 
     As discussed above, with reference to  FIG. 7A , the method  300  may be used to determine whether to display a selected camera image on the display device  160  to illustrate to the rider  200  whether a vehicle, such as the vehicle  290 , is close to the motorcycle  10  and/or may possibly come in contact with the motorcycle  10 . As discussed above in the method  300 , however, the motorcycle is substantially at a stop or stand still or not under power. For example, the method  300  may be appropriate for a motorcycle when stopped at a traffic light and/or traffic signal. However, it is understood, that the rider  200  may also desire or be selected to be made aware that a vehicle is approaching with viewing the display  160  while the motorcycle is at a selected speed greater than 5 mph. 
     With reference to  FIG. 7B  a method  300 ′, similar to the method  300 , discussed above is illustrated. The method  300 ′ is similar to the method  300  and similar or identical portions will not be described in detail, but the same reference numerals augmented with a prime will be used. Accordingly, the method  300 ′ may turn a display of a rear camera on in block  310 ′ or turn a display of a rear camera off in block  314 ′. The method  300 ′ may start in block  318 ′ and may receive inputs block  331 ′. Receiving inputs in block  331 ′ may include the rider  200  activating a rear approach detection system on the motorcycle  10  and/or initiating or starting the motorcycle  10 . The process may then begin an ongoing determination in determining from block  332 ′ of whether the radar sensor detects an approaching car or vehicle. As discussed above, the determination of whether the radar detects an oncoming vehicle may be based upon a speed of a vehicle approaching the motorcycle  10 , a distance of a vehicle to the motorcycle  10 , or a possible time of impact or contact based upon a detected speed and distance of the vehicle. If no vehicle is detected, a NO path  334 ′ may be followed to turn off display of the rear camera in block  314 ′. 
     Thereafter the process may reinitiate and a continued detection or determination of whether the radar is detecting a car in block  322 ′ may occur. If a car is detected in block  332 ′ a YES path  338  prime may be followed to turn a display on in block  310 ′. Accordingly, the display  160  may display a view of a rear camera, such as the rear camera  170   c  when a radar detects an oncoming car in block  332 ′. Accordingly, it is understood that a display of the rear facing camera may be made when the motorcycle  10  is substantially stopped or mostly stopped, as illustrated in method  300  or at a selected speed or any speed greater than 5 mph as illustrated in method  300 ′. 
     The rider  200  may then be made aware that a vehicle is oncoming at a selected rate of speed. For example, a determination of a detection of an oncoming vehicle in block  332  may determine whether the oncoming vehicle, such as the object  290 , is slowing down at a selected rate, is stopped, or has another selected speed or position. The rider  200 , therefore, need not attempt to turn around to view an area or volume behind the motorcycle  10  but may view the display device  160 . Moreover, the display on the display device  160  may be made to display the view of the rear camera in block  310  substantially automatically in light of the algorithm of logic illustrated in  FIG. 7A . Accordingly the rider  200  need not operate a camera, such as the rear camera  170   c , but rather may operate the motorcycle  10  in a normal operating manner while the view of the display device  160  may automatically display the view of the rear camera  170   c  if an oncoming vehicle is detected. 
     It is further understood that the radar assembly  250 ,  252  is an exemplary sensor assembly. Alternative or additional sensors may include optical sensors, lidar (laser radar) sensors, etc. Thus, any appropriate sensor may be used to determine or for operation of the flowchart  300 . 
     In addition to the radar assembly  250 ,  252 , additional or further sensor assemblies, including additional radar assemblies may be attached to the motorcycle  10 . In various embodiments, for example, the motorcycle  10  may have connected thereto a third or forward facing radar assembly  350 . The forward facing radar assembly  350 , as illustrated in  FIG. 1  and  FIG. 4 , may be connected to and/or relative to the fairing assembly  20 . In various embodiments, the radar assembly  350  may be incorporated into the front headlight  100 . Alternatively, or in addition thereto, the radar assembly  350  may be connected to a bracket (similar to the bracket  260 ) that is connected to the headlight  100 , front fender, ornamentation on the front fender, and/or other fairing components  20 . 
     The forward facing or front facing (FF) radar assembly  350  may emit a radar signal generally in a forward direction or away from the motorcycle  10  as illustrated by the curved lines  354 . The radar signal emitted from the radar assembly  350  may encounter an object, such as a front or forward object  360  relative to the motorcycle  10 , as illustrated in  FIG. 4 . The front object  360  may be any appropriate front object, such as a car or 4-wheel vehicle that is in front of or forward of the motorcycle  10 . Alternatively, or in addition thereto, as discussed further herein, the front or forward object  360  may be one or more motorcycles relative to the first motorcycle  10 . As discussed further herein, the FF radar assembly  350  may assist in various systems such as a cruise control of the motorcycle  10 , forward object detection and/or avoidance and the like. 
     Initially, with reference to  FIG. 8A  and  FIG. 8B , the radar assembly  350  may be mounted in a bracket assembly or bracket member  370  that is fixed to the fairing assembly  20  and/or the front fork assembly or suspension assembly  18 . For example, the radar assembly  350  may be positioned in the bracket  370  substantially beneath the front headlight  100  and behind a body panel of the fairing assembly  20 . The radar assembly  350 , however, similar to the rear facing radar assemblies  250 ,  252 , may emit the radar signal  354  that is unobstructed by a selected material of a body panel portion  374  such that the radar assembly  350  is not unobstructed from view exterior to the fairing assembly  20 . The bracket assembly may mount to the light housing or lighting assembly, to a panel of the fairing assembly  20 , or other appropriate portion. In various embodiments, therefore, the radar assembly  350  is fixed at a selected position relative to the motorcycle  10  for operation of the radar assembly  350 . 
     In various embodiments, however, a separate or extra bracket or mounting portion may be necessary. The radar assembly  350  may be mounted to the fairing or other body portion directly and be placed and/or designed to operate without interference from the body panel, even if mounted behind the body panel. 
     As discussed above, the radar assembly  350  may include processing portions that allow the radar assembly  350  to determine a relative speed of the motorcycle  10  and the object  360 , a change in speed of the object  360 , and/or a change in speed of the motorcycle  10 . In addition to speed or change in speed, a trajectory relative to the motorcycle  10  of the external object may be determined. Further, in various embodiments, a classification of the external object (e.g. tractor-trailer, small automobile, motorcycle) may be made. The radar assembly  350  may therefore include computational portions, such as a processor system, to allow for determination of speed and/or position of various portions. As an alternative, or in addition thereto, the signal may be transmitted from the radar assembly  350  to other processing systems, such as the ECU  272  for processing the signal from the radar assembly to make the determination of speed, position, and the like. Nevertheless, the radar assembly  350  may be used to transmit a radar signal from the motorcycle  10  to or reflect a signal from objects that are in front of the motorcycle  10 , such as the object  360 . 
     Haptic Feedback 
     In addition to the display  160 , the motorcycle  10  may include additional feedback to the rider  200 , such as a haptic feedback. The haptic feedback may include one or more haptic assemblies positioned in or on the seat assembly  28 . With reference to  FIG. 1 , the seat assembly  28  is positioned on the motorcycle  10  such as rider  200  may sit on the seat assembly  28  during operation of the motorcycle  10 . Turning reference to  FIG. 9 , the seat assembly  28  may include haptic feedback assemblies, such as one or more vibrational motors or vibrational motor assemblies  350 . The motor assemblies  350  may include, with reference to a direction of the motorcycle  10  where the front wheel assembly  12  is the front of the motorcycle, includes a right vibrational motor assembly  450   a , a left vibrational motor assembly  450   b , and a rear vibrational motor assembly  450   c . The vibrational motor assemblies  450  may further include a front or forward vibrational motor assembly  450   d . The vibrational motor assemblies  450  may be any appropriate vibrational motor assembly, such as those that are operated or powered by an electrical source. The vibrational motor assemblies  450  may be powered by the battery  90  and may be connected thereto for a power source. 
     The motor assemblies  450  may be further connected to a controller, such as a vibrational motor controller  452 , which may also be mounted in 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 motors  450  in a selected manner. In addition, it is understood, that the controller  452  may include processing assemblies to allow for operation of the vibration motor assemblies  450  in a selected manner, as discussed further herein. Accordingly, the vibrational motor assemblies  450  may be operated to provide feedback to the rider  200  when the rider  200  is on the seat assembly  28 . 
     The positioning of the motor assemblies  450  may provide directional or positional haptic feedback to the rider  200 . For example, the rear vibrational motor assembly  450   c  may provide haptic feedback, such as a vibration, to a rear portion of the rider  200 . The right and left haptic feedback motors  450   a ,  450   b , may respectively provide left and right haptic feedback to the rider  200 . Similarly the forward or front haptic feedback motor  450   d  may provide feedback or sensation to the rider  200  at a forward location. 
     In various embodiments, as discussed above, the radar assemblies  250 ,  252 , may sense or be operated to sense or detect an object, such as the rearward object  290 . As discussed above, the rearward object  290  may include a moving object, such as a car. Accordingly, the rearward object  290  may move toward the motorcycle  10  and the movement may be detected by the radar assemblies  250 ,  252 . Based upon a sensed speed, position, change in speed, or the like, the display  160  may display a view from one or more of the cameras  170 , as discussed above. In addition or alternatively to the display on the display device  160 , the rider  200  may be given haptic feedback. The haptic feedback may be provided by the motor assemblies  450  positioned in the seat assembly  28 . The feedback to the rider  200  may further include additional indicators including indicators on the display  160 , light sources in the fairing assembly (such as on the panel or surface  150 ), and/or one or more lights in the mirrors  204  and  205 . Further, various indicators may have multiple purposes such as turn indicators. The turn indicators may flash in a color other than indicating a turn, at a selected rate, or otherwise to provide an indication to the rider  200 . 
     With reference to Table 2 in  FIG. 9A , a logic or control conditions may be implemented as a conditional statement or expression to be executed by the controller  452  (as discussed above which may include processing assemblies) or other appropriate processing assemblies to send a signal to the controller  452  to control one or more of the selected haptic motors  450 . In various embodiments, the various items in Table 2 have priorities including priority 1, priority 2, and priority 3. The logic may operate as an else-if logic wherein: (1) if a priority 1 feature is active, do all active priority 1 tasks then brake, (2) Else if check priority 2 feature criteria, if criteria is met then do all applicable priority 2 tasks then brake, (3) Else if check priority 3 feature criteria, if criteria is met then do all applicable priority 3 tasks then brake, and (4) If none of the priority features are active then provide no haptic feedback. 
     The various actions that may be taken are illustrated in Table 2 in  FIG. 9A . The actions may occur given Forward notification, Rear approaching traffic, blind spot detection, and lane change assist. As illustrated in Table 2, various prerequisites may include that the motorcycle be moving at a selected speed, such as greater than 10 mph or less than 10 mph (including about or absolutely zero mph). Accordingly, if a priority 1 is determined the identified Tasks will occur. For example, in the first row, a Forward Notification may occur if the forward radar assembly detects the forward object  360 , such as another vehicle, an obstruction, or the like. If detected visual feedbacks, such as LED&#39;s in the mirrors  204 ,  205 , or on the fairing panel  150  may flash for a selected amount of time and at a selected rate. Further the central or forward haptic feedback motor  450   d  may operate to provide haptic feedback to the rider  200 . 
     With continuing reference to Table 2 in  FIG. 9A , in row 2, a rear approaching traffic alert may also be a priority 1 and may be operated if the motorcycle is traveling at greater than 10 mph and the rear radar assemblies  250 ,  252  have detected the rear object  290 . Vehicle detection may be based on various sensor inputs and algorithms, as discussed herein. Feedback to the rider  200  may again include flashes of light and provide haptic feedback with the haptic feedback motors such as with the left and right motors  450   b ,  450   a . In the row 3, a rear approaching traffic alert may also be provided if the motorcycle is traveling at a speed less than 10 mph (including at or substantially at zero mph), which may be similar or augmented by additional color lights, more intensive vibration or feedback with the haptic motors, or the like. 
     With continuing reference to Table 2 in  FIG. 9A , the priority 2 features may be included or activated if none of the priority 1 features are activated but it is determined that the priority 2 is occurring. In particular, the priority 2 items may be a moderate or more moderate risk with the motorcycle  10  than determined under the priority 1 conditions. Accordingly, as illustrated in table 2, the feedback to the rider  200  may include constant lights or indicator lights, which may be the same light as used in the priority 1 instances, but not flash. Further, the haptic feedback motors  450  may operate differently than during priority 1 situations For example, the forward or central haptic feedback motor  450   d  may pulsate rather than be constantly on. Similarly, for a rear notification, the left and right  450   b ,  450   a  and/or the rear  450   c  haptic feedback motor may pulsate at a selected rate. 
     Finally, the priority 3 items may include a blind spot awareness and detection and/or lane change assist and feedback. Again the priority 3 item may be operational only if neither of the priority 1 instances, nor are priority 2 instances occurring. Accordingly, as illustrated in the Table 2 in  FIG. 9A , during a left movement, such as a left lane change, a left mirror LED may be on and the left haptic feedback  450   b  may pulsate at a selected manner that may be different than the other pulsations or operations of the haptic feedback motor assembly  450   b . Similarly for a right movement or lane change the right bright light may be operated and the right haptic feedback motor  450   a  may be operational at a selected rate, such as pulsating in a manner different than otherwise operated for providing haptic feedback. The feedback may be activated when the selected sensors, such as the radar assemblies  250 ,  252  and/or the cameras  170 , or other appropriate sensors, sense objects in the selected right or left areas. For example, as illustrated in  FIG. 4  is a right turn or lane change is occurring and the object  210  is detected the priority 3 feature may be activated. 
     The left and right lane changes may be determined based upon operation of the motorcycle  10  by the rider  200 . In various embodiments, as discussed above, the rider  200  may operate turn signal indicators and the cameras  170  and/or the radar assemblies  250 ,  252 ,  350  may operate to sense or determine whether there are vehicles or obstacles in the direction indicated by the rider  200  by operation of the turn signal indicator. The feedback systems, such as the haptic feedback motors  450  may then provide the appropriate indication to the rider or feedback to the rider  200  if other vehicles or obstacles are sensed in the right or left areas, particularly in the blind spot areas of the motorcycle  10 . It is further understood that additional feedback determinations may be made such as based upon a leaning of the motorcycle, amount of turning of the front suspension assembly  18 , or other selected inputs to the controller  452 . 
     Vehicle detection may be made for the various warning tasks, as noted above and illustrated at  FIG. 9A  and Table 2, such as for forward collision or detection identification (FCW), rear approaching traffic alert (RATA), blind spot detection or alert (BSD), or lane change alert or assist (LCA). For example, a probability of a collision may be used to determine a high, low, or moderate risk, or other risks. For example a speed and distance and/or change in speed of a vehicle approaching the motorcycle  10 , or the motorcycle  10  approaching another object or vehicle, may be determined. Based upon the distance, speed, and/or rate of change of speed the determination may be made of a probability of a contact. For example, if the system determines that at a current speed and/or rate of change of speed and current distance that the motorcycle  10  is, for example, two seconds or less away from an object, the probability may be determined to be a high risk. If it is determined that the motorcycle and/or the object are at least five seconds away from each other, a moderate risk may be determined. If it is determined that the motorcycle and/or the object are at least ten seconds away from each other, it may be determined that no or low risk of collision is possible. It is understood that various times may also be determined, such as three seconds for a high risk, four seconds for a moderate risk, and greater than twenty seconds for no risk, and times are merely exemplary. Nevertheless, the determination may be made based upon the signal from various assemblies, such as the radar assemblies, and feedback may be provided to the rider such as hepatic feedback and/or display on the display device  160 . 
     In various embodiments, the haptic feedback system may include more than the four motors  450   a - 450   d , which may also be referred to as zones, and/or less than the four motors  450   a - 450   d . For example, only the forward motor  450   d  and the rearward or aft motor  450   c  may be provided to give fore and aft haptic feedback. Similarly, only the left motor  450   b  and the right motor  450   a  may be provided to give left and right haptic feedback. Thus, the haptic feedback system need not only all four motors  450   a - 450   d  and/or only the four motors  450   a - 450   d.    
     Non-Rider Notification 
     As discussed above, the various sensors, such as the rear facing radar assemblies  250 ,  252  and/or the forward facing radar assembly  350  may sense or detect objects exterior to the motorcycle  10 . As further noted above, feedback may be given to the rider  200  of the motorcycle  10  regarding various sensed objects. In addition to feedback given to the rider  200 , however, feedback or notices may be given to objects or individuals in the objects  290 , to the rider of the motorcycle  10 , and/or alternatively other vehicles. 
     With reference to  FIG. 1 ,  FIG. 4 ,  FIG. 9 , and  FIG. 10 , alerts may be given to the rider  200  and to operators of objects surrounding, exterior or external to the motorcycle  10 , such as drivers of vehicles that may be the objects such as the rear object  290 . As discussed above, various feedback may be given to the rider  200  based upon a detected approach of a vehicle, such as the rear object  290 . Indications or notifications may be given to an operator of the rear vehicle as well. 
     As discussed above, with specific reference to  FIG. 1 , the motorcycle  10  may include various visual indicators, including one or more rear projecting lights. For example, left and right turn indicators  108 ,  110  may be present. Generally, the turn indicators may be a non-white color and may be operated in hazard mode where both left and right lights  108 ,  110  may be illuminated simultaneously and/or blink simultaneously. Further, the motorcycle  10  may include the central light, such as the brake light  106 . The brake light  106  is also generally a non-white color such as red or a shade of red. Any one or more of these indicators may be illuminated at such a time to provide an indication to an oncoming vehicle. The notification may include when the motorcycle  10 , as discussed herein, has detected that the oncoming vehicle is approaching at a high rate of speed, not slowing, or to indicate that the motorcycle  10  is slowing to further enhance visibility to an operator of the oncoming vehicle. 
     Accordingly, with reference to  FIG. 10 , selected notifications, such as visual or auditory feedback, maybe given to the operator of the oncoming vehicle. For example, a flowchart  480  illustrated in  FIG. 10  may include an ongoing or repeated monitoring or sensing of a rear approaching object or vehicle, such as the object  290 , in block  484 . A decision block  488  may be whether a vehicle is detected. If no vehicle is detected, a NO path  490  is followed to continue monitoring in block  484 . If the vehicle is detected, a YES path  494  may be followed. 
     Detection of an approaching vehicle may include various determinations, such as noted above including relative speed of the sensed external object or vehicle, rate of change in speed, distance, etc. Detection or a positive determination of a detected vehicle may be that the speed of the external vehicle, such as object  290  ( FIG. 4 ) is greater than 5 miles per hour faster than the motorcycle. Alternatively or additionally, if it is determined that the external vehicle is less than a certain time away, such as less than 2 seconds away given a speed, distance, and/or change in speed. 
     After following the YES path  494 , a first driver indication can be made in block  500 . The first indication in block  500  may be when the external object is traveling at selected low rate of speed (e.g. between 5 and 15 miles per hour), is at a selected distance away, is determined to be a selected time away, is traveling at a selected rate of speed relative to the motorcycle  10 , or combinations of the above. Indications to the external driver may include flashing the hazard or the indicator lights, such as the lights  108 ,  110  a selected number of times at a selected speed, such as three times with about 500 milliseconds between each flash. A feedback may also be given to the rider  200 , as discussed above in  FIG. 9A , including flashing the turn signals on the panel  150  and/or a specific icon or indicator on the panel  160  of the fairing assembly  20 . 
     After providing the initial indication in block  500 , a determination of whether the vehicle continues toward the motorcycle  10  and has a certain condition (e.g. at a selected speed, distance and speed, time away, etc.) is made in block  504 . If determination is that the vehicle or external object has slowed down and, therefore, is not continuing toward the motorcycle  10  at a selected rate of speed, a NO path  506  may be followed to continue monitoring in block  484 . 
     If the vehicle continues or an object continues at a high rate of speed towards the motorcycle  10 , a YES path  510  may be followed to provide further or additional indications to the driver in block  514 . Further indications may include an auditory output such as sounding a notification system, such as a speaker, a horn other auditory output, such as a siren. For example, a directional speaker  520  ( FIG. 1 ) may be mounted near the taillight  106  and/or in one or more of the saddlebags  140 . The directional speaker  520  may be directed away from a rear of the motorcycle  10  such that the sound is directed toward the oncoming object  290 . Further, the brake light  106  may flash at a selected rate, number of flashes, or other appropriate indication. Additionally, the brake light  106  may flash in addition to the indicator light  108 ,  110 . The indications/notifications may be continued to be made from the motorcycle  10  in block  514  while continuing to monitor in block  484 . The indications in block  514 , therefore, may be made until it is determined that the vehicle  290  has slowed or stopped. Accordingly, output regarding approaching objects or items may be made to both a rider  200  into operators of the approaching objects. 
     Lean Determination 
     Returning into reference to  FIG. 1 , as discussed above, the motorcycle  10  may include various assembly portions such as the frame  16 , the saddlebags  140 , the highway/engine guard bars  122 , and other selected components. In various embodiments, selected assemblies may be attached to different positions relative to these mounting portions that allow sensing of an area exterior or around motorcycle  10 . In various embodiments, for example, with reference to  FIG. 11A , the motorcycle  10  including the saddlebags  140 , may include one or more sensors  600 . The sensors  600  may be in a selected type of sensor such as an ultrasonic sensor, a laser imaging detection and ranging (LIDAR), Radar sensor, or other appropriate sensors. 
     The sensor  600  may emit a signal  602 , such as an ultrasonic signal, that impinges 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 appropriate processing system, may determine a distance between the sensor  600  and the surface  606  off which the reflected signal  608  reflects. The distance may be used to determine a lean angle or a position of the motorcycle  10  relative to the road surface. In addition, an Inertial Monitoring Unit (IMU)  650  may also be mounted to the motorcycle  10 , as discussed herein, to measure selected orientations of the motorcycle  10  relative to the direction of acceleration of gravity and/or accelerations due to vehicle motion. 
     With additional reference to  FIG. 11B  and  FIG. 11C , in various embodiments, the motorcycle  10  may include a sensor module on both a right and a left side, such as a first module  600  on the left side and a second module  600   a  on the right side. A central axis  612  may be formed between motorcycle  10  and the surface  606 , such as a substantially perpendicular angle  614  when the motorcycle  10  is upright. Accordingly, both the sensors  600 ,  600   a  will sense the same distance or predetermined distance at the perpendicular angle  614 . At certain conditions, however, the motorcycle  10  may be titled relative to the surface  606 . As illustrated in  FIG. 11C , the motorcycle may be titled such that the left sensor  600  is nearer the surface  606 , such as a first distance  620 , than a second distance  622  of the second sensor  606   a . In this orientation, the motorcycle  10 , or the axis  612  defined thereby, has an angle  624  that is greater than the angle  614 . It is understood, however, that the complimentary angle, relative to angle  624  may be such as when the motorcycle is cornering in a left turn, the left side of the motorcycle is closer to the ground  606 . Accordingly, the sensor  600 ,  600   a  is used to determine relative spacing of left and right sides of the motorcycle  10  relative to surface  606  for determine or assisting in determining a lean angle relative to the surface  606  of motorcycle  10 . It is understood that a plurality of sensors may be positioned on either side, such as a plurality of sensors, which may assist in providing additional information or feedback regarding the sensed signals. 
     Additionally, the IMU  650 , as illustrated in  FIG. 1  and  FIG. 11A , may include various sensors in addition to the sensors  600 ,  600   a . The IMU  650  may include one or more gyroscopes, one or more accelerometers, and combinations thereof. The gyroscopes and accelerometers may be mounted in a fixed position relative to the motorcycle  10 , such as with a bracket to the frame  16 . The IMU  650  may be positioned substantially near a center of gravity of the motorcycle  10 , including accounting for when the rider  200  is seated thereon. The IMU  650  may also be used to provide information or feedback regarding a specific location or orientation of the motorcycle relative to gravity. The accelerometer and gyroscope may be any appropriate accelerometer and gyroscope that may be integrated as one system or unit, or separate systems and unites. Exemplary accelerometers and gyroscopes include an iNEMO inertial module: always-on 3D accelerometer and 3D gyroscope, sold by STMicroelectronics NV. 
     In various embodiments, the information regarding a lean angle or an angle of the motorcycle  10  may include information from both the IMU  650  and the sensor  600 ,  600   a . As discussed above, the sensor  600 ,  600   a  may be used to determine an angle of the motorcycle  10  relative to the surface  606 . The IMU  650 , however, may determine the angle of the motorcycle  10  relative to gravity which is generally toward a center of the Earth. It is understood that the surface  606 , however, may not be perpendicular to the force of gravity. Accordingly, the actual surface  606  may not be entirely defined by the IM  650  is the surface  606  is not perpendicular to the direction of the force of gravity (e.g. a banked or slanted road surface). In various embodiments, therefore, it may be selected to include additional sensors, such as the sensor  600 , to assist in determining lean angle of the motorcycle  10  relative to the surface  606 . The additional information may be used for various purposes, as discussed herein, including compensating for movement of the motorcycle in possible directions of sensor detected signals, such as from the radar assemblies  250 ,  252  and  350 . Further, the lean information may assist with any system that is interested or related to a tire&#39;s contact patch with the ground such as anti-lock braking systems (ABS) or traction control. 
     Sensor Assembly and/or Beam Movement 
     The motorcycle  10 , as discussed above, may not always, be perpendicular to a road surface, such as the road surface  606  as illustrated in  FIG. 11A  and  FIG. 11B . In various instances, such as when the motorcycle  10  is turning or maneuvering, the motorcycle  10  may be tilted relative to the road surface  606  as illustrated in  FIG. 11C . As illustrated 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  steers 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 that it does not rotate, the movement of the motorcycle  10  may cause the radar assembly  350  to not point directly in front of the motorcycle  10  and/or along an intended path of the motorcycle  10 . 
     With reference to  FIG. 12A , in various instances the motorcycle  10  may be moving along a surface  606  and a beam or signal  350   b  is emitted by the radar assembly  350  substantially along an axis  101  of the motorcycle  10 . The axis  101  may be the longitudinal axis of the motorcycle  10 . As discussed above, the radar assembly  350  may be fixed such that the beam  350   b  emits a beam or cone that is substantially centered on the axis  101 . In various situations, as illustrated in  FIG. 12B , the motorcycle  10  and the beam  350   b  may not be directed along a path  606   r  of the surface  606 , such as if the surface  606  is a road that is curved. Accordingly the beam  350   b  extending along the axis  101  may no longer encompass the forward object  360  as the road surface  606  causes the forward object  360  to not be within or entirely within the beam  350   b . Further, as the motorcycle  10  turns during the path  606   r  the beam  350   b , which is generally cone shaped, may also not be directed or substantially directed above a horizon or the surface  606 , as illustrated in  FIG. 12C . 
     As illustrated in  FIG. 12C , the radar beam  350   b , due to a lean angle, as determined as discussed above, of the motorcycle  10 , may impinge or encompass a volume or area that would be below the surface  606 . Accordingly, as the motorcycle  10  navigates or travels along the curved path  606   r , the radar beam  350   b  may not be directed at an area or volume that is forward of the motorcycle  10 . As discussed further herein, the radar sensor  350 , therefore, may be moved relative to the motorcycle  10 , to direct the radar beam  350   b  substantially away from the surface  606  and/or around the curved path  606   r  to maintain the beam  350   b  in front of the motorcycle  10  to allow to encompass or sense the vehicle  360 . 
     As discussed above, as the motorcycle  10  begins to turn the motorcycle  10  may lean without substantially turning the direction of the radar assembly  350  as the motorcycle  10  may not have the fairing assembly  20  rotate as the motorcycle  10  is turning in the direction of the curve  606   r . As is understood in the art, the motorcycle  10  may begin turning in the curve by leaning, which may not cause the radar assembly  350  to direct the radar beam  350   b  along the direction of the curve  606   r . Further, as is understood in the art, the motorcycle  10  may be turned or maneuvered using a counter steer technique where the handlebars are moved in a direction opposite that of an intended direction of travel of the motorcycle  10 . The counter steer technique may initially move the handlebars in the direction away from the curve direction  606   r  which would also cause the radar beam  350   b  to not be directed along the direction of the curve  606   r.    
     In various embodiments, as discussed above, sensors may sense the lean angle of the motorcycle  10  such as with the IMU  650  and/or the sensor  600 . Further, additional sensors may be provided to determine or sense the amount of turning of the handlebars  24  relative to the frame  16 . Various sensors, such as the IMU  650  and/or the sensors  600  may assist in determining a direction of travel. 
     With additional reference to  FIG. 13 , the radar assembly  350  is schematically illustrated. The radar assembly  350  may emit the radar beam  350   b . It is understood, however, that the radar assembly  350  illustrated in  FIG. 13  is exemplary of any appropriate sensor assembly. The radar assembly  350 , as discussed above, may be mounted relative to the motorcycle  10  in an appropriate manner. For example, the radar assembly  350  may be mounted in a fixed manner relative to the motorcycle  10 , such as the fairing assembly  20 . In various embodiments, the radar assembly  350  may be positioned on, such as fixed to, an actuator  700 . 
     The actuator  700  may include various components, such as a stage  704  and a platform  706 . The platform  706  may include a motor  710  that is connected to the stage  704  via a selected component, such as a rod  712 . The motor  710  may be controlled, such as by the ECU  272  or other assemblies, such as the IMU  650 , or the like based upon a determination of a 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 movement of the motorcycle  10 , such as leaning or tilting of the motorcycle  10 , to ensure that the beam  350   b  is maintained in a selected direction. For example, as illustrated in  FIG. 12B , the motor  710  may operate to twist or rotate the radar assembly  350  around an axis  716  in a selected manner to move the beam in the direction of the curve  606   r . Thus, the beam  350   b  may be moved to maintain the beam  350   b  along an intended direction of travel of the motorcycle  10  regardless of the position of the radar assembly  350  relative to the motorcycle  10 . 
     Movement of the radar assembly  350  to move the radar beam  350   b  may be based upon a determined amount of lean angle, rotation of the handlebars  24 , or other appropriate considerations. For example, the actuator  700  may rotate to the radar assembly  350 . For example, the radar sensor  350  may be rotated counter to the lean angle to overcome the movement of the beam  350   b  into the surface  606 , as illustrate in  FIG. 12C . Thus, the radar sensor may be moved one degree clockwise or each degree of lean counter clockwise, and vice versa. The radar sensor may also be rotated to follow the direction of the path of the motorcycle  10 . Further, the motor  710  may be operated to move the stage  704  at an angle relative to the platform  706  in addition to rotating relative to the axis  716 . Accordingly, the radar assembly  350  may be moved in an appropriate manner relative to the platform  706 . 
     Further movement of the radar assembly  350  may be performed with other mechanical systems. For example, the radar assembly  350  may be mounted on a gimbal, such as a multi-axis gimbal, such that the single or multi-axis gimbal may be moved to direct the radar beam  350   b  based upon inputs from a selected amount of lean angle and/or rotation of the handlebars  24 . Accordingly, the radar assembly  350  may be moved with a mechanical system in a selected manner to direct the radar beam  350   b . Also, or alternatively, the radar sensor  350  may be moved with other systems, such as a headlight. 
     In further embodiments, however, selected beam shaping or forming mechanisms may be used to direct the beam  350   b  relative to the radar assembly  350 . In various embodiments, therefore, the radar assembly  350  may be maintained in a fixed location and positioned relative to the motorcycle  10 , but the beam  350   b  may be moved relative to the radar assembly  350 . In such a system the beam  350   b  may be shaped or formed with electronic means, such as frequency modulation. Further, mechanical system may cause the beam  350   b  to moves such as with one or more antenna arrays of the radar assembly  350  being moveable without moving a physical case or housing of the radar assembly  350 . Accordingly, the radar beam  350   b  may be moved in a manner as discussed above, without moving the radar assembly  350 . 
     Automatic Following Distance and Cruise Control 
     The motorcycle  10  may include systems that are configurable by the rider  200  for various purposes. For example, a cruise control may include an electronic switch or selector  905  that allows the rider  200  to select a speed to maintain the motorcycle  10 . The cruise control may include cruise controls such as those generally known in the art, including cruise controls included on the Roadmaster® motorcycle, as discussed above. The cruise control may selectively maintain the motorcycle at a selected speed. In various instances, however, the speed of the motorcycle may be selected to be altered due to various situations, such as an object that is in a selected or intended path of the motorcycle  10 . The motorcycle  10 , as discussed above, may include the radar assembly  350 . The radar assembly  350  may include various features to identify and determine positions, speeds, and changes in speed of objects in front of or in an intended path of the motorcycle  10 . In addition to the radar assembly  350 , with reference to  FIG. 1 , the motorcycle may include one or more camera assemblies  800  that includes various portions such as a lens that has a field of view  802  of an area forward of the motorcycle  10 . The camera  800  which may be positioned and configured to obtain a view of a road or surface  606  in front of the motorcycle  10 . 
     Turning reference to  FIG. 14 , the motorcycle  10  may be moving generally in the direction of an intended path, such as the direction  850 . As the motorcycle  10  is moving in the direction of  850  the motorcycle  10  may be on the surface  606  with other vehicles. Generally, the motorcycle  10 , particularly including a cruise control system, may be traveling on a road surface. The road surface may be divided into multiple lanes, such as with lane markers  860 . The lane markers may include various features, such as paint on the surface  606 , particularly paint that is a different color than the road surface. Other possible road markers  864 ,  866  may also be present such as a shoulder road marker or additional lane indicator markers  864  and  866 . For illustration, as illustrated in  FIG. 14 , the lane markers  860  may identify a separation of a first traffic lane  870  and a second traffic lane  874 . The first traffic lane  870  may be traveling in the same direction as traffic in the second traffic lane  874 , or the flow of traffic may be contrary to each other, as discussed further herein. 
     In various embodiments, however, the motorcycle  10  may be traveling with or in the lane of traffic  870  with one or more motorcycles such as a second motorcycle  880 , a third motorcycle  884 , and a fourth motorcycle  888 . The motorcycles generally traveling in the same direction and/or lane as the motorcycle  10  that are sensed or identified by the system, such as one or more radar systems as discussed herein, may be referred to as targeted or identified forward motorcycles. Other vehicles or motorcycles may also be target or identified, but may not be referred to as forward targeted motorcycles if not generally traveling in the same direction of travel as the motorcycle  10 . For example, a fifth motorcycle  890  may also be present in the second lane of traffic  874 . In various embodiments, even if traveling in the same direction as the motorcycle  10 , the fifth motorcycle  890  may not be a forward targeted motorcycle as it is not in the same lane as the motorcycle  10 . Additionally, as discussed above, other lanes of traffic or possible lanes of traffic may include a third lane of traffic  876 , as discussed above. According to various embodiments, a car or large vehicle  894  may be present in the third lane  876  and may also be generally traveling in the same direction  850 , as discussed above. 
     The motorcycle  10 , including the various sensors such as the radar assembly  350  and/or the camera assembly including the lens  800 , may sense and/or view the lane  870  in which the motorcycle  10  is traveling including the lane indicators  860  and/or  864  and the various other vehicles relative to the motorcycle  10 , including the second motorcycle  880 , the third motorcycle  884 , the fifth motorcycle  890 , and the large vehicle  894 . 
     During the riding of the motorcycle  10 , the motorcycle  10  may be ridden in a single lane, such as the first lane  870  in a staggered formation. In a staggered formation the motorcycle  10  may be traveling along a path  900  with the third motorcycle directly in the path  900 , but a selected distance  901  therefrom. In the staggered formation, the second motorcycle  880  is laterally offset, such as to the right, of the motorcycle  10 , but in the same lane. Further, the second motorcycle  880  may travel along a path  910  with the third motorcycle  884  and be laterally offset therefrom and the fourth motorcycle  888  directly in front of the second motorcycle  880  along the path  910  all within the same lane. The large vehicle  894  may be laterally offset, such as in the third lane  876 , from any of the motorcycles  10 ,  880 ,  884 ,  888 . Additionally, the fifth motorcycle  890  may be in the second lane  874  which may be traveling in the same direction or contra to the motorcycle  10 . Nevertheless, the lane markers  860  separate the first lane  870  from the second lane  874 . 
     In various embodiments, therefore, the motorcycle  10  including the selected sensors, such as the radar assembly  350  and/or the camera assembly  800  may view or determine the lane  870 , such as by identifying the lane markers  860  and lane markers  864 . Within the first lane  870 , the selected sensors, such as the radar assembly  350  and/or the camera  800 , may sense or view the second motorcycle  880  and the third motorcycle  884 . As discussed above, the radar assembly  350  may emit the radar signal beam  350   b  and detect a reflected radar signal to identify the selected vehicles external to the motorcycle  10 , such as the second motorcycle  880 , the large vehicle  894 , and the fifth motorcycle  890 . It is understood that additional motorcycle or non-motorcycle vehicles may be in the same or additional lanes as the motorcycle  10 , such as the second lane  874  or the third lane  876  and those discussed here are merely exemplary. 
     For example, the radar assembly  350  may identify the second motorcycle  880 , the third motorcycle  884 , the fifth motorcycle  890 , and the large vehicle  894 . In addition thereto, or alternatively thereto, the camera sensor  800  may identify the lane markers  860  and  864  to identify the lane  870  in which the motorcycle  10  is traveling. The various inputs may be provided to a selected processing system, such as the position processor or the cruise control system which may include or be incorporated into the ECU  272 . As discussed further herein, the ECU  272  may include processors to execute selected instructions for automatically controlling cruise control in the motorcycle  10 , providing feedback to the rider  200  as discussed above, providing signals to other drivers, as also discussed above, or the like. 
     As illustrated in  FIG. 14 , in the first lane  870  a plurality of motorcycles, including the first, second, third, and forth motorcycle, or even just a first and second motorcycle  10 ,  880 , may ride in a staggered formation in the single first lane  870 . A staggered formation, as is understood by one skilled in the art, may include that two motorcycles, including the first motorcycle  10  and the second motorcycle  880  not riding abreast of one another within the single lane  870 , but offset a selected lateral distance, such as a distance  950  between the lane markers  860 ,  864  in the first lane  870 . In the staggered formation, however, the second motorcycle  880  is a selected distance  960  forward or in front of the first motorcycle  10 . If more than two motorcycles, such as the third motorcycle  884 , is in a staggered formation the third motorcycle is also offset a lateral distance  964 , which may be the same distance  950 . The third motorcycle  884  may be a distance  968  forward of the second motorcycle  880  and the distance  901  forward of the first motorcycle  10  along the path  900 . Although the offset lateral distances  950 ,  964  may be substantially identical, the forward distance  960  is generally less than the distance  901 , while it may be the same as the distance  968 . In the staggered formation, any appropriate number of motorcycles may travel in the first lane  870 , or any other appropriate single lane of traffic. The lane may be marked with lane markers, such as the lane markers  860 ,  864 . 
     Further, the single lane  870  may be divided into two or more internal or imaginary lane partitions. As illustrated in  FIG. 14  the single lane  870  may include a first lane partition  870   a , a second lane partition  870   b , and a third lane partition  870   c . The lane partitions  870   a ,  870   b ,  870   c  may be imaginary and/or determined by a sensor system, such as a forward facing camera and processor system. The lane partitions  870   a ,  870   b ,  870   c  may each generally include about ⅓ of the lane width, such as the width of the lane  870  that is between the markers  860  and markers  864 . A motorcycle that is laterally offset is generally at least in a different lane partition that the subject motorcycle, such as the second motorcycle  880  is laterally offset from the first motorcycle  10 . 
     The radar assembly  350  may emit the beam  350   b  into the environment around the motorcycle  10  and it may impinge upon or 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 . The radar assembly  350 , as discussed above, may identify position relative to the motorcycle  10 , speed of the various objects, change in speed of the various objects, and relative speed to the motorcycle  10 . In addition, as discussed above, the forward facing camera  800  may view the forward path of the motorcycle  10 . In various embodiments the ECU  270  may include a processor that executes instructions to identify various features of the surface  606  such as the lane markers  860 ,  864  and objects in the forward path of the motorcycle  10 . Accordingly, the camera  800  may also acquire an image of the second motorcycle  880 , third motorcycle  884 , fifth motorcycle  890 , and large object or vehicle  894 . It is understood, however, selected processor system may be separate from, even if in communication with the ECU  272 . As noted above, various direct connections, BUS data communications, and others are possible for communication between the sensors, such as the radar sensor  350 , and one or more processors. 
     In various embodiments, the rider  200  may operate a cruise control on the motorcycle  10 . As discussed above, the cruise control may operate to selectively maintain a speed of the motorcycle  10  that is selected by the rider  200 . The cruise control may be set with one or more switches  905  ( FIG. 2 ), but may be augmented or changed with manual and/or automatic input to adjust a speed of the motorcycle  10  to maintain a set distance, such as the distance  960 , from the second motorcycle  880  and/or the third distance  901  from the third motorcycle  884 . 
     In various embodiments, therefore, the various sensors of the motorcycle  10  may be operated to inform the cruise control or an automatic cruise control of the motorcycle  10  with feedback and/or automatic motorcycle operations regarding obstructions. The feedback may also be given to the rider  200 , as discussed above. The feedback to the cruise control, however, may assist in operation of the motorcycle  10  relative to the second motorcycle  880  and/or the third motorcycle  884  substantially automatically. 
     Additionally, even if in an initial staggered riding formation, as illustrated in  FIG. 14 , a plurality of motorcycles, such as the first motorcycle  10 , the second motorcycle  880 , and the third motorcycle  884  may move or form a substantially single file configuration when encountering a curve, to form a selected single riding lane or line  870   c  as illustrated in  FIG. 15 . The curved first lane  870   c  may include or be defined by curved lane markers  860   c  and  864   c . The first motorcycle  10  may be positioned substantially directly in line or behind the second motorcycle  880  a distance  1000  on a substantially identical or selected single path through the curve of the curved first lane  870   c . Similarly, the third motorcycle  884  may be a distance  1004  in front of or forward of the second motorcycle  880 . In the situation where a plurality of motorcycles are traveling around the curve  870   c , therefore, the plurality of motorcycles may be in or move to a substantially single path until a straight portion of the first lane  870  is encountered again and the stagger formation is reformed. Accordingly, in a changing situation where the second motorcycle  880  moves from an offset position, such as offset by the distance  950  to an offset that is substantially zero, relative to the first motorcycle  10 , the distance  960  of the first motorcycle  10  from the second motorcycle  880  may change to the distance  1000 . The change in riding configuration, however, may not require an indication to the rider  200  that a collision is possible or eminent between the motorcycle  10  and an object in front of the motorcycle  10 , such as the second motorcycle  880 . When the change in formation occurs, feedback to drastically change a speed of the motorcycle  10  to the rider  200  need not be given. The cruise control system may automatically lower the cruise control speed to achieve the distance  1000 , which may be substantially identical to the distance  901 , which is a distance between two motorcycles on a single intended path. The speed may change with a changing the engine speed, such as via the ECU  272 , and/or the application of a selected braking force such as via the brake controller. 
     With reference to  FIG. 16A  and  FIG. 16B , and continuing reference to  FIGS. 14 and 15 , the motorcycle  10  may include an adaptive or intelligent cruise control that may operate according to the flowchart  1100  as illustrated in  FIG. 16A  and  FIG. 16B . In the flowchart  1100 , the process begins in start block  1104  and then to a determination or analysis block  1106  to determine whether the adaptive cruise control (ADC) is on or off. It is understood that the start block  1104  may be entered upon ignition of the motorcycle  10 , the motorcycle  10  achieving a selected speed (e.g. 10 mph), or other appropriate start criterion. Accordingly, the process  1100  may be operated or executed by a processor in the ECU  272 , or other appropriate processor system. Generally, the ECU  272  may be in communication with a cruise control system to operate the engine  40  at a selected speed. Further, the ADC may be in communication with one or more controllers for the braking systems  72 . In various embodiments, however, the process  1100  may be incorporated into instructions and/or a logic that is executed by the processor system in the ECU  272  or other appropriate processor system. 
     If the ADC is determined to be off in block  1106 , an OFF path  1110  is followed back to the start block  1104 . It is understood that a selected of a non-ADC may also be made that is not explicitly included within the flowchart  1100 . The non-ADC may operate as a commonly known cruise control that attempts to maintain a selected speed of the motorcycle. The flow path  1100  may be understood to be a loop, according to various embodiments, upon operation of the motorcycle  10 . 
     If the cruise control is determined to be on, such as selected by the user or programed by the rider  200 , an ON path  1114  is followed to a determination block  1120  to determine whether a cruise control system and/or sensor error is present. The sensor error may include the radar assembly  350  that is not sending or receiving a signal or other error state. It is further understood that other sensors that may be incorporated into the cruise control method  1100  may also have error states. If errors from the sensors are detected, then receiving or altering the cruise control based upon the sensor is stopped and a YES path  1124  is followed to the start block  1104 . According to various embodiments, if a sensor error is determined an indication may be provided to the rider  200 , such as with the display device  160 . Further, additional warning indicators or error indicators may be provided to the rider  200  such as with selected LED&#39;s or warning lights. Nevertheless, if errors are in the sensor assemblies, the YES path  1124  is followed so the cruise control is not altered by inputs from the assemblies. 
     If no error is found in the sensor assemblies, a NO path  1130  is followed. As discussed above, the rider  200  may operate the cruise control to turn the cruise control on to select a selected speed, such as select initial or set speed in block  1132 . The set initial speed in block  1132  may be desired or selected by the rider  200 , but may be augmented or changed by an intelligent or adaptive cruise control, as discussed herein, such as according to the flowchart  1100 . 
     After receiving a set initial speed in block  1132 , the method  1100  may confirm or reconfirm that the adaptive cruise control is on or selected in block  1133 . If the adaptive cruise control is off, an OFF path  1133   a  may be followed to initiate the process  1100  again in start block  1104 . If it is determined (such as confirming an input from the rider  200  for operation of the adaptive cruise control) that the adaptive cruise control is on, an ON path  1133   b  path may be followed to determine whether a set speed has been updated in block  1134 . If the set speed has been updated or changed, a YES path  1134   a  may be followed such that the most recent set speed may be store in block  1135 . If the set speed has not been updated a NO path  1134   b  or once the new set speed has been saved in block  1135 , a path to recall target follow criteria in block  1137  is followed, as discussed herein. 
     The selected speed selected by the rider  200  may be a desired speed that is augmented by the flowchart  1100  to maintain or achieve selected following distances, such as the following distance  960 , illustrated in  FIG. 14 , with the following distance  1000  illustrated in  FIG. 15 . Accordingly the cruise control adaptive system according to the flowchart  1100  may recall target following criteria A and B. The target following criteria A and B need not be absolute or discrete criteria, such as distances, but may include a range or have a tolerance. The following criteria A and B, as discussed further herein, may include length or physical distances such as measured in feet or meters. The following criteria or target criteria may also and/or alternatively include time(s) based upon distance and speed or relative speed between two objects, such as the first motorcycle  10  and the second motorcycle  880 . Accordingly, as discussed above, the distance  960  between the first motorcycle  10  and the second motorcycle  880  may be a distance that could be traveled in a selected amount of time, such as about 1 second to about 3 seconds, including about 1 seconds, based upon the current or instantaneous speed of the motorcycle  10  relative to the object, such as the first motorcycle  880 . The distance  910  between the first motorcycle  10  and the third motorcycle  884  may be a distance that could be traveled by the first motorcycle  10  at its instantaneous or current speed relative to the third motorcycle  884  in a time of about 2 seconds to about 6 seconds, including about 2 seconds. 
     Accordingly the distance that may be the following distance or target distances, e.g. the distances  960  and  901 , may also be referred to or understood to be time or an amount of time required for the motorcycle  10 , or other respective motorcycles, to travel the physical distance  960  or  901 . For example, the distance  901  can be determined to be 2 seconds and if the motorcycle  10  is traveling at 70 mph the length or distance  901  would need to be about 200 feet to about 220 feet, including about 204 feet. It is understood, however, if the motorcycle  10  slowed to a slower rate of speed, such as about 35 mph, the distance  910  may be less but would still maintain the following distance or time of 2 seconds. Accordingly, as discussed further herein, the distance or time between two vehicles, such as the motorcycle  10  and the second motorcycle  880  and/or the third motorcycle  884  may be generally referred to as a criteria which may include a target following criteria. The target following criteria may include a length or length distance that is the distance  910  and/or  960  or a selected time that may be the target following criteria that would be based upon a speed of the motorcycle  10  relative to the other vehicles, including the second motorcycle  880  and the third motorcycle  884 . 
     The target following criteria A may include the distance between the motorcycle  10  and the first motorcycle  880 , or any motorcycle or object closest in the lane to the first motorcycle  10 . The following criteria B may include the distance between the motorcycle  10  and the second motorcycle  884 , or any vehicle or object that is directly in an intended path  900  of the first motorcycle  10 . As discussed 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 offset the distance  950  from the first motorcycle  10 . In various situations, however, the second motorcycle  880  may move into the intended path of the first motorcycle  10 , as illustrated in  FIG. 15 . The recalled target follow criteria in block  1137  may be stored on a selected memory system and recalled by a selected processor, within the flowchart  1100 . As discussed herein, the target following criteria may include criteria that are used to calculate a specific distance or speed dynamically with the processor on and/or accessed with a system on the motorcycle  10 . 
     The recall target criteria in block  1137  may also include recalling a selected or desired following time, as noted above, that may be based upon a relative speed of the motorcycle  10  to the objects or vehicles 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 ground) speed of the motorcycle  10 . Accordingly, recalling the target criterial in block  1137  may include recalling a following time of 1 second to a nearest motorcycle, such as the second motorcycle  880 , and a two second following time relative to a further motorcycle, such as the third motorcycle  884 . Thus recalling criteria in block  1137  may include recalling a selected length distance, following time, or other appropriate criteria. 
     The processor assembly may also determine a lane in block  1140 . The determination of the lane in block  1140  may be based upon various interpretation, and may only be optionally determined. For example, the camera  800  on the motorcycle  10  may be used to provide an indication of the lane markers  860  and  864 . The first lane  870  may then be determined between the respective lane markers  860 ,  864 . Nevertheless, determination of the selected vehicles and/or follow criteria may not be required in the flowchart  1100 . Accordingly, determining the lane in block  1140  is not required, and may be selected only in various embodiments. 
     Further, the determined lane may be subdivided in block  1140  to determine lane partitions, as discussed above. For example, the ADC may determine segments or lane partitions, such as half or thirds of the determined lane, such as the first lane  870 , or specific widths distances (e.g. 4 feet) within the lane  870 . Generally, a lane may be determined as an area or distance between lane markers and/or a side of a road and lane makers. The system may then determine that a vehicle, such as the second motorcycle  880  should be at a selected following criteria, such as the target criteria A as long as the motorcycle  880  is within a portion of the lane, such as a half, that is not in the path of the first motorcycle  10 . Thus, lane sub-division may be used to assist in determining a selected target following criteria relative to selected vehicles within the lane  870 . 
     Following the optional determination of the lane in block  1140 , a determination of whether a vehicle is detected or target vehicle is detected forward of the motorcycle  10  in block  1142 . If no vehicle is detected in block  1142  (e.g. as with the radar sensor  350 ) a NO path  1152  may be followed to send cruise control “plus” (i.e. increase speed set amount) or “minus” (i.e. decrease speed a set amount) signals to achieve a selected speed in block  1156 . The cruise control, if including the adaptive cruise control method  1100 , may achieve the selected speed based upon the output from the flowchart  1100 . Accordingly, if no more than one vehicle or if no vehicles are sensed or detected in front of the motorcycle  10 , the output in block  1156  may include a selected plus or minus cruise control signal to achieve the determined speed and follow criteria relative to the single vehicle if detected or to just achieve the selected speed if no vehicle is detected. If no more than one or no vehicle is detected, following the signal sent from block  1156 , the method may loop to the determination block  1133  of whether the adaptive cruise control is selected ON or OFF. The method may then continue from there, as discussed herein. 
     If a vehicle is detected, a YES path  1144  may be followed to determine if more than one vehicle is detected, particularly more than one vehicle is detected in block  1150  in the lane, then a YES path  1160  is followed to recall the target criteria and be in block  1162 . The recalling of the target distances in block  1162  may be the same criteria recalled in block  1164 , but may be recalled if more than one vehicle is detected. Accordingly, after detecting whether more than one vehicle is present in a lane, or at a selected position relative to the motorcycle  10 , the process  1100  may make a determination of whether either of the more than one vehicles is offset from the motorcycle  10  in block  1170 . As discussed above, in a staggered formation as illustrated in  FIG. 14 , at least one of the motorcycles, such as the second motorcycle  880 , may be offset the distance  960  from the motorcycle  10 . 
     If no motorcycle is determined to be offset, a NO path  1174  may be followed and an output or signal block  1176  may be followed to achieve or send a cruise control signal to achieve the target criteria B from the closest vehicle in block  1176 . Similarly, if no second vehicle is detected a NO path  1177  may be followed from the determination block  1150  to the send signal block  1176 . After sending the cruise control signal in block  1176 , a loop path  1204  may be followed to restart the method  1100  in start block  1104  and/or to the determination block  1133  to determine whether the adaptive cruise control is selected to be ON or OFF. Based on the selection, the method  1100  may continue form there as discussed herein. 
     As illustrated in  FIG. 15 , even if more than one vehicle is detected the target follow criteria may achieve or be selected relative to the closest vehicle, such as the second motorcycle  880 , to maintain or achieve the criteria  1000 . Again the achievement of the selected distance  1000 , which may be the same as the distance  901  illustrated in  FIG. 14 , may be made and the system may continue to receive inputs regarding whether there is more than one vehicle in the lane in block  1150  and to further determine whether the vehicles are offset in block  1170 . Further, the lean angle of the motorcycle  10  may be used to assist in determining whether the motorcycle  10  is in a turn or curve and, if so, switch from determining whether a second vehicle is to be detected to a single. As noted above, a staggered motorcycle riding formation generally moves to a single file in a curve. A lean angle above a selected amount, e.g. about 10 degrees in a selected direction, may be determined to be a turn in the selected direction. 
     If it is determined that the vehicles are offset in block  1170 , a YES path  1180  is followed to a dual determination block  1190  to measure the following distance from the first vehicle  880 , which may be the target criteria A and to measure the distance from the second vehicle  884  which may be the target criteria B. Again, it is understood, that the first and second motorcycles  880 ,  884  and their respective target criteria are merely exemplary for the current discussion and the illustration of the flowchart  1100 . Nevertheless, once the respective criteria from the first motorcycle and the second motorcycle  880 ,  884  are measured they may be compared to the target criteria A and target criteria B. Therefore, the measured criteria from block  1190  may be input to a determination block  1194  to determine whether the first vehicle or motorcycle  880  is closer than the target criteria in block  1194 . If the first vehicle, such as the first motorcycle  880 , is closer than the target criteria A then a YES path  1196  may be followed to send a cruise control minus command in block  1200 . The cruise control minus command may be to slow or send a minus signal to the cruise control system at a selected amount, such as lower speed by 1 mph, 2 mph or any appropriate speed reduction. The change in speed may be due to changing an engine speed, such as with the ECU  272 . Further, or in addition thereto, the cruise control minus signal may be provided as a feedback to the rider  200  (such as an indication on the panel  150 ) to slow to achieve a preselected target criteria and the engine  40  is not changed. The sending of the cruise control minus signal in block  1200  may be any appropriate number of minus signal to achieve the selected target criteria A. 
     If the first vehicle is not closer than the target distance A, then a NO path  1208  may be followed from the determination block  1194  to a determination block  1214  to determine whether the second vehicle, such as the third motorcycle  884 , is closer than the target distance B in block  1214 . Similarly, after sending of the cruise control minus signal in block  1200  the method may continue to the determination block  1214 . If the second vehicle, such as the third motorcycle  884  is closer than the target criteria B, then a YES path  1220  may be followed to send a minus cruise control in block  1221  until the target criteria B is achieved, in a manner as discussed above. Following sending the cruise minus in block  1221 , the method  1100  may follow the loop  1204  to the determination block  1133 . The method  1100  may then proceed as discussed herein. 
     If the second car or vehicle is not closer than the target distance B, a NO path  1228  may be followed to a determination block  1229  to determine whether the current speed is greater than the set speed. The determination may be made by comparing (such as by executing instructions with a processor in the ECU) the determined current speed and the set speed in block  1132  or  1135 . If the current speed is determined to be greater than the set speed, a YES path  1229   a  is followed to a send cruise control minus signal to achieve the set speed in block  1230 . Once the cruise control signal is sent, the method may then proceed along path  1204  and loop to the determination block  1133 , as discussed herein. 
     If the determination in block  1229  is that the current speed is less than (e.g. not greater than) the set speed, a NO path  1229   b  may be followed to a determination block  1232  of whether the second motorcycle  880  or the third motorcycle  884  are at the respective target criteria A and B. If the second and third motorcycles  880 ,  884  are at the respective criteria A and B, a YES path  1236  may be followed to a maintain speed block  1238 . The maintain speed block  1238  may not send either a plus or a minus cruise control signal and the loop  1204  may be followed to the determination block  1133 , and the method  1100  may proceed as discussed herein. 
     If, however, the target criteria between the motorcycle  10  and either of the second motorcycle  880  or the third motorcycle  884  is not achieved or is less than the target criteria (e.g. shorter distance or less time), a NO path  1242  may be followed. The NO path  1242  may go to a determination block  1243  to first determine is the set initial speed (i.e. block  1132 ) is met. 
     If the current speed is at or less than the set initial speed a YES path  1244  path may be followed to send a cruise control plus signal in block  1246 . The cruise control plus signal may be an appropriate signal that is to increase the speed of the motorcycle  10  to the set speed that has been recalled from block  1132  or block  1135 . Following the send cruise control plus signal in block  1246 , the loop process  1204  may be entered to return to block  1133  and the method  1100  may proceed from there, as discussed herein. 
     If the current speed is determined to not be less than (i.e. greater than) the initial set speed  1132  or the save speed in block  1135  then a NO path  1245  may be followed to send a cruise control minus command and/or a cruise control maintain speed in block  1238  to slow or maintain the speed of the motorcycle  10 . Once the appropriate signal has been sent to the adaptive cruise control system, the method  1100  may enter the loop process  1204  from the block  1238  to block  1133 , as discussed herein. 
     As discussed above, if the motorcycle  10  is too close to any of the respective vehicles, such as the second motorcycle  880  or the third motorcycle  884 , the flowchart  1100  may cause a cruise control minus command in block  1200 ,  1230 . Accordingly, the cruise control plus command in block  1246  may only be sent when it is determined that the motorcycle  10  is too far (e.g. a distance or time greater than a selected target criteria) from the forward motorcycles, also referred to as the targeted or system identified forward motorcycles. 
     Again, the send cruise control plus signal may include providing an indication, such as a visual indication on the panel  150  and/or display  160 , to the rider  200  to increase speed to achieve a preselected (i.e. target) distance. The signal may also be a selected signal that automatically increases the speed of the motorcycle  10 , such as sent to the ECU to operate the throttle control. After sending the cruise command plus command in block  1246 , however, the loop path may be followed to initiate the method again at start  1104 . 
     In the motorcycle  10 , as discussed above, a plurality of the sensors, such as the sensor  350  and the sensor  250  are may be included. It is understood, however, that additional sensors may be provided to acquire additional environmental information relative to the motorcycle  10 . For example, two or more radar assemblies may be directed at relative angles to the long axis  101  of the motorcycle  10 . The additional radar assemblies, or selected sensor assemblies, may provide additional or redundant information regarding positions, speed, etc. of objects in an environment (e.g. external) of the motorcycle  10 . 
     Accordingly, the motorcycle  10  may include the intelligent or adaptive cruise control method or process illustrated in 1100 to achieve the target follow criteria between the motorcycle  10  and vehicles, such as respective motorcycles including the second motorcycle  880 , and the third motorcycle  884  that are forward of the first motorcycle  10 . 
     The various send cruise control signals may include sending an indication to the rider  200  to slow or increase speed. Such indications may include visual indications with the display  160  and/or lights. Further, the haptic feedback system  450  may provide further indications. Also, the ADC may further have included limitations where an automatic slowing of the motorcycle may occur to a selected speed when the motorcycle  10  is in a selected gear, but an indication is given to the rider  200  when a slower speed is needed, but the motorcycle is in too high a gear. For example, the ADC in method  1100  has determined that the motorcycle  10  should slow to less than 20 mph, but the motorcycle is in 4th gear. In such an instance, an indication may be sent to the rider  200  to manually shift and slow the motorcycle  10  rather than the ADC automatically slowing the motorcycle such as with slowing the engine. 
       FIGS. 16A and 16B  illustrate a process or method  1100  for an adaptive cruise control system to control the speed of a motorcycle  10 , according to various embodiments. The cruise control or adaptive cruise control of the process  1100  illustrated in  FIGS. 16A and 16B , may be augmented or adapted to include a cut-out or pre-loop sequence  1300  illustrated in  FIG. 17 . For example, the method  1300  may be inserted or read out from memory, wherein the method is encoded as instructions to be executed by a selected processor, in the loop  1204  prior to executing block  1133 . It is understood, however, that the process  1300  may also be a separate process that is independent of the method  1100 . 
     In the selected process  1300 , it may be optionally selected to perform an additional determination or consideration prior to sending a speed increase or a cruise control plus signal to the cruise control system for the motorcycle  10  to increase the speed of the motorcycle  10 . As illustrated in  FIG. 16A , if a cruise plus or increase cruise speed signal is sent, such as from block  1246 , the signal may enter the selective loop or determination  1300 , as illustrated in  FIG. 17 . The process  1300 , therefore, is operable to determine whether the motorcycle is cornering at speed or is already at a lean angle at or above a threshold in block  1310 . For example the IMU  650  and/or lean angle sensors  600  may provide input or signals that may be used to determine whether the motorcycle is leaning for a turn or in a curve. In addition, as discussed above, various lean angle systems may be used to assist and determine the lean angle of the motorcycle  10 . If the motorcycle is leaning at a an angle greater than a selected threshold, such as about greater than 10 degrees from vertical relative to a road surface, the motorcycle&#39;s  10  cruise control system may be used to determine that the motorcycle  10  is leaning or in a curve. Further, an amount of handle bar turn and/or determined angle from the lean determination systems (e.g. IMU  650  or sensors  600 ) may be used to determine that the motorcycle  10  is leaned and/or in a curve. Also, it may be determined to further access the speed of the motorcycle  10  while leaning. For example, if the speed is greater than about 5 mph it may be determined that the motorcycle is at a selected speed or above a selected threshold speed for turning or in a curve. 
     If it is determined that the motorcycle is cornering or in a turn at a selected speed, a YES path  1314  may be followed and the increase speed or cruise control plus signal is not sent (e.g. blocked to terminated) to the cruise control in block  1320 . By not sending the increase speed signal to the cruise control in block  1320 , the speed of the motorcycle  10  may be maintained or selected manually by the rider  200 . This may assist in ensuring that the speed of the motorcycle is maintained at a selected speed in a curve. It may also be used to ensure that a change speed of any type is not sent to the cruise control, such that a selected speed is maintained to assist in maintaining balance and control of the motorcycle  10  during the cornering or leaning procedure. 
     For example, while operating the motorcycle  10 , the rider  200  may selected to corner a selected curve at a selected speed. If the motorcycle is in a curve, however, and the adaptive cruise control process  1100  determines that the motorcycle should increase or decrease in speed, the rider  200 , while cornering, may not desire or select to have the speed of the motorcycle change. Therefore, the adaptive cruise control  1100  may apply the optional process  1300  to maintain the speed of the motorcycle  10  at the speed, such as manually, by the rider  200 . 
     If it is determined that the motorcycle is not leaning and/or cornering in block  1310 , a NO path  1330  may be followed. If the No path  1330  is followed, the send or transmit command to change the speed to the adaptive cruise control may be made in block  1334 . Accordingly, if it is determined that the motorcycle is not leaned at or above a selected threshold angle and/or not cornering, the change of speed command may be sent to the cruise control as discussed above, such as in the process  1100 . 
     Accordingly, the selected lean and/or cornering process  1300  may be used to assist in achieving a selected stability of the motorcycle  10  while cornering and/or leaning. The optional process  1300 , therefore, may be used to ensure that the motorcycle  10  is maintained in a stable and selected speed during a turn and/or maneuvering a curve and achieve stability and confidence in the motorcycle  10 . 
     As discussed above, the motorcycle  10  may travel relative to one or more vehicles, such as the object  360 , as illustrated in  FIG. 12A  and  FIG. 12B , which may be a four-wheel vehicle, such as a car with a passenger compartment. It is understood, however, that the forward vehicle may also be other types of vehicles, such as a large tractor-trailer (also referred to as a semi-truck), small truck, sedan vehicle, or the like. As also illustrated in  FIG. 14 , the motorcycle  10  may travel relative to a large vehicle or object such as the large object  894  and/or one or more smaller vehicles such as motorcycles, including the motorcycles  880 ,  890 , and  884 . Therefore, the motorcycle  10  may travel a selected direction, such as the direction  850 , as illustrated in  FIG. 14 , relative to one or more vehicles such as a four or more wheel vehicle, such as a large object  894 , and less than four wheels such as other motorcycles, including the motor cycles  880 ,  890 . 
     The motorcycle  10  may include various sensors systems. Sensor systems may include one or more of a front and/or rear facing radar systems, such as the radar assembly  350  as illustrated in  FIG. 2 . Sensor systems may also or alternatively include a front, side, and other direction facing camera such as the camera  170  and/or more than one camera  170 , as also illustrated in  FIG. 4 . In addition, various other sensors may be provided on the motorcycle  10  such as a LIDAR system, lean angle sensors, and the like. Nevertheless, as discussed above, the various sensors (e.g. radar, camera, LIDAR) may be provided with the motorcycle  10  and used to sense conditions and/or objects relative to the motorcycle  10  to allow for providing feedback to the rider  200  of the motorcycle  10 . The rider feedback system may be a rider assist system. 
     The various systems may provide an indication and/or an identification of other objects relative to the motorcycle  10 . For example, sensing the object  894  may be able to identify the object  894  as a semi-truck traveling relative to the motorcycle  10 . As also discussed above, the distance of the object  894  relative to the motorcycle  10  may be determined including, for example, based upon a rate of speed of the motorcycle  10  relative to the object  894  determining a time of travel to reach the object  894  based on a difference in speed, if present, of the motorcycle  10  and the object  894 . For example, the system may determine a time of travel for the motorcycle  10  to reach the object  894  if the relative speed of the motorcycle  10  is faster than that of the object  894 . Further, the various systems and sensors may be used to identify other objects such as the other motorcycles, such as the motorcycles  890 ,  880  and also identify distances and times of travel to these as well. Each of the vehicles may be referred to as a vehicle type and may be predetermined (e.g., stored with a memory and recalled) and identified based on sensor signals from the sensor based on sensed input. 
     In various embodiments, as discussed above, the sensors may be used for various purposes such as to sense positions of various objects, speed and/or relative speed of various objects, control an adaptive cruise control based thereon, and other features. In addition, the various sensors may be used to identify the various objects and provide warnings to the rider  200 . The sensors may also or alternatively provide a relative or selected travel distance relative to the other objects in a direction of travel and/or relative to the motorcycle  10  based upon identification of the various objects. 
     Turning reference to  FIG. 18A  and  FIG. 18B , the motorcycle  10  may include various portions, such as those discussed above, including the fairing components  20  which may include various portions on the rider facing surface  150 . For example, one or more gauges, including a tachometer, speedometer or the like may be provided as the gauges  152 ,  154 . The handle bar  24  may extend relative to the rider facing console  150  of the fairing  20 . The handle bar  24  may include various components such as one or more rider controls including the throttle  54  and grips  68 . One or more buttons or switches  1410  may be provided at a control module  1414  which may be provided one or more of the hand-grips  68 . Further, the motorcycle  10  including the fairing assembly  20 , or other appropriate assembly, being included the control module  1414  and/or other controls such as the display  160 . The display  160  may include various touch sensitive portions such as touch sensitive portions of the screen  160 . In addition, as noted above, various control buttons may be provided relative to the screen  160 . Accordingly manipulation of one or more of the buttons such as a control module  1414 , the manual or hard buttons  162  relative to the screen  160 , and/or touch portions of the screen  160  may be used to provide input from the rider  200  to the system. 
     It is understood, however, in various embodiments, such as illustrated in  FIGS. 19A and 19B  that a motorcycle  10 ′ may not include the fairing component  20 . The motorcycle  10 ′, however, may include various portions similar to those discussed above including the engine  40  and other various portions. Further the motorcycle  10 ′ may include the control module  1414  that includes one or more of the switches  1410  that may be used to provide input to the various systems. The motorcycle  10 ′ may include one or more displays  1420 . The display  1420  may include either all digital and/or digital and analog components. For example, an analog needle  1424  may be provided that is a true analog needle and/or digital display. Further the display  1420  may include a digital display  1430  that may display text for input and/or output to the rider  200 . Therefore the motorcycle  10 ′ may include the display module  1420  that may include the digital display  1430 . The digital display may include identical and/or similar information as a user interface (UI) as the screen  160 . In various embodiments, the digital display  1430  may include a simplified UI, but include or display all information as the screen  160 , as discussed herein. 
     In various embodiments, the rider assist system may include a selectable following distance and/or various warning features. The features may be combined into a single system and operate substantially simultaneously and/or operate separately, as discussed herein. In various embodiments, however, the system may include a following distance input  1440 . 
     The following distance input  1440 , as illustrated in  FIGS. 18A and 18B , may include a selection or system to allow selection by the rider  200  to select a following distance relative to one or more vehicles, such as with various inputs as discussed above. In various embodiments, the rider  200  may select a default riding distance  1444  that may be selected when a vehicle may not be identified and/or for determination of a distance relative thereto for other vehicle types. The system may include and/or have predetermined a minimum following distance that may be determined or displayed as a following time, following distance, or combinations thereof. For example, as illustrated in  FIG. 18B , the default distance may include a safety or minimum distance  1448 . In various embodiments, the minimum following distance or the default following distance may be two seconds which may be identified by −2. The rider  200  may select a different default distance, such as four seconds illustrated by the indication or dot  1452 . It is understood that any appropriate UI may be provided. The UI may include indications or inputs that are provided as numbers, graphical representations (e.g.,  FIG. 18B ), words (e.g.,  FIG. 19B ), combinations therefor, or the like. The graph is illustrated in  FIG. 18B  is merely exemplary. 
     The rider  200  may provide inputs, such as relative to the default following distance the rider  200  may select a following distance for various types of vehicles. For example, a following distance for a motorcycle or two-wheeled vehicle may be indicated at  1456 , a following distance for a small vehicle, such as a small four-wheeled vehicle  1460  may be made, a following distance for a larger four-wheel vehicle at  1464  may be made, and a following distance for a large vehicle, such as a semi or tractor trailer truck may be made at  1468 . 
     The various following distances may be absolute relative to each of the types of vehicles and/or relative to the default  1444 . As also discussed above, the following distances may be provided as absolute distances, times of travel, or the like. For example, the rider  200  may input a selection indicator  1472  relative to the motorcycle indication  1456  that may be plus three (+3) relative to the default. These may also be referred to as offsets relative to the default following distance. These may also include or be referred to as specific target distances for each vehicle type. Therefore, the rider  200  may identify to follow the motorcycle or a motorcycle specific vehicle identified forward of the ridden motorcycle  10  by one second, that being the difference between the default and identified following distance by the rider in the rider following distance selection  1440 . The selection may be made by operation of the controls with the control module  1414 , the manual buttons  162  and/or the touch screen  160  or other appropriate input, such as verbal input. 
     The input of the following distance may be based upon a selection and/or input by the rider  200 . The system may then identify vehicle types, such as a motorcycle  880 , during operation of the motorcycle  10 . For example, the motorcycle  880  that may be forward of the position of the motorcycle  10  and set a following distance of one second relative thereto based on the rider input  200 . As also discussed above the following distance may be set based upon a distance, therefore the following distance may be set at a selected discrete distance, such as about forty meters. 
     Following distances may also or alternatively be set for various vehicle types that are different than the motorcycle indication  1456 . For example, a car vehicle type  1460  may have a rider input indicator  1476 , while the system may also identify a minimum or selected minimum following distance such as not allowing the rider to select a distance or following distance of less than plus 2 and therefore providing and displaying a selected margin  1480 . The selected margin may be provided so that the rider  200  does not inadvertently select a following distance within the margin and/or requires a further input by the rider to select a margin. Nevertheless, the rider may select a distance of about 1.5 seconds relative to the default, therefore, reducing the following distance relative to the car vehicle type  1460  to about 2.5 seconds. Regardless, the selected following distance/time may be dynamic and based upon system or initial defaults, rider input, or other selected inputs. 
     Other vehicle types may include a truck type noted at the indicator  1464 . The rider  200  may provide an input  1484  may be set about 0.5 seconds and also a margin  1488  may be indicated and provided. Further regarding a large vehicle type  1468 , such as a tractor trailer, the rider indicator  1492  may be indicated at −2, therefore, adding an additional two seconds relative to the default  1444 . Regarding, the large vehicles  1468  the restricted region indication  1496  may be larger than for the other vehicles. 
     Accordingly the user or rider  200  may select a following distance that may be different for different identified vehicle types. The rider may selected a distance/time based upon system or initial defaults, rider input, or other selected inputs. Further, the system defaults may be determined an provided as unchangeable minimums and/or allowed to be augmented by the rider. As discussed above, the various systems that assist the rider  200 , such as the radar  252 , may be used to identify vehicles relative to the motorcycle  10  based upon the identification of the vehicles relative to the motorcycle  10  the rider  200  may individually select following distances and have them input. The adaptive cruise control may then be automatically altered to achieve the selected following distances during a ride with the motorcycle  10 . 
     In other words, many different vehicle types may be predetermined and/or predefined, such as those noted above. The rider  200  may provide an input to select a following distance for one or more of each vehicle type. The following distance may be different for each vehicle type. The different vehicle types may be predetermined and/or predefined and saved and/or recalled, such as from a memory system include those discussed above. The various sensors may sense objects in the environment and selected instructions may be executed with a processor module or system to identify the objects as vehicle types that are predetermined or predefined. The processor may then recall the input following distance and the motorcycle  10  may be controlled to achieve the following distance, if selected and as discussed herein. In various embodiments, the rider  200  may provide the input and selections with a graphical input relative to a representation of the ridden motorcycle  10   i  on the display  160 . 
     The system may be used to select a following distance relative to various vehicle types that may different from one another, as discussed above. The following distance may be maintained by selecting or controlling a speed of the motorcycle  10  relative to objects, such as other vehicles, exterior to the motorcycle  10 . In various embodiments, the system may also provide various alerts and/or feedback to the rider  200 , such as the visual and/or haptic feedback, as discussed above. The feedback may include a forward collision or detection, a lane change or side blind spot, or other appropriate warnings. The alerts may also be provided for various different vehicle types, and may vary for each vehicle type. 
     Turning reference to  FIG. 20 , for example, the display  160  may display a warning or alert display selection  1500 . The alert may be a forward collision warning, as illustrated in  FIG. 20 . It is understood, however, that the selection of alerts for each vehicle type may relate to any appropriate alerts, as discussed above, including lane change, blind spot detection, rear approach, or the like. Regardless, the various different types of vehicles, such as a motorcycle vehicle  1456 , a sedan or a small car vehicle  1460 , a small truck  1464 , a large truck or tractor trailer  1468  may be identified and distinguished by the system and various warnings may be differentiated relative thereto. As discussed above, various types of vehicles may be identified with various systems with the motorcycle  10 , such as the radar  252 . Identification for the different vehicles may allow for distinguishing of determining a following distance, as discussed above, with the following distance input  1440 . The feedback provided to the rider  200  may also be differentiated based upon the different types of identified vehicles, such as with the forward collision warning  1500 . 
     For example, the rider  200  may view the input  1500  including the graphical representation  10   i  of the ridden motorcycle relative to each of the vehicle types, such as another motorcycle  1456 , a small vehicle  1460 , a larger vehicle or small truck  1464 , and a large vehicle  1468 . The system may provide a forward collision warning for selected vehicle types and may include a default distance warning, as described above. The rider  200 , however, may augment or change relative warnings such as reducing a green zone or range when no warning is provided for a motorcycle in the  1456  input to greater than about 3.5 seconds following distance relative to the motorcycle  1456 . An initial or first warning may be provided to the rider  200  when the following distance is between about 3.5 seconds and about 0.5 seconds in following distance. A final or high warning may be provided when the motorcycle  10  is at a following distance 0.5 seconds relative to another motorcycle. The indications may be provided by the two rider indicators  1510  and  1514 . These may also be referred to as offsets relative to a default or selected alert value (e.g., distance). These may also include or be referred to as specific target distances for each vehicle type. Again, the display or user interface  1500  may be used to provide the rider inputs such as with the touch screen  160 , manual buttons positioned relative thereto  162 , or other inputs, such as with the input module  1414 . Further the warning distances may be identified as relative or time intervals, absolute distances relative to the identified vehicle, or combinations thereof. Accordingly time intervals are merely exemplary. 
     Additionally, the rider  200  may input intervals for each of the other vehicle types. For example, for the small sedan vehicle  1460  the rider may input a four second following distance for a no warning, initiating a first warning at indicator  1520 , and a final warning at about 1.5 seconds following distance at  1524 . Again the system may include a selected minimum following distance for each type of vehicle such as a minimum indicator  1528 . The larger vehicle or small truck indicator  1464  may include rider indicators as a first warning interval  1530  and about 3.5 seconds and a final warning interval at about two seconds at  1534 . Again the system may include a minimum recommended distance at  1538 . Finally for the large vehicle  1468  the rider may indicate a first warning at  1540  at about 5.5 seconds, a second or final warning at  1544  at about 4 seconds following distance and the recommended distance may be indicated by the block  1548 . 
     Therefore the user interface  1500  may allow the rider  200  to indicate warning intervals at various selected distances relative to each individual type of vehicle. It is further understood the system may identify further types of vehicles and the motorcycle, small car, small truck, and large truck are merely exemplary. Again, the different vehicle types may be predefined or predetermined and stored for recall. The sensors with the motorcycle  10  may then sense the environment and a determination of objects as one of the vehicle types may be made. 
     In addition or alternatively to discrete warning distances, a user interface  1600  may allow for identifying a more simple output for the rider  200 . As illustrated in  FIG. 21  the system may allow for the identification of various vehicles such as a motorcycle  1456 , a small car at  1460 , a larger car small truck at  1464 , and a large truck or tractor trailer at  1468 . Each of the various types of vehicles may be indicated relative to the rider motorcycle  10   i . The rider  200  for each of the vehicle types may determine whether or not the forward collision should be on or off as indicated in button  1610 . Again the selections may be made with the touch screen  160 , the manual input  162 , the input module  1414 , or other appropriate inputs. For each of the vehicle types the rider  200  may determine or input whether a warning should be at a far distance, a medium distance, a near distance, or off for an individual vehicle type. For example, the off is indicated at  1612  for the motorcycle. The rider has selected a medium distance  1614  for the small vehicle, a near distance  1620  for the large car small truck  1464  and far at  1624  for the large truck and tractor trailer at  1468 . Therefore, the system may include preset following distances for each of the simplified inputs that may be selected by the rider. Again the inputs may be provided in any appropriate manner, such as those discussed above. 
     Therefore, the rider  200  may input selected following distances and warning distances. These various distances may be received by the system and appropriate instructions may be executed or carried out by various processors, as discussed above, to maintain a selected following distance such as augmented a speed of the motorcycle  10  and/or providing warnings at appropriate distances for differently selected vehicles such as with the inputs  1500 ,  1600 . 
     As discussed above, the system may be configured to receive input from the rider  200  for any of the selected settings or only selected settings. For example, the system defaults or minimums may be set to not be changeable by the rider  200  or allowed to be changed. Also, selected settings may be eliminated, such as such as an intermediate warning step in a progressive warning system for the forward collision warning. Thus, it is understood, that the rider  200  may provide inputs to alter the selected settings as selected by the rider  200  and/or allowed by the system, such as with preset defaults that may or may not be changeable. 
     As discussed above, the various displays or user interfaces may include the touch screen  160  in the fairing unit  20  and/or other displays such as the digital display  1430  with the instrument cluster  1420 . Accordingly, the various interfaces including the forward alerts or warnings in the interfaces  1500 ,  1600  may also be displayed with text or numbers with the digital display  1430 . Thus, the display screen  160  may not be required to allow for user input to the system of the motorcycle  10 . 
     In addition or alternatively, features, such as those discussed above, may be configured via a mobile (e.g., cellular device) application, an internet based application, a dealer flash programmer, or the like. For example, the motorcycle  10  can be connected via a wire or wirelessly (e.g., Bluetooth® communication protocols, Wi-Fi® communication protocols, or a cellular connection) to selected external systems, such as a mobile device or a computer connected to the internet. The systems aboard the motorcycle  10 , therefore, may receive inputs from the external devices via these connections. Thus, the inputs, as discussed above, may be provided by the rider  200  or selected person or system via a device separate from the motorcycle  10  and the input may be transmitted to the motorcycle  10  and the onboard systems. Also, various vehicle to vehicle communication systems may be provided to connect and/or provide the inputs. 
     Further, the motorcycle  10  may include a processor, such as that discussed above which may be included or accessed, such as the processor within the engine control unit. It is understood that other processors may be provided and that the following distance and/or warning system may include a separate or individual processor associated or incorporated with the motorcycle  10 . Nevertheless, the processor may execute various instruction, as discussed further below, to receive user inputs, determine actuation of various portions of the motorcycle  10  for operation thereof, and other features. 
     For example with reference to  FIGS. 22A and 22B  a process  1700  is illustrated. The process  1700  many include instructions and inputs and actions taken based on inputs to control the speed of the motorcycle  10  and achieve a selected following distance. Initially, the system may start in start block  1710 . The process  1700  may start in start block  1710  such as powering on the motorcycle  10 . A determination that the vehicle speed is not being controlled by the cruise control or adaptive cruise control system may be made in or input in block  1714 . The system or instructions may then make a determination of whether a cruise control is set in block  1718 . If a cruise control is not set, a NO path  1720  may be followed to loop back to determine or input the setting that the vehicle speed is not controlled by the cruise control in block  1714 . If a cruise control is set, a YES path  1724  may be followed due to a determination of whether the adaptive cruise control is set in block  1728 . 
     The adaptive cruise control may include the cruise control that alters the speed of the motorcycle  10  such as based upon various other inputs, including those discussed above (e.g., based on sensors, position, etc.) and/or the following distances discussed herein. Accordingly, if the adaptive cruise control is determined to not have been set, a NO path  1732  may be followed to a state/control that the speed is controlled to a user set speed in block  1736 . The user or rider  200  may set speed may be input when it is determined that the cruise control is set in block  1718  and a rider set speed is received or recalled in block  1720 . The rider  200  may set the cruise control speed at any appropriate time, such as before or after input of following distances or other settings of the system. The rider  200  may set the cruise control speed also during riding of the motorcycle  10 , such as with the control module  1414 . Nevertheless, when the adaptive cruise control speed is determined to be off or not engaged, the NO path  1732  is followed and the motorcycle  10  may be controlled to the user set speed in block  1736 , such as operation of the motorcycle  10  as discussed above. 
     If the adaptive cruise control is determined to be set, a YES path  1740  may be followed to a determination block of whether a target is found in block  1744 . The determination may be in real time based upon real time sensing by the selected sensors, such as during operation of the motorcycle  10 . If a target, such as a vehicle exterior to the motorcycle  10  is not found, a NO path  1748  may be followed to control the speed to the user set speed in block  1736 . Accordingly, a target may be a selected vehicle, such as a motorcycle, a car, or other appropriate vehicle type. If no target is found, such as when a road is unobstructed or open for a selected or set distance in front of the motorcycle  10 , no target may be found and the NO path  1748  may be followed. 
     If a target is found in block  1744 , a YES path  1752  may be followed to a determination of whether the vehicle type has been identified in block  1756 . The target may be a selected vehicle, as discussed above and may be determined in block  1744 , such as with the radar system. The determination may be in real time based upon real time sensing by the selected sensors, such as during operation of the motorcycle  10 . The YES path  1752  then allows for a determination of whether the vehicle type is able to or has been identified. The type of vehicle may be those identified above, such as a motorcycle, a small car, a tractor trailer, or any appropriate type. 
     In certain situations, such as with an obstructed sensor, or other considerations a vehicle type may not be able to be determined, while a target is found in block  1744 , and a NO path  1760  is followed. When the NO path  1760  is followed, a target is identified but the specific type may not be identified in block  1756 . Therefore, the process  1700  may proceed to a determination whether the vehicle or object is within a default following distance as identified by the system in block  1764 . The default distance may be any appropriate distance, such as that discussed above, including a default following distance of two seconds, a specified discrete distance, or the like. The system while not being able to identify a specific type of vehicle or object, may determine whether the motorcycle  10  is within the default following distance in block  1764 . If the object is not within the default following distance, a NO path  1768  may be followed and the motorcycle  10  may be controlled at the user set speed in block  1736 , as discussed above. 
     If the target is identified to be within the default following distance, while a specific type of target has not been identified in block  1756 , a YES path  1772  may be followed to control the motorcycle  10  to the default following distance as long as the set speed is not exceeded in block  1776 . Therefore, the motorcycle  10  may be controlled, as discussed above, to achieve a selected speed, which may be the set speed and/or a default following distance. Further, the default following distance or longest following distance may be input by the rider  200 , with the various inputs discussed above, in block  1780 . The input of the default or longest distance may be input at any appropriate time such as at initiation of the motorcycle  10 , at start up following block  1710 , or at any other appropriate time. Nevertheless, if a target is identified while the motorcycle  10  is moving but the type of target or vehicle cannot be identified the motorcycle  10  may be controlled, such as controlling the engine  40  thereof, to achieve the default or longest following distance in block  1776  without further input from the rider  200 . 
     If the vehicle type is identified in block  1756 , a YES path  1790  is followed to a determination or recall of a set following distance based upon an identified vehicle. As discussed above, the user  200  may input various following distances as following distances relative to a default, fixed distances, following times, or the like. The process  1700 , therefore, may receive the inputs as an input  1798 . The input  1798  may be input at any appropriate time, such as at the start or immediately after the start  1710 , during operation of the motorcycle  10 , if selected or allowed, or any other appropriate time nevertheless the rider  200  may input the various following distances. It is also understood that various default following distances may be provided and the user  200  may simply identify or select the default following distances. 
     Nevertheless, the following distances may be recalled or determined by the processor in block  1794 . Thereafter a determination of whether the vehicle type is within the specific following distances may be made in block  1802 . The determination may be in real time based upon real time sensing by the selected sensors, such as during operation of the motorcycle  10 . If the vehicle type is not within the specific following distances, a NO path  1806  may be followed to control the motorcycle  10  to the user specified speed in block  1736 . For example, as illustrated in  FIG. 22B , if a vehicle type of a truck is identified and the motorcycle  10  is greater than four seconds away, the motorcycle is not within the vehicle specific following distance and the NO path  1806  may be followed. 
     If the vehicle type is identified to be within a vehicle specific distance, a YES path  1810  may be followed to thereafter set or control the vehicle, such as the motorcycle  10 , to the specific following distance at block  1814 . The motorcycle  10  may be controlled to follow the identified or determined vehicle type at the selected following distance in block  1814 , in real time, as long as the speed does not exceed the set speed and a target is still identified or detected. Accordingly the motorcycle  10  may be controlled continuously at a selected speed to maintain the specific selected following distance according to the process  1700 . 
     After the motorcycle is controlled for a selected time the process  1700  may loop to determine whether a target is found again in block  1744 . In various embodiments, the loop speed may be any appropriate speed, such as about from milliseconds to minutes, and selected based on various factors. Additionally and/or alternatively, the process  1700  may loop and/or receive an input to determine whether the cruise control or adaptive cruise control has been disengaged. Further, the motorcycle  10  may be powered off and the system may reset or restart when the motorcycle again is powered on. Therefore, the process  1700  may be executed as instruction with a selected processor to control the speed and/or acceleration of the motorcycle  10  to achieve a selected following distance for specific or different vehicle types. The inputs regarding the selected and/or following distances may be input by the rider  200  and received as inputs to the system for the process  1700  as discussed above. 
     The motorcycle  10 , including the various processors as discussed above, may also be operated according to an alert or warning feature process  1830 . In the alert process  1830  various alerts may be provided to the rider  200 , such as various haptic feedbacks, audio, visual (e.g., lights or displays such as the display  160 ), or other appropriate feedback or alerts. The alerts may be provided to the rider based upon various inputs from the rider and may be based upon a distance of the motorcycle  10  relative to other specific vehicle types, as discussed above. 
     The process  1830  may begin in start block  1834 . The start block  1834  may include initiating operation of the motorcycle  10 , starting the motorcycle  10 , or the like. After the motorcycle  10  is started in block  1834 , a state or a switch block may be made to determine that the alert features are or remain inactive in block  1840 . Thereafter, a determination may be made of whether the alert features are enabled in block  1844 . If the alert features are not enabled in block  1844 , a NO path  1848  may be followed to the state block  1840  to maintain the alert features in an inactive state. It is understood that the loop  1848  may be continued at a selected rate until the alert features are enabled and/or the motorcycle is powered off. 
     Accordingly, a YES path  1852  may be followed if the alert features are enabled, such as by input by the rider  200 . Once the alert features are enabled, a determination of whether a vehicle type has been identified may be made in block  1856 . Again the vehicle type may include the vehicle types discussed above, such as a motorcycle, a small car, a tractor trailer or the like. The determination may be in real time based upon real time sensing by the selected sensors, such as during operation of the motorcycle  10 . The system may determine the vehicle type according to various techniques, such as with the radar system  252  as is generally known in the art. The sensors, such as the radar system  252 , may generate sensor signals based on the sensed objects in the environment and/or of the motorcycle  10 . Thus, the sensor signals may be transmitted for evaluation by the processor, as discussed above, and herein. 
     If a vehicle type cannot be determined, a NO path  1860  may be followed to a state block  1864  to use default thresholds for alert activations. The various alerts for various features, as discussed above, may include forward collision, lane change warnings, and the like. These again may include default or minimum thresholds and may be default in the system and/or selected by the user or rider  200 . Accordingly, if the specific vehicle type cannot be identified in block  1856  the NO path  1860  may be followed to use the default distances in block  1864 . 
     If the vehicle type can be determined, however, a YES path  1868  may be followed to a determination of whether a user has input or selected custom or user selected thresholds in block  1872 . The user  200  may set selected threshold distances such as based upon a discrete distance, a following time, or the like. If the user has not identified discrete or user specific distances, a NO path  1876  may be followed to use the default thresholds in block  1864 . 
     If the user has selected specific custom thresholds, a YES path  1880  may be followed to recall or determine the custom user thresholds for alert activation in block  1884 . The inputs may be provided by the user in input block  1890  and may include those as described above. The inputs may be input into selected input systems such as the control module  1440 , the touch screen  160 , or other appropriate inputs. The screen  160  may be used for a user interface, such as the unit interface  1500 ,  1600  to allow the rider to provide or input user defined or custom alert settings in block  1890 . These may be provided as input that are recalled or determined in block  1884  to set threshold distances. The thresholds, therefore, may be discrete distances, following times, etc. These may be recalled and compared to determined real time values relative to the identified type of vehicle with the sensors of the motorcycle  10 . 
     The system may activate according to the process  1830  in block  1884  to send an alert signal. The alert signal may be operate one or more of the alert features (e.g., haptic feedback in the seat, a display with the display  160 , a light) to the rider  200 . The alert signal may be a first alert signal based on a first warning or alert, as noted above and/or a second alert signal based on the second warning of alert, as discussed above. The first alert may be an intermediate warning step in a progressive warning system and may be symbolized by a yellow symbol on the screen  160  and the second alert may be a red symbol on the screen  160 . Therefore, the system may provide one or more alert signals that may be different and provide various and/or different output to the rider  200 . 
     Accordingly, the process  1830  may allow for the selected thresholds to be used for control of alerts to the rider  200  regarding different identified vehicle types such as by execution of instructions based on the process  1830 . The process  1830  may loop to determine whether the alert features have been enabled in block  1844  after recalling and setting and using the alert features and/or using the default threshold features. Therefore, the process  1830  may be in continuous use at a selected rate during operation of the motorcycle  10 . At a selected time, however, the process may end at block  1896 . Ending in block  1896  may include powering off the motorcycle  10 , disengaging the alert system, or other actions. Accordingly, the process  1830  may be a selected continuous loop, such as based upon an appropriate tracking rate and/or may be ended at various times, such as by the user  200 . 
     One skilled in the art will also understand that a vehicle may be identified by other than the onboard sensor package discussed above. The vehicle may be object exterior to the motorcycle that may be identified at the exterior motorcycle  1456 , tractor trailer  1468 , etc. For example, vehicles may communicate with each other directly, such as via a “smart highway”. Selected communication protocols and systems may allow communication directly between multiple vehicles and/or a central or decentralized communications hub. Communication systems may include those discussed herein, such as cellular communication systems. In this scenario, the vehicle would be able to self-identify to surrounding vehicles and/or provide position, speed, etc. This information could be used to classify which warning/following distance classification best matches the rider inputs, as discussed above. 
     Example embodiments are provided so that this disclosure will be thorough, and will fully convey the scope to those who are skilled in the art. Numerous specific details are set forth such as examples of specific components, devices, and methods, to provide a thorough understanding of embodiments of the present disclosure. It will be apparent to those skilled in the art that specific details need not be employed, that example embodiments may be embodied in many different forms and that neither should be construed to limit the scope of the disclosure. In some example embodiments, well-known processes, well-known device structures, and well-known technologies are not described in detail. 
     Instructions may be executed by a processor and may include may include software, firmware, and/or microcode, and may refer to programs, routines, functions, classes, data structures, and/or objects. The term shared processor circuit encompasses a single processor circuit that executes some or all code from multiple modules. The term group processor circuit encompasses a processor circuit that, in combination with additional processor circuits, executes some or all code from one or more modules. References to multiple processor circuits encompass multiple processor circuits on discrete dies, multiple processor circuits on a single die, multiple cores of a single processor circuit, multiple threads of a single processor circuit, or a combination of the above. The term shared memory circuit encompasses a single memory circuit that stores some or all code from multiple modules. The term group memory circuit encompasses a memory circuit that, in combination with additional memories, stores some or all code from one or more modules. 
     The apparatuses and methods described in this application may be partially or fully implemented by a special purpose computer created by configuring a general purpose computer to execute one or more particular functions embodied in computer programs. The computer programs include processor-executable instructions that are stored on at least one non-transitory, tangible computer-readable medium. The computer programs may also include or rely on stored data. The computer programs may include a basic input/output system (BIOS) that interacts with hardware of the special purpose computer, device drivers that interact with particular devices of the special purpose computer, one or more operating systems, user applications, background services and applications, etc. 
     The computer programs may include: (i) assembly code; (ii) object code generated from source code by a compiler; (iii) source code for execution by an interpreter; (iv) source code for compilation and execution by a just-in-time compiler, (v) descriptive text for parsing, such as HTML (hypertext markup language) or XML (extensible markup language), etc. As examples only, source code may be written in C, C++, C #, Objective-C, Haskell, Go, SQL, Lisp, Java®, ASP, Perl, Javascript®, HTML5, Ada, ASP (active server pages), Perl, Scala, Erlang, Ruby, Flash®, Visual Basic®, Lua, or Python®. 
     Communications may include wireless communications described in the present disclosure can be conducted in full or partial compliance with IEEE standard 802.11-2012, IEEE standard 802.16-2009, and/or IEEE standard 802.20-2008. In various implementations, IEEE 802.11-2012 may be supplemented by draft IEEE standard 802.11ac, draft IEEE standard 802.11ad, and/or draft IEEE standard 802.11ah. Selected wireless systems may include Bluetooth® or Wi-Fi® wireless communication systems. 
     A processor or module or ‘controller’ may be replaced with the term ‘circuit.’ The term ‘module’ may refer to, be part of, or include: an Application Specific Integrated Circuit (ASIC); a digital, analog, or mixed analog/digital discrete circuit; a digital, analog, or mixed analog/digital integrated circuit; a combinational logic circuit; a field programmable gate array (FPGA); a processor circuit (shared, dedicated, or group) that executes code; a memory circuit (shared, dedicated, or group) that stores code executed by the processor circuit; other suitable hardware components that provide the described functionality; or a combination of some or all of the above, such as in a system-on-chip. 
     The foregoing description of the embodiments has been provided for purposes of illustration and description. It is not intended to be exhaustive or to limit the invention. Individual elements or features of a particular embodiment are generally not limited to that particular embodiment, but, where applicable, are interchangeable and can be used in a selected embodiment, even if not specifically shown or described. The same may also be varied in many ways. Such variations are not to be regarded as a departure from the invention, and all such modifications are intended to be included within the scope of the invention. 
     The terminology used herein is for the purpose of describing particular example embodiments only and is not intended to be limiting. As used herein, the singular forms “a,” “an,” and “the” may be intended to include the plural forms as well, unless the context clearly indicates otherwise.