Patent ID: 12246790

Corresponding reference characters indicate corresponding parts throughout the several views. Unless stated otherwise the drawings are proportional.

DETAILED DESCRIPTION OF THE DRAWINGS

The embodiments disclosed below are not intended to be exhaustive or to limit the invention to the precise forms disclosed in the following detailed description. Rather, the embodiments are chosen and described so that others skilled in the art may utilize their teachings. While the present invention primarily involves a motorcycle, it should be understood, that the invention may have application to other types of vehicles such as all-terrain vehicles, watercraft, utility vehicles, snowmobiles, scooters, golf carts, and mopeds, as well as all types of motorcycles or other two-wheeled vehicles.

With reference toFIGS.1-3, an illustrative embodiment of a two-wheeled vehicle2is shown. Vehicle2may be configured as any type of motorcycle, such as a sport or standard-type motorcycle, a touring motorcycle, a cruiser motorcycle, and other embodiments of a motorcycle-type vehicle. Vehicle2extends from a front end4to a rear end6along a longitudinal centerline L. Front end4of vehicle2includes at least one ground engaging member, namely a front wheel8configured to rotate about a front wheel rotational axis290, and rear end6of vehicle2includes at least one rear ground engaging member, illustratively a rear wheel9configured to rotate about a rear wheel rotational axis292(FIG.3). Vehicle2travels relative to a ground surface G (FIG.3) on front wheel8and rear wheel9. It will be appreciated that while the vehicle2is illustrated as a two-wheel vehicle, various embodiments of the present teachings are also operable with three, four, six etc. wheeled vehicles.

Referring still toFIGS.1-3, rear wheel9is coupled to a powertrain assembly10, through a drive assembly154, to propel vehicle2through rear wheel9, as is disclosed further herein. Drive assembly154includes a drive shaft155, a drive sprocket156operably coupled to drive shaft155, and a driven sprocket158operably coupled to drive sprocket156through a belt or chain159(FIG.1).

Powertrain assembly10includes both an engine12and transmission14. Transmission14is coupled to engine12which provides power to rear wheel9through drive shaft155. In the illustrated embodiment, engine12is a V-twin, gasoline engine that includes a first or front cylinder30and a second or rear cylinder32operably coupled together with a crankshaft34(FIG.36) configured to rotate about a rotation axis36. First and second cylinders30,32and crankshaft34are generally supported on a crankcase60of engine12. Illustratively, first and second cylinders30,32define a 60-degree V configuration. In other embodiments, engine12includes any number of cylinders arranged in any configuration (e.g., 90-degree). Each of cylinders30,32includes a valve cover39, a cylinder head38, a cylinder37, and a piston (not shown) is configured to reciprocate within each cylinder30,32, thereby causing rotation of crankshaft34. Additional details of engine12may be disclosed in U.S. patent application Ser. No. 14/213,161, filed Mar. 14, 2014, and entitled “TWO-WHEELED VEHICLE”, and U.S. patent application Ser. No. 14/214,033, filed Mar. 14, 2014, and entitled “ENGINE”, the complete disclosures of which are expressly incorporated by reference herein. It also will be appreciated that while engine12is illustrated as a gasoline engine, electric motors and other suitable torque-generating machines are operable with various embodiments of the present disclosure. Additionally, in one embodiment, powertrain assembly10includes a continuous variable transmission.

Referring still toFIGS.1-3, vehicle2also generally includes a steering assembly16, illustratively handlebars with gripping surfaces18for the operator's hands. The handlebars may include operator controls, such as throttle and braking inputs, for operating vehicle2. Additionally, vehicle2may include foot controls for braking and/or throttle control. Steering assembly16may be operably coupled to a triple clamp26and front forks20which may include a front suspension assembly22. Additionally, vehicle2includes a rear suspension assembly24(FIG.2). As shown inFIG.3, a seat28may be at least partially positioned above a portion of rear suspension assembly24and, illustratively, is configured as a straddle seat to support at least the operator but also may be configured to support at least one passenger rearward of the operator. A cargo or storage container (not shown) also may be included on vehicle2, either forward or rearward of seat28.

Referring toFIGS.4-16, vehicle2includes a frame assembly40supported by front and rear wheels8,9(FIG.1). Frame assembly40includes a main frame42and a rear frame44(FIG.13) coupled together. As shown inFIGS.4-12, various portions of main frame42may be comprised of a metallic material, for example steel, and main frame42includes upper longitudinally-extending members46and lower longitudinally-extending members48. Both upper and lower longitudinally-extending members46,48are coupled to a head tube50which is configured to receive a portion of steering assembly16(FIG.1). Upper and lower longitudinally-extending frame members46,48are coupled together through a plurality of cross-members52. Additionally, main frame42includes upstanding members54which extend generally vertically from lower longitudinally-extending members48. Upstanding members54may be further coupled to lower longitudinally-extending members48through diagonal frame members56.

Illustratively, main frame42generally surrounds powertrain assembly10and, more particularly, extends over and forward of engine12and transmission14. Main frame42may be coupled to engine12through upstanding members54. As shown inFIG.4, for example, upstanding members54may be coupled to brackets or mounting flanges58on crankcase60of engine12. Mounting flanges58may be integral with crankcase60or may be coupled thereto with conventional fasteners, such as bolts, welds, rivets, or other similar fasteners. In one embodiment, and as shown inFIG.4, mounting flanges58are positioned forward of crankcase60such that upstanding members54also are positioned forward of crankcase60. Further, mounting flanges58may be positioned adjacent an oil filter62for engine12such that main frame42is coupled to crankcase60at a positioned approximately adjacent oil filter62. Because portions of frame assembly40are supported on crankcase60, crankcase60defines a structural member of vehicle2configured to receive an external load from frame assembly40.

In an alternative embodiment, as shown inFIG.5, additional mounting brackets or flanges98may be removably coupled to crankcase60for coupling with upstanding members54of main frame42. Flanges98may be coupled to existing flanges58on crankcase60or may be coupled to directly to crankcase60with bolts100. Flanges98may be positioned approximately adjacent oil filter62. In this way, the lower ends of upstanding members54may be coupled with flanges98at a position adjacent oil filter62to couple together frame assembly40and powertrain assembly10.

In a further embodiment, and as shown inFIG.6, upstanding members54of main frame42may be coupled to a portion of first cylinder30of engine12, rather than crankcase60. Illustratively, first cylinder30may include mounting flanges102which may be removably coupled to an outer housing104of first cylinder30and/or may be integrally formed on outer housing104. Flanges102may extend forwardly from an intermediate portion of outer housing104to couple with the lower ends of upstanding members54using fasteners, such as bolts106, thereby coupling together main frame42and engine12.

In another embodiment, and referring toFIG.7, main frame42also may be coupled to first cylinder30of engine12at a position adjacent an upper end108of cylinder30. More particularly, upper end108of first cylinder30, which couples with cylinder head38(FIG.2), may include removable or integral mounting brackets or flanges110which extend laterally outwardly from outer housing104thereof. The lower ends of upstanding members54are configured to couple with flanges110to join main frame42to upper end108of first cylinder30.

In a further alternative embodiment, and referring toFIG.8, mounting brackets112may be removably coupled to first cylinder30and upstanding members54of main frame42to join together frame assembly40and engine12. More particularly, mounting brackets112align with mounting bores114on outer housing104of first cylinder30and fasteners, such as bolts, are received through mounting bracket112and into mounting bores114to couple mounting brackets112to first cylinder30. The lower ends of upstanding members54couple with mounting brackets112, using fasteners106, such that main frame42is coupled to engine12through mounting brackets112, rather than coupling directly with outer housing104of first cylinder30or crankcase60(FIG.4).

Referring toFIGS.9-11, main frame42also extends rearwardly of engine12and over a portion of transmission14. Illustratively, longitudinally-extending members46,48may be coupled to an intermediate frame portion64of frame assembly40. Intermediate frame portion64may include a first or left side member66and a second or right side member68. In one embodiment, first and second members66,68may be comprised of cast aluminum, which may reduce the overall weight of vehicle2and/or adjust the position of the center of gravity of vehicle2. Additionally, by casting first and second members66,68from aluminum, the overall configuration of first and second members66,68can be formed into a complex or desired shape to fit with the various mounting surfaces on main frame42, rear frame44, and/or powertrain assembly10. First and second members66,68are configured to couple with the rear ends of upper and lower longitudinally-extending members46,48and, as shown inFIGS.9-11, first and second members66,68are positioned laterally outward from the rear ends of upper and lower longitudinally-extending members46,48.

Referring toFIGS.9-11, intermediate frame portion64includes first and second members66,68and also includes a mounting arm70and a mounting bracket72. Mounting arm70and mounting bracket72may be comprised of a high-strength metallic material, such as steel, thereby providing rigidity and increased strength to frame assembly40at intermediate frame portion64. Mounting arm70and mounting bracket72are configured to couple with main frame42and powertrain assembly10. More particularly, mounting bracket72includes a plurality of apertures78which are configured to align with mounting apertures80on a coupler74of main frame42. Illustratively, coupler74couples together the rear ends of longitudinally-extending members46,48and may be comprised of a metallic material (e.g., steel). Apertures78of mounting bracket72and apertures80of coupler74are configured to align with mounting apertures (not shown) on first member66and are configured to receive fasteners, such as bolts, for coupling together first member66, longitudinally-extending members46,48, and mounting bracket72. Additionally, mounting bracket72is configured to mount with a portion of powertrain assembly10, illustratively a rear end82of crankcase60, at a position84on crankcase60. In this way, mounting bracket72couples the rear ends of longitudinally-extending members46,48and first member66of intermediate frame portion64to powertrain assembly10. First member66of intermediate frame portion64also may be configured to couple with rear end82of crankcase60at a position86.

Similarly, mounting arm70also is configured to couple with the rear ends of longitudinally-extending members46,48, second member68of intermediate frame portion64, and a portion of rear end82of crankcase60. More particularly, as shown inFIGS.9-11, mounting arm70includes a plurality of apertures88which are configured to align with mounting apertures90on a second coupler76of main frame42. Illustratively, second coupler76couples together the rear ends of longitudinally-extending members46,48on the right side of vehicle2and also may be comprised of a metallic material, such as steel. Apertures88of mounting arm70and apertures90of second coupler76are configured to align with mounting apertures92on second member68and are configured to receive fasteners, such as bolts, for coupling together second member68, longitudinally-extending members46,48, and mounting arm70. Additionally, mounting arm70is configured to couple with a portion of rear end82of crankcase60at positions94,96on crankcase60. In this way, mounting arm70couples the rear ends of longitudinally-extending members46,48and second member68of intermediate frame portion64to powertrain assembly10.

Mounting arm70and mounting bracket72each may include any number and configuration of apertures88,78, respectively, in order to align with predetermined apertures on rear end82of crankcase60, couplers74,76, and/or first and second members66,68. In this way, if the configuration of powertrain assembly10, frame assembly40, and/or other components of vehicle2does not allow for directly coupling main frame42and/or first and second members66,68of intermediate frame portion64to powertrain assembly10, mounting arm70and mounting bracket72facilitate the coupling therebetween by including apertures88,78, respectively, that align with the predetermined apertures80,90on couplers74,76, the predetermined apertures on first and second members66,68, and the predetermined apertures at positions84,94,96on rear end82of crankcase60. Additionally, mounting arm70and mounting bracket72allow for a modular configuration of various components or systems of vehicle2. For example, if vehicle2includes a different powertrain configuration which does not naturally align with the mounting apertures on frame assembly40, mounting arm70and mounting bracket72are configured to couple with portions of frame assembly40, as disclosed herein, and can be configured to align with the mounting apertures or bores on the new powertrain configuration. As such, mounting arm70and mounting bracket72allow for flexibility in the overall vehicle configuration and also can be used to assemble different vehicle platforms without the need to replace or redesign existing frame components or powertrain housings.

Referring toFIGS.12-16, frame assembly40further includes rear frame44which extends rearwardly from intermediate frame portion64and includes rear suspension assembly24, a swing arm116, a first rear frame member118, and a second rear frame member120. First rear frame member118extends above swing arm116and is coupled to swing arm116at bracket150and second rear frame member120also extends above swing arm116and is coupled to swing arm116at bracket152. Swing arm116is configured to couple with rear wheel9at brackets150,152such that the rear axle of rear wheel9is configured to pivot at brackets150,152during rotation of rear wheel9about rear wheel rotational axis292(FIG.3).

Swing arm116is pivotally coupled to intermediate frame portion64and, more particularly, to first and second members66,68through pivot members122,124, illustratively pivot shafts. Illustratively, swing arm116does not include a single pivot shaft or arm that extends continuously from the left side to the right side of vehicle2because rear end82of crankcase60is positioned at the front of swing arm116. As such, illustrative swing arm116instead utilizes two pivot members122,124configured as stub shafts for pivotally coupling swing arm116to intermediate frame portion64at right and left sides of vehicle2. Pivot members122,124extend inwardly but terminate before contact with rear end82of crankcase80such that pivot members122,124are spaced apart from each other by crankcase60.

Swing arm116is configured to generally straddle rear end82of crankcase60, as shown inFIG.12, which is possible because swing arm116does not utilize is single pivot shaft extending continuously between first and second members66,68of intermediate frame portion64. Rather, by using pivot members122,124, which are only positioned at the right and left sides of vehicle2, respectively, swing arm116is configured to receive rear end82of crankcase60. In this way, swing arm116is positioned adjacent and in close proximity to powertrain assembly10. By positioning swing arm116, including pivot axis126of swing arm116, in close proximity to powertrain assembly10, swing arm116may pivot about pivot axis126at a position adjacent a drive axis128of drive shaft155of transmission14(FIGS.4and14). In one embodiment, as shown inFIG.14, a horizontal distance between drive axis128and pivot axis126is defined as300and is approximately 75-110 mm. Illustratively, distance300is approximately 900-100 mm, and more particularly, is approximately 93.6 mm. This close proximity of pivot axis126of swing arm116relative to drive axis128helps to keep the length of drive belt159(FIG.1) consistent throughout the travel of rear suspension assembly24.

Swing arm116is configured to pivot relative to intermediate frame portion64in response to movement of rear wheel9. More particularly, as shown best inFIGS.15and16, swing arm116includes mounting members130,132which are configured to be received on pivot members122,124, respectively. As shown inFIGS.15and16, pivot member122extends through a mounting bore134on second member68of intermediate frame portion64, through a bearing member136, illustratively a roller bearing, and extends into mounting member130of swing arm116. Additionally, pivot member124extends through a mounting bore138on first member66of intermediate frame portion64, through a bearing member140, illustratively a ball bearing, and extends into mounting member132of swing arm116. In this way, swing arm116is configured to pivot within mounting bores134,138of intermediate frame portion64to pivot about a pivot axis126which extends through both pivot members122,124.

As is shown best inFIG.16, the right side of vehicle2may include bearing member136, illustratively a roller bearing, rather than bearing member140on the left side, which is configured as a ball bearing, because a shock absorber142of rear suspension assembly24is positioned on the right side of vehicle2and, as such, is offset and positioned laterally outward from longitudinally-extending centerline L (FIG.1). Therefore, to support the load and movement of shock absorber142on the right side of vehicle2and prevent increased wear on the right side of vehicle2due to the movement of shock absorber142, the right side of swing arm116may be operably coupled to bearing member136rather than bearing member136. Additionally, and as shown inFIGS.12-16, a forward portion144of shock absorber142is pivotally coupled to a bracket146on second member68of intermediate frame portion64and a rearward portion148of shock absorber142is pivotally coupled to second rear frame member120. In this way, shock absorber142reciprocates between forward and rearward portions144,148and is configured to pivot relative to second member68during movement of rear wheel9.

Referring toFIGS.17-20, an alternative embodiment of frame assembly40and rear suspension assembly24is shown therein. A main frame42′ of alternative embodiment frame assembly40′ includes upper and lower longitudinally-extending members46,48and head tube50. Additionally, main frame42′ includes brackets302extending downwardly from lower longitudinally-extending members48for coupling to a portion of powertrain assembly10, for example engine12. Additionally, an alternative embodiment intermediate frame portion64′ includes first and second members304,306coupled to the rear ends of upper and lower longitudinally-extending members46,48.

As shown inFIG.18, first and second members304,306are configured to couple with rear end82of crankcase60at positions308,310. Additionally, an alternative embodiment rear suspension assembly24′ also is configured to couple with first and second members304,306and crankcase60at position310.

More particularly, and as shown inFIGS.18-20, an alternative embodiment swing arm116′ of rear suspension assembly24′ includes a pivot axle312configured to continuously extend through rear end82of crankcase60such that a left side of pivot axle312is positioned within a mounting member132′ of swing arm116′ and a right side of pivot axle312is positioned within a mounting member130′ of swing arm116′. In this way, pivot axle312extends continuously through crankcase60rather than being positioned rearward of crankcase60or laterally outward of crankcase60. Rear end82of crankcase60includes a channel314configured to receive pivot axle312, as shown inFIG.20.

Swing arm116′ is pivotably coupled to pivot axle312and bearing members140′ at mounting member132′ and at least one bearing member136′ at mounting member130′ and bearing members136′,140′ are configured to facilitate rotation of swing arm116′ about pivot axle312. Pivot axle312may be retained in channel314by a first end316of pivot axle312which receives a fastener318. Additionally, a fastener320may be positioned at a second end322of pivot axle312. Fasteners318,322are configured to retain pivot axle312within channel314of crankcase60.

Referring toFIGS.21and22, crankshaft34of engine12is shown. Crankshaft34includes a first main bearing journal160, a second main bearing journal162, and a connecting rod journal164. Connecting rod journal164is coupled to the connecting rods of the pistons (not shown) and is intermediate counterweights166. Crankshaft34is rotatably coupled to a gear168, illustratively positioned adjacent second main bearing journal162.

In operation, crankshaft34rotates about rotation axis36during operation of the pistons (not shown) in first and second cylinders30,32(FIG.2). As crankshaft34rotates, gear168also rotates about rotation axis36. To ensure sufficient lubrication at crankshaft34for rotation thereof and movement of various components of engine12, oil passages drilled or otherwise formed within portions of crankshaft34. Illustratively, as shown inFIG.22, first main bearing journal160is fluidly coupled to a first fluid passage170which is configured to provide oil or other lubricant to first main bearing journal160through a first port172and a second port173. Additionally, crankshaft34also includes a second fluid passage174within a portion of connecting rod journal164which may be configured to provide oil or other lubricant to connecting rod journal164through a third port176. Second fluid passage174is fluidly coupled to a third fluid passage178which extends through a portion of second main bearing journal162. Third fluid passage178is fluidly coupled to a fourth fluid passage180. In one embodiment, fourth fluid passage180is defined within a gear retainer (not shown) for gear168, where the gear retainer couples gear168to crankshaft34, for example through a threaded connection with an end of crankshaft34, and also may include fourth fluid passage180to supply oil to portions of crankshaft34. The oil supplied through fourth fluid passage180may be pressurized oil from the oil pump (not shown inFIG.22) of engine12.

Referring now toFIGS.23-25, because oil may be used in engine12as a lubricant, it may be necessary to periodically inspect and/or replace the oil. However, because of the compact configurations of motorcycles, including vehicle2of the present disclosure, the dipstick or other access point for the engine oil may be difficult to reach or may require the removal of various components for access thereto. As such, engine12of the present disclosure includes an oil sight glass186which may display a portion of the oil within engine12, which allows a user to see the quality of the oil. More particularly, oil sight glass186includes a housing188which is coupled to a portion of crankcase60with fasteners, such as bolts192. In one embodiment, housing188may be integral with crankcase60or may be coupled thereto with fasteners. Housing188supports a transparent portion190, such as a window, that allows a user to see the quality of oil in engine12and determine if the oil should be changed. Transparent portion190may be comprised of glass or transparent plastic and is sealed to housing188with seals194to prevent oil from leaking at oil sight glass186.

Oil sight glass186is spaced apart from the oil reservoir (not shown) and not positioned therein. As such, it is necessary for oil from the oil reservoir to flow into a sight glass reservoir196through a conduit198. In one embodiment, conduit198is drilled, machined, or otherwise formed in a portion of crankcase60and is configured to provide pressurized oil from the oil reservoir to sight glass reservoir196so that the oil is visible to the user. In one embodiment, as shown inFIG.12, oil sight glass186is positioned on the right side of crankcase60. Oil sight glass186further includes a vent opening or hole199positioned at an upper portion of sight glass reservoir196to allow air therein to vent from sight glass reservoir196as oil flows through conduit198.

Referring toFIGS.26and27, engine12is operably coupled to a cooling assembly200which is configured to maintain the engine temperature. Cooling assembly200includes a radiator202, a housing204coupled to radiator202and supported on a portion of main frame42(FIG.1), an inlet conduit206, and an outlet conduit208. As shown in1, cooling assembly200is positioned longitudinally intermediate front forks20and powertrain assembly10. In this way, air flowing rearwardly from the front of vehicle2flows into radiator202and facilitates cooling of engine12.

To increase the quantity of air flowing through radiator202, illustrative radiator202has a curved shape. In particular, the outer ends of radiator202extend forwardly from a center portion thereof, which may direct air inwardly towards radiator202and increase air flow through radiator202. The curved shape of radiator202also has the benefit of allowing other components to occupy space on vehicle2that would otherwise be located at a different position if radiator202was configured as a flat panel or planar component. For example, various conduits or hoses (e.g., exhaust conduits on engine12) may extend forwardly on vehicle2than other vehicles due to the curved configuration of radiator202. Additionally, cooling assembly200includes at least one fan212and, illustratively two fans212, along a rear surface of radiator202, which further facilitate air flow through radiator202by drawing air rearwardly through radiator202.

Inlet conduit206of cooling assembly200is coupled to an upper portion of housing204and provides warm cooling fluid (e.g., coolant, water) to radiator202after the cooling fluid circulates about engine12. A fill cap210is positioned adjacent inlet conduit206which allows a user to add or replace the cooling fluid. As the cooling fluid flows through radiator202, the temperature thereof decreases such that when the cooling fluid flows out of radiator202through outlet conduit208, the cooling fluid flows towards engine12to decrease the temperature thereof. Cooling assembly200also includes a coolant overflow/reservoir bottle214. In one embodiment, bottle214is positioned rearwardly of radiator202.

Referring now toFIG.28, vehicle2includes an exhaust assembly220fluidly coupled to powertrain assembly10. Exhaust assembly220extends from exhaust manifolds (not shown) of engine12and includes a first exhaust conduit222fluidly coupled to first cylinder30and a second exhaust conduit224fluidly coupled to second cylinder32. First and second exhaust conduits222,224extend rearwardly and are coupled to a collector226which is positioned rearward of engine12. In one embodiment, collector226also may be positioned below a portion of swing arm116(FIG.12). The exhaust gases flowing through first and second exhaust conduits222,224are mixed at collector226and then flow from collector226through tail pipes of a muffler228to exit vehicle2. Collector226increases the volume of air flow through exhaust assembly220without restricting the flow of exhaust gases toward muffler228. In this way, by increasing the volume of exhaust assembly220, collector226may contribute to an overall noise reduction of exhaust assembly220and also allows powertrain assembly10to have the power necessary to propel vehicle2because collector226does not impinge any exhaust gas flow through exhaust assembly220.

Referring toFIG.29, vehicle2includes an electrical assembly230which may include various electrical components. In one embodiment, electrical assembly230includes an engine control unit (“ECU”)232supported on a portion of frame assembly40. More particularly, ECU232may be supported on a portion of upper longitudinally-extending member46of main frame42along a right side of vehicle2, although other orientations and positions of ECU232are contemplated. Additionally, electrical assembly230may include an anti-lock brake system or assembly (“ABS”) module234also supported on a portion of frame assembly40, as shown inFIG.14. As shown therein, ABS module234is positioned directly above a portion of swing arm116and rearward of rear end82of crankcase60. ABS module234is operably coupled to brakes298,299(FIG.1) on front and/or rear wheels8,9, respectively, to facilitate braking in response to an operator input.

As shown inFIG.30, electrical assembly230also includes a battery236for vehicle2which is supported in a battery housing238. Illustratively, battery236is positioned at a lower portion of vehicle2and, more particularly, is positioned rearward of front wheel8and below radiator202. Battery236also is positioned within the profile of upstanding members54of main frame42. By positioning battery236along a lower portion of vehicle2, battery236contributes to lowering the center of gravity of vehicle2.

Electrical assembly230and vehicle2, in general, also may include various other components, features, and systems, as disclosed in U.S. Pat. No. 9,421,860, issued on Aug. 23, 2016, and entitled “TWO-WHEELED VEHICLE”, the complete disclosure of which is expressly incorporated by reference herein. Additionally, other features and components of vehicle2may be disclosed in U.S. patent application Ser. No. 15/161,720, filed May 23, 2016, and entitled “DISPLAY SYSTEMS AND METHODS FOR A RECREATIONAL VEHICLE”, the complete disclosure of which is expressly incorporated by reference herein.

Referring toFIGS.31-36, vehicle2further includes an air intake assembly240positioned above battery236and laterally inward from ECU232of electrical assembly230. Air intake assembly240includes an airbox242supported by main frame42and generally positioned between upper and lower longitudinally-extending members46,48along longitudinal centerline L (FIG.1). Air intake assembly240also includes intake tubes or conduits244which extend forwardly of airbox242toward triple clamp26(FIG.1) and are configured to flow air from forward of vehicle2into airbox242. Intake tubes244may be tapered and of a venturi-style to attenuate or decrease noise at airbox242.

Airbox242includes an upper housing portion246which is pivotally or hingedly coupled to a lower housing portion248. In this way, upper housing portion246may be opened or moved to expose the internal volume of airbox242for servicing or replacing components therein. For example, airbox242supports an internal filter252and upper housing portion246may be moved to access filter252for cleaning or replacing. Filter252is configured to filter particulate matter from the air flowing into airbox242through intake tubes244before the air flows into engine12through torque tubes250. Torque tubes250flow filtered air within airbox242into the throttle bodies of engine12to provide combustion air to first and second cylinders30,32.

Referring still toFIGS.31-36, vehicle2also includes a fuel tank260positioned rearwardly of airbox242. Illustratively, fuel tank260is longitudinally spaced apart from steering assembly16by airbox242. More particularly, gripping surfaces18of steering assembly16are positioned longitudinally forward of fuel tank260and are positioned directly vertically above a portion of airbox242.

Fuel tank260is fluidly coupled to engine12and provides fuel that mixes with the combustion air from airbox242for operation of engine12. In one embodiment, fuel tank260may be blow-molded from a polymeric material. Fuel tank260extends between a forward end262adjacent a rear portion of airbox242and a rearward end264positioned adjacent a rear portion of seat28(FIG.3) along longitudinal centerline L (FIG.1). In this way, the operator generally sits above fuel tank260, rather than positioning fuel tank260forward of the operator. Fuel tank260also extends vertically between an upper surface266and a lower surface268and, illustratively, upper surface266of forward and rearward ends262,264is positioned at a greater vertical distance from ground surface G (FIG.3) than upper surface266at a center portion270of fuel tank260. In this way, fuel tank260generally defines a semi-circular or “U” shape. In one embodiment, fuel tank260has a 13-L capacity.

Fuel tank260includes a fuel pump272positioned at center portion270. Because fuel pump272is positioned at center portion270and, therefore, is positioned lower on vehicle2than forward and rearward ends262,264of fuel tank260, fuel tank260includes a first vent274at forward end262to vent air or vapor within fuel tank at forward end262and a second vent276at rearward end264to vent air or vapor that flows toward rearward end264. Fuel tank260also includes a fill cap278positioned at forward end262. By positioning fill cap278at forward end262of fuel tank260, fill cap278is positioned forward of seat28(FIG.3) for easy access for the operator to add fuel to fuel tank260. However, in alternative embodiments, fuel fill cap278may be positioned at rearward end264of fuel tank260or any position longitudinally intermediate forward and rearward ends262,264. As shown inFIG.36, fuel pump272is positioned lower on vehicle2than fill cap278.

Fuel tank260is coupled to frame assembly40and, more particularly, is coupled to a frame member280which is coupled to intermediate frame portion64and is positioned above a portion of rear frame44, as shown best inFIG.3. Frame member280may be comprised of a metallic material, for example aluminum, and may be formed through a casting process. In one embodiment, frame member280may be comprised of multiple components coupled together or may be formed as a single component. Frame member280is configured to receive lower surface268of fuel tank at rear end264and generally extend upwardly toward upper surface266. Because frame member280is formed through a casting process and does not define tubular frame members, frame member280does not interfere with the overall volume of fuel tank260, thereby allowing fuel tank260to be as large as possible on vehicle2. Additionally, the casting process allows frame member280to be formed into a shape compatible with fuel tank260, thereby also preventing frame member280from interfering with the desired shape and size of fuel tank260. Forward end262of fuel tank260is configured to extend forwardly from frame member280. Brackets282,284may configured to extend over a portion of upper surface266of fuel tank260and couple with frame member280and main frame42to secure fuel tank260to frame assembly40.

Referring toFIGS.3and36, fuel tank260is generally positioned below seat28, however, forward end262of fuel tank260extends forwardly of seat28to allow access to fill cap278. Additionally, forward end262of fuel tank260generally extends longitudinally forward of a rear end of airbox242such that forward end262longitudinally overlaps the rear end of airbox242at a position above crankshaft34. As such, forward end262of fuel tank260is positioned directly vertically above crankshaft34and rotation axis36. However, fuel tank260is positioned rearward of first cylinder30and only extends over second cylinder32. As such, airbox242is able to singularly occupy the volume on vehicle2forward of fuel tank260and vertically above first cylinder30. In this way, airbox242has sufficient internal volume to flow the quantity of air necessary for combustion into engine12. And, because airbox242and fuel tank260are not both positioned at the forward position on vehicle2above first cylinder30, the overall width of vehicle2may be reduced given that fuel tank260and airbox242are not laterally overlapped at such a position.

Additionally, fuel tank260has sufficient fuel for powertrain assembly10because the length of fuel tank260extends from a position above crankshaft34to the rear end of seat28and a position over a portion of rear wheel9(FIG.3). Also, upper surface266of fuel tank260is positioned closer to ground surface G (FIG.3) than an upper surface296of airbox242(FIG.36) but lower surface268of fuel tank260extends to a position closer to ground surface G than cylinder heads38of engine12. As such, the vertical volume of fuel tank260, in combination with the longitudinal length of fuel tank260, provides sufficient internal space for the fuel quantity needed for engine12.

Referring still toFIGS.3and36, a longitudinal length between front wheel rotational axis290and rear wheel rotational axis292defines the wheel base of vehicle2and a midpoint294of the wheel base defines a vertically-extending centerline V of vehicle2. Midpoint294and vertically-extending centerline V are equidistant between front wheel rotational axis290and rear wheel rotational axis292. Vertically-extending centerline V perpendicularly intersects longitudinally-extending centerline L. In order to provide vehicle2with an overall smaller configuration than conventional touring or cruiser-style motorcycles, the configuration and positioning of fuel tank260, airbox242, seat28, frame assembly40, powertrain assembly10, and electrical assembly230may be defined relative to midpoint294and/or vertically-extending centerline V. For example, the forward portion of fuel tank260, including forward end262, is generally aligned and intersected with vertically-extending centerline V while airbox242and battery236are both positioned forward of vertically-extending centerline V. Illustratively, battery236is positioned vertically below airbox242and is positioned lower on vehicle2than lower surface268of fuel tank260. Battery236also is positioned forward of fuel tank260. Additionally, ABS module234(FIG.14) is positioned rearward of vertically-extending centerline V and below lower surface268of fuel tank260at a positioned longitudinally intermediate forward and rearward ends262,264of fuel tank260. As is also shown, fill cap278of fuel tank260is generally intersected by vertically-extending centerline V. With this overall configuration of vehicle2, additional space is provided on vehicle2for the size of airbox242and fuel tank260because electrical components, such as battery236, and other components of vehicle2are positioned away from airbox242and fuel tank260. Additionally, the overall size of vehicle2, including the lateral width between the right and left sides of vehicle2, may be decreased by positioning fuel tank260generally rearward of airbox242and coupling various components of electrical assembly230at different locations on vehicle2.

Referring now toFIGS.37-42, frame assembly40,40′ may be configured to support a plurality of body panels400for vehicle2. Body panels400may be comprised of a polymeric and/or metallic material and, illustratively, at least a portion of body panels400are supported on main frame42,42′ at a position adjacent head tube50. In one embodiment, body panels400include at least a first body panel402, a second body panel404, a third body panel406, and a fourth body panel408. First and second body panels402,404define laterally outer body panels which extend outwardly from main frame42,42′ and, illustratively, are supported on at least upper longitudinally-extending members46. As shown inFIGS.37and38, first and second body panels402,404may extend from a position rearward of head tube50to a position approximately adjacent a forward portion of a seat28′ of vehicle2.

As shown inFIGS.37-42, third and fourth body panels406,408are configured to be positioned generally intermediate first and second body panels402,404and extend along longitudinal centerline L. In one embodiment, third and fourth body panels406,408define upper or outer cover members for supporting and/or concealing various other components of vehicle2. More particularly, third body panel406is configured to extend upwardly from first and second body panels402,404and is configured to conceal at least a portion of an air filter assembly412(FIG.41), which may be fluidly coupled to airbox242or is a component of airbox242of air intake assembly240(FIG.31). A brace414may be provided, as shown best inFIG.41, to couple body panels400to main frame42,42′ generally around air filter assembly412. Illustratively, air filter assembly412is configured to extend upwardly and into third body panel406while being retained laterally intermediate upper longitudinally-extending members46. Brace414may be coupled to third body panel406, upper longitudinally-extending members46, and/or first and second body panels402,404with fasteners416.

Referring still toFIGS.37-42, fourth body panel408may be configured as an upper or outer cover member for fuel fill cap278. Illustratively, fourth body panel408may be positioned longitudinally intermediate third body panel406and a forward portion of seat28′ (FIG.37). Fourth body panel408is positioned over brace414and includes an opening418configured to correspond to fuel fill cap278. Additionally, a fuel component420, such as a catch member for any spilled fuel, may be positioned below a portion of fourth body panel408and have an opening422also configured to align with opening418and fuel fill cap278. Fuel component420is positioned vertically intermediate brace414and fourth body panel408and opening422thereof is aligned with opening418of fourth body panel408and an opening424of brace414. Fuel fill cap278is configured to be supported on fourth body panel408and at least a portion of fuel fill cap278extends through openings418,422,424in order to couple with a portion of an alternative fuel tank260′ for vehicle2(FIG.1).

The combination of fuel component420, brace414, and brace414allows for tolerances in the location of fuel fill cap278. In particular, because fuel tank260′ may be a blow molded component, a small variation of approximately 4-5 mm may position or appear to position fuel fill cap278off center and not aligned with longitudinal centerline L (FIG.1). As such, brace414minimizes any gaps between opening418of fourth body panel408and fuel fill cap278to maintain alignment of fuel fill cap278along longitudinal centerline L. Additionally, brace414is configured with an opening415positioned around a location500for an ignition of vehicle2, as shown inFIG.41, which allows brace414to pivot about location500for the ignition for proper coupling and alignment of body panels400. And, opening424helps to align fuel fill cap278along longitudinal centerline L while other portions of intermediate brace414are configured to align and support various body panels400. If various portions of body panels400are changed by the user, brace414allows new panels to continue to be centered about fuel fill cap278and along longitudinal centerline L. In this way, if the body panels are moved forwardly or rearwardly, fuel fill cap278is configured to move with the body panels.

Referring now toFIGS.43and44, fuel tank260′ is an alternative embodiment of fuel tank260ofFIG.32. Fuel tank260′ extends along longitudinal centerline L of vehicle2(FIG.1) and may be at least partially concealed by body panels400, seat28′, and/or any other component of vehicle2. In this way, the operator generally sits above fuel tank260′, rather than positioning fuel tank260′ forward of the operator. In one embodiment, fuel tank260′ is positioned rearwardly of air filter assembly412. As with fuel tank260ofFIG.32, fuel tank260′ generally defines a semi-circular or “U” shape.

Fuel tank260′ includes a fuel pump272′ positioned at a center portion270′. Because fuel pump272′ is positioned at center portion270′ and, therefore, is positioned lower on vehicle2than forward and rearward ends262′,264′ of fuel tank260′, fuel tank260′ includes a first vent or valve274′ at forward end262′ to vent air or vapor within fuel tank at forward end262′ and a second vent or breather member276′ at rearward end264′ to vent air or vapor that flows toward rearward end264′. In this way, vents274′,276′ are configured to allow fuel vapor to vent when fuel tank260′ is being filled with liquid fuel but, also, the raised locations of vents274′,276′ at forward and rearward ends262′,264′ decreases the likelihood of fuel leaking from fuel tank260′ in the event of a roll-over situation. More particularly, a spring mechanism within vents274′,276′ closes or otherwise shuts off when a lean angle of vehicle2exceeds a predetermined value.

Fuel tank260′ also includes a fill tube277′ configured to receive fuel fill cap278positioned at forward end262′. By positioning fill cap278at forward end262′ of fuel tank260′, fill cap278is positioned forward of seat28′ (FIG.37) for easy access for the operator to add fuel to fuel tank260′. However, in alternative embodiments, fuel fill cap278may be positioned at rearward end264′ of fuel tank260′ or at any position longitudinally intermediate forward and rearward ends262′,264′.

As shown best inFIG.44, fuel pump272′ is angled relative to a vertical axis which perpendicularly intersects longitudinal centerline L (FIG.1). The angled configuration of fuel pump272′ allows fuel pump272′ to be positioned at a desired location/orientation on vehicle2while still allowing for the necessary clearances and packaging space for other vehicle components. A fuel pick-up271′ is positioned along the lowermost surface of fuel tank260′ and is configured with a forward angled portion271a′ and a rearward angled portion271b′. Additionally, with this configuration of angling fuel pump272′ and portions of fuel pick-up271′, fuel tank260′ also includes a fuel float273′ extends rearwardly therefrom and may be elevated within fuel tank260′ relative to a lower extent of fuel pump272′. The configuration of fuel pump272′, fuel pick-up271′, fuel float273′, and the shape of fuel tank260′ allow fuel to continue to flow to engine12(FIG.1) even if vehicle2is in a wheelie scenario. More particularly, as vehicle2is angled upwardly along a line W-W, which is angled relative to longitudinal centerline L and the vertical axis perpendicularly intersecting longitudinal centerline L, for example when vehicle2is in a wheelie scenario, at least rearward angled portion271b′ of fuel pick-up271′ and fuel float273′ are oriented to receive fuel that flows rearwardly within fuel tank260′. In this way, the fuel system ofFIGS.43and44is configured to allow fuel to flow into fuel pump272′ during a wheelie scenario, thereby allowing engine performance and vehicle stability to be maintained in such situations.

Referring toFIGS.45and46, fuel tank260′ is coupled to frame assembly40,40′ and, more particularly, is coupled to a frame member280′ which is coupled to an intermediate frame portion64′ and is positioned above a portion of rear frame44′, as shown best inFIGS.45and46. Frame member280′ may be comprised of a metallic material, for example aluminum, and may be formed through a casting process. In one embodiment, frame member280′ may be comprised of multiple components coupled together or may be formed as a single component. Because frame member280′ is formed through a casting process and does not define tubular frame members, frame member280′ does not interfere with the overall volume of fuel tank260,′ thereby allowing fuel tank260′ to be as large as possible on vehicle2. Additionally, the casting process allows frame member280′ to be formed into a shape compatible with fuel tank260′, thereby also preventing frame member280′ from interfering with the desired shape and size of fuel tank260′.

The configuration of frame member280′ also allows for frame member280′ to support other components of vehicle2, such as seat28′, passenger handles, passenger foot support, and/or a taillight, thereby reducing the number of components required to support these various components and/or accessories on vehicle2. For example, as shown inFIG.46, tabs502on frame member280′ may be configured to support at least a portion of seat28′. Additionally, a rearward portion504of frame member280′ may be configured to support a taillight of vehicle2. Additionally, a mounting member506may be configured to support at least a portion of fuel tank260′ on frame member280′. Also, frame member280′ includes mounting bores508for supporting a passenger handle and mounting bores510for supporting a passenger foot peg or foot support. Additional mounting members or bores may be included on any portion of frame member280′ for receiving other components and/or accessories of vehicle2.

Frame member280′ includes a first portion280a′ and a second portion280b′ which, illustratively, are removably coupled together with convention fasteners. However, in one embodiment, first and second portions280a′,280b′ may be integrally formed together. As shown inFIG.46, a support member426may be configured to couple together first and second portions280a′,280b′ with convention fasteners.

Forward end262′ of fuel tank260′ is configured to extend forwardly from frame member280′, however, rearward end264′ of fuel tank260is configured to be supported by frame member280′. First and second portions280a′,280b′ are configured to flank rearward end264′ of fuel tank260′ and are coupled thereto through at least one bracket. For example, as shown inFIGS.45and46, frame member280′ is coupled to fuel tank260′ through a first bracket282′ and a second bracket284′ using convention fasteners. Brackets282′,284′ may configured to extend over a portion of upper surface266′ of fuel tank260and couple with frame member280′ to secure fuel tank260to frame assembly40,40′.

Referring still toFIGS.37,39,45, and46, frame assembly40,40′ includes intermediate frame portion64″ which is removably coupled to main frame42,42′ and frame member280′. Intermediate frame portion64″ includes first and second members304′,306′ coupled to the rear ends of upper and lower longitudinally-extending members46,48. First and second members304′,306′ are configured to couple with rear end82of crankcase60at position310(FIG.51). First and second members304′,306′ also may be configured with mounting bores or mounting members512(FIG.49) which are configured to support other components of vehicle2, such as a yaw sensor, a bracket for a portion of the brake system (e.g., an ABS bracket), and/or brake lines. Additionally, because shock absorber142of rear suspension assembly24′ is offset from longitudinal centerline L, shock absorber142may be coupled to a portion of second frame member306′. In this way, first and second frame members303′,306′ are configured to couple with main frame42,42′, frame member280′, engine12, a portion of rear suspension assembly24′, and various other components of vehicle2.

Additionally, main frame42,42′ is configured to couple with at least first cylinder30of engine12with conventional fasteners, such as bolts428. Illustratively, main frame42,42′ includes head mounting brackets520coupled to upper longitudinally-extending members46and/or lower longitudinally-extending members48and configured to couple with cylinder30at a position below valve cover39. In particular, head mounting brackets520may be coupled to a portion of cylinder head39at a position vertically intermediate valve cover39and cylinder37. Head mounting brackets520are configured to transfer loads from frame assembly40,40′ to engine12. In one embodiment, head mounting brackets520are comprised of forged aluminum.

As shown inFIGS.47-51, body panels400may include side panels430,432configured to couple with first and second members304′,306′, respectively. Side panels430,432are positioned laterally outward of respective first and second members304′,306′ and are positioned generally rearward of upper and lower longitudinally-extending members46,48. Side panels430,432may be comprised of a polymeric and/or metallic material.

Additionally, rear suspension assembly24′ also is configured to couple with side panels430,432and crankcase60at portion310. In one embodiment, rear suspension assembly24′ also may be configured to couple with first and second members304′,306′. More particularly, and as shown inFIGS.49-51, swing arm116′ of rear suspension assembly24′ includes pivot axle312configured to continuously extend through rear end82of crankcase60such that the left side of pivot axle312is positioned within a mounting member132′ of swing arm116′ and the right side of pivot axle312is positioned within a mounting member130′ of swing arm116′, as also disclosed herein with respect toFIGS.18-20. In this way, pivot axle312extends continuously through crankcase60rather than being positioned rearward of crankcase60or laterally outward of crankcase60. Rear end82of crankcase60includes channel314configured to receive pivot axle312, as shown inFIG.51.

Referring toFIGS.52A and52B, a braking control system434of vehicle2is disclosed. As shown inFIG.52A, braking control system434includes a braking input436which may be actuated by the user of vehicle2, an anti-lock system (“ABS”) control module440electrically coupled to braking input436, a pressure sensor438electrically coupled to ABS control module440, and brake calipers442for front and/or rear wheels8,9which also is electrically and/or fluidly coupled to ABS control module440. Braking control system434may be configured as a portion of the overall electrical system for vehicle2or may be a separate control system therefrom. In one embodiment, braking control system434is electrically coupled to an engine control unit (“ECU”)444and/or a vehicle control unit (“VCU”)446through a CAN network450or other vehicle communications network. ECU444and/or VCU446may be electrically coupled to a stop indicator448and engine12, as disclosed further herein.

Referring toFIG.52B, braking control system434of vehicle2includes braking input436as a brake lever or other actuator which may be operated by the user's hand or foot. Illustratively, braking input436is defined as a hand-operated lever positioned adjacent to and/or coupled with a portion of steering assembly16(FIG.1). Braking input436is electrically and/or fluidly coupled to ABS control module440to provide a braking input signal or other indicator thereto for activation of brake calipers442. More particularly, ABS control module440receives an input from braking input436that a braking force or pressure is needed. Pressure sensor438may be positioned within or operably coupled to a portion of ABS control module440and is configured to receive the braking input signal or other indicator transmitted through braking input436. With the braking information applied by the user, including an indication of the desired braking pressure to be applied, as transmitted from braking input436, ABS control module440transmits signals, hydraulic fluid, and/or any other mechanism for providing an input to brake calipers442, specifically brake calipers442aof front wheel8and/or brake caliper442bof rear wheel9(FIG.1). Illustratively, pressure sensor438is operably coupled to only front wheel8and rear wheel9utilizes a separate pressure sensor which need not be part of ABS control module440; however, in alternative embodiments pressure sensor438may be operably coupled to front and/or rear wheels8,9.

In the embodiment of pressure sensor438positioned or contained within ABS control module440, pressure sensor438is integrated into a large system or component, rather than as a stand-alone component. Such an embodiment may result in a lower likelihood of failure of pressure sensor438and/or the overall braking control system434. Additionally, ABS control module440includes diagnostic and other sensing elements that are configured to determine if a malfunction in pressure sensor438has occurred and alert the user of such malfunction. Also, with pressure sensor438contained within ABS control module440, no additional wires or connections are needed for operation of pressure sensor438, thereby decreasing the likelihood of failure due to failed or damaged wires or connections.

Referring still toFIGS.52A and52B, the indication of the desired brake pressure transmitted from braking input436to pressure sensor438also may be transmitted to ECU444and/or VCU446through CAN network450. With the brake pressure information, ECU444and/or VCU446may be configured to actuate an action within engine12and/or stop indicator448. For example, if vehicle2is operating under a cruise control feature, ECU444/VCU446may be configured to decrease the throttle input to engine12and disengage the cruise control feature to slow the speed of vehicle2in response to a braking pressure transmitted from pressure sensor438. Additionally, ECU444/VCU446also may be configured to actuate stop indicator448, such as a brake light or any other stop indicator on vehicle2, in response to a braking pressure transmitted from pressure sensor438.

Referring now toFIGS.53-58, an electric box or housing238′ is disclosed and may be defined as a battery housing for supporting battery236therein. Illustrative battery236may be positioned at a lower portion of vehicle2and, more particularly, is positioned rearward of front wheel8and below radiator202and also is positioned generally forward of engine12. Battery236also is positioned within the profile of upstanding members54of main frame42(FIG.4). And, while battery236may be positioned within the profile of upstanding members54, electric housing238′ and battery236may be coupled directly to engine12through head mounting brackets520(FIG.47). By positioning battery236along a lower portion of vehicle2, battery236contributes to lowering the center of gravity of vehicle2.

As shown inFIGS.53-58, electrical housing238′ includes a forward cover member460and a rearward compartment462removably coupled with forward cover member460. Forward cover member460is configured as an aesthetic and protective shield for battery236such that forward cover member460may be impact resistant to debris propelled rearwardly by front wheel8.

As shown best inFIGS.53and54, rearward compartment462is removably coupled to a portion of engine12with convention fasteners, such as bolts468and a busing470. Bolts468and busing470are configured to be received within at least one channel472of crankcase60of engine12. Channel472may be positioned adjacent a starter motor and/or an oil filter of engine12. Additionally, at least rearward compartment462may include a plurality of mounting bores or members482configured as in-molded threaded inserts and/or compression limiters for coupling with forward cover member460, crankcase60, and/or other components of vehicle2, as shown best inFIGS.57and58.

In addition to supporting battery236on vehicle2, electrical housing238′ is configured to support various other components of vehicle2, thereby reducing the number of parts and components necessary for the operation of vehicle2. For example, as shown inFIGS.53-58, electrical housing238′ is configured to support an oil cooler474positioned laterally outward of rearward compartment462. Oil cooler474may be supported on crankcase60of engine12and/or rearward compartment462with any type of conventional and removable fastener. A vent or louver cover476may be positioned forward of oil cooler474to direct ambient air into oil cooler474to reduce the temperature of the fluid flowing therein.

Additionally, electrical housing238′ is configured to support various other electrical components478, which may include, but is not limited to, fuse mounts, voltage regulator mounts, various sensors (e.g., a tip-over sensor), and/or a starter solenoid. More particularly, at least one of mounting bores482is configured to couple oil cooler474to rearward compartment462. Additionally, forward cover member460and/or rearward compartment462includes mounting members484for supporting a starter solenoid thereon, a mounting member492for supporting a wire harness thereon, mounting bores486for supporting a voltage regulator464thereon, a mounting bore or opening494for supporting a tip-over sensor thereon, a mounting member or bore490configured as a water drain, and support members488configured as fuse ports. Again, the ability to use electrical housing238′ as a mechanism for mounting various other components of vehicle2allows for efficient packaging of such components, shorter electrical connections to battery236and/or a wire harness electrically coupled to battery236, and an overall reduction of components, such as mounting members and the like, to support such sensors, fuses, etc. on vehicle2.

In one embodiment, at least a portion of electrical housing238′ is comprised of a polymeric material (e.g., glass filled polypropylene). Additionally, at least forward cover member460of electrical housing238′ may include a sheet molding compound (“SMC”) configured to be any (or all) of a heat shield, a battery retention member, a cosmetic cover, and/or a battery strap. For example, an upper portion480of forward cover member460may be configured as a SMC component for battery retention, heat shielding, and a cosmetic cover to conceal battery236.

While this invention has been described as having an exemplary design, the present invention may be further modified within the spirit and scope of this disclosure. This application is therefore intended to cover any variations, uses, or adaptations of the invention using its general principles. Further, this application is intended to cover such departures from the present disclosure as come within known or customary practice in the art to which this invention pertains.