Bumper assembly

BUMPERASSEMBLY

TECHNICAL FIELD

The present disclosure relates to a bumper assembly. Aspects of the invention relate to a control system, to a crash management system, to a method, to a vehicle, to computer software and to a non-transitory computer-readable medium.

BACKGROUND

For vehicles looking to maintain an optimal overall length and/or a short rear overhang, e.g. vehicles designed to be easier to park and manoeuvre around busy city streets, it can be challenging for the bumper structure to manage energy and acceleration during vehicle impacts.

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It is against this background that the present invention has been devised.

SUMMARY OF THE INVENTION

Aspects and embodiments of the invention provide a crash management system for a vehicle, a vehicle, a method, computer software and a non-transitory, computerreadable storage medium.

An aspect of the invention provides a crash management system for a vehicle 25 comprising a deployable row of foldable seats, the vehicle having a vehicle structure defining a longitudinal axis, the crash management system comprising: a bumper assembly, the bumper assembly comprising: a bumper beam extending in a vehicle width direction; an energy absorption system fixedly attached to the bumper beam for absorbing impact energy when an object impacts the bumper assembly and a mounting 30 mechanism for fixing the bumper assembly to the vehicle structure wherein the energy absorption system is configured to deploy the bumper beam between first and second positions along the longitudinal axis relative to the vehicle structure; and a control system comprising one or more controllers, the control system configured to output a control signal to the energy absorption system to deploy the bumper beam between the first and second positions in dependence on a signal indicative that one or more of said foldable seats are engaged in a deployed position.

The energy absorption system which is configured to deploy a bumper beam between 5 first and second positions along a vehicle’s longitudinal axis. The bumper beam may be driven between the first and second positions in the longitudinal direction so that the bumper assembly may be set at different positions relative to the vehicle structure. The bumper assembly comprises a mounting mechanism for mounting the assembly/energy absorption system to the vehicle structure.

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The crash management system according to embodiments of the present invention enables the bumper assembly position relative to the vehicle structure to be changed depending on the needs of the vehicle. For example, where the vehicle comprises a configurable space the bumper assembly may be moved further from the vehicle structure in the event the configurable space is set to meet additional occupancy 15 requirements and the bumper assembly may be moved closer to the vehicle in the event the configurable space is set for luggage storage.

It is noted that in both the first and second positions the energy absorption structure is able to absorb impact energy by accommodating movement along the longitudinal axis.

The energy absorption system may be configured to deploy the bumper beam in a 20 rearward direction along the longitudinal axis. In this option, the bumper assembly may be in a “stowed” configuration when in the first position (e.g. the bumper assembly may appear to be integrated or flush with the vehicle bodywork) and in an “extended” configuration when in the second position (e.g. the bumper assembly may extend/project from behind the vehicle).

The energy absorption system may comprise a hydraulic energy absorption system. Such a hydraulic system may comprise a pair of pistons arranged to be mounted via the mounting mechanism within corresponding recesses within longitudinal members defining the vehicle structure. The pistons comprising the hydraulic energy absorption system may conveniently be located at least in part with box-section longitudinal 30 members of the vehicle structure.

The pistons may be configured to be moveable towards a third position in which the piston is compressed. In this way the first and second positions may absorb energy from impacts. In one configuration the first position may be located between the second and third positions (e.g. the first position represents a stowed bumper assembly position, the second position represents an extended bumper assembly position and the third position represents an energy absorbing position as the pistons compress).

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The hydraulic energy absorption system may comprise a fluid filled reservoir and the pistons may be connected to the fluid filled reservoir via a restricted orifice. The pistons may also be connected to the fluid filled reservoir by a pressure valve, the pressure valve being arranged to transition to an impact mitigation state upon a crash pressure threshold being exceeded. A burst valve would protect against the reservoir exceeding a pressure limit and rupturing in the event of a vehicle fire or to relieve excess pressure in the hydraulic system. For example, the fluid line between the pistons and the reservoir may comprise a ball valve against a spring that, in its relaxed position, allows a small amount of fluid to pass and thus damps the motion of the pistons (a “position change” mode), but when a higher pressure wave is exerted, e.g. during a crash, the spring compresses such that the ball blocks fluid from passing (or severely restricts fluid flow) such that an order of magnitude force delta is achieved. It is noted that such a pressure valve need not be ‘binary’, other programmed or otherwise predetermined settings could be drilled into by-pass ports e.g. to allow for different behaviours during low speed vs high speed impacts. In an alternative arrangement a pressure controlling valve may be provided.

The reservoir may be substantially a sealed volume arranged to keep the fluid above atmospheric pressure. In this way, the bumper assembly may be driven back out to one of the first and second position in the event of minor impacts to the bumper assembly.

The pistons may be hydraulically linked to one another. The pistons may be linked to one another via the bumper beam.

The pistons may be configured to be deployable between the first position and the second position in which the bumper beam is extended in a rearward direction along the longitudinal axis. The bumper beam may comprise a fascia component. Such a fascia component may incorporate parking sensors and/or lights and/or reflectors.

The one or more controllers may collectively comprise: at least one electronic processor having an electrical input for receiving sensor data from one or more sensors; and at least one memory device electrically coupled to the at least one electronic processor and having instructions stored therein; and wherein the at least one electronic processor 5 is configured to access the at least one memory device and execute the instructions thereon so as to generate the control signal.

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The control system may comprise an interlock system. The energy absorption system may comprise an input arranged to receive a control signal from the interlock system.

The interlock system may be arranged to output the control signal to the energy absorption system when a vehicle configuration condition is satisfied. For example, the vehicle configuration condition may be satisfied when the interlock system receives an input from a seat position sensor indicating that a foldable seat has been engaged in a deployed position. The vehicle configuration condition may additionally or alternatively be satisfied when the interlock system receives an input from a seat pressure sensor indicating that a seat within the vehicle is occupied.

The control unit may be arranged to output a control signal to the energy absorption system to deploy the bumper assembly between first and second positions when a potential impact is predicted based on sensor data received from one or more sensors.

Such one or more sensors may comprise one of more sensors selected from: radar, LIDAR, camera data, ultrasonic transducers. In the event of a rear bumper, deploying the bumper rearwards when a potential impact is detected may enable the bumper assembly to be moved sufficiently to significantly reduce damage to the vehicle structure.

The invention also extends to a vehicle comprising the crash management system of the above aspect of the present invention.

The vehicle comprises a deployable row of foldable seats and the energy absorption system is arranged to deploy to the second position when one or more foldable seats is engaged in a deployed position. An interlock system may require the bumper assembly to move to the second position in order to deploy the row of seating.

The vehicle structure may comprise a longitudinal recess and the energy absorption system may be arranged to be mounted via the mounting mechanism within a recess within longitudinal members defining the vehicle structure.

According to an aspect of the present invention there is provided a method of controlling a bumper assembly for a vehicle having a deployable row of foldable seats, the vehicle having a vehicle structure defining a longitudinal axis, the bumper assembly comprising: a bumper beam extending in a vehicle width direction; an energy absorption system fixedly attached to the bumper beam for absorbing impact energy when an object 10 impacts the bumper assembly; and a mounting mechanism for fixing the bumper assembly to the vehicle structure, wherein the method comprises deploying the bumper beam between first and second positions along the longitudinal axis relative to the vehicle structure in dependence on a signal indicative that one or more of said foldable seats are engaged in a deployed position.

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Further aspects of the invention provide computer software that, when executed, is arranged to perform a method of the above aspect, and a non-transitory, computerreadable storage medium storing instructions thereon that, when executed by one or more electronic processors, causes the one or more electronic processors to carry out 20 the method of the above aspect.

Within the scope of this application it is expressly intended that the various aspects, embodiments, examples and alternatives set out in the preceding paragraphs, in the claims and/or in the following description and drawings, and in particular the individual features thereof, may be taken independently or in any combination. That is, all embodiments and/or features of any embodiment can be combined in any way and/or combination, unless such features are incompatible. The applicant reserves the right to change any originally filed claim or file any new claim accordingly, including the right to amend any originally filed claim to depend from and/or incorporate any feature of any other claim although not originally claimed in that manner.

BRIEF DESCRIPTION OF THE DRAWINGS

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One or more embodiments of the invention will now be described, by way of example only, with reference to the accompanying drawings, in which:

Figure 1 is a plan view of a vehicle having a known bumper assembly;

Figure 2 is a perspective view of a crash-management system comprising the bumper 5 assembly of Figure 1 attached to a portion of the body in white of the vehicle;

Figure 3 shows a cross section through the bumper assembly of a known bumper assembly;

Figure 4 shows a cross-sectional view of a vehicle in accordance with an embodiment of the present invention where the rearward row of seats are shown in a first 10 configuration;

Figure 5 shows a cross-sectional view of the vehicle of Figure 4 where rearward row of seats are in a second configuration;

Figure 6 shows a cross section through a bumper assembly in accordance with embodiments of the present invention in which the bumper/bumper beam is in a first 15 position;

Figure 7 shows a cross section through a bumper assembly in accordance with embodiments of the present invention in which the bumper/bumper beam is in a second position;

Figure 8 shows a bumper assembly in accordance with embodiments of the present 20 invention prior to a collision with an impacting vehicle;

Figure 9 shows the bumper assembly of Figure 8 after the impacting vehicle has contacted the bumper assembly; and

Figure 10 shows a simplified example of a control system such as may be adapted in accordance with an embodiment of the invention.

DETAILED DESCRIPTION

In general terms, embodiments of the invention provide a bumper assembly in which the bumper can be moved rearwards from the vehicle. This movement can be linked to certain vehicle conditions being met, e.g. a deployable row of seating being deployed within the vehicle.

Before moving on to consider these embodiments in detail, to put the invention into context a vehicle bumper assembly to which such embodiments are applicable is described with reference to Figures 1 and 2.

Figure 1 shows, in plan view and in simplified form, a vehicle 10 including a known bumper assembly 14. The bumper assembly 14 is disposed at the rear end of the vehicle 10. Figure 2 shows, in perspective view, a crash-management system 12 comprising the bumper assembly 14, which is mounted to a rearwardly disposed portion of the body in white (BIW), or vehicle structure, of the vehicle 10.

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In the description that follows, components of the vehicle 10 will be described with reference to a longitudinal axis of the vehicle (the x-direction in Figure 2), which runs from the front to the back of the vehicle 10, a y-direction, which runs from one side to another side of the vehicle 10, and a z-direction, which runs from bottom to top relative 15 to the vehicle 10. Furthermore, the terms forwards and rearwards” are used to describe positions or locations of features relative to the vehicle 10. For example, the term forwards refers to locations or positions towards or nearer the front of the vehicle 10, and rearwards refers to locations or positions towards or nearer the rear of the vehicle 10. Likewise the terms “forwardly” and “rearwardly” are used to describe objects 20 which are facing or aligned in the direction of the front and rear of the vehicle 10, respectively.

With reference to Figure 2, the crash-management system 12 comprises a bumper assembly 14, the bumper assembly 14 being fixedly attached to the BIW 16 of the 25 vehicle 10. The bumper assembly 14 comprises a metal beam, or bumper beam 22, which extends laterally (i.e. in the y-direction) across the rear of the vehicle 10. The bumper-beam 22 is connected, at either end, to a pair of longitudinal members 18a, 18b which project rearwards from the BIW 16. The longitudinal members 18a, 18b comprise box-sectioned arms, defining a recess, which are aligned longitudinally (i.e. in the x30 direction) with respect to the length of the vehicle 10. The bumper assembly 14 further comprises a deformable portion. The deformable portion is defined by a pair of crushcans 20a, 20b which are disposed between the bumper beam 22 and the rearwardly facing ends of longitudinal members 18a, 18b. It is noted that longitudinal member 18a is visible where it meets the crush can 20a and also within the luggage compartment 21.

Longitudinal member 18b is visible where it meets crush can 20b but the portion of the longitudinal member 18b that is within the luggage compartment 21 is obscured in Figure 2 by the wheel arch.

The bumper assembly 14 defines a prescribed crumple region, or crumple zone, which is located generally rearward of the BIW. By contrast, the longitudinal members 18a, 18b represent hard regions of the vehicle's BIW. Such hard regions define rigid portions of the vehicle that are designed not to crumple or move in the event of a low speed collision or impact (i.e. lower than 15 km/h). In a monocoque-supported vehicle, the hard 10 region is generally the location where a suspension system of the vehicle is attached to the BIW. In alternative embodiments, the hard region may be at a different location than is shown. Also, the location of the crumple zone relative to the BIW is only described here for illustrative purposes. In alternative embodiments of the present invention, for example, in different vehicle types the crumple region and the hard region may comprise 15 any number of suitable locations.

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As seen in Figure 2, a first crush-can 20a and a second crush-can 20b are arranged, respectively on the right and left side of the vehicle 10 when viewed in the forward direction. The first and second crush-cans 20a, 20b are attached to corresponding first CM 20 and second longitudinal members 18a, 18b. During assembly of the crash-management system 12, the bumper assembly 14 is built up onto the BIW 16 in stages, starting with the crush-cans 20a, 20b which are attached to the longitudinal members 18a, 18b by suitable mechanical means, such as bolts or screws. The bumper-beam 22 is then attached to the crush-cans 20 by mechanical means thereby producing the bumper 25 assembly 14 as shown in Figure 2. Alternatively, the bumper assembly 14 is brought to the vehicle assembly line as a sub-assembly, with the crush-cans 20a, 20balready preassembled to the bumper beam 22, so that the assembly 14 it attached to the longitudinal members 18a, 18b in a single operation.

Figure 3 shows elements of the bumper assembly 14 of Figures 1 and 2 in cross section. For ease of reference the vehicle structure 16 is not shown. Figure 3 shows one of the longitudinal members 18a from Figure 2 along with the bumper beam 22 and one of the crush cans 20a. Additionally shown is one of the rear wheels 26.

The bumper assembly 14 is additionally shown to comprise a bumper fascia or skin 28, which is typically constructed from a suitable plastics material such as polypropylene. Between the bumper skin 28 and bumper beam 22 there is provided energy absorbing foam 30. The energy absorbing foam 30 may be formed from expanded polypropylene although other materials are useful.

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Figures 4 and 5 show a vehicle 110 and a bumper assembly 114 in accordance with embodiments of the present invention. As shown in both figures the vehicle 110 comprises a first row of seats 142 and a second row of seats 144. The vehicle 110 further comprises a third row of seats 146 which, in Figure 4, are shown to be fully folded or stowed in order to maximise rear luggage space. In Figure 5, the third row of seating 146 is shown in a deployed configuration in which they provide additional seating space for vehicle occupants.

The seats within the third row of seating 146 may comprise seat position sensors 148 (to determine when the seat has been moved to a seating position) and seat occupancy sensors 150 (to determine when the seat is occupied).

Also shown in Figures 4 and 5 is the bumper assembly 114 in accordance with embodiments of the present invention.

The bumper assembly 114 comprises a bumper beam 122. The bumper beam 122 is shown in a first position 154 in Figure 4 in which the rearmost surface of the bumper assembly 114 aligns with the body of the vehicle 110, that is to say the bumper assembly 114 adopts a position relative to the vehicle 110 such that it has the appearance of being integrated with or otherwise flush with the adjacent exterior vehicle bodywork. In Figure 5 however the bumper assembly 114 has moved in a rearwards direction 156 along the longitudinal axis 158 of the vehicle such that the bumper beam 122 is at a second position 160. It is noted that the rearward surface of the bumper assembly 122 may be moved between 100-150mm in the rearward direction 156.

It is noted that as the bumper beam 122 is deployed between the first position 154 and second position 160 then any items mounted on or to the bumper beam 122 (e.g. energy absorbing foam, bumper fascia, parking sensors, recovery access plug, reflector elements, etc.) will also be moved with the bumper beam 112 between first and second positions.

Figures 6 and 7 show elements of the bumper assembly 114 of Figures 4 and 5 in cross 5 section. For ease of reference the vehicle structure is not shown.

Figures 6 and 7 show the bumper assembly 114 relative to the rear wheel 126 of the vehicle 110. The vehicle 110 comprises a pair of longitudinal members 118 (one of which is visible in Figures 6 and 7), and the bumper assembly 114 comprises a bumper beam 10 122, energy absorbing foam 130 and bumper skin/fascia 128.

Instead of the sacrificial crush can 20 shown in Figure 3, the bumper assembly 114 according to embodiments of the present invention comprises a hydraulic energy absorption system 162 which comprises a piston 164 having a piston head 166, piston 15 rod 168 and cylinder 170.

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As shown in Figures 6 and 7 the cylinder 170 is mounted within a recess 172 of the longitudinal member 118 by means of a mounting mechanism 174 (it is noted that each longitudinal member 118 defines a recess 172 but only one is shown in Figures 6 and CM 20 7). The bumper beam 122, energy absorbing foam 130 and bumper skin 128 are mounted on the end of the piston rod 168 opposite from the piston head 166.

The piston 164 shown in Figure 6 has been deployed to a first position 154 in which the bumper skin 128 is in a first position relative to the body of the vehicle. In Figure 7 the 25 piston 164 has been deployed to a second position 160 and the bumper skin 128 has moved in a rearward direction relative to the vehicle structure, e.g. relative to the longitudinal members 118.

The bumper assembly 114 is part of a crash management system 112 which is shown 30 in Figures 8 and 9. Compared to Figures 6 and 7, the rear wheel 126 of the vehicle has been omitted in Figures 8 and 9. The longitudinal member 118 is shown extending from the vehicle structure generally shown at 176.

The hydraulic energy absorption system 162 of the bumper assembly 114 in Figures 8 and 9 additionally comprises a fluid line 178 which fluidly connects the piston 164 to an oil reservoir 180 via a restricted orifice 182.

In Figure 8, the hydraulic energy absorption system 162 has deployed the bumper beam 122 to the second position 160 and the fluid 184, such as hydraulic oil, within the reservoir 180 has been pumped through the restricted orifice 182 to move the bumper beam 122 to the second position.

The crash management system 112 comprises the bumper assembly 114 and a control system, 186. The hydraulic piston 164 may be controlled by the control system 186 which is in communication with one of more sensors (e.g. seat position sensor 148, seat occupancy sensor 150 and other sensors 188 such as Lidar).

Also shown in Figure 8 is a vehicle 190 comprising a front bumper 192. Vehicle 190 is approaching the vehicle 110 as indicated by the arrow 194.

In Figure 9 the vehicle 190 has impacted vehicle 110 and the bumper 192 of vehicle 190 has impacted the bumper beam 122 of the bumper assembly 114. It is noted that for 20 clarity the control system 186 and sensors (148, 150, 188) have been omitted from

Figure 9. It is appreciated however that these components are still present within the vehicle 110.

The impact energy of vehicle 190 has been absorbed by forcing the fluid 184 through 25 the restricted orifice 182 in the fluid line 178. The piston 164 has consequently been driven along the longitudinal axis 158 of the vehicle 110, such that the bumper beam 122 of the bumper assembly 114 has moved to a third position 196. As shown in Figure 9 the third position 196 is forward of both the second position 160 and first position 154. It is noted that the energy absorption system 162 is able, in both the first 154 and second 30 160 positions, to absorb impact energy by accommodating forward movement of the bumper beam 122 towards the third position 196.

As noted above, the bumper assembly 114 according to embodiments of the present invention comprises a hydraulic energy absorption system 162 in place of traditional sacrificial crush cans 20. The hydraulic energy absorption system 162 comprises a pair of pistons 164 which may be accommodated, at least in part within the box-section longitudinal members 118 of the rear vehicle structure 176, under the rear floor of the vehicle.

It is noted that the piston displacement between first position (stowed/retracted) 154 and second position (deployed) 160 may be between 100 and 150mm.

The working stroke available to absorb energy may be between 80 and 150mm longitudinal stroke.

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Fluid 184 held in the hydraulic piston will be displaced in the event a compressive force is applied to the rear bumper beam 122, foam 130, fascia 128and this displaced fluid is directed through the restrictive orifice 182 with the work done to pass this fluid through 15 this restriction absorbing the energy from a rear impact.

The fluid 184 is passed into the reservoir 180 which may be pressurised above atmospheric pressure to provide a spring force to return the bumper (beam 122, foam 130, fascia 128) to its design position (either the first or second position) once the 20 compressive force is removed from the rear bumper.

The position of the bumper beam 122 of the bumper assembly 114 may be controlled by the control system 186 based on received sensor data (e.g. from the seat position sensor 148, the seat occupancy sensor 150 and also other sensors 188 such as radar sensor, LIDAR sensor, camera sensors, ultrasonic sensors etc).

The control system 186 may deploy the bumper beam 122 of the bumper assembly 114 between the first position 154 and second position 160 in response to the third row of seating 148 being deployed and/or in response to the determination from the received sensor data that an impact is imminent. The control system 186 may further operate as an interlock system that deploys the bumper assembly 114 to the second position when a suitable vehicle configuration condition has been met. For example, where the seat position sensor 148 indicates that the third row of seating has been deployed then the control system 186 may output a control signal to a motor to drive the bumper assembly to the second position 160. Additionally, or alternatively, a control signal may be output when the control system 186 receives sensor data from the seat occupancy sensor 150 indicating that the third row of seating is occupied.

Note: where a vehicle comprises deployable seating in the second row of seats the control system may deploy the bumper assembly between the first position and second position in response to the second row of seating being deployed and/or in response to the determination from the received sensor data that an impact is imminent.

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Even though the deployment of the bumper assembly 114 may occur relatively slowly under the action of the pressurised fluid, this may still be sufficient, in the event of a predicted imminent impact, to move the bumper beam 122 by around 20-30mm (if the bumper assembly 114 is arranged to move the bumper beam 122 rearward at around 0.3 m/s and the control unit 186 determines an impact is imminent with around 100 ms of notification then this translates to being able to move the bumper assembly by around 20-30mm). Such movement could make significant difference to the bumper assembly being able to absorb additional impact energy and consequently reduce repair costs to the vehicle.

The deployment of the bumper assembly 114 may also be achieved by mechanical means such that deploying the third row seat from its stowed position releases a catch on the piston 166 via tension on a Bowden cable. With the catch released, the piston may be urged into an extended position by virtue of the fluid 184 in the pressurised reservoir 180 flowing into the piston. The piston 166 will extend to a predetermined point controlled by an end-stop between the piston 166 and its cylinder 170. When the third row seat 148 is stowed, a switch may be triggered by the seat movement and this causes a solenoid to momentarily open the restriction 182 in the fluid line from the piston to the reservoir 180 whilst a motor or pump drives the piston back to the stowed position 154. Once stowed, the solenoid may return the restriction in the fluid line 178 between the piston 166 and the reservoir 180. Where the vehicle has a pair of these pistons, one in each rear longitudinal member 118, only one need be fitted with motor or pump to drive it back from the deployed to the stowed position as both pistons will be connected to the substantially rigid, laterally extending bumper beam 122, which couples both pistons together and so if one is driven back by the pump/motor, the other piston will be urged back due to the coupling with the bumper beam 122.

As the third row seat only influences the action of a catch on the side of the piston, there 5 can be no back-driving from the bumper into the seat in the event of an impact.

The bumper may be infinitely resettable, as long as the force applied to the rear bumper is not sufficient to cause permanent deformation of the vehicle, the piston may drive the fluid through the restrictive orifice to absorb the energy of a low speed impact and slowly 10 return to their operative position under the influence of the pressurised fluid in the reservoir returning back to the piston once the force is released.

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With reference to Figure 10, there is illustrated a simplified example of a control system 186 such as may be adapted to implement the method of Figures 4 to 9 described above. The control system 186 comprises one or more controllers 200 and is configured to output a control signal to the energy absorption system 162 to deploy the bumper assembly 114/bumper beam 122 between the first and second positions.

It is to be understood that the or each controller 200 can comprise a control unit or computational device having one or more electronic processors (e.g., a microprocessor, a microcontroller, an application specific integrated circuit (ASIC), etc.), and may comprise a single control unit or computational device, or alternatively different functions of the or each controller 200 may be embodied in, or hosted in, different control units or computational devices. As used herein, the term “controller,” “control unit,” or “computational device” will be understood to include a single controller, control unit, or computational device, and a plurality of controllers, control units, or computational devices collectively operating to provide the required control functionality. A set of instructions could be provided which, when executed, cause the controller 200 to implement the control techniques described herein (including some or all of the functionality required for the method described herein). The set of instructions could be embedded in said one or more electronic processors of the controller 200; or alternatively, the set of instructions could be provided as software to be executed in the controller 200. A first controller or control unit may be implemented in software run on one or more processors. One or more other controllers or control units may be implemented in software run on one or more processors, optionally the same one or more processors as the first controller or control unit. Other arrangements are also useful.

In the example illustrated in Figure 9, the or each controller 200 comprises at least one electronic processor 202 having one or more electrical input(s) 204 for receiving one or more input signal(s) (e.g. from sensors 148, 150, 188), and one or more electrical output(s) 206 for outputting one or more output signal(s). The or each controller 200 10 further comprises at least one memory device 208 electrically coupled to the at least one electronic processor 202 and having instructions 210 stored therein. The at least one electronic processor 202 is configured to access the at least one memory device 208 and execute the instructions 210 thereon so as to cause the bumper beam 122 to be deployed between first and second positions.

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The, or each, electronic processor 202 may comprise any suitable electronic processor (e.g., a microprocessor, a microcontroller, an ASIC, etc.) that is configured to execute electronic instructions. The, or each, electronic memory device 208 may comprise any suitable memory device and may store a variety of data, information, threshold value(s), 20 lookup tables or other data structures, and/or instructions therein or thereon. In an embodiment, the memory device 208 has information and instructions for software, firmware, programs, algorithms, scripts, applications, etc. stored therein or thereon that may govern all or part of the methodology described herein. The processor, or each, electronic processor 202 may access the memory device 208 and execute and/or use 25 that or those instructions and information to carry out or perform some or all of the functionality and methodology describe herein.

The at least one memory device 208 may comprise a computer-readable storage medium (e.g. a non-transitory or non-transient storage medium) that may comprise any mechanism for storing information in a form readable by a machine or electronic processors/computational devices, including, without limitation: a magnetic storage medium (e.g. floppy diskette); optical storage medium (e.g. CD-ROM); magneto optical storage medium; read only memory (ROM); random access memory (RAM); erasable

11 22 programmable memory (e.g. EPROM ad EEPROM); flash memory; or electrical or other types of medium for storing such information/instructions.

Example controllers 202 have been described comprising at least one electronic 5 processor 202 configured to execute electronic instructions stored within at least one memory device 208, which when executed causes the electronic processor(s) 202 to carry out the method as hereinbefore described. However, it is contemplated that the present invention is not limited to being implemented by way of programmable processing devices, and that at least some of, and in some embodiments all of, the 10 functionality and or method steps of the present invention may equally be implemented by way of non-programmable hardware, such as by way of non-programmable ASIC, Boolean logic circuitry, etc.

It will be appreciated that various changes and modifications can be made to the present 15 invention without departing from the scope of the present application.