Abstract:
An apparatus includes an enclosed body defining a chamber therein. The body includes a rearward portion, a forward portion opposite the rearward portion and a first portion extending between the rearward and forward portions. The first portion has a stiffness less than at least one remaining portion of the body. The apparatus further includes at least one pressure sensor coupled to the body and the chamber to detect deformation of the first portion of the body.

Description:
BACKGROUND 
       [0001]    Vehicles, such as automobiles, may include equipment for mitigating the impact of a range of collisions. For example, for relatively large magnitude collisions (e.g. with another vehicle at a high speed), vehicles may further include systems and components for managing the collision energy, such as certain components that deform and/or detach towards reducing collision impact on the passenger areas. In another example, for collisions with pedestrians, vehicles may include equipment such as bumper- or hood-mounted airbags and hood-lifting systems. To control and employ such equipment, the vehicle is required to detect a corresponding collision. Current mechanisms for detecting such collisions suffer from drawbacks including, for example, their complexity and cost. 
     
    
     
       DRAWINGS 
         [0002]      FIG. 1  is a partially exploded perspective view of an exemplary front end of a vehicle, including an exemplary sensing apparatus. 
           [0003]      FIG. 2A  is a perspective view of the exemplary bumper beam and pressurized energy absorber of  FIG. 1 . 
           [0004]      FIG. 2B  is a partial perspective view of the exemplary bumper beam and pressurized energy absorber of  FIG. 2A . 
           [0005]      FIG. 3A  is a perspective view of the exemplary bumper beam of  FIG. 1  and another exemplary pressurized energy absorber. 
           [0006]      FIG. 3B  is a partial perspective view of the exemplary bumper beam and pressurized energy absorber of  FIG. 3A . 
           [0007]      FIG. 4A  is a perspective view of the exemplary bumper beam of  FIG. 1  and another exemplary pressurized energy absorber. 
           [0008]      FIG. 4B  is a partial perspective view of the exemplary bumper beam and pressurized energy absorber of  FIG. 4A . 
           [0009]      FIG. 5  is a perspective view of the exemplary bumper beam of  FIG. 1  and another exemplary pressurized energy absorber. 
           [0010]      FIG. 6  illustrates an exemplary process for utilizing an exemplary energy-absorbing and sensing apparatus in collision detection and evaluation. 
           [0011]      FIG. 7  is a block diagram of an exemplary vehicle system. 
       
    
    
     DETAILED DESCRIPTION 
       [0012]      FIG. 1  is an exemplary illustration of a vehicle  10  with a front end  12 . The vehicle  10  includes a front bumper assembly  14 , illustrated in  FIG. 1  in exploded view. The front bumper assembly includes a bumper beam  22  and a front fascia component  26 , with an exemplary pressurized energy-absorbing and sensing apparatus  200  disposed therebetween. 
         [0013]    The bumper beam  22  includes a front face  30  with a curved shape that substantially spans the width of the front end  12  of the vehicle  10 . The bumper beam  22  further includes rearward-extending portions  32  and  34  configured to couple to a frame assembly (not shown) of the vehicle  10 . The apparatus  200  is a closed body with a curved shape with an overall width corresponding to the size of the front face  30  of the bumper beam  22 . The apparatus  200  extends across the front face  30  of the bumper beam  22  and is fixed in engagement with the front face  30 . The bumper beam  22  is a relatively rigid component of a material such as, for example, steel. The apparatus  200  is relatively elastic as compared to the bumper beam  22 . For example, the apparatus  200  may include plastic or foam materials. 
         [0014]    The apparatus  200  includes a rear portion  210  sized and shaped to engage with the front face  30  of the bumper beam  22 . For example, the rear portion  210  may include protrusions complementary to grooves formed into the front face  30  of the bumper beam  22 . The apparatus  200  includes a forward portion  212  for engaging the inside of the front fascia component  26 . The apparatus also includes pressure sensors  220 , for measuring the pressure change within the apparatus  200  when a force is applied to the front end  12  of the vehicle  10 , such as through a collision. 
         [0015]    The front fascia component  26  overlaps and engages the apparatus  200  and attaches to the front end  12  of the vehicle  10 . The front fascia component  26  is relatively thin as compared to the energy-absorbing component  24 , and the front fascia component  26  is elastic as compared to the bumper beam  22 . The front fascia component  26  may include material such as, for example, plastic. As such, the sensing apparatus  20  is in mechanical engagement with the exterior of the front fascia component  26 . Therefore, a force applied to the front fascia component  26  in a location overlapping or otherwise mechanically engaged with the apparatus  200  is translated to the apparatus  200 . 
         [0016]    With further reference to  FIG. 7 , the vehicle  10  includes a vehicle computing device or computer  105  in communication with the pressure sensors  220  of the apparatus  200  that generally includes a processor and a memory, the memory including one or more forms of computer-readable media, and storing instructions executable by the processor for performing various operations, including as disclosed herein. The computer  105  of the vehicle  10  receives information, e.g., collected data, from one or more data collectors  110  related to various components or conditions of the vehicle  101 , e.g., components such as a braking system, a steering system, a powertrain, etc., and/or conditions such as vehicle  101  speed, acceleration, pitch, yaw, roll, etc. The computer  105  generally includes restraint crash module  106  that comprises instructions for operating collision mitigation systems or equipment  120 . Further, the computer  105  may include more than one computing device, e.g., controllers or the like included in the vehicle  10  for monitoring and/or controlling various vehicle components, e.g., a restraint crash module  106 , an engine control unit (ECU), transmission control unit (TCU), etc. The computer is generally configured for communications on a controller area network (CAN) bus or the like. The computer may also have a connection to an onboard diagnostics connector (OBD-II). Via the CAN bus, OBD-II, and/or other wired or wireless mechanisms, the computer may transmit messages to various devices in a vehicle and/or receive messages from the various devices, e.g., controllers, actuators, sensors, etc., including the pressure sensors  220  of the apparatus  200  and collision mitigation systems or equipment  120 . Alternatively or additionally, in cases where the computer actually comprises multiple devices, the CAN bus or the like may be used for communications between the multiple devices that comprise the vehicle computer. In addition, the computer may be configured for communicating with a network, which may include various wired and/or wireless networking technologies, e.g., cellular, Bluetooth, wired and/or wireless packet networks, etc. 
         [0017]    Generally included in instructions stored in and executed by the computer  105  is a restraint crash module  106 . Using data received in the computer  105 , e.g., from data collectors  110 , including the pressure sensors  220 , data included as stored parameters  116 , etc., the module  106  may control various vehicle  10  collision mitigation systems or equipment  120 . For example, the module  106  may be used to deploy bumper- or hood-mounted airbags and hood-lifting systems if an impact with a pedestrian is detected. Further, the module  106  may include instructions for evaluating information received in the computer  105  relating to vehicle  10  operator characteristics, e.g., from pressure sensors  220  and/or other data collectors  110 . 
         [0018]    Data collectors  110  may include a variety of devices. For example, various controllers in a vehicle may operate as data collectors  110  to provide data  115  via the CAN bus, e.g., data  115  relating to vehicle speed, acceleration, etc. Further, sensors or the like, global positioning system (GPS) equipment, etc., could be included in a vehicle and configured as data collectors  110  to provide data directly to the computer  105 , e.g., via a wired or wireless connection. Sensor data collectors  110  could include communication devices to send and receive information from other vehicles, such as path intentions from vehicles surrounding vehicle  10 . Sensor data collectors  110  could include mechanisms such as RADAR, LADAR, sonar, etc. sensors that could be deployed to measure a distance between the vehicle  10  and other vehicles or objects. Yet other sensor data collectors  110  could include impact sensors such as pressure sensors  220 . In addition, data collectors  110  may include sensors to detect a position, change in position, rate of change in position, etc., of vehicle  10  components such as a steering wheel, brake pedal, accelerator, gearshift lever, etc. 
         [0019]    A memory of the computer  105  generally stores collected data  115 . Collected data  115  may include a variety of data collected in a vehicle  10 . Examples of collected data  115  are provided above, and moreover, data  115  is generally collected using one or more data collectors  110 , and may additionally include data calculated therefrom in the computer  105 , and/or at the server  125 . In general, collected data  115  may include any data that may be gathered by a collection device  110  and/or computed from such data. Accordingly, collected data  115  could include a variety of data related to vehicle  10  operations and/or performance, data received from another vehicle, as well as data related to environmental conditions, road conditions, etc. relating to the vehicle  10 . For example, collected data  115  could include data concerning a vehicle  10  speed, acceleration, pitch, yaw, roll, braking, presence or absence of precipitation, tire pressure, tire condition, etc. 
         [0020]    A memory of the computer  105  may further store parameters  116 . A parameter  116  generally governs control of a system or component of vehicle  10 . These parameters may vary due to an environmental condition, road condition, vehicle  10  condition, or the like. For example, a parameter  116  may specify predetermined impact thresholds for identifying pedestrians and, thus, conditions for deployment of pedestrian impact mitigation systems such as bumper- or hood-mounted airbags and hood-lifting systems. 
         [0021]      FIGS. 2A-2B  are perspective views of the apparatus  200  engaged with the bumper beam  22  of vehicle  10 . The apparatus  200  has a generally elongate duct shape with rear and forward portions  210 ,  212  extending across the width thereof. The apparatus  200  includes first and second sidewalls  224 ,  226  coupled between the rear and front portions  210 ,  212  at opposing ends thereof, respectively. The sensors  220  are respectively secured to the first and second sidewalls  224 ,  226 . The apparatus  200  further includes first, second and third top portions  230 ,  232 ,  234  extending across the apparatus  200 . The first, second and third top portions  230 ,  232 ,  234  are arranged in series between the rear portion  210  and the forward portion  212 . The first top portion  230  is adjacent to and engages a top edge  260  of the rear portion  210 . The third top portion  234  is adjacent to and engages a top edge  262  of the forward portion  212 . The second top portion  232  is between the first top portion  230  and the third top portion  234 . The apparatus  200  also includes first, second and third bottom portions  240 ,  242 ,  244  extending across the apparatus  200 . The first, second and third bottom portions  240 ,  242 ,  244  are arranged in series between the rear portion  210  and the forward portion  212 . The first bottom portion  240  is adjacent to and engages a bottom edge  270  of the rear portion  210 . The third bottom portion  244  is adjacent to and engages a bottom edge  272  of the forward portion  212 . The second bottom portion  242  is between the first bottom portion  240  and the third bottom portion  244 . 
         [0022]    Each of the first, second and third top portions  230 - 234  and each of the first, second and third bottom portions  240 - 244  may be configured with a different stiffness, such as through a different thickness along the width of the apparatus  200 . For example, as illustrated in  FIG. 2B , first bottom portion  240  has a first thickness T 1 , second bottom portion  242  has a second thickness T 2 , and third bottom portion  244  has a third thickness T 3 . As shown in the exemplary illustrations, third thickness T 3  is greater than second thickness T 2 , and second thickness T 2  is greater than first thickness T 1 . Accordingly, for example, third bottom portion  244  has a greater stiffness than second bottom portion  242 , and second bottom portion  242  has a greater stiffness than first bottom portion  240 . It should be understood that top and/or bottom portions respectively arranged in series in the manner exemplary first, second and third top portions  230 - 234  and exemplary first, second and third bottom portions  240 - 244  of may also vary in stiffness alternatively or in addition to the exemplary differences in thickness through, for example, variations in material composition and/or through the addition of strengthening features, such as strengthening beads applied thereto. 
         [0023]    The rear portion  210 , the forward portion  212 , the sidewalls  224 ,  226 , the top portions  230 - 234  and the bottom portions  240 - 244  enclose an interior volume  250 . The pressure sensors  220  are in fluid communication with the interior volume  250 . 
         [0024]    Through the variations in configuration of the first, second and third top portions  230 - 234  and the first, second and third bottom portions  240 - 244 , the apparatus  200  provides a range of responses to impact forces applied to the front end  12  of the vehicle  10 , toward sensing and/or absorbing kinetic energy in the event of a collision or impact with the front end  12  of the vehicle  10 . For example, with first top portion  230  and first bottom portion  240  having relatively narrow thicknesses, and, therefore, each having relatively low stiffness, the apparatus  200  is partially deformable in response to relatively low impact forces, such as a collision of the vehicle  10  with a pedestrian, so as to generate a change in the pressure of interior volume  250  which may be detected by pressure sensors  220 . The pressure sensors  220  generate pressure signals from which the vehicle computer may discriminate between objects, so as to further control the operation of collision mitigation equipment and systems. The remaining top portions  232 ,  234  and bottom portions  242 ,  244  of the apparatus  200 , which have greater stiffnesses than the first top portion  230  and first bottom portion  240 , deform, crush, or flatten at relatively greater impact forces in order to absorb kinetic energy in the event of a collision or impact with the front end  12  of the vehicle  10 , towards mitigating the energy transferred to the bumper beam and other parts of vehicle  10  during collisions generating such relatively greater impact forces. Accordingly, the apparatus  200  provides energy-absorbing and sensing functionality for vehicle  10  in response to a wide range of impact forces. 
         [0025]      FIGS. 3A-3B  are perspective views of another exemplary energy-absorbing and sensing apparatus  300  engaged with the bumper beam  22  of vehicle  10 . The apparatus  300  is a closed body with a generally elongate duct shape with rear and forward portions  310 ,  312  extending across the width thereof. The apparatus  300  includes first and second sidewalls  324 ,  326  coupled between the rear and front portions  310 ,  312  at opposing ends thereof, respectively. The sensors  320  are respectively secured to the first and second sidewalls  324 ,  326 . The apparatus  300  further includes first, second and third top portions  330 ,  332 ,  334  extending across the apparatus  300 . The first, second and third top portions  330 ,  332 ,  334  are arranged in series in a corrugated configuration between the rear portion  310  and the forward portion  312 . The first top portion  330  is between the second top portion  332  and the third top portion  334 . The second top portion  332  is adjacent to and engages a top edge  360  of the rear portion  310 . The third top portion  334  is adjacent to and engages a top edge  362  of the forward portion  312 . The apparatus  300  also includes first, second and third bottom portions  340 ,  342 ,  344  extending across the apparatus  300 . The first, second and third bottom portions  340 ,  342 ,  344  are arranged in series in a corrugated configuration between the rear portion  310  and the forward portion  312 . The first bottom portion  340  is between the second bottom portion  342  and the third bottom portion  344 . The second bottom portion  342  is adjacent to and engages a bottom edge  370  of the rear portion  310 . The third bottom portion  344  is adjacent to and engages a bottom edge  372  of the forward portion  312 . 
         [0026]    The corrugated configurations of the first, second and third top portions  330 - 334  and of the first, second and third bottom portions  340 - 344  provide the apparatus  300  with a varying stiffness. For example, as illustrated in  FIG. 3B , the shape and partial displacement or offset placement of the first bottom portion  340  relative to second and third bottom portions  342 ,  344  provides the apparatus  300  a greater stiffness at first bottom portion  340  as compared to second and third bottom portions  342 ,  344 . It should be understood that top and/or bottom portions respectively arranged in series in corrugated configurations in the manner of exemplary first, second and third top portions  330 - 334  and exemplary first, second and third bottom portions  340 - 344  of may also vary in stiffness through, for example, variations in the thickness T 4 , material composition and/or through the addition of strengthening features, such as strengthening beads applied thereto. 
         [0027]    The rear portion  310 , the forward portion  312 , the sidewalls  324 ,  326 , the top portions  330 - 334  and the bottom portions  340 - 344  enclose an interior volume  350 . The pressure sensors  320  are in fluid communication with the interior volume  350 . 
         [0028]    As similarly set forth above with regard to the exemplary apparatus  200 , the apparatus  300  provides a range of responses to impact forces applied to the front end  12  of the vehicle  10 , toward sensing and/or absorbing kinetic energy in the event of a collision or impact with the front end  12  of the vehicle  10 . For example, through the variations in stiffness from the configuration of the first, second and third top portions  330 - 334  and the first, second and third bottom portions  340 - 344 , the apparatus  300  is partially deformable in response to relatively low impact forces, such as a collision of the vehicle  10  with a pedestrian, so as to generate a change in the pressure of interior volume  350  which may be detected by pressure sensors  320 . The pressure sensors  320  generate pressure signals from which the vehicle computer may discriminate between objects, so as to further control the operation of collision mitigation equipment and systems. The remaining relatively stiffer portions of the apparatus  300  deform, crush, or flatten at relatively greater impact forces in order to absorb kinetic energy in the event of a collision or impact with the front end  12  of the vehicle  10 , towards mitigating the energy transferred to the bumper beam and other parts of vehicle  10  during collisions generating such relatively greater impact forces. Accordingly, the apparatus  300  provides energy-absorbing and sensing functionality for vehicle  10  in response to a wide range of impact forces. 
         [0029]      FIGS. 4A-4B  are perspective views of another exemplary energy-absorbing and sensing apparatus  400  engaged with the bumper beam  22  of vehicle  10 . The apparatus  400  is a closed body with a generally elongate duct shape with rear and forward portions  410 ,  412  extending across the width thereof. The apparatus  400  includes first and second sidewalls  424 ,  426  coupled between the rear and front portions  410 ,  412  at opposing ends thereof, respectively. The sensors  420  are respectively secured to the first and second sidewalls  424 ,  426 . The apparatus  400  further includes first through fifth top portions  430 - 438  extending across the apparatus  400 . The first, second and third top portions  430 ,  432 ,  434  are arranged in an alternating series with fourth and fifth top portions  436 ,  438  in a ribbed configuration between the rear portion  410  and the forward portion  412 . The first top portion  430  is adjacent to and engages a top edge  460  of the rear portion  410  on one side thereof, and, on the other, the fourth top portion  436 , which is in the shape of an exterior rib. The second top portion  432  is adjacent to and engages the fourth top portion  436  on one side, and, on the other side, the fifth top portion  438 , which is also in the shape of an exterior rib. The third top portion  434  is adjacent to and engages the fourth top portion  436  on one side, and, on the other side, a top edge  462  of the forward portion  412 . The apparatus  400  also includes first through fifth bottom portions  340 - 348  extending across the apparatus  400 . The first, second and third bottom portions  440 ,  442 ,  444  are arranged in an alternating series with fourth and fifth bottom portions  446 ,  448  in a ribbed configuration between the rear portion  410  and the forward portion  412 , similar to the first through fifth top portions  430 - 438  set forth herein. 
         [0030]    The ribbed configurations of the first through fifth top portions  430 - 438  and of the first through fifth bottom portions  440 - 448  provide the apparatus  400  with a varying stiffness. For example, as illustrated in  FIG. 4B , the shape and partial displacement or offset position of the ribbed fourth and fifth bottom portions  446 ,  448  relative to the other bottom portions provides the apparatus  400  a greater stiffness at the fourth and fifth bottom portions  446 ,  448  as compared to the other bottom portions. It should be understood that top and/or bottom portions respectively arranged in an alternating series in ribbed configurations in the manner of exemplary first through fifth top portions  430 - 438  and exemplary first through fifth bottom portions  440 - 448  may also vary in stiffness through, for example, variations in the thickness T 5 , material composition and/or through the addition of strengthening features, such as strengthening beads applied thereto. 
         [0031]    The rear portion  410 , the forward portion  412 , the sidewalls  424 ,  426 , the top portions  430 - 438  and the bottom portions  440 - 448  enclose an interior volume  450 . The pressure sensors  420  are in fluid communication with the interior volume  450 . 
         [0032]    As similarly set forth above with regard to the exemplary apparatuses  200  and  300 , the apparatus  400  provides a range of responses to impact forces applied to the front end  12  of the vehicle  10 , toward sensing and/or absorbing kinetic energy in the event of a collision or impact with the front end  12  of the vehicle  10 . For example, through the variations in stiffness from the ribbed configuration of the first through fifth top portions  430 - 438  and the first through fifth bottom portions  440 - 448 , the apparatus  400  is partially deformable in response to relatively low impact forces, such as a collision of the vehicle  10  with a pedestrian, so as to generate a change in the pressure of interior volume  450  which may be detected by pressure sensors  420 . The pressure sensors  420  generate pressure signals from which the vehicle computer may discriminate between objects, so as to further control the operation of collision mitigation equipment and systems. The remaining relatively stiffer portions of the apparatus  400  deform, crush, or flatten at relatively greater impact forces in order to absorb kinetic energy in the event of a collision or impact with the front end  12  of the vehicle  10 , towards mitigating the energy transferred to the bumper beam and other parts of vehicle  10  during collisions generating such relatively greater impact forces. Accordingly, the apparatus  400  provides energy-absorbing and sensing functionality for vehicle  10  in response to a wide range of impact forces. 
         [0033]      FIG. 5  is a perspective view of another exemplary energy-absorbing and sensing apparatus  500  engaged with the bumper beam  22  of vehicle  10 . The apparatus  500  is a closed body with a generally elongate duct shape with rear and forward portions  510 ,  512  extending across the width thereof. The apparatus  500  includes first and second sidewalls  524 ,  526  coupled between the rear and front portions  510 ,  512  at opposing ends thereof, respectively. The sensors  520  are respectively secured to the first and second sidewalls  524 ,  526 . The apparatus  500  further includes first through fifth top portions  530 - 538  extending across the apparatus  500 . The first, second and third top portions  530 ,  532 ,  534  are arranged in an alternating series with fourth and fifth top portions  536 ,  538  in a ribbed configuration between the rear portion  510  and the forward portion  512 . The first top portion  530  is adjacent to and engages a top edge  560  of the rear portion  510  on one side thereof, and, on the other, the fourth top portion  536 , which is in the shape of an exterior rib. The second top portion  532  is adjacent to and engages the fourth top portion  536  on one side, and, on the other side, the fifth top portion  538 , which is also in the shape of an exterior rib. The third top portion  534  is adjacent to and engages the fourth top portion  536  on one side, and, on the other side, a top edge  562  of the forward portion  512 . The apparatus  500  also includes through fifth bottom portions  540 - 548  extending across the apparatus  500 . The first, second and third bottom portions  540 ,  542 ,  544  are arranged in an alternating series with fourth and fifth bottom portions  546 ,  548  in a ribbed configuration between the rear portion  510  and the forward portion  512 , similar to the first through fifth top portions  530 - 538  set forth herein. 
         [0034]    The ribbed configurations of the first through fifth top portions  530 - 538  and of the first through fifth bottom portions  540 - 548  provide the apparatus  400  with a varying stiffness as described herein with respect to the exemplary first through fifth top portions  430 - 438  and exemplary first through fifth bottom portions  440 - 448  of the apparatus  400 . Furthermore, the apparatus  500  is provided a varying stiffness through the variation in size of the forward portion  512  along the width of the apparatus  500 , illustrated through the height or thickness T 7  being greater than heights or thicknesses T 6  and T 8 . 
         [0035]    The rear portion  510 , the forward portion  512 , the sidewalls  524 ,  526 , the top portions  530 - 538  and the bottom portions  540 - 548  enclose an interior volume  550 . The pressure sensors  520  are in fluid communication with the interior volume  550 . 
         [0036]    As similarly set forth above with regard to the exemplary apparatuses  200 ,  300  and  400 , the apparatus  500  provides a range of responses to impact forces applied to the front end  12  of the vehicle  10 , toward sensing and/or absorbing kinetic energy in the event of a collision or impact with the front end  12  of the vehicle  10 . For example, through the variations in stiffness, the apparatus  500  is partially deformable in response to relatively low impact forces, such as a collision of the vehicle  10  with a pedestrian, so as to generate a change in the pressure of interior volume  550  which may be detected by pressure sensors  520 . The pressure sensors  520  generate pressure signals from which the vehicle computer may discriminate between objects, so as to further control the operation of collision mitigation equipment and systems. The remaining relatively stiffer portions of the apparatus  500  deform, crush, or flatten at relatively greater impact forces in order to absorb kinetic energy in the event of a collision or impact with the front end  12  of the vehicle  10 , towards mitigating the energy transferred to the bumper beam and other parts of vehicle  10  during collisions generating such relatively greater impact forces. Accordingly, the apparatus  500  provides energy-absorbing and sensing functionality for vehicle  10  in response to a wide range of impact forces. 
         [0037]    An energy-absorbing and sensing apparatus according to the present disclosure may also vary in configuration with variations in shape and/or material composition across the width thereof, alone or in combination with variations in configuration, size or thickness as discussed herein. For example, an energy-absorbing and sensing apparatus according to the present disclosure may include have a variety of cross-sectional shapes, including, for example, circular, elliptical, and rectangular. 
         [0038]      FIG. 6  is a diagram of an exemplary process  600  for utilizing an exemplary energy-absorbing and sensing apparatus of the present disclosure, e.g. apparatus  200 ,  300 ,  400  or  500 . 
         [0039]    The process  600  begins in a block  605 , in which the vehicle  10  commences or continues operation. Following the block  605 , in a block  610 , the computer  105  receives collected data  115 . As mentioned above, collected data  115  may be provided via one or more of a variety of data collection devices  110 , including pressure sensors  220 , and may include data concerning vehicle  10  speed, pitch, yaw, roll, environmental conditions, road conditions, etc. 
         [0040]    Following the block  610 , in a block  615 , the computer  105  evaluates collected data  115  gathered as described with respect to the block  610  to determine whether a pressure signal from pressure sensors  220  has been received. If a pressure signal from pressure sensors  220  has been received, next, in a block  620 , the computer  105  and module  106  compare the pressure signal from pressure sensors  220  to calibrated thresholds, stored as a part of parameters  116 , for the energy-absorbing and sensing apparatus. 
         [0041]    Next, in blocks  625  and  630 , the computer  105  and the module  106  determine the impact severity based on the comparison at block  620 , and classify the impact according to the severity relative to additional stored parameters  116 . For example, if the impact is within a known severity corresponding with the severity of impacts with pedestrians, the computer  105  and module  106  classify the impact as a pedestrian impact. 
         [0042]    Next, in a block  635 , the computer  105  and module  106  determine whether any collision mitigation systems  120  are to be operated, based on the classification and severity of the impact as determined in blocks  625 - 630 . If any collision mitigation systems  120  are to be operated, next, in blocks  640 - 645 , the computer  105  and the module  106  select and apply operational parameters for the collision mitigation systems  120  from the stored parameters  116 . 
         [0043]    Following block  645 , or block  615 , if no pressure signal from pressure sensors  220  is initially received, then the block  650  is executed next, to determine if vehicle  10  is to remain in operation. If not, the process  600  ends. If vehicle  10  remains in operation, process  600  returns to the blocks  605 ,  610 , and  615 . Computing devices such as those discussed herein generally each include instructions executable by one or more computing devices such as those identified above, and for carrying out blocks or steps of processes described above. For example, process blocks discussed above may be embodied as computer-executable instructions. 
         [0044]    Computer-executable instructions may be compiled or interpreted from computer programs created using a variety of programming languages and/or technologies, including, without limitation, and either alone or in combination, Java™, C, C++, Visual Basic, Java Script, Perl, HTML, etc. In general, a processor (e.g., a microprocessor) receives instructions, e.g., from a memory, a computer-readable medium, etc., and executes these instructions, thereby performing one or more processes, including one or more of the processes described herein. Such instructions and other data may be stored and transmitted using a variety of computer-readable media. A file in a computing device is generally a collection of data stored on a computer readable medium, such as a storage medium, a random access memory, etc. 
         [0045]    A computer-readable medium includes any medium that participates in providing data (e.g., instructions), which may be read by a computer. Such a medium may take many forms, including, but not limited to, non-volatile media, volatile media, etc. Non-volatile media include, for example, optical or magnetic disks and other persistent memory. Volatile media include dynamic random access memory (DRAM), which typically constitutes a main memory. Common forms of computer-readable media include, for example, a floppy disk, a flexible disk, hard disk, magnetic tape, any other magnetic medium, a CD-ROM, DVD, any other optical medium, punch cards, paper tape, any other physical medium with patterns of holes, a RAM, a PROM, an EPROM, a FLASH-EEPROM, any other memory chip or cartridge, or any other medium from which a computer can read. 
         [0046]    In the drawings, the same reference numbers indicate the same elements. Further, some or all of these elements could be changed. Accordingly, it is to be understood that the above description is intended to be illustrative and not restrictive. Many embodiments and applications other than the examples provided would be apparent to those of skill in the art upon reading the above description. The scope of the invention should be determined, not with reference to the above description, but should instead be determined with reference to the appended claims, along with the full scope of equivalents to which such claims are entitled. It is anticipated and intended that future developments will occur in the arts discussed herein, and that the disclosed systems and methods will be incorporated into such future embodiments. In sum, it should be understood that the invention is capable of modification and variation and is limited only by the following claims. 
         [0047]    All terms used in the claims are intended to be given their broadest reasonable constructions and their ordinary meanings as understood by those skilled in the art unless an explicit indication to the contrary in made herein. In particular, use of the singular articles such as “a,” “the,” “said,” etc. should be read to recite one or more of the indicated elements unless a claim recites an explicit limitation to the contrary.