Patent Publication Number: US-2015066307-A1

Title: Mitigation of vehicle shallow impact collisions

Description:
TECHNICAL FIELD 
     The present disclosure generally relates to the field of vehicles and, more specifically, to methods and systems for mitigating shallow offset events for vehicles. 
     BACKGROUND 
     Many vehicles today, such as automobiles, have various features that include crumple zones, seat belts, airbags, and other features for mitigating vehicle events. One particular type of event, commonly referred to as a “shallow offset” event, occurs when there is a relatively small overlap between a surface of the vehicle and a surface of a barrier in contact with the vehicle during an impact event. Generally, a shallow offset event is considered to occur when less than a predetermined percentage (e.g., twenty five percent) of the front surface of the vehicle comes into contact with the barrier during the event. During a shallow offset event, the force or energy of the event is spread out among a relatively smaller amount of surface area on the vehicle, and the interaction between the wheels (or tires) and the barrier can cause intrusion to the body structure. 
     Accordingly, it is desirable to provide improved methods for mitigating shallow offset events for vehicles. It is also desirable to provide systems for mitigating shallow offset events, and to provide vehicles that include such methods and systems. Furthermore, other desirable features and characteristics of the present invention will be apparent from the subsequent detailed description and the appended claims, taken in conjunction with the accompanying drawings and the foregoing technical field and background. 
     SUMMARY 
     In accordance with an exemplary embodiment, a method is provided. The method includes the steps of determining whether a vehicle is experiencing a shallow offset event, and initiating rotation of one of a plurality of wheels of the vehicle via instructions provided by a processor if the vehicle is experiencing a shallow offset event. 
     In accordance with another exemplary embodiment, a system is provided. The system includes a sensor and a processor. The sensor is onboard a vehicle, and is configured to provide sensor data. The processor is onboard the vehicle, and is coupled to the sensor. The processor is configured to determine, using the sensor data, whether the vehicle is experiencing a shallow offset event using the sensor data, and initiate rotation of one of a plurality of wheels of the vehicle if the vehicle is experiencing a shallow offset event. 
     In accordance with a further exemplary embodiment, a vehicle is provided. The vehicle includes a plurality of wheels and a drive system. The drive system comprises a sensor and a processor. The sensor is configured to provide sensor data. The processor is coupled to the sensor, and is configured to determine, using the sensor data, whether the vehicle is experiencing a shallow offset event using the sensor data, and initiate rotation of one of the plurality of wheels of the vehicle if the vehicle is experiencing a shallow offset event. 
    
    
     
       BRIEF DESCRIPTION OF THE DRAWINGS 
       The present disclosure will hereinafter be described in conjunction with the following drawing figures, wherein like numerals denote like elements, and wherein: 
         FIG. 1  is a functional block diagram of a vehicle that includes a control system, in accordance with an exemplary embodiment; 
         FIG. 2  is a functional block diagram of a control system that can be used in connection with the vehicle of  FIG. 1 , in accordance with an exemplary embodiment; 
         FIG. 3  is a flowchart of a process for mitigating shallow offset vehicle events, and that can be used in connection with the vehicle of  FIG. 1  and the control system of  FIGS. 1 and 2 , in accordance with an exemplary embodiment; and 
         FIGS. 4-7  are illustrations of certain implementations of certain steps of the process of  FIG. 3  in conjunction with the vehicle of  FIG. 1  and the control system of  FIGS. 1 and 2 , in accordance with an exemplary embodiment. 
     
    
    
     DETAILED DESCRIPTION 
     The following detailed description is merely exemplary in nature and is not intended to limit the disclosure or the application and uses thereof. Furthermore, there is no intention to be bound by any theory presented in the preceding background or the following detailed description. 
       FIG. 1  illustrates a vehicle  100 , or automobile, according to an exemplary embodiment. As described in greater detail further below, the vehicle  100  includes a control system  170  that provides functionality that includes mitigation of shallow offset events for the vehicle  100  if the vehicle encounters a barrier. 
     As depicted in  FIG. 1 , the vehicle  100  includes a chassis  112 , a body  114 , four wheels  116 , an electronic control system  118 , a steering system  150 , a braking system  160 , and the above-referenced control system  170 . The body  114  is arranged on the chassis  112  and substantially encloses the other components of the vehicle  100 . The body  114  and the chassis  112  may jointly form a frame. The body  114  (and the vehicle  100 ) includes a driver side end  190 , a passenger side end  192 , a center  193 , a driver side  194 , and a passenger side  195 . The center  193  is equidistant from the driver side end  190  and the passenger side end  192 . The driver side  194  covers the region between the driver side end  190  and the center  193 , and the passenger side  195  covers the region between the passenger side end  192  and the center  193 . 
     The wheels  116  are each rotationally coupled to the chassis  112  near a respective corner of the body  114 . In the depicted embodiment, the wheels  116  include a driver side front wheel  196 , a passenger side front wheel  197 , a driver side rear wheel  198 , and a passenger side rear wheel  199 . 
     The vehicle  100  (as well as each of the target vehicles and third vehicles) may be any one of a number of different types of automobiles, such as, for example, a sedan, a wagon, a truck, or a sport utility vehicle (SUV), and may be two-wheel drive (2WD) (i.e., rear-wheel drive or front-wheel drive), four-wheel drive (4WD) or all-wheel drive (AWD). The vehicle  100  may also incorporate any one of, or combination of, a number of different types of propulsion systems, such as, for example, a gasoline or diesel fueled combustion engine, a “flex fuel vehicle” (FFV) engine (i.e., using a mixture of gasoline and ethanol), a gaseous compound (e.g., hydrogen or natural gas) fueled engine, a combustion/electric motor hybrid engine, and an electric motor. 
     While the vehicle  100  may comprise any number of different types of vehicles in various embodiments, in one exemplary embodiment illustrated in  FIG. 1  the vehicle  100  is a hybrid electric vehicle (HEV), and further includes an actuator assembly  120 , an energy storage system (ESS)  122 , a power inverter assembly (or inverter)  126 , and a radiator  128 . The actuator assembly  120  includes at least one electric propulsion system  129  mounted on the chassis  112  that drives the wheels  116 . In the depicted embodiment, the actuator assembly  120  includes a combustion engine  130  and an electric motor/generator (or motor)  132 . As will be appreciated by one skilled in the art, the electric motor  132  includes a transmission therein, and, although not illustrated, also includes a stator assembly (including conductive coils), a rotor assembly (including a ferromagnetic core), and a cooling fluid or coolant. The stator assembly and/or the rotor assembly within the electric motor  132  may include multiple electromagnetic poles, as is commonly understood. 
     Still referring to  FIG. 1 , the combustion engine  130  and the electric motor  132  are integrated such that one or both are mechanically coupled to at least some of the wheels  116  through one or more drive shafts (also referred to herein as axles)  134 . In one embodiment, the vehicle  100  is a “series HEV,” in which the combustion engine  130  is not directly coupled to the transmission, but coupled to a generator (not shown), which is used to power the electric motor  132 . In another embodiment, the vehicle  100  is a “parallel HEV,” in which the combustion engine  130  is directly coupled to the transmission by, for example, having the rotor of the electric motor  132  rotationally coupled to the drive shaft of the combustion engine  130 . 
     The ESS  122  is mounted on the chassis  112 , and is electrically connected to the inverter  126 . The ESS  122  preferably comprises a battery having a pack of battery cells. In one embodiment, the ESS  122  comprises a lithium iron phosphate battery, such as a nanophosphate lithium ion battery. Together the ESS  122  and electric propulsion system(s)  129  provide a drive system to propel the vehicle  100 . 
     The radiator  128  is connected to the frame at an outer portion thereof and although not illustrated in detail, includes multiple cooling channels therein that contain a cooling fluid (i.e., coolant) such as water and/or ethylene glycol (i.e., “antifreeze”) and is coupled to the combustion engine  130  and the inverter  126 . 
     The steering system  150  is mounted on the chassis  112 , and controls steering of the wheels  116 . The steering system  150  includes a steering wheel and a steering column (not depicted). The steering wheel receives inputs from a driver of the vehicle. The steering column results in desired steering angles for the wheels  116  via the drive shafts  134  based on the inputs from the driver. 
     The braking system  160  is mounted on the chassis  112 , and provides braking for the vehicle  100 . The braking system  160  receives inputs from the driver via a brake pedal (not depicted), and provides appropriate braking via brake units (also not depicted). The driver also provides inputs via an accelerator pedal (not depicted) as to a desired speed or acceleration of the vehicle, as well as various other inputs for various vehicle devices and/or systems, such as one or more vehicle radios, other entertainment systems, environmental control systems, lightning units, navigation systems, and the like (also not depicted). 
     The control system  170  is mounted on the chassis  112 . The control system  170  may be coupled to various other vehicle devices and systems, such as, among others, the actuator assembly  120 , the steering system  150 , the braking system  160 , and the electronic control system  118 . The control system  170  provides features for the vehicle, including mitigation of shallow offset events involving the vehicle  100  by initiating rotation of one or more of the wheels  116  when a shallow offset event occurs, in accordance with the process described further below in connection with  FIGS. 3-7 . As discussed further below in connection with the process of  FIGS. 3-7 , the control system  170  preferably rotates an angle of the front wheels  196 ,  197  during a shallow offset event (preferably, shortly after the shallow offset begins between the vehicle  100  and a barrier and before the front wheels contact the barrier), with the direction of rotation determined based on the location of impact, to help improve energy management during the shallow offset event. 
     In certain embodiments, the control system  170  includes or is coupled to one or more actuators  180  that are coupled to one or more of the wheels  116  for initiating rotation of one or more of the wheels  116  via instructions provided by the control system  170  when a shallow offset event occurs. In certain other embodiments, the control system  170  includes or is coupled to one or more actuators  180  that are coupled to the axle  134  for initiating rotation of one or more of the wheels  116  via instructions provided by the control system  170  when a shallow offset event occurs. In certain other embodiments, the control system  170  includes or is coupled to one or more airbags  182  that are disposed proximate one or more of the wheels  116  for initiating rotation of one or more of the wheels  116  via instructions provided by the control system  170  when a shallow offset event occurs. 
     In addition, although not illustrated as such, the control system  170  (and/or one or more components thereof) may be integral with the electronic control system  118  and may also include one or more power sources. The control system  170  preferably conducts various steps of the process  300  and the steps and sub-processes thereof of  FIGS. 3-7 . 
     With reference to  FIG. 2 , a functional block diagram is provided for the control system  170  of  FIG. 1 , in accordance with an exemplary embodiment. As depicted in  FIG. 2 , the control system  170  includes a sensor unit  202 , an actuator unit  204  and/or airbag unit  206 , and a controller  208 , each of which are preferably disposed onboard the vehicle  100 . 
     The sensor unit  202  includes an electronic frontal sensor (EFS)  210  and/or one or more additional sensors  212 . The EFS  210  is disposed on a front surface of the vehicle  100  of  FIG. 1 , and utilizes EFS  210  measured values to provide sensor data pertaining to any frontal encounters that may occur between the vehicle  100  and an object (also referred to herein as a barrier). In one embodiment, the EFS  210  is disposed on a structural member of the front of the vehicle. The sensor data from the EFS  210  preferably includes changes in vehicle velocity shortly after impact between the vehicle and the barrier for use in determining whether such an event is a shallow offset event. 
     The additional sensors  212  (all preferably disposed onboard the vehicle  100 ) include one or more cameras  214 , radar devices  216  (such as long and short range radar detection devices, lasers, and/or ultrasound devices), and/or other detection devices  218  (such as, by way of example, light detection and ranging (LIDAR) and/or vehicle-to-vehicle (V2V) communications). The cameras  214  provide camera data pertaining to the barrier and its positioning respect to the vehicle  100  prior to impact for subsequent use in determining whether an event is a shallow offset event. The radar devices  216  provide radar data pertaining to the barrier and its positioning respect to the vehicle  100  prior to impact for subsequent use in determining whether an event is a shallow offset event, and the other detection devices  218  (if any) utilize their respective technologies in providing similar data. 
     It will be appreciated that the specific sensors of the sensor unit  202  may vary in different embodiments. For example, in certain embodiments there may be an EFS  210  without any additional sensors  212 , or vice versa. By way of further example, the additional sensors  212  may vary, and so on. In each of these embodiments, the sensor unit  202  preferably provides data pertaining to these various types of information to the controller  208  for processing and for mitigating shallow offset vehicle events. 
     The actuator unit  204  is also coupled to the controller  208 . In one embodiment, the actuator unit  204  includes one or more wheel actuators  220  that are connected to one or more of the wheels  116  (preferably to one or more of the front wheels  196 ,  197 ) of the vehicle  100  that implement instructions from the controller  208  to initiate rotation of one or more of the wheels  116  during a shallow offset event. In another embodiment, the actuator unit  204  includes one or more axle actuators  222  that are connected to an axle of the vehicle (preferably to the front axle  134 ) that implement instructions from the controller  208  to initiate movement of the axle, to thereby initiate rotation of one or more of the wheels  116 . 
     The airbag unit  206  is also coupled to the controller  208 . In one embodiment, the airbag unit  206  comprises one or more airbags that are disposed proximate (and preferably adjacent to) one or more of the wheels  116  (preferably one or more of the front wheels  196 ,  197 ) of the vehicle  100 . In one such embodiment, the airbag unit  206  is disposed directly behind, or rearward, of one of the wheels  116 . However, this may vary in other embodiments. The airbags are inflated in accordance with instructions provided by the controller  208  to initiate rotation of one or more of the wheels  116  during a shallow offset event. 
     The controller  208  (preferably disposed onboard the vehicle  100 ) is coupled to the sensor unit  202 , as well as to the actuator unit  204  and/or airbag unit  206 . The controller  208  processes the data and information received from the sensor unit  202 , makes determinations as to the type of event between the vehicle  100  and a barrier (including whether the event is a shallow offset event, and a side of the vehicle  100  in which the event is occurring), and takes action to mitigate shallow offset events through selective rotation of one or more of the wheels  116  of the vehicle  100  (preferably, via instructions provided to the steering system  150 , the actuator unit  204 , and/or the airbag unit  206 ), in accordance with the steps of the process described further below in connection with  FIGS. 3-7 . The selective rotation of the one or more wheels  116  may be attained via different techniques, such as via the steering system  150 , the actuator unit  204 , the airbag unit  206 , and/or a combination thereof, in various embodiments. 
     As depicted in  FIG. 2 , the controller  208  comprises an onboard computer system. In certain embodiments, the controller  208  may also include and/or be part of one or more of the sensor unit  202 , the actuator unit  204 , and/or the airbag unit  206 , and/or components thereof. In addition, it will be appreciated that the controller  208  may otherwise differ from the embodiment depicted in  FIG. 2 . For example, the controller  208  may be coupled to or may otherwise utilize one or more remote computer systems and/or other control systems. 
     In the depicted embodiment, the computer system of the controller  208  includes a processor  224 , a memory  226 , an interface  228 , a storage device  230 , and a bus  232 . The processor  224  performs the computation and control functions of the controller  208 , and may comprise any type of processor or multiple processors, single integrated circuits such as a microprocessor, or any suitable number of integrated circuit devices and/or circuit boards working in cooperation to accomplish the functions of a processing unit. During operation, the processor  224  executes one or more programs  234  contained within the memory  226  and, as such, controls the general operation of the controller  208  and the computer system of the controller  208 , preferably in executing the steps of the processes described herein, such as the steps of the process  300  (and any sub-processes thereof) in connection with  FIGS. 3-7 . The processor  224 , along with the other components of the controller  208 , is preferably disposed onboard the vehicle  100 . 
     The memory  226  can be any type of suitable memory. This would include the various types of dynamic random access memory (DRAM) such as SDRAM, the various types of static RAM (SRAM), and the various types of non-volatile memory (PROM, EPROM, and flash). In certain examples, the memory  226  is located on and/or co-located on the same computer chip as the processor  224 . In the depicted embodiment, the memory  226  stores the above-referenced program  234  along with one or more stored values  236  for mitigating shallow offset events (for example, threshold values for determining whether an event is a shallow offset event, and the like). 
     The bus  232  serves to transmit programs, data, status and other information or signals between the various components of the computer system of the controller  208 . The interface  228  allows communication to the computer system of the controller  208 , for example from a system driver and/or another computer system, and can be implemented using any suitable method and apparatus. It can include one or more network interfaces to communicate with other systems or components. The interface  228  may also include one or more network interfaces to communicate with technicians, and/or one or more storage interfaces to connect to storage apparatuses, such as the storage device  230 . 
     The storage device  230  can be any suitable type of storage apparatus, including direct access storage devices such as hard disk drives, flash systems, floppy disk drives and optical disk drives. In one exemplary embodiment, the storage device  230  comprises a program product from which memory  226  can receive a program  234  that executes one or more embodiments of one or more processes of the present disclosure, such as the steps of the process  300  (and any sub-processes thereof) of  FIGS. 3-7 , described further below. In another exemplary embodiment, the program product may be directly stored in and/or otherwise accessed by the memory  226  and/or a disk (e.g., disk  238 ), such as that referenced below. 
     The bus  232  can be any suitable physical or logical means of connecting computer systems and components. This includes, but is not limited to, direct hard-wired connections, fiber optics, infrared and wireless bus technologies. During operation, the program  234  is stored in the memory  226  and executed by the processor  224 . 
     It will be appreciated that while this exemplary embodiment is described in the context of a fully functioning computer system, those skilled in the art will recognize that the mechanisms of the present disclosure are capable of being distributed as a program product with one or more types of non-transitory computer-readable signal bearing media used to store the program and the instructions thereof and carry out the distribution thereof, such as a non-transitory computer readable medium bearing the program and containing computer instructions stored therein for causing a computer processor (such as the processor  224 ) to perform and execute the program. Such a program product may take a variety of forms, and the present disclosure applies equally regardless of the particular type of computer-readable signal bearing media used to carry out the distribution. Examples of signal bearing media include: recordable media such as floppy disks, hard drives, memory cards and optical disks, and transmission media such as digital and analog communication links. It will similarly be appreciated that the computer system of the controller  208  may also otherwise differ from the embodiment depicted in  FIG. 2 , for example in that the computer system of the controller  208  may be coupled to or may otherwise utilize one or more remote computer systems and/or other control systems. 
       FIG. 3  is a flowchart of a process  300  for mitigating shallow offset events, in accordance with an exemplary embodiment. The process  300  will also be described further below in connection with  FIGS. 4-7 , which depict the vehicle  100  of  FIG. 1  implementing certain steps of the process  300  of  FIG. 3  in accordance with an exemplary embodiment. The process  300  can be implemented in connection with the vehicle  100  of  FIGS. 1 and 2  and the control system  170  of  FIGS. 1 and 2 . The process  300  is preferably performed continuously during a current drive cycle (or ignition cycle) of the vehicle. 
     The process  300  includes the step of obtaining first sensor data (step  302 ). The first sensor data preferably includes data from one or more of the additional sensors  212  of the sensor unit  202  of  FIG. 2  pertaining to a barrier and its position with respect to the vehicle  100  of  FIG. 1  prior to an event between the vehicle  100  and the barrier. In one embodiment, the first sensor data comprises camera data from a camera  214  of  FIG. 2  pertaining to the barrier and its position with respect to the vehicle  100  prior to the vehicle contacting the barrier. In another embodiment, the first sensor data comprises radar data from a radar device  216  of  FIG. 2  pertaining to the barrier and its position with respect to the vehicle  100  prior to the vehicle contacting the barrier. In a further embodiment, the first sensor data comprises other detection data from one or more other detection devices  218  of  FIG. 2  (e.g. a LIDAR device) pertaining to the barrier and its position with respect to the vehicle  100  prior to the vehicle contacting the barrier. The first sensor data of step  302  is provided to the controller  208 , preferably to the processor  224  thereof, for processing. 
     Second sensor data is also obtained (step  304 ). The second sensor data preferably includes data from the EFS  210  of the sensor unit  202  of  FIG. 2  pertaining to a measure of any contact between the barrier and the vehicle  100  of  FIG. 1  for use in detecting when an event has occurred between the vehicle  100  and the barrier. The second sensor data of step  304  is provided to the controller  208 , preferably to the processor  224  thereof, for processing. 
     A determination is made as to whether the vehicle is experiencing an event (step  306 ). As used throughout this application, an “event” refers to contact between the vehicle and the barrier as the vehicle encounters the barrier. The determination is preferably made by the processor  224  of  FIG. 2  using the second sensor data provided by the EFS  210  of  FIG. 2  during step  304 . In one embodiment, a determination is made that an event is occurring between the vehicle and a barrier if the second sensor data provided by the EFS  210  indicates that an absolute value of a rate of change in velocity of the vehicle is greater than a first predetermined threshold. The first predetermined threshold is preferably stored in the memory  226  of  FIG. 2  as one of the stored values  236  thereof. In certain embodiments, other measurements, such as a sensor&#39;s angular velocity/rotation measurements and/or a vehicle deceleration measure, can be used for the determination that the event is occurring. 
     If it is determined in step  306  that the vehicle is not experiencing an event, then the process returns to step  302 . Steps  302 - 306  then repeat, preferably continuously, with updated first sensor data and second sensor data until a determination is made in an iteration of step  306  that the vehicle is experiencing an event in which the. 
     Once it is determined in an iteration of step  306  that the vehicle is experiencing an event, third sensor data is obtained (step  308 ). The third sensor data preferably includes data from the EFS  210  of the sensor unit  202  of  FIG. 2  after the event has begun (i.e., after the vehicle has come into contact with the barrier). The first sensor data of step  302  is provided to the controller  208 , preferably to the processor  224  thereof, for processing. The third sensor data preferably includes measures of rate of change of velocity of the velocity very shortly after (e.g., a few milliseconds after) an event has begun between the vehicle and a barrier. The third sensor data of step  308  is provided to the controller  208 , preferably to the processor  224  thereof, for processing. In certain embodiments, other measurements, such as a sensor&#39;s angular velocity/rotation measurements and/or a vehicle deceleration measure, may also be obtained. The various data is preferably provided in parallel from multiple sources (e.g., multiple sensors of the sensor unit  202 ) to the processor  224 . 
     A determination is made as to whether the event is a shallow offset event (step  310 ). As mentioned above, a shallow offset event is considered to occur when less than a predetermined percentage of the front surface of the vehicle comes into contact with the barrier during the event. In one such example, this predetermined percentage is equal to twenty five percent. This determination is preferably made by the processor  224  of  FIG. 2  via the first sensor data of step  302  and/or the third sensor data of step  308 . In certain embodiments, the determination of step  310  is made also using other measurements, such as a sensor&#39;s angular velocity/rotation measurements and/or a vehicle deceleration measure. 
     In one embodiment, a determination is made that the event between the vehicle and the barrier is a shallow offset based on the third sensor data of step  308  that is measured immediately or very shortly after (e.g., a few milliseconds after) the beginning of the event. In one such example, the event is determined to be a shallow offset event if an absolute value of a rate of change in velocity of the vehicle from the third sensor data of step  308  (preferably, generated by the EFS  210  very shortly after the event begins) is greater than a second predetermined threshold. The second predetermined threshold is preferably stored in the memory  226  of  FIG. 2  as one of the stored values  236  thereof. 
     In certain other embodiments, a determination is made as to whether the event between the vehicle and the barrier is a shallow offset based on the first sensor data of step  302  that is generated prior to the beginning of the event. In one such example, the event is determined to be a shallow offset event if camera data from step  302  taken prior to the event indicates that less than twenty five percent of the front surface of the vehicle is about to come into contact with the barrier during the event. In another such example, the event is determined to be a shallow offset event if radar data from step  302  taken prior to the event indicates that less than twenty five percent of the front surface of the vehicle is about to come into contact with the barrier during the event. In certain other such examples, the event is determined to be a shallow offset event if other data (e.g., from a LIDAR device) from step  302  taken prior to the event indicates that less than twenty five percent of the front surface of the vehicle is about to come into contact with the barrier during the event. In certain embodiments, one or more of the cameras  214  and/or radar devices  216  of  FIG. 2  recognize the object size and location in front of vehicle and feeds the information to the processor to be part of the decision making process. 
     In certain embodiments, the first sensor data of step  302  and the third sensor data of step  308  are used together for the determination of step  310  as to whether a shallow offset event is occurring. In other embodiments, the first sensor data of step  302  may be used without the third sensor data of step  308 , or vice versa, for determining whether a shallow offset event is occurring. Accordingly, in certain embodiments, one of steps  302  or  308  may not be necessary, and so on. 
     If it is determined in step  310  that a shallow offset event is not occurring, then standard procedures are implemented for events that are not shallow offset events step ( 312 ). For example, in certain embodiments, airbags inside the cabin of the vehicle may be deployed, a fuel pump of the vehicle may be shut down, high voltage electrical vehicle components may be shut down, and so, based on instructions provided by the processor  224  of  FIG. 2 . However, because the event is not a shallow offset event, the processor  224  of  FIG. 2  does not initiate rotation of the wheels during step  312 . 
     Conversely, if it is determined in step  310  that a shallow offset event is occurring, then a determination is made as to a side of the vehicle in which the shallow offset event is predominantly occurring (step  314 ). During step  314 , a determination is preferably made as to whether the shallow offset event is occurring predominantly on the driver side  194  or the passenger side  195  of  FIG. 1 . This determination is preferably made by the processor  224  using the first data of step  302  and/or the third data of step  308  in determining whether a majority of the front surface of the vehicle  100  in contact with the barrier is located on the driver side  194  versus the passenger side  195  of the vehicle  100 . In one embodiment, strategically one or more strategically placed sensors (for example, of the sensor unit  202  of  FIG. 2 ) collect data pertaining to the event, and input the information into a sensing diagnostic module (SDM) (for example, which may be considered part of the controller  108  of  FIG. 2 ), which in turn may process the information and determine, therefrom, the side of the vehicle on which the event is occurring. In one such embodiment, one of the sensors of the sensor unit  202  (e.g., the EFS  210  of  FIG. 2 ) is disposed on a structural member of the front of the vehicle. 
     In addition, during the shallow offset event, rotation of one or more of the wheels is initiated (step  316 ). In one embodiment, during step  316 , the rotation of the one or more wheels (discussed in greater detail below) is initiated in addition to other standard event procedures, such as the above described deployment of airbags inside the cabin of the vehicle, shutting down of the fuel pump of the vehicle, shutting down high voltage vehicle electrical components, and so on. The actions of step  316  are preferably performed via instructions provided by the processor  224  of  FIG. 2 . 
     Similar to the discussion above with respect to  FIGS. 1 and 2 , in one embodiment of step  316 , the processor  224  of  FIG. 2  initiates rotation of the front wheels  196 ,  197  of  FIG. 1  during a shallow offset event by providing instructions to a wheel actuator  220  of  FIG. 2  that is coupled to one or both of the front wheels  196 ,  197 . In another embodiment of step  316 , the processor  224  of  FIG. 2  initiates rotation of the front wheels  196 ,  197  of  FIG. 1  during a shallow offset event by providing instructions to an axle actuator  222  of  FIG. 2  that is coupled to the front axle  134  of  FIG. 1 . In a further embodiment of step  316 , the processor  224  of  FIG. 2  initiates rotation of the front wheels  196 ,  197  of  FIG. 1  during a shallow offset event by providing instructions to one or more airbags disposed adjacent to one or both of the front wheels  196 ,  197  of  FIG. 1 . In any of these examples, the processor  224  preferably initiates automatic rotation of one or more of the front wheels  196 ,  197 . 
     The direction of the wheel rotation initiated in step  316  is based on the side of the vehicle in which the shallow offset event is determined to be occurring, as determined in step  314 . Specifically, if it is determined in step  314  that the shallow offset event is occurring predominantly on the driver side  194  of  FIG. 1 , then wheel rotation is initiated such that a front portion of a wheel on the driver side of the vehicle is turned inward toward a center of the vehicle. Conversely, if it is determined in step  314  that the shallow offset event is occurring predominantly on the passenger side  195  of  FIG. 1 , then wheel rotation is initiated such that a front portion of a wheel on the passenger side of the vehicle is turned inward toward a center of the vehicle. 
     The magnitude of rotation of step  316  may vary in different embodiments. In one embodiment, the wheels are rotated approximately ten degrees, for example, for an average sedan. However, the magnitude of the rotation may vary in different embodiments, and may vary based on the type of vehicle (for example, certain relatively larger vehicles may require a larger magnitude of rotation). For example, for full size trucks, the wheel rotation may be in the range of 15-17 degrees in certain embodiments, and so on. 
     With reference to  FIGS. 4-7 , illustrations are provided of certain implementations of certain steps of the process  300  of  FIG. 3  in conjunction with the vehicle  100  of  FIG. 1  and the control system  170  of  FIGS. 1 and 2 , in accordance with an exemplary embodiment. The example of  FIGS. 4-7  pertains to a shallow offset event between the vehicle  100  and a barrier (also referred to herein as an object)  400 .  FIGS. 4-7  depict movement of the passenger side front wheel  197  during a shallow offset event that occurs predominantly on the passenger side  195  of the vehicle  100  of  FIG. 1 .  FIGS. 4-7  include designations for a front portion  407 , a center  408 , and a rear portion  409  of the wheel  197  with respect to a first axis  402  (extending between the front and rear ends of the vehicle) and a second axis  404  (extending between the driver and passenger ends of the vehicle  100 ). 
       FIG. 4  depicts the vehicle  100  just prior to the event with the barrier  400 . As depicted in  FIG. 4 , assuming that the vehicle  100  is not engaging in a turn, the front  407 , center  408 , and rear  409  portions of the vehicle  100  are each aligned with the first axis  402 . In addition, a lower dash  410  region and rocker structure  411  are also depicted for the vehicle  100 . 
       FIG. 5  depicts the vehicle  100  shortly after the beginning of the event with the barrier  400 . As depicted in  FIG. 5 , once the processor  224  of  FIG. 2  determines that the event is a shallow offset event along with the side of the vehicle  100  on which the event is predominantly occurring (i.e., the passenger side  195 , in the depicted embodiment) in steps  310  and  314  of  FIG. 3 , the processor  224  provides instructions that result in the front portion  407  of the passenger side front wheel  197  to turn (i.e., rotate) inward toward the center  193  of the vehicle  100  along direction  500  depicted in  FIG. 5 . Alternatively sated, the rear portion  409  of the passenger side front wheel  197  begins to turn (i.e. rotate) outward away from the center  193  of the vehicle  100 . Furthermore, because the driver side front wheel  196  and the passenger side front wheel  197  are both connected to the axle  134  of  FIG. 1 , the driver side front wheel  196  of  FIG. 1  will rotate such that the front portion of the driver side front wheel  196  turns away from the center  193  of the vehicle  100  while the rear portion of the driver side front wheel  196  turns toward the center  193  of the vehicle  100  under the conditions depicted in  FIG. 5 . As mentioned above, in one embodiment, the wheels  116  are rotated approximately ten degrees in this manner with respect to the first axis  402 . However, the magnitude of the rotation may vary in different embodiments, and may vary based on the type of vehicle (for example, certain relatively larger vehicles may require a larger magnitude of rotation). 
       FIG. 6  depicts the vehicle  100  a short time period (for example, a few milliseconds) after the conditions of  FIG. 5 , but just before the wheel  197  (or tire surrounding the wheel  197 ) contacts the barrier  400 . As depicted in  FIG. 6 , in one embodiment, the wheel  197  may break off from a knuckle of the vehicle  100  along direction  600  as the wheel  197  (or the tire surrounding the wheel  197 ) contacts that barrier  400  and the barrier  400  loads the wheel  197  (or the tire surrounding the wheel  197 ). 
       FIG. 7  depicts the vehicle  100  after the wheel  197  (or tire surrounding the wheel  197 ) contacts the barrier  400 . As depicted in  FIG. 7 , at this point the wheel  197  preferably detaches from the vehicle  100  itself along direction  700 . This results in a load in the rocker structure  411 , but not the lower dash  410  region, of the vehicle. 
     The shallow offset mitigation illustrated in  FIGS. 3-7  can help to improve energy management for the vehicle during a shallow offset event. For example, the selective wheel rotation helps to avoid situations that may occur during a typical shallow offset event (without the selective wheel rotation), which can cause intrusion and unwanted loads to the body structure via the wheel&#39;s engagement of the barrier during a typical shallow offset event. 
     While  FIGS. 4-7  depict an example in which the shallow offset event occurs predominantly on the passenger side  195  of the vehicle  100 , this example can be easily extrapolated to a second example in which the shallow offset event occurs predominantly on the driver side  194  of the vehicle  100 . In such a second example,  FIGS. 4-7  would remain essentially the same, except that a front portion of driver side front wheel  196  would rotate inward toward the center  193  of the vehicle  100 , while a rear portion of driver side front wheel  196  would rotate outward away from the center  193  of the vehicle  100 . Similarly, in such a second example in which the shallow offset event occurs primarily on the driver side  194  of the vehicle, the front portion  407  of the passenger side front wheel  197  (because it is connected to the driver side front wheel  196  via axle  134 ) would rotate outward away from the center  193  of the vehicle  100 , while the rear portion  149  of the passenger side front wheel  197  would rotate inward toward the center  193  of the vehicle  100 . 
     Accordingly, methods and systems, and vehicles are provided for mitigating shallow offset vehicle events. While a shallow offset event is occurring, one or more of the wheels of the vehicle or selectively rotated during the event to help mitigate the effects of the event. 
     It will be appreciated that the disclosed methods, systems, and vehicles may vary from those depicted in the Figures and described herein. For example, the vehicle  100 , control system  170 , and/or various components thereof may vary from that depicted in  FIGS. 1 and 2  and described in connection therewith. In addition, it will be appreciated that certain steps of the process  300  may vary from those depicted in  FIGS. 3-7  and/or described above in connection therewith. It will similarly be appreciated that certain steps of the process described above (and/or sub-processes or sub-steps thereof) may occur simultaneously or in a different order than that depicted in  FIGS. 3-7  and/or described above in connection therewith. 
     While at least one exemplary embodiment has been presented in the foregoing detailed description, it should be appreciated that a vast number of variations exist. It should also be appreciated that the exemplary embodiment or exemplary embodiments are only examples, and are not intended to limit the scope, applicability, or configuration of the invention in any way. Rather, the foregoing detailed description will provide those skilled in the art with a convenient road map for implementing the exemplary embodiment or exemplary embodiments. It should be understood that various changes can be made in the function and arrangement of elements without departing from the scope of the invention as set forth in the appended claims and the legal equivalents thereof.