Patent Publication Number: US-11650085-B2

Title: Methods and apparatus to facilitate active protection of peripheral sensors

Description:
CROSS-REFERENCE TO RELATED APPLICATIONS 
     The present disclosure claims priority to, the benefit of, and is a divisional of U.S. application Ser. No. 16/105,721, filed Aug. 20, 2018, which is hereby incorporated by reference herein in its entirety. 
    
    
     TECHNICAL FIELD 
     The present disclosure generally relates to vehicle sensors and, more specifically, to methods and apparatus to facilitate active protection of peripheral sensors. 
     BACKGROUND 
     Vehicles, especially autonomous vehicles, are equipped with a plurality of sensors, such as radars, cameras, LiDAR, etc. These sensors play a vital role in providing driver assistance and safety features. The unavailability of any one of the sensors can degrade features of the vehicle. In the case of autonomous vehicles, the equipped sensors may be crucial to the functioning of the autonomous vehicle and the unavailability of any one of the sensors may stop the autonomous vehicle from functioning. 
     SUMMARY 
     The appended claims define this application. The present disclosure summarizes aspects of the embodiments and should not be used to limit the claims. Other implementations are contemplated in accordance with the techniques described herein, as will be apparent to one having ordinary skill in the art upon examination of the following drawings and detailed description, and these implementations are intended to be within the scope of this application. 
     Example embodiments are shown for facilitating active protection of peripheral sensors. An example disclosed vehicle includes a sensor and a sensor protector. The example sensor protector is configured to, responsive to a vehicle collision, obtain diagnostic information from the sensor. The example sensor protector is also configured to determine whether to move the sensor from a first position to a second position based on the diagnostic information. The example sensor protector is also configured to cause the sensor to from the first position to the second position based on the determination. 
     An example disclosed method includes detecting, via a processor of a vehicle, that a collision associated with the vehicle occurred, and responsive to the vehicle collision, obtaining, via the processor, diagnostic information from a sensor. The example method also includes determining, via the processor, whether to move the sensor from a first position to a second position based on the diagnostic information, and causing the sensor to move from the first position to the second position based on the determination 
     An example disclosed apparatus includes a housing including a front upper bracket, a front lower bracket, and a groove. The example apparatus also includes a sensor mounted to the housing and positioned between the front upper bracket and the front lower bracket, and wherein the housing and the sensor rotate along the groove of the housing. 
    
    
     
       BRIEF DESCRIPTION OF THE DRAWINGS 
       For a better understanding of the invention, reference may be made to embodiments shown in the following drawings. The components in the drawings are not necessarily to scale and related elements may be omitted, or in some instances proportions may have been exaggerated, so as to emphasize and clearly illustrate the novel features described herein. In addition, system components can be variously arranged, as known in the art. Further, in the drawings, like reference numerals designate corresponding parts throughout the several views. 
         FIG.  1    illustrates an example vehicle in accordance with the teachings herein. 
         FIG.  2    is an enlarged fragmentary front view of an example active protection sensor of the vehicle of  FIG.  1   . 
         FIG.  3    is an enlarged fragmentary back view of the example active protection sensor of  FIG.  2   . 
         FIG.  4    is an enlarged fragmentary side view of the example active protection sensor of  FIG.  2   . 
         FIG.  5    is an enlarged fragmentary front perspective view of the active protection sensor of  FIG.  2   . 
         FIG.  6 A  and  FIG.  6 B  are side diagrammatical views of one example embodiment of the active protection sensor transitioning from a non-activated position to an activated position. 
         FIG.  7 A ,  FIG.  7 B , and  FIG.  7 C  are side diagrammatical views of another example embodiment of the active protection sensor transitioning from the non-activated position to the activated position. 
         FIG.  8    is a block diagram of electronic components of the vehicle of  FIG.  1   . 
         FIG.  9    is a flowchart of a method to activate the active protection sensors of the vehicle of  FIGS.  1 - 8    in response to detecting an impending collision, which may be implemented by the electronic components of  FIG.  8   . 
         FIG.  10    is a flowchart of a method to perform post-impact diagnostics of the active protection sensors of the vehicle of  FIGS.  1 - 8   , which may be implemented by the electronic components of  FIG.  8   . 
     
    
    
     DETAILED DESCRIPTION OF EXAMPLE EMBODIMENTS 
     While the invention may be embodied in various forms, there are shown in the drawings, and will hereinafter be described, some exemplary and non-limiting embodiments, with the understanding that the present disclosure is to be considered an exemplification of the invention and is not intended to limit the invention to the specific embodiments illustrated. 
     Vehicles, especially autonomous vehicles, are equipped with a plurality of sensors, such as radars, cameras, LiDAR, etc. These sensors play a vital role in providing driver assistance and safety features. The unavailability of any one of the sensors can degrade features of the vehicle. In the case of autonomous vehicles, the equipped sensors may be crucial to the functioning of the autonomous vehicle and the unavailability of any one of the sensors may stop the autonomous vehicle from functioning. 
     Examples disclosed herein include a vehicle system to facilitate active protection of peripheral sensors of the vehicle. The vehicle system monitors the vehicle for an impending collision, and, in response to detecting an impending collision, determines portion(s) of the vehicle that may be impacted by the impending collision. The vehicle system then activates (or triggers an activation of) a sensor protection mechanism for the peripheral sensor(s) positioned in the determined portion(s) of the vehicle. In some examples, the vehicle system activates the sensor protection mechanism for the peripheral sensor(s) by triggering an actuator to retract the peripheral sensor(s) away from the periphery of the vehicle. In some examples, the vehicle system activates the sensor protection mechanism for the peripheral sensor(s) by triggering an actuator to rotate (or swivel) the peripheral sensor(s) to change the position of the peripheral sensor relative to the expected position of impact. In some examples, the vehicle system continues monitoring the vehicle to determine whether the detected collision occurred and if no collision occurred (e.g., within an expected time interval, or if the expected path of travel changes, etc.), the vehicle system returns the peripheral sensor(s) to their original position (e.g., at or near the periphery of the vehicle). 
     However, it may not always be possible to detect an impending collision. In some such instances, the vehicle system may be unable to activate the sensor protection mechanism prior to a collision. To further protect the peripheral sensors, the vehicle includes active protection housing in which the peripheral sensors may be mounted. The active protection housing enables additional degrees of freedom for the peripheral sensor during impact. For example, the force of impact may cause a physical activation of the active protection mechanism of the peripheral sensors, resulting in the peripheral sensor being retracted from the periphery of the vehicle and/or rotated away from the location of impact. 
     Once a collision occurs (either previously detected and resulting in a triggered activation of the sensor protection mechanism or not detected and resulting in a physical activation of the sensor protection mechanism), examples disclosed herein include the vehicle system to perform post-impact diagnostics of the peripheral sensors of the vehicle. For example, the vehicle system may request diagnostic information from the peripheral sensors. In some examples, the vehicle system determines whether the sensor protection mechanism was triggered (e.g., the collision was detected as an impending collision). In some such examples, if the vehicle system determines that the sensor protection mechanism was triggered, the vehicle system determines whether the peripheral sensor can be returned to its original position (e.g., at or near the periphery of the vehicle) and returns the peripheral sensor to its original position, if appropriate. In some examples, the vehicle system determines whether the peripheral sensor moved (e.g., relative to its original position at or near the periphery of the vehicle). In some such examples, if the vehicle system determines that the peripheral sensor moved, the vehicle system determines whether the peripheral sensor can be returned to its original position (e.g., at or near the periphery of the vehicle) and returns the peripheral sensor to its original position, if appropriate. In some examples, if the vehicle system determines that the peripheral sensor cannot be returned to its original position, the vehicle system keeps the peripheral sensor in its sensor protection mechanism activated position until a proper inspection of the sensor is performed. 
     By triggering the sensor protection mechanism for the peripheral sensors of the vehicle, the vehicle system increases safety by reducing the likelihood of the user being stranded or traveling at-risk due to a peripheral sensor being disabled. Activating the sensor protection mechanisms may also reduce the cost of repair of the vehicle after an accident. The vehicle system may also facilitate reducing costs associated with driving a vehicle, such as insurance costs. Furthermore, by performing post-impact diagnostics, the vehicle system is able to confirm that the peripheral sensors are able to be returned to their original positions and are properly functioning (e.g., as designed and calibrated). 
     As used herein, “peripheral sensors” are sensors that are positioned at or near the periphery of the vehicle. Peripheral sensors may have an increased likelihood of incurring damage during a collision. For example, a sensor that is positioned in a bumper of the vehicle well may have an increased likelihood of being damaged during a collision with another vehicle and/or an object. 
     As used herein, a “triggered activation” is an activation of the sensor protection mechanism that is caused (or triggered) by the vehicle system. For example, the vehicle system may detect an impending collision and trigger an activation of the sensor protection mechanism for one or more of the peripheral sensors of the vehicle. 
     As used herein, a “physical activation” is an activation of the sensor protection mechanism that is caused due to the impact of a collision. For example, the force of impact may cause the sensor protection mechanism to activate for one or more of the peripheral sensors of the vehicle. 
     As used herein, a “non-activated position” of a peripheral sensor (sometimes referred to herein as an “original position”) is the calibrated position of the peripheral sensor. For example, before the vehicle leaves the factory, a calibrated position (e.g., a  2 D-coordinate or  3 D-coordinate) of each of the peripheral sensors is determined (or measured) with respect to the periphery of the vehicle and/or with respect to another component of the vehicle. The calibrated positions are stored by the vehicle system and used as reference positions, for example, when determining whether the peripheral sensor moved. 
     As used herein, an “activated position” of a peripheral sensor (sometimes referred to herein as a “safe position”) is the position that the peripheral sensor moves to in response to either a triggered activation or a physical activation. For example, in a low intensity crash scenario (e.g., when the vehicle is traveling less than 15 miles per hour, a collision at a stop sign or traffic light, etc.), the activated position of a peripheral sensor may be a retracted position that moves the peripheral sensor out of the crush zone of the vehicle. In some examples, the activated position of a peripheral sensor may be a rotated position that reduces the likelihood of direct contact between the peripheral sensor and the object impacting the vehicle. In some examples, the activated position of a peripheral sensor is a rotated-and-retracted position relative to the non-activated position of the peripheral sensor. 
     Turning to the figures,  FIG.  1    illustrates a vehicle  100  (sometimes referred to herein as a “host vehicle”) operating in accordance with the teachings of this disclosure. The vehicle  100  may be a standard gasoline powered vehicle, a hybrid vehicle, an electric vehicle, a fuel cell vehicle, and/or any other mobility implemented type of vehicle. The host vehicle  100  may be any type of motor vehicle, such as a car, a truck, a semi-trailer truck, or a motorcycle, etc. The host vehicle  100  includes parts related to mobility, such as a powertrain with an engine, a transmission, a suspension, a driveshaft, and/or wheels, etc. The host vehicle  100  may be non-autonomous, semi-autonomous (e.g., some routine motive functions controlled by the host vehicle  100 ), or autonomous (e.g., motive functions are controlled by the host vehicle  100  without direct driver input). 
     In the illustrated example of  FIG.  1   , the vehicle  100  includes a body control module (BCM)  102 , an advanced driving assistance system (ADAS)  104 , an inter-vehicle communication module (IVCM)  106 , an on-board communication module (OBCM)  108 , an infotainment head unit (IHU)  110 , and a sensor protector  112 . 
     The body control module (BCM)  102  controls one or more subsystems throughout the vehicle  100 , such as power windows, power locks, an immobilizer system, power mirrors, etc. For example, the body control module  102  includes circuits that drive one or more of relays (e.g., to control wiper fluid, etc.), brushed direct current (DC) motors (e.g., to control power seats, power locks, power windows, wipers, etc.), stepper motors, LEDs, etc. 
     The advanced driving assistance system (ADAS)  104  facilitates situational awareness around the vehicle  100 . The ADAS  104  may include or may be incorporated into vehicle systems that provide guidance and assistance to drivers, such as blind spot detection and rear collision warning, etc. The ADAS  104  uses sensors (e.g., the sensors  806  of  FIG.  8    below) to detect and identify objects (e.g. vehicles, pedestrian, traffic signs, etc.) around the vehicle  100 . 
     The inter-vehicle communication module (IVCM)  106  includes antenna(s), radio(s) and software to broadcast messages and to establish communication between the vehicle  100  and target vehicles, roadside units, and/or mobile device-based modules (not shown). More information on the inter-vehicle communication network and how the network may communicate with vehicle hardware and software is available in the U.S. Department of Transportation&#39;s Core June 2011 System Requirements Specification (http://www.its.dot.gov/meetings/pdf/CoreSystem_SE_SyRS_RevA%20(2011-06-13).pdf), which is herein incorporated by reference in its entirety along with all of the documents referenced on pages 11 to 14 of the SyRS report. The inter-vehicle communication systems may be installed on vehicles and along roadsides on infrastructure. The inter-vehicle communication systems incorporated into infrastructure (e.g., traffic signals, street lights, municipal cameras, etc.) is known as a “roadside” system or unit. Inter-vehicle communication may be combined with other technologies, such as Global Position System (GPS), Visual Light Communication (VLC), Cellular Communications, and short range radar, facilitating the vehicles communicating their position, speed, heading, relative position to other objects and to exchange information with other vehicles or external computer systems. Inter-vehicle communication systems can be integrated with other systems such as mobile phones. 
     In some examples, the inter-vehicle communication module  106  implements the Dedicated Short Range Communication (DSRC) protocol. Currently, the DSRC network is identified under the DSRC abbreviation or name. However, other names are sometimes used, usually related to a Connected Vehicle program or the like. Most of these systems are either pure DSRC or a variation of the IEEE 802.11 wireless standard. However, besides the pure DSRC system, it is also meant to cover dedicated wireless communication systems between cars and roadside infrastructure systems, which are integrated with GPS and are based on an IEEE 802.11 protocol for wireless local area networks (such as, 802.11p, etc.). 
     The on-board communications module (OBCM)  108  includes wired or wireless network interfaces to enable communication with external networks. The on-board communications module  108  includes hardware (e.g., processors, memory, storage, antenna, etc.) and software to control the wires and/or wireless network interfaces. In the illustrated example, the on-board communications module  108  includes one or more communication controllers for standards-based networks (e.g., Global System for Mobile Communications (GSM), Universal Mobile Telecommunications System (UMTS), Long Term Evolution (LTE), Code Division Multiple Access (CDMA), WiMAX (IEEE 802.16m); local area wireless network (including IEEE 802.11 a/b/g/n/ac or others), and Wireless Gigabit (IEEE 802.11ad), etc.). In some examples, the on-board communications module  108  includes a wired and/or wireless interface (e.g., an auxiliary port, a Universal Serial Bus (USB) port, a Bluetooth® wireless node, etc.) to communicatively couple with a mobile device (e.g., a smartphone, a smart watch, a tablet, etc.). In such examples, the vehicle  100  may communicate with the external network via the coupled mobile device. The external network(s) may be a public network, such as the Internet; a private network, such as an intranet; or combinations thereof, and may utilize a variety of networking protocols now available or later developed including, but not limited to, TCP/IP-based networking protocols. In some examples, the vehicle  100  communicates with an external server, via the on-board communications module  108  to receive information (e.g., weather, traffic, etc.) about a current location of the vehicle  100 . 
     The infotainment head unit (IHU)  110  provides an interface between the vehicle  100  and a user. The infotainment head unit  110  includes digital and/or analog interfaces (e.g., input devices and output devices) to receive input from the user(s) and display information. The input devices may include, for example, a control knob, an instrument panel, a digital camera for image capture and/or visual command recognition, a touch screen, an audio input device (e.g., cabin microphone), buttons, or a touchpad. The output devices may include instrument cluster outputs (e.g., dials, lighting devices, etc.) actuators, a heads-up display, a center console display (e.g., a liquid crystal display (“LCD”), an organic light emitting diode (“OLED”) display, a flat panel display, a solid state display, etc.), and/or speakers. In the illustrated example, the infotainment head unit  110  includes hardware (e.g., a processor or controller, memory, storage, etc.) and software (e.g., an operating system, etc.) for an infotainment system (such as SYNC® and MyFord Touch® by Ford®. Additionally, the infotainment head unit  110  displays the infotainment system on, for example, the center console display. 
     In the illustrated example of  FIG.  1   , the vehicle  100  includes the sensor protector  112  to facilitate active protection of peripheral sensors of the vehicle  100 . The sensor protector  112  monitors the vehicle  100  for an impending collision, determines portion(s) of the vehicle  100  that may be impacted in response to detecting an impending collision, and activates (or triggers) a sensor protection mechanism for the sensor(s) positioned in the determined portion(s) of the vehicle  100 . For example, the sensor protector  112  causes the sensor to move from its original position to a safe position. The sensor protector  112  then continues monitoring the vehicle  100  to determine whether the collision occurs and, if no collision occurred, the sensor protector  112  returns the activated sensors to their original position (e.g., at or near the periphery of the vehicle  100 ). However, if a collision does occur, the sensor protector  112  requests and analyzes diagnostic information from the sensors(s) and/or other control systems of the vehicle (e.g., the BCM  102 , the ADAS  104 , the IVCM  106  and/or the OBCM  108 ). In some such examples, the sensor protector  112  determines whether each of the sensors can be returned to their original position, and returns them to their original position, if appropriate. Otherwise, the sensor protector  112  keeps the respective sensors in their safe position until a proper inspection is performed on the sensors. 
     In the illustrated example of  FIG.  1   , the vehicle  100  includes active protection sensors  114  that are positioned in the front of the vehicle  100  (e.g., in the front bumper of the vehicle  100 ). Each of the active protection sensors  114  is coupled to a corresponding actuator  116  to facilitate triggering the sensor protection mechanism for the respective active protection sensor  114 . For example, a first actuator  116   a  is coupled to a first active protection sensor  114   a . When triggered (e.g., by the sensor protector  112 ), the first actuator  116   a  can cause the first active protection sensor  114   a  to move from a non-activated position to an activated position. The first actuator  116   a  can also cause the first active protection sensor  114   a  to move from the activated position to the non-activated position. In the illustrated example, the first active protection sensor  114   a  and the first actuator  116   a  are positioned in the front-left portion of the vehicle  100 . 
     The example vehicle also includes a second actuator  116   b  that is coupled to a second active protection sensor  114   b . Similar to the first actuator  116   a , the second actuator  116   b  is configured to move the second active protection sensor  114   b  from its non-activated position to its activated position, and from its activated position to its non-activated position, when appropriate. In the illustrated example of  FIG.  1   , the second active protection sensor  114   b  and the second actuator  116   b  are positioned in the front-center portion of the vehicle  100 . 
     The example vehicle also includes a third actuator  116   c  that is coupled to a third active protection sensor  114   c . Similar to the first actuator  116   a  and the second actuator  116   b , the third actuator  116   c  is configured to move the third active protection sensor  114   c  from its non-activated position to its activated position, and from its activated position to its non-activated position, when appropriate. In the illustrated example of  FIG.  1   , the third active protection sensor  114   c  and the third actuator  116   c  are positioned in the front-right portion of the vehicle  100 . 
     In the illustrated example, the sensor protector  112  monitors the vehicle  100  for an impending collision. For example, the sensor protector  112  obtains (e.g., continuously obtains, periodically obtains, and/or aperiodically obtains) information from the sensors and/or other control systems of the vehicle  100  to detect and identify objects (e.g., vehicles, pedestrians, traffic signs, etc.) around the vehicle  100 , in the path of the vehicle  100 , and/or projected to be in the path of the vehicle  100 . 
     When the sensor protector  112  detects an impending collision, the sensor protector  112  determines a plurality of characteristics associated with the detected impending collision. For example, the sensor protector  112  may determine which portion(s) of the vehicle  100  are likely to be impacted if the collision occurs (e.g., the front-left side of the vehicle  100 ), identify one or more active protection sensor(s)  114  included in the determined portion(s) of the vehicle  100  (e.g., the first active protection sensor  114   a ), determine an activation period based on when the impending collision is expected to occur (e.g., three seconds from the moment of detection), the expected direction of impact if the collision occurs, etc. In some examples, the sensor protector  112  modifies the determined activation period. For example, the sensor protector  112  may add a delta (e.g., two seconds) to the expected time of impact when determining the activation period. 
     The example sensor protector  112  of  FIG.  1    then activates a sensor protection mechanism for each of the identified active protection sensors  114 . In the illustrated example, the sensor protector  112  triggers the corresponding actuator  116  to activate the sensor protection mechanism. As described below in connection with  FIGS.  2  to  7   , when the sensor protector  112  activates the sensor protection mechanism for an active protection sensor  114 , the active protection sensor  114  may retract from its non-activated position to its activated position, may rotate from its non-activated position to its activated position, and/or may rotate-and-retract from its non-activated position to its activated position. 
     In some examples, the sensor protector  112  activates the sensor protection mechanism for an active protection sensor  114  based on an expected angle and/or position of impact with respect to the vehicle  100 . For example, in a head-on collision, the sensor protector  112  may activate the sensor protection mechanism for one or more of the active protection sensors  114  by retracting them from their non-activated positions to their activated position to move the respective active protection sensors  114  out of an expected crush (or crumple) zone of the front of the vehicle  100 . In other examples, the sensor protector  112  may determine that rotating the one or more active protection sensor(s)  114  from their non-activated position to their activated position is more likely to protect the integrity (or functionality) of the respective active protection sensors  114 . In other examples, the sensor protector  112  may determine that rotating-and-retracting the one or more active protection sensor(s)  114  from their non-activated position to their activated position is more likely to protect the integrity of the respective active protection sensors  114 . 
     After the sensor protector  112  triggers the respective sensor protection mechanisms for the identified active protection sensors  114 , the sensor protector  112  continues monitoring the vehicle  100  for the impending collision. For example, the sensor protector  112  may identify changes in the path of the vehicle  100  and/or the expected object of collision. In some examples, the sensor protector  112  continues monitoring the vehicle  100  for the impending collision until the threat of the impending collision is no longer present (e.g., in response to a change in path of the vehicle  100  and/or the expected object of collision, an update in an impending collision calculation, etc.). In some examples, the sensor protector  112  continues monitoring the vehicle  100  for the impending collision until the activation period expires. For example, if the activation period is three seconds, the sensor protector  112  continues monitoring the vehicle  100  for the impending collision for three seconds. 
     Once the sensor protector  112  determines that the impending collision is not occurring (or did not occur), the sensor protector  112  causes the active protection sensors  114  to return to their non-activated position. For example, the sensor protector  112  causes the first actuator  116   a  to move the first active protection sensor  114   a  from its activated position to its non-activated position. 
     In the unfortunate scenario where a collision between the vehicle  100  and another object does occur, the example sensor protector  112  performs post-impact diagnostics on the active protection sensors  114  of the vehicle  100 . By performing post-impact diagnostics, the sensor protector  112  is able to confirm that the active protection sensors  114  are able to be returned to their non-activated positions and are properly functioning (e.g., as designed and calibrated). For example, when the vehicle  100  is manufactured or from time-to-time (e.g., after a major repair, etc.), the sensor protector  112  determines (or measures) reference positions (e.g., 2-D coordinates, 3-D coordinates, etc.) of each of the active protection sensors  114 . In some examples, the reference positions indicate a position of the corresponding active protection sensor  114  relative to the vehicle  100  and/or another component of the vehicle  100 . In some examples, the reference positions include an orientation of the active protection sensors  114 . The reference positions are stored in memory (e.g., memory  810  of  FIG.  8    below) of the vehicle  100  and are used by the sensor protector  112  to detect changes in the position and/or orientation of the active protection sensors  114  indicative of a misaligned active protection sensor and/or a sensor operating with diminished capabilities. 
     In the illustrated example, respective to a collision occurring, the sensor protector  112  requests diagnostic information from the active protection sensors  114  and/or the other control systems of the vehicle  100 . The obtained diagnostic information may include, for example, whether the sensor protection mechanism was triggered for an active protection sensor  114 , whether an active protection sensor  114  is disconnected or experiencing an electrical issue, whether an actuator  116  was triggered, whether an active protection sensor  114  was activated (e.g., caused to move from a non-activated position to an activated position in response to either a triggered activation or a physical activation), position information and/or proximity information of the active protection sensor  114  relative to the periphery of the vehicle  100  and/or relative to another component of the vehicle  100 , etc. 
     The example sensor protector  112  analyzes the obtained diagnostic information to determine, for each active protection sensor  114  of the vehicle  100 , whether to keep the active protection sensor  114  in its non-activated position, keep the active protection sensor  114  in its activated position, move the active protection sensor  114  from its activated position to its non-activated position, or move the active protection sensor  114  from its non-activated position to its activated position. 
     In some examples, to determine whether to keep the first active protection sensor  114   a  in its non-activated position, the sensor protector  112  confirms, based on the obtained diagnostic information, that the sensor protector  112  did not trigger activation of the sensor protection mechanism for the first active protection sensor  114   a . Additionally or alternatively, the sensor protector  112  may confirm, based on the obtained diagnostic information, that the first actuator  116   a  was not triggered (e.g., by the sensor protector  112 ). Additionally or alternatively, the sensor protector  112  may confirm, based on the obtained diagnostic information, that the position and orientation information of the first active protection sensor  114   a  is the same as (or within a threshold difference of) the reference position and orientation information associated with the first active protection sensor  114   a.    
     In some examples, to determine whether to keep the first active protection sensor  114   a  in its activated position, the sensor protector  112  confirms, based on the obtained diagnostic information, that the first active protection sensor  114   a  is not in its non-activated position. Additionally or alternatively, the sensor protector  112  may confirm, based on the obtained diagnostic information, that the position and/or orientation information of the first active protection sensor  114   a  is not the same as (and not within a threshold difference of) the reference position and/or orientation information associated with the first active protection sensor  114   a . Additionally or alternatively, the sensor protector  112  may confirm, based on the obtained diagnostic information, that the first actuator  116   a  is unable to move the first active protection sensor  114   a  from the activated position to the non-activated position. For example, the sensor protector  112  may determine that there is an electrical disconnection between the first actuator  116   a  and the first active protection sensor  114   a . Additionally or alternatively, the sensor protector  112  may determine that the structure of the vehicle  100  is damaged and that the first active protection sensor  114   a  cannot be returned to its original position. 
     In some examples, to determine whether to move the first active protection sensor  114   a  from its activated position to its non-activated position, the sensor protector  112  confirms, based on the obtained diagnostic information, that the sensor protection mechanism was activated (e.g., triggered activation or physical activation) for the first active protection sensor  114   a . Additionally or alternatively, the sensor protector may confirm, based on the obtained diagnostic information, that the first actuator  116   a  is able to move the first active protection sensor  114   a  from the activated position to the non-activated position. In some examples, the sensor protector  112  displays, via the infotainment head unit  110 , instructions on how to manually move the first active protection sensor  114   a  from its activated position to its non-activated position. 
     In some examples, after the active protection sensor  114  is moved from the activated position to the non-activated position (e.g., automatically by the sensor protector  112  or manually), the sensor protector  112  verifies that the active protection sensor  114  is in the correct position. For example, the sensor protector  112  may request updated position and orientation information from the first active protection sensor  114   a  and compare the updated information to the reference position and orientation information associated with the first active protection sensor  114   a . If the sensor protector  112  determines that the updated position and orientation information is not the same as (or within a threshold difference of) the reference position and orientation information, the sensor protector  112  determines that the first active protection sensor  114   a  is not properly calibrated and return the first active protection sensor  114   a  to its activated position. 
     In some examples, to determine whether to move the first active protection sensor  114   a  from its non-activated position to its activated position, the sensor protector  112  confirms, based on the obtained diagnostic information, that the position and/or orientation information of the first active protection sensor  114   a  is not the same as (or within a threshold difference of) the reference position and orientation information associated with the first active protection sensor  114   a . Additionally or alternatively, the sensor protector  112  may confirm, based on the obtained diagnostic information, that the sensor protection mechanism for the first active protection sensor  114   a  was triggered but that the position and orientation information of the first active protection sensor  114   a  indicate that the first active protection sensor  114   a  did not move to its activated position. 
     In some examples, after the sensor protector  112  analyzes the obtained diagnostic information and determines whether to keep or move each of the active protection sensors  114 , the sensor protector  112  notifies the user. For example, the sensor protector  112  may display, via the infotainment head unit  110 , the status of each of the active protection sensors  114 . For example, the sensor protector  112  may generate a model of the vehicle  100  and display the position of each of the active protection sensors  114  relative to the model of the vehicle  100  and whether the active protection sensor  114  is in the activated position or the non-activated position. The sensor protector  112  may, additionally or alternatively, display, based on the obtained diagnostic information, whether any of the active protection sensors  114  are damaged and/or need repair. 
     In some examples, the sensor protector  112  generates a report indicating the status of each of the active protection sensors  114  of the vehicle  100 . For example, the generated report may include, for each active protection sensor  114 , whether the corresponding actuator  116  was activated (e.g., prior to the collision), whether the active protection sensor  114  moved (e.g., during or after the collision), whether the active protection sensor  114  is in the activated positon or the non-activated position, whether the active protection sensor  114  was returned from the activated position to the non-activated position, whether the active protection sensor  114  was moved from the non-activated position to the activated position post-impact, and/or whether the sensor protector  112  determined it was not possible to return the active protection sensor  114  from the activated position to the non-activated position. However, it should be appreciated that the generated report may include additional or alternative information related to the status of the active protection sensors  114  and/or the actuators  116 . 
       FIGS.  2  to  5    illustrate an example embodiment of the active protection sensor  114  of the vehicle  100  of  FIG.  1   . The active protection sensor  114  illustrated in  FIGS.  2  to  5    generally includes a sensor  202  that is mounted to an active protection housing  204 . The sensor  202  may be mounted to the active protection housing  204  via one or more fasteners. In this example embodiment, the active protection housing  204  includes a front upper bracket  206  and a front lower bracket  208 . The front upper bracket  206  and the front lower bracket  208  provide protection to the sensor  202  from direct impacts (e.g., during a collision). 
     In this illustrated embodiment, the active protection housing  204  includes a c-shaped groove  210  that adds a degree of freedom to the active protection sensor  114 . For example, during a collision, the force of the impact may cause the active protection sensor (e.g., the active protection housing  204  and the sensor  202 ) to rotate along the c-shaped groove  210  (e.g., swivel around the y-axis). 
     In this illustrated embodiment, the active protection housing  204  is mounted to a bracket  212  including a bracket arm  214 . The bracket  212  is attached to a rail or structure (e.g., a bumper) of the vehicle  100 . For example, the active protection sensor  114  illustrated in  FIGS.  2  to  5    may be positioned and embedded within a front bumper of the vehicle  100 . 
     Although now shown in this illustrated embodiment, in some examples, the bracket arm  214  may include a longitudinal groove along the inner surface of the bracket arm  214 . In some such examples, the longitudinal groove may operate as a rail to enable the active protection sensor (e.g., the active protection housing  204  and the sensor  202 ) to “back-slide” or retract away from the front structure (e.g., the fascia of the front bumper) of the vehicle  100  due to the force of the impact during a collision. Thus, even if the sensor protector  112  does not activate the sensor protection mechanism for the active protection sensor  114 , the active protection sensor includes mechanisms to physically activate the sensor protection mechanism. 
     In this example embodiment, the active protection sensor  114  is coupled to the actuator  116 . As described above, in some examples, the sensor protector  112  of  FIG.  1    triggers a sensor protection mechanism of the active protection sensor  114 . In this example embodiment, when the sensor protection mechanism is triggered for the active protection sensor  114 , the actuator  116  causes the active protection sensor (e.g., the active protection housing  204  and the sensor  202 ) to move from its non-activated position. For example, the actuator  116  may cause the active protection sensor (e.g., the active protection housing  204  and the sensor  202 ) to rotate along the c-shaped groove  210  of the active protection housing  204 . In some examples, the actuator  116  may cause the active protection sensor (e.g., the active protection housing  204  and the sensor  202 ) to “back-slide” or retract away from the front structure of the vehicle  100  along, for example, the longitudinal groove of the bracket arm  214 . In some examples, the actuator  116  may cause the active protection sensor (e.g., the active protection housing  204  and the sensor  202 ) to rotate along the c-shaped groove  210  of the active protection housing  204  and to retract away from the front structure of the vehicle  100  along, for example, the longitudinal groove of the bracket arm  214 . As described above, the actuator  116  may also cause the active protection sensor (e.g., the active protection housing  204  and the sensor  202 ) to move from the activated position back to its non-activated position. 
     In this illustrated embodiment, the active protection housing  204  includes a proximity sensor  216 . The proximity sensor  216  detects position and orientation information of the sensor  202 , the active protection housing  204 , and/or, more generally, the active protection sensor  114  relative to the vehicle  100 , the front structure of the vehicle  100  and/or another structure of the vehicle  100 . However, it should be appreciated that other techniques for detecting the position and/or orientation information of the sensor  202 , the active protection housing  204 , and/or the active protection sensor  114  may additionally or alternatively be used. For example, the sensor  202 , the active protection housing  204 , and/or the active protection sensor  114  may include an accelerometer and/or a gyroscope. In some examples, the sensor  202 , the active protection housing  204 , and/or the active protection sensor  114  may include electrical contacts that align when properly calibrated and can become misaligned due to the force of impact during a collision. 
       FIG.  6 A  and  FIG.  6 B  illustrate side diagrammatical views of the vehicle  100  including one example embodiment of the active protection sensor  114  transitioning from its non-activated position to its activated position. In the illustrated embodiment of  FIGS.  6 A and  6 B , the active protection sensor  114  “back-slides” or retracts away from the front structure (e.g., the fascia of the bumper) of the vehicle  100 . For example, in  FIG.  6 A , the active protection sensor  114  is positioned in its non-activated position at or near the periphery of the vehicle  100 . In  FIG.  6 B , the active protection sensor  114  is positioned in its activated position away from the periphery of the vehicle  100 . The active protection sensor  114  moves from the non-activated position of  FIG.  6 A  to the activated position of  FIG.  6 B  when the sensor protection mechanism of the active protection sensor  114  is activated. As described above, the sensor protection mechanism may be triggered by the sensor protector  112  of  FIG.  1    (e.g., due to a detected impending collision) or physically activated (e.g., due to the force of impact during a collision). 
       FIG.  7 A ,  FIG.  7 B , and  FIG.  7 C  illustrate side diagrammatical views of the vehicle  100  including one example embodiment of the active protection sensor  114  transitioning from its non-activated position to its activated position. In the illustrated embodiment of  FIGS.  7 A,  7 B, and  7 C , the active protection sensor  114  rotates away from the front structure (e.g., the fascia of the bumper) of the vehicle  100 . For example, in  FIG.  7 A , the active protection sensor  114  is positioned in its non-activated position at or near the periphery of the vehicle  100 . In  FIG.  7 B , the active protection sensor  114  rotates into a transition position. For example, the active protection sensor  114  may rotate along the c-shaped groove  210  of the active protection housing  204  illustrated in  FIGS.  2  to  5   . In  FIG.  7 C , the active protection sensor  114  “back-slides” away from the transition position to the activated position. For example, the active protection sensor  114  may retract away from the front structure (e.g., the fascia of the bumper) of the vehicle  100  along a longitudinal groove of the bracket arm  214  of  FIGS.  2  to  5   . The active protection sensor  114  moves from the non-activated position of  FIG.  7 A  to the activated position of  FIG.  7 C  when the sensor protection mechanism of the active protection sensor  114  is activated. As described above, the sensor protection mechanism may be triggered by the sensor protector  112  of  FIG.  1    (e.g., due to a detected impending collision) or physically activated (e.g., due to the force of impact during a collision). 
       FIG.  8    is a block diagram of electronic components  800  of the vehicle  100  of  FIG.  1   . In the illustrated example, the electronic components  800  include the infotainment head unit  110 , the sensor protector  112 , the actuators  116 , electronic control units  802 , a communication module  804 , sensors  806 , and a vehicle data bus  816 . 
     In the illustrated example of  FIG.  8   , the infotainment head unit  110  provides an interface between the vehicle  100  and the user. The infotainment head unit  110  includes digital and/or analog interfaces (e.g., input devices and output devices) to receive input from and display information for the user(s). The input devices include, for example, a control knob, an instrument panel, a digital camera for image capture and/or visual command recognition, a touch screen, an audio input device (e.g., cabin microphone), buttons, or a touchpad. The output devices may include instrument cluster outputs (e.g., dials, lighting devices), actuators, a display device  812  (e.g., a heads-up display, a center console display such as a liquid crystal display (LCD), an organic light emitting diode (OLED) display, a flat panel display, a solid state display, etc.), and/or speakers  814 . For example, the display device  812 , the speakers  814 , and/or other output device(s) of the infotainment head unit  110  present information, such as tire pressure measurements, to the user. Further, the infotainment head unit  110  of the illustrated example includes hardware (e.g., a processor or controller, memory, storage, etc.) and software (e.g., an operating system, etc.) for an infotainment system (such as SYNC® and MyFord Touch® by Ford®. Additionally, the infotainment head unit  110  displays the infotainment system on, for example, the display device  812 . 
     In the illustrated example of  FIG.  8   , the sensor protector  112  includes a processor or controller  808  and memory  810 . In some examples, the sensor protector  112 , including the processor  808  and the memory  810 , may be incorporated into another electronic control unit (ECU) with its own processor and memory, such as the example ECUs  802 . 
     The processor  808  may be any suitable processing device or set of processing devices such as, but not limited to, a microprocessor, a microcontroller-based platform, an integrated circuit, one or more field programmable gate arrays (FPGAs), and/or one or more application-specific integrated circuits (ASICs). 
     The memory  810  may be volatile memory (e.g., RAM including non-volatile RAM, magnetic RAM, ferroelectric RAM, etc.), non-volatile memory (e.g., disk memory, FLASH memory, EPROMs, EEPROMs, memristor-based non-volatile solid-state memory, etc.), unalterable memory (e.g., EPROMs), read-only memory, and/or high-capacity storage devices (e.g., hard drives, solid state drives, etc.). In some examples, the memory  810  includes multiple kinds of memory, particularly volatile memory and non-volatile memory. 
     The memory  810  is computer readable media on which one or more sets of instructions, such as the software for operating the methods of the present disclosure, can be embedded. The instructions may embody one or more of the methods or logic as described herein. For example, the instructions reside completely, or at least partially, within any one or more of the memory  810 , the computer readable medium, and/or within the processor  808  during execution of the instructions. 
     The terms “non-transitory computer-readable medium” and “computer-readable medium” include a single medium or multiple media, such as a centralized or distributed database, and/or associated caches and servers that store one or more sets of instructions. Further, the terms “non-transitory computer-readable medium” and “computer-readable medium” include any tangible medium that is capable of storing, encoding or carrying a set of instructions for execution by a processor or that cause a system to perform any one or more of the methods or operations disclosed herein. As used herein, the term “computer readable medium” is expressly defined to include any type of computer readable storage device and/or storage disk and to exclude propagating signals. 
     The actuators  116  are coupled (e.g., electrically coupled) to the active protection sensors  114 . In the illustrated example, the actuators  116  are electric actuators that convert electrical energy into mechanical torque to move the active protection sensors  114  from their respective non-activated positions to their activated positions. For example, the first actuator  116   a  may cause the first active protection sensor  114   a  to move from non-activated position to its activated position in response to the sensor protector  112  detecting an impending collision. The example actuators  116  may also move the active protection sensors  114  from their respective activated position to their non-activated positions. For example, the first actuator  116   a  may cause the first active protection sensor  114   a  to move its activated position to its non-activated position in response to the sensor protector  112  determining that the detected impending collision did not occur, or in response to the sensor protector  112  determining a collision occurred and that the first active protection sensor  114   a  can be returned to its non-activated position. It should be appreciated that other techniques for moving the active protection sensors  114  between their respective non-activated position and their activated position may additionally or alternatively be used. 
     The electronic control units  802  monitor and control the subsystems of the vehicle  100 . For example, the ECUs  802  are discrete sets of electronics that include their own circuit(s) (e.g., integrated circuits, microprocessors, memory, storage, etc.) and firmware, sensors, actuators, and/or mounting hardware. The ECUs  802  communicate and exchange information via a vehicle data bus (e.g., the vehicle data bus  816 ). Additionally, the ECUs  802  may communicate properties (e.g., status of the ECUs  802 , sensor readings, control state, error and diagnostic codes, etc.) to and/or receive requests from each other. For example, the vehicle  100  may have seventy or more of the ECUs  802  that are positioned in various locations around the vehicle  100  and are communicatively coupled by the vehicle data bus  816 . In the illustrated example, the ECUs  802  include the BCM  102 , the ADAS  104 , the IVCM  106 , the OBCM  108 , and the sensor protector  112 . 
     Although shown separately in  FIG.  8   , it should be appreciated that the sensor protector  112  is an electronic control unit of the vehicle  100 . 
     In some examples, the ECUs  802  include an autonomy unit that controls performance of autonomous and/or semi-autonomous driving maneuvers of the vehicle  100  based upon, at least in part, image(s) and/or video that are received and/or captured by the sensors  806  and/or received from another ECU of the vehicle  100 . 
     The communication module  804  includes one or more antennas configured to receive data from one or more sources. For example, the communication module  804  may be communicatively coupled to the sensor protector  112 , the active protection sensors  114 , the actuators  116 , and/or the sensors  806 . 
     The sensors  806  may be arranged in and around the vehicle  100  in any suitable fashion. The sensors  806  may mounted to measure properties around the exterior of the vehicle  100 . Additionally, some sensors  806  may be mounted inside the cabin of the vehicle  100  or in the body of the vehicle  100  (such as, the engine compartment, the wheel wells, etc.) to measure properties in the interior of the vehicle  100 . For example, such sensors  806  may include accelerometers, odometers, tachometers, pitch and yaw sensors, wheel speed sensors, microphones, tire pressure sensors, image cameras, video cameras, and biometric sensors, etc. In the illustrated example, the sensors  806  include range detection sensors. The range detection sensors are sensors that detect and measure objects (such as a target vehicle or object) in the vicinity of the vehicle  100 . The sensors  806  may include, for example, RADAR, LiDAR, ultrasonic sensors, and/or infrared sensors, etc. 
     In some examples, one or more of the sensors  806  are periphery sensors that are mounted in an active protection housing, such as the example sensors  202  mounted in the example active protection housing  204  of the active protection sensors  114  of  FIGS.  2  to  5   . 
     The vehicle data bus  816  communicatively couples the infotainment head unit  110 , the sensor protector  112 , the actuators  116 , the communication module  804 , the sensors  806 , and the electronic control units  802 , including the BCM  102 , the ADAS  104 , the IVCM  106 , and the OBCM  108 . In some examples, the vehicle data bus  816  includes one or more data buses. The vehicle data bus  816  may be implemented in accordance with a controller area network (CAN) bus protocol as defined by International Standards Organization (ISO) 11898-1, a Media Oriented Systems Transport (MOST) bus protocol, a CAN flexible data (CAN-FD) bus protocol (ISO 11898-7) and/a K-line bus protocol (ISO 9141 and ISO 14230-1), and/or an Ethernet™ bus protocol IEEE 802.3 ( 2002  onwards), etc. 
       FIG.  9    is a flowchart of a method  900  to activate active protection sensors of a vehicle in response to detecting an impending collision, which may be implemented by the electronic components  800  of  FIG.  8   . Initially, at block  902 , the example sensor protector  112  monitors the vehicle  100  for an impending collision. For example, the sensor protector  112  uses information provided by the ECUs  802 , the sensors  806  and/or the active protection sensors  114  to detect and identify objects (e.g., vehicles, pedestrians, traffic signs, etc.) around the vehicle  100 , in the path of the vehicle  100 , and/or projected to be in the path of the vehicle  100 . If, at block  904 , the sensor protector  112  detects an impending collision, then, at block  906 , the sensor protector  112  determines portion(s) of the vehicle  100  that may be impacted by the impending collision. The example sensor protector  112  also identifies one or more active protection sensor(s)  114  of the vehicle  100  based on the determined portion(s) of the vehicle  100  that may be impacted by the impending collision. For example, the sensor protector  112  may detect an impending collision where a target vehicle is expected to impact the front-left side of the vehicle  100 . The sensor protector  112  may then also identify that the first active protection sensor  114   a  of the vehicle  100  may be impacted by the detected impending collision. 
     At block  908 , the sensor protector  112  activates sensor protection for the identified active protection sensor(s)  114 . For example, the sensor protector  112  may cause the first actuator  116   a  to move the first active protection sensor  114   a  (e.g., the active protection housing  204  and the sensor  202 ) from a non-activated position of the first active protection sensor  114   a  to an activated position of the first active protection sensor  114   a . In some examples, the sensor protector  112  causes (e.g., triggers) the first actuator  116   a  to retract the first active protection sensor  114   a  from the periphery of the vehicle  100  (as shown in  FIG.  6 A  and  FIG.  6 B ). In some examples, the sensor protector  112  causes (e.g., triggers) the first actuator  116   a  to rotate the first active protection sensor  114   a  to the activated position (as shown in  FIG.  7 A ,  FIG.  7 B , and  FIG.  7 C ) to change the position of the expected impact relative to the sensor. In some examples, the sensor protector  112  determines which activated position to move the identified active protection sensor(s)  114  based on an expected (or predicted) angle and/or position of impact with respect to the vehicle  100 . 
     At block  910 , the sensor protector  112  determines whether the detected impending collision occurred. In some examples, the sensor protector  112  waits for an activation period to expire before determining whether the detected impending collision occurred. For example, when the sensor protector  112  detects the impending collision (at block  904 ), the sensor protector  112  may also determine an activation period based on when the impending collision is expected to occur (e.g., three seconds from the moment of detection, etc.). 
     If, at block  910 , the sensor protector  112  determines that the detected impending collision did not occur (and the activation period expired), then, at block  912 , the sensor protector  112  returns the activated active protection sensor(s)  114  to their non-activated positions. For example, the sensor protector  112  may cause the first actuator  116   a  to cause the first active protection sensor  114   a  to move from the activated (or “safe”) position to the non-activated (or “original”) position. Control then returns to block  902  and the sensor protector  112  continues monitoring the vehicle  100  for an impending collision. 
     If, at block  910 , the sensor protector  112  determines that the detected impending collision did occur, then, at block  914 , the sensor protector  112  performs post-impact diagnostics on the active protection sensor(s)  114  of the vehicle  100 . An example technique for performing post-impact diagnostics is described below in connection with the example method  1000  of  FIG.  10   . Control then returns to block  902  and the sensor protector  112  continues monitoring the vehicle  100  for an impending collision. 
       FIG.  10    is a flowchart of a method  1000  to perform post-impact diagnostics of the active protection sensors of the vehicle, which may be implemented by the electronic components  800  of  FIG.  8   . As described above, the active protection sensor(s)  114  of the vehicle  100  may be positioned in an activated position in response to the sensor protector  112  detecting an impending collision (e.g., a triggered activation of the sensor protection mechanism) and/or in response to an actual collision (e.g., when the sensor protector  112  did not detect an impending collision or did not detect an impending collision early enough to trigger the actuation of the active protection sensor(s)  114 , and a collision occurred) (e.g., a physical activation of the sensor protection mechanism). The example method  1000  of  FIG.  10    is performed in response to the sensor protector  112  detecting a collision of the vehicle  100 . 
     Initially, at block  1002 , the sensor protector  112  obtains diagnostic information from the active protection sensors  114  of the vehicle  100 . For example, the sensor protector  112  may obtain diagnostic information indicating whether the first active protection sensor  114   a  is disconnected or experiencing an electrical issue, whether the first actuator  116   a  was triggered, whether the first active protection sensor  114   a  was activated (e.g., caused to move from a non-activated position to an activated position in response to either a triggered activation or a physical activation), proximity information of the first active protection sensor  114   a  relative to the periphery of the vehicle  100  and/or relative to another component of the vehicle  100 , etc. The sensor protector  112  may also obtain diagnostic information from additional sensors of the vehicle  100  (e.g., non-active protection sensors) and/or other ECUs  802  of the vehicle  100 . 
     At block  1004 , the sensor protector  112  determines whether an actuator for a corresponding active protection sensor was triggered. For example, the sensor protector  112  may select an active protection sensor (e.g., the first active protection sensor  114   a ) and determine, based on the obtained diagnostic information, whether the first actuator  116   a  was triggered by the sensor protector  112  to activate sensor protection for the first active protection sensor  116   a.    
     If, at block  1004 , the sensor protector  112  determined that the actuator for the selected active protection sensor was not triggered, then, at block  1006 , the sensor protector  112  determines, based on the obtained diagnostic information, whether the corresponding active protection sensor moved. For example, the sensor protector  112  may compare current positional information of the first active protection sensor  114   a  to reference position information associated with the first active protection sensor  114   a  to determine whether the first active protection sensor  114   a  moved. Additionally or alternatively, the sensor protector  112  may determine whether the active protection sensor  114   a  moved based on a change in alignment of electrical contacts between the active protection housing  204  and the sensor  202  of the active protection sensor. However, it should be appreciated that other techniques for determining whether the active protection sensor moved (such as via proximity sensors, etc.) may additionally or alternatively be used. 
     If, at block  1006 , the sensor protected  112  determined that the active protection sensor did not move, then control proceeds to block  1014  and the active protection sensor stays in the non-activated position. Control then proceeds to block  1016  to determine whether there is another active protection sensor to process (e.g., an unprocessed active protection sensor). 
     Returning to block  1004 , if, at block  1004 , the sensor protector  112  determined that the actuator for the selected active protection sensor was triggered, then control proceeds to block  1008  to determine whether the active protection sensor can be returned to its non-activated position. 
     After the sensor protector  112  determined that the actuator for the selected active protection sensor was triggered (at block  1004 ), or after the sensor protector  112  determined that the selected active protection sensor moved (at block  1006 ), then, at block  1008 , the sensor protector  112  determines whether the active protection sensor can be returned to its non-activated position. For example, the sensor protector  112  may use diagnostic information from the first active protection sensor  114   a  and/or the first actuator  116 , information provided by another sensor  806 , and/or information provided by another ECU  802  to determine whether the first active protection sensor  114   a  can be returned to its non-activated position. 
     If, at block  1008 , the sensor protector  112  determined that the selected active protection sensor cannot be returned to its non-activated position (e.g., due to an electrical issue with the actuator and/or the active protection sensor, due to a change in the path of the active protection sensor from the activated position to the non-activated position, etc.), then, at block  1010 , the sensor protector  112  keeps the active protection sensor in the activated position. In some examples, the sensor protector  112  may notify the user of the determination to keep the active protection sensor in the activated position. For example, the sensor protector  112  may display, via the display device  812  of the infotainment head unit  110 , a model of the vehicle  100  including the active protection sensor(s) in the activated position. Control then proceeds to block  1016  to determine whether there is another active protection sensor to process (e.g., an unprocessed active protection sensor). 
     If, at block  1008 , the sensor protector  112  determined that the selected active protection sensor can be returned to its non-activated position, then the sensor protector  112  causes the corresponding actuator  116  to move the selected active protection sensor from the activated position to the non-activated position. Control then proceeds to block  1016  to determine whether there is another active protection sensor to process (e.g., an unprocessed active protection sensor). 
     In some examples, after returning the active protection sensor to the non-activated position (e.g., at block  1012 ), the sensor protector  112  may request updated position information from the active protection sensor and compare the updated position information to the reference position information to determine whether the active protection sensor moved. For example, while the actuator was able to return the active protection sensor to its non-activated position, the sensor of the active protection sensor may be misaligned with respect to its calibrated (or reference) position. In some such examples, the sensor protector  112  may return the active protection sensor to its activated position. Control may then proceed to block  1010 . 
     If, at block  1016 , the sensor protector  112  determined that there is another active protection sensor to process, control returns to block  1004  to determine whether the corresponding actuator was triggered. 
     If, at block  1016 , the sensor protector  112  determined that there is not another active protection sensor to process, the example method  1000  of  FIG.  10    ends. In some examples, the example method  1000  of  FIG.  10    returns to block  902  of the method  900  of  FIG.  9    and the sensor protector  112  continues monitoring the vehicle  100  for an impending collision. 
     Although the example method  1000  of  FIG.  10    illustrates the active protector  112  iteratively processing the active protection sensors  114  of the vehicle  100 , it should be appreciated that in additional or alternative embodiments, the active protector  112  may process two or more of the active protection sensors  114  in parallel (e.g., at or substantially near the same time). 
     The flowcharts of  FIGS.  9  and  10    are representative of machine readable instructions stored in memory (such as the memory  810  of  FIG.  8   ) that comprise one or more programs that, when executed by a processor (such as the processor  808  of  FIG.  8   ), cause the vehicle  100  to implement the example sensor protector  112  of  FIG.  1    and/or  FIG.  8   . Further, although the example program(s) is/are described with reference to the flowcharts illustrated in  FIGS.  9  and  10   , many other methods of implementing the example sensor protector  112  may alternatively be used. For example, the order of execution of the blocks may be changed, and/or some of the blocks described may be changed, eliminated, or combined. 
     In this application, the use of the disjunctive is intended to include the conjunctive. The use of definite or indefinite articles is not intended to indicate cardinality. In particular, a reference to “the” object or “a” and “an” object is intended to denote also one of a possible plurality of such objects. Further, the conjunction “or” may be used to convey features that are simultaneously present instead of mutually exclusive alternatives. In other words, the conjunction “or” should be understood to include “and/or.” The terms “includes,” “including,” and “include” are inclusive and have the same scope as “comprises,” “comprising,” and “comprise” respectively. 
     The above-described embodiments, and particularly any “preferred” embodiments, are possible examples of implementations and merely set forth for a clear understanding of the principles of the invention. Many variations and modifications may be made to the above-described embodiment(s) without substantially departing from the spirit and principles of the techniques described herein. All modifications are intended to be included herein within the scope of this disclosure and protected by the following claims.