Abstract:
A vehicle has a front structure that includes a pair of side rails, front members, and inner braces. Each front member is coupled to a front end of one side rail and extends laterally outward at least partially into a respective outer quarter of a total width of the vehicle. In an aspect, each inner brace includes a transverse wall and a base. The transverse wall has a side edge extending longitudinally along a respective one of the side rails and a leading edge extending laterally outward from that rail. The base extends diagonally between and is coupled to a respective front member and rail. A leading edge of the base is coupled to the front member within the respective outer quarter. In an aspect, the front structure includes outer braces that surround the inner braces.

Description:
FIELD 
     The present disclosure relates to a vehicle having a front structure for absorbing small offset impact forces. 
     BACKGROUND 
     This section provides background information related to the present disclosure which is not necessarily prior art. 
     Vehicles conventionally have an internal body structure including a pair of rails extending longitudinally along the front of the vehicle and on opposite sides of the vehicle&#39;s power plant (e.g. engine). A bumper typically extends along the front of the vehicle, between the two rails. The rails typically support the power plant and any number of vehicle components or body panels. The bumper and rails are conventionally designed to absorb some of the forces that can occur during an impact event by deforming. The degree and location of such deformation can determine the trajectory of the vehicle during and after the impact event, and can influence the forces experienced by vehicle occupants. One type of impact event is known as a small offset impact where only the outer 25% of the vehicle&#39;s width is impacted during the impact event. 
     SUMMARY 
     This section provides a general summary of the disclosure, and is not a comprehensive disclosure of its full scope or all of its features. 
     In accordance with an aspect of the present disclosure a vehicle has a front structure that includes a left and a right side rail, a left and a right front member, and a left and a right inner brace. The left side rail extends longitudinally in a front portion of the vehicle on a left side of an engine of the vehicle. The right side rail extends longitudinally in the front portion of the vehicle on a right side of the engine of the vehicle. The left front member is coupled to a front end of the left side rail and extends in a laterally outward direction from the left side rail and is at least partially disposed in an outer left quarter of a total width of the vehicle. The right front member is coupled to a front end of the right side rail and extends in a laterally outward direction from the right side rail and is at least partially disposed in an outer right quarter of the total width of the vehicle. In an aspect, the left inner brace includes a transverse wall and a base. The transverse wall of the left inner brace has a side edge that extends longitudinally along the left side rail and a leading edge that extends laterally outward from the left side rail. The base of the left inner brace is coupled to the transverse wall of the left inner brace and extends diagonally between and is coupled to the left front member and the left side rail. A leading edge of the base of the left inner brace is coupled to the left front member within the outer left quarter of the total width of the vehicle. In an aspect, the right inner brace includes a transverse wall and a base. The transverse wall of the right inner brace has a side edge that extends longitudinally along the right side rail and a leading edge that extends laterally outward from the right side rail. The base of the right inner brace is coupled to the transverse wall of the right inner brace and extends diagonally between and is coupled to the right front member and the right side rail. A leading edge of the base of the right inner brace is coupled to the right front member within the outer left quarter of the total width of the vehicle. 
     In accordance with an aspect of the present disclosure the front structure includes a left outer brace and a right outer brace. The left outer brace is coupled to the left side rail and surrounds the base of the left inner brace. The right outer brace is coupled to the right side rail and surrounds the base of the right inner brace. 
     In accordance with an aspect of the present disclosure the left inner brace is coupled to the left outer brace and the right inner brace is coupled to the right outer brace. 
     In accordance with an aspect of the present disclosure each outer brace includes top side, a bottom side, and a base that extends between the top and bottom sides. At least a portion of the base of the left outer brace extends diagonally between the left front member and the left side rail. At least a portion of the base of the right outer brace extends diagonally between the right front member and the right side rail. 
     In accordance with an aspect of the present disclosure the base of the left outer brace is spaced apart from the base of the left inner brace and the base of the right outer brace is spaced apart from the base of the right inner brace. 
     In accordance with an aspect of the present disclosure the front structure includes right and left load beams. Each load beam has a main portion and a front end. The main portion of each load beam at least partially defines a respective wheel well of the vehicle. The front end of the right load beam is coupled to the right outer brace and the front end of the left load beam is coupled to the left outer brace. 
     In accordance with an aspect of the present disclosure the front structure includes a left support member and a right support member. The left support member extends between the left side rail and the main portion of the left load beam. The left outer brace is coupled to the left support member. The right support member extends between the right side rail and the main portion of the right load beam. The right outer brace is coupled to the right support member. 
     In accordance with an aspect of the present disclosure the front structure includes a left inner crush can and a right inner crush can. The left inner crush can is mounted to the left front member on a front side of the left front member. The leading edge of the base of the left inner brace is disposed laterally outboard of the left inner crush can. The right inner crush can is mounted to the right front member on a front side of the right front member. The leading edge of the base of the right inner brace is disposed laterally outboard of the right inner crush can. 
     In accordance with an aspect of the present disclosure the front structure includes a left outer crush can and a right outer crush can. The left outer crush can is mounted to the left front member on the front side of the left front member and laterally outboard of the left inner crush can. The leading edge of the base of the left inner brace is coupled to the left front member at a point laterally between the left inner and left outer crush cans. The right outer crush can is mounted to the right front member on the front side of the right front member and laterally outboard of the right inner crush can. The front edge of the base of the right inner brace is coupled to the right front member at a point laterally between the right inner and right outer crush cans. 
     In accordance with an aspect of the present disclosure each side rail is disposed proximate to a respective one of a pair of offset axes. Each respective offset axis is disposed on a same side of the vehicle as each corresponding side rail. Each offset axis is offset from a central longitudinal axis of the vehicle by twenty-five percent of a total lateral width of the vehicle. 
     In accordance with an aspect of the present disclosure the base and the top and bottom sides of each of the left and right outer braces form a generally U-shaped cross-section open toward the left and right side rails, respectively. 
     In accordance with an aspect of the present disclosure each side rail includes a top side, a bottom side, an inner side, and an outer side that form a tubular structure. A portion of the top side of each outer brace overlaps with the top side of the side rail coupled to that outer brace, and a portion of the bottom side of the outer brace overlaps with the bottom side of the side rail coupled to that outer brace. 
     In accordance with an aspect of the present disclosure each inner brace includes a transverse wall that extends laterally inward from the base of the inner brace toward the side rail to which that inner brace is coupled. 
     In accordance with an aspect of the present disclosure the transverse wall of each inner brace overlaps with one of the top and bottom sides of the side rail to which that inner brace is coupled. 
     In accordance with an aspect of the present disclosure each inner brace includes a flange that extends laterally inward from the base of that inner brace and is coupled to one of the top and bottom sides of the outer brace. 
     Further areas of applicability of the present invention will become apparent from the detailed description provided hereinafter. It should be understood that the detailed description and specific examples, while indicating the preferred embodiment of the invention, are intended for purposes of illustration only and are not intended to limit the scope of the invention. 
    
    
     
       BRIEF DESCRIPTION OF THE DRAWINGS 
       The present invention will become more fully understood from the detailed description and the accompanying drawings, wherein: 
         FIG. 1  is a top elevated view of an example of a vehicle and an impact body in accordance with the present disclosure; 
         FIG. 2  is a perspective view of a front left portion of a front structure of the vehicle of  FIG. 1 ; 
         FIG. 3  is a partially exploded perspective view of a portion of the front left portion of  FIG. 2 , illustrating an inner brace and an outer brace; 
         FIG. 4  is a top elevated view of the front left portion of the front structure of  FIG. 2 , illustrating the impact body of  FIG. 1  in a pre-impact position; 
         FIG. 5  is a top elevated view similar to  FIG. 4 , illustrating the vehicle after a first amount of time following impact with the impact body; and 
         FIG. 6  is a top elevated view similar to  FIG. 5 , illustrating the vehicle after a second amount of time following impact with the impact body. 
     
    
    
     Corresponding reference numerals indicate corresponding parts throughout the several views of the drawings. 
     DETAILED DESCRIPTION 
     The following description of the preferred embodiment(s) is merely exemplary in nature and is in no way intended to limit the invention, its application, or uses. 
     The present disclosure relates to a vehicle having a front structure for small offset impacts. This vehicle front structure absorbs some of the impact forces and transfers some of the longitudinal forces into lateral movement of the vehicle away from the point of impact, as will be described below. While illustrated and described with reference to the left side of the vehicle, it is understood that the vehicle is constructed symmetrically with regards to the left and right sides of the front structure of the present disclosure. 
     With reference to  FIG. 1 , an example vehicle  10  is illustrated with an impact body or barrier  14  positioned in accordance with the Insurance Institute for Highway Safety (“IIHS”) small offset front impact testing. The barrier  14  is a rigid barrier such that the barrier  14  is fixed to the ground  18  to prevent movement of the barrier  14  in a longitudinal direction  22  or a lateral direction  26 . The barrier  14  has an impacting face  30  and a generally rounded end  34 . The vehicle  10  has a velocity V in the longitudinal direction  22  toward the barrier  14 . In the example provided, the vehicle  10  has no velocity in the lateral direction  26  and the vehicle&#39;s  10  velocity V is perpendicular to the impact surface  30 . In the example provided, the velocity V is 40 mph, though other speeds can be used. The vehicle  10  has a central axis  38  running longitudinally through the vehicle  10  from a front  42  to a rear  46  of the vehicle  10  and bisecting the vehicle  10 . The barrier  14  is positioned to impact the vehicle  10  in an outer quarter  50 , i.e. outer 25%, of the vehicle&#39;s  10  total lateral width. In the example provided, the outer quarter  50  is delineated from an inner quarter  54  by an offset axis  58  that is offset from the central axis  38  by 25% of the total lateral width of the vehicle  10 . In other words, the vehicle  10  and barrier  14  are positioned such that when the vehicle  10  impacts the barrier  14 , the end  34  generally aligns with the offset axis  58 . 
     With additional reference to  FIGS. 2-4 , a front left portion  210  of a vehicle front structure  212  is shown. In accordance with an aspect of the present disclosure, a vehicle such as vehicle  10  ( FIG. 1 ) includes the front left portion  210 . While only the front left portion  210  of the vehicle front structure  212  is illustrated, the front right portion (not shown) of the vehicle front structure  212  is similarly constructed. The front left portion  210  includes a side rail  214 , a load beam  218 , a pillar body  222 , a support bracket  226 , a front member  230 , an inner crush can  234 , an outer crush can  238 , a bumper  242 , an inner brace  246 , and an outer brace or outrigger  250 . 
     The side rail  214  has a front terminal end  310 , proximate to the front  42  of the vehicle  10 , and the side rail  214  extends in the longitudinal direction  22  from the terminal end  310  toward the rear  46  of the vehicle  10 . The side rail  214  includes an inner shell  314  and an outer shell  318 . The inner and outer shells  314 ,  318  have generally “U” or hat-shaped cross-sections, with each shell  314 ,  318  having a distal side  322 ,  326  respectively, an upper side  330 ,  334  respectively, a lower side  338 ,  342  respectively, an upper flange  346 ,  350  respectively, and a lower flange (not specifically shown). The upper and lower flanges  346 ,  350 , generally form the “brim” of the hat-shaped cross-section, and run longitudinally along the side rail  214 . The interiors of the U&#39;s, defined by the distal sides  322 ,  326  and the upper and lower sides  330 ,  334 ,  338 ,  342 , face toward each other and the upper flanges  346 ,  350  and lower flanges are each welded to form a tubular structure. Thus, the distal side  322  forms an inner side of the tubular side rail  214  and the distal side  326  forms an outer side of the tubular side rail  214 . In the example provided, the shapes of the inner and outer shells  314 ,  318  are each formed by stamping a sheet of material, such as steel for example. 
     The shape of the side rail  214  is configured to facilitate a degree of controlled deformation, under certain loads. In the example provided, the side rail  214  includes a plurality of indents  362  on the inner and outer shells  314 ,  318  to facilitate crumpling of a portion of the side rail  214 . The side rail  214  is offset from the central axis  38 . In the example provided, the side rail  214  is offset from the central axis  38  such that the terminal end  310  is approximately centered about the offset axis  58 . In alternative constructions, not specifically shown, the side rail  214  can be wholly within, or substantially within the outer quarter  50  of the vehicle  10 , or proximate to the offset axis  58  (i.e. within ±5% of being centered about the offset axis  58 ). 
     The load beam  218  is generally offset from the side rail  214  and laterally outward from the offset axis  58 . The load beam  218  has a main portion  410  and a front end or nose portion  414 . The nose portion  414  is proximate to the front  42  of the vehicle  10 . The main portion  410  extends generally longitudinally from the nose portion  414  toward the rear  46  of the vehicle  10  and upwardly along an arcuate path to join with the pillar body  222  and form a wheel well  418  for housing a front wheel (not shown). The pillar body  222  generally forms the “A” pillar of the vehicle  10 . The nose portion  414  curves inward from the main portion  410  toward the offset axis  58 , and terminates before reaching the side rail  214 . The load beam  218  includes an upper beam  422  and a lower beam  426 . The upper and lower beams  422 ,  426  are each tubular structures that have generally rectangular cross-sections. The upper beam  422  is stacked above the lower beam  426 . 
     The support bracket  226  is a stamped structure that has a generally “U” or hat-shaped cross-section. The support bracket  226  is overlapped by a stamped structure  446  to form a closed section. The support bracket  226  has an inner length  450  and an outer length  454 . The inner length  450  is mounted (e.g. welded) to the outer shell  318  of the side rail  214  and extends laterally outward and upward from the side rail  214 . The outer length  454  extends laterally outward and upward from the inner length  450 , such that the inner and outer lengths  450 ,  454  form an interior angle that opens toward the ground. The outer length  454  is mounted (e.g. welded) to the main portion  410  of the load beam  218 . Thus, the support bracket  226  extends laterally between the side rail  214  and the load beam  218 . 
     In an aspect, the front member  230  is a generally flat, single piece that has an inner plate  470  and an outer plate  474  that are joined by a bridge  478 . It should be understood that the front member  230  can have other configurations. The front member  230  is transverse to the side rail  214 . The front member  230  has a forward side  482  that generally faces toward the front  42  of the vehicle  10 , and a rearward side  486  that generally faces toward the rear  46  of the vehicle  10 . In the example provided, the inner plate defines a first aperture  490  and the outer plate  474  defines a second aperture  494 . The first and second apertures  490 ,  494  penetrate through the front member  230  from the forward side  482  to the rearward side  486 . The rearward side  486  of the inner plate  470  is mounted (e.g. welded) to the terminal end  310  of the side rail  214  such that the outer plate  474  extends in the lateral direction  26  outward from the inner plate  470 . The first aperture  490  generally aligns with the hollow tubular area of the side rail  214  formed by the interiors of the “U” shaped inner and outer shells  314 ,  318 . 
     The inner crush can  234  is a tubular body that has a generally rectangular cross-section. The inner crush can  234  has a forward end  510  and a rearward end  514 . The rearward end  514  is mounted (e.g. welded) to the forward side  482  of the inner plate  470 . The hollow interior (not specifically shown) of the tubular inner crush can  234  generally aligns with the first aperture  490  of the inner plate  470 , such that the tubular body of the inner crush can  234  surrounds the first aperture  490 . The forward end  510  is angled relative to the rearward end  514 , such that an inner edge  518  of the forward end  510  extends further in the longitudinal direction  22  toward the front  42  of the vehicle  10  than an outer edge  522  of the forward end  510 . The inner crush can  234  has a shape that facilitates controlled crushing or crumpling under certain loads in the longitudinal direction  22 . In the example provided, the inner crush can  234  also includes a plurality of notches  526  that are spaced longitudinally apart and penetrate through the corners of the inner crush can  234  to facilitate crumpling. 
     The outer crush can  238  is a tubular body that has a generally rectangular cross-section. The outer crush can  238  has a cross-sectional area that is smaller than the inner crush can  234 . The outer crush can  238  has a forward end  530  and a rearward end  534 . The rearward end  534  is mounted (e.g. welded) to the forward side  482  of the outer plate  474 . The hollow interior (not specifically shown) of the tubular outer crush can  238  generally aligns with the second aperture  494  of the outer plate  474 , such that the tubular body of the outer crush can  238  surrounds the second aperture  494 . The forward end  530  is angled relative to the rearward end  534 , such that an inner edge  538  of the forward end  530  extends further in the longitudinal direction  22  toward the front  42  of the vehicle  10  than an outer edge  542  of the forward end  530 . The outer crush can  238  has a shape that facilitates controlled crushing or crumpling under certain loads in the longitudinal direction  22 . The outer crush can  238  is laterally outward and spaced apart from the inner crush can  234 . The forward end  530  of the outer crush can  238  is longitudinally rearward of the forward end  510  of the inner crush can  234 . 
     The bumper  242  is a tubular body that has a generally rectangular cross-section and is disposed generally across the front  42  of the vehicle  10 . The bumper  242  has a central length  550  and an end length  554 . The central length  550  extends generally in the lateral direction  26  across the front  42  of the vehicle  10  and in the example provided extends generally across the inner quarter  54  of the vehicle  10 . The end length  554  curves or is angled relative to the central length  550  toward the rear  46  of the vehicle  10 , and extends at least partially into the outer quarter  50  of the vehicle  10 . In the example provided, the end length  554  is formed at a similar angle as the forward ends  510 ,  530  of the inner and outer crush cans  234 ,  238 . The bumper  242  is mounted (e.g. welded) to the forward ends  510 ,  530  of the inner and outer crush cans  234 ,  238 . In the example provided, the bumper  242  does not extend in the lateral direction  26  fully across the outer crush can  238  to the outer edge  542  of the outer crush can  238 , though other configurations can be used. 
     With specific reference to  FIG. 3 , an exploded view of a portion of the front left portion  210  is shown including a portion of the side rail  214 , the front member  230 , part of the inner length  450  of the support bracket  226 , the inner brace  246 , and the outer brace  250 . The inner brace  246  is, for example, formed by stamping a sheet of material, such as steel. The inner brace  246  has a top or transverse wall  610 , a base  614  which in the illustrative embodiment is an outer wall of the inner brace, an upper flange  618 , a rear flange  622 , and a pair of lower flanges  626 ,  630 . The transverse wall  610  and base  614  are generally perpendicular to each other to form a generally “L” shaped cross-section. The inner brace  246  is mounted to the side rail  214  such that a leading or front edge  634  of the transverse wall  610  and base  614  aligns with the terminal end  310  of the side rail  214 . An inner edge  638  of the transverse wall  610  overlaps with a portion of the upper side  334  of the outer shell  318 . The upper flange  618  is generally perpendicular to the transverse wall  610  and extends from the inner edge  638  to overlap a portion of the upper flange  350  of the outer shell  318 . The upper flange  618  of the inner brace  246  is mounted (e.g. welded) to the upper flange  350  of the outer shell  318 . In an alternative construction, not specifically shown, the inner edge  638  of the transverse wall  610  overlaps with a portion of the lower side  342  of the outer shell  318 . In this construction, the upper flange  618  a lower flange (not shown) that is generally perpendicular to the transverse wall  610  and extends from the inner edge  638  to overlap a portion of the bottom flange (not shown) of the outer shell  318 . The lower flange of the inner brace  246  is mounted (e.g. welded) to the lower flange of the outer shell  318 . 
     The transverse wall  610  has a generally trapezoidal shape. The front edge  634  of the transverse wall  610  forms the base of the trapezoid and a rear edge  642  of the transverse wall  610  forms the top of the trapezoid. The base of the trapezoid is a length that spaces the base  614  of the inner brace  246  apart from the side rail  214 . The top of the trapezoid is a length that is shorter than the base such that the base  614  of the inner brace  246  is angled toward the side rail  214  to become more near to the side rail  214  with increasing distance from the front  42  of the vehicle  10 . The base  614  of the inner brace  246  is angled to be diagonal between the side rail  214  and the front member  230  and form an acute angle with the side rail  214  that is between 15 degrees and 20 degrees. The top of the trapezoid is a length that is greater than the lateral length of the upper side  334  of the outer shell  318 , such that the base  614  of the inner brace  246  remains spaced apart from the side rail  214  along the entire longitudinal length of the base  614 . The bottom of the trapezoid is a length such that the front edge  634  of the base  614  is offset from the central longitudinal axis  38  by at least 20 percent of the total lateral width of the vehicle ( 10 ). 
     The rear flange  622  extends laterally outward from the base  614  of the inner brace  246  and overlaps with part of the inner length  450  of the support bracket  226 . The rear flange  622  is mounted (e.g. welded) to the inner length  450  of the support bracket  226 . The front edge  634  of the base  614  of the inner brace  246  aligns with the bridge  478  of the front member  230 . The front edge  634  of the inner brace  246  is mounted (e.g. welded) to the front member  230 . The lower flanges  626 ,  630  extend laterally inward from the base  614  of the inner brace  246  toward the side rail  214 . Each lower flange  626 ,  630  extends generally parallel to the transverse wall  610  of the inner brace  246 . The lower flanges  626 ,  630  are spaced apart from each other longitudinally along the base  614 . In the example provided, the lower flanges  626 ,  630  extend laterally inward a length such that they do not overlap with the side rail  214 . In the example provided, the lower flanges  626 ,  630  are mounted (e.g. welded) to the outer brace  250 , as described below. 
     The outer brace  250  is, for example, formed by stamping a sheet of material, such as steel. The outer brace  250  has a top wall  710 , a bottom wall  714 , and base  718  which in the illustrative embodiment is an outer wall of outer brace  250 . The top and bottom walls  710 ,  714  are generally parallel to and spaced apart from each other. The base  718  is generally perpendicular to the top and bottom walls  710 ,  714  and extends there between, such that the outer brace  250  forms a generally “U” shaped lateral cross-section. A portion of the top wall  710  of the outer brace  250  overlaps with the transverse wall  610  of the inner brace  246  and a portion of the bottom wall  714  of the outer brace  250  overlaps with the bottom wall  714  of the inner brace  246 . A leading or front edge  722  of the outer brace  250  aligns with the terminal end  310  of the side rail  214 . The front edge  722  of the outer brace  250  is mounted (e.g. welded) to the front member  230  along a length of the inner and outer plates  470 ,  474 , such that the portion of the front edge  722  that extends along the base  718  of the outer brace  250  is laterally outward of the second aperture  494 . 
     An inner edge  726  of the top wall  710  of the outer brace  250  overlaps with a portion of the upper side  334  of the outer shell  318  and is mounted (e.g. welded) to either the outer shell  318  or the transverse wall  610  of the inner brace  246 . An inner edge  730  of the bottom wall  714  of the outer brace  250  overlaps with the lower side  342  of the outer shell  318  and is mounted (e.g. welded) thereto. The bottom wall  714  of the outer brace  250  overlaps with the lower flanges  626 ,  630 . The lower flanges  626 ,  630  are mounted (e.g. welded) to the interior surface of the bottom wall  714  of the outer brace  250 . The base  718  has a first portion  734  and a second portion  738 . The first portion  734  extends from the front edge  722  of the outer brace  250  toward the rear  46  of the vehicle  10 . In the example provided, the first portion  734  extends generally parallel to the offset axis  38  or the side rail  214 . The first portion  734  is mounted (e.g. welded) to the nose portion  414  of the load beam  218 . The second portion  738  extends longitudinally rearward and laterally inward from the first portion  734  such that it is angled toward the side rail  214  to become more near to the side rail  214  with increasing distance from the front  42  of the vehicle  10 . The second portion  738  is angled to be diagonal between the side rail  214  and the front member  230  and form an acute angle relative to the side rail  214  that is between 30 degrees and 35 degrees. The acute angle between the side rail  214  and the second portion  738  can be greater than the acute angle between the side rail  214  and the base  614  of the inner brace  246 . The top and bottom walls  710 ,  714  are a length such that the base  718  is spaced apart from the base  614  of the inner brace  246  along the entire length of the base  718 . The top and bottom walls  710 ,  714  are a length such that the front edge  722  of the base  718  is offset from the central longitudinal axis  38  by at least 15 percent of the total lateral width of the vehicle ( 10 ). The second portion  738  is mounted (e.g. welded) to the inner length  450  of the support bracket  226 . Thus, the outer brace  250  completely surrounds and partially supports the inner brace  246 . 
     With additional reference to  FIGS. 5 and 6 , a portion of the front left portion  210  is shown in various states of impact with the barrier  14 .  FIG. 4  shows the front left portion  210  prior to impact.  FIG. 5  shows the front left portion  210  after a first amount of time after impact.  FIG. 6  shows the front left portion  210  after a second, longer amount of time after impact. Since the front edge  634  of the inner brace  246  extends laterally outward from the side rail  214 , and vertically along the bridge  478  between the inner and outer crush cans  234 ,  238 , the longitudinal impact forces are transmitted through the inner and outer crush cans  234 ,  238  and the front member  230  to the inner brace  246  along the entire lateral length of the inner brace  246 . The angled orientation of the base  614  of the inner brace  246  and trapezoidal shape of the transverse wall  610  converts some of the longitudinally directed impact forces received between the side rail  214  and the outer crush can  238  to lateral forces that are directed into the side rail  214  at the juncture of the support bracket  226  and the side rail  214 . 
     Since the front edge  722  of the outer brace  250  extends laterally outward from the side rail  214 , and extends generally vertically proximate to a laterally outer side of the outer crush can  238 , the longitudinal impact forces are transmitted through the inner and outer crush cans  234 ,  238  and front member  230  to the outer brace  250  along the entire lateral length of the outer brace  250 . The outer brace  250  adds additional rigidity to the front left portion  210  along the portion where the outer brace  250  overlaps with the inner brace  246 . The angled orientation of the second portion  738  of the outer brace  250  converts some of the longitudinally directed impact forces received along the length of the outer brace  250 , to lateral forces that are directed into the side rail  214  at the support bracket  226 . 
     As shown in  FIGS. 5 and 6 , after impact, the inner and outer crush cans  234 ,  238  absorb some of the longitudinal impact forces by controlled crumpling. A portion of the side rail  214  also absorbs some of the longitudinal forces by controlled crumpling. The lateral forces directed by the inner brace  246  and outer brace  250  into the side rail  214  cause the side rail  214  to bend laterally into an engine and/or transmission  810  of the vehicle  10 , to transfer the lateral forces into the engine/transmission  810 . Since the engine/transmission  810  is a significant mass of the vehicle  10 , these lateral forces imparted into the engine/transmission  810  cause the vehicle  10  to move in the lateral direction  26  away from the barrier  14 . The controlled deformation and conversion of longitudinal velocity into lateral velocity helps absorb small offset impact forces and facilitates moving the vehicle  10  away from the barrier  14 . 
     The description of the invention is merely exemplary in nature and, thus, variations that do not depart from the gist of the invention are intended to be within the scope of the invention. Such variations are not to be regarded as a departure from the spirit and scope of the invention.