Patent Publication Number: US-8979174-B2

Title: Small overlap frontal impact countermeasure

Description:
CROSS REFERENCE TO RELATED APPLICATIONS 
     This application is Continuation of U.S. patent application Ser. No. 13/865,678, entitled “SMALL OVERLAP FRONTAL IMPACT COUNTERMEASURE,” filed on Apr. 18, 2013, which is a Continuation in Part of U.S. patent application Ser. No. 13/633,406, filed on Oct. 2, 2012. The entire content of both applications is hereby incorporated by reference. 
    
    
     BACKGROUND 
     1. Technical Field 
     The present specification generally relates to a structural assembly in a vehicle. More specifically, the present specification relates to an impact countermeasure assembly that responds to a frontal impact, such as a small overlap impact, to limit the frontal impact force on the vehicle cabin. 
     2. Description of Related Art 
     Automotive vehicles are often constructed at their front ends to include various support structure for the engine, wheels, suspension, bumper, and related components. These support structures can include members that are generally aligned with the longitudinal axis of the vehicle, that run in a generally transverse direction relative to the longitudinal members or at oblique angles to these axes. The support structures surrounding and supporting the engine compartment are ultimately connected to various structures that define the vehicle cabin. These cabin support structures can include a generally vertical door hinge pillar, the A-pillar that extends from the door hinge pillar to the roof of the vehicle, a laterally extending cross beam, a floor pan running across the width of the vehicle, and a rocker member extending rearward from the bottom of the hinge pillar. 
     These support structures provide support for various vehicle components, as well as exterior structures, that are mounted thereto. Examples of vehicle components include the engine, transmission, radiator, suspension, wheels, and the like. Examples of exterior structures include the doors, roof, windshield, floor panels, hood, and the like. In addition to providing support for the various vehicle parts, the support structure also operates to protect the vehicle occupants in the event of a collision, such as a frontal impact collision. 
     One type of frontal impact collision is known as a small overlap impact. A small overlap impact is an impact where the majority of loading due to the impact occurs outside of the major longitudinal support structures of the vehicle. A small overlap impact can occur in a variety of ways, such as a head on collision with a tree or post, a vehicle to vehicle oblique collision, or a vehicle to vehicle collinear or head-on collision. 
     Because the majority of the loading is outside the longitudinal support structures, the impacting body or “barrier” can result in the longitudinal support structure slipping off the barrier. Put another way, the vehicle longitudinal support structures may deform laterally inward relative to the barrier or provide limited interaction with the barrier. The barrier could continue to exert a longitudinal force toward the vehicle, with the force generally aligned with the wheel of the vehicle due to the relative lateral translation. Upon impact with the wheel, the force may be transmitted further toward the rear of the vehicle and toward the passenger cabin. The barrier and wheel would then exert a force upon the hinge pillar, the rocker, the A-pillar, the floorpan, and cross beam, each of which are at least partially aligned with the barrier during this type of collision. These structures can ultimately deform due to the collision with the barrier, resulting in encroachment of the structures upon the passenger cabin. 
     One solution to these issues of cabin encroachment has been to reinforce the longitudinal support structure and the support structures that surround the cabin, so as to limit the deformation of these structures. However, the additional reinforcement can result in substantial increases in vehicle mass and material, which are undesirable in terms of cost and fuel mileage. 
     SUMMARY 
     In overcoming the enumerated drawbacks and other limitations of the known art, the present specification provides a countermeasure assembly for an automotive vehicle that comprises a front side rail extending in a generally longitudinal direction and having a forward end; a bumper having a main bumper member and a bumper extension forming an end portion of the bumper, the bumper extending generally transverse and lateral to the longitudinal direction of the front side rail, the bumper extension extending laterally from the main bumper member and forming an outboard end of the bumper, the bumper extension being mounted to the forward end of the front side rail; and a pivot link having front and rear mounting portions, the rear mounting portion being pivotably engaged with the bumper extension member to define a front pivot joint, the rear mounting portion being pivotably engaged with the front side rail to define a rear pivot joint, the rear pivot joint being located rearward and inward relative to the front pivot joint. 
     In another aspect, the bumper extension has a front member and a rear member, the rear member being bolted to the forward end of the front side rail. 
     In yet another aspect, the front member and the rear member of the bumper extension define a hollow box structure. 
     In an additional aspect, the rear pivot joint includes a pivot bracket that engages the rear mounting portion and fastened to an outer wall of the front side rail, the front side rail defining a box structure including the outer wall and having an inner wall, an upper wall and a lower wall. 
     In a further aspect, the outer wall defines a vertical width of the front side rail, the pivot bracket having a base defining a length greater than the vertical width of the front side rail. 
     In yet another aspect, the base of the pivot bracket is further fastened to a lower extension, the lower extension extending downward from the lower wall of the front side rail. 
     In an additional aspect, the lower extension defines an outer wall that is generally planar with the outer wall of the front side rail. 
     In a further aspect, the lower extension defines a box structure. 
     In an additional aspect, a bulkhead with a flange is disposed inside the front side rail, the flange being bolted to the pivot bracket via the front side rail. 
     In another aspect, the bulkhead extends across the entire width of a cavity defined by the box structure of the front side rail. 
     In yet another aspect, the pivot bracket, and the bulkhead are arranged laterally outward from and longitudinally overlapping with an engine of the automotive vehicle. 
     In still a further aspect, the pivot link has first, second, and third major side surfaces, the first major side surface facing the bumper, the second major side surface facing the front side rail, and the third major side surface facing away from the bumper and extending between the rear and rear mounting portions of the pivot link. 
     In another aspect, the first major side surface is not parallel with the third major side surface. 
     In still another aspect, the first major side surface and the third major side surface define an angle therebetween that is less than 90°. 
     In an additional aspect, the first major side surface includes an undercut, the undercut being defined wherein a lower portion of the first major side surface is recessed relative to an upper portion of the first major side surface. 
     In another aspect, a center of the front pivot joint is offset from a center of the rear pivot joint in a vertical direction relative to the vehicle. 
     In still another aspect, the center of the front pivot joint is located vertically higher relative to the vehicle than the center of the rear pivot joint. 
     In yet another aspect, the rear mounting portion of the pivot link exhibits a thickness that is less than a thickness defined by the rear mounting portion of the pivot link. 
     In a further aspect, the pivot link is a generally triangular shaped body. 
     Further objects, features and advantages of the embodiments described herein will become readily apparent to persons skilled in the art after a review of the following description, with reference to the drawings and claims that are appended to and form a part of this specification. 
    
    
     
       BRIEF DESCRIPTION OF THE DRAWINGS 
         FIG. 1  is an isometric view of a countermeasure assembly incorporating the principles of the embodiments of the present specification; 
         FIG. 2  is an exploded view of the countermeasure assembly seen in  FIG. 1 ; 
         FIG. 3  is a cross-sectional plan view of the countermeasure assembly seen in  FIG. 1 ; 
         FIG. 4  is a cross-sectional view taken generally along line  4 - 4  in  FIG. 3 ; 
         FIG. 5  is a side view of the countermeasure assembly seen in  FIG. 1 ; 
         FIG. 6  is a schematic illustration of the countermeasure assembly of  FIG. 1  showing the progression of the countermeasure assembly during a collision; 
         FIG. 7  is a schematic illustration of the behavior of the link during the initial phases of a collision; and 
         FIGS. 8-12  are top plan views of the countermeasure assembly of  FIG. 1  showing various states of the countermeasure assembly during a collision with a barrier. 
     
    
    
     DETAILED DESCRIPTION 
     Referring now to the drawings,  FIG. 1  illustrates a small overlap impact countermeasure assembly  10  (hereafter just “countermeasure assembly  10 ”) for an automotive vehicle and incorporating the principles of embodiments of the present specification. As its principle components, the countermeasure assembly  10  includes a bumper  12 , a front side rail  14  and a pivot link  16  extending between the bumper  12  and the front side rail  14 . The countermeasure assembly  10  is disposed at the front end of the vehicle and generally surrounds the engine E (see  FIG. 3 ) of the vehicle, with the wheels of the vehicle being disposed laterally outboard of the front side rail  14  and rearward of the pivot link  16 . 
     For reference, the countermeasure assembly  10  defines an x-axis X that is generally parallel to a fore-and-aft longitudinal centerline CL of the vehicle. The countermeasure assembly  10  also defines a y-axis Y that extends laterally across or perpendicular to the centerline CL. Also, for the purpose of clarity in this description, the terms “inward” or “inboard” generally refer to a direction toward the centerline CL of the vehicle, and the terms “outward” or “outboard” refer to a direction away from the centerline CL of the vehicle. Similarly, “front” or “frontward” generally refer to direction toward the front of the vehicle and “rear” or “rearward” refers to a direction toward the rear of the vehicle. 
     Furthermore, only one countermeasure assembly  10  is illustrated in the figures and described herein. That countermeasure assembly  10  is located on the front left side of the vehicle. It will be appreciated that a corresponding countermeasure assembly is also located on the front right side of the vehicle. The front right side countermeasure assembly is a mirror image of the left side countermeasure assembly  10  and operates in a similar fashion. Accordingly, only the front left side countermeasure assembly  10  is discussed herein. 
     The illustrated bumper  12  is located at the front of the vehicle and extends laterally across the vehicle in a manner known in the art. The front side rail  14  is a longitudinal member of the vehicle&#39;s frame and extends forward, generally parallel to the X-axis, from other components of the vehicle&#39;s frame until being connected to the bumper  12  at the front of the vehicle, as is generally shown in  FIG. 3 . The pivot link  16  is mounted to both the bumper  12  and the front side rail  14 . By virtue of the pivot link  16 , a force acting on the bumper  12  will be transferred to the front side rail  14  be it to different, but related, mechanisms. The force will be directly transferred from the bumper  12  to the front side rail  14  via the connection between those two members. Additionally, the force acting on the bumper  12  will be indirectly transferred from the bumper  12  through the pivot link  16  to the front side rail  14 . This is particularly important when the vehicle is subjected to a small overlap frontal impact. 
     The bumper  12  includes a main bumper member  18  and a pair of bumper extensions  20 , which are mounted to the left and right ends  18   a  of the main bumper  18 . As seen in  FIG. 1 , the bumper extension  20  extends outward and slightly rearward from the left end portion  18   a  of the main bumper  18  and can have a generally curved shape, although the extension  20  could also have a more straight shape, bent shape, or other suitable shape. In one form, the bumper extension  20  is mounted to the bumper  12  via a mechanical connection using bolts, screws, or the like; however, other attachment methods could also be used. In the illustrated embodiment, the bumper extension  20  is itself formed of two pieces, a front member  22  and a rear member  24 . The two members  22 ,  24  collectively define a box structure of increased strength and reduced weight. This hollow form of the bumper extension  20  also allows the bumper extension  20  to be deformed during a collision, while maintaining a connection to the main bumper member  18 . 
     At its laterally outward end, the bumper extension  20  is provided with a pair of opposed, generally horizontal flanges  26 . The flanges  26  have apertures  28  formed therein that cooperate to receive the pivot link  16  therebetween and to define, with the pivot link  16 , a front pivot joint  30 . 
     Preferably, the pivot link  16  is a fixed and solid body portion having three major side surfaces: inner surface  32 , a forward surface  34  and an outer surface  36 , as well as upper and lower surfaces  38  and  40 . The pivot link  16  is preferably of a one-piece construction so that, in the event of a collision, the pivot link  16  can better withstand forces exerted against it and so that it can transmit a reaction force therethrough. It will be noted that this is in contrast to the hollow form construction of the bumper extension  20 . 
     The normal operating position of the pivot link  16  relative to the bumper  12  and front side rail  14  is seen in  FIG. 3 . This position represents the position of the pivot link  16  prior to any frontal impact/collision involving the countermeasure assembly  10 . As seen therein, the inner surface  32  of the pivot link  16  generally faces inward toward the front side rail  14 . The outer surface  36  generally faces rearward and outward. The forward surface  34  generally faces forward toward the bumper extension  20 , but is also slightly oriented inward toward the front side rail  14 . In the event of a small overlap frontal impact, the pivot link  16  will be caused to rotate or pivot and the orientations of these various surfaces will change, as further described in detail below. Additionally, the forward surface  34  of the pivot link  16  includes an undercut  52 . In other words, a lower portion  54  of the forward surface  34  is recessed or positioned rearward relative to an upper portion  56  of the forward surface  34 . The purpose for this undercut  52  is further discussed below. 
     Generally at the juncture of the forward surface  34  and the outer surface  36 , the pivot link  16  defines a front mounting portion  42  with a vertical pivot bore  44  defined therethrough, which cooperate with the opposed flanges  26  to form the front pivot joint  30 . At the juncture of the inner surface  32  and the outer surface  36 , the pivot link  16  defines a rear mounting portion  46 . The rear mounting portion  46  similarly includes a pivot bore  48  that operates as part of a rear pivot joint  50 . Relative to the position of the front side rail  14 , the front pivot joint  30  is located laterally outward and the rear pivot joint  50  is located laterally inward. 
     The pivot link  16  exhibits a taper proceeding from the front mounting portion  42  to the rear mounting portion  46 . As seen in  FIG. 7 , the taper is such that the vertical thickness of the pivot link  16  at the front mounting portion  42  is greater than the vertical thickness at the rear mounting portion  46 . Also, the rear mounting portion  46  is located in a position vertically offset from the front mounting portion  42 . In this regard, the rear mounting portion  46  is not centered relative to the front mounting portion  42 , but is instead vertically displaced downward in the direction of the lower surface  40 . 
     Referring back to  FIGS. 1 and 3 , front side rail  14  extends rearward from the bumper  12  generally along the X-axis. The front side rail  14  is preferably a box structure with a hollow construction to enhance its strength, and maybe formed either as a one-piece member or by multiple pieces joined together. Regarding the latter construction, a lateral side member  58  may be rigidly secured to a U-channel member  60  by welding or other means. The hollow nature of the front side rail  14  allows the side rail  14  to collapse in the direction of the X-axis or to buckle in the direction of the Y-axis during a collision or forces are directed to the front side rail  14 . In this regard, the front side rail  14  is seen as including an inner wall  62 , an outer wall  64 , an upper wall  66 , and a lower wall  68 . For the sake of discussion, however, the front side rail  14  will be described as being a unitary piece. 
     The front side rail  14  generally includes three portions: a front portion  70 , an intermediate portion  72  and a rear portion  74 . The front portion  70  is mounted to the bumper  12  generally at the interface between the main bumper  18  and the bumper extension  20 . This mounting may be facilitated by conventional means including the use of bolts, screws or welding. The front portion  70  may also include indentations or reliefs  76  whose function is to reduce the compressive strength of the front side rail  14  and allow control of deformation, and more specifically crushing, of the front portion  70  during a collision. The front portion  70  transitions into the intermediate portion  72  which is located generally adjacent to the vehicle wheel W, as is seen in  FIG. 8 . The intermediate portion  72  includes a tapered section such that the forward part of the intermediate portion  72  has an increased width relative to the rearward part of the intermediate portion  72 . This taper allows the intermediate portion to deform in a controlled manner, generally inward, during a collision. The intermediate portion  72  transitions into the rear portion  74  generally at a position toward the rearward end of the wheel W. This rear portion  74  ultimately extends under the passenger cabin area and may have cross members and vertical members associated with defining the passenger cabin, such as the A-pillar, attached thereto. Accordingly, the front side rail  14  extends generally from the bumper  12  to the passenger cabin of the vehicle. 
     As previously noted, the pivot link  16  is mounted between the bumper  18  and the front side rail  14 . More specifically, the pivot link  16  extends from the front pivot joint  30  to the rear pivot joint  50 , the latter being positioned along the front side rail  14  either at the rearward part of the front portion  70  or the forward part of the intermediate portion  72 . 
     The rear pivot joint  50  is formed by the rear mounting portion  46  of the pivot link  16  and a pivot bracket  80  mounted to outer wall  64  of the front side rail  14 . Similarly to the bumper extension  20 , the pivot bracket  80  includes a pair of opposed flanges  82  that extend generally horizontally and laterally outward from the front side rail  14 . Formed in the flanges  82  are apertures  84  that define the pivot axis of the rear pivot joint  50 . The rear mounting portion  46  of the pivot link  16  is received within the space between the flanges  82  and the pivot bore  48  is aligned with the apertures  84 . A pivot pin  86  extends through the apertures  84  and bore  48 , along the pivot axis, and retains the rear mounting portion  46  with the pivot bracket  80 , thereby forming the rear pivot joint  50 . The pivot pin  86  may be credibly engaged with a nut or with corresponding threads located within at least one of the apertures  84 . 
     A base  88  of the pivot bracket  80  is secured, in part, to the front side rail  14 . The base  88  is also secured to a lower extension  90 . The lower extension  90  extends downward from the front side rail  14  and allows for the use of a longer base  88  for the pivot bracket  80 . With the use of the lower extension  90 , the location of the rear pivot joint  50  is lowered. In addition, the lower extension  90  also allows the base  88  of the pivot bracket  80  to be provided with an increased vertical length, which in turn allows the bolts  92  securing the bracket  80  to be spaced further apart. By spacing the means by which the bracket  80  is attached to the vehicle, or more specifically the attachment of the bracket to the front side rail  14  and the lower extension  80 , the connection of the bracket  80  is able to withstand an increased amount of torque during a collision without separating from the front side rail  14  and the lower extension  90 . As seen in  FIG. 4 , the length of the base  88  of the pivot bracket  80  can be made longer than the vertical height of the front side rail  14 . Without the lower extension  90 , an increase of this magnitude in the vertical length of the base  88  could not be achieved. Such a base of pivot bracket would be limited to the height of the front side rail  14 . 
     To further enhance the strength of the front side rail  14  in the region where the rear pivot joint  50  is located, a bulkhead  94  is provided internally of the front side rail  14 . The bulkhead  94  generally extends across the entire width of the cavity  96  defined within the front side rail  14  and includes flanges  98  or other structures that allow it to engage the front side rail  14 . The flanges  98  may be provided with apertures  100  that are aligned with apertures  102  formed in the front side rail  14  and through which the bolts  92  securing the pivot bracket  80  are extended. While not previously mentioned, apertures  104  are provided in the pivot bracket  80  receiving the bolts  92  and securing the pivot bracket  80  the front side rail  14 . While not previously mentioned, the lower extension  90  also includes apertures  106  for securing the pivot bracket  80  by way of the bolts  92 . 
     When assembled, the bumper  12 , longitudinal front side rail  14 , and pivot link  16  provide a skeleton around the engine compartment, along with various other support members that support the vehicle suspension, engine components, or the like, as is known in the art. The front wheels W of the vehicle are disposed outboard of the intermediate portion  72 , rearward from the pivot link  16  and bumper extension  20 , but forward of the vehicle cabin structure C (see  FIG. 8 ). 
     Having described the countermeasure assembly  10 , the operation of the assembly  10  during a collision will now be described, with reference to  FIGS. 6-12 . The operation and function of the assembly  10  will be described with reference to an impact barrier  110  approaching the vehicle generally along the X-axis so as to create a small overlap frontal impact collision. It will be appreciated, however, that a vehicle including the countermeasure assembly  10  may be in motion or stationary, and that the impact barrier  110  may represent either a stationary object or a moving object. Also, it will be appreciated that the force exerted by the impact barrier  110  on the countermeasure assembly  10  might not be applied directly along the X-axis, and that this force may be obliquely directed or offset from the X axis. 
       FIG. 6  schematically illustrates the path that the barrier  110  takes relative to the vehicle and the countermeasure assembly  10  with the pivot link  16  coupled to the bumper  12  and the front side rail  14 . As a result of the interaction between the pivot link  16 , the bumper extension  20  and the front side rail  14 , and the location of the front and rear pivot joints  30 ,  50 , the barrier  110  is gradually moved away from the vehicle along path P, while maintaining engagement with the pivot link  16 . The maintained engagement with the pivot link  16  causes the force from the collision to be transferred and absorbed by the front side rail  14 . Moreover, the inward buckling of the intermediate portion  72  of the front side rail  14  impacts the vehicle engine E and forcing the vehicle and the barrier  110  laterally away from one another. Thus, the barrier  110  can be directed away from the cabin C, while the countermeasure assembly  10  absorbs a large amount of the impact force by virtue of the deformation, crushing and buckling, of the front side rail  14 . 
       FIG. 6  also illustrates the movement of the various components throughout the collision. More specifically, the pivot link  16  moves rearward relative to its normal operating position upon being contacted by the barrier  110 . During this rearward movement, the pivot link  16  is caused to pivot in the counter-clockwise direction or outward direction. Similarly, the bumper  12 , including the bumper extension  20 , is forced rearward, with the bumper extension  20  becoming flattened, while maintaining its connection with the pivot link  16 . The movement of the pivot link  16  is shown progressing from the pivot link  16  in the normal operating position, to the position of pivot link  16  as the barrier  110  begins to slide off of the pivot link  16 . 
     With the enhanced strength connecting the pivot bracket  80  to the front side rail  14 , no separation occurs between the pivot bracket  80  and the front side rail  14 . With this connection remaining intact, forces resulting from the impact can be directed to ensure that the vehicle wheel W is not driven by the barrier  110  toward the passenger cabin of the vehicle. It will be appreciated that the vehicle wheel is connected to the lower suspension member  112  of the vehicle by a control arm  114 . The rearward joint  116  of the control arm  114  is typically a very robust connection in the vehicle. The forward joint  118 , however, is not as robust as the rearward joint  116 . The countermeasure assembly  10  directs the forces generated by the barrier  110  such that these forces do not cause the control arm  114  to break at the forward joint  118 . Rather, forces are directed through a relatively weaker component, namely the steering knuckle  120  associated with the wheel W. The steering knuckle  120  is generally weaker since it is formed as a metal casting. 
     Referring now to  FIG. 8 , the barrier  110  is shown immediately prior to colliding with the bumper  12  and a small overlap frontal impact collision. As seen therein, a corner  122  of the barrier  110  is generally aligned with the longitudinal axis of the front side rail  14  and will collide in the area of the bumper extension  20 . Immediately after initial impact, the front side rail  14  will be crushed in its front portion  70  adjacent to the bumper  12 , forming a crushed region. This initial impact causes the bumper extension  20  to partially flatten at the contact point with the corner  122  of the barrier  110 . The rearward force on the bumper extension  20 , in conjunction with the crushed region of the front side rail  14 , causes the pivot link  16  to rotate outward (counterclockwise in  FIG. 8 ) about the rear pivot joint  50 . The front pivot joint  30  facilitates this rotation of the pivot link  16  without causing the pivot link  16  to separate from the bumper extension  20 . 
     As the rear surface of the bumper extension  20  comes into contact with the inner surface  32  of the pivot link  16 , the undercut  52  formed on the inner surface  32  causes the forward portion of the pivot link  16  to rotate slightly upward relative to the rear pivot joint  50 . This rotation will proceed until the inner surface  32  is relatively flat against the bumper extension  20  and/or the barrier  110 , at which point in time the vector of the force being transmitted through the countermeasure assembly  10  is redirected slightly downward as indicated by arrow  126 . This redirection of the force vector  126  limits upward buckling of the front side rail  14  and may redirect components of the countermeasure assembly  10  downward into engagement with the lower suspension member  112 , allowing the barrier  110  to remain in engagement with the countermeasure assembly  10  for greater length of time during a collision. 
     As seen in  FIG. 9 , as the barrier  110  continues to encroach upon the countermeasure assembly  10 , the front portion  70  of the front side rail  14  has been substantially crushed, which is designated at  124 , and the front side rail  14  begins to buckle inward towards the engine E. At this point, the pivot link  16  is pivoted to the location where it is extending laterally outward from the front side rail  14  and begins to engage portions of the wheel W. As the barrier  110  continues its encroachment into the countermeasure assembly  10 , as seen in  FIG. 10 , the pivot link  16  continues rearward rotation and the front side rail  14  further buckles inward into engagement with the engine E. At this point, the barrier  110  has engaged a front portion of the lower suspension member  112 . This engagement with the lower suspension member  112 , along with the rearward and outward angle formed by rotation of the pivot link  16  and buckling of the front side rail  14 , induces relative movement between the barrier  110  and the vehicle. This relative movement is such that the barrier  110  and the vehicle begin lateral movement away from each other, with the barrier  110  moving in the direction of the wheel W. Further movement of the barrier  110  displaces the countermeasure assembly  10  laterally inward such that the barrier  110  impinges the wheel W against a front corner of the cabin frame  128  of the passenger compartment. This cabin frame portion  128  is generally located at the rearward most extent of the wheel well within which the wheel W is located. By impinging the wheel W between the barrier  110  and the front corner of the cabin frame  128 , the rim of the wheel W crushes and the force vectors  126  of the collision are specifically directed through the steering knuckle  120 . This is generally illustrated in  FIG. 11 . 
     The steering knuckle  120  is not constructed of a material that can withstand the impact forces created by collision between the barrier  110  and the vehicle. As a result, the steering knuckle  120  fractures and the control arm  114  remains intact with the lower suspension member  112 . Upon fracturing of the steering knuckle  120 , the wheel W is free from the vehicle and allows the barrier to outward pivot off of the front corner of the cabin frame  128 . As a further result, neither the barrier  110  nor the wheel W significantly impacts the passenger cabin of the vehicle as a result of the small overlap, front impact collision. 
     While the forces generated during a collision are not completely predictable, a countermeasure assembly  10  incorporating the principles of the embodiments of the present specification allows for a refocusing of the force vectors to a weaker structure of the vehicle, namely the steering knuckle  120 , instead of focusing these forces on other components such as the control arm  14  this is achieved by maintaining the pivot link  16  connected to the front side rail  14 , by virtue of the enhanced construction of the pivot bracket  80  and lower extension  90 , during the full impact timeline of the collision. 
     As a person skilled in the art will readily appreciate, the above description is meant as an illustration of implementation of the principles of the various embodiments described herein. This description is not intended to limit the scope or application of the embodiments in that the embodiments are susceptible to modification, variation and change, without departing from spirit of this specification, as defined in the following claims.