EP1737308A1 - Systeme de stabilisation de la tete - Google Patents

Systeme de stabilisation de la tete

Info

Publication number
EP1737308A1
EP1737308A1 EP05735139A EP05735139A EP1737308A1 EP 1737308 A1 EP1737308 A1 EP 1737308A1 EP 05735139 A EP05735139 A EP 05735139A EP 05735139 A EP05735139 A EP 05735139A EP 1737308 A1 EP1737308 A1 EP 1737308A1
Authority
EP
European Patent Office
Prior art keywords
helmet
head
wearer
resisting member
dashpot
Prior art date
Legal status (The legal status is an assumption and is not a legal conclusion. Google has not performed a legal analysis and makes no representation as to the accuracy of the status listed.)
Withdrawn
Application number
EP05735139A
Other languages
German (de)
English (en)
Inventor
Gregg S. Baker
Current Assignee (The listed assignees may be inaccurate. Google has not performed a legal analysis and makes no representation or warranty as to the accuracy of the list.)
BHC Engineering LP
Original Assignee
BHC Engineering LP
Priority date (The priority date is an assumption and is not a legal conclusion. Google has not performed a legal analysis and makes no representation as to the accuracy of the date listed.)
Filing date
Publication date
Application filed by BHC Engineering LP filed Critical BHC Engineering LP
Publication of EP1737308A1 publication Critical patent/EP1737308A1/fr
Withdrawn legal-status Critical Current

Links

Classifications

    • A—HUMAN NECESSITIES
    • A42—HEADWEAR
    • A42B—HATS; HEAD COVERINGS
    • A42B3/00—Helmets; Helmet covers ; Other protective head coverings
    • A42B3/04—Parts, details or accessories of helmets
    • A42B3/0406—Accessories for helmets
    • A42B3/0473—Neck restraints
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60R—VEHICLES, VEHICLE FITTINGS, OR VEHICLE PARTS, NOT OTHERWISE PROVIDED FOR
    • B60R21/00—Arrangements or fittings on vehicles for protecting or preventing injuries to occupants or pedestrians in case of accidents or other traffic risks
    • B60R21/02—Occupant safety arrangements or fittings, e.g. crash pads
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B64—AIRCRAFT; AVIATION; COSMONAUTICS
    • B64D—EQUIPMENT FOR FITTING IN OR TO AIRCRAFT; FLIGHT SUITS; PARACHUTES; ARRANGEMENT OR MOUNTING OF POWER PLANTS OR PROPULSION TRANSMISSIONS IN AIRCRAFT
    • B64D10/00—Flight suits
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60R—VEHICLES, VEHICLE FITTINGS, OR VEHICLE PARTS, NOT OTHERWISE PROVIDED FOR
    • B60R21/00—Arrangements or fittings on vehicles for protecting or preventing injuries to occupants or pedestrians in case of accidents or other traffic risks
    • B60R2021/003—Arrangements or fittings on vehicles for protecting or preventing injuries to occupants or pedestrians in case of accidents or other traffic risks characterised by occupant or pedestian
    • B60R2021/0039—Body parts of the occupant or pedestrian affected by the accident
    • B60R2021/0048—Head
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60R—VEHICLES, VEHICLE FITTINGS, OR VEHICLE PARTS, NOT OTHERWISE PROVIDED FOR
    • B60R21/00—Arrangements or fittings on vehicles for protecting or preventing injuries to occupants or pedestrians in case of accidents or other traffic risks
    • B60R2021/0065—Type of vehicles
    • B60R2021/0086—Racing cars
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60R—VEHICLES, VEHICLE FITTINGS, OR VEHICLE PARTS, NOT OTHERWISE PROVIDED FOR
    • B60R21/00—Arrangements or fittings on vehicles for protecting or preventing injuries to occupants or pedestrians in case of accidents or other traffic risks
    • B60R21/02—Occupant safety arrangements or fittings, e.g. crash pads
    • B60R2021/0206—Self-supporting restraint systems, e.g. restraining arms, plates or the like
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60R—VEHICLES, VEHICLE FITTINGS, OR VEHICLE PARTS, NOT OTHERWISE PROVIDED FOR
    • B60R22/00—Safety belts or body harnesses in vehicles
    • B60R22/001—Knee, leg or head belts

Definitions

  • the present invention relates to a head stabilizing system for minimizing loads on the head and the neck, some of which may be injurious or even fatal, by generating a reaction force that substantially opposes a force acting on the head and generated by rapid deceleration of a vehicle or a crash impact.
  • 5,371 ,905 limits motion of the head due to actuation of a valve achieved by attaining a minimum velocity of the head.
  • Other devices include helmets attached to a wearer's yoke, to the seat or other fixed portion of the vehicle, or a network of webbing worn by the driver. Many of these devices restrict movement of the wearer during normal use, making the devices cumbersome and even dangerous to wear, due, for example, to their potential for limiting driver visibility, interference with control of the vehicle, or inhibiting the wearer's ability to exit the vehicle in the event of fire.
  • a system for stabilizing the head during deceleration is provided, the system generates a reaction force that substantially opposes the force generated by the deceleration, yielding a reduced net force on the head.
  • a head stabilizing system for limiting the load acting on a wearer's head and generated by displacement, velocity, or acceleration of the wearer's head with respect to the wearer's body is provided.
  • the system comprises a helmet, a connection structure, and at least one resisting member positioned between and connected to the helmet and the connection structure, wherein the at least one resisting member generates a reaction force that substantially opposes a crash impact force to yield a reduced net force on the head.
  • a head stabilizing system for limiting the load acting on a wearer's head and generated by displacement, velocity, or acceleration of the wearer's head with respect to the wearer's body is provided.
  • a head stabilizing system for limiting the load acting on a wearer's head and generated by displacement, velocity, or acceleration of the wearer's head with respect to the wearer's body comprises a helmet, and means for generating a reaction force that substantially opposes a crash impact force to yield a reduced net force on the head.
  • an automatically adjustable head stabilizing system for limiting the load acting on a wearer's head and generated by displacement, velocity, or acceleration of the wearer's head with respect to the wearer's body.
  • the system comprises a helmet, a connection structure, means for continuously monitoring a status of a vehicle and/or driver, and at least one dashpot containing a controllable rheological fluid, the at least one dashpot positioned between and connected to the helmet and the connection structure, wherein the viscosity of the rheological fluid in the dashpot automatically changes in response to or in anticipation of a change in a load being applied to the helmet and head of the wearer.
  • a method of automatically limiting the load acting on a wearer's head and generated by displacement, velocity, or acceleration of the wearer's head with respect to the wearer's body is provided.
  • the method comprises providing an occupant of a moving vehicle with a system comprising a helmet, a connection structure, means for continuously monitoring a status of a vehicle and/or driver, and at least one dashpot containing a controllable rheological fluid, the at least one dashpot positioned between and connected to the helmet and the connection structure, wherein the viscosity of the rheological fluid in the dashpot automatically changes in response to or in anticipation of a change in a load being applied to the helmet and head of the wearer, continuously monitoring the status of at least one of the vehicle and the occupant, and automatically changing the viscosity of the rheological fluid in the dashpot in response to changes in the status.
  • a method of automatically limiting the load acting on a wearer's head and generated by displacement, velocity, or acceleration of the wearer's head with respect to the wearer's body includes providing an occupant of a moving vehicle with a system comprising a bladder positionable around a wearer's neck and containing a controllable rheological, wherein the viscosity of the rheological fluid in the bladder automatically changes based on changes in a load being applied to the head of the wearer, continuously monitoring the status of at least one of the vehicle and the occupant, and automatically changing the viscosity of the rheological fluid in the dashpot in response to changes in the status.
  • a method of adapting a helmet to be used with a head stabilizing system for limiting the load acting on a wearer's head and generated by displacement, velocity, or acceleration of the wearer's head with respect to the wearer's body, the head stabilizing system including a connection structure and at least one resisting member to be positioned between and connected to the helmet and the connection structure, is provided.
  • the method comprises providing a conventional helmet, providing at least one bracket configured to connect to the at least one resisting member, and attaching the at least one bracket to a surface of the helmet with an adhesive.
  • a method of adapting a racing helmet to be used with a head stabilizing system for limiting the load acting on a wearer's head and generated by displacement, velocity, or acceleration of the wearer's head with respect to the wearer's body comprises providing a conventional racing helmet, and gluing at least one bracket to a surface of the helmet.
  • Fig. 1 A is a side view of a head stabilizing system according to one aspect of the present invention
  • Fig. 1 B is a side view of an alternative embodiment of a head stabilizing device according to one aspect of the present invention
  • Fig. 1 C is a side view of an alternative embodiment of a head stabilizing device according to one aspect of the present invention
  • Fig. 2A is a side view of an alternative embodiment of a head stabilizing system according to another aspect of the present invention
  • Fig. 2B is a side view of an alternative embodiment of a head stabilizing system according to another aspect of the present invention
  • Fig. 1 A is a side view of a head stabilizing system according to one aspect of the present invention
  • Fig. 1 B is a side view of an alternative embodiment of a head stabilizing device according to one aspect of the present invention
  • Fig. 1 C is a side view of an alternative embodiment of a head stabilizing device according to one aspect of the present invention
  • Fig. 2A is a side view of an alternative embodiment
  • FIG. 3 is a side view of an alternative embodiment of a head stabilizing system according to another aspect of the present invention
  • Fig. 4 is an isometric view of a damping mechanism used in the present invention
  • Fig. 5A is a side view of an alternative embodiment of a head stabilizing system according to another aspect of the present invention
  • Fig. 5B is a side view of an alternative embodiment of a head stabilizing system according to another aspect of the present invention
  • Fig. 5C is a top view of a damping mechanism and connectors according to one aspect of the invention
  • Fig. 5D is a top view of a mounting device for a helmet according to one aspect of the present invention
  • Fig. 5D is a top view of a mounting device for a helmet according to one aspect of the present invention
  • Fig. 5D is a top view of a mounting device for a helmet according to one aspect of the present invention
  • Fig. 5D is a top view of a mounting device for a helmet according to one aspect of the
  • Fig. 8 is a side view of an automatic head stabilizing system according to one aspect of the present invention
  • Fig. 9 is a side view of another embodiment of an automatic head stabilizing system according to another aspect of the present invention
  • Fig. 10A is a side view of an alternative embodiment of a head stabilizing system according to another aspect of the present invention
  • Fig. 10B is a back view of the head stabilizing system of Fig. 10A, according to the present invention
  • Fig. 10C is a top view of a damping mechanism and connectors used in the head stabilizing system of Figs. 10A and 10B in a "connected" state, according to one aspect of the invention
  • Fig. 10D is a top view of the damping mechanism and connectors of Fig. 10C in a "disconnected" state, according to one aspect of the invention.
  • the present invention comprises a system for protecting the head and neck of the user during rapid deceleration.
  • the system is intended to prevent any substantial increase or decrease in the distance between the head and the body when the head and body are moving at high velocity, for example, in a race car.
  • the system includes at least one resisting member that generates a reaction force that substantially opposes a crash impact force, yielding a reduced net force on the head during a crash event.
  • a race car crash can typically generate a force of approximately 50 times the pull of gravity in the driver's compartment, and generate a force approximately twice that, or approximately 100 times the pull of gravity, on the head itself.
  • the entire crash event occurs in less than one tenth of a second, and peak head and neck loads occur in less than thirty milliseconds.
  • This rapid acceleration of the head with respect to the body generates large loads on the head that may compress or stretch the neck, causing the distance between the head and the body to substantially change and resulting in severe injury or death.
  • Other crash events generate different load patterns, but all result in rapid head acceleration relative to the body within a very short period of time.
  • there are different requirements for a protective system depending upon the situation.
  • the present invention allows low velocity motion of the head with respect to the body, reduces high velocity motion of the head with respect to the body, and generates a reaction force that offsets the loads generated by the rapid acceleration of the head with respect to the body. This is accomplished through the use of at least one resisting member.
  • a resisting member is a pivotable link between a helmet or other protective device and a connection surface. The link is capable of generating a reaction force that opposes the crash impact force, yielding a reduced net force on the head. This reaction force can be generated as a function of position, velocity or acceleration.
  • the link is preferably sufficiently rigid, or is capable of becoming sufficiently rigid upon the absorption of kinetic energy, to substantially prevent relative movement between the helmet and the connection surface during deceleration (i.e., prevent any substantial increase or decrease in the distance between the head and body during a crash).
  • the resisting member may be, for example, a tether, defined herein as a substantially rigid link of a fixed length, such as a chain, a steel rod or cable, or nylon webbing. A tether generates a reaction force based on position, even while a crash is not occurring.
  • Tethers are not especially preferred because their reaction is a function of position and, therefore, must necessarily restrain the head, even during normal, non-impact conditions, potentially severely limiting visibility of a driver due to the fixed length of the tether.
  • the resisting member may be a damping mechanism, for example, a damper, a dashpot, or a shock absorber.
  • a dashpot generates a reaction force based on velocity.
  • a dashpot's reaction force only occurs at a high velocity, allowing head motion at low velocities.
  • Many of the embodiments described herein use a dashpot, although other suitable devices capable of generating a desired reaction force may be substituted.
  • the dashpot is a passive device and has substantially no force output.
  • the damping force of the dashpot is, in general, approximately linearly proportional to the velocity of the head relative to the body and will oppose motion of the head with respect to the body.
  • a head stabilizing system 100 for protecting the head and neck of a user during rapid deceleration is provided.
  • the system 100 includes a helmet, a connection structure, and at least one resisting member.
  • a helmet 110 is provided.
  • the helmet 110 may be any standard helmet used by drivers or pilots for head protection.
  • the helmet 110 includes an outer shell and an inner shell.
  • the outer shell preferably includes a rigid material such as hard plastic or a composite material.
  • the inner shell preferably includes some sort of padding for additional protection of the head.
  • Helmet 110 also includes at least one mounting device for connecting the helmet 110 to at least one resisting member.
  • the mounting device may comprise a bracket 115.
  • the number and position of the mounting devices 115 is dependent upon and generally corresponds to the number and position of resisting members used, as will be described further below. It is envisioned that conventional helmets may be adapted for use with the system of the present invention by installing the appropriate mounting device(s) on the helmet.
  • the bracket(s) 115 may be attached to a conventional helmet 110 in several different ways.
  • the bracket may be attached to the helmet using screws, nuts or bolts.
  • a modification of the helmet may void the certification of the helmet, for example, by SNELL (Snell Memorial Foundation, www.smf.org) Snell sets standards for helmets for auto racing, as well as for various other motorized and non-motorized sports.
  • Each Snell certified helmet includes a Snell serialized label inside. Because the structure of the helmet may be physically altered by the drilling necessary for the screws and/or bolt, the Snell certification may be void.
  • a more preferred method of adapting a helmet to work with a head stabilizing system is to use an adhesive to mount the bracket 115 onto the surface of the helmet. Unlike screws or bolts, adhesive does not physically alter the helmet in any way, and thus the certification remains valid.
  • the adhesive is simple and quick to use, does not need be kept tight like mounts installed with nuts and bolts, and does not require that the helmet be drilled.
  • the adhesive used is an aerospace-grade binary bonding agent that has a minimum shear strength of 1 ,000 pounds per square inch, a working temperature range consistent with outdoor activities, e.g. -20F to 175F, is waterproof and is easy for an amateur to apply in a casual work environment.
  • brackets An example of a suitable adhesive is DP810, which can be obtained from 3M Corporation.
  • the positioning of the brackets depends upon the type of connection intended between the helmet and the head stabilizing system. For example, as shown in Figs. 1A and 2B, four brackets may be used, two on each side of the helmet, with two of the brackets being toward the front of the helmet and two of the brackets being toward the back of the helmet. Alternatively, as shown in Figs. 1 B, 2A, 5A, and 10A, a single bracket may be used and positioned toward the back of the helmet. Alternatively, as shown in Figs. 5G and 8, two brackets may be used. The brackets may be positioned on opposite sides of the helmet, or at the front and back of the helmet.
  • connection structure may be a chest/shoulder plate 120.
  • Chest/shoulder plate 120 includes a first shoulder portion 122a and a second shoulder portion 122b (not shown), which is substantially a mirror image of first shoulder portion 122a.
  • Shoulder portions 122a, 122b may be made from any suitable material which can be shaped to form shoulder portions 122a, 122b, for example, a hard plastic or composite material. Shoulder portions 122a, 122b are configured to fit over the shoulders, adjacent the neck, of a user.
  • the shoulder portions 122a, 122b are curved to fit over the shoulders and may extend over the chest and back.
  • the shoulder portions 122a, 122b may or may not be connected to one another.
  • Shoulder portions 122a, 122b may or may not be connected to a seat belt or harness.
  • Shoulder portions 122a, 122b may further include a padded layer for added comfort.
  • Shoulder portions 122a, 122b may also include mounting devices similar to those described for use with helmet 110. [057]
  • shoulder portions 122a, 122b may be connected to form a U-shaped yoke 122 (Fig. 2A).
  • a collar portion intended to extend behind the neck connects the shoulder portions 122a, 122b, and shoulder portions 122a, 122b extend from the collar portion and over the chest of the wearer.
  • Examples of such a helmet and shoulder restraint combination are disclosed in U.S. Patent No. 4,638,510, issued January 27, 1987, and U.S. Patent No. 6,009,566, both of which are incorporated herein by reference.
  • the helmet 110 may be attached to a connection structure other than a shoulder/chest plate.
  • the helmet may be attached to the seat of the vehicle, the roll cage of the vehicle, the frame of the vehicle, the shoulder harness 150 of the vehicle (Figs.
  • system 100 includes at least one resisting member.
  • the resisting member may be a damping mechanism 130, such as a damper, dashpot or shock absorber, which contains a fluid, either gas or liquid.
  • the resisting member may be a damping mechanism 130, such as a damper, dashpot or shock absorber, which contains a fluid, either gas or liquid.
  • a dashpot 130 comprises a piston 132, a low friction hollow cylinder 134, a first end 136 and a second end 138.
  • Dashpot 130 may include an orifice that is adjustable to select the damping coefficient of the dashpot, although the orifice may be fixed to prevent tinkering.
  • the piston 132 forces fluid through the orifice at a controlled rate to dissipate kinetic energy when the piston is being moved.
  • a bi-directional dashpot which works in both the pulling and the pushing direction, is preferred. By adjusting the rate at which fluid can be forced through the orifice (e.g., by changing the size of the orifice) the damping coefficient of the dashpot 130 can be selected.
  • the damping coefficient should be selected to allow the dashpot to generate a reaction force to offset the force on the head and neck created by a crash.
  • the force that causes injury during impact is a result of the crash generating a particular deceleration in the vehicle that causes a deceleration of approximately twice that to act on the head and the upper neck.
  • the actual value of the force generated during a crash can be estimated. Force is defined as mass times acceleration, where the mass is that of the head and the acceleration is comprised of both linear and angular components. The linear component of the acceleration is the deceleration of the head of the occupant of the driver's compartment.
  • the angular component of the acceleration is defined as ⁇ 2 r, where omega ( ⁇ ) is the angular velocity of the head about the point of relative motion, the bottom of the neck represented in Fig. 1 A as the C7/T1 junction, and r is the radius, defined here as the distance from the bottom of the neck to the center of gravity of the head.
  • omega ( ⁇ ) is the angular velocity of the head about the point of relative motion
  • the bottom of the neck represented in Fig. 1 A as the C7/T1 junction
  • r is the radius, defined here as the distance from the bottom of the neck to the center of gravity of the head.
  • the dashpot In order to minimize injury, the dashpot must generate a reaction force substantially equal to that generated by the crash, but acting in a direction opposite to the force exerted on the head and neck by the crash. By generating a substantially equal yet opposite force, the dashpot minimizes the net load acting on the head and neck, thereby minimizing the chance of injury.
  • the damping coefficient of the dashpot necessary to generate the desired reaction force.
  • a total damping coefficient of between about 4 and 15 Ib/in/sec is preferred, with a total damping coefficient of about 8 Ib/in/sec being most preferred, given typical mounting geometry.
  • first ends 136 of resisting members 130 are connected to the helmet 110 by pivoting mechanisms such as ball joints 136a.
  • pivoting mechanisms such as ball joints 136a.
  • resisting member 130 may include a helmet mount connector 160 for connecting the resisting member 130 to the bracket 115 on the helmet 110.
  • the helmet mount connector includes a quick release pin 162 to enable quick connection and release from the bracket/mounting device 115 on the helmet.
  • the helmet mount connector 160 is configured to connect to any helmet mounting device 115, thereby enabling more than one helmet to be used with the system.
  • a system 100 may be connected to a portion of a vehicle, such as the safety harness, and multiple drivers may utilize the system by connecting the helmet mount connector 160 to a mounting device 115 on their helmet.
  • Second ends 138 of resisting members 130 are connected to shoulder/chest plate 120.
  • the resisting member 130 may be connected to a portion of the vehicle, such as the safety harness 150 as shown in Figs. 5A and 5B.
  • resisting member 130 may be provided with a rolling harness connector 155.
  • rolling harness connector 155 may include a wide, squared U-shaped body 157 having holes 158 in legs 157a of the body.
  • a quick release pin 159 for permitting attachment and detachment from the harness 150 passes through holes 158.
  • a hollow support tube (not shown) may be placed over pin 159 to provide additional strength in anticipation of impact forces exerted on the pin.
  • the safety harness 150 fits between the body 157 of connector 155 and pin 159. Pin 159 rolls on harness 150, allowing movement of the head with respect to the body when the resisting member is connected to the helmet 110.
  • the rolling harness connector 155 may be a sliding harness connector 155a. This harness connector 155a does not include a round pin for rolling, but may include a bar or other support, which slides below the safety harness. Similar to rolling harness connector 155, sliding harness connector 155a is intended to move with the driver in the event of a crash, rather than remain fixed on the safety harness 150.
  • rolling harness connector 155a may include a tube 159a configured to fit below or ride beneath the harness 150.
  • Tube 159a preferably has a length sufficient to span substantially along the width of a user's shoulders to allow the ends of the tube to sit beneath the harness 150 as it passes over each shoulder of the user, as shown in Fig. 10B.
  • Tube 159a may be a single piece or may comprise more than one piece to allow the length of the tube to be adjusted to a given user.
  • the safety harness 150 "holds" tube 159a between the user's back and the harness 150. Tube 159a rolls on harness 150, allowing movement of the head with respect to the body when the resisting member is connected to the helmet 110.
  • Using ball and socket type connections between helmet 110 and resisting members 130 and between resisting members 130 and shoulder/chest plate 120 allows freedom of movement of helmet 110 with respect to shoulder/chest plate 120, i.e., movement of helmet 110 is not restricted due to its connections to shoulder/chest plate 120.
  • Piston rod length of the resisting member(s) 130 must be sufficient to allow for adequate motion of the head, such as tilting and turning the head.
  • resisting members 130 may be used, two connected to each shoulder portion 122a, 122b.
  • a single resisting member 130 may connect between the helmet 110 and shoulder/chest plate 120.
  • the resisting member 130 may be a tether instead of a dashpot.
  • two resisting members 130 may be used, each connected to the structure 157a.
  • two of the structures 157a may be provided, one under each shoulder harness, allowing the use of four resisting members.
  • the number of resisting members 130 used and the type of connection structure used may vary, dependent upon a variety of conditions.
  • the head and body of the wearer are moving at the same velocity within the vehicle. Any movement of the wearer's head with respect to this body will normally be a small movement and will be relatively slow, such as turning the head to the side to look at a mirror. Since the dashpots' damping coefficient is in units of force/distance/time, slow motion requires relatively little force and the wearer is therefore able to move his head and helmet with respect to his body and connection structure.
  • a head stabilizing system for protecting the head and neck of a user during rapid deceleration may not include a connection structure.
  • a system 200 includes a helmet having an upper portion and a lower portion and at least one resisting member connecting the upper portion of the helmet to the lower portion of the helmet.
  • Helmet 210 may include an upper portion 212, a visor portion 214, and a lower portion 216. Goggles may replace visor portion 214. Upper helmet portion 212 is connected to lower portion 216 via hinges 218. Lower helmet portion 216 extends below the chin of the wearer and rests on the shoulders 250 of the wearer as shown in Fig. 3.
  • the helmet 210 includes an outer shell and an inner shell.
  • the outer shell preferably includes a rigid material such as hard plastic or a composite material.
  • the inner shell preferably includes some sort of padding for additional protection of the head.
  • resisting members are provided. The resisting members preferably comprise dashpots 230.
  • Dashpots 230 have the same structure and function as described previously with respect to the embodiment of Figs. 1A-1 B, 2A-2B, 5A, 10A, and 10B.
  • Dashpots 230 include a first end 236 and a second end 238.
  • First ends 236 are connected to a lower surface of the upper helmet portion 212 and second ends are connected to an upper surface of the lower helmet portion 216.
  • the hinges 218 may be replaced with rotational dashpots.
  • the dashpots' damping coefficient is in units of force/distance/time, slow motion requires relatively little force and helmet portions 212, 216 move freely with respect to one another, allowing the wearer to move his head with respect to his body.
  • the force required for the head to accelerate from zero to peak velocity almost instantaneously is so high that the dashpots 230 become virtually rigid.
  • the rigidity of the dashpots 230 generates a reaction force substantially opposing the load generated by the rapid acceleration of the head with respect to the body and thus prevents any substantial increase or decrease in the distance between the head and the body that could cause severe injury.
  • the dashpots used in the above embodiments may be linear dashpots.
  • the dashpots used are radial, or universal, dashpots.
  • Universal dashpots are able to control motion in all directions. Use of such dashpots would be useful in situations where the force applied is not a linear force or is not applied from a head-on crash. For example, in helicopter crashes, injury is due to a compressive load on the spine and displacement of the neck. Alternatively, if a car is side-swiped, the force may be horizontal.
  • a universal dashpot all of these types of loads can be counteracted. In an extreme situation such as providing protection for a wearer in a helicopter crash or very high impact racing crash, it may also be desirable to include a spring in addition to the dashpot, as shown in Figs.
  • a primary goal of the present invention is to prevent injury to the wearer in impact or crash situations. However, it is also desirable to prevent minor injuries, such as those caused by the forces created in "normal” situations, such as taking corners at extremely high speeds, braking, or flying in a fighter aircraft. Such "normal” activities may generate forces in the range of approximately 3 to 10 g, which can cause strain and/or injury to the neck.
  • the present invention provides a system capable of automatically adjusting to counteract the forces applied in any situation. Thus, if a wearer is taking a corner at high speed, the device will become sufficiently rigid to prevent injury and reduce fatigue at that load. If a wearer is in a crash, the device will become sufficiently rigid to minimize injury at impact.
  • the fluid-based dashpot preferably includes a controllable rheological fluid such as a magneto- rheological (MR) fluid or an electro-rheological (ER) fluid.
  • MR magneto- rheological
  • ER electro-rheological
  • ER fluid changes viscosity dependent upon the magnitude of an applied charge-the larger the charge applied, the greater the change in viscosity of the fluid. This change can occur in a few milliseconds.
  • These fluids have been incorporated in a dampening mechanism by the inventor of the MR fluid or RheoneticTM fluid technology, Lord Corporation.
  • the present invention incorporates a controllable rheological fluid, such as the MR fluid, into the automatic head stabilizing system.
  • an automatic head stabilizing system for protecting the head and neck of a user during rapid deceleration is provided.
  • the system 300 includes a helmet 310, a connection structure, at least one MR fluid dashpot 330, and means for monitoring the status of the vehicle and/or driver.
  • helmet 310 and connection structure 320 are similar to those previously discussed with respect to Figs. 1A-1 C, 2A-2B, 5A, 5B, 10A, and 10B.
  • the connection structure may comprise a shoulder/chest plate 320 or a portion of the vehicle, such as safety harness.
  • At least one MR fluid-based dashpot 330 is provided. Lord Corporation manufactures a presently preferred MR fluid that is used in the automatic dashpot of the present invention.
  • the system 300 includes means for monitoring the status of the vehicle and/or driver of the vehicle.
  • the status of the driver of the vehicle may be monitored, for example, by use of an accelerometer on the helmet 310.
  • a baseline acceleration can be established by driving around the track/course, and whenever acceleration of the head exceeds the predetermined baseline value, the system can initiate the reaction necessary to generate an offsetting reaction force.
  • the status of the vehicle itself may be monitored, for example, by use of a yaw sensor. Testing has shown that a crash can be anticipated by use of a yaw sensor in a vehicle.
  • the head and body of the wearer are moving at the same velocity within the vehicle and little force/load is applied to the wearer's head.
  • the load on the wearer's head and neck increases.
  • the load on the head and neck increases dramatically during a crash situation.
  • the load on the head and neck may be monitored, for example, by an accelerometer that transmits the information to a system for applying a magnetic field to the MR fluid.
  • a yaw sensor is used to monitor the status of the vehicle, and when the status exceeds a predetermined baseline value, the system is triggered.
  • a head stabilizing system for protecting the head and neck of a user during rapid deceleration may not include a MR fluid-based dashpot.
  • s system 400 includes a helmet 410 and a neck bladder 430.
  • the system 400 may be provided with a connection structure 420.
  • the bladder 430 may comprise a rubber inner tube or other hollow tubular inflatable member.
  • Bladder 430 contains MR fluid and a coil (not shown) for applying a magnetic field to the MR fluid.
  • the status of the vehicle and/or driver is continuously monitored, for example by an accelerometer or a yaw sensor. This information is supplied to a control circuit that determines what the viscosity of the MR fluid should be in order to counteract the load on the head. The control circuit then supplies a current (calculated to provide the desired viscosity) to the coil, thereby changing the viscosity of the MR fluid.
  • the bladder 430 may be connected to either or both the helmet 410 and the chest/shoulder plate 420 and when sufficiently rigid (based upon the viscosity of the MR fluid), the bladder 430 will prevent motion/acceleration of the head and helmet 410 with respect to the body of the wearer (and connection structure, if provided). Alternatively, the bladder 430 may be structured such that physical connections are unnecessary. In such an embodiment, a chest/shoulder plate may not be provided. [087] Other embodiments of the invention will be apparent to those skilled in the art from consideration of the specification and practice of the invention disclosed herein. It is intended that the specification and examples be considered as exemplary only, with a true scope and spirit of the invention being indicated by the following claims.

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  • Engineering & Computer Science (AREA)
  • Health & Medical Sciences (AREA)
  • General Health & Medical Sciences (AREA)
  • Pulmonology (AREA)
  • Aviation & Aerospace Engineering (AREA)
  • Mechanical Engineering (AREA)
  • Helmets And Other Head Coverings (AREA)

Abstract

L'invention concerne un système de stabilisation de la tête. Ce système de stabilisation de la tête est destiné à réduire des charges au niveau de la tête et du cou, certaines de ces charges pouvant causer des lésions ou même la mort. Le système consiste à générer une force de réaction qui s'oppose sensiblement à une force agissant sur la tête, et générée par une rapide décélération d'un véhicule ou par un impact de crash. Le système de stabilisation de tête comprend un casque, une structure de liaison, et au moins un élément de résistance. Un élément de montage est monté sur le casque pour se lier au moins à l'élément de résistance. L'élément de montage est de préférence fixé sur le casque au moyen d'un adhésif. L'élément de résistance génère une force de réaction qui s'oppose à la force d'impact de crash, ce qui permet d'obtenir une force nette réduite sur la tête. Cette force de réaction peut être générée en tant que fonction de la position, de la vitesse ou de l'accélération. L'élément de résistance peut comprendre un câble d'attache, un amortisseur, ou un amortisseur contenant un fluide rhéologique contrôlable. La viscosité du fluide rhéologique contrôlable peut être automatiquement réglée en réaction à des changements d'état d'un véhicule ou de son occupant.
EP05735139A 2004-04-09 2005-04-07 Systeme de stabilisation de la tete Withdrawn EP1737308A1 (fr)

Applications Claiming Priority (2)

Application Number Priority Date Filing Date Title
US10/821,264 US20040255368A1 (en) 2001-08-17 2004-04-09 Head stabilizing system
PCT/US2005/011651 WO2005099503A1 (fr) 2004-04-09 2005-04-07 Systeme de stabilisation de la tete

Publications (1)

Publication Number Publication Date
EP1737308A1 true EP1737308A1 (fr) 2007-01-03

Family

ID=34971485

Family Applications (1)

Application Number Title Priority Date Filing Date
EP05735139A Withdrawn EP1737308A1 (fr) 2004-04-09 2005-04-07 Systeme de stabilisation de la tete

Country Status (3)

Country Link
US (1) US20040255368A1 (fr)
EP (1) EP1737308A1 (fr)
WO (1) WO2005099503A1 (fr)

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Also Published As

Publication number Publication date
US20040255368A1 (en) 2004-12-23
WO2005099503A1 (fr) 2005-10-27

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