EP4683536A1

EP4683536A1 - Helmet

Info

Publication number: EP4683536A1
Application number: EP24714847.1A
Authority: EP
Inventors: Mikael Andersson; Magnus Carlander
Original assignee: Autoliv Development AB
Current assignee: Autoliv Development AB
Priority date: 2023-03-20
Filing date: 2024-03-20
Publication date: 2026-01-28
Also published as: DE102023106919A1; JP2026508832A; CN120583896A; WO2024194362A1

Abstract

The invention relates to a helmet (10) comprising a protective body (12) configured to cover a person's head (20), wherein the protective body (12) comprises a top section (14), a back section (16) and at least one side sections (18). In order to provide a helmet (10) with improved head protection especially regarding the person's face, it is suggested that the helmet (10) further comprises at least one deployable airbag (30), said airbag (30) being positioned in one side section (18) of the protective body (12) when the airbag (30) is not deployed. The side sections (18) of the protective body (12) provide a surprisingly beneficial position for storing an airbag (30). By means of the airbag (30), a reliable facial protection is provided for the person wearing the helmet (10). Since the side sections (18) of the helmet (10) protrude very close to the person's face wearing the jet-type helmet (10), the airbag (30) enables to provide facial protection on a very short distance.

Description

Helmet

Description

The invention relates to a helmet according to claim 1 .

Jet-type helmets, also called open-face helmets, are widespread and predominantly used by motorcycle riders. The jet-type helmet comprises a protective body configured to cover parts of a person’s head. In case of an accident, the helmet mitigates impact effects on the covered body parts. The protective body of a jet-type helmet usually comprises a top section intended to protect the top of the head and the forehead, a back section in order to protect the back of the head as well as partially the neck, and side sections for protecting lateral head parts as the ears and cheeks of the person. Generally, the protective body of a jet-type helmet does not cover the face of the person, wherein the face includes central facial features as the eyes, nose and mouth. Furthermore, jet-type helmets do not have a chin bar compared to full-face helmets, also called integral helmets. Jet-type helmets provide better ventilation and a lower weight compared to full-face helmets. In addition, they are usually available at relatively low cost. Some jet-type helmets are provided with a visor, which may be releasably attachable to the helmet according to personal needs.

Especially helmets intended for being used by bicycle riders do not even have a side section, only a top section and a back section, such that the ears and the cheeks of the head are not covered by the helmet. These kinds of helmets are very lightweight and give fairly good ventilation to the head of the person wearing the helmet. Such helmets are referred to as “bicycle-type helmets” or “bicycle helmets”.

Like over helmets, the protective body comprises a main body made from a foamed material and an outer shell covering the outer surface of this main body. The inner surface of the main body is often covered by a liner. Although helmets as bicycle-helmets, jet-type helmets and full-face helmets already provide reliable protection to their users, efforts are made in order to enhance helmet protection even further regarding to safety, comfort and appearance. For instance, WO 2021/160817 A1 discloses a full-face helmet with a deflated airbag stored in the top section of the protective body between its main body and its outer shell. The outer shell has a movable, in particular pivotable portion which is moved upon deployment of the airbag in order to allow the airbag to expand. In the deployed state, the airbag covers a part of the protective body such that the airbag provides an “extra protective layer” on essentially on top of the protective body.

An airbag is an inflatable object which provides a protective barrier for body parts in a deployed state, wherein the deployed state is an inflated state of the airbag.

As jet-type helmets are often chosen for their look and convenience but leave the person’s face exposed to the environment, it would be beneficial to provide a jet-type helmet that enhances the person’s protection but does not affect the wearer’s comfort and appearance. Hence, it is an object of the invention to provide a jet-type helmet with improved head protection especially regarding the person’s face.

The above-mentioned object is achieved by a helmet as defined in claim 1 . Advantageous embodiments are disclosed in the dependent claims, the description and the drawings.

The helmet comprises a protective body such that the helmet is a jet-type helmet or a bicycle-type helmet during normal use. According to the invention, the helmet further comprises at least one deployable airbag, said airbag being positioned in at least one side section of the protective body when the airbag is not deployed.

In a first basic embodiment of the invention, the protective body of the helmet is of the jet-type meaning that it has two side sections being rigidly connected to the top section and/ or the back section. The two side sections of the protective body are arranged opposite to each other and usually comprise mirror- symmetrical structures and forms. The airbag may be arranged in either of the two side sections. According to an advantageous embodiment, at least two airbags may be positioned in both side sections, as will be explained later on.

In a second basic embodiment, the basic body can substantially be a bicyle- type helmet during normal use, meaning that its protective body has a primary body being comprised of the top section and the back section, but not comprising side sections. In this second basic embodiment, at least one side section (preferably two side sections) is additionally provided. This at least one side section is swivel-mounted at the primary body in such a way that the protective body and thus also the helmet has an initial state in which the side section extends substantially along a lower edge of the top section of the primary body and an activated state in which the side section extends away from the primary body, such that in the activated state, a side section is provided similar to the permanent side section of a jet-type helmet. In the initial state of the protective body, the side section is in an initial position relative to the primary body and in the activated state of the protective body, the side section is in an activated position relative to the primary body.

The at least one side section is configured to first move from its initial position to its activated position before the airbag is deployed or to perform this movement while the airbag deploys. In some embodiments it can be preferred that the side section first moves to its activated position such that it already reached its activated position (end position) in the activated state when the airbag deploys. This can help to ensure a proper deployment behavior of the airbag and a correct positioning of the deployed airbag relative to the face of the person.

In other embodiments it can be preferred that the airbag starts deploying while the at least one side section pivots from its initial position to its activated position. This can especially be preferred if a joint airbag is provided for two side sections. Further, the deploying airbag can be used to initiate the pivoting movement of the side section. In order to ensure that the protective body remains in its “bicycle-type shape” during normal use, a releasable locking mechanism having a locked state in which it locks the at least one side section it its initial position at the primary body can be provided. In a release state of this locking mechanism, the side section can pivot from its initial position into its activated position.

This releasable locking mechanism can for example comprise an electromagnet. This electro-magnet can be powered by a battery during normal use and not powered in case of a detected accident such the releasable locking mechanism then turns into its release state.

As an alternative, the releasable locking mechanism can comprise a breakable element being broken by the deploying airbag. In this case, no additional electric energy is needed.

In order to ensure that the side section quickly moved to its activated state in case of a detected accident, a biasing element, for example a spring, can be provided that biases the at least one side section towards its activated position.

Further, an arresting mechanism arresting the at least one side element in its activated position once it has reached its activated position can be provided in order to ensure that the side section remains in its activated position once it has reached the same.

The side sections (which are either permanently present in case of a jet-type protective body or only in an activated state in case of a bicycle-type helmet) of the main body provide a surprisingly beneficial position for storing an airbag. By means of the airbag, a reliable facial protection (including protection of the chin) is provided for the person wearing the helmet. Since the side sections of the helmet protrude very close to the person’s face wearing the helmet, the airbag enables to provide facial protection on a very short distance. The airbag is configured to deploy upon the detection of a critical event. In the deployed state, the airbag forms a protective barrier between the person’s face and the envi- ronment that is not covered by the protective body of the helmet. So, according to the invention, the helmet is a jet-type helmet or a bicycle-type helmet when the airbag is not deployed (with the face including the chin not being covered), but turns to helmet similar to a full helmet when the at least one airbag is deployed.

Storing the airbag in one side section of the helmet has the advantage that an initially unprotected part of the head, namely the chin and/ or another part of the face can be covered by the airbag and thus be protected in a very short time after an accident has been detected. A further advantage is that a relatively small airbag can be used. Smaller airbags have a lower weight and need a smaller packing space. Thus, the wearer’s comfort and the helmet appearance are advantageously improved.

Hence, a helmet is provided with improved protection but without significant limitations regarding the comfort and appearance properties of the jet-type helmet.

According to an advantageous embodiment, the airbag is positioned in a cheek segment of the side section configured to cover a cheek region of the person’s head when the airbag is not deployed. The cheek segment substantially extends parallel to the person’s cheek when the person is wearing the jet-type helmet. The cheek segment of the side section is a part of the helmet which is positioned very close to the face. Therefore, the described embodiment assists to achieve or heighten the above-mentioned advantages. Preferably, the airbag is positioned in a front edge region of the cheek segment and deploys from this front edge. The front edge region abuts the edge line of the helmet in the cheek region. By storing the airbag in the edge region, the distance to the person’s face is further shortened.

According to another embodiment, the protective body of the helmet comprises a main body and an outer shell, and the undeployed airbag is either positioned

- on the outer surface of the main body and/or on the inner surface of the outer shell, or on the outer surface of the outer shell.

The main body is usually relatively thick (several cm) and made of an inherently stable, foamed and shock-absorbing material like Styrofoam. The outer surface of the main body is covered by the rigid outer shell which is usually made of a hard material like a polycarbonate or a fiber reinforced plastic material. The inner surface of the main body is usually covered by a liner or cushioning in order to increase the wearing comfort.

According to the suggested positioning options, the airbag may be positioned substantially between the main body and the outer shell or on the outer surface of the outer shell. Since some embodiments provide a recess in the main body or in the outer shell as described in the following, it is also generally possible to position the airbag either on the outer surface of the main body or on the inner surface of the outer shell.

If the airbag is positioned substantially between the main body and the outer shell, the airbag is protected by the outer shell during normal use of the helmet. The outer shell may have an airbag outlet opening or a set break-line that breaks when the airbag deploys. The airbag outlet opening or the set break-line is preferably arranged on an edge surface of the cheek segment, such that the airbag is allowed to deploy in a direction parallel to the person’s cheek. According to alternative embodiments, the airbag outlet opening or the set break-line is arranged in a defined distance to the edge and closer to the back or top section of the helmet.

If the airbag is positioned on the outer surface of the outer shell, the airbag deployment is facilitated and the helmet can be easily produced. In this case, an additional covering (cap) for the airbag may be provided.

According to a refined embodiment, the main body and/or the outer shell comprise a recess in which the airbag is at least partially located. Thus, the packaging of the airbag in the jet-type helmet is improved and the airbag is securely embedded in the helmet in a well-defined manner. The recess may be an elon- gated groove or a different material cutout suitable to receive the airbag at least partially. Additional grooves or cutouts may be provided in the main body and/or the outer shell for further airbag components as gas lines, filling sections, an inflator or a sensor unit. If the main body and the outer shell each comprise a recess for the airbag, these recesses are preferably arranged opposite to each other on the inner surface of the outer shell and on the outer surface of the main body. If the airbag is intended to be positioned on the outer surface of the outer shell, the recess will be provided on the outer surface of the outer shell. The recess and the airbag inserted into the recess on the outer surface of the outer shell may be covered by a removable or breakable cap.

As already mentioned, the airbag is configured to at least partially cover the person’s face when the airbag is deployed. Thus, the airbag forms a protective barrier in an initially uncovered face region in case of a critical event as an accident. Preferably, the airbag is configured to cover at least one of, and even more preferably at least the jaw, chin, mouth and nose of the person in the deployed state. According to an advantageous embodiment, the airbag is configured to not cover the eyes of the person in order to facilitate the person’s orientation during or after an accident. Nevertheless, according to alternative embodiments, the airbag may provide a full face protection by covering the whole face area in the deployed state.

According to an advantageous embodiment, the airbag is configured to deploy in a mainly horizontal direction. Thus, a fast face covering is achieved in case of a critical event. “Horizontal” means parallel to the ground when the person is standing on the ground. Virtual connection lines between the ears, between the eyes or between one eye and one ear of the person may also define horizontal planes and directions independent of the person’s orientation to the ground. For instance, the airbag may deploy in a rear-to-front direction and/or parallel to a cheek-to-cheek direction of the person’s head. “Mainly” horizontal directions also comprise slightly angled directions, e.g. with up to 15 degrees from a strict horizontal line. Furthermore, the deployment direction of the airbag refers to the deployment direction of the direct axis of the airbag, which preferably corresponds to the axis with the largest extension. According to a preferable embodiment, the airbag comprises a protective-body- proximate section substantially extending in a first direction and a protective- body-distal section substantially extending in a second direction when the airbag is deployed. The first direction is different from the second direction. For instance, the first direction may be a direction substantially parallel to the side of the person’s face, e.g. parallel to the cheek surface, and the second direction may be a direction substantially parallel to the front of the person’s face, e.g. parallel to the mouth and chin surfaces. The first direction may correspond or be parallel to a length direction defining a length of the jet-type helmet, and the second direction may correspond or be parallel to a width direction defining a width of the jet-type helmet. The deployment direction of the airbag upon activation is successively in the first and then in the second direction. The protective- body-proximate section is nearer to the airbag storing position in or at the protective body than the protective-body-distal section. The protective-body - proximate section provides protection for the lateral face and forms a filling and support part of the airbag. The protective-body-distal section provides protection for the front face and forms a main barrier part of the airbag.

According to a further embodiment, the protective-body-proximate section and the protective-body-distal section of the airbag form a substantially C-shaped or L-shaped airbag. Due to the C-shape or L-shape of the airbag, it follows the face contours of the person more closely. The C-shape or L-shape refers to a horizontal cross-sectional view of the airbag.

C-shaped airbags comprise a substantially curved shape which is at least partially encircling the person’s face. With a C-shaped airbag, the protective-body- proximate section and the protective-body-distal section are connected via an arc-shaped transitional section such that there is no distinct border between the two sections. Curved airbag shapes may be achieved by known technologies, e.g. via fixed folds on one airbag side for shortening this airbag side, as for instance disclosed in WO 2008/092595 A1 . L-shaped airbags comprise two distinct legs. L-shaped airbags may be produced by known technologies, e.g. by sewing appropriate cuttings and tethers together, as for instance disclosed in DE 10 2016 1 19 613 A1 . One of the L-legs forms the protective-body-proximate section and the other one of the L-legs forms the protective-body-distal section, wherein the L-leg formed by the protec- tive-body-proximate section may be shorter than the L-leg formed by the protec- tive-body-distal section.

According to a refined embodiment, the protective-body-distal section comprises a larger extension than the protective-body-proximate section. The larger extension may be a larger height, a larger width and/or a larger length. By a larger extension of the main protectional barrier part constituted by the protec- tive-body-distal section, the main protection focus is set on the front face of the person. Thus, sensible face parts as mouth and nose are better protected. By a smaller extension of the protective-body-proximate section, a fast deployment of the helmet-distal section of the airbag is provided. The extension may change stepwise at the transition between the protective-body-proximate section and the protective-body-distal section, or it may change continuously along the direct axis of the airbag. For instance, the airbag may comprise a height which continuously increases along the protective-body-proximate section and reaches the largest height at the beginning of the protective-body-distal section, along which it may comprise a substantially constant height. According to embodiments, the protective-body-distal section may be broader than the protective- body-proximate section.

According to a preferable embodiment, the jet-type helmet comprises at least two deployable airbags, wherein each of the side sections of the protective body stores at least one of the airbags. Thus, an enhanced protection is provided. For instance, the airbags may complement one another for enlarging the protective barrier or they provide system redundancy for failure safety. According to embodiments, the jet-type helmet comprises exactly two deployable airbags, each positioned in one side section. According to other embodiments, the jettype helmet comprises more than two deployable airbags, e.g. four airbags that may be evenly distributed to the side sections and may promote individual protective solutions.

In case of the second basic embodiment, alternatively or additionally to providing a separate airbag for each side section, a joint airbag can be positioned in or at the side sections when the airbag is in its non-deployed state, such that this joint airbag forms a continuous chin bar when in its deployed state.

According to a refined embodiment, the at least two airbags at least partially overlap each other in front of the person’s face when the airbags are deployed, thus leading to an enlarged effective airbag structure. For overlapping, one of the airbags may comprise a shorter protective-body-proximate section compared to the other airbag(s), for instance. Furthermore, it can be advantageous if at least one of the airbags is activated with a very small time delay compared to the other airbag(s) in order to prevent a collision of the airbags during deployment.

According to an advantageous embodiment, the jet-type helmet further comprises a triggering and inflating assembly which comprises an inflator and at least one sensor that can especially be embodies as an acceleration sensor and/ or an inclination sensor (angle sensor) and/ or a combined acceleration- and angle sensor. Inflators may be pyrotechnics or compressed gas devices which generate or release inflation gas at a high volumetric flow rate, such that the airbag is rapidly inflated. Upon detecting a predetermined acceleration and/ or inclination being equal to or greater than a defined threshold value based on a signal from the sensor, the sensing triggering and inflating assembly supplies electrical energy to the inflator in order to activate the inflation process. The sensing triggering and inflating assembly may further comprise an energy storage device like a battery in order to provide electrical energy. The sensing triggering and inflating assembly may further comprise an electronic control unit (ECU) in order to monitor the sensor data and to control the inflation process. The sensing triggering and inflating assembly components may be arranged in a single unit or in various units distributed over the protective body of the jettype helmet. According to a preferable embodiment, at least one of the inflator and the sensors) is arranged in the back section of the protective body. In practice, it is beneficial to place the inflator and/or the sensor(s) remote from the airbag packaging space in order to arrange the airbag components in a space-saving manner with improved weight distribution. In order to connect the inflator to the airbag, gas lines are guided through protective body between the inflator and the airbag. The back section of the protective body provides a suitable space for stowing the inflator and/or the sensor(s) without affecting the jet-type helmet’s appearance and comfort. Nevertheless, according to other embodiments the inflator and/or the sensor(s) may be also positioned in the top section or in the side sections of the protective body.

With regard to embodiments comprising at least two airbags, it is beneficial if at least two airbags share a common inflator. By this, the overall weight of the jettype helmet is reduced and the production cost is lowered. The common inflator may be advantageously positioned in the back section of the protective body, e.g. centrally with regard to the airbag positions, and connected to the airbags via separate gas lines.

Since applications of the jet-type helmet include usage on roads, it is advantageous if the airbag is made of a textile comprising aramid fibers. Aramid fibers are known for their very robust and tear-resistant properties. Therefore, the airbag is enabled to cope with sliding on tarmac without being damaged.

Conceivable applications of the inventive helmet comprise traffic and sport implementations. For instance, the helmet may be used for biking, motorcycling and aviation as well as skiing, skating, riding, climbing or parachuting. For traffic and sport applications, protection, appearance and comfort are highly valued so that the inventive jet-type helmet provides particular suitability for these fields of use.

In the following, the invention is described by means of example embodiments in conjunction with the accompanying schematic drawings. Functionally similar elements illustrated in the drawings are denoted by the same or similar reference numerals, and the description thereof is not repeated.

Fig. 1 is a perspective side view of a helmet with a jet-type protective body and an airbag in an undeployed state according to a first embodiment.

Fig. 2 provides a side view of the helmet with the airbag in a deployed state according to the first embodiment.

Fig. 3 illustrates a schematic top sectional view of the helmet with two deployed airbags according to a second embodiment.

Fig. 4 illustrates a schematic top sectional view of the helmet with two deployed airbags according to a third embodiment.

Fig. 5 a)-d) provide sectional detail views for optional storing positions of the airbag in the protective body.

Fig. 6 shows an embodiment of the second basic embodiment of the invention, wherein the protective body of the helmet is in an initial state.

Fig. 7 shows the embodiment of Fig. 6 in an activated state.

Fig. 8 is an illustration of the helmet of Figure 6 in a schematic side view with some hidden elements being shown in dashed lines.

Fig. 9 shows the state of Figure 7 in a representation according to Figure 8.

Figures 10 and 11 illustrate schematically an arresting mechanism of a swivel joint. For a better understanding, hidden components or potential states of components are indicated by dashed lines throughout the figures.

Figures 1 to 5 show a first basic embodiment having a protective body of the jet- type.

Figs. 1 and 2 illustrate a helmet 10. The helmet 10 generally comprises a protective body 12 intended to cover a person’s head 20 as depicted in Fig. 2. The protective body has the shape of a jet-helmet, also called open-face helmet. The protective body comprises a top section 14 for protecting the top of the head 20 and the forehead of the person. Furthermore, the protective body 12 comprises a back section 16 to protect partially the neck and the back of the person’s head 20. The side sections 18 of the protective bodyl 2 are provided for protecting lateral head parts of the person. The side sections 18 are arranged opposite to each other. The top section 14, the back section 16 and the side sections 18 are formed integrally and merge without structural borders. In other words: The protective main body 12 has the shape of a jet-type helmet as is known in the prior art.

As illustrated in Fig. 2, the protective body 12 does not cover the face 22 of the person, so that sensible face parts as the eyes, the nose and the mouth are exposed to the environment. In order to provide improved head protection especially with regard to the person’s face 22, the helmet 10 comprises a deployable airbag 30 positioned in one side section 18 in an undeployed state as depicted by dashed lines in Fig. 1 . The airbag 30 is configured to deploy upon the detection of a critical event as an accident and to at least partially cover the person’s face 22 in the deployed state, as depicted in Fig. 2. In the deployed state, the airbag 30 forms a protective barrier between the person’s face 22 (including the chin) and the environment. As illustrated, the airbag 30 partially covers the person’s face 22 but leaves the eyes uncovered for better orientation. Since the side section 18 protrudes very close to the person’s face, it provides a beneficial storing location for the airbag 30. The airbag 30 thus may deploy next to the face 22 on a short distance resulting in fast protection, a small and light airbag 30 and a small packing space of the airbag 30. Hence, the wearer’s protection is improved while the wearer’s comfort and appearance are not restricted by the airbag 30 positioned in the protective body 12. During normal use the helmet looks and feels like a jet-type helmet.

As illustrated in Fig. 1 , the undeployed airbag 30 is positioned in an edge region of a cheek segment 17 of the side section 18. The cheek segment 17 is intended to cover the person’s cheek region. The stowed airbag 30 abuts an edge line of the side section 18 close to the person’s face 22. On an edge surface of the side section 18, an airbag outlet opening 19 is provided in order to allow the airbag 30 to exit the protective body 12. By the airbag arrangement illustrated in Fig. 1 , the distance between the airbag storing position and the face 22 to be protected is kept very short.

The protective body 12 generally extends in a length direction X defining a length of the protective body, in a width direction Y defining a width of the protective body 12 and a height direction Z defining a height of the protective body 12.

As depicted in Fig. 1 and further detailed in Fig. 5, the protective body 12 comprises a main body 11 and an outer shell 13. Furthermore, a liner 15 is arranged on the inside of the protective body 12. The main body 11 is thicker than the outer shell 13 and usually a foamed shock-absorbing part of the helmet 10. The outer shell 13 forms a rigid hard cap for the main body 11 .

Reference is now made to Fig. 5 depicting possible airbag positions in the protective body 12 in sectional detail views. For embedding the airbag 30 in the protective body 12 in well-defined and secure manner, a groove-like recess 11 c, 13c is provided in the protective body 12 for receiving the airbag 30. As illustrated in Fig. 5 a), the recess 11 c may be provided on the outer surface 11 a of the main body 11. Alternatively, the recess 13c may be provided on the inner surface 13b of the outer shell 13 as shown in Fig. 5 b). It is also possible that both the outer surface 1 1 a of the main body 1 1 and the inner surface 13b of the outer shell 13 comprise opposite recesses 11 c and 13c for insertion of the airbag 30 as depicted in Fig. 5 c). For convenience only, the options described according to Fig. 5 a) to c) may be summarized to a position of the airbag 30 between the main body 1 1 and the outer shell 13. Fig. 5 d) shows a further possible position of the airbag 30 in a recess 13c which is located on the outer surface 13a of the outer shell 13. The recess 13c may be covered by a protective cap after insertion of the airbag 30. Although not depicted, additional recesses may be provided in the protective body 12 for further components like gas lines 42 and the triggering and inflating assembly 40 as indicated in Fig. 2. The triggering and inflating assembly 40 comprises an inflator and an acceleration sensor and serves to activate the deployment of the airbag 30. According to Fig. 2, the inflator and the acceleration sensor are arranged in a common unit located at the back section 16 of the protective body in order to provide a space-saving arrangement with improved weight distribution. Alternatively or additionally to the acceleration sensor, an inclination sensor (angle sensor) can be provided.

Referring back to Fig. 2, it can be taken from the drawing that the airbag 30 is configured to deploy in a mainly horizontal direction with reference to a usual orientation of the person. The horizontal direction corresponds to a length direction X and a width direction Y of the protective body 12. The airbag 30 comprises a protective-body-proximate section 32 substantially extending in a first direction X corresponding to the length direction X of the protective body 12 and a protective-body-distal section 34 substantially extending in a second direction Y corresponding to the width direction Y of the protective body 12. The protective- body-proximate section 32 extends substantially parallel to the cheek region of the person and the protective-body-distal section 34 extends substantially parallel to the front of the face 22 of the person. The protective-body-proximate section 32 provides protection for the lateral face 22 and forms a filling and support part of the airbag 30. The protective-body-distal section 34 provides protection for the front face 22 and forms a main barrier part of the airbag 30. The protec- tive-body-distal section 34 comprises a larger height than the protective-body- proximate section 32, wherein the height continuously increases along the pro- tective-body-proximate section 32 in direction of the protective-body-distal section 34. By this, the protection focus is set on the front face 22 of the person.

Reference is now made to Figs. 3 and 4 providing schematic top sectional views of a further embodiment according to the invention. While Figs. 1 and 2 show implementations with one airbag 30 stowed in one side section 18 of the protective body, the embodiments according to Figs. 3 and 4 provide one airbag 30 positioned in each side section 18. Thus, two complementary airbags 30 partially overlapping each other are provided for further enhancing the envisaged protection. Both airbags 30 in each of the Figs. 3 and 4 comprise a protective- body-proximate section 32 and a protective-body-distal section 34. In each case, one of the airbags 30 is dimensioned with a slightly shorter extension than the other airbag 30 to improve the overlapping arrangement of the airbags 30. While Fig. 3 provides an example according to which the helmet-proximate section 32 and the helmet-distal section 34 form L-shaped airbags 30, Fig. 4 shows an embodiment according to which the helmet-proximate section 32 and the helmet-distal section 34 form C-shaped airbags 30. Both illustrated embodiments provide a common triggering and inflating assembly 40 for both airbags 30 connected by separate gas lines 42. As illustrated, the L-shaped and C- shaped airbags 30 are able to follow the head contours of the person very closely.

The described helmet 10 is provided with improved protection but without significant limitations regarding the comfort and appearance properties of a jet-type helmet. Thus, it may promote the use of jet-type helmets despite their usual limitations to facial protection.

Figures 6 to 1 1 show an embodiment of a second basic embodiment in various representations. Here, the protective body has an initial state in which it has no side sections covering the cheeks of the head of the person wearing the helmet. Such side sections are present but in an initial state of the protective body (and thus an initial state of the helmet) they are in a position in which they do not cover the cheeks. This is described now in detail: Figures 6 and 7 show a first embodiment of the second basic embodiment in a perspective view, wherein Figure 6 shows an initial state and Figure 7 shows an activated state of the helmet 10. The same is essentially shown in Figures 8 and 9, but in a different representation. The helmet 10 comprises, as the helmet of the first basic embodiment described above, a protective body 12 and an airbag arrangement comprising at least one airbag 30 and a triggering and inflating assembly 40 (shown schematically in Figures 8 and 9). Figures 6 and 8 show the initial state of the protective body (and thus the initial state of the helmet) whereas Figures 7 and 9 show its activated state.

As one can see in Figure 6, the protective body has in its initial state the shape of a typical bicycle-helmet meaning that it comprises a top section 14 and a back section 16, such that the rear of the head, the top of the head and at least a part of the forehead are covered but the ears and the cheeks remain uncovered. According to the definitions chosen in this application, the top section 14 and the back section 16 form the rigid primary body 50 of the protective body 12. The protective body 12 also comprises side sections 18, but in an initial state of the protective body 12 they are in an initial position and extend essentially along a lower edge of the primary body 50. Those side sections 18 are connected to the primary body 50 via swivel joints 52 (please see Figures 8 and 9) such that they can pivot to an activated position in case of a detected accident (Figures 7 and 9) such that the protective body converts from its initial state to its activated state. In the activated state, the side sections 18 extend essentially like the side sections of the jet-type helmet described above, such that they provide a good position for at least one airbag, especially for at least one airbag covering the chin of the person. Additionally, the side sections in their activated position themselves cover a part of the person’s head (for example the ears) that are uncovered by traditional bicycle-type helmets.

As in the first embodiment, the protective body usually comprises a foamed main body 11 and a rigid outer shell 13.

In the embodiment shown in Figures 6 and 7, the two side sections 18 share a joint airbag 30 which is possible since the front ends of the side sections 18 can be in close proximity when the side sections 18 are in their initial position (Figure 6), such that the deployed airbag provides a continuous chin bar (Figure 7) which can give a very good chin protection. In this case, the front edges of the side sections are open and face each other. An additional breakable cover 72 can bridge the gap, if necessary.

It needs to be mentioned that it is also possible that (as described above in view of the jet-type embodiment (first basic embodiment)) each side section 18 is provided with a separate airbag or that only one side section 18 is provided with an airbag. Although generally not preferred it would even be possible to provide only one side section.

In the initial state shown in Figures 6 and 8 the side sections 18 are locked in their initial position to the primary body 50 by means of a locking mechanism. In the embodiment shown, this locking mechanism comprises at least one electromagnet 58 at the primary body 50 and a magnetic element 60 at each side section 18. The electro-magnet is connected to the triggering and inflating assembly (which comprises a battery) by means of an electric connection 70 in such a way that it is provided with electric energy when the helmet is in its initial state and that it is not provided with electric energy when the triggering and inflating assembly detects an accident and triggers the inflator of the triggering and inflating assembly 40 such that the side section is not locked to the primary body 50 any longer. The release can occur simultaneously to the triggering of the inflator or prior to that with a small time-offset.

Other active or passive releasable locking mechanisms are conceivable. For example, it is also possible to connect the side sections 18 to the primary body 50 by means of a breakable connection which is broken by the deploying airbag (not shown in the Figures).

The side sections are each additionally connected to the primary body 50 by means of pre-tensioned biasing element, for example a spring (not shown in the Figures), such that the side sections 18 pivot around the swivel joints to their activated position (Figures 7 and 9), once the locking mechanism turned to its release state. At the end of the pivoting movement, the side sections are in their activated position (Figures 7 and 9) which correspond substantially to the position of the side sections of a jet-type helmet.

In order to ensure that the side sections 18 remain in their activated position once they have reached it, an arresting mechanism can be provided. As shown in Figures 10 and 11 , such an arresting mechanism can be integrated into the swivel joint 52 that connects a side section 18 to the primary body 50. In the embodiment shown, this arresting mechanism comprises a primary-body-side detent nose 54a and a side-section-side detent nose 54b.

So, a helmet is provided that can be worn like a traditional bicycle-helmet but gives a protection level comparable to the enhanced jet-type helmet described above.

List of reference numbers

10 helmet

11 main body

11 a outer surface of main body

11 b inner surface of main body

11 c main body recess

12 protective body

13 outer shell

13a outer surface of outer shell

13b inner surface of outer shell

13c outer shell recess

14 top section

15 liner

16 back section

17 cheek segment

18 side section

19 airbag outlet opening

20 head

22 face

30 airbag

32 Protective-body-proximate section

34 Protective-body-distal section

40 triggering and inflating assembly

42 gas line

50 primary body

52 swivel joint

54a, 54b detent nose

58 electro-magnet

60 magnetic element

70 electric connection

72 additional breakable cover X first direction/length direction

Y second direction/width direction

Z third direction/height direction

Claims

1 . Helmet (10) comprising a protective body (12), configured to cover a person’s head (20), wherein the protective body (10) comprises a top section (14), a back section (16) and at least one side sections (18), wherein the protective body (12) comprises a state in which at least a cheek segment (17) of the at least one side section (18) is located adjacent to a cheek of the person’s head when the helmet (10) is worn, characterized in that the helmet (10) further comprises at least one deployable airbag (30), said airbag (30) being positioned in or at the at least one side section (18) of the protective body (12) when the airbag (30) is not deployed, and said deployable airbag (30) covering at least a part of the person’s face when the airbag (30) is in its deployed state.

2. The helmet of claim 1 , wherein the protective body (12) is of the jet-type and comprises two side sections (18), both being rigidly connected to the top section (14) and/ or the back section (16).

3. The helmet of claim 1 , wherein the top section (14) and the back section (16) form a primary body (50) and the at least one side section (18) is swivel-mounted at the primary body (50) in such a way that the helmet has an initial state in which the side section (18) extends in an initial position substantially along a lower edge of the top section (18) and an activated state in which the side section (18) extends in an activated position away from the primary body (50).

4. The helmet of claim 3, wherein the at least one side section (18) is configured to first move from its initial position to its activated position before the airbag (30) is deployed or moves from its initial position to its activated position while the airbag (30) deploys.

5. The helmet of claim 3 or claim 4, comprising a releasable locking mechanism having a locked state in which it locks the at least one side section (18) in the initial position and a release state in which the side section (18) can pivot from its initial position into its activated position.

6. The helmet of claim 5, characterized in that the releasable locking mechanism comprises an electro-magnet (60).

7. The helmet of claim 5, characterized in that the releasable locking mechanism comprises a breakable element being broken by the deploying airbag (30).

8. The helmet of any one of claims 5 to 7, wherein a biasing element is provided that biases the at least one side section (18) towards its activated position.

9. The helmet of any one of claims 3 to 8 further comprising an arresting mechanism arresting the at least one side section (18) in its activated position once it has reached its activated position.

10. The helmet of any one of claims 3 to 9 comprising two side sections (18), both being swivel-mounted to the primary body (50).

1 1 . The helmet of claim 10, wherein a joint airbag (30) is positioned in or at the two side sections (18) when in its un-deployed state.

12. The helmet (10) according to any one of the preceding claims, characterized in that the un-deployed airbag (30) is positioned in the cheek segment (17) of the side section (18) configured to cover a cheek region of the person’s head (20).

13. The helmet (10) according to any one of the preceding claims, characterized in that the protective body (12) comprises a main body (1 1 ) and an outer shell (13), and that the undeployed airbag (30) is either positioned

- on the outer surface (11 a) of the main body (1 1 ) and/or on the inner surface (13b) of the outer shell (13), or

- on the outer surface (13a) of the outer shell (13).

14. The helmet (10) according to claim 13, characterized in that the main body (11) and/or the outer shell (13) comprise a recess (11 c, 13c) in which the airbag (30) is at least partially located.

15. The helmet (10) according to any one of the preceding claims, characterized in that the airbag (30) is configured to deploy in a mainly horizontal direction.

16. The helmet (10) according to any one of the preceding claims, characterized in that the airbag (30) comprises a protective-body-proximate section (32) substantially extending in a first direction (X) and a protective- body-distal section (34) substantially extending in a second direction (Y) when the airbag (30) is deployed.

17. The helmet (10) according to claim 16, characterized in that the protective-body-proximate section (32) and the protective-body-distal section (34) of the airbag (30) form a substantially C-shaped or L-shaped airbag (30).

18. The jet-type helmet (10) according to claim 16 or 17, characterized in that the protective-body-distal section (34) comprises a larger vertical extension than the protective-body-proximate section (32).

19. The helmet (10) according to any one of the preceding claims, characterized in that the helmet (10) comprises at least two deployable airbags (30), wherein each of the side sections (18) of protective body (12) stores at least one of the airbags (30).

20. The helmet (10) according to claim 19, characterized in that the at least two airbags (30) at least partially overlap each other in front of the person’s face (22) when the airbags (30) are deployed.

21 . The helmet (10) according to any one of the preceding claims, characterized in that it further comprises a triggering and inflating assembly (40)

RECTIFIED SHEET (RULE 91) ISA/EP which comprises an inflator and an acceleration and/ or inclination sensor.

22. The helmet (10) according to claim 21 , characterized in that at least one of the inflator and the acceleration and/ or inclination sensor is arranged in the back section (16) of the helmet (10).

23. The helmet (10) according to claim 19 or 20 and according to claim 21 or 22, wherein at least two of the at least two airbags (30) share a common inflator.

24. The helmet (10) according to any one of the preceding claims, characterized in that the airbag (30) is made of a textile comprising aramid fibers.

RECTIFIED SHEET (RULE 91) ISA/EP