201121442 六、發明說明： I：發明戶斤屬之技術領域】 發明領域 本發明涉及一種使用可壓縮襯裡來改善衝擊保護的設備 和方法。 c 前身标;3 發明背景 申請人是2001 年7月在www.atsb.gov.au上，Australian Transport Safety BureaU(ATSB)公開的，標題為“Impr〇ved Shock Absorbing Liner for Helmets”的學術研究的人著者。 在該公開内容中，低密度泡沫嵌入在高密度泡沫中的組合 被公開’作為一種學術研究的主題。但是，該學術研究沒 有考慮或討論結構元件或其公開的方法的組合。 過去的研究已經顯示了用在當前頭盔中的常見的單一 密度泡沫襯裡太硬且太剛性，以至於不能有效地吸收衝擊 力。單一密度的泡沫襯裡還在其適應與人顱骨有關的強度 變化的能力方面有限。此外’用於兒童自行車頭蓋中的襯 裡使用針對成人顱骨所設計的襯裡，它們沒有考慮到與成 人顱骨相比兒童的更易變形的顱骨。兒童的更易變形的顱 骨對大腦有較小的保護。通過參考引入本文的是：Corner 等人的 “Motorcycle and Bicycle Protective Helmets-Requirement Resulting from a Post Crash Study and Experimental Research" > Report No. CR 55, 1987, Federal Office of Road Safety, Canberra, Australia和 Mohan等人的 201121442 “A Biomechanical Analysis of Head Impact Injuries to201121442 VI. INSTRUCTIONS: I: TECHNICAL FIELD OF THE INVENTION The present invention relates to an apparatus and method for improving impact protection using a compressible liner. c Predecessor; 3 Background of the Invention The applicant was published in July 2001 at www.atsb.gov.au, published by Australian Transport Safety BureaU (ATSB), entitled "Impr〇ved Shock Absorbing Liner for Helmets" The author. In this disclosure, a combination of low density foam embedded in a high density foam is disclosed as a subject of academic research. However, this academic study does not consider or discuss a combination of structural elements or methods disclosed therein. Past research has shown that the common single density foam liners used in current helmets are too stiff and too rigid to effectively absorb impact forces. A single density foam liner is also limited in its ability to accommodate changes in strength associated with human skulls. In addition, the lining used in the head cover for children's bicycles uses a lining designed for adult skulls that does not take into account the more deformable skull of the child compared to the adult skull. Children's more deformable skulls have less protection for the brain. This document is incorporated by reference: "Motorcycle and Bicycle Protective Helmets-Requirement Resulting from a Post Crash Study and Experimental Research"> Report No. CR 55, 1987, Federal Office of Road Safety, Canberra, Australia and Mohan 201121442 “A Biomechanical Analysis of Head Impact Injuries to
Children” Vol. 101，1979, Transactions of the ASME，Journal of Biomechanical Engineering o 此外，大腦還易於受到頂靠顱骨内側時的衝擊傷害 大腦是果床狀的軟組織，懸在堅硬顧骨的包封中，由大腦 脊髓液包圍。此外，大腦被腦基部處的腦幹和脊髓柔性地 支禮在顧骨中’而在大腦的大致外周周圍，硬腦膜隔膜 (dura-mater membrane)在各個結構點處將大腦連接到顱 骨。對移動顱骨的衝擊使得顱骨快速地減速，而被柔性地 支撐的大腦繼續移動且衝擊到顱骨的内側。大腦頂靠顱骨 的衝擊會導致大腦撞傷和/或出血。由此，重要的是使頭部 減速，以適當地使得内部損傷最小化。 人顱骨的剛性試驗(b〇ne test)已經表明，顱骨的太陽穴 部分與顱骨的其他部分相比具有顯著下降的骨強度。因 此’顧骨的太陽穴部分與姆的其他部分相比更易受到衝 擊損傷。但是’目前的頭4沒有製造有在射周圍提供不 同的衝擊保護區域的可壓縮襯裡。 八 丁取洧如脊兒艙(baby capsule)和用於客車的兒 童安全座椅、車隸裡和身體4甲這樣的其他用於衝擊保 護的應用領域，在人體周圍提供不同的衝擊保護區域是非 常有利的。詞語“嬰練”在本說明書中和巾請專利範圍令 是要包括用於轎車賴的—個或多個面向後的初生兒或嬰 生兒奸兒的躺靠的面向後座椅和用於約i 歲大的兒里的座椅咖。詞語“兒童安全座椅，，在本說明 201121442 書中和申请專利範圍中應包括一個或多個面向前的初學走 路孩子的座椅、普通初學走路孩子座椅、約4歲大兒童的座 椅、輔助座椅/坐墊、沒有靠背的座椅和通常用於約4歲到8 歲兒童的座椅。輔助座椅可以被描述為是沒有靠背的座 椅，其被6又计為能提升兒童的就坐位置，以使得存在的成 人搭接帶座位帶(lap_sash seatbelt)的帶子適當地接合兒童 的肩部和胸部。初學走路孩子座椅不同於輔助座椅之處在 於’它們可以具有獨立的五點挽具，以將兒童固定到初學 走路孩子座椅，初學走路孩子座椅然後被固定到轎車或其 他車輛中存在的座椅或其他附接點。 嬰兒艙和兒童安全座椅可以在嬰兒艙或兒童安全座椅 的側面具有保護側板或大腿、軀幹和頭部護墊（或突出部或 濩翼”）。這些側板或護墊用於限制嬰兒或兒童經歷側面衝 擊時的側向移動量。它觸詩在撞擊巾氣囊被激發的情 况下保護嬰兒或兒童不受到側氣囊衝擊的影響。在其他術 語中，保護側板可形成嬰兒或兒童周圍的保護性“槽道”。 在所需的衝擊保護水準方面，嬰兒艙和兒童安全座椅 通吊不在嬰兒或兒童頭部和軀幹之間有所差別。用於轎車 面向後的嬰兒驗可以被襯有單-密度的泡珠襯裡，該襯 裡足以在外部作為一個整體為嬰兒提供衝擊保護，但是在 頭部被車揸擊的情況τ不足·止嬰兒大腦後部的撞傷和 /或出血。 。通常用於超過約-歲兒童的兒童安全座椅通常構造有 或具有聚苯乙烯泡沫襯裡，該襯裡可以與典型的用在成人 201121442 "中的單欲度5^本乙稀泡沐概裡一樣硬或比其更硬。 這種低壓縮性（高剛性）的聚苯乙稀泡沫不能為兒童提供足 =的衝擊保護，因為它們太硬。兒童安全座椅還可用非常 月b壓縮的傢俱裝潢或減震泡料厚襯裡或結構來加大，該 泡珠很軟且柔勒’以至於能為兒童提供很小或幾乎為零^ =擊保濩。這種傢俱裝潢或減震泡沫襯裡或結構主要用於 提供舒適性和美觀性。 、 沒有一種現有技術中能提供完全令人滿意的解決方案 來解決對頭部或其他身Μ分提供不同的適#衝擊保護水 準w問題，也*能解決易於製造以料壓縮襯裡來獲得 更令人滿意的衝擊保護這一問題。 【發明内容】 發明概要 本發明的目的是提供用於衝擊保護的可壓縮襯裡的實 施例’其克服或消減已有技術的缺點。 一種形式中，本發明提供—則於為人體至少一部分 提供衝擊保護的可壓'_裡。可壓縮襯裡包括：内層和外 層”中内層具有接觸表面和第一連結表面，該第一連 結表面包括多個凸起。外層具有第二連結表面和外表面， 其中，第二連結表面包括適於接收内層的凸起的多個凹 邙此外’内層包括具有第一可璧縮性的第一材料，且外 層包括具有第二可壓縮性的第二材料；優選地，第一可壓 縮性大於第H祕。可__的内層的接觸表面適 於緊鄰或接合到人體的一部分。 201121442 椅、頭枕或身體盔甲。優選地，在所有應 裡可以是可拆除且可更換地裝配。 優選地，凸起是圓錐形的 裝於或形成例如：車廂襯裡、 °本發明的可壓縮襯裡可安 嬰兒艙、兒童安全座椅、座 用中，可壓縮襯 可選地，可麗縮襯裡用-個或多個内層或外層區段形 成，且各個層區段之間的可壓縮性不同。 可宣帝，形成可壓縮襯裡的一種或多種材料可以是泡 沫’例如發泡聚苯乙烯(EPS)。替換地，—種或多種材料可 以是黏彈性的材料。優選地，EPS泡沫材料的密度可以是： •内層可具有15到50kgm-3範圍的密度。 •外層可以具有35到90kgm·3範圍的密度，或更優選地具 有35到55kgrrT3範圍的密度。 .内層可具有25到35kgm_3範圍的密度，且外層具有35 到50kgnT3範圍的密度。 .内層可具有15到25kgm·3範圍的密度，且外層可具有％ 到45 kgm·3範圍的密度。 可選地，一個或多個凸起從内層穿入到外層中的範圍 是50到1〇〇%。優選地，一個或多個凸起的頂端與外表面毗鄰。 優選地，鄰近圓形基部之間的距離的範圍是〇到 20mm，且更優選地範圍是5到15mm。 優選地，圓形基部的直徑是15到22mm的範圍。 可選地，可壓縮襯裡具有15到45mm範圍的厚度；一個 或多個凸起的、自圓形基部的高度的範圍可以是2〇到 25mm，和從一個或多個凸起的圓形基部到接觸表面的距離 201121442 的範圍是5到10mm。 在本發明的進一步形式中，可透過外層看到内層。 在本發明的進一步形式中，提供—種對人體的至少— 部分提供衝擊保護的方法，其中，該方法提供對施加到人 體至少-部分的衝擊的最初低抵抗；，然後隨著衝擊進 行逐漸增加對紗到人體至少—部㈣衝擊的抵抗程度。 在又形式中’本發明提供一種用於對物品的至少一 部分提供衝擊保護的設備，其中，該設備包括具有剛性梯 度的可壓縮襯裡。在衝擊過程中該剛性梯度優選地在可壓 縮襯裡的厚度上從鄰近該物品的低剛性變化到較高剛性。 “物品，，包括貨物、人、動物或任何有價物。 本發明的進一步形式描述於所附申請專利範圍中，且 從本說明中可以理解。 圖式簡單說明 將參考所附附圖描述本發明的進一步優選實施例，其中： 第1圖是本發明實施例的頭盔中可壓縮襯裡的示意性 截面圖。 第2圖是第1圖的沿2-2線截取的載面圖。 第3圖是頭盔實施例中可壓縮襯裡的替換實施例的示 意性透視部分截面圖。 第4圖是第3圖的分解圖。 第5圖是可壓縮襯裡的示意性截面圖。 第6圖是第5圖中可壓縮襯裡的替換實施例。 第7圖是本發明的實施例中車廂一部分中的可壓縮襯 201121442 裡的示意性戴面圖。 第8圖是帶有第7圖的車廂襯裡可壓縮襯裡的已安裝實 施例的客車内部示意性剖開視圖。 第9圖是用於嬰兒艙的嬰兒可壓縮襯裡實施例的示意 性透視例子。 第10圖是帶有兒童安全座椅可壓縮襯裡的兒童安全座 椅的示意性透視圖。 第11圖是帶有身體盔曱可壓縮襯裡的插入件的保護性 背心的示意性正視圖。 第12圖是本發明實施例中雙可壓縮襯裡的示意性截面圖。 第13圖是條帶形式的内層的示意圖。 C實施方式;j 較佳實施例之詳細說明 首先參見第1和2圖，它們是垂直截面視圖，示意性地 顯示了安裝在被人114穿戴的頭盔112中的可壓縮襯裡11〇 的第一實施例。頭盔112可以包括與可壓縮襯裡11〇的外表 面118抵罪的硬質外殼116，且還可包括與可壓縮襯裡“ο的 接觸表面122抵靠的舒適襯裡12〇。如果舒適襯裡12〇存在， 則應理解，頭部經由舒適襯裡12〇緊鄰接觸表面ι22。如果 舒適襯裡不存在，則接觸表面122直接接合頭部。 可壓縮襯裡11〇可具有相對低密度的泡沫内層124，在 各個連結表面126處該内層炼接、黏接或以其他方式附接到 相對尚密度的泡料層128，其中較低密度泡沐是比較高密 度泡珠更易壓縮的泡珠。即，形成内層124的第—材料比形 201121442 成外層128的第二材料更易於壓縮。内層124具有許多凸起 130，所述凸起在連結表面126處突出到外層128的匹配凹部 132中。内層124包括具有相對一致厚度層的第一區域134。 多個凸起130與内層124整體地形成並從第一區域134徑向 向外延伸。凸起134具有頂端136以及基部138，該基部具有 近距地與相鄰的凸起130的基部138間隔開的外周邊140。這 些外周邊140的距離也可以被認為是這些凸起130的相鄰基 部138之間的最近距離。 在可壓縮襯裡110的實施例中，泡沫材料可以是發泡聚 苯乙烯泡沫(EPS)，其中，該泡沫密度通常與泡沫的可壓縮 性或剛性成比例’其中’剛性與可壓縮性成反比例關係。 在優選實施例中，内層124可具有20到50kgm·3(或1.25到3.12 碎每立方英尺)範圍的密度。外層128可具有35到90kgm-3(或 2.18到5.62磅每立方英尺）範圍的密度，且更優選地是35到 55kgnT3。在内層124和外層128的各種泡沫密度的所有選擇 中’内層124的泡沫密度小於外層128的泡沫密度。在更優 選的貫施例中’内層124泡沫密度可以是25到25kgnT3的範 圍，且外層128泡沫密度可以是35到5〇kgm-3的範圍。根據 本發明的教導，所採用的泡沫可以是任何合適的類型且允 許實現如以上和以下所給出的Eps泡沫實施例那樣的所需 可壓縮性或剛性。在所有上述和下述情況下，應注意，形 成内層124的第一材料具有第—可壓縮性，該第一可壓縮性 比形成外層丨28的第二材料更大，該第二材料具有第二可壓 縮性。 10 201121442 線142代表可壓縮襯裡1_相鄰區段144、146、148、 150之間的邊界142。可壓縮襯裡11〇區分成如第1圖所述的 多個區段允許對頭|112制定不同的衝擊保護區域。例如， 可壓縮襯裡110的後區段15G可以構造和構建為比冠部區段 146提供更高水準的衝擊保護。 在第2圖中，將可壓縮襯裡11〇區分為多個區段21〇、 212 214、2164提供如圖所示的不同衝擊保護區域。太陽 穴區段210、216可以構造和構建為比冠部區段212、214提 供更南水準的衝擊保護，因為顱骨的太陽穴部分的脆弱性 程度更高。 第3圖是可壓縮襯裡31〇的替換實施例的透視、部分截 面視圖，著重顯示了内層124的凸起13〇。為了清楚，頭盔 112覆蓋耳朵的部分從第3圖中省略。在所示實施例中，凸 起130是帶有圓形基部138的圓錐形。在替換實施例中，錐 形凸起可以具有多邊形構造的基部丨38，例如三角形、方 形、五邊形、六邊形、八邊形等。還有，如果需要，凸起 130可以被製造為戴頭圓錐體，而不是帶有尖端頂部136的 圓錐形。在另一實施例中’凸起可以是半球形的。 在第3圖中’可壓縮襯裡310的區段再次被顯示有邊界 線142。但是，在該實施例中，僅内層124是帶區段的，而 外層不帶區段。對於可壓縮襯裡310這一實施例，内層124 詳細地顯示於第4圖。 第4圖是第3圖的内層124和外層128的分解視圖。可以 看到，外層128包括多個圓錐形凹部132，所述凹部尺寸和 201121442 構造為能以如第1和2圖所示的表面接觸的方式來容納凸起 130。内層124可以分為多個區段410、412、414、416、418、 420、422、424、426、428。在所示實施例中，給出1〇個區 段。但是’替換實施例可以具有從一個到十個區段的數量 範圍，最有選的數量是五個區段。使用多個區段410-428允 許内層124的可壓縮性或剛性能根據顱骨的一部分或區域 所需的制定衝擊保護水準來調整。例如，太陽穴區段414、 416可與顱骨頂部區段418、420相比更可壓縮。顱骨的太陽 穴部分比顱骨的其他部分相比更易受到衝擊傷害的影響， 剛性實驗已經表明’顱骨的太陽穴區域是顱骨其他部分強 度的一半或三分之一。在本發明的另一實施例中，各個區 段的EPS泡沫的密度如下：前區段41〇、412的密度為 301^111-3，太陽穴區段414、416的密度為251^111-3，頂部區段 418、420的密度為 35 kgm·3，且後區段422、424、426、428 的密度為30 kgmf3。 根據以上内容，這些區段可以是如第4圖所示的通過邊 界線142所限定的周邊形狀或允許鄰接的區段以緊貼配合 的方式沿邊界142接合的其他種類的周邊形狀。各個區段的 周邊形狀的選擇使得當可壓縮襯裡11〇組裝時這些區段在 可壓縮襯裡110中形成連續的内層m。例如，區段的平面 周邊形狀可以是任何數量的多邊的形狀。 在又一實施例中，外層128也可以是帶區段的（未示 出）’以使得不同的泡沫密度可以在顱骨周圍用於外層 12 8。該實施例可以允許在顱f周圍進__步獨立地剪裁衝擊 12 201121442 保蔓區域。該實施例還可以用於例如在兒童和成人之間提 供所需的不同程度的保護。外層128可以是帶區段的，其方 式類似於對内層124的所作的上述描述。外層128區段的平 面周邊％狀可以是也可以不是對應於内層的區段。例如， 内層124和外層128區段的邊界線142可以如第1和2圖所示 地相對應，或邊界線142可以在内層124和外層128區段之間 不連續’如針對第5圖詳細所述的。 在再一實施例中，凸起130和匹配凹部132的密度和尺 寸以及整個可壓&襯裡的尺寸可以在内層124和/或外層 128的區段之間變化，以便改變可壓縮襯裡的壓縮性或 剛性性能。例如，與_124的其他區段相比，太陽穴區段 414 416可包括具有減小的基部138直徑的圓錐形凸起 130，但疋，太陽穴區段414、416與内層124的其他區段相 比圓錐形凸起130可具有更大的面密度(訂㈤ density) ° 例 如’對於第4圖’則區段41〇、412可一起具有μ個帶有2〇麵 直徑基部138的圓錐形凸起13〇，頂部區段418、42〇可一起 具有47個也疋帶20^1^徑基部138的圓錐形凸起13〇，後區 段-起可具有39個也是帶2〇麵直徑基部138關錐形凸起 130，而太陽穴區段可一起具有36個帶有15mm直徑基部138 的圓錐形凸起此外，這些外周邊14⑽距離（或相鄰基 部138之間的最近!巨離)可以是從〇到2〇顏，且優選地是5到 15mm ’取決於區段。凸起130的相鄰頂端136之間的相應間 隔可以高達4Qmm，大多數在25到35mm。 在製造中’通常外層128可以使用模制技術形成在一個 13 201121442 或多個片段或區段中。類似地，内層124可以分開地形成在 一個或多個片段或區段中。外層128和内層124的片段可以 組裝和熔接在一起，以形成適於頭盔或其他衝擊保護應用 的可壓縮襯層110。凸起130和凹部132的尺寸、數量和構造 可以由製造技術領域技術人員調整，以便能形成可壓縮襯 裡。例如，圓錐形凸起130的側面的角度以及頂端136的形 狀可以被調整，以取決於特定泡沫類型或所用的其他材料 來實現合適的脫模性能。 第5圖是可壓縮襯裡510的另一實施例的截面圖，其示 意性地顯示了可壓縮襯裡11〇、31〇、51〇的各個元件的尺 寸，以及顯示了用於區段劃分的不連續邊界線142。所給的 尺寸可以是示例性的用於上述和下述的各種實施例。可壓 縮襯裡510可以具有範圍從2〇到45mm的厚度524,這取決於 應用區域和/或要被保護的顱骨部分。在用於摩托車頭盔的 優選實施例中，厚度524在頭盔的太陽穴中是25mm和在頭 蓋的頂部或冠狀部是42mni厚。對於具有一致厚度的可壓缩 襯裡，對於摩托車頭盔來說優選的厚度524可以是3〇到 35mm的範圍。對於用在與馬匹有關的運動中的頭盔，可壓 縮概裡的厚度524可以下降到15到25mm或更優選地具有 20mm的一致厚度524。 在第5圖中，外周邊140間隔(在基部138之間）在兩個向 内指向的箭頭之間。外周邊140的連結表面126可以是平的 或圓弧形的。例如，曲率半徑在0到2.5mm或更大的範圍。 因而’凸起130可以覆蓋全部内層124的徑向向外部分，或 201121442 者間隔開。 在第5圖中’凸起13〇的頂端136可以通過間隔區域526 與外層128的外表面118間隔開。間隔區域526可以具有1到 5mm或更大的厚度。在替換實施例中，内層ι24的凸起13〇 的頂端136可以延伸以與外層128的外表面118毗鄰。對於該 實施例，間隔區域526的厚度可以有效地是〇mm。 凸起130的頂端136可以是帶頂點的（或尖銳的）、帶有i 到2mm範圍曲率半徑的圓角的或簡單地是戴頭形的。 第5圖還顯示了被劃分區段的可壓縮襯裡51〇的實施 例，其中内層124和外層128區段之間的邊界線是不連續 的。内層124可被邊界線516分成兩個區段512、514。而外 層128可在不同的邊界線522處分成兩個區段518、520。 第6圖顯示了第5圖的示例性替換實施例。在第6圖中， 間隔區域526被增加，以使得凸起138突出到外層128中達到 外層128厚度的大約50%。凸起13〇穿入到外層128中的範圍 可以是從50到100%。外層128的兩個區段518、520之間的 相應的邊界線522延伸到對應於增加的間隔區域526。 參見第5和6圖，凸起13〇可以具有從基部138到頂端136 的範圍在約20到25mm的高度。凸起130的基部138可以具有 範圍為約15到22mm的直徑或寬度。 在第1、2、5和6圖中，内層124的第一區域134形成薄 層，在該薄層上凸起130的基部138聯接起來。第一區域134 的厚度可是從5到l〇mm範圍和或更大，最有選是5mm厚度。 可壓縮襯裡可以用於任何所需的頭盔，包括摩托車頭 15 201121442 盔以及建築人員、騎自行車的人、騎馬的人、牛仔表演人、 足球運動員、棒球運動員和板球運動員所使用的頭盔。 在再一實施例中，可壓縮襯裡可以是翻新(retro_fitted) 到頭盔中，以便改善衝擊保護性。可壓縮襯裡的翻新可以 是將頭盔中的所有已有襯裡更換或僅更換頭盔襯裡的特定 部分。部分翻新可對於鄰近顱骨太陽穴部分的那些襯裡部 分來說特別有用。 泡沫替換例 可用於内層124和/或外層128的替換材料包括彈性的 泡沫。彈性泡沫具有的特點是，能使得可壓縮襯裡彈性地 壓縮，從而在衝擊之後能回復衝擊前的原始尺寸和衝擊保 濩性能。彈性泡沫的替換材料可以是合成或天然橡膠，可 以是連續的固體或是與例如是空氣、纖維這樣的其他材料 的複合體，或是震盪、振動或衝擊吸收設計或製造領域的 技術人員所設計或選擇的。 用於可壓縮襯裡的泡沫的其他替換材料可以是黏彈性 或觸變性的。這種材料在沒有力或應力施加於其時具有黏 ! 生或液體行為，但是，當力施加時，如衝擊時該材料以 彈性的方式起作用，對衝擊力展現出剛性。這種材料的例 子疋通常被稱為“siUy pmty”的兒童玩具。使用黏彈性材料 的優點是，可壓縮襯裡可以減造為$於符合人類所具有 ^各種顱g (或任何其他身體部分）的形狀，且在衝擊之後充 回復’以易於重新使用該可I缩襯裡。 替換的自行車或摩托車頭盘 201121442 在用於頭盔可壓縮襯裡的替換實施例中，外層128可以 用適當地透明或半透明材料替代。例如，透明或半透明材 料可以是黏彈性膠體或半透明合成橡膠材料，其具有適當 的可壓縮性和/或剛性。頭盔的外殼116要麼不存在要麼是 合適的透明或半透明材料。内層124可以是具有例如黑色發 泡聚苯乙稀(Epsm沐的不透明㈣。這細|可以具有從 人頭部突出的許多可見的錐形或矛形物的顯著視覺外觀， 即對某些自行車或摩托車騎乘者有美學吸引力的特徵，其 仍能對頭盔的穿戴者提供衝擊保護。 車廂襯裡 第7圖不意性地顯示了可壓縮襯裡71〇用作在承载人的 車廂一部分中的車廂襯裡(VCL)。VCL可壓縮襯裡71〇可以 經由附接層714附接到車輛結構712，該結構形成車廂（未示 出）的内部。對於轎車來說，車輛結構712可以是車門柱 Pillar)、儀錶板、頂棚或轎車車廂中的任何結構。在車輛車 廂中使用VCL可壓縮襯裡710對於客車的側向衝擊撞擊來 說具有特別的益處，在這種撞擊下，乘客(或司機)頭部與車 輛車廂内部撞擊而頭部受傷存在較高的比例。 V C L可壓縮襯裡710可以經由附接層7丨4永久地固定到 車輛結構712，該附接層黏接到可壓縮襯裡71〇的外表面 118。例如，在客車中，附接到側門柱和風擋柱。替換地， VCL可壓縮襯裡710可以可拆卸地且可更換地裝配，這可以 對現存的車輛進行翻新。對於可拆卸且可更換的裝配來 說，附接層714可以包括諸如Velcro這樣的材料或採用車輛 17 201121442 内部裝配領域的技術人員所公知的許多緊固方法中的任何 一種。 將VCL可壓縮襯裡710安裝在車輛中可以進一步採用 可選的内部裝飾襯裡716，該襯裡附接到VCL可壓縮襯裡 710的接觸表面122。内部裝飾層716可以提供美觀的、有觸 感的和/或隔音的特性。内部裝飾層716、或舒適襯裡可以 用纖維、緩衝泡沫、“包裹氣泡”的塑膠(“bubble wrap” plastic) 和/或塑膠打磨襯裡(plastic scuff lining)製造。 可以使用VCL可壓縮襯裡710的車輛的例子包括：民用 轎車和卡車、如坦克、飛機等的軍用裝備 '航海裝備和空 間裝備。另一應用領域是車輛的座椅和頭枕，且應用到特 別是飛機和空間裝備可能遇到的嚴重衝擊情況下的這些飛 機和空間裝配中。 第8圖是民用客車的内部的剖切視圖。第8圖示意性地 顯示了 VCL可壓縮襯裡710的應用，其在車廂内部周圍提供 了不同的衝擊保遵區域。例如，顯示了三個不同的保護區 域’具有門窗框810的前立柱和側立柱，前座椅812的後部 和儀錶板和中心控制臺814。對於三個區域81〇、812、814 中的每一個，VCL可壓縮襯裡710的外層128可以具有相同 的剛性和可壓縮性’而内層124在可壓縮性方面在區域 810、812、814之間可;’以根據轎車_部車厢概裡可 預見到的每日磨損和撕扯_外切而提供所需程度的衝 擊保護。 在VCL可壓縮襯裡710的又一實施例（未示出）中，衝擊 18 201121442 保遵區域可以進一步劃A。例#，前座椅812的後部可以具 有帶内層124區段的較高部分，該部分比用於前座椅μ]的 後部的較低部分的内層丨2 4區段相比具有更大的可壓縮 ^這種δ又置可以為未固定的後方乘客的頭部提供更高程 度的衝擊保護區域’其中該乘客最易受到前座椅812後部的 上部的最初衝擊。前座椅812的後部的較小可壓縮性下部允 許增加對於進入和離開乘客車廂後方的後方乘客的腳和腿 所磨損的耐久性。 在另一示例性應用中，可壓縮襯裡11〇的實施例可應用 到轎車和卡車的外部前表面，以有助於可能被轎車或卡車 撞擊的步行者的衝擊保護。 嬰兒艙和兒童安全座椅 車輛中的可壓縮襯裡的又一實施例是用於通常在轎 車、卡車或飛機中使用的嬰兒艙和兒童安全座椅。 嬰兒艙或兒童安全座椅(CSS)可以根據嬰兒或兒童在 嬰兒艙或CSS中的軀幹和頭部的位置來併入劃分區段的可 壓縮襯裡，以便對嬰兒身體的這些部分提供合適的衝擊保 濩。換句話說，嬰兒艙或CSS中設置不同衝擊保護區域。通 常，可壓縮襯裡可以加到嬰兒艙或css的内部，或者是形成 完整可壓縮襯裡的多個板件的形式，或者是作為一個單獨 襯裡而插入的可壓縮襯裡形式。在另一實施例中，可壓縮 襯裡可以形成嬰兒艙或css。此外，可壓縮襯裡還可形成保 °蔓性側板或護塾，或在另一實施例中可以增加到嬰兒搶或 兒童安全座椅的已存在側板或護墊。可選地，可以對嬰兒 19 201121442 艙或css增加舒適襯裡。 第9圖以透視圖示意性地顯示了用於嬰兒艙的嬰兒可 壓縮襯裡910的實施例的例子。嬰兒艙912通過使用嬰兒艙 基部916而被固定到成人轎車座椅914，該基部位於成人轎 車座椅914中，向後固定的帶子918錨固到車輛結構的適當 點。嬰兒（未示出）固定在嬰兒艙912的可拆卸籃子920中。在 籃子920中’嬰兒可壓縮襯裡可以被劃分成兩個衝擊保護區 域’嬰兒頭部區域922和嬰兒4區幹區域924。在第9圖中，嬰 兒可壓縮襯裡910被顯示為是插入到籃子920的結構中的插 入襯裡。在優選實施例中，用於嬰兒可壓縮襯裡91〇的^卩；5 泡沫密度可以是對於上述用於頭盔的密度來說的較低範 圍。内層124可以具有15到25kgm-3範圍的密度，外層128具 有35到45 kgm-3範圍的密度。為了增加嬰兒頭部的衝擊保 護’包括嬰兒可壓縮襯裡910的嬰兒頭部區域922的區段具 有的用於内層和外層124、128的EPS密度低於包括嬰兒軀幹 區域924的區段。 在嬰兒可壓縮襯裡910的另一實施例中，嬰兒頭部區域 922可以是部分頭盔的形式。參見第4圖，嬰兒頭部區域922 的形狀可以是近似後區段422、424、426、428和太陽穴414、 416所形成的形式，具有相應的外層128的區段。 第10圖是帶有CSS可壓縮襯裡1010的CSS 1012的透視 圖。典型地，CSS 1012可以具有基部1014，該基部放置在 成人轎車座椅914上。兒童座椅1016在基部1014上，該兒童 座椅典型地包括座位、靠背和側護墊。CSS 1012通過使用 20 201121442 成人搭接帶座位帶（未示出）和/或到車輛錫固點的額外的固 定條帶（未示出）固定到轎車座椅914。CSS可壓縮襯裡1〇1〇 可以被劃分區段成兩個用於衝擊保護的區域；CSS頭部區域 1018和CSS軀幹區域1020。每個區域1018、1020還可以以側 護墊(護翼）1022、1024維爾特點，以將兒童“卡在槽内”或進 一步拘束和保護兒童。在第10圖中，CSS可壓縮襯裡1〇1〇 被顯示為是在兒童座椅1016的結構上的插入襯裡。在優選 實施例中，用於CSS可壓縮襯裡1010的EPS泡沫的密度可以 是如上所述的嬰兒可壓縮襯裡910。 身體盔曱 可壓縮襯裡110的實施例的另一應用區域是其用在身 體盔曱中’包括保護背心。對於諸如摩托車駕駛、牛仔表 演、足球、撖欖球、板球、棒球這樣的涉及衝擊的運動中， 保護背心和襯墊形式的身體盔甲通常穿在身體周圍。身體 盎甲可壓縮襯裡具有適於在運動中實現衝擊保護的實施 例。例如’身體盔甲可壓縮襯裡可以具有合適於運動的減 小的厚度524’在5到30mm的範圍。選擇用於身體盔曱可壓 縮概裡的材料可以是彈性的且強韌的，使得可壓縮襯裡能 在許多次衝擊中耐用。 對於防彈身體蓋甲（ballistic body armour)，身體盘甲可 壓縮概裡可以與防彈盔甲結合使用。身體盔甲可壓縮襯裡在 防彈盘曱對衝擊飛行物的反作用令吸收防彈盔曱的衝擊力。 第11圖是帶有身體盔曱可壓縮襯裡1110插入物的保護 彦心1112的前正視圖。保護背心1112可以具有Velcro肩部凸 21 201121442 片1114，以輔助穿戴者穿上和脫下保護背心U12衣服。胸 部1116和腹部1118可壓縮襯裡⑽區段作為板狀件顯示為 插入到保護背心'1112中，其中虛線U2G表示用於保護背心 1112衣服前部的每個區段1116、1118的延長部。腹部可壓 縮襯裡1118區段與胸部可壓縮襯裡1116區段相比可以提供 更高程度的衝擊保護，因為腹部所不具㈣、胸部中的胸 廓(rib cage)能對内部器官提供一定程度的保護。 南價值物品的保護 可壓縮襯裡的另一應用領域可以是諸如貨物、電子裝 置、易碎結構、動物、植物等高價值物品的保護。可壓縮 襯裡的實施例可以在貨物運輸中用於保護高價值物品。其 他的實施例可以併入到軍用裝備、飛機和航太飛行器，用 於保護敏感設備，以在這種裝備面臨災難性衝擊的情況下 改善設備的耐受性。 可壓縮襯裡的性能 上述實施例中的可壓縮襯裡的性能可以在以下的描述 中得到進一步理解，以下描述涉及本領域技術人員如何與 可壓縮襯裡的相對性能一起評估衝擊保護設備和方法的性 能。通過參考和示例，在下文中併入：在www atsb g〇v au 上’於2007年7 月公佈的，Australian Transport Safety Bureau (ATSB)的 “Improved Shock Absorbing Liner For Helmets”。 可壓縮襯裡提供了對人體所需部分的衝擊的最初低等 級抵抗，例如當摩托車騎乘人頭盔衝擊地面時摩托車頭盔 的顱骨部分。隨著衝擊進行，可壓縮襯裡提供的抵抗程度 22 201121442 以受控的方式增加，以使得在整個衝擊過程中發生顱骨和 大腦（繼續前面的例子）的受控減速。在以下的描述中，將使 用摩托車頭盔中帶有EPS泡沫材料的可壓縮襯裡的示例性 實施例，但是應理解類似的描述可適用於以上和以下描述 的可壓縮襯裡的其他實施例。 具有相對可壓縮性不同的材料的内層124和外層128的 可壓縮襯裡的特定結構使得在衝擊中可壓縮襯裡被壓縮或 擠壓時可壓縮襯裡提供連續且逐漸的可壓縮性和/或剛性 變化。 可壓縮襯裡的特定結構還使得其能以減小的頭盔總品 質而容易地製造，特別是，與單一泡沫密度的頭盔相比。這 是在衝擊過程中降低頭部和頸部旋轉加速效果方面的優點。 衝擊-持續時間（減速時間） 可壓縮襯裡提供延長的受控壓縮和擠壓，以便延長衝 擊發生的時間段。人顧骨或任何其他身體部分可以隨後更 逐漸地減速至停止。可壓縮襯裡的擠壓、或變形時間可以 按照咼達或超過比單一泡沫密度襯裡時間多2〇%的時間來 發生。在其他術语中：因為因可壓縮襯裡的作用顱骨的減 速較慢所以轉移到顱骨的衝擊力降低。 擠壓 擠壓使之在衝擊過程中於顱骨伸入到可壓縮襯裡。可 壓縮襯裡的壓縮消散了衝擊的能量。可壓縮襯裡可以擠壓 高達或超過單一密泡沫密度構造的襯裡的1〇%。 破碎 23 201121442 EPS泡沫襯裡的壓縮過程中板狀破碎（slab cracking)或 弧形破碎(arc cracking)是衝擊保護的一個常見部分。弧形破 碎是與顱骨進入到泡沫襯裡有關的周邊表面裂縫線。板狀 破碎是在進入泡沫襯裡的伸入區域中穿過泡沫襯裡的整個 厚度方向的裂縫。板狀破碎在單一密度泡沫襯裡中很常見 且應是被避免的，因為泡沫襯裡提供的衝擊保護此時已經 開始失效。 可壓縮襯裡不會在衝擊測試中展現出板狀破碎。對於 可壓縮襯裡來說，弧形破碎顯著降低。弧形破碎的降低可 以邛分地因為與通常所使用的泡沫密度範圍在45到 90kgm_3的單一密度泡沫襯裡相比内層124使用了較低密度 的泡沫。較低密度EPS泡沫比較高密度EPS泡沫會以塑性和 /或彈性方式而更易屈服，因此較低密度泡沫内層124不太 容易呈現弧形破碎。此外，使用較低密度泡沫用於内層124 允許可壓縮襯裡的接觸表面122比單一密度泡沫襯裡更好 地符合顱骨。因而，衝擊力在顱骨的更大區域上更加均勻 地分佈，這是一種有利的特徵。 峰值減速(衝擊能量衰減或震盪衰減，“^力”） 澳大利亞和新西蘭國家標準要求，在一類模擬衝擊中 頭盔内經歷的峰值減速必須小於3〇〇g(“g”是9 8ms_2的重力 加速度）。類似的標準存在於北美和歐洲。可壓縮襯裡的峰 值減速在所有被測試情況下比傳統單一泡沫密度襯裡更 低，且低於澳大利亞和新西蘭的指令性國家標準要求。 旋轉力 24 201121442 頭盔中的可壓縮襯裡質量對事故中頭部受到的旋轉力 有貢獻。對於頭盔和可壓縮襯裡來說輕質是安全方面的優 點，以便降低與旋轉力有關的傷害。帶有單—密度泡洙襯 裡的頭盔 在上述其他性能測試方面其會與可壓縮襯裡 的等效例類似地發揮功能一一顯著地較大且較重。這是因為 單一密度泡沫襯裡必須較厚且具有較低的單—密度泡沫，導 致形成額外的襯裡品質以及頭盔的較大且較重的外殼。 對於上述描述應理解，儘管内層124與外層128相比需 要更可壓縮和/或具有較低的剛性，但是凸起13〇和凹部132 的構造可以顛倒，以使得凸起與外層128關聯且凹部與内層 124關聯，以使得本發明仍能實現。在另_實施例中連結 表面126可以是對稱的，以使得内層124和外層128都具有凸 起和凹部且處於使得内層124在連結表面126處與外層128 接合的結構。但是，在所有構造甲，如上所述和如下所述 的，内層124的可壓縮性比外層128的可壓縮性更大。或者， 在剛性方面，内層124的剛性比外層128的剛性更小。 應理解，上面給出的和後面給出的可壓縮襯裡的尺 寸、容量和材料僅是所述實施例的例子。它們所給出的尺 寸、容量和材料還可經本領域技術人員選擇或設計，例如 用於其他的衝擊保護應用。 第12圖示意性地顯不了雙可壓縮襯裡121〇的截面圖。 雙可壓縮襯裡1210是第5圖所示的可壓縮襯裡51〇的替換實 施例。雙可壓龍裡丨212是在外表面118處連結在一起的兩 個可壓縮襯裡，⑽成新的連結部。雙可壓縮襯裡 25 201121442 1210可以在諸如接觸運動這樣的應用中使用，該運動中在 參與者之間常見地會有強烈的身體衝揸。在這種情況下， 需要的是’當兩個參與者彼此衝擊時，兩個參與者獲得内 層124的最初低抵抗的盈處。另一例子是在敏感結構、或物 品之間使用雙可壓縮襯裡1210，以使得兩個結構都獲得内 層124的益處。雙可壓縮襯裡1210還可以是帶區段的（未示 出），以如上所述提供不同的衝擊保護區域。 連續的襯裡(continuum liner)(未示出）可以構造有與可 壓縮襯裡類似或比之更優越的性能。連續襯裡可以包括以 第一材料的所需形狀(例如頭盔）製造的襯裡。第一材料可以 是高度可壓縮的和/或具有低的剛性，例如黏彈性膠體。然 後而要的疋’在襯裡的厚度上、沿從頭盘的内側到頭蓋外 側的方向產生降低可壓縮性（增加剛性）的效果。為了應用這 種增加的剛性梯度，第一材料可以以連續的方式轉變為第 二材料。在第二材料具有比第一材料更低的可壓縮性（更大 的剛性）的情況下，第二材料和第一材料在整個連續襯裡上 存在各種比例，以便產生所需的剛性梯度。 第二材料可以通過多種過程來製造，包括： .電離輻射(ionising radiation)以便將第一材料的分子交 聯到各種交聯程度，以形成第二材料。 .化學試劑，按各種程度將第—材料轉變為第二材料。 電離輻射或化學試劑可以應用到由第一材料製造的頭 盔形體或其他形體的外部。從第—材料轉變為第二材料的 程度通過跨過連續襯裡厚度的深度變薄（depUl attenuati〇n) 26 201121442 的程度來仔細地控制。 以類似地方式，針對第一材料的頭盔形體施加的電離 賴射或化學試劑的程度可以被控制，以賦予頭盔形體所需 的不同程度的衝擊保護區域。對於帶有一些衝擊保護區域 的替換實施例來說，每個區域的各個區段之間的邊界可以 不是不連續的邊界線而是因用於將第一材料轉變為第二材 料的特定技術造成的梯度部分。 不同類塑的自行車頭盔（未示出）可以製造為沒有外層 128的存在。對於這種頭盔，内層124的凸起13〇的頂點136 連接到外殼116。頭盔設計和製造領域的技術人員可以選擇 合適的一種或多種材料來形成内層128，以使得讓這種不同 的自行車頭盔滿足合適的安全標準。例如，内層丨24的EPS 泡沫密度可以是如上所述的或是按照如上所述的連續襯裡 轉變為兩種材料。在不同的自行車頭盔的另一實施例（未示 出）中，外殼116可以與内層124的外表面符合，以便以圓錐 形凸起的形狀形成硬的外層。 使用設置了不同衝擊保護區域的劃區段的襯裡與不劃 區段的構造相比可以顯著降低襯裡的重量。在不需要對所 施加的力有很高抵抗的情況下，通過使料低密度的材料 可以實現重量節省。在tm段頭|襯裡的情況下，頭盘的 重量可降低高達2〇%，這對於穿戴者來說有顯著的益處。 本發明的襯裡可以是穿通的或帶孔的，以提供非保護 區域’例如允許透氣的卩扣。這種結構對於職等來說特 別有用。 ^ 27 201121442 在本發明的實施例中，多 届 U这ί&ΛΑ 固層中的一個--特別是内 層一以條帶的形式通過板件構成，該條帶在其上具有凸 起或凹部，用於與另一層協作 、力曰協作插入到孔中。條帶例如可以 C括早订的凸起，且模制有蠻 曲部，以適應另-層，例如 在頭盔中需要。 夕個這種條帶可以形成插入件的一部分且模制有鎢道 ⑽⑽以連接它們。鱗道可包括凸起所突出的材料層，且 制地是—個_部。在—個實_中，鑄道橫向於條帶 的一般方向延伸。該實施例特別適用於頭I，因為條帶之 間的間隙可以與常用的透氣開口對準。 儘言本心Β月已經在被認為是較特別且優豸的實施例中 進行了顯示和描述，但是應理解，在本發明的範圍内可作 出改變，這些改變不應限制在本文所述的細節而是應根 據所附中請專利範圍的所有範圍來包含任何和所有等效的 元件、裝置和設備。 在本說明書中，詞語“包括，’應理解為是“開放”的含義， 即‘包含”’且不應理解成是“僅由…構成，，這樣的“封閉”的 3義在相應的詞語“包括”出現之處也屬於相應的含義。 應進一步理解’本文中對已有技術的引用除了有相反 的也述外不構成對這種本發明有關的且本領域技術人員公 知的已有技術的任何承認。 【廣I式簡單說明】 第1圖是本發明實施例的頭盔中可壓縮襯裡的示意性 戴面圖。 28 201121442 第2圖是第1圖的沿2-2線截取的截面圖。 第3圖是頭盔實施例中可壓縮襯裡的替換實施例的示 意性透視部分截面圖。 第4圖是第3圖的分解圖。 第5圖是可壓縮襯裡的示意性截面圖。 第6圖是第5圖中可壓縮襯裡的替換實施例。 第7圖是本發明的實施例中車廂一部分中的可壓縮襯 裡的示意性截面圖。 第8圖是帶有第7圖的車廂襯裡可壓縮襯裡的已安裝實 施例的客車内部示意性剖開視圖。 第9圖是用於嬰兒艙的嬰兒可壓縮襯裡實施例的示意 性透視例子。 第10圖是帶有兒童安全座椅可壓縮襯裡的兒童安全座 椅的示意性透視圖。 第11圖是帶有身體盔曱可壓縮襯裡的插入件的保護性 背心的示意性正視圖。 第12圖是本發明實施例中雙可壓縮襯裡的示意性截面圖。 第13圖是條帶形式的内層的示意圖。 【主要元件符號說明】 110、310、510可壓縮襯裡 120…舒適襯裡 112…頭盔 114".人 116…硬質外殼 122…接觸表面 124…内層 126…連結表面 128…外層 118…外表面 29 201121442 130…凸起 132···凹部 134.··第一區域、凸起 136…頂端 138…基部 140…外周邊 142···線、邊界 144、146、148、150、210、 212、214、216、410、412、 414、416、418、420、422、 424、426、428、512、514、 518、520、810、812、814、 1018、1020…區段 414、416···太陽穴 524…厚度 526···間隔區域 516、522…邊界線 710—VCL可壓縮襯裡 712…車輛結構 714…附接層 716…内部裝飾襯裡 810···門窗框 812···前座椅 814…中心控制臺 910···嬰兒可壓縮襯裡 912…嬰兒艙 916…嬰兒艙基部 914…輪車座椅 918·· ·帶子 920…籃子中 922···嬰兒頭部區域 924…嬰兒軀幹區域 1010…CSS可壓縮襯裡Children" Vol. 101,1979, Transactions of the ASME,Journal of Biomechanical Engineering o In addition, the brain is also susceptible to impact damage when it is placed against the inside of the skull. The brain is a soft tissue of the fruit bed, suspended in the envelope of the hard bone, from the cerebral spinal fluid. Surrounded. In addition, the brain is flexibly bound by the brainstem and spinal cord at the base of the brain in the bones' and around the approximate periphery of the brain, the dura-mater membrane connects the brain to the skull at various structural points. The impact on the moving skull causes the skull to decelerate rapidly, while the flexibly supported brain continues to move and impact the inside of the skull. The impact of the brain on the skull can cause brain damage and/or bleeding. Thus, it is important to decelerate the head to properly minimize internal damage. The rigid test of the human skull has shown that the temple portion of the skull has a significantly reduced bone strength compared to other parts of the skull. Therefore, the temple part of the bone is more susceptible to impact damage than the rest of the m. However, the current head 4 does not have a compressible liner that provides a different impact protection area around the shot. Eight-drilling, such as baby capsules and child safety seats for passenger cars, car linings and other body armor applications for impact protection, provide different impact protection areas around the body. advantageous. The term "baby training" is used in this specification and the scope of the patent application is to include a reclining rear facing seat for a car or a rear-facing newborn or infant child. A seat coffee in a child of about i. The term "child safety seat", in the book 201121442 and in the scope of the patent application, should include one or more front-facing children's seats for beginners, ordinary beginner walking child seats, seats for children about 4 years old. Auxiliary seat/seat, seat without backrest and seat for children from about 4 to 8 years old. The auxiliary seat can be described as a seat without a backrest, which is counted as a child. The sitting position is such that the existing straps of the lap_sash seatbelt are properly engaged with the child's shoulders and chest. The beginner walking child seat is different from the auxiliary seat in that they can have independent five Point harness to secure the child to the toddler seat, the toddler seat is then fixed to the seat or other attachment point present in the car or other vehicle. The baby compartment and child safety seat can be in the baby compartment Or the side of the child safety seat has protective side panels or thighs, torso and head pads (or protrusions or flaps). These side panels or pads are used to limit the amount of lateral movement of an infant or child when subjected to a side impact. It protects the baby or child from side airbag impact when the impact pad airbag is activated. In other terms, the protective side panels may form a protective "channel" around the infant or child. In terms of the level of impact protection required, the baby cabin and child safety seat are not separated by the baby or the child's head and torso. The baby-facing rear-facing baby test can be lined with a single-density bead lining that is sufficient to provide impact protection to the baby as a whole, but the slap in the head is insufficient. A back injury and/or bleeding. . Child safety seats, which are commonly used for children over the age of about one year, are usually constructed with or with a polystyrene foam lining that can be used with the typical single-use 5^ this thin bubble in adult 201121442 " As hard or harder than it. This low compressibility (high stiffness) polystyrene foam does not provide adequate impact protection for children because they are too hard. The child safety seat can also be enlarged with a very monthly b-compressed furniture trim or a thick lining or structure of the shock absorbing foam, which is very soft and soft so that it can provide little or almost zero for children. Protection. This furniture upholstery or shock absorbing foam lining or structure is primarily used to provide comfort and aesthetics. There is no prior art that provides a completely satisfactory solution to the problem of providing different impact protection levels for the head or other body parts, and also * can be easily fabricated to compress the lining to achieve a more The impact of human satisfaction protects this issue. SUMMARY OF THE INVENTION It is an object of the present invention to provide an embodiment of a compressible liner for impact protection that overcomes or reduces the disadvantages of the prior art. In one form, the present invention provides - in a compressible '_ for providing impact protection to at least a portion of the human body. The compressible liner comprises: an inner layer and an outer layer. The inner layer has a contact surface and a first joining surface, the first joining surface comprising a plurality of protrusions. The outer layer has a second joining surface and an outer surface, wherein the second joining surface comprises a suitable a plurality of recesses that receive the protrusions of the inner layer. Further, the inner layer includes a first material having a first collapsibility, and the outer layer includes a second material having a second compressibility; preferably, the first compressibility is greater than the first The contact surface of the inner layer of the inner layer is adapted to be in close proximity or to a part of the human body. 201121442 A chair, a headrest or a body armor. Preferably, it may be removably and replaceably assembled in all applications. Preferably, The projection is conical or formed, for example, in a compartment lining, a compressible lining of the present invention, a child safety seat, a seat, a compressible liner, optionally a relining lining. Or a plurality of inner or outer layer segments are formed, and the compressibility between the various layer segments is different. It may be said that one or more materials forming the compressible liner may be foams such as expanded polyphenylene. Ethylene (EPS). Alternatively, the material or materials may be a viscoelastic material. Preferably, the density of the EPS foam material may be: • The inner layer may have a density ranging from 15 to 50 kgm-3. • The outer layer may have 35 to A density in the range of 90 kgm·3, or more preferably a density in the range of 35 to 55 kgrrT3. The inner layer may have a density in the range of 25 to 35 kgm_3 and the outer layer has a density in the range of 35 to 50 kgnT3. . The inner layer may have a density ranging from 15 to 25 kgm·3, and the outer layer may have a density ranging from % to 45 kgm·3. Alternatively, the extent to which one or more protrusions penetrate from the inner layer into the outer layer is 50 to 1%. Preferably, the top end of the one or more protrusions is adjacent to the outer surface. Preferably, the distance between adjacent circular bases ranges from 〇 to 20 mm, and more preferably ranges from 5 to 15 mm. Preferably, the diameter of the circular base is in the range of 15 to 22 mm. Optionally, the compressible liner has a thickness in the range of 15 to 45 mm; the height of the one or more raised, self-circular bases may range from 2 〇 to 25 mm, and from one or more raised circular bases The distance to the contact surface is in the range of 5 to 10 mm. In a further form of the invention, the inner layer is visible through the outer layer. In a further form of the invention, there is provided a method of providing impact protection to at least a portion of a human body, wherein the method provides an initial low resistance to impact applied to at least a portion of the human body; and then gradually increases with impact The degree of resistance to the impact of the yarn on at least the part of the human body. In still another form, the present invention provides an apparatus for providing impact protection to at least a portion of an article, wherein the apparatus includes a compressible liner having a rigid gradient. The rigid gradient preferably changes from a low stiffness adjacent to the article to a higher stiffness over the thickness of the compressible liner during impact. "Items, including goods, persons, animals or any valuables. Further forms of the invention are described in the appended claims and are understood from the description. Brief Description of the Drawings The invention will be described with reference to the accompanying drawings. Further preferred embodiments, wherein: Figure 1 is a schematic cross-sectional view of a compressible liner in a helmet according to an embodiment of the present invention. Figure 2 is a plan view taken along line 2-2 of Figure 1. Figure 3 Is a schematic perspective partial cross-sectional view of an alternative embodiment of a compressible liner in a helmet embodiment. Figure 4 is an exploded view of Figure 3. Figure 5 is a schematic cross-sectional view of the compressible liner. An alternative embodiment of a compressible liner is shown in the drawings. Figure 7 is a schematic perspective view of a compressible liner 201121442 in a portion of a car in an embodiment of the present invention. Figure 8 is a car liner lining with a Figure 7 compressible A schematic internal cut-away view of a passenger car of the installed embodiment of the lining. Figure 9 is a schematic perspective view of an embodiment of an infant compressible liner for a baby compartment. Figure 10 is a compressible lining with a child safety seat. child A schematic perspective view of a full seat. Figure 11 is a schematic elevational view of a protective vest with an insert of a body helmet and a compressible liner. Figure 12 is a schematic illustration of a dual compressible liner in an embodiment of the present invention. Fig. 13 is a schematic view of the inner layer in the form of a strip. C embodiment; j. DETAILED DESCRIPTION OF THE PREFERRED EMBODIMENT Referring first to Figures 1 and 2, which are vertical cross-sectional views, schematically shown installed in a person A first embodiment of a compressible liner 11 in a worn helmet 112. The helmet 112 can include a rigid outer casing 116 that is incompatible with the outer surface 118 of the compressible liner 11 and can also include contact with the compressible liner The comfortable lining against which the surface 122 rests is 12 inches. If the comfort liner 12 is present, it should be understood that the head is immediately adjacent the contact surface ι 22 via the comfort liner 12〇. If the comfort liner is not present, the contact surface 122 directly engages the head. The compressible liner 11 can have a relatively low density of foam inner layer 124 at which the inner layer is refining, bonding or otherwise attached to a relatively dense density of the foam layer 128, wherein the lower density foam It is a bubble that is more compressible than a high-density bubble. That is, the first material forming the inner layer 124 is more compressible than the second material of the outer layer 128 of the shape 201121442. The inner layer 124 has a plurality of projections 130 that project into the mating recesses 132 of the outer layer 128 at the joining surface 126. Inner layer 124 includes a first region 134 having a relatively uniform thickness layer. A plurality of protrusions 130 are integrally formed with the inner layer 124 and extend radially outward from the first region 134. The projection 134 has a top end 136 and a base portion 138 having an outer periphery 140 spaced proximally from the base 138 of the adjacent projection 130. The distance of these outer perimeters 140 can also be considered to be the closest distance between adjacent bases 138 of the projections 130. In an embodiment of the compressible liner 110, the foam material may be expanded polystyrene foam (EPS), wherein the foam density is generally proportional to the compressibility or stiffness of the foam 'where the stiffness is inversely proportional to the compressibility relationship. In a preferred embodiment, the inner layer 124 can have from 20 to 50 kgm·3 (or 1. 25 to 3. 12 pieces of density per cubic foot). The outer layer 128 can have from 35 to 90 kgm-3 (or 2. 18 to 5. The density in the range of 62 pounds per cubic foot), and more preferably 35 to 55 kgnT3. In all of the various foam densities of inner layer 124 and outer layer 128, the foam density of inner layer 124 is less than the foam density of outer layer 128. In a more preferred embodiment, the inner layer 124 foam density may range from 25 to 25 kgnT3, and the outer layer 128 foam density may range from 35 to 5 〇 kgm-3. In accordance with the teachings of the present invention, the foam employed can be of any suitable type and allows for the desired compressibility or rigidity as achieved by the Eps foam embodiments set forth above and below. In all of the above and below, it should be noted that the first material forming the inner layer 124 has a first compressibility that is greater than the second material forming the outer layer 28, the second material having Two compressibility. 10 201121442 Line 142 represents the boundary 142 between the compressible liner 1_adjacent sections 144, 146, 148, 150. The compressible liner 11 is divided into a plurality of sections as described in Figure 1 to allow for different impact protection zones for the head|112. For example, the rear section 15G of the compressible liner 110 can be constructed and constructed to provide a higher level of impact protection than the crown section 146. In Fig. 2, the compressible liner 11 is divided into a plurality of sections 21, 212, 214, 2164 to provide different impact protection zones as shown. The temple sections 210, 216 can be constructed and constructed to provide a more sub-level impact protection than the crown sections 212, 214 because the temple portion of the skull is more fragile. Figure 3 is a perspective, partial cross-sectional view of an alternative embodiment of a compressible liner 31, highlighting the projections 13 of the inner layer 124. For clarity, the portion of the helmet 112 that covers the ear is omitted from Figure 3. In the illustrated embodiment, the projection 130 is conical with a circular base 138. In an alternate embodiment, the tapered projections may have a base configuration 38 of a polygonal configuration, such as a triangle, a square, a pentagon, a hexagon, an octagon, and the like. Also, if desired, the projections 130 can be fabricated as a headed cone instead of a conical shape with a pointed top portion 136. In another embodiment the 'bumps may be hemispherical. The section of the compressible liner 310 in Figure 3 is again shown with a boundary line 142. However, in this embodiment, only the inner layer 124 is banded and the outer layer is without segments. For the embodiment of the compressible liner 310, the inner layer 124 is shown in detail in FIG. Figure 4 is an exploded view of inner layer 124 and outer layer 128 of Figure 3. It can be seen that the outer layer 128 includes a plurality of conical recesses 132 that are configured to conform to the surface contact of the projections 130 as shown in Figures 1 and 2 in 201121442. The inner layer 124 can be divided into a plurality of segments 410, 412, 414, 416, 418, 420, 422, 424, 426, 428. In the illustrated embodiment, one segment is given. However, alternative embodiments may have a range of numbers from one to ten segments, with the most preferred number being five segments. The use of multiple segments 410-428 allows the compressibility or stiffness of the inner layer 124 to be adjusted based on the level of impact protection required for a portion or region of the skull. For example, the temple sections 414, 416 can be more compressible than the skull top sections 418, 420. The temple portion of the skull is more susceptible to impact damage than other parts of the skull. Rigidity experiments have shown that the temple area of the skull is half or one-third the strength of the rest of the skull. In another embodiment of the invention, the density of the EPS foam of each segment is as follows: the density of the front sections 41〇, 412 is 301^111-3, and the density of the temple sections 414, 416 is 251^111-3 The top sections 418, 420 have a density of 35 kgm.3 and the rear sections 422, 424, 426, 428 have a density of 30 kgmf3. In accordance with the above, these segments may be perimeter shapes defined by boundary line 142 as shown in Figure 4 or other types of perimeter shapes that allow adjacent segments to engage along boundary 142 in a snug fit. The perimeter shape of each segment is selected such that when the compressible liner 11 is assembled these segments form a continuous inner layer m in the compressible liner 110. For example, the planar perimeter shape of the segments can be any number of polygonal shapes. In yet another embodiment, the outer layer 128 can also be banded (not shown) such that different foam densities can be used for the outer layer 128 around the skull. This embodiment may allow the impact of the impact 12 201121442 to be independently tailored around the cranial f. This embodiment can also be used to provide varying degrees of protection as needed, for example, between children and adults. The outer layer 128 can be banded in a manner similar to that described above for the inner layer 124. The planar perimeter % of the outer layer 128 section may or may not be a section corresponding to the inner layer. For example, boundary line 142 of inner layer 124 and outer layer 128 segments may correspond as shown in Figures 1 and 2, or boundary line 142 may be discontinuous between inner layer 124 and outer layer 128 segments as detailed in Figure 5 Said. In still another embodiment, the density and size of the projections 130 and mating recesses 132 and the overall compressible & lining dimensions may vary between the inner layer 124 and/or the sections of the outer layer 128 to change the compression of the compressible liner. Sexual or rigid performance. For example, the temple section 414 416 can include a conical protrusion 130 having a reduced diameter of the base 138 as compared to other sections of the _124, but the temple sections 414, 416 are associated with other sections of the inner layer 124. It may have a larger areal density than the conical protrusions 130. For example, for 'figure 4', the segments 41A, 412 may together have a conical convex with a 2 pupil diameter base 138. From 13 〇, the top sections 418, 42 〇 can have 47 conical projections 13 疋 which also have a 20 1 1 diameter base 138, and the rear section can have 39 and also have a 2 直径 diameter base. 138 is a conical projection 130, and the temple section can have 36 conical projections with a 15 mm diameter base 138. Further, these outer perimeters 14 (10) are (or closest to each other between adjacent bases 138) It is from 〇 to 2 〇, and preferably 5 to 15 mm 'depending on the section. The respective spacing between adjacent tips 136 of the projections 130 can be as high as 4Qmm, mostly at 25 to 35mm. In manufacturing, typically the outer layer 128 can be formed in a 13 201121442 or segments or segments using molding techniques. Similarly, inner layer 124 can be formed separately in one or more segments or segments. The outer layer 128 and the segments of the inner layer 124 can be assembled and welded together to form a compressible liner 110 suitable for helmet or other impact protection applications. The size, number and configuration of the projections 130 and recesses 132 can be adjusted by those skilled in the art to form a compressible liner. For example, the angle of the sides of the conical projections 130 and the shape of the tips 136 can be adjusted to achieve suitable release properties depending on the particular foam type or other materials used. Figure 5 is a cross-sectional view of another embodiment of a compressible liner 510 that schematically shows the dimensions of the various elements of the compressible liner 11〇, 31〇, 51〇, and shows no for segmentation Continuous boundary line 142. The dimensions given may be exemplary for the various embodiments described above and below. The compressible liner 510 can have a thickness 524 ranging from 2 〇 to 45 mm, depending on the application area and/or the portion of the skull to be protected. In a preferred embodiment for a motorcycle helmet, the thickness 524 is 25 mm in the temple of the helmet and 42 mni thick at the top or crown of the head cover. For a compressible liner having a uniform thickness, a preferred thickness 524 for a motorcycle helmet can range from 3 inches to 35 mm. For helmets used in horse-related motion, the thickness 524 of the compressible can be lowered to 15 to 25 mm or more preferably to a uniform thickness 524 of 20 mm. In Figure 5, the outer perimeter 140 is spaced (between the bases 138) between two inwardly directed arrows. The joining surface 126 of the outer perimeter 140 can be flat or arcuate. For example, the radius of curvature is between 0 and 2. 5mm or larger range. Thus, the projections 130 may cover the radially outward portions of the entire inner layer 124, or may be spaced apart by 201121442. The top end 136 of the 'bump 13' in Figure 5 can be spaced apart from the outer surface 118 of the outer layer 128 by a spacer region 526. The spacer region 526 may have a thickness of 1 to 5 mm or more. In an alternate embodiment, the top end 136 of the projection 13 of the inner layer ι 24 may extend to abut the outer surface 118 of the outer layer 128. For this embodiment, the thickness of the spacer region 526 can be effectively 〇mm. The top end 136 of the projection 130 can be apex (or sharp), rounded with a radius of curvature in the range of i to 2 mm, or simply bear-shaped. Figure 5 also shows an embodiment of the compressible liner 51〇 of the divided segments, wherein the boundary line between the inner layer 124 and the outer layer 128 segments is discontinuous. Inner layer 124 can be divided into two sections 512, 514 by boundary line 516. The outer layer 128 can be divided into two sections 518, 520 at different boundary lines 522. Figure 6 shows an exemplary alternative embodiment of Figure 5. In Fig. 6, spacer region 526 is increased such that protrusion 138 protrudes into outer layer 128 to about 50% of the thickness of outer layer 128. The extent of penetration of the projections 13 into the outer layer 128 can range from 50 to 100%. A respective boundary line 522 between the two sections 518, 520 of the outer layer 128 extends to correspond to the increased spacing area 526. Referring to Figures 5 and 6, the projections 13A can have a height ranging from the base 138 to the top end 136 ranging from about 20 to 25 mm. The base 138 of the projection 130 can have a diameter or width ranging from about 15 to 22 mm. In Figures 1, 2, 5 and 6, the first region 134 of the inner layer 124 forms a thin layer on which the bases 138 of the projections 130 are coupled. The thickness of the first region 134 may range from 5 to 1 mm and or greater, most preferably 5 mm. The compressible lining can be used on any helmet required, including motorcycle heads. 15 201121442 Helmets and helmets used by builders, cyclists, horseback riders, cowboy performers, football players, baseball players and cricketers. In still another embodiment, the compressible liner can be retro_fitted into the helmet to improve impact protection. The refurbishment of the compressible lining can be the replacement of all existing linings in the helmet or the replacement of only certain parts of the helmet lining. Partial refurbishment may be particularly useful for those lining portions adjacent to the temple portion of the skull. Foam Alternatives Alternative materials that can be used for inner layer 124 and/or outer layer 128 include elastic foams. Elastic foams are characterized by elastically compressing the compressible liner to restore the original size and impact protection properties prior to impact after impact. The replacement material for the elastic foam may be synthetic or natural rubber, may be a continuous solid or a composite with other materials such as air, fibers, or designed by those skilled in the art of shock, vibration or shock absorption design or manufacturing. Or choose. Other alternative materials for the foam of the compressible liner may be viscoelastic or thixotropic. This material has a viscous or liquid behavior when no force or stress is applied thereto, but when the force is applied, the material acts in an elastic manner when impacted, exhibiting rigidity to the impact force. An example of such a material is commonly referred to as a "siUy pmty" children's toy. The advantage of using a viscoelastic material is that the compressible liner can be reduced to a shape that conforms to the various cranial g (or any other body part) that humans have, and is recharged after impact to facilitate easy reuse. lining. Alternative bicycle or motorcycle head disk 201121442 In an alternative embodiment for a helmet compressible liner, the outer layer 128 can be replaced with a suitably transparent or translucent material. For example, the transparent or translucent material may be a viscoelastic or translucent synthetic rubber material having suitable compressibility and/or rigidity. The outer casing 116 of the helmet either does not exist or is a suitable transparent or translucent material. The inner layer 124 can be opaque (four) having, for example, black foamed polystyrene (Epsm Mu. This fine | can have a significant visual appearance of many visible cones or lances protruding from the human head, ie for certain bicycles Or the motorcycle rider has an aesthetically appealing feature that still provides impact protection to the wearer of the helmet. Figure 7 of the compartment liner unintentionally shows the compressible liner 71 being used as part of the carrier's compartment. A car liner (VCL). The VCL compressible liner 71 can be attached to the vehicle structure 712 via an attachment layer 714 that forms the interior of a car (not shown). For a car, the vehicle structure 712 can be a door pillar Pillar ), any structure in the dashboard, ceiling or car compartment. The use of a VCL compressible liner 710 in a vehicle compartment has a particular benefit for the lateral impact impact of the passenger car, under which the passenger (or driver) head collides with the interior of the vehicle compartment and the head injury is high. proportion. The V C L compressible liner 710 can be permanently affixed to the vehicle structure 712 via an attachment layer 7丨4 that is bonded to the outer surface 118 of the compressible liner 71〇. For example, in a passenger car, attached to a side doorpost and a windshield. Alternatively, the VCL compressible liner 710 can be removably and replaceably assembled, which can retrofit an existing vehicle. For a detachable and replaceable assembly, the attachment layer 714 can comprise any material such as Velcro or any of a number of fastening methods known to those skilled in the art of interior assembly of the vehicle 17 201121442. Mounting the VCL compressible liner 710 in the vehicle may further employ an optional interior trim lining 716 attached to the contact surface 122 of the VCL compressible liner 710. The interior trim layer 716 can provide aesthetic, tactile, and/or acoustical properties. The inner decorative layer 716, or the comfort lining, can be made of fiber, cushioning foam, "bubble wrap" plastic, and/or plastic scuff lining. Examples of vehicles that can use the VCL compressible liner 710 include: civilian cars and trucks, military equipment such as tanks, airplanes, etc. 'Navigation equipment and space equipment. Another field of application is the seat and headrest of the vehicle, and is used in these aircraft and space assemblies, particularly in the case of severe impacts that aircraft and space equipment may encounter. Figure 8 is a cutaway view of the interior of a passenger bus. Figure 8 is a schematic illustration of the application of a VCL compressible liner 710 that provides different impact protection zones around the interior of the cabin. For example, three different protected areas are shown 'front and side uprights with door and window frame 810, rear of front seat 812 and dashboard and center console 814. For each of the three regions 81〇, 812, 814, the outer layer 128 of the VCL compressible liner 710 can have the same stiffness and compressibility while the inner layer 124 is between the regions 810, 812, 814 in terms of compressibility. Yes; 'provides the required degree of impact protection according to the daily wear and tear _ external cutting that can be foreseen in the car _ compartment. In yet another embodiment (not shown) of the VCL compressible liner 710, the impact 18 201121442 can be further marked A. Example #, the rear portion of the front seat 812 may have a higher portion with a section of the inner layer 124 that is larger than the inner portion of the lower portion of the rear portion of the front seat μ] Compressible, this δ can provide a higher degree of impact protection for the head of the unsecured rear passenger', where the passenger is most susceptible to the initial impact of the upper portion of the rear of the front seat 812. The lower compressibility lower portion of the rear portion of the front seat 812 allows for increased durability against wear of the feet and legs of the rear passenger entering and exiting the rear of the passenger compartment. In another exemplary application, an embodiment of the compressible liner 11 can be applied to the exterior front surface of a car and truck to assist in impact protection of a walker that may be struck by a car or truck. A baby infant and child safety seat. Yet another embodiment of a compressible liner in a vehicle is for a baby cabin and child safety seat that is typically used in a car, truck or airplane. A baby compartment or child safety seat (CSS) can be incorporated into the compressible lining of the segmented section based on the position of the torso and head of the infant or child in the infant compartment or CSS to provide a suitable impact on these parts of the infant's body. Protection. In other words, different impact protection zones are placed in the baby compartment or CSS. Typically, the compressible liner can be applied to the interior of the baby compartment or css, or in the form of a plurality of panels that form a complete compressible liner, or in the form of a compressible liner that is inserted as a separate liner. In another embodiment, the compressible liner can form a baby compartment or css. In addition, the compressible liner may also form a gusseted side panel or shin, or in another embodiment may be added to an existing side panel or pad of the infant or child safety seat. Optionally, a comfortable lining can be added to the baby 19 201121442 cabin or css. Figure 9 is a schematic illustration of an example of an embodiment of an infant compressible liner 910 for a baby compartment. The infant compartment 912 is secured to the adult sedan seat 914 by the use of a baby cabin base 916 that is located in the adult car seat 914 with the rearwardly fixed strap 918 anchored to the appropriate point of the vehicle structure. An infant (not shown) is secured in the detachable basket 920 of the infant compartment 912. In the basket 920, the infant compressible liner can be divided into two impact protection zones 'baby head area 922 and baby 4 area dry area 924. In Fig. 9, the infant compressible liner 910 is shown as an insert liner that is inserted into the structure of the basket 920. In a preferred embodiment, the foam density for the infant compressible liner 91 can be a lower range for the density of the helmet described above. The inner layer 124 may have a density in the range of 15 to 25 kgm-3 and the outer layer 128 may have a density in the range of 35 to 45 kgm-3. In order to increase the impact protection of the infant's head', the section of the infant head region 922 including the infant compressible liner 910 has an EPS density for the inner and outer layers 124, 128 that is lower than the section including the baby torso region 924. In another embodiment of the infant compressible liner 910, the infant head region 922 can be in the form of a partial helmet. Referring to Fig. 4, the shape of the infant head region 922 can be in the form of approximately rear sections 422, 424, 426, 428 and temples 414, 416 having sections of respective outer layers 128. Figure 10 is a perspective view of a CSS 1012 with a CSS compressible liner 1010. Typically, the CSS 1012 can have a base 1014 that is placed over an adult car seat 914. The child seat 1016 is on the base 1014, which typically includes a seat, a backrest, and a side pad. The CSS 1012 is secured to the passenger car seat 914 by the use of a 20 201121442 adult strap with a seat belt (not shown) and/or an additional fixed strap (not shown) to the vehicle tinset. The CSS compressible liner 1〇1〇 can be divided into two areas for impact protection; a CSS head area 1018 and a CSS torso area 1020. Each zone 1018, 1020 can also be characterized by side pads (wings) 1022, 1024 ville to "catch the child in the slot" or to further restrain and protect the child. In Fig. 10, the CSS compressible liner 1〇1〇 is shown as an insert liner on the structure of the child seat 1016. In a preferred embodiment, the density of the EPS foam for the CSS compressible liner 1010 can be the infant compressible liner 910 as described above. Another application area of the embodiment of the compressible liner 110 is that it is used in a body helmet to include a protective vest. For impact-related sports such as motorcycle driving, cowboy performance, football, rugby, cricket, and baseball, body armor in the form of protective vests and padding is usually worn around the body. The body Angstrom compressible liner has embodiments suitable for impact protection in motion. For example, the body arm compressible liner may have a reduced thickness 524' suitable for movement in the range of 5 to 30 mm. The material selected for use in the body of the helmet can be elastic and tough, making the compressible liner durable in many impacts. For the ballistic body armour, the body pan can be compressed and used in combination with bulletproof armor. The body armor compresses the lining in the anti-ballistic cymbal. The reaction to the impact flying object absorbs the impact of the bullet-proof helmet. Figure 11 is a front elevational view of the protection of the Yanxin 1112 with the body helmet 曱 compressible lining 1110 insert. The protective vest 1112 can have a Velcro shoulder projection 21 201121442 piece 1114 to assist the wearer in putting on and taking off the protective vest U12 garment. The chest 1116 and abdomen 1118 compressible liner (10) sections are shown as panels for insertion into the protective vest '1112, with the dashed line U2G representing the extension of each section 1116, 1118 for protecting the front of the vest 1112 garment. The abdomen compressible lining 1118 section provides a higher degree of impact protection than the chest compressible lining 1116 section because the abdomen does not have (d), the rib cage in the chest provides a degree of protection to the internal organs. Protection of South Value Items Another area of application for compressible linings can be the protection of high value items such as goods, electronic equipment, fragile structures, animals, plants, and the like. Embodiments of the compressible liner can be used to protect high value items during shipment. Other embodiments can be incorporated into military equipment, aircraft, and aerospace vehicles to protect sensitive equipment to improve equipment tolerance in the event of catastrophic impact on such equipment. Properties of the Compressible Liner The performance of the compressible liner in the above embodiments can be further understood in the following description, which relates to how one skilled in the art can evaluate the performance of the impact protection apparatus and method along with the relative performance of the compressible liner. References and examples are incorporated below: "Improved Shock Absorbing Liner For Helmets" of the Australian Transport Safety Bureau (ATSB), published at www atsb g〇v au in July 2007. The compressible liner provides an initial low level of resistance to impact on a desired portion of the body, such as the skull portion of a motorcycle helmet when the motorcycle rider's helmet hits the ground. As the impact progresses, the degree of resistance provided by the compressible liner 22 201121442 is increased in a controlled manner such that a controlled deceleration of the skull and brain (continuing the previous example) occurs throughout the impact. In the following description, an exemplary embodiment of a compressible liner with an EPS foam material in a motorcycle helmet will be used, but it should be understood that similar descriptions are applicable to other embodiments of the compressible liner described above and below. The particular structure of the compressible liner of inner layer 124 and outer layer 128 having relatively different compressibility materials provides continuous and gradual compressibility and/or stiffness change to the compressible liner when the compressible liner is compressed or extruded during impact. . The particular construction of the compressible liner also allows it to be easily manufactured with a reduced overall quality of the helmet, particularly in comparison to a single foam density helmet. This is an advantage in reducing the acceleration of the head and neck rotation during the impact. Impact - Duration (Deceleration Time) The compressible liner provides extended controlled compression and compression to extend the period of time during which the impact occurs. The person taking care of the bone or any other body part can then gradually slow down to a stop. The compression, or deformation time of the compressible liner can occur for up to 2% longer than the single foam density liner time. In other terms: the impact on the skull is reduced because the skull is slowed down due to the action of the compressible liner. Squeeze and squeeze to project the skull into the compressible lining during the impact. The compression of the compressible liner dissipates the energy of the impact. The compressible liner can be extruded at up to 1% of the lining of a single dense foam density construction. Broken 23 201121442 Slab cracking or arc cracking in the compression of EPS foam linings is a common part of impact protection. Arc-breaking is a line of cracks in the peripheral surface associated with the entry of the skull into the foam lining. Plate breakage is the crack in the entire thickness direction through the foam liner in the extended region into the foam liner. Plate breakage is common in single density foam liners and should be avoided because the impact protection provided by the foam liner has now begun to fail. The compressible liner does not exhibit flaky breakage during impact testing. For a compressible liner, the arcing is significantly reduced. The reduction in arc crushing can be differentiated because the inner layer 124 uses a lower density foam than the single density foam liner typically having a foam density ranging from 45 to 90 kgm_3. Lower density EPS foams are more likely to yield in a plastic and/or elastic manner than higher density EPS foams, so the lower density foam inner layer 124 is less prone to arcing. In addition, the use of a lower density foam for the inner layer 124 allows the contact surface 122 of the compressible liner to better conform to the skull than a single density foam liner. Thus, the impact force is more evenly distributed over a larger area of the skull, which is an advantageous feature. Peak deceleration (impact energy attenuation or oscillation attenuation, “^ force”) Australian and New Zealand national standards require that the peak deceleration experienced in a helmet in a type of simulated shock must be less than 3〇〇g (“g” is the acceleration of gravity of 9 8ms_2) . Similar standards exist in North America and Europe. The peak deceleration of the compressible lining is lower than the traditional single foam density lining in all tested cases and is lower than the mandatory national standards of Australia and New Zealand. Rotational force 24 201121442 The quality of the compressible lining in the helmet contributes to the rotational force experienced by the head during an accident. Lightweight is a safety advantage for helmets and compressible linings to reduce the damage associated with rotational forces. Helmets with single-density foam linings In the other performance tests described above, they function similarly to the equivalent of a compressible lining—significantly larger and heavier. This is because a single density foam liner must be thicker and have a lower single-density foam, resulting in additional liner quality and a larger and heavier outer casing of the helmet. It should be understood from the above description that although the inner layer 124 needs to be more compressible and/or has lower rigidity than the outer layer 128, the configuration of the protrusions 13〇 and the recesses 132 may be reversed such that the protrusions are associated with the outer layer 128 and the recesses Associated with inner layer 124 to enable the present invention to be implemented. In other embodiments, the joining surface 126 can be symmetrical such that both the inner layer 124 and the outer layer 128 have projections and recesses and are in a configuration such that the inner layer 124 engages the outer layer 128 at the joining surface 126. However, in all configurations A, as described above and as described below, the inner layer 124 is more compressible than the outer layer 128. Alternatively, the inner layer 124 is less rigid than the outer layer 128 in terms of rigidity. It should be understood that the dimensions, capacity and materials of the compressible liners given above and given below are merely examples of the described embodiments. The dimensions, capacities and materials they give can also be selected or designed by those skilled in the art, for example for other impact protection applications. Figure 12 schematically shows a cross-sectional view of a dual compressible liner 121A. The dual compressible liner 1210 is an alternate embodiment of the compressible liner 51〇 shown in FIG. The double compressible squid 212 is two compressible linings joined together at the outer surface 118, (10) forming a new joint. Dual Compressible Lining 25 201121442 1210 can be used in applications such as contact sports where there is a strong physical flush between participants. In this case, what is needed is that when the two participants impact each other, the two participants obtain the initial low resistance of the inner layer 124. Another example is the use of a dual compressible liner 1210 between sensitive structures, or items, such that both structures achieve the benefits of the inner layer 124. The dual compressible liner 1210 can also be belted (not shown) to provide different impact protection zones as described above. A continuous liner (not shown) can be constructed with similar or superior performance to the compressible liner. The continuous liner may comprise a liner made of the desired shape of the first material, such as a helmet. The first material can be highly compressible and/or have low stiffness, such as a viscoelastic gel. Then, the desired 疋' has an effect of lowering the compressibility (increasing the rigidity) in the thickness of the lining from the inner side of the head disc to the outer side of the head cover. To apply this increased stiffness gradient, the first material can be converted to a second material in a continuous manner. Where the second material has a lower compressibility (greater stiffness) than the first material, the second material and the first material are present in various ratios throughout the continuous liner to produce the desired stiffness gradient. The second material can be manufactured by a variety of processes, including: Ionising radiation to crosslink molecules of the first material to various degrees of crosslinking to form a second material. . The chemical reagent converts the first material into a second material according to various degrees. Ionizing radiation or chemical agents can be applied to the exterior of the helmet or other form made of the first material. The degree of transition from the first material to the second material is carefully controlled by the degree of depth thinning (depUl attenuati〇n) 26 201121442 across the thickness of the continuous lining. In a similar manner, the degree of ionizing or chemical application applied to the helmet shape of the first material can be controlled to impart varying degrees of impact protection to the helmet shape. For an alternative embodiment with some impact protection regions, the boundary between the various segments of each region may not be a discontinuous boundary line but may be due to a particular technique for converting the first material into a second material. Gradient part. Different types of bicycle helmets (not shown) can be manufactured without the presence of an outer layer 128. For such a helmet, the apex 136 of the projection 13 of the inner layer 124 is coupled to the outer casing 116. One skilled in the art of helmet design and manufacture may select one or more suitable materials to form the inner layer 128 to allow such different bicycle helmets to meet suitable safety standards. For example, the EPS foam density of the inner layer 24 can be as described above or converted to two materials in accordance with a continuous liner as described above. In another embodiment (not shown) of a different bicycle helmet, the outer casing 116 can conform to the outer surface of the inner layer 124 to form a hard outer layer in the shape of a conical projection. The use of a lining of the scribed section in which different impact protection zones are provided can significantly reduce the weight of the lining as compared to the construction of the non-segmented section. Weight savings can be achieved by making the material a low density material without the need for high resistance to the applied force. In the case of the tm segment head | lining, the weight of the head disc can be reduced by up to 2%, which is a significant benefit for the wearer. The liner of the present invention may be punched or perforated to provide an unprotected area' such as a snap that allows for breathability. This structure is especially useful for grades. ^ 27 201121442 In an embodiment of the invention, one of the plurality of U and ΛΑ 固 layers, in particular the inner layer, is formed in the form of a strip by means of a plate having projections or recesses thereon Used to collaborate with another layer and collide and insert into the hole. The strip may, for example, include an early staple and be molded with a curved portion to accommodate the other layer, such as in a helmet. Such a strip may form part of the insert and be molded with tungsten tracks (10) (10) to join them. The scale may include a layer of material protruding from the projections, and the ground is a portion. In a real _, the cast track extends transversely to the general direction of the strip. This embodiment is particularly suitable for the head I because the gap between the strips can be aligned with the usual venting opening. It is to be understood that the present invention has been shown and described with respect to the particular embodiments of the present invention, but it should be understood that changes may be made within the scope of the present invention. Rather, any and all equivalent elements, devices and devices are included in the scope of the appended claims. In this specification, the words "including," should be understood as meaning of "open", that is, 'including' and should not be construed as being "consisting only of," such a "closed" meaning in the corresponding words The meaning of "including" also belongs to the corresponding meaning. It should be further understood that the reference to the prior art in this document does not constitute a prior art known to those skilled in the art, except to the contrary. BRIEF DESCRIPTION OF THE DRAWINGS Fig. 1 is a schematic perspective view of a compressible liner in a helmet according to an embodiment of the present invention. 28 201121442 Fig. 2 is a section taken along line 2-2 of Fig. 1. Figure 3 is a schematic perspective partial cross-sectional view of an alternative embodiment of a compressible liner in a helmet embodiment. Figure 4 is an exploded view of Figure 3. Figure 5 is a schematic cross-sectional view of the compressible liner. Figure 6 is an alternate embodiment of the compressible liner of Figure 5. Figure 7 is a schematic cross-sectional view of the compressible liner in a portion of the car of the embodiment of the present invention. Figure 8 is a car lining with Figure 7. Compressible lining installed A schematic cross-sectional view of the interior of the passenger car of the embodiment. Figure 9 is a schematic perspective view of an embodiment of an infant compressible liner for a baby compartment. Figure 10 is a child safety seat with a compressible lining for a child safety seat. A schematic perspective view of a protective vest with an insert of a body helmet and a compressible liner. Figure 12 is a schematic cross-sectional view of a dual compressible liner in an embodiment of the present invention. Figure 13 is a schematic view of the inner layer in the form of a strip. [Major component symbol description] 110, 310, 510 compressible liner 120... Comfort lining 112... Helmet 114". Person 116...hard outer casing 122...contact surface 124...inner layer 126...joining surface 128...outer layer 118...outer surface 29 201121442 130...protrusion 132···recess 134. • First area, protrusion 136... Top 138... Base 140... Outer perimeter 142··· Line, border 144, 146, 148, 150, 210, 212, 214, 216, 410, 412, 414, 416, 418 420, 422, 424, 426, 428, 512, 514, 518, 520, 810, 812, 814, 1018, 1020... Sections 414, 416 .... Temple 524... Thickness 526 · Interval Areas 516, 522 ... boundary line 710 - VCL compressible liner 712 ... vehicle structure 714 ... attachment layer 716 ... interior trim lining 810 · · door and window frame 812 · front seat 814 ... center console 910 · baby inflatable lining 912 ...baby cabin 916...baby cabin base 914...wheel seat 918··belt 920...basket 922··baby head area 924...baby torso area 1010...CSS compressible lining
1012 …CSS 1014…基部 1016…兒童座椅 1022、1024…側護墊(護翼) 1110…可壓縮襯裡 1112…保護背心 1114…凸片 1116…胸部 1118…腹部 1120…虛線 1210…雙可壓縮襯裡 1212…連結部 301012 ... CSS 1014... base 1016... child seat 1022, 1024... side pad (wings) 1110... compressible lining 1112... protection vest 1114... tab 1116... chest 1118... abdomen 1120... dashed line 1210... double compressible lining 1212... link 30