US20050278834A1 - Helmet - Google Patents
Helmet Download PDFInfo
- Publication number
- US20050278834A1 US20050278834A1 US11/092,442 US9244205A US2005278834A1 US 20050278834 A1 US20050278834 A1 US 20050278834A1 US 9244205 A US9244205 A US 9244205A US 2005278834 A1 US2005278834 A1 US 2005278834A1
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- US
- United States
- Prior art keywords
- helmet
- air
- opening
- operator
- liner
- Prior art date
- Legal status (The legal status is an assumption and is not a legal conclusion. Google has not performed a legal analysis and makes no representation as to the accuracy of the status listed.)
- Abandoned
Links
- 210000003128 head Anatomy 0.000 claims abstract description 51
- 210000001061 forehead Anatomy 0.000 claims abstract description 22
- 239000011241 protective layer Substances 0.000 claims description 42
- 230000001681 protective effect Effects 0.000 claims description 25
- 230000007246 mechanism Effects 0.000 claims description 10
- 230000014759 maintenance of location Effects 0.000 claims description 8
- 230000000903 blocking effect Effects 0.000 claims 6
- 239000012530 fluid Substances 0.000 claims 1
- 238000009434 installation Methods 0.000 abstract 1
- 210000003625 skull Anatomy 0.000 description 13
- 239000010410 layer Substances 0.000 description 10
- 239000000463 material Substances 0.000 description 6
- 230000001012 protector Effects 0.000 description 6
- 230000007704 transition Effects 0.000 description 6
- 239000004033 plastic Substances 0.000 description 5
- 238000001816 cooling Methods 0.000 description 4
- 239000004794 expanded polystyrene Substances 0.000 description 4
- 230000013011 mating Effects 0.000 description 3
- 206010019196 Head injury Diseases 0.000 description 2
- 230000005465 channeling Effects 0.000 description 2
- 230000003247 decreasing effect Effects 0.000 description 2
- 210000005069 ears Anatomy 0.000 description 2
- 239000006260 foam Substances 0.000 description 2
- 238000000465 moulding Methods 0.000 description 2
- 229920006395 saturated elastomer Polymers 0.000 description 2
- 210000004243 sweat Anatomy 0.000 description 2
- 238000009423 ventilation Methods 0.000 description 2
- 229920000049 Carbon (fiber) Polymers 0.000 description 1
- 206010019332 Heat exhaustion Diseases 0.000 description 1
- 229920000271 Kevlar® Polymers 0.000 description 1
- 239000004793 Polystyrene Substances 0.000 description 1
- 239000011358 absorbing material Substances 0.000 description 1
- 230000000386 athletic effect Effects 0.000 description 1
- 230000004888 barrier function Effects 0.000 description 1
- 239000004917 carbon fiber Substances 0.000 description 1
- 230000008859 change Effects 0.000 description 1
- 238000004140 cleaning Methods 0.000 description 1
- 230000000694 effects Effects 0.000 description 1
- 239000013013 elastic material Substances 0.000 description 1
- 239000011152 fibreglass Substances 0.000 description 1
- 239000003292 glue Substances 0.000 description 1
- 230000006872 improvement Effects 0.000 description 1
- 230000000977 initiatory effect Effects 0.000 description 1
- 239000004761 kevlar Substances 0.000 description 1
- VNWKTOKETHGBQD-UHFFFAOYSA-N methane Chemical compound C VNWKTOKETHGBQD-UHFFFAOYSA-N 0.000 description 1
- 238000010137 moulding (plastic) Methods 0.000 description 1
- 229920002223 polystyrene Polymers 0.000 description 1
- 239000000523 sample Substances 0.000 description 1
- 238000006467 substitution reaction Methods 0.000 description 1
Images
Classifications
-
- A—HUMAN NECESSITIES
- A42—HEADWEAR
- A42B—HATS; HEAD COVERINGS
- A42B3/00—Helmets; Helmet covers ; Other protective head coverings
- A42B3/04—Parts, details or accessories of helmets
- A42B3/28—Ventilating arrangements
- A42B3/281—Air ducting systems
- A42B3/283—Air inlets or outlets, with or without closure shutters
-
- A—HUMAN NECESSITIES
- A42—HEADWEAR
- A42B—HATS; HEAD COVERINGS
- A42B3/00—Helmets; Helmet covers ; Other protective head coverings
- A42B3/04—Parts, details or accessories of helmets
- A42B3/10—Linings
- A42B3/12—Cushioning devices
Definitions
- This invention relates to head protection for operators or riders of motorized vehicles.
- Head protection is often recommended and sometimes required by law while operating motorized vehicles, such as when riding a motorcycle.
- Helmets are available in a variety of styles but the principle design consideration for all helmets is protection from serious head injuries during accidents.
- motorcycle helmets that comply with the safety standards include a thin, hard outer shell and an impact-absorbing, thicker inner shell made of a rigid foam, such as Expanded Polystyrene (“EPS”).
- EPS Expanded Polystyrene
- motorcycle helmets are uncomfortable for a number of reasons. For many years, motorcycle riders have complained about the heat retention properties of today's helmets. Especially for riders in warm climates, motorcycle helmets become very uncomfortable as they trap heat around a person's head. The problem of heat retention in helmets is amplified for off-road motorcycle riders, who often enjoy riding in desert settings, by the vigorous, athletic exertions involved in the sport. Not only does the heat retention in today's helmets causes excessive perspiration from the heads of riders, it can lead to heat exhaustion, limiting the length of time a rider can enjoy off-road riding.
- EPS Expanded Polystyrene
- Some helmets on the market today offer helmets with air intake scoops at the top of the helmet's eye opening.
- the scoops are intended catch air and direct it into the head cavity.
- these air scopes typically have very small openings, often about 1 ⁇ 8 inch or 1 ⁇ 4 inch, and therefore catch very little air and are similarly less effective in flowing cooling air into the head cavity.
- helmets have limited air flow within the helmet itself.
- helmets on the market today have small channels that are easily occluded by the liner.
- the channels are often formed in such a manner that continuous air flow through the channels is disrupted.
- these helmets have less effective channeling systems such that any air that does enter the head cavity simply cannot create the airflow needed to adequately cool a user's head.
- Additional problems with today's helmets relate to the helmet liners included in helmets as a soft cushion between a user's head and the helmet's impact absorbing layer.
- the liners in today's helmets are often pressed against the impact absorbing layer by a user's head such that the liner impedes, or sometimes even blocks, airflow in the head cavity. This problem is amplified when the liner becomes saturated with sweat as a wet liner will adhere to the impact absorbing layer and allow even less air through an air channel than a dry liner. Further, a sweat saturated liner is uncomfortable against a riders head.
- liners While liners are typically removable and replaceable, poor design of today's liners makes removal and replacement inconvenient.
- Helmet liners on the market today include a series of ears with holes in the middle designed to mate with clips within helmet's shell.
- the clips on today's helmets are hidden within plastic molding around the helmet's eye opening and have a small circular protrusion that a user must mate with the hole in the liner's ear. Because the clips are hidden within the molding, the user must probe the ears under the molding and blindly match the hole to the protrusion. This design makes replacing a helmet liner a time consuming and bothersome chore.
- the helmet of the present invention which in one aspect comprises a helmet having an inner and an outer surface that is sized so as to encompass the head of the operator.
- the outer protective shell defines an eye opening that is positioned proximate the operator's eyes when the operator is wearing the helmet.
- the outer protective shell also defines at least one exhaust opening located adjacent the back of the head of the operator when the operator is wearing the helmet.
- the helmet further comprises an inner protective layer that is positioned inward of the outer protective shell so as to substantially cover the inner surface of the outer protective shell.
- the inner protective layer includes a plurality of air channels extending from the at least one intake positioned adjacent the opening in the eye opening to the exhaust openings.
- the at least one input is formed in the inner protective layer such that the plane of the intake opening has a component that is perpendicular to the direction of travel of the operator such that the air is injected into the plurality of channels as a result of the operator traveling in the direction of travel.
- the opening can be quite large and capable of gathering a substantial amount of air. Moreover, since the at least one opening has a component that is perpendicular to the direction of travel, air can be injected into the channels at a relatively high rate of speed thereby improving air flow through the helmet.
- an intake plenum is formed on the intake surface of the helmet.
- the intake plenum in one embodiment is comprised of a plurality of openings formed along the eye opening so as to be able to gather air for subsequent delivery into the channels. The use of such an intake plenum results in better air flow through the helmet.
- the helmet further comprises a liner that is interposed between the inner protective layer and the operator's head.
- the liner is preferably inhibited from being pushed into the channels at a position proximate the user's forehead when the user is wearing the helmet so as to allow for better air flow through the channels.
- the liner is attached, in one aspect, to the helmet via attachment tabs that are sized so as to be positioned within mating openings.
- the attachment tabs include a surface that is perpendicular to the plane of the attachment tab that mates with a mating surface in the helmet.
- the outer shell of the helmet defines a first air flow surface and a second air flow surface wherein the air flows over the second surface at a slower rate than the first surface.
- the exhaust openings are, in this aspect, preferably positioned on the second surface immediately adjacent the interface with the first surface such that a relative vacuum is formed adjacent the exhaust openings to thereby facilitate removal of the air.
- air flow through the helmet is enhanced as a result of the relative vacuum.
- the design of the helmet in each of these aspects is adapted to facilitate air flow through the helmet.
- the user is provided with greater cooling than with prior art helmets.
- FIG. 1 is an exploded perspective view of one embodiment of the helmet.
- FIG. 2 is a front view of one embodiment of the helmet of FIG. 1 .
- FIG. 3 is a cross section of one embodiment of the helmet of FIG. 1 .
- FIG. 4 is front view of the inner protective layer and intake cover of one embodiment of the helmet of FIG. 1 .
- FIG. 5A is a cross section view of one embodiment of the helmet of FIG. 1 showing the liner attachment mechanism.
- FIG. 5B is a bottom view of the liner attachment assembly of FIG. 5A .
- FIG. 6 is a side view of one embodiment of the helmet of FIG. 1 .
- FIG. 1 illustrates an exploded view of the disclosed helmet 100 according to one embodiment.
- FIG. 1 illustrates an outer protective shell 102 and an inner protective layer 104 which combine to form a head cavity 106 .
- the outer shell 102 includes an eye opening 110 , through which a user can see while wearing the helmet, an eye opening perimeter 112 , and at least one exhaust opening 114 , not shown in FIG. 1 .
- the outer shell may also include a forehead member 116 located at or near the eye opening perimeter 112 .
- the outer shell 102 includes a skull protection section 117 and a chin protector 119 with the eye opening 106 interposed therebetween.
- the chin protector 119 is integrally attached to the skull protection section 117 and extends outward therefrom in a known manner and is positioned so as to provide protection to the lower face of the user when the user is wearing the helmet 100 .
- the chin protector 119 substantially covers an operator's jaw when the helmet 100 is worn.
- the chin protector 119 and skull protection section 117 communicate with the eye opening perimeter 112 to define the eye opening 110 .
- the eye opening perimeter 112 and skull protection section 117 generally meet at a location near the operator's forehead, slightly above the operator's eyes.
- the eye opening perimeter 112 and chin protector 119 generally meet at a location slightly below the operator's nose.
- the eye opening 110 is approximately the same shape as typical eye goggles worn by many operators of motorized vehicles, such that typical goggles substantially cover the exposed portion of an operator's face, with the exception of the nose, and generally substantially occupy the eye opening.
- intake openings 120 generally spaced along an eye opening surface 131 of an inner protective layer 104 adjacent the forehead member 116 are generally above a user's goggles and not obstructed by a user's goggles. As will be discussed below, this arrangement can help direct airflow to the intake openings 120 .
- the skull protection section 117 is integrally formed of a rigid material such as plastic, fiberglass, carbon fiber, and/or Kevlar and is sized so as to cover substantially the skull of the user. As will be described in greater detail hereinbelow, the skull protection section 117 defines an upper air flow surface 121 and a lower air flow surface 123 with an interface comprising a raised ridge 125 . The air flow surfaces 121 and 123 along with the interface 125 assist in removing air from the interior of the helmet 100 in the manner that will be described in greater detail hereinbelow.
- the inner protective layer 104 shown in FIG. 1 fits within the outer shell 102 and is permanently attached therein.
- a first surface 105 of the inner protective layer 104 substantially covers an inner surface 122 of the skull protection section 117 of the outer shell 102 .
- the inner protective layer 104 is positioned between the outer shell 102 and an operator's skull when the helmet 100 is worn.
- the inner protective layer 104 is preferably constructed of an impact absorbing material such as molded expended polystyrene (“EPS”).
- EPS molded expended polystyrene
- the inner protective layer also defines a eye opening surface 131 that is positioned immediately adjacent the eye opening 110 .
- the eye opening surface 131 is preferably angled and has plenums formed therein so as to facilitate air flow through the helmet 100 .
- Air channels 124 are formed on a second surface 107 of the inner protective layer 104 . At least one of the air channels 124 extends along the curved second surface 107 from a location at or near the forehead member 116 , e.g., initiating at the eye opening surface 131 to a location preferably near the rear of an operator's skull. A plurality of air channels 124 can be included with more than one extending from the forehead member 116 .
- One or more optional plenum 134 formed on the eye opening surface 131 of the inner protective layer 104 , are also shown in FIG. 1 . The air channels 124 and plenum 134 will be described in greater detail below.
- FIG. 1 also shows a liner member 126 .
- the liner member 126 can be any shape, but the preferred liner member 126 is generally thin with a rectangular shape, such as that shown in FIG. 1 .
- the liner member 126 is preferably permanently attached to the second surface 107 of the inner protective layer 104 and generally follows the curved shape of the second surface 107 , spanning over one or more air channels 124 . Placement of the liner member 126 on the second surface 107 can vary, but the typical location of attachment is at or near the forehead member 116 with a lateral orientation, substantially parallel to an operator's forehead. More than one liner member could be utilized at different locations on the second surface 107 .
- the liner member 126 can be made from a variety of suitable materials such as plastic or other somewhat rigid, preferably waterproof, materials. The liner member 126 serves a number of functions described in greater detail hereinbelow.
- FIG. 1 also depicts a liner 132 .
- the liner 132 is generally shaped to substantially cover the second surface 107 of the inner protective layer 104 .
- the liner 132 is preferably air permeable and typically constructed of material and/or foam or padding.
- the liner 132 is positioned between the relatively hard inner protective layer 104 and an operator's head to provide cushioning.
- the liner 132 is removably attached to the helmet 100 with attachment mechanisms such as snaps, buttons, or other known mechanical attachment devices generally positioned near the forehead member 116 and near the rear of an operator's head.
- the liner 132 shown in FIG. 1 also includes a liner connector 147 .
- the liner connector 147 includes a liner rim 148 that traces along a forehead section 133 of the liner 132 and at least one liner tab 149 extending from the liner connector 174 .
- the liner rim 148 is curved with roughly the same curvature as the eye opening perimeter 112 .
- FIG. 1 shows a series of liner tabs 149 spaced generally symmetrically along the liner rim 148 .
- the liner connector 147 is part of a novel retention mechanism 144 , which will be described in detail below.
- FIG. 1 also shows an intake covering 130 .
- the intake covering 130 generally covers the eye opening surface 131 and is positioned adjacent to the eye opening 110 and eye opening perimeter 112 .
- the air intake covering 130 is preferably a thin plastic piece with a crescent shape, with a curvature generally the same as the eye opening perimeter 112 .
- the intake covering 130 includes at least one air intake opening 120 .
- the intake covering 130 shown in FIG. 1 includes screen members 133 that span across a series of intake openings 120 to filter out dirt and debris. In some preferred embodiments, the intake covering 130 curves following the eye opening perimeter 112 and is approximately 3 ⁇ 4 inch by 8 inches.
- the liner attachment receiver 145 includes liner attachment retainers 150 , a receiver rim 151 , and receiver openings 146 (not shown) which are also part of the retention mechanism 144 described below.
- the receiver rim 151 has generally the same shape and dimensions as the liner rim 148 such that the receiver rim 151 and the liner rim 148 mate when the liner 132 is attached to the helmet 100 . Further, the receiver openings 146 are spaced along the attachment receiver 145 at locations corresponding to the liner tabs 149 .
- FIG. 2 shows a front view of the helmet 100 .
- the eye opening surface 131 is angled such that the air intake openings 120 communicate with air in the environment near the eye opening 110 .
- the eye opening surface 131 of the inner layer 104 is preferably angled such that the surface 131 has a component that is normal to the direction of travel.
- Intake openings 120 oriented normal or oblique to the airflow therefore capture airflow.
- larger and increased numbers of intake openings 120 can catch larger amounts of airflow.
- intake openings 120 can be spaced along the eye opening surface 131 .
- the embodiment depicted in FIG. 2 shows five intake openings 120 spaced along the eye opening surface 131 and the intake opening cover 130 with screen members 133 spanning over each one.
- FIG. 2 also shows optional intake openings 120 located in the skull protection portion 117 of the outer shell 102 and in the chin protector 119 .
- FIG. 2 also shows exhaust openings 114 which communicate with the environment near lower airflow surface 123 , not shown in FIG. 2 , and with air within the head cavity 106 . Further details of the exhaust openings will be provided below.
- FIG. 2 airflow created from a forward movement of the helmet would be generally normal to the page.
- airflow near the eye opening 110 contacts the helmet 100 and a user's face or eye goggles (not shown) and to at least some extent is rebounded upwards towards the openings 120 .
- FIG. 3 illustrates this air flow pattern in greater detail.
- a portion of the air 211 flows directly into the openings 120 .
- the angled surface 131 is positioned immediately proximate the goggles 212 of the user such that a portion of the air 214 hitting the goggles 212 is rebounded into the openings 120 .
- the amount of airflow captured by the intake openings 120 can be significant.
- the embodiment shown in FIG. 2 includes five air intake openings 120 in the forehead member 116 with a total surface area of approximately 3 square inches.
- FIG. 3 also shows the forehead member 116 and intake opening 124 on a plane oriented at an angle ⁇ from horizontal.
- the surface area of the intake opening 120 can be increased with little or no decrease in the user's field of vision.
- the effective size of the intake opening 120 can be increased by increasing the width of the surface 131 and, thus, the openings 120 upwardly and outwardly relative to a user's face and eyes.
- the surface 131 is angled at an angle ⁇ within the range of 35 degrees to 45 degrees from horizontal when the helmet 100 is sitting on the flat surface in the manner shown in FIG. 3 , and in a more specific implementation is angled at about 40 degrees from horizontal when the helmet 100 is sitting on a flat surface.
- the width of the surface 131 is in the range of 3 ⁇ 4 inch to 1 inch and is more specifically 7 ⁇ 8 inch.
- FIG. 3 also shows the plenums 134 formed in the surface with a width B and depth C.
- the plenum 134 is generally a cavity formed in the surface 131 of the inner protective layer 104 that collects air entering the air intake openings 124 .
- the plenum 134 is curved, generally following the forehead member 116 or eye opening perimeter 112 .
- the width and depth of the plenums 134 can vary, with greater values for these dimensions allowing the plenum 134 to hold more air, in general.
- plenum width is greater than or equal to air intake opening width 120 , and the intake opening 120 is generally aligned with the plenum 134 such that air can flow through the intake opening 120 into the plenum 134 .
- the total volume of the plenum 134 is approximately 40 cubic centimeters.
- the plenum 134 of some preferred embodiments also includes a transition corner 136 that is optionally rounded, creating a relatively smooth corner between the plenums 134 and the air channels 124 .
- This rounded transition 136 provides a less abrupt change to the direction of the airflow as it moves from the plenum 134 to the air channels 124 .
- the rounded transition 136 may be positioned on the air channels 124 between the intake opening 120 and the air channels 124 .
- FIG. 3 also shows the liner member 126 positioned against the inner protective layer 104 .
- the liner member 126 is secured to the inner protective layer 104 and extends across the air channels 124 to generally enclose the portion of the air channel 124 proximate the plenums 134 .
- the liner member 126 is preferably secured to the inner layer 104 at a position such that it is interposed between the user's forehead and the inner layer 104 .
- the user's forehead is positioned flush against the inner layer when the user is wearing the helmet and the liner member 126 provides a rigid barrier that inhibits the user's forehead from pushing the liner 132 into the channels 124 .
- Glue or other connectors can be used to attach the liner member 126 to the inner protective layer 104 .
- the width of the liner member 126 is approximately 11 ⁇ 4 inches, but it will be appreciated that this width can vary depending on the helmet configuration.
- the liner member 126 may optionally include ventilation openings 142 that allow some airflow through the liner member 126 .
- the liner member 126 could be attached to the liner 132 as an alternative to, or in addition to, attachment to the inner protective layer 104 .
- the airflow passes from the plenum 134 into the air channels 124 , changing direction as the airflow passes around a transition corner 136 .
- the liner member 126 aids in this transition by reducing the tendency for the air to continue to flow along the plane of surface 131 and/or disperse.
- the liner member 126 compliments the air channels 124 in restricting the directions in which the air can pass, thereby directing air into and through the air channels 124 .
- Directing the airflow in the air channels is similarly assisted by side walls 140 in the air channels 124 , shown in FIG. 3 .
- the side walls 140 restrict airflow in lateral directions and thus facilitate air flowing in the direction toward the back of a user's head.
- a substantial amount of convection cooling can occur within the helmet.
- Some embodiments include channels 124 having side walls 140 with increased heights near the air intake opening 120 or plenum 134 , creating a relatively deep portion of the air channel 124 .
- side walls 140 with heights of approximately 1 ⁇ 4 inch and widths of approximately 5 ⁇ 8 inch are effective in facilitating air flow through the channels 124 .
- These arrangements generally form channels 124 with three-sided, rectangular cross sections or a semi-circular cross section.
- the side walls 140 taper from the transition 136 towards the crown of the helmet.
- the helmet includes five air channels 124 spaced along the plenum 134 so as to be distributed over the surface 107 of the inner layer 104 .
- these channels 124 are spaced approximately 3 ⁇ 4 inch apart.
- the plenums 134 in this embodiment comprise left and right plenums 134 a , 134 c and a center plenum 134 b .
- the left and right plenums 134 a, 134 c provide air to two of the channels 124 that extend along the side of the user's head and the center plenum 134 b provides air to a channel 127 that extends along the top of the user's head.
- the thickness of the inner protective layer 104 can vary at different locations within the helmet 100 , but generally a minimum thickness is needed for safety considerations. As such, an increased thickness may be necessary to compensate for the channeling 124 . In one implementation, the minimum thickness is approximately 1 3/10 inches to 11 ⁇ 2 inches.
- At least one exhaust opening 114 is formed in the inner layer 104 and the outer shell 102 .
- the exhaust openings 114 are located in the skull protection portion 117 of the outer shell 102 .
- the exhaust openings 114 communicate with at least one air channel 124 and the environment.
- Exhaust channels 125 extend through the inner protective layer 104 from some location in the head cavity 106 or air channel 124 to an exhaust opening 114 .
- the exhaust channels 125 typically have a circular cross-section and may be drilled or molded into the helmet 100 . Any cross-sectional shape would suffice.
- An exhaust plenum 118 is optionally located between the exhaust opening 114 and the exhaust channel 125 .
- FIG. 3 shows air channels 124 situated near the neck opening 108 of the helmet such that neck exhaust openings 129 communicate with air channels 124 and the environment allowing air to flow from the air channels and/or head cavity 106 to the environment.
- the airflow within the helmet 100 will now be described in reference to FIGS. 3 and 4 .
- the plenum 134 allows an increased amount of air from the environment to enter the intake openings 120 .
- the difference in size of the plenum 134 and air channels 124 can in turn enhance the airflow into the air channels 124 by producing a venturi effect.
- the air channels 124 generally channel air through the head cavity in a distributed fashion, preferably with at least one of the air channels 124 extending to locations behind an operator's head.
- the fresh air combines with perspiration and air warmed by an operator's head within the head cavity.
- the tapering allows some lateral movement of airflow and further facilitates the interchange of air from the environment with heated air and perspiration. This interchange of air increases the comfort of a user by removing perspiration and heat from a user's head.
- airflow through the channels 124 may also serve to remove perspiration and heat from the liner 132 , providing further comfort to users.
- the exhaust openings 114 located behind a user's head assist in removing the heated air and perspiration. The exhaust function will be discussed in more detail below.
- FIGS. 5A and 5B illustrate a retention mechanism 144 that holds the liner 132 in contact with the intake covering 130 .
- the retention mechanism 144 comprises a receiver structure 145 formed on the intake covering 130 and a liner attachment member 148 attached to the liner.
- the receiver structure has three walls 149 , 150 , 153 positioned orthogonal to each other so as to define a recess 152 with a generally U-shaped cross section.
- a tab 151 is positioned at the end of the wall 150 which aids in retaining the liner attachment member 148 in contact with the intake covering 130 in the manner that will be described herein below.
- the wall 153 defines an opening 146 that is adapted to receive the liner attachment member 148 .
- the liner attachment member 148 includes a main section 157 that has a cross-section which matches the cross section of the U-shaped recess 152 . At one end of the main section 157 , a flanged protrusion 154 is attached.
- the flanged protrusion 154 preferably has a cross sectional area that is greater than the opening 146 but is formed of a deformable material such as plastic.
- the flanged protrusion is positioned adjacent the opening 146 in the recess 152 and the flanged protrusion is forced through the opening thereby elastically deforming the flanged protrusion 157 .
- the rear surface 156 of the main section 157 of the liner attachment member 148 is urged passed the tab 151 , which is preferably made of an elastically deformable material e.g., plastic, such that the main body 157 is flushly positioned within the recess 152 when the flanged protrusion 154 is inserted through the opening 146 .
- both the engagement between the flanged protrusion 154 and the inner surface of the wall 153 and the tab 151 securely retain interconnection between the liner 126 and the intake covering 130 .
- the use of deformable elastic material allows disengagement between the liner member 148 and the receiver structure 145 by pulling with sufficient force to deform the flange protrusion 154 sufficiently to extract it out of the opening 146 and also with sufficient force to simultaneously deform the tab 151 to remove the main body 157 from the recess 152 .
- the receiver structure 145 and the liner attachment member 148 extend in a direction parallel to the perimeter of the eye opening 110 .
- the flange protrusion member 154 and the tab 151 inhibit movement in a direction that is generally perpendicular to the direction of the perimeter.
- the opening 146 and, in this embodiment, the recess 152 are sized so as to correspond to the size of the tab 148 . Hence, the user can more easily position the tab 148 within the appropriate recess 152 as the mating structures are preferably similar sizes. As is illustrated in FIG.
- FIG. 6 shows the upper airflow surface 121 and the lower airflow surface 123 located on the skull protection section 117 of the outer shell 102 .
- the raised ridge 125 generally defines the interface of the upper and lower air flow surfaces 121 and 123 .
- Exhaust openings 114 are located on the lower airflow surface, preferably immediately adjacent the raised ridge 125 .
- Movement of the helmet during operation of a motorized vehicle also creates airflow against and around the outer shell 102 .
- the upper airflow surface 121 will experience airflow at a first flow rate X and the lower airflow surface 123 will experience airflow at a second flow rate Y.
- the first flow rate X will be greater than the second flow rate Y.
- the difference between the second flow rate Y and the first flow rate X creates an area 171 of decreased pressure near the interface 125 of the airflow surfaces 121 and 123 .
- exhaust openings 114 are positioned at or near the interface 125 such that the exhaust openings 114 experience a vacuum from the area of decreased pressure 171 . In this arrangement, air is drawn from within the exhaust plenum 118 ( FIG.
- the helmet is better adept at circulating air through the interior to cool the user when riding.
- the openings to allow the air in are larger due at least in part to their placement on the exposed angled edge of the inner protective layer at the eye opening.
- the use of plenums greatly facilitates gathering of air to increase airflow through the channels and this air flow is less likely to be impeded by the liner as the channels are better protected.
- the air is more easily removed due to the configuration of the outer shell of the helmet and the placement of the exhaust opening.
- the liner is also easier to remove for cleaning and replacement purposes.
- the illustrated embodiment of the helmet represents an improvement over helmets of the prior art in a number of different manners.
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- Helmets And Other Head Coverings (AREA)
Abstract
Description
- The present application claims priority to U.S. Provisional Patent Application Ser. No. 60/558241, filed Mar. 31, 2004.
- 1. Field of the Invention
- This invention relates to head protection for operators or riders of motorized vehicles.
- 2. Description of the Related Art
- Use of head protection is often recommended and sometimes required by law while operating motorized vehicles, such as when riding a motorcycle. Helmets are available in a variety of styles but the principle design consideration for all helmets is protection from serious head injuries during accidents.
- Generally, motorcycle helmets that comply with the safety standards include a thin, hard outer shell and an impact-absorbing, thicker inner shell made of a rigid foam, such as Expanded Polystyrene (“EPS”). While some prior art motorcycle helmets meet the safety standards and provide protection against head injuries, prior art motorcycle helmets are uncomfortable for a number of reasons. For many years, motorcycle riders have complained about the heat retention properties of today's helmets. Especially for riders in warm climates, motorcycle helmets become very uncomfortable as they trap heat around a person's head. The problem of heat retention in helmets is amplified for off-road motorcycle riders, who often enjoy riding in desert settings, by the vigorous, athletic exertions involved in the sport. Not only does the heat retention in today's helmets causes excessive perspiration from the heads of riders, it can lead to heat exhaustion, limiting the length of time a rider can enjoy off-road riding.
- Some helmets on the market today have tried to address these problems with ventilation holes formed through the outer shell and EPS layer for the apparent purpose of allowing air into the head cavity. These holes are often ineffective because they simply do not allow enough air into the head cavity to provide significant cooling to the user.
- Some helmets on the market today offer helmets with air intake scoops at the top of the helmet's eye opening. The scoops are intended catch air and direct it into the head cavity. Unfortunately, these air scopes typically have very small openings, often about ⅛ inch or ¼ inch, and therefore catch very little air and are similarly less effective in flowing cooling air into the head cavity.
- Further, today's helmets have limited air flow within the helmet itself. In particular, helmets on the market today have small channels that are easily occluded by the liner. Moreover, the channels are often formed in such a manner that continuous air flow through the channels is disrupted. As such, these helmets have less effective channeling systems such that any air that does enter the head cavity simply cannot create the airflow needed to adequately cool a user's head.
- Furthermore, today's helmets are not very effective in removing heated air and perspiration from the head cavity. Most helmets on the market today have small exhaust openings that are not particularly effective in permitting the air from the inside of the helmet to be removed.
- Additional problems with today's helmets relate to the helmet liners included in helmets as a soft cushion between a user's head and the helmet's impact absorbing layer. The liners in today's helmets are often pressed against the impact absorbing layer by a user's head such that the liner impedes, or sometimes even blocks, airflow in the head cavity. This problem is amplified when the liner becomes saturated with sweat as a wet liner will adhere to the impact absorbing layer and allow even less air through an air channel than a dry liner. Further, a sweat saturated liner is uncomfortable against a riders head.
- While liners are typically removable and replaceable, poor design of today's liners makes removal and replacement inconvenient. Helmet liners on the market today include a series of ears with holes in the middle designed to mate with clips within helmet's shell. The clips on today's helmets are hidden within plastic molding around the helmet's eye opening and have a small circular protrusion that a user must mate with the hole in the liner's ear. Because the clips are hidden within the molding, the user must probe the ears under the molding and blindly match the hole to the protrusion. This design makes replacing a helmet liner a time consuming and bothersome chore.
- In sum, today's helmets are not very effective in addressing the problem of heat retention associated with helmets. The problem of heat retention in helmets often leads riders to loosen the fit of their helmets or even remove their helmets while riding, thereby defeating the safety function. Considering the shortcomings in prior art helmets, there exists a need for a helmet that is better at capturing air from the environment and introducing it into the interior of the helmet. Further, there is a need for a helmet that allows better airflow through the head cavity, and exhausts heated air and perspiration to the environment more efficiently. Moreover, there exists a need for a helmet with a liner that is less likely to obstruct airflow within the head cavity and that can be replaced quickly and easily.
- The aforementioned needs are satisfied by the helmet of the present invention which in one aspect comprises a helmet having an inner and an outer surface that is sized so as to encompass the head of the operator. The outer protective shell defines an eye opening that is positioned proximate the operator's eyes when the operator is wearing the helmet. The outer protective shell also defines at least one exhaust opening located adjacent the back of the head of the operator when the operator is wearing the helmet.
- In this aspect, the helmet further comprises an inner protective layer that is positioned inward of the outer protective shell so as to substantially cover the inner surface of the outer protective shell. The inner protective layer includes a plurality of air channels extending from the at least one intake positioned adjacent the opening in the eye opening to the exhaust openings. In this aspect, the at least one input is formed in the inner protective layer such that the plane of the intake opening has a component that is perpendicular to the direction of travel of the operator such that the air is injected into the plurality of channels as a result of the operator traveling in the direction of travel.
- Since the at least one opening is formed in the eye opening, the opening can be quite large and capable of gathering a substantial amount of air. Moreover, since the at least one opening has a component that is perpendicular to the direction of travel, air can be injected into the channels at a relatively high rate of speed thereby improving air flow through the helmet.
- In another aspect of the invention, an intake plenum is formed on the intake surface of the helmet. The intake plenum in one embodiment is comprised of a plurality of openings formed along the eye opening so as to be able to gather air for subsequent delivery into the channels. The use of such an intake plenum results in better air flow through the helmet.
- In another aspect of the invention, the helmet further comprises a liner that is interposed between the inner protective layer and the operator's head. The liner is preferably inhibited from being pushed into the channels at a position proximate the user's forehead when the user is wearing the helmet so as to allow for better air flow through the channels. Moreover, the liner is attached, in one aspect, to the helmet via attachment tabs that are sized so as to be positioned within mating openings. The attachment tabs include a surface that is perpendicular to the plane of the attachment tab that mates with a mating surface in the helmet. Hence, the liner can be positioned within the helmet and secured therein more easily as a result of the tabs being mated with the openings.
- In yet another aspect of the invention, the outer shell of the helmet defines a first air flow surface and a second air flow surface wherein the air flows over the second surface at a slower rate than the first surface. The exhaust openings are, in this aspect, preferably positioned on the second surface immediately adjacent the interface with the first surface such that a relative vacuum is formed adjacent the exhaust openings to thereby facilitate removal of the air. In this aspect, air flow through the helmet is enhanced as a result of the relative vacuum.
- Hence, from the foregoing, the design of the helmet in each of these aspects is adapted to facilitate air flow through the helmet. As such, the user is provided with greater cooling than with prior art helmets. These and other objects and advantages will become more apparent from the following description taken in conjunction with the accompanying drawings.
- The present invention is illustrated by way of example, and not by way of limitation, in the figures of the accompanying drawings. A part that appears in more than one drawing is in many instances identified by the same reference numeral throughout the drawings to facilitate cross-reference among the various views represented. In some of the Figures, for improved clarity of presentation, not all of the parts that appear in the figure are identified by their respective numerals.
-
FIG. 1 is an exploded perspective view of one embodiment of the helmet. -
FIG. 2 is a front view of one embodiment of the helmet ofFIG. 1 . -
FIG. 3 is a cross section of one embodiment of the helmet ofFIG. 1 . -
FIG. 4 is front view of the inner protective layer and intake cover of one embodiment of the helmet ofFIG. 1 . -
FIG. 5A is a cross section view of one embodiment of the helmet ofFIG. 1 showing the liner attachment mechanism. -
FIG. 5B is a bottom view of the liner attachment assembly ofFIG. 5A . -
FIG. 6 is a side view of one embodiment of the helmet ofFIG. 1 . - Reference will now be made to the drawings wherein like numerals refer to like parts throughout.
FIG. 1 illustrates an exploded view of the disclosedhelmet 100 according to one embodiment.FIG. 1 illustrates an outerprotective shell 102 and an innerprotective layer 104 which combine to form ahead cavity 106. Theouter shell 102 includes aneye opening 110, through which a user can see while wearing the helmet, aneye opening perimeter 112, and at least oneexhaust opening 114, not shown inFIG. 1 . The outer shell may also include aforehead member 116 located at or near theeye opening perimeter 112. - As illustrated in
FIG. 1 , theouter shell 102 includes askull protection section 117 and achin protector 119 with the eye opening 106 interposed therebetween. Thechin protector 119 is integrally attached to theskull protection section 117 and extends outward therefrom in a known manner and is positioned so as to provide protection to the lower face of the user when the user is wearing thehelmet 100. Thechin protector 119 substantially covers an operator's jaw when thehelmet 100 is worn. Thechin protector 119 andskull protection section 117 communicate with theeye opening perimeter 112 to define theeye opening 110. - When the helmet is worn by an operator, the
eye opening perimeter 112 andskull protection section 117 generally meet at a location near the operator's forehead, slightly above the operator's eyes. Theeye opening perimeter 112 andchin protector 119 generally meet at a location slightly below the operator's nose. In this orientation, the eye opening 110 is approximately the same shape as typical eye goggles worn by many operators of motorized vehicles, such that typical goggles substantially cover the exposed portion of an operator's face, with the exception of the nose, and generally substantially occupy the eye opening. In this arrangement,intake openings 120 generally spaced along aneye opening surface 131 of an innerprotective layer 104 adjacent theforehead member 116 are generally above a user's goggles and not obstructed by a user's goggles. As will be discussed below, this arrangement can help direct airflow to theintake openings 120. - The
skull protection section 117 is integrally formed of a rigid material such as plastic, fiberglass, carbon fiber, and/or Kevlar and is sized so as to cover substantially the skull of the user. As will be described in greater detail hereinbelow, theskull protection section 117 defines an upperair flow surface 121 and a lowerair flow surface 123 with an interface comprising a raisedridge 125. The air flow surfaces 121 and 123 along with theinterface 125 assist in removing air from the interior of thehelmet 100 in the manner that will be described in greater detail hereinbelow. - The inner
protective layer 104 shown inFIG. 1 fits within theouter shell 102 and is permanently attached therein. Afirst surface 105 of the innerprotective layer 104 substantially covers aninner surface 122 of theskull protection section 117 of theouter shell 102. In this arrangement, the innerprotective layer 104 is positioned between theouter shell 102 and an operator's skull when thehelmet 100 is worn. The innerprotective layer 104 is preferably constructed of an impact absorbing material such as molded expended polystyrene (“EPS”). As is also illustrated inFIG. 1 , the inner protective layer also defines aeye opening surface 131 that is positioned immediately adjacent theeye opening 110. As will be discussed in greater detail below, theeye opening surface 131 is preferably angled and has plenums formed therein so as to facilitate air flow through thehelmet 100. -
Air channels 124 are formed on a second surface 107 of the innerprotective layer 104. At least one of theair channels 124 extends along the curved second surface 107 from a location at or near theforehead member 116, e.g., initiating at theeye opening surface 131 to a location preferably near the rear of an operator's skull. A plurality ofair channels 124 can be included with more than one extending from theforehead member 116. One or moreoptional plenum 134, formed on theeye opening surface 131 of the innerprotective layer 104, are also shown inFIG. 1 . Theair channels 124 andplenum 134 will be described in greater detail below. -
FIG. 1 also shows aliner member 126. Theliner member 126 can be any shape, but thepreferred liner member 126 is generally thin with a rectangular shape, such as that shown inFIG. 1 . Theliner member 126 is preferably permanently attached to the second surface 107 of the innerprotective layer 104 and generally follows the curved shape of the second surface 107, spanning over one ormore air channels 124. Placement of theliner member 126 on the second surface 107 can vary, but the typical location of attachment is at or near theforehead member 116 with a lateral orientation, substantially parallel to an operator's forehead. More than one liner member could be utilized at different locations on the second surface 107. Theliner member 126 can be made from a variety of suitable materials such as plastic or other somewhat rigid, preferably waterproof, materials. Theliner member 126 serves a number of functions described in greater detail hereinbelow. -
FIG. 1 also depicts aliner 132. Theliner 132 is generally shaped to substantially cover the second surface 107 of the innerprotective layer 104. Theliner 132 is preferably air permeable and typically constructed of material and/or foam or padding. Theliner 132 is positioned between the relatively hard innerprotective layer 104 and an operator's head to provide cushioning. Theliner 132 is removably attached to thehelmet 100 with attachment mechanisms such as snaps, buttons, or other known mechanical attachment devices generally positioned near theforehead member 116 and near the rear of an operator's head. Theliner 132 shown inFIG. 1 also includes aliner connector 147. Theliner connector 147 includes aliner rim 148 that traces along aforehead section 133 of theliner 132 and at least oneliner tab 149 extending from the liner connector 174. Theliner rim 148 is curved with roughly the same curvature as theeye opening perimeter 112.FIG. 1 shows a series ofliner tabs 149 spaced generally symmetrically along theliner rim 148. Theliner connector 147 is part of anovel retention mechanism 144, which will be described in detail below. -
FIG. 1 also shows an intake covering 130. The intake covering 130 generally covers theeye opening surface 131 and is positioned adjacent to theeye opening 110 andeye opening perimeter 112. As depicted inFIG. 1 , the air intake covering 130 is preferably a thin plastic piece with a crescent shape, with a curvature generally the same as theeye opening perimeter 112. The intake covering 130 includes at least oneair intake opening 120. The intake covering 130 shown inFIG. 1 includesscreen members 133 that span across a series ofintake openings 120 to filter out dirt and debris. In some preferred embodiments, the intake covering 130 curves following theeye opening perimeter 112 and is approximately ¾ inch by 8 inches. Theintake cover 130 shown inFIG. 1 also includes aliner attachment 145 described in greater detail herein below in reference toFIG. 5A andFIG. 5B . Theliner attachment receiver 145 includesliner attachment retainers 150, a receiver rim 151, and receiver openings 146 (not shown) which are also part of theretention mechanism 144 described below. The receiver rim 151 has generally the same shape and dimensions as theliner rim 148 such that the receiver rim 151 and theliner rim 148 mate when theliner 132 is attached to thehelmet 100. Further, thereceiver openings 146 are spaced along theattachment receiver 145 at locations corresponding to theliner tabs 149. -
FIG. 2 shows a front view of thehelmet 100. As can be appreciated fromFIG. 2 , theeye opening surface 131 is angled such that theair intake openings 120 communicate with air in the environment near theeye opening 110. Theeye opening surface 131 of theinner layer 104 is preferably angled such that thesurface 131 has a component that is normal to the direction of travel. When a user operates a motorized vehicle while looking in the direction of travel, movement of thehelmet 100 relative to the environment creates a flow of air in the direction opposite the direction of travel.Intake openings 120 oriented normal or oblique to the airflow therefore capture airflow. Generally, larger and increased numbers ofintake openings 120 can catch larger amounts of airflow. In embodiments in which theforehead member 116 curves around the operator's forehead,intake openings 120 can be spaced along theeye opening surface 131. The embodiment depicted inFIG. 2 shows fiveintake openings 120 spaced along theeye opening surface 131 and theintake opening cover 130 withscreen members 133 spanning over each one. -
FIG. 2 also showsoptional intake openings 120 located in theskull protection portion 117 of theouter shell 102 and in thechin protector 119.FIG. 2 also showsexhaust openings 114 which communicate with the environment nearlower airflow surface 123, not shown inFIG. 2 , and with air within thehead cavity 106. Further details of the exhaust openings will be provided below. - Considering the front view shown in
FIG. 2 , airflow created from a forward movement of the helmet would be generally normal to the page. As can be appreciated fromFIG. 2 , airflow near the eye opening 110 contacts thehelmet 100 and a user's face or eye goggles (not shown) and to at least some extent is rebounded upwards towards theopenings 120.FIG. 3 illustrates this air flow pattern in greater detail. As illustrated, a portion of the air 211 flows directly into theopenings 120. Similarly, theangled surface 131 is positioned immediately proximate thegoggles 212 of the user such that a portion of theair 214 hitting thegoggles 212 is rebounded into theopenings 120. In this sort of arrangement, the amount of airflow captured by theintake openings 120 can be significant. The embodiment shown inFIG. 2 includes fiveair intake openings 120 in theforehead member 116 with a total surface area of approximately 3 square inches. -
FIG. 3 also shows theforehead member 116 andintake opening 124 on a plane oriented at an angle Θ from horizontal. By orienting theeye opening surface 131 on an upwardly angled plane above a rider's forehead, the surface area of theintake opening 120 can be increased with little or no decrease in the user's field of vision. In this arrangement, the effective size of theintake opening 120 can be increased by increasing the width of thesurface 131 and, thus, theopenings 120 upwardly and outwardly relative to a user's face and eyes. In one particular implementation, thesurface 131 is angled at an angle Θ within the range of 35 degrees to 45 degrees from horizontal when thehelmet 100 is sitting on the flat surface in the manner shown inFIG. 3 , and in a more specific implementation is angled at about 40 degrees from horizontal when thehelmet 100 is sitting on a flat surface. In one implementation, the width of thesurface 131 is in the range of ¾ inch to 1 inch and is more specifically ⅞ inch. -
FIG. 3 also shows theplenums 134 formed in the surface with a width B and depth C. Theplenum 134 is generally a cavity formed in thesurface 131 of the innerprotective layer 104 that collects air entering theair intake openings 124. In this arrangement, theplenum 134 is curved, generally following theforehead member 116 oreye opening perimeter 112. The width and depth of theplenums 134 can vary, with greater values for these dimensions allowing theplenum 134 to hold more air, in general. In preferred embodiments, plenum width is greater than or equal to airintake opening width 120, and theintake opening 120 is generally aligned with theplenum 134 such that air can flow through theintake opening 120 into theplenum 134. In some preferred embodiments, the total volume of theplenum 134 is approximately 40 cubic centimeters. - The
plenum 134 of some preferred embodiments also includes a transition corner 136 that is optionally rounded, creating a relatively smooth corner between theplenums 134 and theair channels 124. This rounded transition 136 provides a less abrupt change to the direction of the airflow as it moves from theplenum 134 to theair channels 124. In embodiments that do not include aplenum 134, the rounded transition 136 may be positioned on theair channels 124 between theintake opening 120 and theair channels 124. -
FIG. 3 also shows theliner member 126 positioned against the innerprotective layer 104. Theliner member 126 is secured to the innerprotective layer 104 and extends across theair channels 124 to generally enclose the portion of theair channel 124 proximate theplenums 134. Theliner member 126 is preferably secured to theinner layer 104 at a position such that it is interposed between the user's forehead and theinner layer 104. Generally, the user's forehead is positioned flush against the inner layer when the user is wearing the helmet and theliner member 126 provides a rigid barrier that inhibits the user's forehead from pushing theliner 132 into thechannels 124. Glue or other connectors, such as rivets, can be used to attach theliner member 126 to the innerprotective layer 104. In one implementation, the width of theliner member 126 is approximately 1¼ inches, but it will be appreciated that this width can vary depending on the helmet configuration. Theliner member 126 may optionally include ventilation openings 142 that allow some airflow through theliner member 126. Also, theliner member 126 could be attached to theliner 132 as an alternative to, or in addition to, attachment to the innerprotective layer 104. - In the arrangement shown in
FIG. 3 , enclosing theair channel 124 at the location where theplenum 134 andair channels 124 has additional advantages. At this location, the airflow passes from theplenum 134 into theair channels 124, changing direction as the airflow passes around a transition corner 136. In this arrangement, theliner member 126 aids in this transition by reducing the tendency for the air to continue to flow along the plane ofsurface 131 and/or disperse. In other words, by covering the beginnings ofair channels 124, theliner member 126 compliments theair channels 124 in restricting the directions in which the air can pass, thereby directing air into and through theair channels 124. - Directing the airflow in the air channels is similarly assisted by
side walls 140 in theair channels 124, shown inFIG. 3 . Theside walls 140 restrict airflow in lateral directions and thus facilitate air flowing in the direction toward the back of a user's head. By flowing the air through thechannels 124 of thehelmet 100 at a high rate of speed, e.g., the speed of travel of the motorcycle, a substantial amount of convection cooling can occur within the helmet. Some embodiments includechannels 124 havingside walls 140 with increased heights near theair intake opening 120 orplenum 134, creating a relatively deep portion of theair channel 124. Testing has shown thatside walls 140 with heights of approximately ¼ inch and widths of approximately ⅝ inch are effective in facilitating air flow through thechannels 124. These arrangements generally formchannels 124 with three-sided, rectangular cross sections or a semi-circular cross section. Typically, theside walls 140 taper from the transition 136 towards the crown of the helmet. - Referring now to
FIG. 4 , in one implementation, the helmet includes fiveair channels 124 spaced along theplenum 134 so as to be distributed over the surface 107 of theinner layer 104. In some embodiments, thesechannels 124 are spaced approximately ¾ inch apart. As is illustrated inFIG. 4 , theplenums 134 in this embodiment comprise left andright plenums 134 a, 134 c and a center plenum 134 b. The left andright plenums 134 a, 134 c provide air to two of thechannels 124 that extend along the side of the user's head and the center plenum 134 b provides air to achannel 127 that extends along the top of the user's head. - Referring again to
FIG. 3 , the thickness of the innerprotective layer 104 can vary at different locations within thehelmet 100, but generally a minimum thickness is needed for safety considerations. As such, an increased thickness may be necessary to compensate for the channeling 124. In one implementation, the minimum thickness is approximately 1 3/10 inches to 1½ inches. - As shown in
FIG. 3 , at least oneexhaust opening 114 is formed in theinner layer 104 and theouter shell 102. Theexhaust openings 114 are located in theskull protection portion 117 of theouter shell 102. Typically, theexhaust openings 114 communicate with at least oneair channel 124 and the environment.Exhaust channels 125 extend through the innerprotective layer 104 from some location in thehead cavity 106 orair channel 124 to anexhaust opening 114. Theexhaust channels 125 typically have a circular cross-section and may be drilled or molded into thehelmet 100. Any cross-sectional shape would suffice. An exhaust plenum 118 is optionally located between theexhaust opening 114 and theexhaust channel 125. Further,FIG. 3 showsair channels 124 situated near the neck opening 108 of the helmet such thatneck exhaust openings 129 communicate withair channels 124 and the environment allowing air to flow from the air channels and/orhead cavity 106 to the environment. - The airflow within the
helmet 100 will now be described in reference toFIGS. 3 and 4 . Theplenum 134 allows an increased amount of air from the environment to enter theintake openings 120. The difference in size of theplenum 134 andair channels 124 can in turn enhance the airflow into theair channels 124 by producing a venturi effect. As air flows through the relatively large plenum into the relatively narrow air channels, the flow rate increases into the morenarrow air channels 124. Theair channels 124 generally channel air through the head cavity in a distributed fashion, preferably with at least one of theair channels 124 extending to locations behind an operator's head. - As the airflow continues through the
air channels 124 toward theexhaust openings 114, the fresh air combines with perspiration and air warmed by an operator's head within the head cavity. In embodiments in which theside walls 140 taper, the tapering allows some lateral movement of airflow and further facilitates the interchange of air from the environment with heated air and perspiration. This interchange of air increases the comfort of a user by removing perspiration and heat from a user's head. Similarly, airflow through thechannels 124 may also serve to remove perspiration and heat from theliner 132, providing further comfort to users. Theexhaust openings 114 located behind a user's head assist in removing the heated air and perspiration. The exhaust function will be discussed in more detail below. -
FIGS. 5A and 5B illustrate aretention mechanism 144 that holds theliner 132 in contact with the intake covering 130. Specifically, theretention mechanism 144 comprises areceiver structure 145 formed on the intake covering 130 and aliner attachment member 148 attached to the liner. The receiver structure has threewalls wall 150 which aids in retaining theliner attachment member 148 in contact with the intake covering 130 in the manner that will be described herein below. The wall 153 defines anopening 146 that is adapted to receive theliner attachment member 148. - The
liner attachment member 148 includes amain section 157 that has a cross-section which matches the cross section of the U-shaped recess 152. At one end of themain section 157, a flanged protrusion 154 is attached. The flanged protrusion 154 preferably has a cross sectional area that is greater than theopening 146 but is formed of a deformable material such as plastic. - In operation, the flanged protrusion is positioned adjacent the
opening 146 in the recess 152 and the flanged protrusion is forced through the opening thereby elastically deforming theflanged protrusion 157. Therear surface 156 of themain section 157 of theliner attachment member 148 is urged passed the tab 151, which is preferably made of an elastically deformable material e.g., plastic, such that themain body 157 is flushly positioned within the recess 152 when the flanged protrusion 154 is inserted through theopening 146. - Hence, both the engagement between the flanged protrusion 154 and the inner surface of the wall 153 and the tab 151 securely retain interconnection between the
liner 126 and the intake covering 130. However, the use of deformable elastic material allows disengagement between theliner member 148 and thereceiver structure 145 by pulling with sufficient force to deform the flange protrusion 154 sufficiently to extract it out of theopening 146 and also with sufficient force to simultaneously deform the tab 151 to remove themain body 157 from the recess 152. - As is illustrated in
FIG. 5B , thereceiver structure 145 and theliner attachment member 148 extend in a direction parallel to the perimeter of theeye opening 110. Moreover, in this embodiment, the flange protrusion member 154 and the tab 151 inhibit movement in a direction that is generally perpendicular to the direction of the perimeter. Advantageously, theopening 146 and, in this embodiment, the recess 152 are sized so as to correspond to the size of thetab 148. Hence, the user can more easily position thetab 148 within the appropriate recess 152 as the mating structures are preferably similar sizes. As is illustrated inFIG. 5B , in this implementation there are threetabs 148 a-148 c and three similarlysized openings 145 a-145 c spaced about the upper perimeter of the eye opening 110 to thereby retain theliner 126 in the interior surface of thehelmet 100. -
FIG. 6 shows theupper airflow surface 121 and thelower airflow surface 123 located on theskull protection section 117 of theouter shell 102. The raisedridge 125 generally defines the interface of the upper and lower air flow surfaces 121 and 123.Exhaust openings 114 are located on the lower airflow surface, preferably immediately adjacent the raisedridge 125. - Movement of the helmet during operation of a motorized vehicle also creates airflow against and around the
outer shell 102. Theupper airflow surface 121 will experience airflow at a first flow rate X and thelower airflow surface 123 will experience airflow at a second flow rate Y. Generally, the first flow rate X will be greater than the second flow rate Y. The difference between the second flow rate Y and the first flow rate X creates anarea 171 of decreased pressure near theinterface 125 of the airflow surfaces 121 and 123. In one aspect of the invention,exhaust openings 114 are positioned at or near theinterface 125 such that theexhaust openings 114 experience a vacuum from the area of decreasedpressure 171. In this arrangement, air is drawn from within the exhaust plenum 118 (FIG. 3 ) and/orexhaust channels 125, through theexhaust opening 114. This suction of air compliments the airflow within thehead cavity 106 to exhaust heat and perspiration. In other words, airflow within thehead cavity 106 generally continues toward and through theexhaust openings 114, and, at the same time, the pressure differential near theexhaust openings 114 pulls air through theexhaust openings 114. By exhausting air from thehead cavity 106, heat and moisture are effectively removed. This function can be achieved with a number of designs and arrangements of ridges and exhaust openings. - Hence, from the foregoing, it will be appreciated that the helmet is better adept at circulating air through the interior to cool the user when riding. The openings to allow the air in are larger due at least in part to their placement on the exposed angled edge of the inner protective layer at the eye opening. Moreover, the use of plenums greatly facilitates gathering of air to increase airflow through the channels and this air flow is less likely to be impeded by the liner as the channels are better protected. The air is more easily removed due to the configuration of the outer shell of the helmet and the placement of the exhaust opening.
- Advantageously, the liner is also easier to remove for cleaning and replacement purposes. Thus, the illustrated embodiment of the helmet represents an improvement over helmets of the prior art in a number of different manners.
- Although the preferred embodiments of the present invention have shown, described and pointed out the fundamental novel features of the invention as applied to those embodiments, it will be understood that various omissions, substitutions and changes in the form of the detail of the device illustrated may be made by those skilled in the art without departing from the spirit or scope of the present invention. Consequently, the scope of the invention should not be limited to the foregoing description but should be defined by the appended claims.
Claims (19)
Priority Applications (1)
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US11/092,442 US20050278834A1 (en) | 2004-03-31 | 2005-03-29 | Helmet |
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US20100088807A1 (en) * | 2008-10-15 | 2010-04-15 | Nanotech Ceramics Co., Ltd. | Lightweight helmet shell and method for manufacturing the same |
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US11033797B2 (en) | 2012-10-05 | 2021-06-15 | Safer Sports, LLC | Football helmet having improved impact absorption |
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US10948898B1 (en) | 2013-01-18 | 2021-03-16 | Bell Sports, Inc. | System and method for custom forming a protective helmet for a customer's head |
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US11419383B2 (en) | 2013-01-18 | 2022-08-23 | Riddell, Inc. | System and method for custom forming a protective helmet for a customer's head |
US10220734B2 (en) | 2013-03-05 | 2019-03-05 | Pidyon Controls Inc. | Car seat |
US10500990B2 (en) | 2013-03-05 | 2019-12-10 | Pidyon Controls Inc. | Car seat |
US10150389B2 (en) | 2013-03-05 | 2018-12-11 | Pidyon Controls Inc. | Car seat and connection system |
US10829013B2 (en) | 2013-03-05 | 2020-11-10 | Pidyon Controls Inc. | Car seat and connection system |
US8911015B2 (en) | 2013-03-05 | 2014-12-16 | Yochanan Cohen | Car seat |
USD748896S1 (en) * | 2013-04-15 | 2016-02-09 | Clay Edward James Caird | Headgear |
US11291263B2 (en) | 2013-12-06 | 2022-04-05 | Bell Sports, Inc. | Multi-layer helmet and method for making the same |
US10362829B2 (en) | 2013-12-06 | 2019-07-30 | Bell Sports, Inc. | Multi-layer helmet and method for making the same |
US11871809B2 (en) | 2013-12-06 | 2024-01-16 | Bell Sports, Inc. | Multi-layer helmet and method for making the same |
US9487110B2 (en) | 2014-03-05 | 2016-11-08 | Pidyon Controls Inc. | Car seat |
USD748378S1 (en) * | 2014-08-27 | 2016-02-02 | Clay Edward James Caird | Pilot helmet |
US9616782B2 (en) | 2014-08-29 | 2017-04-11 | Pidyon Controls Inc. | Car seat vehicle connection system, apparatus, and method |
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US20160113346A1 (en) * | 2014-10-28 | 2016-04-28 | Bell Sports, Inc. | In-Mold Rotation Helmet |
US11638457B2 (en) | 2014-10-28 | 2023-05-02 | Bell Sports, Inc. | Protective helmet |
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US11213736B2 (en) | 2016-07-20 | 2022-01-04 | Riddell, Inc. | System and methods for designing and manufacturing a bespoke protective sports helmet |
US11712615B2 (en) | 2016-07-20 | 2023-08-01 | Riddell, Inc. | System and method of assembling a protective sports helmet |
US10542788B2 (en) | 2017-05-11 | 2020-01-28 | Safer Sports, LLC | Football helmet having three energy absorbing layers |
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