US20160198786A1

US20160198786A1 - Motorsports safety harness

Info

Publication number: US20160198786A1
Application number: US14/250,805
Authority: US
Inventors: Allen H. Hoffman; Anthony J. Begins; Kerrie Maron; Korapat Lamsam
Original assignee: Individual
Current assignee: Individual
Priority date: 2013-04-15
Filing date: 2014-04-11
Publication date: 2016-07-14

Abstract

A motorsports safety harness assembly includes a restraint device for securing the head and neck against frontal impact injuries, and allows for facilitated removal in exigent circumstances or with limited mobility such from a damaged automobile. A pair of detachable wings engages a front upper torso or chest region of a wearer, and couples to a rigid headpiece extending behind the skull region for attachment to a helmet for restraining the head and neck from sudden forceful movement commonly associated with basal skull fractures and other impact injuries. The wings and headpiece secure snugly around the neck of the wearer for providing support against frontal impact, while the wings separate from the headpiece via a detachable coupling and release control to allow the wearer to exit the vehicle. The coupling provides rigid support against impact, and employs a wearer activated release to permit rapid uncoupling in exigent crash situations.

Description

RELATED APPLICATIONS

This patent application claims the benefit under 35 U.S.C. §119(e) of U.S. Provisional Patent App. No. 61/811,990, filed Apr. 15, 2013, entitled “MOTORSPORTS SAFETY HARNESS,” incorporated by reference in entirety.

BACKGROUND

Motorsports such as auto racing have established standards regarding safety in attempt to reduce and prevent injuries from frontal, side, and posterior impact crashes during competition. Some of the established regulations incorporate the mandatory usage of restraint belts and helmets. Although these devices have proven to be successful in preventing fatalities, drivers can still be prone to injuries in the neck and head region ranging from sprains to basilar skull fractures. One particular cause of these injuries in crashes is the forward movement of the head and neck on impact while the seat and belts protect the rest of the body.

SUMMARY

A motorsports safety harness assembly includes a restraint device for securing the head and neck against frontal impact injuries, and allows for facilitated removal in exigent circumstances or with limited mobility such from a damaged automobile. A pair of detachable wings engages a front upper torso or chest region of a wearer, and couples to a rigid headpiece extending behind the skull region for attachment to a helmet for restraining the head and neck from sudden forceful movement commonly associated with basal skull fractures and other impact injuries. The wings and headpiece secure snugly around the neck of the wearer for providing support against frontal impact, while the wings separate from the headpiece via a detachable coupling and release control to allow the wearer to exit the vehicle. The coupling provides rigid support against impact, and employs a wearer activated release to permit rapid uncoupling following exigent crash situations.
The prevalence of neck injuries and basilar skull fractures in motorsports has caused many sanctioning bodies in top-tier auto-racing divisions to mandate the use of a head and neck restraint. Although current commercially available head and neck restraints have played an instrumental role in the racing world, case studies have shown that the most common restraint has inhibited drivers from exiting the car in emergencies, such as a fire, as it can become entangled in the window nets, roll cages, or the ground depending on the orientation of the car. Generally, such entanglement occurs due to the inability to remove the device while wearing a standard racing helmet.
Configurations herein are based, in part, on the observation that safety devices for motorsports, such as automobile racing, are often focused on restraining a driver inside the vehicle in the event of a crash, which can impede rescue efforts in an attempt to extract the driver during rescue efforts. Unfortunately, conventional approaches to motor vehicle safety such as that used in competitive race vehicles suffers from the shortcoming that the securing devices can be bulky and unwieldy, causing unnecessary delay and possibly entrapment in an attempt to remove the securing device in an exigent situation. Such unwieldiness may also discourage usage altogether. Problems that have been recognized about conventional approaches using fixed, rigid restraints include that such devices impede exiting the car in an emergency and removing such a device is nearly impossible when entrapped in the vehicle. Further, due to the interconnected system of the helmet and device, a distressed driver may simply remove the helmet and device together, effectively nullifying the protection afforded by the helmet against fire and fumes. Accordingly, configurations disclosed herein substantially overcome the shortcomings of conventional restraints by providing a restraint device for the head and neck region that quickly disengages frontal wings from a headpiece back to permit exiting or extraction from a vehicle.

BRIEF DESCRIPTION OF THE DRAWINGS

The foregoing and other objects, features and advantages of the invention will be apparent from the following description of particular embodiments of the invention, as illustrated in the accompanying drawings in which like reference characters refer to the same parts throughout the different views. The drawings are not necessarily to scale, emphasis instead being placed upon illustrating the principles of the invention.

FIG. 1a shows a context view of a conventional approach to motorsports safety;

FIG. 1b shows a perspective view of a configuration suitable for use in the context of FIG. 1 a;

FIG. 1c shows an assembled view of the configuration of FIG. 1 b;

FIG. 2 shows a frame for the headpiece of FIG. 1 b;

FIG. 3 shows a frame of the wing of FIG. 1 b;

FIG. 4 shows an interconnection between the headpiece and wings of FIGS. 2 and 3;

FIG. 5 shows attached couplings in the interconnection of FIG. 4;

FIG. 6 shows a transparent perspective view of the coupling of FIG. 5;

FIG. 7 shows a top transparent view of the coupling of FIG. 5;

FIG. 8 shows an alternate linkage for the coupling of FIG. 5;

FIG. 9 shows another alternate linkage for the coupling of FIG. 5;

FIG. 10 shows a further alternate linkage for the coupling of FIG. 5; and

FIG. 11 shows an additional coupling design as in FIG. 5

DETAILED DESCRIPTION

Conventional approaches to motorsports safety generally attempt to limit sudden and forceful movement exhibited against the driver in crash impact situations. Often, this includes restraining the driver to the vehicle such that the vehicle absorbs the bulk of the impact force. Conventional approaches include a so-called Head and Neck Safety (HANS) device, which has played an instrumental role in the racing world by reducing the overall number of injuries in competition. This conventional device employs a rigid device placed over the neck with appendages passing across the chest and around the back of the skull. However, such conventional devices have been known to inhibit drivers from exiting the car in emergencies as it can become entangled in the window nets, roll cages, or the ground depending on the orientation of the car. Generally, such impediments occur due to the inability to remove the HANS device while wearing a standard racing helmet
The restraint device as disclosed further below comprises part of a safety harness system commonly employed in competition motor vehicle racing. The disclosed restraint device is a detachable head and neck restraint that secures the neck and shoulder region of an operator during sudden deceleration such as an automotive race crash. The head and neck restraint includes wings extending over the shoulders and front torso of the wearer and detachably engaged to a headpiece frame secured to the vehicle by a belted harness and optionally other attachments. The detachable engagement absorbs forces typically associated with sudden deceleration of a race crash, yet allows selective detachment via a strap or cord to afford a timely exit of the head and neck restraint following a deployment event such as a crash. The detachment mechanism may be operable solely by the driver, such that quick disengagement and exit of the vehicle is achieved prior to assistance by emergency crews, in the event of fire or other exigent threat. In this manner, the disclosed approach provides a head and neck restraint that restrains the head and neck region against injury, yet is able to be removed easily while wearing a helmet to facilitate exiting from car in an emergency
FIG. 1a shows a context view of a conventional approach to motorsports safety. Referring to FIG. 1, a prior art safety system for motorsports such as auto racing includes a helmet 10 tethered to a head support 20 by a linkage 22, such as a detachable strap. The head support 10 maintains a rigid connection to a torso support 30 resting over the upper torso 12 of a wearer (driver). The torso support 30 may include separate elongated members 30-1, 30-2 for extending along a frontal region of the upper torso. A neck passage 32 defines a region or void through which the head of the wearer passes when engaging or disengaging the device for use. A plurality of straps 40-1 . . . 40-5 (40 generally) further secures the torso support 30 against the wearer and is attached to the vehicle in which the wearer or driver is secured.
FIG. 1b shows a perspective view of a configuration suitable for use in the context of FIG. 1a . Referring to FIGS. 1a and 1b , a motorsports constraint 100 as disclosed herein includes a headpiece 110 adapted for selective attachment to detachable wings 120-1 . . . 120-2 (120 generally). The detachable wings 120 (wings) attach to the headpiece 110 via a coupling 150, which in the configuration shown includes one or more protrusions 152, such as dowels or pins, adapted to be received by receptacles 154 on the wings 120. The coupling 150 secures the wings 120 to the headpiece 110 for bracing the headpiece against a forward impact. The straps 40-1 . . . 40-5 generally define a 5 or 6 point harness securing the restraint via the wings 120-1, 120-2.
The headpiece 110 further includes a tether 112 with a clip 114 or other attachment suitable for securing the helmet 10 of the wearer. The constraint 100 and helmet 10 assembly is typically strapped around the wearer/driver by the straps 40, which define a multi-point belt or harness to form a safety harness assembly for securing the driver's head in a forward impact. In an example configuration, the frontal web 40 further includes a flexible belt having attachment to a vehicular safety cage at a plurality of restraint points. Typically, the belt is a 5 or 6 point belt attached to a safety cage structure surrounding the driver for withstanding an impact force, and the frontal web complements the restraint and helmet for securing the restraint against the upper torso so that the rigid headpiece mitigates the forward impact force on the attached helmet.
The safety harness assembly for restraining head movement of a wearer against impact based injury as disclosed herein includes one or more wings 120 adapted for frontal engagement with the wearer, and a headpiece 110 adapted to restrain the wearer via a coupling to the helmet 10. The coupling 150 is for detachably engaging the wings 120 to the headpiece 110, and is adapted for withstanding a force generated by the impact, yet is selectively detachable by maintaining attachment to the headpiece in response to the forward impact, and subsequently detaching responsive to a release motion or movement by the wearer.
FIG. 1c shows an assembled view of the configuration of FIG. 1b . Referring to FIGS. 1b and 1c , the molded and/or padded wings 120 join to the molded/padded headpiece 110 via the coupling 150. The attached wings 120 form a tight seam 151 defined by the mating of the wings 120 to the headpiece 110. The helmet tether 112 extends through the padding/molding from a structure member 136 or other suitable frame member for maintaining attachment to the helmet 10 with the clip 114 or shackle while withstanding a frontal impact force. In an example arrangement, the wing 120 and the headpiece 110 further comprise a homogenous molding integrated with the coupling 150. Any suitable polymer or fiber-impregnated polymer or compound may be employed, such as carbon fiber, by having sufficient strength to withstand the impact force.
A continuous or homogeneous molding for the headpiece and wing mitigates labor intensity otherwise required for layering or applying a comfort surface to the frame. A method of molding the safety restraint 100 may include forming at least one wing 120 adapted for frontal engagement with the wearer, and forming a headpiece 110 adapted to restrain the head/helmet 10 of the wearer. The molding operation integrates the formed headpiece 110 and wing 120 with a coupling 150 for detachably engaging the wings 120 to the headpiece 110, such that the coupling 150 is adapted for withstanding a force generated by a frontal impact of a vehicle. The coupling 150 maintains attachment to the headpiece 110 in response to the forward impact, and is responsive to a release mechanism for disengaging the wings 120 from the headpiece 110 subsequent to the frontal impact for allowing exit by the wearer from the vehicle. Expedient and unimpeded exiting or removal is particularly important in a motorsports environment where occasional crashes may result in fire or traumatic injury and mandated structural and safety designs can hinder rescue efforts.
FIG. 2 shows a frame 130 for the headpiece 110 of FIG. 1b . The headpiece 110 has structural integrity sufficient for restraining the forward movement of the helmet 10 and wearer's head in response to a forward impact, and may employ a rigid frame 130 or other suitable construction, such as a continuous or solid molding. Referring to FIGS. 1b and 2, a headpiece frame 130 includes upright supports 132 connected by transverse members 134. Transverse supports 136 further reinforce the upright supports 132. The coupling 150 to the wings 120 restrains the frame 130 via forces transferred through the coupling 150 to the wings 120, secured in place between the wearer and the straps 40.
The wings 120 are adapted for communication with a frontal web configured for encircling a torso of the wearer for exerting a counterforce in response to a forward impact. The frontal web is defined by a network of straps 40, sometimes referred to as a “seat belt,” for securing the wings for maintaining the headpiece upright against the frontal impact via force transferred through the coupling 150. The wings 120 and the integrated coupling 150 are adapted to maintain rigidity in response to the impact force, in which the headpiece 110 has an attachment to a helmet 10 for restraining the helmet 10 against the impact force.
A plurality of protrusion joint blocks 138-1 . . . 138-2 (138 generally) define a headpiece side of the coupling 150, and include mating surfaces 160-1 . . . 160-2 (160 generally) for attachment to a corresponding side of the coupling. In the example arrangement of FIG. 2, the mating surface 160 includes the protrusions 152, however alternate mating surfaces are disclosed below in FIGS. 8-10.
In the examples shown herein, the coupling 150 further includes the protrusion 152 or other load bearing member configured to engage a corresponding receptacle on an opposed surface of the wing 120, and a release mechanism, discussed further below, for disengaging the wings 120 from the headpiece 110. The release mechanism is responsive to a release control operable to commence disengagement of the wings 120 from the headpiece 110 to facilitate exiting or removal of the driver from the vehicle. In the example herein, the load bearing member further comprises a plurality of dowels (protrusions 152) adapted to engage a corresponding receptacle on an opposed wing or headpiece.
The protrusions 152 are arranged in-line so as to avoid imparting a rotational capability to the wings 120, as might be possible with a single round protrusion 152. Alternate protrusion shapes may include rectangular mortise-and-tenon construction, or other shape (hex, square) that provides rotation resistance for avoiding a tendency of the headpiece 110 to rotate forward relative to the wings 120 in response to a forward impact. For ease of comfort and wearing, the rigid frame 130 is typically encapsulated or molded in a resilient or cushioning exterior.
FIG. 3 shows a frame of the wing of FIG. 1b . Referring to FIGS. 1b , 2 and 3, a frame 140 for the wing 120 includes elongated curved members 142-1 . . . 142-2 (142 generally) for extending from a shoulder of the wearer down over the upper torso. A receptacle joint block 148-1 (and 148-2 for an opposed left side, 148 generally) has the receptacles 154 configured to receive the corresponding protrusions 152 from the protrusion joint blocks 138, thereby defining mating surface 160′-1 (160, generally), having a complementary contour to the mating surface 160, due to the corresponding protrusions 152 and receptacles 154. The example coupling 150 therefore comprises a plurality of opposed mating surfaces 160, 160′, such that the opposed mating surfaces have complementary structures for securing the wings to the headpiece by a flush engagement of the opposed mating surfaces.
FIG. 4 shows an interconnection between the headpiece and wings of FIGS. 2 and 3. Referring to FIGS. 2-4, the coupling 150 includes the opposed mating surfaces 160, 160′ of the protrusion joint block 138 and the receptacle joint block 148, respectively. The mating surfaces 160, 160′ may employ any suitable attachment or linkage for securing the wings 120 and headpiece 110 in fixed communication, however in the configuration of FIG. 4, the protrusions 152 align with corresponding receptacles 154, as shown by dotted lines 158.
FIG. 5 shows attached couplings in the interconnection of FIG. 4. Referring to FIGS. 4 and 5, the mating surfaces 160 and 160′ meet in a flush arrangement to define the attached coupling 150 between the wings 120 and each side of the headpiece 110. The coupling maintains the protrusion joint block 138 and receptacle joint block 148 in a fixed arrangement for withstanding a forward impact force. Further, the protrusion 152 and corresponding receptacle 154 may be disposed on either side of the opposed mating surfaces 160, 160′.
A locking pin 165 engages a locking shaft 170 or other suitable securing mechanism for resiliently fixing the coupling 150 and preventing unintended separation of the joint blocks 138, 148. The locking pin 165 is non-load bearing for merely securing the protrusions 152 with the receptacles 154, and includes a spring-loaded or resilient member 162 for engaging a detent 172 in the locking shaft 170. The locking shaft 170 is an extended aperture aligned between the joint blocks 138, 148, and retains the locking pin 165 via forces exerted by the spring-loaded member 162 and a lip 164 larger than a diameter of the locking shaft 170 for securing the joint block 148. The locking pin 165 is attached to a tether 166 for permitting operator/wearer withdrawal of the locking pin 165 to disengage the joint blocks 138, 148 and release the wings 120 from the headpiece 110.
In particular configurations, therefore, the release mechanism may be a detent 172 secured shaft or member transgressing the headpiece 110 and each wing 120 in a direction unopposed from the impact force. The release mechanism may include a release pin 165 passing through a bore in each of the wings 120 and through a corresponding bore in the headpiece 110, such that the corresponding bores being aligned when the wings engage the headpiece.
The release mechanism maintains the wings 120 and headpiece 110 in fixed engagement pending an impact, and is thereafter quickly disengageable as it may need to permit separation by an injured or partially immobilized driver. The release control is activated by a manual action such as a hand pull (tether), or other suitable action such as a button or lever. In the example shown, the release control comprises a detent 172 secured member or pin 165 responsive to an extraction force exerted in a predetermined direction, in which the extraction force is sufficient to overcome a resistance of the detent 172, such as a tether 166 pulled by the driver.
Since the close confines of a competition vehicle afford little side clearance, a driver typically has greater clearance in the forward facing direction. Accordingly, in a particular configuration, the predetermined direction for pulling the tether 166 is forward from the wearer, and the detent secured member (pin 165) is responsive to a tether 166 disposed in the predetermined direction.
The locking pin 165 may take alternate forms and/or orientations. The locking pin 165 may be disposed through a front facing locking shaft 170, for permitting the wearer to extract the locking pin 165 via a forward motion, rather than a sideway pulling. A forward motion may be easier in a narrow cockpit of a race car or if crash damage limits a range of sideways movement, for example. Another alternate configuration may include an exterior latch on the surface of the joint blocks 138, 148 having a latch engage a slot or lip on the opposed joint block 138, 148. Alternate configurations may employ a variety of release controls, such as electromagnetic, magnetic, hydraulic, pneumatic or fluidic based separation forces, for disposing or forcing the wings 120 out of engagement with the headpiece 110.
FIG. 6 shows a transparent perspective view of the coupling of FIG. 5. Referring to FIGS. 5 and 6, the protrusions 152 are shown engaged with the receptacles 154, thus fixing the attachment of the protrusion joint block 138-1 with the receptacle joint block 148-1 to define the attached coupling 150.
FIG. 7 shows a top transparent view of the coupling of FIG. 5. Referring to FIGS. 5 and 7, the protrusions 152 engage the receptacles 154 by an insertion depth sufficient to avoid shearing of the protrusions 152 from a frontal impact. The receptacle joint block 148 likewise has sufficient mass to resist fracture or failure by the force needed to retain the protrusion 152 against a frontal impact.
FIG. 8 shows an alternate linkage for the coupling of FIG. 5. As indicated above, a variety of suitable linkages may provide the mating surfaces 160, 160′ with sufficient attachment force to resist a frontal impact. Referring to FIG. 8, a mortise 180 and tenon 182 employ a stepped structure of multiple levels 184-1 . . . 184-2 (184 generally) for vertical alignment of the joint blocks 148′, 138′. A dovetail shape to the tenon 182 provides a locking feature against outward force when engaged with the corresponding mortise 180.
FIG. 9 shows a curved “dog bone” shape for corresponding protrusions 152′ and receptacles 154′, and also exhibit a plurality of levels 184. FIG. 10 shows another alternate linkage for the coupling of FIG. 5, having a rotated “dog bone” slot receptacle 154″ for receiving a correspondingly shaped protrusion 152″.
FIG. 11 shows an additional coupling design as in FIG. 5. Referring to FIGS. 4, 5 and 11, the joint blocks 138, 148 include an upward extension 190 for encasing the front facing locking shaft 170. Upon engagement of the mating surfaces 160, 160′, and insertion of the protrusions 152 into the corresponding receptacles 154, both portions of the locking shaft 170 align for insertion of the locking pin 165. Since the shaft 170 opens toward the front, a tethered locking pin 165 may be withdrawn from a forward motion.
While the system and methods defined herein have been particularly shown and described with references to embodiments thereof, it will be understood by those skilled in the art that various changes in form and details may be made therein without departing from the scope of the invention encompassed by the appended claims.

Claims

What is claimed is:

1. In a safety harness assembly for restraining head movement of a wearer against impact based injury, a restraint comprising:

at least one wing adapted for frontal engagement with the wearer;

a headpiece adapted to restrain the wearer; and

a coupling for detachably engaging the wings to the headpiece, the coupling adapted for withstanding a force generated by the impact.

2. The restraint of claim 1 wherein the wing further comprises detachable wings, the coupling maintaining attachment to the headpiece in response to a forward impact.

3. The restraint of claim 2 wherein the coupling further comprises:

a load bearing member, the load bearing member configured to engage a corresponding receptacle;

a release mechanism for disengaging the wings from the headpiece; and

a release control operable to commence disengagement of the wings.

4. The restraint of claim 2 wherein the coupling further comprises a plurality of opposed mating surfaces, the opposed mating surfaces having complementary structures for securing the wings to the headpiece by a flush engagement of the opposed mating surfaces.

5. The restraint of claim 3 wherein the load bearing member further comprises at least one protrusion, the protrusion adapted to engage a corresponding receptacle on an opposed surface.

6. The restraint of claim 5 wherein the load bearing member further comprises a plurality of dowels adapted to engage a corresponding receptacle on an opposed wing or headpiece.

7. The restraint of claim 3 wherein the release mechanism is a detent secured member transgressing the headpiece and each wing in a direction unopposed from the impact force.

8. The restraint of claim 3 wherein the release mechanism comprises a release pin passing through a bore in each of the wings and through a corresponding bore in the headpiece, the corresponding bores being aligned when the wings engage the headpiece.

9. The restraint of claim 7 wherein release control comprises a detent secured member responsive to an extraction force exerted in a predetermined direction, the extraction force sufficient to overcome a resistance of the detent.

10. The restraint of claim 9 wherein the predetermined direction is forward from the wearer, and the detent secured member is responsive to a tether disposed in the predetermined direction.

11. The restraint of claim 3 wherein the release mechanism includes at least one of electromagnetic, magnetic, hydraulic, pneumatic or fluidic based separation forces.

12. The restraint of claim 2 wherein the wings are adapted for communication with a frontal web, the frontal web configured for encircling a torso of the wearer for exerting a counterforce in response to a forward impact, the frontal web securing the wings for maintaining the headpiece upright against the frontal impact via force transferred through the coupling.

13. The restraint of claim 2 wherein the wings and the coupling are adapted to maintain rigidity in response to the impact force, the headpiece having an attachment to a helmet for restraining the helmet against the impact force.

14. The restraint of claim 3 wherein the frontal web further comprises a flexible belt having attachment to a vehicular safety cage at a plurality of restraint points.

15. The restraint of claim 1 wherein the wing and the headpiece further comprise a homogenous molding integrated with the coupling.

16. A method of restraining a vehicle occupant against frontal impact injury, comprising:

attaching a helmet to a headpiece adapted to restrain the wearer;

engaging, with the headpiece, at least one wing adapted for frontal engagement with the wearer; and

securing the wings with a coupling for detachably engaging the wings to the headpiece, the coupling adapted for withstanding a force generated by the frontal impact and maintaining attachment to the headpiece in response to a forward impact,

the wings responsive to a release mechanism for disengaging the wings from the headpiece subsequent to the frontal impact.

17. The method of claim 16 wherein the coupling further comprises:

a release mechanism for disengaging the wings from the headpiece; and

a release control operable to commence disengagement of the wings.

18. The method of claim 17 wherein the coupling further comprises a plurality of opposed mating surfaces, the opposed mating surfaces having complementary structures for securing the wings to the headpiece by a flush engagement of the opposed mating surfaces.

19. The method of claim 16 wherein the release mechanism is a detent secured release pin transgressing the headpiece and each wing in a direction unopposed from the impact force, the release pin passing through a bore in each of the wings and through a corresponding bore in the headpiece, the corresponding bores being aligned when the wings engage the headpiece.

20. A method of molding a safety restraint, comprising

forming at least one wing adapted for frontal engagement with the wearer;

forming a headpiece adapted to restrain the wearer; and

integrating the formed headpiece and wing with a coupling for detachably engaging the wings to the headpiece, the coupling adapted for withstanding a force generated by a frontal impact of a vehicle,

the coupling maintaining attachment to the headpiece in response to the forward impact, and responsive to a release mechanism for disengaging the wings from the headpiece subsequent to the frontal impact.