GB2289615A - Combined head and neck protection system - Google Patents

Abstract

The system, for a racing car or aircraft, has a helmet 1 which is guided to adopt the most preferable head position for the user in lateral tilting plane and the forward tilting sense. A support for the weight of the helmet is provided by attachment to the surrounding structure of the racing car or aircraft. The helmet is mounted in a frame 2 connected at 3 to a backplate 4 releasably connected to a carriage 14 which cooperates with a curved track (15, Figs. 2 and 3) at the rear of the user. Shock absorbers 5 and 9 are provided. The helmet is assisted to move under guidance to the required position by an actuator (21) under the control of a computer system influenced by prevailing circumstances. A third plane of movement for the helmet permits limited head rotation. Total support of the helmet from associated structure enables helmets to accommodate auxiliary equipment and helmet improvements to take place without problems of supporting the entire weight. <IMAGE>

Description

hnprovements In Or Relating To Protective Headgear The present invention relates to protective headgear and more particularly to combined head and neck protective systems for use with racing cars or high speed aircraft for example.

Protection against impact damage to the head, brain or neck caused by loss of control leading to a collision with an obstruction is currently provided by a helmet. Protection for the body is provided by a body harness secured to the body or seat of the vehicle or aircraft.

Co-ordinated pro-active neck and head supports which may offer more than protection appear to have been largely overlooked.

The invention is particularly directed to protecting the head and brain from and even reducing brain and neck damage which the currently available reactive helmets have not been able to deal with. Apart from reducing brain damage due to the brain moving against the skull when high deceleration forces are experienced the present invention it is believed will reduce serious neck injuries.

At present there is no lateral protection for racing car drivers to reduce side way movement of the head. Raising the sides of the cockpit has been considered but aerodynamically this region is very sensitive to modifications of this type. The pro-active protective system according to the present invention requires no such structural modifications and by controlling head movements will in many cases be more effective.

The fairing behind the helmet in the case of a racing car is an example of associated structure which is referred to subsequently in this application. The precise associated structure for other forms of vehicle say of a fuselage of an aircraft depends on the proximity of the helmet and the availability of sufficient space in which to mount and house the protective device according to the present invention.

Neck supports or collars are also known for protecting the neck which are separate from the helmet and body harness. The combined head and neck support is concerned with dynamically positioning the head in the most favourable attitude should accidents occur for whatever reason leading to a collision with solid barriers.

Relative motion of the head with respect to the body of a driver may occur when "g" forces perhaps five times normal are experienced whether due to negotiating a bend, loss of steering or any sort of manoevre carried out by a driver or aircraft pilot as well as crashing into unforgiving barriers.

It is important to guide and restrain the head movements to reduce, as far as possible, sudden shocks before finally "cushioning" the head while the unforgiving structure resists further relative movement. Head turning from right to left is relatively unimportant in the case of a racing driver. A form of relative motion which it is believed very important to control and guide, is:a) lateral tilting and b) forward and backward motion.

Currently the weight of the helmet is borne by the neck muscles of the wearer. Helmet weight is extremely important apart from reducing strain, since the helmet weight may be increased 5 fold say in cornering. In addition the exceleration or deceleration of the helmet may itself damage the upper cervical vertebrae or brain. It may indeed be possible to design better helmets if the weight penalty could be overcome. This problem is particularly pronounced with aircraft pilots headgear which is required to carry ever increasing quantities of auxiliary equipment.

It is an object of the present invention to overcome the present disadvantages of headgear as previously referred to and to provide a protective dynamically controlled system for protecting and sometimes preventing damage to the head, the brain and the neck of users, before and after collisions.

Accordingly the invention provides in one aspect a combined head and neck protection system including a helmet, a support system for the helmet, attached to associated structure, means to releasably connect the support system to the said helmet, the support system also including a curved track whereby the helmet is guided along the track in at least one plane about a point below the helmet.

Conveniently the helmet is moved around the track in a non circular path so that the helmet is tilted to left and right of an upright position in at least one plane.

A carriage attached to the rear of the helmet is moved around the track by a hydraulic ram attached at one end to the associated structure and adapted to push the carriage to the limit of the track in one direction and pull the carriage to the limit in the opposite direction.

The movement of the carriage around the track by the hydraulic ram is preferably controlled by a computer responsive to a signal input received from a sensor dependent on the external and internal forces experienced by the helmet, or a computer programme of a practice lap around a given circuit. The hydraulic ram may be produced to provide a forgiving smooth action of controlled restraint particularly at the ends of the track and after starting to move from a central position.

Internal forces are produced by head movements within the helmet.

The helmet may be provided with additional support by a framework extending along the lower edge of the helmet to provide head access and over the top of the helmet, the framework being connected releasably to a backplate at the rear ofthe helmet.

Forward movement of the head in a naturally curved downwards direction may be assisted by shock absorbers pivotally attached to the frame and backplate permitting the helmet and frame to move forward from the backplate to dynamically cushion and forgivingly restrain excessive head forward movement due to rapid deceleration in an accident.

Two upper shock absorbers along the upper sides of the frame may have less restraining influence than two low shock absorbers along the lower sides of the frame, inducing the frame and helmet to move away from the backplate in a downwardly curved trajectory, and means to provide limited rotation of the helmet relative to the frame may be incorporated between an upper surface of the helmet and the frame and the lower edges ofthe helmet and the frame.

The invention will now be described by way of example with reference to the accompanying drawings in which.

Figure 1 shows diagrammatically a side view of helmet frame and part of the carriage.

Figure 2 shows a front view of the track supported within the fairing.

Figure 3 shows a rear view of the carriage, track and hydraulic ram or actuator and Figure 4 is a plan view ofthe carriage, track and actuator.

A helmet 1 is housed in a frame 2 so as to permit limited rotation of the helmet relative to the frame The frame 2 is attached by a connector 3 to a backplate 4. An upper shock absorber 5 is pivotably attached at one end 6 to the backplate and at the other end 7 to the forepart of the upper part of the frame 2. A lower shock absorber 9 is pivotably mounted at one end 10 in the backplate 4 and at the other end at 11 to the lower part of the frame 2. A similar pair of shock absorbers are provided for the other side of the helmet but not shown. The backplate 4 is attached with a clip 13 to the front part of the carriage 14. The clip 13 may be associated with some damping mechanism indicated at 13a to cushion vibration. A pin or roller is shown in part extending from the front part of the carriage 14. Further explanation of the carriage will be provided with reference to Figures 2 - 4.

Figure 2 shows a view of a track 15 in the form of curved slot in a panel 16 secured inside and across a fairing 17 at the rear of the driver, looking towards the rear of the vehicle. The panel 16 is an example of associated structure referred to in this specification. The track or slot 15 is not circular but perhaps approximates to follow a parabolic path, to naturally accommodate neck tilting. The trolley or carriage 14 is shown with a means 18 to connect with attachment means or clip 13 on the backplate 4. The attachment of the carriage 14 to the backplate 4 requires very secure fixing by the user but is releasable by the user, or automatically released or retracted in the event of a crash or accident. The mounting of the carriage 15 to the backplate 4 requires to resist twisting or movement of the carriage 14 with respect to the backplate.Thus slots or grooves and corresponding projections will be required as indicated at 19 which positively lock into engagement with co-operating features 20 on the backplate 10 as indicated in Figure 1. The backplate 4 position is indicated in broken line.

Figure 3 shows a rear view of the track and carriage system, an actuator 21 fixed at one end to the body ofthe vehicle at a point 22 say any convenient associated structure. The actuator 21 is in the form of a hydraulic piston and cylinder which can be extended to drive the carriage or trolley 14 around the track 15 in a direction shown by arrow A, from the natural control position. Movement of the trolley 14 in the opposite direction as shown by the arrow B is produced by shortening of the effective length of the actuator 21. More than one actuator may be required to push and pull the carriage 14 around the track but this arrangement is not shown in the drawings.

Figure 4 shows a plan view of the track and carriage together with the actuator and further details of the carriage 14. The carriage 14 comprises front and back members 23 and 24 separated by short cylinders or roller bearings 25 which guide the carriage round the track 15, driven by the actuator 21 in either direction from a natural central position. It is extremely important for the carriage and track combination to be rigid in the sense of not distorting.

In operation the control of the carriage 14 around the track is conveniently controlled as regards speed, extent of travel by a computer receiving a signal input from sensors, so that changing conditions including changes in "g" forces cause relative movement of the carriage and the attached helmet with respect to the track. This movement may be power assisted by the driver moving his head within the helmet or computer controlled when the computer has burnt the circuit.

Such computer control may also be applied to the shock absorber system connecting the frame and helmet to the backplate, to permit forward movement of the head during deceleration, before and after a collision on impact in a forward but curved gradually downward direction. The position of the helmet say on hitting a barrier or wall, will thus be controlled progressively in the forward or backward sense as well as the lateral tilting sense by movement of the carriage. Thus the head will be forgivingly tilted away from the obstruction in the lateral plane, to a controlled limit at a chosen speed, while under gradual restraint. Similarly forward movement of the helmet prior to automatic disengagement from the support, is also forgivingly guided, but restrained by the shock absorber system of the helmet in a suitable gradually curved downward direction.It is thus believed that the helmet and consequently the head can be placed in the most desirable and effective position before and after collision, or when high "g" deceleration forces are experienced by the drivers head, or in the case of an aircraft experienced by a pilot.

For example in a head on collision the frame will be automatically disengaged from the backplate with the head moving in a natural forward and downward curve, in a controlled and restrained manner.

With collisions involving an impact at say 450 to the axis of the vehicle the forward movement of the frame will be combined with a lateral tilting movement provided by the lateral movement of the carriage. These two movements will be controlled so that the resultant movement of the frame, and therefore the head, is in the same direction as an unrestrained head in the same circumstances, but in a controlled deceleration that should significantly reduce brain and neck injuries. The system will also prevent whiplash injuries.

Claims (10)

1. A combined head and neck protection system including a helmet, a support system for the helmet, attached to associated structure, means to releasably connect the support system to the said helmet, the support system also including a curved track whereby the helmet is guided along the track in at least one plane about a point below the helmet.

2. A combined head and neck protection system as claimed in Claim 1, in which the helmet is moved around the track in a non circular path so that the helmet is tilted to left and right of an upright position in at least one plane.

3. A combined head and neck protection system as claimed in Claim 1 or 2, in which a carriage is attached to the rear of the helmet is moved around the track by a hydraulic ram attached at one end to the associated structure and adapted to push the carriage to the limit of the track in one direction and pull the carriage to the limit in the opposite direction.

4. A combined head and neck protection system as claimed in any one of Claims 1-3, in which the helmet is moved around the track by a hydraulic ram attached at one end to the associated structure and adapted to push the carriage to the limit of the track in one direction and pull the carriage to the limit in the opposite direction.

5. A combined head and neck protection system as claimed in Claim 4, in which the hydraulic ram actuator is controlled by a computer responsive to a signal input received from a sensor dependant on external forces experienced by the helmet.

6. A combined head and neck protection system as claimed in anyone of the preceding claims, in which the helmet is provided with a framework, the helmet and framework being connected to a backplate via a shock absorber system permitting the helmet and frame to move forward under a given displacement force with respect to the backplate.

7. A combined head and neck protection system as claimed in Claim 6, in which there is provided two upper shock absorbers along the upper sides of the frame to offer less restraint than a lower pair of shock absorbers provided along the edges of the frame, whereby the frame and helmet are induced to move away from the backplate in a downwardly curved trajectory.

8. A combined head and neck protection system as claimed in Claim 7, in which the shock absorber system is controlled by a computer responsive to a signal input received from a sensor dependant on external forces experienced by the helmet and influenced by the computer associated with lateral tilting movements.

9. A combined head and neck protection system as claimed in any of Claims 6-8, in which means are provided between the frame and helmet to permit limited rotation of the helmet relative to the frame.

10. A combined head and neck protection system substantially as described with reference to Figures 1-4 of the accompanying drawings.