DEVICE FOR PROTECTING THE CERVICAL VERTEBRAE

Abstract

A device for protecting the cervical vertebrae, in sports motorcycle racing and car racing, includes elements suitable for opposing inertia forces due to strong accelerations whereto the individual is subject, prevents harmful stresses to the bony structure, in the normal performance of the races, and minimizes them in the event of an accident. The device includes a support structure, made substantially integral to the pilot's trunk, a helmet, and elements suitable for connecting the helmet to the support so as to restrict the mobility of the helmet with respect to the support, which include a ring element, or collar suitable for quickly connecting the helmet to the support structure, and obtaining a swivel coupling therewith, the reciprocal rotation between the helmet and the support taking place according to an axis that, in the zone of the cervical vertebrae, substantially coincides with the physiological axis of rotation of the cervical vertebrae.

Description

The present invention relates to a device for protecting the cervical vertebrae, for use in the field of sports motorcycle racing and car racing, said device being provided with means suitable for opposing the inertia forces due to the strong accelerations whereto the individual is subject, preventing harmful stresses to the bony structure, in the normal performance of the races, and minimizing them in the event of an accident.

It should be wished that said device may be used in the civil field by motorcyclists, since the main cause of death by accident is the breaking of cervical vertebrae. In car racing, the pilot is subject to accelerations that in ordinary conditions, could even exceed 6 g, whereas in the event of shocks due to accidents, said accelerations may reach much higher values, often higher than 30/40 g.

The helmet, which is a structure for protecting the head from shocks that may be undergone in the event of an accident, becomes a further risk factor for the cervical vertebrae, since due to its mass, when the pilot's body is subject to strong accelerations, both for the normal race performance and above all, in the event of an accident, it impresses stresses to the same vertebrae that add up to those due to the head's mass.

The stronger stresses are of course reached with Formula 1 cars, but also in secondary Formula races, in sports cars and prototypes, the stresses still are very intense. Particularly intense stresses are also reached in motocross races. Still quite intense stresses also occur with rally cars and modified production cars.

However, the stresses due to the normal racing performance become unimportant if compared to those that are reached in the event of an accident, especially in the case of fall from the motorcycles, and these stresses should be referred to for sizing means suitable for reducing damages in the event of an accident. However, said means should not prevent the pilot from performing his/her activity. In other words, a device that locks the head against a structure of the vehicle in an absolute manner would not be applicable since it would prevent the pilot from driving efficiently, even increasing the risk of an accident.

The accelerations the head is subject to during the normal performance of car racing essentially are longitudinal and transversal. The first ones occur during speed variations whereas the second ones occur during trajectory variations. When the actions of inertia forces due to said accelerations is oriented towards the back side of the vehicle, the reaction is due to the simple resting against the top part of the seat, whereas when said action is oriented towards the front side of the vehicle or it is crosswise, the reaction is due to straps that connect the helmet to parts that are made substantially integral to the vehicle structure.

In the case of Formula 1 cars and the like, transversal forces are well opposed by the vehicle structure itself, which offers a side support very close to the helmet. On the other hand, in modified production cars the side support is due to side tabs of the seat, which surround the pilot's helmet. However, this type of protections is not always usable since the additional safety structures this kind of cars is provided with under the regulations, often interfere with said tabs, which must therefore be removed.

In the case of motorcycles, the stresses are different since in curved sections of the track, due to the inclination of the vehicle and of the pilot, the resultant of the centrifugal force and of the weight force leads to a thrust that is perceived by the pilot as substantially directed downwards.

The above problem has solutions that are not completely satisfactory since with the prior art devices there are still considerable abnormal stresses of the bony structure, said stresses leading to a significant effort of the same pilot, during the races, and to high risks of fractures in the event of an accident.

A substantially stiff structure is known, shaped as an upturned U, which is secured to the pilot's body by the safety belts with five connection points, currently used in car racing, said structure acting as anchoring for straps, connected to the helmet, which reduce the head mobility. In the practice, the two legs of the upturned U are shaped so as to lie on the pilot's chest, so as to be locked by the brace belts that come from the top connections, whereas the part of the U that connects the two legs passes behind the pilot's neck, while providing the support for the head and the support for coupling straps that limit the helmet movement. This solution has the following drawbacks.

In the first place, the straps strongly limit the head mobility which, by the effect of the helmet friction with its support, tends to rotate around an axis parallel to the physiological one of the cervical vertebrae, but moved towards the back support of the same helmet. Moreover, in the event of an accident with strong longitudinal acceleration, the entire upturned U structure, subject to the action of the inertia force due to the head and helmet mass, tends to rest on the chest, pressing with the ends thereof strongly, really risking to fracture the ribs whereon said ends rest. A structure is also known that partially reduces the above drawbacks. Said structure provides the use of a stiff element, which is secured to the pilot's back by belts and which is finally blocked between the same back and the seat back, by the effect of the safety belts pulling. The top part of said structure acts as a support for the helmet and as a support for the constraining straps of the same helmet. In this case it is possible to rotate the head since the straps can slide relative to the support structure, locking when needed to oppose the side oscillation that occurs subsequent to a particularly strong crosswise acceleration. The tendency to the backward movement of the axis of rotation of the head, with abnormal stresses on the same vertebrae, remains. Also, the fact that the support structure is locked between the pilot's body and the seat back does not protect the same pilot from the risk of fractures, since due to the even little pliability of the constraints consisting of the safety belts, in case of front impact, the pilot's body tends to move away from the back, although moderately, said movement being nevertheless sufficient to release the support structure as needed for allowing a forward movement of the head, with consequent stress on the cervical vertebrae. Another drawback of the above devices consists in that subsequent to an accident, it is necessary to release the helmet from the straps to extract the pilot, which is not always easy in the agitated steps of first aid, especially if the car or part thereof has undergone deformations that may make it difficult to access the same straps. This aspect of the problem becomes especially important in the case of modified production cars since the pilot must be extracted from a closed compartment which worsens the operating conditions of the rescuers.

As regards motorcycle uses, the current suits are very effective because, even in the case of strong falls, the pilot undergoes minimal or even null damages.

However, the way in which the body impacts on the ground is very important since if the impact is such as to cause strong stresses to the cervical vertebrae, they are almost without protection.

The above devices are those currently, used, which have obtained the homologation by the major certifying entities. However, several patent applications have been filed over the years for devices suitable for protecting the cervical vertebrae, to prove the importance of safety in vehicle use, in particular for racing. Patents FR 2719747, U.S. Pat. No. 6,253,389, WO 97/05796 and WO 98/38880 describe safety devices for protecting the head and the neck. All of said devices comprise a sling, differing in the various cases, to be worn on the trunk, a helmet and connecting means between said helmet and said sling.

In the case of patent FR 2719747, said connecting means comprise an inflatable cushion contained between two rings, one integral to the helmet and the other to the sling, said rings being connected to each other also by tie rods suitable for limiting the reciprocal separation by the effect of the inflating pressure. The above device limits the head movement with respect to the trunk, but is not provided with means suitable for making the head rotations and inclinations occur according to axes that are physiologically compatible with the vertebral column anatomy.

In the case of U.S. Pat. No. 6,253,389, WO 97/05796 and WO 98/38880, said connecting means are substantially stiff and only allow the reciprocal rotation. In this case, the rotation of the cervical vertebrae according to the physiological axis is assured, provided that the device components are actually customized, but the fact that the head cannot be inclined prevents the practical use thereof.

A common element of said devices is their practical unusability since the pilot does not have the possibility of quickly wearing and taking off the helmet. Moreover, the sling is cumbersome and thus not easily compatible with the narrow spaces of the driving compartment of a racing car. For these reasons, the only devices used are those described above which use straps for limiting the head movements, despite the drawbacks mentioned above.

The present invention overcomes the above drawbacks proposing a device, according to claim 1, comprising a support structure, which is secured to the pilot's trunk, a helmet and means suitable for connecting the helmet to the support, so as to limit the helmet mobility with respect to the support, said device being characterised in that said means suitable for connecting the helmet to the support comprise an element suitable for being connected substantially integral with the helmet and for obtaining a connection with the support structure that ensures the necessary freedom of rotation of the head, as well as a good possibility of oscillation, said reciprocal rotation between helmet and support occurring according to an axis that in the zone of the cervical vertebrae, substantially coincides with the physiological axis of rotation of the same cervical vertebrae, but preventing said rotation and oscillation from exceeding the safety limits.

The concept actually used is that the protection devices for cervical vertebrae are provided with an element to be secured to the trunk and connecting means between said element and the helmet, however said means are easy and quick to use, and with very small overall dimensions. Actually, they combine the total protection offered by the devices described by FR 2719747, U.S. Pat. No. 6,253,389, WO 97/05796 and WO 98/38880 with the usage convenience of the devices that limit the head movements by straps.

The advantages of the invention therefore consist in both an improved comfort for the pilot, that can move his/her head almost freely, and in the improved efficacy in opposing the inertia forces. This occurs both in the standard performance of races and, above all, in the event of an accident. Of course, the possibility of rescuing the pilot in a more effective manner in the event of an accident is important too, as the pilot does not remain trapped in the protection device, as it happens in the cases described by the above patents.

It should be noted that said advantages are achieved in car uses, where a comparison with the prior art devices is possible. The same advantages are achieved in the case of motorcycle uses but a direct comparison with prior art devices is not possible as they do not protect the cervical vertebrae at all.

The invention shall now be described, by way of a non-limiting example, according to a preferred embodiment, with reference to the annexed figures, wherein:

FIGS. 1 and 2 show a side and a front view of a pilot wearing a protection device according to the invention;

FIGS. 3 and 4 respectively show a front cutaway view and a side view that show the connection between helmet and support structure;

FIGS. 5 and 6 show three orthogonal views of the support structure and of the connecting element between said structure and the helmet;

FIG. 7 shows a side view of the connection between helmet and support structure according to a first version;

FIG. 8 shows three orthogonal views of the connecting element between said support structure and the helmet, according to said first version;

FIGS. 9 (a, b) show the connection between helmet and support structure according to a second version;

FIG. 10 shows three orthogonal views of the connection between helmet and support structure according to a third version;

FIGS. 10 (a, b, c, d) show construction details of said third version.

With reference to FIGS. 1 to 4, reference numeral (1) denotes a safety device for protecting the cervical vertebrae according to the invention. Said device (1) essentially comprises a support structure (2), which is secured to the pilot's trunk, a helmet (3) and a collar element (4), which connects said helmet (3) to said support structure (2) allowing the reciprocal rotation of said helmet (3) with respect to said support (2), according to an axis (5) that, in the zone of the cervical vertebrae, substantially coincides with the physiological axis of rotation of the same cervical vertebrae. More in detail, said physiological axis is the axis around which the pilot's neck rotation spontaneously occurs when he/she is sitting on the seat, without any other constraints. FIG. 5 shows said support structure (2), which substantially comprises a stiff top part (20), whereon there are obtained means of connection to the helmet (3), through the collar (4), and a bottom part (21) which is fitted on the pilot's chest and which is secured to his/her body by the safety belts (6), which insert into special seats (22) obtained in the front part (23) of the structure (20). The locking of the support structure (2) to the pilot's chest or trunk is then completed by the fact that the back part (24) of the structure (20) remains locked between the seat back (not shown) and the same pilot's back.

The top part (20) of the support structure (2) forms a generally circular guide (25), which is open in the front part for inserting the neck inside said circular part (25). Said guide (25) lies on a plane (26) perpendicular to the physiological axis of rotation of the cervical vertebrae (5), said axis passing by the geometrical center of said circular guide (25).

After having worn the support structure (2) and the helmet (3), the pilot connects the helmet (3) to the structure (2) through said collar element (4), means for making such connection being provided on structure (2), helmet (3) and collar (4). In the practice, the collar (4) (FIG. 6) has a bottom edge (40) that inserts into the circular guide (25) obtained on the top part (20) of the support structure (2), there being provided a top edge (41), of said collar (4), which inserts into a groove (30) (FIG. 4) of said helmet (3).

In order to apply the collar (4) to the helmet (3) and to the support structure (2), said collar (4) is made in two halves connected by a hinge (42) that allows opening said collar (4) to insert the top edge (41) thereof into the groove (30) of the helmet (3), said collar (4) being tightened on the helmet (3) by a closing device (43), of the known type, located in a position diametrically opposite said hinge (42).

According to a preferred embodiment, the hinge (42) is located on the back side of the collar (4), whereas the closing device (43) is located on the front side of the collar (4). The top edge (41) of the collar (4) and the groove (30) of the helmet (3) are such as to make helmet (3) and collar (4) substantially integral, said integral connection being obtained also thanks to the helmet shape, with does not have a circular plan. The bottom edge (40) of the collar (4), on the other hand, inserts with clearance into the guide (25) of the support (2), said clearance allowing above all a reciprocal vertical movement of 20/30 mm, both for favoring the adjustment of the safety device (1) to the pilot's body, and for allowing oscillations in the vertical longitudinal and crosswise planes, respectively indicated by arrows a and [beta], as shown in FIGS. 3 and 4, as well as combinations of said two oscillations, the extent whereof is determined with biomechanics criteria. In general, the following vales may be indicated:

[alpha]=−15<[omicron]>++15<[omicron]>, [beta]=−10<[omicron]>++10[deg.].

As an alternative to the above, there may be also a certain clearance between helmet (3) and collar (4), for allowing the head oscillations. However, the reciprocal rotation may only be on the support structure (2), since the bottom edge of the helmet is not circular.

FIGS. 7 and 8 show a version (4a) of the connecting collar between support structure (2) and helmet (3).

Said collar (4a) is made of a flexible material, such as rubber cloth, and inserts with the bottom edge (40a) into a guide (25a) obtained on the top edge of the support structure (2) and with the top edge (41 a), into the groove (30) of the helmet (3).

Guide (25a) differs from guide (25), wherein the bottom edge (40) of the stiff collar (4) inserts, only in that it seats the bottom edge of the collar without clearance, whereas all of the other geometrical features are the same, in particular the plane (26) that remains perpendicular to the physiological axis (5) of rotation of the cervical vertebrae. According to said embodiment of the invention, the collar (4a) is locked onto the helmet (3), but it can rotate, with minimal or null clearance, with respect to the support structure (2), so as to allow the free rotation of the head. The sides of the flexible collar (4a) are bellow-wise so as to extend and allow vertical movements of the helmet (3), with respect to the support structure (2), for adjusting the safety device (1) to the pilot's body and for allowing the head oscillation in the vertical, longitudinal and crosswise planes, as well as combinations of said two oscillations.

According to a preferred embodiment, since the collar (4a) is flexible, it can be elastically deformed to be inserted onto the helmet. In this case, the back hinge is not required but only a closing device (43a) and a cut (44) of said collar (4a), said closing device (43a) being such as to clamp the top edge (41a) onto the groove (30) of the helmet (3) and at the same time, close the bottom edge (40a) onto the guide (25a) of the structure (2), allowing the free sliding relative thereto, for allowing and head rotation.

FIGS. 9 (a, b) show other means suitable for connecting said helmet (3) with said circular guide (25), obtained in the upper part (20) of support structure (20). Said means comprise some quickly operating clamps (60) fixed near the bottom edge of the helmet (3) which engage, with their bottom edge (61), said circular guide (25).

With a suitable clearance the rotation of the helmet (3) with respect to said circular guide (25) is allowed, according to the rotational physiological axis (5) of the cervical vertebrae and a suitable oscillation of the head in both longitudinal and transversal vertical planes, as well as any combination of said two oscillations. Said clearance will be determined by using the same criteria disclosed in the case of using collar (4). Said quickly operating clamps (60), for example three in number, are preferably provided with a safety system which prevents the opening not expressly operated of said clamp.

FIGS. 9 (a, b) show the device (1) according to the invention, with the clamps (60) open (FIG. 9a) and with the clamps (60) closed (FIG. 9b).

The safety device (1) for protecting the cervical vertebrae, as illustrated in FIGS. 1 to 9, is suitable for being used for car uses, since it forces the head to have an inclination, with respect to the dorsal column, suitable for sitting on a seat, said inclination being imposed by the shape of the connecting collar (4, 4a) and by the inclination of the groove (30) on the helmet (3), or by the length of the clamps (60). However, the safety device according to the invention may also be made suitable for motorcycle uses with a suitable design of the various components, which should take into account the different position taken by the pilot when he/she is mounted with respect to when he/she is sitting on a car seat.

In the practice, such safety device (not shown) shall allow a different inclination of the physiological axis of rotation of the cervical vertebrae with respect to the axis of the dorsal column. This may be obtained by selecting a suitable angle [gamma] formed by the top and bottom planes of the connecting element (24, 24a), in relation to the inclination of the groove (30) obtained on the helmet (3). A suitable selection of said angle [gamma] will in fact determine the correct position taken by the cervical column with respect to the dorsal column, said selection being made according to the biomechanics criteria. Of course, the axis of rotation (5) shall remain coincident with the physiological axis of rotation of the cervical vertebrae, in the new position they will take according to the motorcycle setup.

In this case, the support structure shall be secured to the pilot's trunk by belts or preferably, integrated in the safety suit or jacket already in use. However, the device as described and illustrated exhibits some drawbacks as bending the head forward would be prevented in the event of need. In sports uses, this could happen in the event of fall, whereas in routine uses this happens if the pilot sits on the saddle in erected position, for example for stretch his/her muscles or to pay the motorway toll.

Said drawback is overcome by the use of a collar (4b), shown in FIG. 10, which with the bottom edge (40b) thereof inserts into a groove (25b) obtained in the top part (20) of the support structure (2), whereas the connection with the helmet (3) takes place by the interposition of a plurality of hydraulic small cylinders (50a, 50b, 50c, 50d), for example four, preferably mounted on wheels (spherical hinges), so as to connect pins (51a, 51b, 51c, 51d) mounted on the collar (4b) to corresponding pins (52a, 52b, 52c, 52d) mounted on the helmet (3). The hydraulic small cylinders (50a, 50b, 50c, 50d) are hydraulically interconnected, as shown in the next FIGS. 1 and 12.

Recesses shall conveniently be made in the collar (4a) and/or in the helmet (3) to reduce the overall dimensions of the device.

The connection between bottom edge (40b) of the collar (4b) and groove (25b) of the support structure (2) is such that the possibility of rotating the head, with minimal or null clearance, around the physiological axis of rotation of the vertebrae.

The connection between collar (4b) and helmet (3) is such as to allow the variation of angles a and [beta], said variation being, especially for angle a, much wider than what may be obtained with only the clearance between the guide (25) and the bottom edge (41) of the collar (4), or through the deformability of the collar (4b). This is made possible by the fact that the relative movement between helmet (3) and support structure (2) is not substantially free, although within the limits imposed by the clearance between collar (4) and guide (25) or by the deformability of the collar (4a), but it is controlled by the small cylinders (50a, 50b, 50c, 50d), which have a shock absorbing effect on violent oscillations, as shall be better detailed hereinafter.

The control of the head movements, which leads to the variation of angles a and [beta], is obtained thanks to a suitable hydraulic connection of the small cylinders (50a, 50b, 50c, 50d).

As is seen in FIG. 1 1 a, the small cylinders in diametrically opposite positions are hydraulically interconnected. In particular, the small cylinder (50a) is hydraulically connected to the small cylinder (50c), whereas the small cylinder (50b) is hydraulically connected to the small cylinder (50d), said connections being obtained by hydraulically connecting the respective top chambers and the respective bottom chambers. ̂

In this way, when a cylinder extends, the hydraulically connected cylinder shortens up. The combination of various extensions and shortening allows the head to oscillate according to angles a and [beta]. Adding calibrated valves (53a, 53b), to the hydraulic circuit, the resulting effect is the introduction of a load loss that delays the movement of the pistons of said cylinders and thus, the head oscillation, with the advantage of limiting the relative accelerations.

FIG. 1 1 b shows the case where the head is bent forward. In this case, the back cylinders (50b, 50c) extend while the corresponding front small cylinders (50a, 50d) shorten up.

FIG. 1 1 c shows the case where the pilot inclines his/her head rightwards (left in the figure). In this case, the small cylinders on the right side (left in the FIG. 50c, 50d) shorten up while the corresponding small cylinders on the opposite side (50b, 50a) extend. FIG. 1 1 d shows the case where the pilot inclines his/her head leftwards (right in the figure). In this case, the small cylinders on the left side (right in the FIG. 50a, 50b) shorten up while the corresponding small cylinders on the opposite side (50d, 50c) extend.

The disclosed system comprise four small cylinders, nevertheless also six small cylinders can be used, hydraulically interconnecting the diametrically opposed small cylinders. In this way a more effective control of the oscillation of the pilot head is achieved, also if the complexity of the system increases.

If, subsequent to an accident, the pilot undergoes such a shock as to compress the helmet (3) against the support structure (2), the hydraulic interconnection is such as to make the small cylinders stiff, which would directly release the forces on the support structure (2) and thus, on the pilot's shoulders and trunk, protecting the cervical vertebrae.

The head oscillations obtained by the use of the small cylinders may be much wider than those obtained by a suitable clearance between collar and support structure. In fact, an excessive clearance between collar and support structure would lead to a much wide mobility of the head which, in the event of an accident, would undergo violent accelerations, not subject to dampening, as on the other hand occurs in the case of the small cylinders, thanks to the calibrated valves (53a, 53b) that introduce suitable load losses in the hydraulic circuits.

Gas small cylinders may be used as an alternative to the hydraulic small cylinders. According to another embodiment, the cylinders are not interconnected but the two chambers of the same cylinder are simply connected to one another, inserting a suitable load loss. A construction simplification is thus obtained, but the effects obtained by the interconnection are lost. In particular, in the case of a shock compressing the helmet (3) against the support structure (2), the stiffening effect would not be obtained.

According to a further embodiment, the fluid (liquid or gas) may be replaced by a viscoelastic body, for example a suitable elastomer, obtaining a further construction simplification.

The usefulness of the increased oscillation range is considerably higher in the case of motorcycle uses, wherein the range of positions taken by the pilot is much wider than in the case of car uses.

For an optimal adjustment of the device it is possible to introduce the adjustment of the small cylinder stem length, which may be easily obtained with known devices (not shown).

According to a preferred embodiment, collar (4a) may steadily be connected to the helmet (3). This may be obtained making the collar (4b) in two parts, articulated through a hinge (42b) and closed by a closing device (43b). In this way, opening the collar (4b) at the front, the collar points corresponding to the bottom ends (51 a, 51 b, 51 c, 51 d) of the small cylinders will move along trajectories lying on spherical surfaces with centre in the respective top ends (52a, 52b, 52c, 52d) of the same cylinders. Of course, the stem lengths of the small cylinders, which shall be mounted on spherical hinges, shall be suitably selected.

In the practice, opening the lock (43b), the collar will open up while performing a rotation upwards, allowing the head passage, said passage being favoured by shaping the bottom edge (40b) of the collar (4b) as indicated in FIG. 10.

As is clear from the above description, the safety device according to the invention allows an almost free rotation of the head and a limited oscillation of the same head in the vertical planes, said limitation of the oscillation being suitable for protecting the cervical vertebrae from excessive deformations that could impair the integrity thereof. The invention has been described in detail, by way of a non-limiting example, according to a preferred embodiment. The man skilled in the art may find many other embodiments, all falling within the scope of protection of the following claims.

Claims

1. Device for protecting the cervical vertebrae, for use mainly in the field of sports motorcycle racing and car racing, of the type comprising a support structure (2), made substantially integral to the pilot's trunk, a helmet (3), and means suitable for connecting said helmet (3) to said support (2), so as to restrict the mobility of said helmet (3) with respect to said support (2), characterized in that said means suitable for connecting said helmet (3) to said support (2), so as to restrict the mobility of said helmet (3) with respect to said support (2), comprise an element (4, 4a, 4b, 60), suitable for quickly connecting said helmet (3) to said support structure (2), first means being provided suitable for obtaining a swivel coupling between said element (4, 4a, 4b, 60) and said support structure (2) and second means suitable for connecting said element (4, 4a, 4b, 60) with said helmet (3), the mutual rotation between said helmet (3) and said support (2) taking place according to an axis (5) that, in the zone of cervical vertebrae, substantially coincides with the physiological axis of rotation of said cervical vertebrae.

2. Device for protecting the cervical vertebrae, according to claim 1, characterized in that said first means, suitable for obtaining a swivel coupling between said element (4, 4a, 4b, 60) and said support structure (2), comprise a bottom edge (40, 40a, 40b, 61) of said element (4, 4a, 4b, 60) that inserts into a circular guide (25, 25a, 25b) obtained on the top part (20) of the support structure (2).

3. Device for protecting the cervical vertebrae, according to claim 2, characterized in that said bottom edge (40) of said element (4, 60) inserts with clearance in said guide (25) of said support structure (2), so as to allow the oscillation of the pilot's head according to vertical, longitudinal and crosswise planes, as well as any combination of said two oscillations.

4. Device for protecting the cervical vertebrae, according to claim 2, characterized in that said element (4, 4a, 4b), suitable for quickly connecting said helmet (3), comprise a collar (4, 4a, 4b) which engage with its bottom edge (40, 40a, 40b) said circular guide (25).

5. Device for protecting the cervical vertebrae, according to claim 4, characterized in that said second means, suitable for connecting said collar (4, 4a) to said helmet (3) comprise a top edge (41, 41 a), of said collar (4, 4a), that inserts into a groove (30) of said helmet (3).

6. Device for protecting the cervical vertebrae, according to claim 5, characterized in that said top edge (41), of said collar (4), inserts with clearance in said groove (30) of said helmet (3), so as to allow a reciprocal movement between said collar (4) and said helmet (3).

7. Device for protecting the cervical vertebrae, according to claim 3, characterized in that said element (60), suitable for quickly connecting said helmet (3), comprise a plurality of quickly operating clamps (60), which engage, with their bottom edge (61), said circular guide (25), said clamps (60) being fixed near the bottom edge of the helmet (3).

8. Device for protecting the cervical vertebrae, according to claim 7, characterized in that said quickly operating clamps (60) are provided with a safety system which prevents the opening not expressly operated of said clamps.

9. Device for protecting the cervical vertebrae, according to claim 1, characterized in that said second means, suitable for connecting said collar (4b) to said helmet (3) comprise a plurality of small cylinders (50a, 50b, 50c, 50d) which link pins (51 a, 51 b, 51 c, 51 d), which are integral to said collar (4b), to corresponding pins (52a, 52b, 52c, 52d), integral to said helmet (3), said small cylinders (50a, 50b, 50c, 50d) allowing reciprocal movements of the helmet (3) with respect to the collar (4b), means being provided suitable for dampening said reciprocal movements of the helmet (3) with respect to the collar (4b).

10. Device for protecting the cervical vertebrae, according to claim 9, characterized in that said small cylinders (50a, 50b, 50c, 50d) are hydraulic or pneumatic.

11. Device for protecting the cervical vertebrae, according to claim 10, characterized in that said small cylinders (50a, 50b, 50c, 50d) are interconnected, said connections being obtained by connecting the respective top chambers and the respective bottom chambers of the small cylinders which are located in diametrically opposed positions to one another, so that when one of said small cylinders stretches, the diametrically opposed small cylinders shortens and vice versa, thus allowing the oscillation of the pilot's head in the vertical, longitudinal and crosswise planes, as well as any combination of said two oscillations.

12. Device for protecting the cervical vertebrae, according to claim 10, characterized in that the top chambers of said small cylinders (50a, 50b, 50c, 50d) are connected with the corresponding bottom chambers.

13. Device for protecting the cervical vertebrae, according to claim 12, characterized in that said means, suitable for dampening the reciprocal movement of the helmet (3) with respect to the collar (4b) comprise calibrated valves (53a, 53b) inserted in the circuit connecting the chambers of said small cylinders (50a, 50b, 50c, 50d), said valves (53a, 53b) being suitable for introducing load losses, which hinder the movement of the fluid in the circuit, slowing the movement of the pistons of said small cylinders (50a, 50b, 50c, 50d).

14. Device for protecting the cervical vertebrae, according to claim 9, characterized in that said means, suitable for dampening the reciprocal movements of the helmet (3) with respect to the collar (4b), comprise viscoelastic solid bodies.

15. Device for protecting the cervical vertebrae, according to claim 12, characterized in that said small cylinders (50a, 50b, 50c, 50d) which connect said pins (51 a, 51 b, 51 c, 51 d), integral to said collar (4b), with said corresponding pins (52a, 52b, 52c, 52d), integral to said helmet (3) are mounted on spherical hinges.

16. Device for protecting the cervical vertebrae, according to claim 15, characterized in that the rods of said small cylinders (50a, 50b, 50c, 50d) are adjustable in length to adjust the distance of the helmet (3) from the support structure (2) on the pilot's sizes.

17. Device for protecting the cervical vertebrae, according to at least claim 1, characterized in that said collar (4, 4b) is stiff and is made in two halves, articulated to each other, so as to be fitted on said guide (25, 25b) of said support structure (2) and connected to said helmet (3), there being provided closing means (43, 43b) suitable for maintaining said collar (4, 4b) closed on said support structure (2).

18. Device for protecting the cervical vertebrae, according to claim 17, characterized in that said closing means (43) keep said collar (4) tightened on said helmet (3).

19. Device for protecting the cervical vertebrae, according to at least claim 1, characterized in that said collar (4a) is flexible and is provided with a cut (44), so as to be opened and fitted on said guide (25a) of said support structure (2) and on said groove (30) of said helmet (3), there being provided closing means (43a) suitable for keeping said collar (4a) closed on said helmet (3) and said support structure (2), the opening of said collar (4a) occurring through the deformation of said collar (4a).

20. Device for protecting the cervical vertebrae, according to claim 19, characterized in that the sides of said collar (4a) are bellow shaped so as to extend, thus allowing the oscillation of the pilot's head in the vertical, longitudinal and crosswise planes, as well as any combination of said two oscillations.

21. Device for protecting the cervical vertebrae, according to claim 1, characterized in that said guide (25, 25a, 25b) of said support structure (2), has a generally circular shape and lies on a plane (26) perpendicular to the physiological axis of rotation of the cervical vertebrae (5), said axis passing by the geometrical center of said circular guide (25).

22. Device for protecting the cervical vertebrae, according to claim 21, characterized in that said generally circular guide (25, 25a, 25b) is open on the front side so that the pilot may insert his/her neck inside said circular part (25, 25a, 25b).

23. Device for protecting the cervical vertebrae, according to claim 1, characterized in that said means suitable for securing said support structure (2) on the pilot's trunk comprise a back part (24) of said structure (2) that covers the pilot's back, so as to remain blocked between the seat's back and the pilot's back.

24. Device for protecting the cervical vertebrae, according to claim 1, characterized in that said means suitable for securing said support structure (2) on the pilot's trunk comprise safety belts (6).

25. Device for protecting the cervical vertebrae, according to claim 1, characterized in that said means suitable for securing said support structure (2) on the pilot's trunk comprise belts that directly tighten said support structure (2) to the pilot's trunk.

26. Device for protecting the cervical vertebrae, according to claim 1, characterized in that said means suitable for securing said support structure (2) on the pilot's trunk comprise the fact that said support structure (2) is integrated in a safety suit or jacket.

27. Device for protecting the cervical vertebrae, according to claim 1, characterized in that the top and bottom planes of said connecting element (24, 24a), in relation to the inclination of the groove (30) obtained on the helmet (3), form an angle γ, suitable for determining the correct position the cervical column must take with respect to the dorsal column, in relation to the car or motorcycle use of said device (1) for protecting the cervical vertebrae.