ENERGY DISSIPATING BREAKAWAY ASSEMBLY FOR PROTECTIVE HELMET
A protective helmet, which includes a motion restrictor device, is disclosed. The device includes a strut having a pair of relatively moveable strut members. One of the strut members is associated with the helmet, and the other strut member is associated a harness assembly. The device also includes a brake assembly, with the assembly providing a plurality of arrest rates. Each of the arrests rates corresponds with a rate of relative motion (or acceleration) and a corresponding force experienced between the pair of strut members.
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This application claims the priority benefit of U.S. Provisional Application Ser. No. 61/596,964, filed Feb. 9, 2012, entitled ENERGY DISSIPATING BREAKAWAY ASSEMBLY FOR PROTECTIVE HELMET, which is hereby incorporated in its entirety by reference herein.
BACKGROUND OF THE INVENTION1. Field of the Invention
The invention relates generally to a protective helmet and a motion restrictor device adapted for use with a protective helmet.
2. Description of the Related Art
Various activities, such as snowmobile riding, lacrosse, hockey, motocross, supercross, motorcycle riding, automobile racing, go-cart riding, automobile racing, snowboarding, snowskiing, aircraft flying, bicycle riding, pole vaulting and contact sports and in particular the sport of football, require the use of helmets to attempt to protect participants from injury to their heads due to impact forces that may be sustained during such activities. Various types of helmets have been in use in the sport of football, ever since individuals began wearing helmets to attempt to protect their heads many years ago. Typically, these helmets have included: an outer shell, generally made of an appropriate plastic material, having the requisite strength and durability characteristics to enable them to be used in the sport of football; some type of shock absorbing liner within the shell; a face guard; and a chin protector, or chin strap, that fits snugly about the chin of the wearer of the helmet, in order to secure the helmet to the wearer's head, as are all known in the art.
In an attempt to minimize cervical spine injuries, such as football-related cervical spine injuries, various protective helmets, such as football helmets have been suggested which include some structure to secure the helmet to the shoulder pads worn by the football player. In general, most of the previously proposed football helmets suffer from various disadvantages resulting from: the bulkiness and/or unwieldy nature of the components utilized with the helmet; inadequate support of the helmet with respect to the shoulder pads; and not having the ability to substantially restrict, or prevent, relative motion between the helmet and the player's shoulders. In general, the cervical spine injuries suffered by football players are caused by axial loading of the cervical spine, or the application of a compressive force upon the spine in a direction generally parallel to the longitudinal axis of the football player's spine. Thus, the rules of football were modified in 1976 by the National Collegiate Athletic Association and the National Federation of State High School Athletic Associations to ban “spearing” of an opposing player by a player utilizing his football helmet. Those rule changes have reduced the number of cervical spine injuries in the sport of football, but every year there are still a number of these types of injuries, which may have a catastrophic impact upon the player suffering such an injury. The football player typically goes from being an active, healthy teenager or young adult to a quadriplegic, dependent upon others for even the most basic of human bodily functions. These former players may endure a life of limited mobility, potentially limited experiences, recurrent infections, and a potentially shortened life span. Millions of dollars in health care related costs are expended in treatment and care of these individuals, and in addition each affected family suffers an emotional and psychological toll resulting from such injury.
While the intentional offensive use of a football helmet to butt or spear the player's opponent is many times the cause of a cervical spine injury, many of these injuries resulting from an axial load upon the player's spine, occur when a player is tackling an opponent with his head unintentionally lowered. While tackling techniques are widely taught in high schools across the nation, a player's natural reflex is to drop his head at the point of contact, rather than to watch the collision occur a few inches from his face as the opponent's body may strike the tackler's facemask.
The normal lordotic curve of the cervical spine is believed to be a protective mechanism, because the cervical spine is able to dissipate a blow to the head by hyper-extending without injury. It is believed that when the lordotic curve is straightened, as may occur when a football player's head is lowered, this potential protective mechanism may be lost. If the axial load, or force, upon the top, or crown, of a player's head is large enough, the disruption of the ligaments of the cervical spine, or even a burst fracture of the cervical vertebrae may occur as the energy is dissipated. These injuries may result in severe injury of the very fragile nerve tissue of the spinal cord, and paralysis may often result from the injury.
While it is the desire and goal that a football helmet, and other types of protective helmets, prevent injuries from occurring, it should be noted that as to the helmet of the present invention, due to the nature of the sport of football in particular, no protective equipment or helmet can completely, totally prevent injuries to those individuals playing the sport of football or wearing any protective helmet. It should be further noted that no protective equipment can completely prevent injuries to a player, if the football player uses his football helmet in an improper manner, such as to butt, ram, or spear an opposing player, which is in violation of the rules of football. Improper use of a helmet to butt, ram, or spear an opposing player can result in severe head and/or neck injuries, paralysis, or death to the football player, as well as possible injury to the football player's opponent. No football helmet, or protective helmet, such as that of the present invention, can prevent head, chin, or neck injuries a football player might receive while participating in the sport of football. The helmet of the present invention is believed to offer protection to football players, but it is believed that no helmet can, or will ever, totally and completely prevent head, neck, or spine injuries to football players.
The protective helmet of the present invention and motion restrictor device for use with a protective helmet, when compared to previously proposed protective helmets and motion restrictor devices have the advantages of: being designed to attempt to protect a wearer of the helmet from injuries caused by an impact force striking the top, or crown, of the helmet and acceleration of the helmet beyond a safe threshold; not being bulky and unwieldy to wear, and difficult to use; provides a substantially complete free range of movement, within normal anatomic limits of head and neck movement, of the helmet until an impact force, beyond a predetermined amount, is applied to the top of the helmet or an acceleration of the helmet greater than a predetermined amount of or rate of acceleration is detected by an acceleration sensor; and, upon sustaining a force equal to, or greater than the predetermined amount, or an acceleration equal to or greater than the predetermined amount of acceleration or rate of acceleration, the motion restrictor device of the helmet locks to substantially prevent relative motion of the helmet with respect to the player wearing the helmet; at all times, even when there is no force on the helmet, hard stops or abutments are in place that limit the range of motion between the first and second ends of the at least one strut member and other abutments are in place that limit the range of motion of the hinging and pivoting connectors that connect the strut members to the helmet and similar abutments are also in place that limit the range of motion of the hinging and pivoting connectors that connect the strut members to the shoulder harness thus limiting the range of motion of the helmet and cervical spine protection device to the normal, non-injurious range of motion of the head and neck of the wearer and help prevent injuries related to hyper-flexion, lateral-flexion, hyper-extension and rotation of the head and neck beyond normal anatomic movement; the acceleration sensor use in the protective helmet also aids in attempting to prevent or reduce the severity of head and brain injury by substantially stopping head and neck movement with respect to the chest, back and shoulders of the individual wearing the protective helmet by locking the motion restrictor device of the helmet when a predetermined amount of acceleration or rate of acceleration of the helmet is exceeded.
SUMMARY OF EMBODIMENTS OF THE INVENTIONThe foregoing advantages are believed to have been achieved by the present protective helmet. Some embodiments of the present protective helmet may include: a shell having an upper wall, two side walls, and a back wall; a force sensor disposed adjacent the upper wall of the shell; an acceleration sensor disposed adjacent to the upper wall of the shell, however, the acceleration sensor alternatively can be disposed adjacent to any aspect of the helmet that is associated with the shell of the helmet; at least one strut member having first and second ends, the first end of the at least one strut member associated with one of the walls of the protective helmet and the second end of the at least one strut member is associated with a harness assembly; the at least one strut member permitting relative motion between the first and second ends of the at least one strut member; and a locking assembly associated with the at least one strut member, and the locking assembly, upon a predetermined force being sensed by the force sensor or upon a predetermined acceleration sensed by the acceleration sensor, having a first locked configuration stopping substantially all relative motion between the first and second ends of the at least one strut member, whereby the shell substantially does not move with respect to the at least one strut member and the predetermined force is substantially transferred from the shell, through the at least one strut member, and to the harness assembly. Another feature of an embodiment of the present invention is that the locking assembly has a second, unlocked configuration which permits relative motion between the first and second ends of the at least one strut member, and this unlocked configuration occurs when the predetermined force, being sensed by the force sensor, is removed, or when the rate of acceleration falls below a predetermined rate of acceleration.
Another feature of certain embodiments of the present invention is that the at least one strut member may comprise first and second tubular members, the first tubular member being telescopically received within the second tubular member for relative motion between the first and second tubular members. An additional feature is that the locking assembly may be disposed within the at least one strut member and may include at least one wedge member that is engageable with an interior wall surface of one of the tubular members to substantially prevent relative motion between the first and second tubular members. A further feature is that the locking assembly may be associated with the first tubular member, and the second tubular member may have a plurality of grooves formed in the interior wall surface of the second tubular member, and the at least one wedge member is engageable with at least one of the plurality groups.
Another aspect of the invention concerns a motion restrictor device for use with a protective helmet for an individual. The device may include a harness wearable by the helmet user and a strut assembly attached on one end to the helmet and on the other end to the harness. The assembly may include first and second elongated members shiftable with respect to one another in response to relative movement between the helmet and the harness. The device may further include a centrifugal brake assembly coupled to the first and second elongated members and responsive to a plurality of rates of movement between the helmet and the harness. The brake assembly may be operable to arrest relative movement of the first and second elongated member if the relative movement is less than a threshold value, and/or decelerate relative movement of the first and second elongated member if the threshold value is exceeded by at least partially fracturing so as to dissipate force exerted on the brake assembly.
Yet another aspect of the present invention concerns a method of restricting motion of a protective helmet worn by a user. The method may include the steps of linking the helmet to a portion of the user's torso by a coupling that comprises relatively shiftable first and second members. The first member may be affixed to the helmet and the second member may be connected to a portion of the user's torso so that, upon the occurrence of an injurious condition corresponding to injury to the head or spine of the user, relative movement between the first and second members is caused to be arrested at one of a plurality of arrest rates depending on whether the relative movement is greater or less than a threshold value.
Another feature of this aspect of certain embodiments is that an actuation system may be associated with the force sensor and the locking assembly, and the actuation system, upon a predetermined force being sensed by the force sensor, actuates the locking assembly to cause the at least one wedge member to engage the interior wall surface of one of the tubular members. The actuation system may include a hydraulic fluid passageway in fluid communication with the locking assembly, or alternatively, may include an electrical switch in electrical communication with the locking assembly. In addition to or instead of the force sensor, an acceleration sensor may be associated with the actuation system and locking assembly, and the actuation system, upon a predetermined amount of or rate of acceleration, sensed by the acceleration sensor, actuates the locking assembly in each of the at least one strut members to stop substantially all of the telescoping motion of one end relative to the other end of the at least one strut member.
An additional feature is that the first end of the at least one strut member may include a connection assembly connecting the first end of the at least one strut member to one of the walls of the protective helmet, the connection assembly including a rotatable and pivotable connector, whereby the first end of the at least one strut member may both rotate and pivot with respect to the wall of the protective helmet. An additional feature is that the second end of the at least one strut member may include a connection assembly connecting the second end of the at least one strut member to the harness assembly, the connection assembly including a rotatable and pivotable connector, whereby the second end of the at least one strut member may both rotate and pivot with respect to the harness assembly.
Another feature is that a strut member may be associated with each of the side walls and the back wall of the shell, with the first end of each strut member associated with the side walls being attached to each side wall at a location which substantially corresponds to an atlanto-occipital junction of a person wearing the protective helmet, and the first end of the strut member associated with the back wall of the shell may be attached intermediate the back wall at a location which substantially corresponds to the atlanto-occipital junction of the person wearing the protective helmet.
Another aspect of certain embodiments is a motion restrictor device adapted for use with a protective helmet having an upper wall, two side walls, and a back wall. The motion restrictor device may include: a force sensor adapted to be disposed adjacent the upper wall of the protective helmet; an acceleration sensor adapted to be disposed adjacent to one of the walls of the helmet or another aspect of the helmet that is connected to or moves with the shell of the helmet; at least one strut member having first and second ends, the first end of the least one strut member adapted to be associated with one of the walls of the protective helmet and the second end of the at least one strut member may be adapted to be associated with a harness assembly; the at least one strut member permits relative motion between the first and second ends of the at least one strut member; and a locking assembly associated with the at least one strut member, and the locking assembly, upon a predetermined force being sensed by the force sensor or a predetermined amount of acceleration or rate of acceleration being sensed by the acceleration sensor, having a first locked configuration stopping substantially all relative motion between the first and second ends of the at least one strut member. Another feature of this aspect of certain embodiments is that the locking assembly has a second, unlocked configuration that permits relative motion between the first and second ends of the at least one strut member, and this unlocked configuration occurs when the predetermined force, being sensed by the force sensor, is removed or the acceleration, sensed by the acceleration sensor, falls below the predetermined amount of or rate of acceleration. An additional feature is that the at least one strut member may comprise first and second tubular members, the first tubular member being telescopically received within the second tubular member for relative motion between the first and second tubular members. The locking assembly may be disposed within the at least one strut member and may include at least one wedge member that is engageable with an interior wall surface of one of the tubular members to substantially prevent relative motion between the first and second tubular members.
The locking assembly of certain embodiments may be associated with the first tubular member, and the second tubular member may have a plurality of grooves formed in the interior wall surface of the second tubular member, the at least one wedge member engageable with at least one of the plurality of grooves. An actuation system may be provided for the motion restrictor device, and it may be associated with the force sensor, and/or the acceleration sensor, and the locking assembly. The actuation system, upon a predetermined force being sensed by the force sensor or upon a predetermined amount of acceleration or rate of acceleration being sensed by the acceleration sensor, actuates the locking assembly to cause the at least one wedge member to engage the interior wall surface of one of the tubular members.
The present protective helmet when compared with previously proposed conventional helmets, is believed to have the advantages of: offering protection of the wearer of the helmet against injuries caused by impact forces exerted upon the top of the protective helmet, such as, for example, during the playing of the game of football or motorcycle sports; providing a motion restrictor device which is not bulky or unwieldy to wear or use, nor limits the movement of the helmet during normal activity except for limits, present at all times, that restrict head and neck flexion, extension, lateral flexion and rotational movement to normal, anatomic movement; and substantially locks the motion restrictor device to substantially prevent relative motion of the protective helmet with respect to the wearer of the protective helmet when a predetermined amount of force exerted on the helmet is exceeded, or a predetermined amount of acceleration or rate of acceleration in one or more planes of motion of the helmet is exceeded. The present protective helmet, when compared with previously proposed conventional helmets, is believed also to have the advantages of not requiring a full facial helmet as is required by some neck braces used in motorcycle sports that attempt to provide some cervical spine protection; and restricting the motion of the protective helmet by substantially locking the motion restrictor device with respect to the wearer of the protective helmet when a predetermined amount of force, or amount of acceleration or rate of acceleration in one or more planes of motion is exceeded.
Disclosed herein is a motion restrictor device adapted for use with a protective helmet, that includes an acceleration sensor adapted to be disposed in the protective helmet, a selectively reciprocating strut member connected on a first end to a protective helmet and connected to a harness assembly on a second end; and a locking assembly selectively operable in response to a threshold acceleration sensed by the acceleration sensor, having a first locked configuration stopping substantially all relative motion between the first and second ends of the at least one strut member. Optionally, upon the threshold acceleration being sensed by the acceleration sensor being reduced or removed, the locking assembly has a second, unlocked configuration permitting relative motion between the first and second ends of the at least one strut member.
The strut member may comprise first and second tubular members, the first tubular member being telescopically received within the second tubular member for relative motion between the first and second tubular members. The locking assembly may be disposed within the strut member. The locking assembly may include at least one wedge member engageable with a tubular member to substantially prevent relative motion between the first and second tubular members. The assembly may engage the tubular member on an interior wall surface.
The locking assembly is optionally associated with the first tubular member, and the second tubular member may include plurality of grooves formed in the interior wall surface of the second tubular member, the wedge member may be engageable with at least one of the plurality of grooves. Alternatively, an actuation system can be associated with the acceleration sensor and the locking assembly, the actuation system, upon a predetermined acceleration being sensed by the acceleration sensor, actuates the locking assembly to cause the at least one wedge member to engage the interior wall surface of one of the tubular members. Embodiment of the actuation system include, a hydraulic fluid passageway in fluid communication with the locking assembly and an electrical switch in electrical communication with the locking assembly.
The first end of the at least one strut member may include a connection assembly adapted to connect the first end of the at least one strut member to the protective helmet, the connection assembly including a rotatable and pivotable connector, whereby the first end of the at least one strut member may both rotate and pivot with respect to the wall of the protective helmet. The second end of the strut member can include a connection assembly adapted to connect the second end of the at least one strut member to the harness assembly, the connection assembly including a rotatable and pivotable connector, whereby the second end of the at least one strut member may both rotate and pivot with respect to the harness assembly.
Also optionally included is an abutment to limit the range of motion of the at least one strut member with respect to one of the walls of the protective helmet. The abutment may also limit the range of motion of the at least one strut member with respect to the harness assembly or can to limit the upward movement of the first end of the at least one strut member with respect to the second end of the at least one strut member, when the locking assembly is not in the first locked configuration.
Also disclosed herein is a protective helmet comprising a shell having an upper wall, two side walls, and a back wall; a acceleration sensor disposed adjacent the upper wall of the shell; at least one strut member having first and second ends, the first end of the at least one strut member is associated with one of the walls of the shell and the second end of the at least one strut member is associated with a harness assembly, the at least one strut member permitting relative motion between the first and second ends of the at least one strut member, and a locking assembly associated with the at least one strut member, the locking assembly, upon a predetermined acceleration being sensed by the acceleration sensor, having a first locked configuration stopping substantially all relative motion between the first and second ends of the at least one strut member, whereby the shell substantially does not move with respect to the at least one strut member and the predetermined acceleration is substantially transferred from the shell, through the at least one strut member, and to the harness assembly.
Optionally in this embodiment, the predetermined acceleration being sensed by the acceleration sensor being removed, the locking assembly has a second, unlocked configuration which permits relative motion between the first and second ends of the at least one strut member. The strut member may comprise first and second tubular members, the first tubular member being telescopically received within the second tubular member for relative motion between the first and second tubular members. The locking assembly is disposable within the at least one strut member, and includes at least one wedge member engageable with an interior wall surface of one of the tubular members to substantially prevent relative motion between the first and second tubular members. The locking assembly may be associated with the first tubular member, grooves may be formed in the interior wall surface of the second tubular member, the at least one wedge member engageable with a groove. An actuation system may be associated with the acceleration sensor and the locking assembly, the actuation system, upon a predetermined acceleration being sensed by the acceleration sensor, actuates the locking assembly to cause the at least one wedge member to engage the interior wall surface of one of the tubular members. The actuation system can include a hydraulic fluid passageway in fluid communication with the locking assembly and/or an electrical switch in electrical communication with the locking assembly.
The first end of the strut member can include a connection assembly connecting the first end of the at least one strut member to one of the walls of the protective helmet, the connection assembly including a rotatable and pivotable connector, whereby the first end of the at least one strut member may both rotate and pivot with respect to the wall of the protective helmet. The second end of the strut member may include a connection assembly connecting the second end of the at least one strut member to the harness assembly, the connection assembly including a rotatable and pivotable connector, whereby the second end of the at least one strut member may both rotate and pivot with respect to the harness assembly. A strut member may be associated with each of the side walls and the back wall of the shell, the first end of each strut member associated with the side walls being attached to each side wall at a location which substantially corresponds to an atlanto-occipital junction of a person wearing the protective helmet, and the first end of the strut member associated with the back wall of the shell being attached intermediate the back wall at a location which substantially corresponds to the atlanto-occipital junction of the person wearing the protective helmet. In an optional embodiment, three strut members are associated with the harness assembly, the harness assembly including three support portions, and two of the support portions are adapted to overlie a portion of a chest of a person wearing the protective helmet, and the third support portion is adapted to overlie a portion of a back of a person wearing the protective helmet, and the second ends of two of the strut members each being associated with one of the support portions overlying one of the portions of the chest, and the second end of the third strut member being associated with the third support portion.
An abutment can be included to limit the range of motion of the strut member with respect to one of the walls of the protective helmet, to limit the range of motion of the at least one strut member with respect to the harness assembly, and to limit the upward movement of the first end of the at least one strut member with respect to the second end of the at least one strut member, when the locking assembly is not in the first locked configuration.
In the drawings:
While the invention will be described in connection with the preferred embodiments shown herein, it will be understood that it is not intended to limit the invention to those embodiments. On the contrary, it is intended to cover all alternatives, modification, and equivalents, as may be included within the spirit and scope of the invention as defined by the appended claims.
DETAILED DESCRIPTION OF THE INVENTION AND SPECIFIC EMBODIMENTSIn
With reference to
As is known in the art, shell 141 is adapted to receive the head 153 of the person 152 wearing the protective helmet 140. The shell 141 also has an outer wall surface 155 and an inner wall surface 156 (
In a preferred embodiment of protective helmet 140, three strut members 180 are associated with shell 141 and harness assembly 200, as will be hereinafter described in greater detail. Preferably, the strut members 180 have identical or substantially similar construction and operation, thus one strut member 180 will therefore be described in detail. Optionally, a rear strut member may be longer than the side strut members. It should be understood by one of ordinary skill in the art that a greater or lesser number of strut members 180 may be utilized as desired dependent upon the purpose for which protective helmet 140 may be worn. With reference to
As will be hereinafter described in greater detail, each strut member 180 permits relative motion between the first and second ends 181, 182 of the strut member 180. As will also be hereinafter described in greater detail, a locking assembly 220 is associated with each of the strut members 180, and the locking assembly 220, upon a predetermined force being sensed by the force sensor 160, or upon a predetermined acceleration being sensed by the acceleration sensor, will lock each strut member 180 into a first locked configuration which stops substantially all relative motion between the first and second ends 181, 182 of the at least one strut member 180. Preferably, the substantial stopping of all the relative motion between the first and second ends 181, 182 of all three strut members 180 occurs simultaneously. Additionally in the first locked configuration (
As to the amount of the predetermined force which is sensed by the force sensor 160, or the amount of acceleration or rate of acceleration sensed by the acceleration sensor, which causes the actuation of locking assembly 220, the amount of that force or that acceleration may be determined by such factors as the age and weight of the person 152 wearing protective helmet 140 and the age and weight of other individuals which may cause an impact force to be received by the helmet 140. Additionally, it is believed that the age and weight of the wearer 152 of protective helmet 140 affect the threshold of force, or axial impact load, received by the top wall 142 of shell 141 and sensed by sensor 160, and also the threshold acceleration of the protective helmet sensed by the acceleration sensor, necessary to cause a serious injury to the spine and/or brain of the person 152 wearing the protective helmet 140. As will be hereinafter described in greater detail, the magnitude of the force which is sensed by force sensor 160 to cause actuation of the locking assembly 220 may be varied as desired. Use of the term “predetermined force” is meant a minimum impact force and an impact force in excess of the minimum impact force, which upon being sensed by the force sensor 160, leads to the actuation of the locking assembly 220 of each strut member 180. Use of the term “predetermined acceleration” is meant a minimum amount or rate of acceleration and acceleration in excess of the minimum amount or rate, which upon being sensed by the acceleration sensor, leads to the actuation of the locking assembly 220 of each strut member 180. Impact forces below the “predetermined force” and acceleration below the “predetermined acceleration” would not initiate the actuation of the locking assembly 220, whereby the person 152 wearing helmet 140 may normally move his head and neck and the movement thereof is not significantly limited. When protective helmet 140 is in the embodiment of a football helmet 146, the player's head 153 and neck movement is not significantly limited during normal play except for the limitation of head and neck rotation, lateral flexion, flexion, and extension to that of normal, anatomic movement. Use of the term “a threshold rate of movement” describes displacement, in any direction, between the helmet and harness described herein that when experienced by a wearer or user of the device and system described herein can cause injury to the wearer, such as a spinal injury. The “threshold rate of movement” can be precipitated by a force, velocity, or acceleration experienced by a wearer of the device herein described that can injure the wearer. Thus the threshold rate of movement can be the helmet velocity with respect to the harness as well as the rate of change of velocity, i.e. acceleration. The force experienced by the helmet can be directly measured, or estimated from a correlation of the helmet velocity and/or acceleration. The threshold rate of movement can thus include a force applied to or experienced by the helmet.
As shown in
Preferably, each strut member 180 has a locking assembly 220 associated with each strut member 180, and the locking assembly 220 may preferably be disposed within the strut member 180. Locking assembly 220 preferably includes at least one wedge member 221 that is engageable with an interior wall surface of one of the tubular members 183, 184, to substantially prevent relative motion between the first and second tubular members 183, 184. Preferably, as shown in
With reference to
Still with reference to
As shown in
With reference to
When the hydraulic fluid pressure from hydraulic fluid 255, and therefore the force bearing against the lower end 245 of piston 243, is reduced below the magnitude of the biasing force of spring 240, the elevator 226 descends until it is in the configuration shown in
The actuation of locking assembly 220 is caused by an actuation system 300 associated with the force sensor 160, as will be described in connection with
Each fluid passageway 166 is in fluid communication with a length of flexible, but non-expandable, tubing 258, as previously described in connection with
With reference to
The reservoir 161, tubing 258, passageways 166, and pipe 256 are all initially filled with hydraulic fluid 255, preferably without any air being present therein, until locking assembly has the configuration illustrated in
With reference to
Similarly, with reference to
Preferably, the upper ends 181 of strut members 180 associated with each of the side walls 143, 144 of shell 141 are attached to each side wall 143, 144 at a location which substantially corresponds to the atlanto-occipital junction of the person 152 wearing helmet 140. In general, as seen in
Preferably, the outer surfaces of the connection assemblies 320, 340, and strut members 180 are substantially smooth and rounded, without any sharp edges, whereby a person contacting the connection assemblies or strut members will not be injured, as by cutting their hand, for example. There also may be any suitable design of padding and/or material covering and extending between struts 180 to aid in protecting against injury of other players. The connection assembles 320, 340 may also be formed of any suitable material which permits them to function in the manner herein described, such as any suitable steel or metallic material, aluminum, titanium, carbon fiber or any suitable rigid plastic material.
With reference to
With reference to
As shown in
Still with reference to
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With reference to
Another embodiment of the present invention is that instead of or in addition to a force sensor connected to or adjacent to the shell of the helmet 141, an acceleration sensor can also be connected to or adjacent to the shell of the helmet or connect to or adjacent to another object that is connected to the helmet. The acceleration sensor may be one of many different types of readily available accelerometers in the marketplace. In this embodiment the acceleration sensor can detect acceleration of the helmet in a single or in multiple axes or planes of travel. Upon acceleration of the helmet in one or more planes of travel, measured by the acceleration sensor, that exceeds a predetermined amount or rate of acceleration, the locking mechanisms in each of the at least one strut members are activated and lock, stopping substantially all of the telescoping motion of the two ends of each strut member with respect to the opposite end of that strut member. The acceleration sensor is in electrical communication with the locking mechanism in each of the at least one strut members. With the acceleration sensor associated with the actuation system of the present protective helmet, acceleration can be detected in single or in multiple axes or planes of helmet motion and the activation system can have differing threshold amounts or threshold rates of acceleration for each axis or plane of travel of the helmet above which the locking mechanisms in each of the at least one strut members are activated. The force sensor and/or the acceleration sensor may also be made to communicate wirelessly with the locking mechanism in each of the at least one strut members through use of radio waves or other waves on the electromagnetic spectrum with a transmitting device associated with the force sensor and/or acceleration sensor and a receiving device associated with the locking mechanism in each of the at least one strut members. A receiving device on the sidelines of a playing field or track may also be used to receive information from the transmitting device associated with the protective helmet and may be used to monitor the amount of force, amount of acceleration and/or rate of acceleration of the helmet worn by the player, driver or rider by another individual such as a couch or medical professional.
Another embodiment of the cam-like locking mechanism previously described that locks each of the at least one strut members upon sufficient force, sensed by the force sensor, or sufficient acceleration, sensed by the acceleration sensor, each at least one strut members may form a sealed container of fluid with the second tubular member (analogous to 184′) receiving the first tubular member (analogous to 183′). In this embodiment a cap member (analogous to 381′) seals the fluid within the second tubular member (analogous to 184′) with the second end (analogous to 186) of the first tubular member forming a piston-like, cylinder shaped structure that is sealingly received within the second tubular member. The inner wall of the second tubular member is smooth, without any ridges, in this embodiment and allows movement of the first tubular member up and down within the second tubular member and the piston-like aspect of the first tubular member has a seal that touches the inner aspect of the second tubular member so fluid can not travel around the piston-like structure of the first tubular member. Valves present in the piston-like structure at the second end (analogous to 186) of the first tubular are oriented to allow free movement, when the valves are open, of fluid back and forth from one side of the piston-like structure to the other, and thus allow free telescoping motion of the first and second tubular members. The valves in the piston-like structure remain open until the activation system, due to force, sensed by the force sensor, above a predetermined threshold amount or an acceleration, sensed by an acceleration sensor, above a predetermined threshold amount or rate of acceleration, sends an electrical signal down a wire that travels down the middle of the first tubular member and connects to the valves. The electrical signal closes the valves in the piston-like structure and thus stops the fluid moving through the valves to the opposite side of the piston structure. By stopping the fluid movement through the valves of the piston-like structure, the telescoping movement of the first and second tubular members is arrested until the valves are re-opened. Valve re-opening corresponds to the removal of the force on the helmet that was above the predetermined threshold or acceleration of the helmet falling below the predetermined threshold amount of or rate of acceleration. Alternatively, rather than having valves within the piston-like structure, the piston-like structure may be made without any holes or valves in it and a pipe like structure connecting the first end (analogous to 187′) of the second tubular member (analogous to 184) to the second end (analogous to 188′) of the second tubular member and communicating at both ends with the fluid filled compartment of the second tubular member. Within this pipe-like structure a valve may be located that when the valve is open allows free movement of the fluid back and forth from one side of the piston-like structure, through the pipe-like structure to the other side of the piston-like structure until the activation system, when a force above a predetermined amount is sensed by the force sensor or an acceleration above a predetermined amount of or rate of acceleration is sensed by the acceleration sensor, sends an electrical current down a wire to the valve and closes the valve in the pipe-like structure. With the valve closed, telescoping movement of first and second tubular members is arrested because the fluid can no longer move freely from one side of the piston-like structure to the other side of the piston-like structure, and the valves are re-opened when the force or acceleration falls below the predetermined threshold amount or rate.
In another alternative embodiment, the piston-like structure at the second end of the first tubular structure has holes in it that are permanent and do not change and with telescoping motion of the first and second tubular members the fluid flows freely through the holes to the other side of the piston-like structure. An electrical current or voltage can be applied by the activation system to certain available hydraulic fluids contained within the sealed strut member. These certain hydraulic fluids increase their viscosity when an electrical current or voltage is applied to them and the fluid is no longer able to pass freely through the holes that are in the piston-like structure of the first tubular member to the other side of the piston-like structure. Because the fluid is no longer able to pass through the holes in the piston-like structure the telescoping motion of the first and second tubular members is substantially stopped until the electrical current or voltage is removed. The application of the electrical current or voltage by the activation system corresponds to a force, sensed by the force sensor in the helmet, above a predetermined threshold amount or an acceleration, sensed by the acceleration sensor in the helmet, above a predetermined amount or rate of acceleration, and the removal of this electrical current or voltage corresponds to the removal of the force or the acceleration falling below the predetermined threshold amount or rate. The electrical current or voltage is produced when the activation system completes an electrical circuit that is in connection with a source of electricity, for example a battery or a capacitor.
Optionally, the second tubular structure may contain magnetic rheological fluid wherein applying a magnetic field to the fluid increases fluid viscosity. In one embodiment, the activation system activates an electromagnet (not shown) is response to a sensed force or acceleration. The activated electromagnet sufficiently increases the magnetic rheological fluid viscosity to thereby arrest or significantly hinder telescoping motion between the first and second tubular members as described above. Once the magnetic field is removed from the magnetic rheological fluid, the telescoping movement of the first and second tubular structures once again is allowed as the fluid moves freely from one side of the piston-like structure to the opposite side of the piston-like structure.
With reference now to
An embodiment of the latch assembly 502 in illustrated in
The rack 522 extends through the rack housing cavity 513 oriented generally parallel to the latch assembly 502 elongate length. Also provided in the rack housing cavity 513 is a latch bar 526 shown having a lever end 533 in contact with actuating end 521 of the pivot bar 514 and a latching end 531 between the rack 522 and spring 536. The latch bar 526, which is a generally elongate member aligned with the rack 522, includes teeth 528 on the latching end 531. The teeth 528 are on the side of the latch bar 526 proximate to the rack 522 and formed to engage the teeth 524 on the rack 522.
The spring 536 extends from the latching end 531 in the opening 513 into a cylindrical space 534 in a spring housing 532. The space 534 is aligned generally perpendicular to the rack housing 520 elongate length having a closed end 535 within the spring housing 532 and an open end defined by the boundary between the space 534 and opening 513. In
A perspective partial sectional view of an alternative embodiment of a latching assembly 503 is provided in
An overhead view of an example of a centrifugal brake assembly 538 is illustrated in
A pinion gear 554 is affixed on the connecting rod 552, preferably on its midsection. The pinion gear 554 includes teeth 556 on its outer circumference substantially aligned with the pinion gear 554 axis. The rack 522′ spans slightly above the centrifugal brake assembly 538 and is illustrated offset from the base 542 midpoint. The rack 522′ teeth 524′ are shown engaging the pinion gear 554 teeth 556 thereby coupling the rack 522′ (and first tubular member 183″) to the centrifugal brake assembly 538 (and second tubular member 184′). Inward telescoping movement between the first and second tubular members (183″, 184′) creates relative translational movement between the rack 522′ and the centrifugal brake assembly 538 illustrated by arrow AIN. By virtue of the rack 522′ and gear pinion 554 coupling, the inward telescoping movement rotates the centrifugal engaging assembly 548 in a direction denoted by arrow ARIN. Similarly, arrows AOUT and AROUT illustrate relative translational movement and rotational movement resulting from outward telescoping movement between the first and second tubular members (183″, 184′).
The pawl 558 outer lateral side 560 configuration does not engage the indentations 546 when the centrifugal engaging assembly 548 is rotated in the AROUT direction. The centrifugal engaging assembly 548 can also be rotated in the ARIN direction without pawl 558/indentation 546 engagement if the pawls 558 are situated so their inner lateral sides 561 are aligned with or proximate to their respective ledges 555. However, if the first tubular member 183″ moves into the second tubular member 184′, as described above, with sufficient force or acceleration, the resulting rotational velocity in the ARIN direction imparts a centrifugal force that pivots the latching profile 562 and front side/lateral side (563 562) edge of the pawls 558 into engagement with the indentations 546 as shown in
With the rotational movement of the circular gear stopped, the telescoping movement of the first and second tubular structures is also stopped. The centrifugal brake assembly 538 engagement thus redistributes forces from a helmet to the second tubular member 184′ and through the at least one strut member to a corresponding shoulder harness, thus decreasing the risk of cervical spine injury. The centrifugal break can be engineered to either stay locked after one activation, or to release and allow the circular gear to turn freely once the threshold force, velocity, or acceleration on the helmet is no longer present.
Optionally, a spring 568 or other resilient member may be employed to retain the pawls 558 adjacent the ledge 555 until a threshold velocity or acceleration is experienced. It is within the capabilities of those skilled in the art to properly sized and/or weighted components suitable to accomplish arresting engagement using centrifugal force corresponding to a threshold force, velocity, or acceleration. Alternatively, instead of a rack 522′, grooves corresponding to the teeth 556 can be provided directly onto the first tubular member 183″. As a variation of this embodiment, the centrifugal brake assembly 538 can be attached directly to the helmet, thus precluding the need for the first tubular member of the strut.
An additional embodiment of a centrifugal engaging system is depicted in
By using an inertia-based system such as the centrifugal break system, when the head is accelerated by an amount or rate, the inertia-based, brake system engages and the acceleration of the brain is therefore decreased and the risk of brain injury is therefore decreased. The threshold acceleration can occur from impact forces on the helmet or also when no impact force is applied to the helmet but acceleration of the head and helmet occur in reference to the wearer's torso. One example of such a situation occurs when the head is accelerated in reference to the wearer's body during a car wreck when the wearer's torso is restrained by a seatbelt. Similar brain protection can be afforded in other embodiments that include the use of an acceleration sensor and activation system.
A side view of an alternative centrifugal brake assembly 538″ is provided in
Yet another alternative embodiment of a centrifugal brake assembly 572 is provided in a perspective view in
A side view of the centrifugal brake assembly 572 is provided in
Other alternative embodiments of centrifugal brake assemblies are disclosed in
The assembly 590 comprises a base 593 having a universal receiver 594, which is sized and shaped to securely receive one of a variety of brake member assemblies 596, 596′, or 596″, as respectively illustrated in
The illustrated decelerator has a mechanism that both absorbs loads applied to the strut and stops movement between the ends of the strut. However, it will be appreciated that the illustrated assembly 590 could include separate devices with one device serving to absorb loads applied to the strut and another device that serves to stop strut movement. For instance, the assembly 590 could include the decelerator of the present embodiment to absorb load and decelerate movement, and could also include the locking assembly 220 to stop strut movement. For instance, once the decelerator has reduced strut movement (e.g., relative velocity or acceleration between the strut ends) to a predetermined level, the locking assembly 220 could be employed to stop movement of the strut.
Each of the brake member assemblies 596, 596′, or 596″ includes a body 597 adapted for connection to the receiver 594. The body 597 includes protruding male members 598 sized and shaped to securely nest within correspondingly-shaped, recessed female members 599 of the universal receiver 594, thereby preventing rotation of the body 597 relative to the universal receiver 594 when received by the universal receiver 594. The body 597 present a centrally-disposed chamber 601 that is sized and shaped to receive a connector 600. The connector 600 is pinned within the chamber 601 and rotatable about its mid-section. The connector 600 is generally elongated having pivoting arms 602, 604 at opposite ends of the connector 600. The pivoting arms 602, 604 are secured to and operable to pivot relative to the connector 600 via respective pins 606, 608 that define respective axes of rotation.
The pivoting arms 602, 604 may be configured to extend from either and/or both sides of the connector 600 at ends thereof. In brake member assembly 596, the pivoting arms 602, 604 are configured to extend from one side of the connector 600 at ends thereof, as illustrated in
In brake member assembly 596, the pivoting arms 602, 604 are connected together at spring apertures 609 via a spring 610. The spring 610 biases the pivoting arms 602, 604 in a retracted configuration against backstop surfaces 611 of the connector 600. On ends of the pivoting arms 602, 604 are engagement hooks 612 that are oriented away from each other. As shown in
The illustrated stops 614 preferably project radially inwardly from the surface 613. However, it is within the scope of the present invention where the stops 614 have an alternative arrangement. For instance, the stops 614 could project radially outwardly from the body 597 or along an axial direction defined by the body 597.
Rotating the connector 600 in excess of a minimum rotational velocity (or acceleration) imparts a centrifugal force onto the pivoting arms 602, 604 thereby causing the pivoting arms 602, 604 to pivot from the retracted configuration and to the extended configuration so that an engagement tip 612a and/or pawl 612b is/are operable to mesh with the stops 614. Intermeshing of a tip 612a or pawl 612b with one of the stops 614 in the chamber 601 arrests the connector 600 and causes the connector 600 to stop rotating with respect to the base 593 at one of a variety of arrest rates. The connector 600 is then locked in position with respect to the base 593 and prevented from further rotating.
The rotational velocity or acceleration of connector 600 typically corresponds to a force on a wearer that can cause injury, such as a spinal injury or head injury. However, there are circumstances in which acceleration of the connector 600 alone (i.e., with minimal or no outside force component) might cause activation of the brake assembly 596. Such circumstances are often associated with a whiplash injury. In any case, when the rotational velocity (or acceleration) of connector 600 exceeds the minimum rotational velocity (or acceleration), the pivoting arms 602, 604 are operable to pivot due to the centrifugal force acting on the pivoting arms 602, 604. The arrest rate varies depending on the rotational velocity of connector 600, the corresponding force exerted by the connector 600, the distance between stops 614 on the surface 113, and the configuration of the stops 614. The stops 614 are particularly designed to deform or shear or separate from the surface 613 when the rotational velocity of the connector 600 and the force exerted by the tip 612a or pawl 612b of the arm 602, 604 against stop(s) 614 is above a predetermined severing threshold. The severing of one or more of the stops 614 dissipates (or absorbs) some of the energy of the connector and causes the rotational velocity to decrease such that, after one or more of the stops 614 are severed, the tip 612a and pawl 612b corresponding to the rotational direction of the connector 600 continue to travel along the surface 613 until engaging another one or more of the stops 614. At this point, the another one or more of the stops 614 are operable to sever or arrest the connector 600 depending on whether the rotational velocity (and force) of the connector 600 has slowed (decreased) to be less than the predetermined severing threshold. For instance, if the rotational velocity of and the force exerted by the connector 600 are sufficiently greater than the predetermined severing threshold after severing one of the stops 614, the arms 602, 604 may cause one or more stops 614 to sever prior to the connector 600 being arrested. In this manner, the stops 614 are operable to sever and slow the connector 600 until its rotational velocity is less than the predetermined threshold, at which point, the connector 600 is arrested by the stops 614.
For example, a small rotational velocity of connector 600 produces a centrifugal force on the pivoting arms 602,604 that is insufficient to rotate the arms into engagement with the surface 613 or the stops 614, and the connector 600 rotates freely about its axis within the chamber 601. A somewhat greater but still small rotational velocity of connector 600 and associated force F1 that is exerted by connector 600 causes the pivoting arms 602, 604 to pivot and connect with the stops 614 in the chamber 601, which immediately stops rotation of the connector 600 without severing any of the stops 614. If the rotational velocity and/or force associated with the connector 600 is relatively higher (corresponding to an intermediate level above the predetermined threshold), the pivoting arms 602,604 are caused to swing outwardly into contact with the surface 113 and eventually into engagement with a stop 614. Moreover, the increased velocity and/or force of the connector 600 at this intermediate level causes one of the stops 614 to shear (i.e., sever from the body 597), which almost immediately stops rotation of the connector 600. An even greater velocity and/or force will again swing the arms outwardly into engagement with the body 597, but will cause the arms 602, 604 to sever two (2) or more of the stops 614, which causes rotation of the connector 600 to come to a stop over a longer period of time as the greater energy is dissipated.
It will be appreciated that the illustrated stops 614 are configured to absorb a load experienced by the strut when the load exceeds a load threshold. When the stops 614 absorb such a load, the stop 614 may be severed or otherwise fractured. Furthermore, for relatively smaller loads that still exceed the load threshold, the stop 614 can be plastically deformed without being fractured. In this manner, such deformation and/or fracturing of the stop 614 by the arms 602,604 preferably serves to dissipate energy associated with the load applied to the strut by movement of the strut ends relative to one another.
However, it is within the ambit of the present invention where another mechanism is used to dissipate energy. For instance, the stops 614 could each be interconnected to the body 597 with a detent mechanism that allows the stop 614 to be shifted out of the illustrated stopping position into a breakaway position, where further rotation of the brake assembly is permitted. Once the stop 614 has been shifted out of the stopping position by the brake assembly, the detent could allow the stop 614 to be returned to the stopping position for further use so that the stop 614 is reusable as a breakaway member.
Yet further, other features could be used in connection with the illustrated assembly 590, e.g., to provide alternative energy dissipation and/or braking
The severing of each stop 614 by engagement tip 612a or pawl 612b causes a decrease in rotational velocity of connector 600 and an associated decrease in the force or acceleration experienced by the protection device that caused the movement of the first strut member in relation to the second strut member and resulted in the rotation of connector 600. This dissipation of the energy causes the mechanism to absorb the load that would have been otherwise experienced by the anatomy of the wearer. In addition it is foreseen that another part of the strut system (including but not limited to the pivoting arms 602, 604, the connector 600, the axis pins 606, the pinion gear teeth 618, or rack teeth 569, 586) can be configured to fracture, sever, or deform to decrease the force, rate of motion, or acceleration experienced by the wearer instead of or in addition to the prescribed severing of stops 614 without deviating from the scope of the present invention.
The predetermined threshold at which the stops 614 arrest the connector 600 is variable depending on the configuration of the stops 614 and a weakened portion 615 thereof. In the preferred embodiment, as illustrated by the brake member assembly 596, the weakened portion 615 extends at least partially into the stops 614 and into a portion of the surface 613 on both sides of each of the stops 614. More particularly, the width or cross-section area of each of the stops 614 at an outermost portion of each of the stops 614 that is spaced from the surface 613 is greater than the cross-section area of a lowermost portion of each of the stops 614 that is adjacent to the surface 613, thereby forming a thickened buttress portion at the outermost portion and the weakened or narrow portion 615 (i.e., an area of weakness) at the lowermost portion of each of the stops 614. In this manner, the cross-section area of each of the stops 614 forms a “V” shape to facilitate severing with maximum precision with respect to required severing force and point of sever. The shape and size/width of the weakened or narrow portion of each stop 614 is designed so that when each stop 614 is severed, the force causing the severing is reduced a prescribed specific amount or a specific amount of energy is dissipated. It is foreseen, however, that the weakened portion 615 may extend into only one of the stops 614 and the surface 613, only on one side of the stops 614 and/or the surface 613, and/or be omitted entirely without deviating from the scope of the present invention. For instance, in the brake member assemblies 596′, 596″, stops 614′ have a different configuration and are provided without a weakened portion, which results in a higher sever threshold. It is foreseen that the stops 614, 614′ may be used together on any one of the brake assemblies 596, 596′, 596″, for example, arranged in an alternate fashion, without deviating from the scope of the present invention. It is also foreseen that any number of stops 614, 614′ may be used without deviating from the scope of the present invention. It is foreseen that the brake member assemblies 596, 596′, 596″ may be selectable and/or tailored based on a desired predetermined threshold, which may be calculated or a known standard based on desired application of the present invention and likely accelerations and/or forces experienced when participating in such activities (e.g., motorcross, auto racing, mountain biking, football, and the like). It is also foreseen that the brake member assemblies 596, 596′, 596″ may be selectable and/or tailored based on body size, gender, or age of the participant in activities. It is foreseen that stops 614, 614′, or a portion thereof, may be constructed from a variety of materials which can be selected to facilitate the desired threshold force required to sever the stops 614, 614′. The area of weakness could be provided at least partly by the use of a different material along the area of weakness. For instance, the stop could be made of a relative strong material except for the area of weakness which is made of a relatively softer material. The stop could be constructed so that this area of weakness may not be provided by a reduced cross-sectional dimension of the stop. It is also foreseen that the elements of the present invention are not limited to their described arrangement and may be arranged in any manner relative to each other without deviating from the scope of the present invention.
An exploded view of the centrifugal brake assembly 590 is provided in
As depicted in the
The brake member assemblies 596′, 596″ are generally designed and function like brake member assembly 596. In brake member assemblies 596′, 596″, the pivoting arms 602, 604 are oriented on opposite sides of the connector 600 and are biased to a retracted position relative to the stops 614′ via internal springs 666. The springs 666 are enclosed by the connector 600 when the pivoting arms 602, 604 are retracted relative to the stops 614′ and partially exposed when the pivoting arms 602, 604 are extended relative to the stops 614′. Additionally, the pivoting arms 602, 604 of the brake member assembly 596″ respectively include the additional pivoting arms 602′, 604′ that extend from opposite sides from the connector 600 and substantially parallel to pivoting arms 602, 604, and are biased to a retracted position relative to the stops 614′ via internal springs 666′. The springs 666′ enclosed by the connector 600 when the pivoting arms 602′, 604′ are retracted relative to the stops 614′ and partially exposed when the pivoting arms 602′, 604′ are extended relative to the stops 614′.
On ends of the pivoting arms 602, 602′, 604, 604′ are engagement hooks 612′ that are oriented away from each other. As shown in
The present invention has been described and illustrated with respect to specific embodiments. It will be understood to those skilled in the art that changes and modifications may be made without departing from the spirit and scope of the invention. Furthermore, for the purposes of discussion herein, the terms connected, attached and affixed with regard to two or more elements, means the elements are joined, which includes the elements being joined by a separate connecting device.
Claims
1. A motion restrictor device for use with a protective helmet to reduce the risk of head or spine injury caused by injurious movement of the helmet, said motion restrictor device comprising:
- a harness wearable by a user of the helmet;
- a strut presenting first and second ends, with the first end of the strut adapted to be associated with the protective helmet and the second end of the strut operably coupled to the harness,
- said strut permitting relative motion between the first and second ends thereof; and
- a decelerator configured to affect relative motion between the ends of the strut in response to the injurious movement and absorb a load experienced by the strut when the load exceeds a load threshold,
- said decelerator being operable to stop at least substantially all motion between the ends of the strut in response to the injurious movement when the load experienced by the strut is below the load threshold,
- said decelerator being operable to at least partly absorb the load experienced by the strut and permit restricted motion between the ends thereof when the load experienced by the strut is above the load threshold.
2. The motion restrictor device as claimed in claim 1,
- said decelerator being activated to stop at least substantially all motion between the ends of the strut when the relative motion between the ends exceeds a velocity threshold.
3. The motion restrictor device as claimed in claim 2,
- said decelerator including a plurality of spaced apart stops,
- said decelerator including a shiftable brake element that shifts into braking engagement with at least one of the stops when the decelerator is activated.
4. The motion restrictor device as claimed in claim 3,
- said stops being arranged in a circular pattern so as to be circumferentially spaced apart,
- said brake element shifting radially into engagement with at least one of the stops when the decelerator is activated.
5. The motion restrictor device as claimed in claim 4,
- said brake element rotating in response to relative motion between the ends of the strut,
- said brake element being shifted by centrifugal force into engagement with at least one of the stops when the relative motion between the ends of the strut exceeds the velocity threshold.
6. The motion restrictor device as claimed in claim 5,
- said brake element being located radially inside the stops.
7. The motion restrictor device as claimed in claim 1,
- said decelerator including a plurality of spaced apart breakaway members,
- said decelerator including a shiftable component that has shifted into engagement with at least one of the breakaway members when the load experienced by the strut exceeds the load threshold,
- each of said breakaway members including a fracture zone,
- said decelerator being configured so that each breakaway member engaged by the shiftable component at least partly fractures when the load experienced by the strut exceeds the load threshold.
8. The motion restrictor device as claimed in claim 7,
- said fracture zone being defined by an area of weakness.
9. The motion restrictor device as claimed in claim 8,
- each of said breakaway members being elongated and presenting a variable cross-sectional dimension,
- said area of weakness being defined by at a relatively reduced cross-sectional dimension.
10. The motion restrictor device as claimed in claim 9,
- said shiftable component being configured to engage the breakaway members at the reduced cross-sectional dimension.
11. The motion restrictor device as claimed in claim 9,
- said decelerator including an elongated body,
- each breakaway element projecting from the body to a tip spaced from the body,
- each breakaway element tapering from the tip toward the body so that the reduced cross-sectional dimension is spaced from the tip.
12. The motion restrictor device as claimed in claim 11,
- said elongated body comprising an annular body,
- said breakaway elements being arranged in a circular pattern along the annular body so as to be circumferentially spaced apart,
- said shiftable component shifting radially into engagement with at least one of the breakaway elements when the decelerator is activated.
13. The motion restrictor device as claimed in claim 12,
- said breakaway elements each projecting radially inwardly from the body to the tip,
- said breakaway elements each presenting opposite element faces that face circumferentially to be engaged by the shiftable component.
14. The motion restrictor device as claimed in claim 13,
- each of said breakaway elements tapering so that the reduced cross-sectional dimension is located where the breakaway elements meet the annular body.
15. The motion restrictor device as claimed in claim 14,
- said annular body presenting a radially inner surface,
- said element faces intersecting the radially inner surface to cooperatively define the reduced cross-sectional dimension.
16. The motion restrictor device as claimed in claim 8,
- said shiftable component comprising a brake element and each breakaway element comprising a stop, with interengagement between the brake element and at least one of the stops cooperatively preventing at least substantially all motion between the ends of the strut when the load experienced by the strut is below the load threshold.
17. The motion restrictor device as claimed in claim 16,
- said decelerator being activated to shift the braking element into engagement with at least one of the stops when the relative motion between the ends of the strut exceeds a velocity threshold.
18. The motion restrictor device as claimed in claim 17,
- said stops being arranged in a circular pattern so as to be circumferentially spaced apart,
- said brake element shifting radially into engagement with at least one of the stops when the decelerator is activated.
19. The motion restrictor device as claimed in claim 18,
- said brake element rotating in response to relative motion between the ends of the strut,
- said brake element being shifted by centrifugal force into engagement with at least one of the stops when the relative motion between the ends of the strut exceeds the velocity threshold.
20. The motion restrictor device as claimed in claim 7,
- said shiftable component being configured to engage only one of the breakaway members at a time, with the breakaway members being consecutively fractured until the load experienced by the strut is absorbed to a level below the load threshold.
21. The motion restrictor device as claimed in claim 2,
- said decelerator including a housing, a shiftable brake element, and a removable stop component,
- said decelerator including a shiftable brake element that is shiftably mounted relative to the housing,
- said brake element shifting into braking engagement with the removable stop component when the decelerator is activated.
22. The motion restrictor device as claimed in claim 21,
- said shiftable brake element drivingly connected relative to the strut such that the brake element shifts in response to relative movement between the helmet and the harness,
- said removable stop component including an elongated body and a plurality of stops spaced along the length of body.
23. The motion restrictor device as claimed in claim 22,
- said elongated body comprising an annular body,
- said stops being arranged in a circular pattern along the annular body so as to be circumferentially spaced apart,
- said brake element shifting radially into engagement with at least one of the stops when the decelerator is activated.
24. The motion restrictor device as claimed in claim 23,
- said housing comprising a receiver,
- said receiver forming a generally cylindrical opening that receives the removable stop component when the removable stop component is mounted,
- said removable stop component being shiftable into and out of the cylindrical opening.
25. The motion restrictor device as claimed in claim 24,
- said body including one of a male holding element and a female holding element,
- said receiver presenting the other of the male holding element and the female holding element, with the holding elements being interengaged to cooperatively restrict stop rotation when the stop is mounted on the receiver.
26. The motion restrictor device as claimed in claim 22,
- each of said stops including a fracture zone,
- said decelerator being configured so that each stop engaged by the shiftable brake element at least partly fractures when the load experienced by the strut exceeds the load threshold,
- said removable stop component being removable from the housing when at least one of the stops is fractured.
27. The motion restrictor device as claimed in claim 26,
- said fracture zone being defined by an area of weakness.
28. The motion restrictor device as claimed in claim 27,
- each of said stops being elongated and presenting a variable cross-sectional dimension,
- said area of weakness being defined at a relatively reduced cross-sectional dimension.
29. The motion restrictor device as claimed in claim 28,
- said brake element being configured to engage the stops at the reduced cross-sectional dimension.
Type: Application
Filed: Feb 11, 2013
Publication Date: Aug 15, 2013
Applicant: (Vail, CO)
Inventor: Scott W. Nagely
Application Number: 13/764,540