HELMET WITH AERODYNAMIC PEAK

Abstract

A helmet includes a helmet shell having ridges protruding therefrom. The ridges being laterally spaced from one another to define shell channels therebetween which extend from a front section of the helmet shell towards a back section of the helmet shell. The helmet shell has a peak interface section extending along the outer surface and transversely across the ridges and the shell channels. The helmet also includes a peak connected to the helmet shell and comprising a helmet interface section adapted to engage with the peak interface section, and a forward section extending from the helmet interface section and having a forward edge. The peak has openings defined therethrough to enable air flowing under the peak to flow through the openings and towards the back section of the helmet shell. Each one of the ridges and the shell channels is aligned with respective openings of the peak.

Description

TECHNICAL FIELD

The technical field generally relates to helmets provided with an aerodynamic peak, and more specifically relates to helmets provided with an aerodynamic peak for reducing air drag/resistance.

BACKGROUND

Helmets equipped with peak visors are commonly used in various activities such as cycling, motorcycling, and outdoor sports to shield the user's eyes from sunlight, rain, and debris. Conventional peak visors typically include openings or vents intended to reduce aerodynamic drag and allow airflow. However, these openings are often relatively small and insufficient to significantly mitigate wind resistance. As a result, peak visors tend to capture airflow below the peak visor, especially during high-speed movement, which can generate rotational forces on the helmet. This effect not only compromises stability but also exerts additional pressure on the user's neck, leading to discomfort and fatigue over prolonged use.

Accordingly, there remains a need for improved peak visor designs that address at least some of the known drawbacks while enhancing user comfort and safety.

SUMMARY

According to an aspect of the present disclosure, a helmet is provided. The helmet includes a helmet shell comprising an inner surface defining a cavity and an outer surface having a frontal opening at a front section; and a peak interface section extending along the outer surface and across a top section of the helmet shell, the peak interface section defining a slot recessed into the outer surface. The helmet also has a peak connectable to the helmet shell and positioned above the frontal opening. The peak includes a central part adapted to extend across a top section of the helmet shell; a pair of wings extending from respective sides of the central part towards respective lateral sections of the helmet shell; a helmet interface section adapted to engage with the slot of the peak interface section, where the helmet interface section and the outer surface of the helmet shell define a continuous outer surface to allow laminar airflow from the front section towards a back section of the helmet shell; and a forward section extending from the helmet interface section and having a forward edge at a distal end of the central part and of the pair of wings. The peak has openings defined therethrough between the helmet interface section and the forward section to enable air flowing under the peak to flow through the openings, along the continuous outer surface and towards the back section of the helmet shell.

According to a possible embodiment, the helmet interface section comprises a central segment extending along the central part, and wherein the slot comprises a central slot extending transversely across the top section, the central slot being shaped and sized to receive the central segment therein.

According to a possible embodiment, the central segment has a central thickness, and wherein the central slot has a central depth generally equal to the central thickness such that a top surface of the central segment is adapted to be in register with the outer surface of the helmet shell upon engagement of the central segment with the central slot to define a continuous central surface.

According to a possible embodiment, the openings comprise one or more central openings defined through the central part, and wherein the one or more central openings are partly defined by the central segment such that air is adapted to flow through the one or more central openings along the continuous central surface.

According to a possible embodiment, the central part comprises peak supports extending between the helmet interface section and the forward section, the one or more central openings being further defined between pairs of peak supports.

According to a possible embodiment, the one or more central openings comprise a primary opening defined generally in a middle of the central part and a pair of secondary openings defined on respective sides of the primary opening, each one of the primary opening and the secondary openings defining respective continuous central surfaces with corresponding portions of the outer surface of the helmet shell.

According to a possible embodiment, the helmet interface section comprises lateral segments extending at respective distal ends of the wings, and wherein the slot comprises lateral slots extending along lateral sections of the helmet, the lateral slots being shaped and sized to receive the lateral segments therein.

According to a possible embodiment, each lateral segment has a lateral thickness, and wherein each lateral slot has a lateral depth generally equal to the lateral thickness such that a top surface of each lateral segment is adapted to be in register with the outer surface of the helmet shell upon engagement of the lateral segments with the lateral slots.

According to a possible embodiment, each wing is adapted to extend above the outer surface of the helmet shell along a length thereof to define a lateral passage between the wing and the helmet shell enabling airflow therethrough.

According to a possible embodiment, each wing comprises a flared edge tapering outwardly to increase a cross-sectional area of the lateral passage on a rear side of the wings.

According to another aspect, a helmet is provided. The helmet includes a helmet shell comprising an inner surface defining a cavity and an outer surface; ridges protruding from the outer surface and laterally spaced from one another to define shell channels therebetween, each ridge generally extending along a length of the helmet shell such that the shell channels extend from a front section of the helmet shell towards a back section of the helmet shell; and a peak interface section extending along the outer surface and transversely across the ridges and the shell channels. The helmet also has a peak connected to the helmet shell and comprising a helmet interface section adapted to engage with the peak interface section; and a forward section extending from the helmet interface section and having a forward edge at a distal end of the central part and of the pair of wings. The peak has openings defined therethrough between the helmet interface section and the forward section to enable air flowing under the peak to flow through the openings and towards the back section of the helmet shell, wherein each one of the ridges and the shell channels is aligned with respective openings of the peak.

According to a possible embodiment, the helmet interface section and the peak interface section cooperate to define a continuous outer surface extending from the front section of the helmet shell, through the openings and along the outer surface of the helmet shell towards the back section.

According to a possible embodiment, the ridges include a pair of top ridges laterally spaced from one another on the top section, and wherein the shell channels include a primary channel defined between the pair of top ridges and generally in a center of the helmet shell.

According to a possible embodiment, the peak comprises a central part adapted to extend across the top section of the helmet shell, the central part having a primary opening defined generally in a middle of the central part and adapted to align with the primary channel.

According to a possible embodiment, the central part comprises secondary openings defined on respective sides of the primary opening, each secondary opening being aligned with respective top ridges.

According to a possible embodiment, the ridges include a pair of lateral ridges spaced from respective top ridges, and wherein the shell channels include a pair of secondary channels, each secondary channel being defined between one of the lateral ridges and one of the top ridges.

According to a possible embodiment, the peak comprises a pair of wings extending on respective sides of the central part and being adapted to engage with lateral sections of the helmet shell, each wing is adapted to extend above the outer surface of the helmet shell along a length thereof to define a lateral passage between the wing and the helmet shell enabling airflow therethrough.

According to a possible embodiment, each lateral passage defined between the wings and the helmet shell is aligned with respective secondary channel.

According to a possible embodiment, each wing comprises a flared edge tapering outwardly to increase a cross-sectional area of the lateral passage on a rear side of the wings.

According to a possible embodiment, the helmet shell comprises a pair of coupling elements, and wherein the peak comprises a pair of coupling points removably connectable to respective coupling elements in order to secure the peak in a predetermined position relative to the helmet shell.

BRIEF DESCRIPTION OF THE DRAWINGS

FIG. 1A is a top perspective view of a helmet, showing a helmet shell and a peak visor, according to an embodiment.

FIG. 1B is an enlarged view of the peak visor shown in FIG. 1A, showing a central part extending across a top section of the helmet shell, and a wing extending from the central part, according to an embodiment.

FIG. 2 is a perspective view of the helmet shown in FIG. 1A, showing the peak disconnected from the helmet shell, according to an embodiment.

FIG. 3 is a side view of the helmet shown in FIG. 1A, showing shell channels defined along the helmet shell, according to an embodiment.

FIG. 4 is a cross-sectional view of the helmet shown in FIG. 3, showing airflow going over the peak visor, and under and through the peak visor, according to an embodiment.

FIG. 5 is a top view of the helmet shown in FIG. 1A, showing airflow flowing through openings defined through the peak visor, according to an embodiment.

FIG. 6 is a front view of the helmet shown in FIG. 5, showing the airflow flowing through the openings and through a passage defined between the peak visor and the helmet shell, according to an embodiment.

FIGS. 7 to 11 are side schematic views of a helmet, showing different angles of attack defined between the peak visor and oncoming airflow, according to various embodiments.

FIG. 12 is a front perspective view of the helmet shown in FIG. 1A, showing oncoming crosswinds flowing through the openings and the passage, according to an embodiment.

DETAILED DESCRIPTION

As will be explained below in relation to various implementations, the present disclosure describes a helmet for use in various activities and sports. The helmet includes a helmet shell, which surrounds and protects the wearer's head, a frontal opening defined in the helmet shell and a protective shield configured to cover the frontal opening for protecting the user's face and eyes. The protective shield can correspond to a pair of goggles or a visor. In the various embodiments described herein, the helmet can include a peak visor, also referred to as a “flap” or simply “peak”. As used herein, the expression “peak” and other corresponding expressions, refer to a component of the helmet coupled to the helmet shell above the frontal opening and adapted for providing additional protection to the user's eyes and face. For example, the peak can protect the user from weather-related issues, such as sunlight, rain and debris, for example. Moreover, the peak can provide mechanical protection, such as protection against projectiles, including branches, rocks, debris, etc.

The present disclosure more particularly relates to helmets provided with various embodiments of the peak. More specifically, the peak is configured to cooperate with the helmet shell to enable a generally continuous airflow between the peak and the helmet shell. As such, the aerodynamic properties (or performance) of the helmet can be improved. For instance, the shape, size and configuration of the peak can assist in reducing drag, such as when riding a recreational vehicle (e.g., motorcycle, scooter, snowmobile, etc.). The peak, when coupled to the helmet shell, is configured to be pressed thereagainst, thereby improving a rigidity of the peak and of the overall helmet assembly. As such, it is noted that aerodynamic properties of the helmet can be improved without compromising the protection (e.g., mechanical protection) provided by the peak. In some embodiments, at least some of the outer surfaces of the peak are continuous (e.g., flush and/or in register) with corresponding surfaces of the helmet shell. In addition, the peak and the helmet shell can cooperate to define various openings and passages for enabling air flow therethrough. In some embodiments, the peak is configured to define a central opening complemented by lateral openings on either side thereof. The central opening can be larger than the lateral openings, while the lateral openings can be provided in pairs, where each opening of a given pair is generally identical relative to one another.

With reference to FIGS. 1A to 3, a helmet assembly (or simply “helmet”) 10 is shown in accordance with a possible embodiment. In this embodiment, the helmet 10 includes a protective helmet shell 12 having an inner surface defining a cavity shaped and configured to receive a user's head via a bottom opening. The helmet shell 12 further defines a frontal opening 18 communicating with the cavity in order to allow the user to see. In this embodiment, the helmet shell 12 includes lateral sections 22 on opposite sides thereof and extending along the frontal opening 18 towards a front portion of the helmet. More specifically, the lateral sections 22 can each include a chin portion extending forwardly below the frontal opening 18 and opposite one another. Additionally, the helmet shell 12 includes a top section 24 defined generally above the frontal opening 18 and which transitions into the lateral sections on both sides of the helmet shell 12.

As seen in FIGS. 1A to 2, the helmet shell 12 can include shell channels 30 extending along the top section 24, such as on a topmost surface of the helmet shell and/or proximate the lateral sections 22. The shell channels 30 can be adapted to guide airflow along the helmet shell, from a front section 25 towards a back section 26 thereof. This configuration can improve aerodynamic properties of the helmet 10, for example, by assisting in reducing air drag caused by airflow “trapped” below the peak. With reference to FIG. 3, in addition to FIGS. 1A to 2, the shell channels 30 can be defined by a structure of the helmet shell 12, such as one or more recessed regions 32, raised regions 34, or a combination thereof. The raised regions 34 can include ridges 35 illustratively defining one or more walls 36 along at least one of the recessed regions 32. The walls 36 can be adapted to assist in guiding the airflow across the outer surface of the helmet shell towards the back section 26. In other words, the walls 36 can assist in restricting the airflow to the shell channels 30, thereby guiding the airflow in a generally front-to-back direction.

In this embodiment, the shell channels 30 include a primary channel 30a defined generally in the center of the helmet shell 12. The shell channels 30 can further include secondary channels 30b provided on respective sides of the primary channel 30a and proximate the lateral sections 22. In other words, in the illustrated embodiment, the primary channel 30a can correspond to a singular central channel, and the secondary channels 30b can correspond to a pair of lateral channels. In this embodiment, the primary channel 30a is larger than the secondary channels 30b. However, it is appreciated that other configurations are possible, such as having a different number of shell channels and/or shell channels having different shapes and/or sizes, or no shell channels at all, for example. It should be understood that the helmet shell 12 includes corresponding recessed and/or raised regions 32, 34 to define the shell channel configuration. More particularly, the helmet shell 12 can include a pair of top ridges 35a extending on respective sides of the primary channel 30a, and lateral ridges 35b along the lateral sections 22 or along the top section 24 proximate the lateral sections 22. It is thus noted that the primary channel 30a is defined between the top ridges 35a, and that the secondary channels 30b are defined between respective adjacent pairs of top ridge 35a and lateral ridge 35b.

With continued reference to FIGS. 1A to 3, in this embodiment, the helmet 10 also includes a peak 40 removably coupled to the helmet shell 12, such as to the lateral sections, the top section or a combination thereof. In some embodiments, the peak 40 is pivotally coupled to the helmet shell 12 to enable raising and lowering the peak 40 and adjust its position relative to the helmet shell. In other embodiments, the peak is secured to the helmet shell in a predetermined position. As will be described below, the predetermined position can correspond to a position of the peak which defines generally small angles of attack while the user is in a driving position. The peak 40 includes a central part 41 adapted to engage with the top section 24 of the helmet shell, and lateral parts or “wings” 48 extending on opposite sides of the central part 41 and adapted to engage with respective lateral sections 22 of the helmet shell. More particularly, the peak 40 has a helmet interface section 42 configured to engage and/or connect with the helmet shell 12, and a forward section 44 extending from the helmet interface section 42. The forward section 44 has a forward edge 45 corresponding to a distal end of the peak 40 (e.g., the forward edge is defined along a distal end of the central part 41 and a distal end of the wings). As will be described further below, the peak 40 has a structure provided with openings 64 defined therethrough to enable airflow through the structure of the peak 40.

In some embodiments, the peak 40 can be partially embedded or “pressed” into the helmet shell 12. This configuration can improve rigidity of the peak 40 by increasing a support surface area or contact area of the peak 40 against the helmet shell. As seen in FIGS. 1A to 3, the peak 40 can be at least partially arcuate to conform to the shape of the helmet shell 12. The helmet interface section 42 includes a central segment 46 adapted to engage the top section 24 of the helmet shell, and lateral segments 49 adapted to engage lateral sections 22 of the helmet shell. In this embodiment, the wings 48 extend from the top section 24 towards and/or along the lateral sections 22 of the helmet shell. In some embodiments, each wing 48 includes a coupling point 50 configured to connect to the helmet shell 12. It is noted that the helmet shell 12 includes corresponding coupling elements 51 to allow the coupling points 50 to connect thereto. In this embodiment, the coupling point is removably secured to the helmet shell (e.g., to the coupling element 51) such that the peak is adapted to be secured in a predetermined position. In other embodiments, the connection between the coupling point and the coupling element can enable pivotable movement between the peak and the helmet shell. In the present embodiment, the coupling point 50 can be coupled to the coupling element 51 of the helmet shell using a shear screw and/or other breakable connectors such that the peak is allowed to breakaway, for instance, in the event of an accident/crash. However, it is appreciated that other configurations are possible, such as using any other suitable fastener(s) or fastening means for connecting the wings 48 to the helmet shell.

In this embodiment, the helmet shell 12 includes a peak interface section 52 shaped and sized to receive the helmet interface section 42 of the peak 40. The peak interface section 52 extends across the top section 24 of the helmet shell 12 between the lateral sections 22. In this embodiment, the peak interface section 52 includes a slot 54 defined in the helmet shell 12 into which the helmet interface section 42, or at least parts thereof, can engage. In other words, the peak interface section 52 (e.g., the slot 54) defines a depression or pocket in the outer surface of the helmet shell. It is thus noted that the helmet interface section 42 of the peak 40 can be pressed into the pocket defined on the helmet shell 12. For example, in this embodiment, the peak interface section 52 includes a central slot 56 extending transversely across the primary channel 30a and configured to receive the central segment 46. The top surface of the central segment 46 can therefore be substantially flush with the outer surface of the helmet shell 12. In other words, the helmet interface section 42 and the outer surface of the helmet shell 12 define a generally continuous surface. As used herein, the expression “continuous” or “smooth” surface defined by the connection of the peak to the helmet shell, can refer to a unified, uninterrupted surface without visible breaks. The uninterrupted surface is configured to assist and guide airflow through the openings of the peak while also assisting in maintaining the flow of air laminar. In other words, the lack of interruptions, such as sharp turns, corners, spaces, etc. assists in preventing the flow of air to become turbulent.

It should also be noted that a thickness of the helmet interface section 42, or at least of the central segment 46, can be generally equal to a depth of the peak interface section 52, or at least the central slot 56, in order to define the generally continuous surface across the helmet shell outer surface and the helmet interface section 42. However, it is appreciated that other configurations are possible, such as having varying thicknesses and/or depths between the different parts of the peak and the helmet shell.

In some embodiments, the central slot 56 can further extend across the top ridges 35a such that a greater surface area of the peak 40 (e.g., of the helmet interface section 42) engages with the helmet shell 12. Similarly, the peak interface section 52 can include lateral slots 58 adapted to receive at least a portion of the wings 48 therein, such as the lateral segments 49. In this embodiment, the lateral segments 49 include respective coupling points 50 and can be received in respective lateral slots 58. As seen in FIGS. 2 and 3, in this embodiment, the lateral ridge 35b can extend forwardly (e.g., towards the frontal opening) such that the lateral slot 58 is at least partially defined by the wall 36 of the lateral ridge 35b. Similar to the central segment 46, the lateral segments 49 of the peak, at least parts thereof, can have a thickness substantially equal to the depth of the lateral slots 58 in order to define a generally continuous surface across the outer surface of the helmet shell and the lateral segment (e.g., a top surface thereof).

In some embodiments, the lateral slots 58 communicate with the central slot 56 such that the slot 54 defines a single pocket across the outer surface of the helmet shell 12. This configuration assists in maintaining laminar airflow through the openings 64 while also enabling the contact area between the peak 40 and the helmet shell 12 to extend from one side of the helmet shell to the other. As will be described further below, the slot 54 can be intersected by the secondary channels 30b on each side of the helmet to define air flow passages. It should also be noted that, by avoiding or at least reducing discontinuity between the sections of the slot 54, the contact area between the peak 40 and the helmet shell 12 can be increased, thereby reinforcing the connection therebetween, and improving structural integrity of the helmet.

In this embodiment, the wings 48 can have a length extending between the central part 41 and the lateral segment and/or the coupling point 50, which is provided proximate a distal end of the wing 48. In some embodiments, each wing 48 is spaced from the helmet shell 12 along its length, or at least a portion thereof. As seen in FIGS. 5 and 6, the space defined between the wings 48 and the helmet shell 12 (e.g., proximate the lateral sections 22) can be sufficient to enable airflow therethrough. In other words, upon connecting the peak 40 to the helmet shell 12, the wings 48 remain spaced from the helmet shell 12 to define lateral passages 60 to enable airflow therethrough. The lateral passages 60 are illustratively aligned with respective secondary channels 30b such that airflow through the peak is enabled and can be guided towards and along the secondary channels. In this embodiment, the slot 54 (e.g., the central slot 56 and/or the lateral slots 58) can have a depth adapted to join and be in register (e.g., continuous) with the channels 30, although other configurations are possible. It should thus be noted that the slot 54 can be mostly or completely defined across the raised regions 34 of the helmet shell 12 (e.g., the ridges 35). The slot 54 can also be “intersected” by the recessed regions 32, although the transitions between the slot 54 and the recessed regions 32 is smooth since the depth of the slot generally matches the depth of the recessed regions 32.

In this embodiment, each wing 48 includes a flared edge 62 adapted to increase a cross-sectional area of the lateral passage 60 on a rear side of the wings. It is noted that the rear side of the wings 48 open on respective secondary channels 30b. It should also be noted that increasing the cross-sectional area of the lateral passage 60 can reduce the air pressure on the rear side of the peak and/or along the secondary channels 30b. As such, airflow is urged through the lateral passages 60 to flow from a higher-pressure zone (e.g., below the peak, on a front side of the helmet) to a lower-pressure zone (e.g., on the rear side of the peak, along the corresponding shell channels). This configuration improves aerodynamic properties of the helmet as airflow is facilitated, guided and urged through the lateral passages 60, along the secondary channels 30b and towards the back section 26 of the helmet shell.

With reference to FIGS. 2 to 6, the peak 40 and the helmet shell 12 can define additional airflow passages to further improve the aerodynamic properties of the helmet. For example, the peak 40 can be provided with openings 64 defined therethrough. The openings 64 can cooperate with features of the helmet shell to define the additional passages configured to enable air located below the peak 40 to flow through the peak 40 and along the outer surface of the helmet shell towards the back section 26 (e.g., as seen in FIG. 4). In this embodiment, the forward section 44 of the peak is connected to and extends from the helmet interface section 42, such as from the central segment 46. More specifically, the forward section 44 can include peak supports 65 spaced from one another and extending from the helmet interface section 42 towards the forward edge 45. The openings 64 of the peak are illustratively defined between adjacent pairs of peak supports 65.

In this embodiment, the openings 64 are aligned with predetermined sections of the helmet shell, such as the shell channels (e.g., the recessed regions 32) and/or the ridges (e.g., the raised regions 34) to define passages. For example, the openings 64 can include a primary opening 64a substantially aligned with the primary channel 30a, thereby defining a primary passage. As previously described, the helmet interface section 42 of the peak 40, when engaging the peak interface section 52 of the helmet shell, is substantially flush with the outer surface of the helmet shell. As such, air flowing through the primary passage is generally undisrupted (e.g., remains laminar) as it flows through the primary opening 64a and engages the primary channel 30a to be guided towards the back section. Similarly, the openings 64 of the peak 40 can include secondary or lateral openings 64b substantially aligned with lateral ridges 35b of the helmet shell. The peak 40 and the helmet shell therefore define a system of passages, each strategically positioned and adapted to improve aerodynamic properties of the helmet 10. In this embodiment, the primary opening 64a is illustratively larger than the lateral openings 64b. Particularly, the primary opening 64a can define an open area about twice as large as the lateral openings 64b, although other configurations are possible. As seen in FIG. 5, the lateral openings 64b can have a greater length than the primary opening 64a (e.g., distance measured from back to front/from the central segment to the forward edge), but have a smaller width (e.g., distance measured from side-to-side).

Now referring to FIG. 4, the forward edge 45 of the peak 40 defines an angle of attack with the incoming airflow. It should be understood that, as used herein, the expression “angle of attack” refers to the angle between a body's reference line and the direction of the fluid it's moving through. In some embodiments, when in a riding position, the peak 40 is substantially straight or angled downwardly. As such, the angle of attack is generally small, enabling an increased amount of air to flow above the peak 40 (e.g., instead of below). The peak is therefore configured promote air to flow along a top surface thereof (e.g., above the peak). As such, a pressure differential can be created between the region on top of the peak and the region below the peak. This pressure differential can bias (e.g., push) the peak downwardly. However, it should be noted that air also flows towards the helmet shell below the peak (e.g., aligned with a forehead region of the user), and towards the protective shield. This air (i.e., the air below the peak) tends to deflect towards the peak, which can assist in balancing the downward pressure applied on the peak. The downward pressure applied to the peak can also be resisted by the increased contact area between the peak and the helmet shell 12. In other words, the cooperation between the helmet interface section and the peak interface section can increase the rigidity of the peak, allowing it to resist and withstand greater forces, such as the downward pressure.

Moreover, the cooperation between the peak and the helmet shell is adapted to create an equilibrium of forces on the peak. This equilibrium eliminates, or at least reduces the stress on the user's neck since forces on the peak which would normally lift it upwardly or push it downwardly, making the helmet pivot upward/rearward or downward/forward, are substantially negated. The equilibrium is maintained while the angle of attack of the peak (e.g., relative to incoming airflow) is within a given range, which corresponds to typical and/or possible positions of the peak when riding/driving a vehicle.

It should be noted that the given range of the angle of attack is not limited to typical driving positions, such as looking straight forward. As seen in FIG. 7, the helmet 10 is shown in the typical driving position, with the user's line of sight (L) extending generally horizontally and forwardly. In this position, the peak 40 is angled downwardly (e.g., relative to an incoming airflow (F)) such that the air mostly flows above the peak 40 and along the helmet shell towards the back section. The angle of attack (α) in the illustrated position is between 5° and 20° (below the horizontal). The generated forces on the peak are minimal as some air still flows below the peak and through the openings thereof to create the equilibrium. Similarly, should the user look below the horizon, as shown in FIG. 8, the angle of attack (α) is between 20° and 45° and, while the air flowing above the peak is increased, the generated downflow and corresponding forces remain insufficient to effect downward rotation of the helmet. This is due, at least in part, to the shape and configuration of the helmet, which guides the airflow along the exterior surface and towards the back section. In addition, air still flows under the peak to counteract, at least partially, the downward forces generated on the top surface of the peak.

With reference to FIG. 9, when looking slightly above the horizon, the peak has an angle of attack of about 0° and is thus generally tangent with the incoming airflow. The effect of the air against the peak is thereby non-existent or negligible and the equilibrium is maintained. Further raising the line of sight (L), as illustrated in FIG. 10, to define an angle of attack (α) of about 5° to 20° (above the horizontal) generates lift on the peak as air mostly flows below the peak 40. Typically, the generated lift would urge the helmet upwardly, further raising the line of sight (L) and/or creating stress on the user's neck. However, in this embodiment, the design of the peak 40 (e.g., the shape, the openings, the engagement with the helmet shell, etc.) allows the airflow to remain laminar through the openings, along the exterior of the helmet shell and towards the back section. It is noted that the airflow generates lift at the back section of the helmet shell, which counteracts the lift generated on the peak at the front section. Similar to previous scenarios/angles of attack, the equilibrium is maintained and the helmet can be held in the illustrated position with minimal or reduced stress on the user's neck. Now referring to FIG. 11, the angle of attack (α) can be further increased to about 25° to 40°. The openings are configured to reduce the generated lift under the peak by allowing air to flow through the peak. Additionally, the continuous shape of the connected peak and helmet shell accentuates the lift effect at the back section of the helmet shell, which counterbalances the lift of the peak to maintain the equilibrium.

With reference to FIG. 12, when riding and/or driving, crosswinds can flow transversely (e.g., perpendicularly) relative to the helmet. In this scenario, the forward section of the peak is sufficiently offset and/or spaced from the helmet shell to have a discernible leverage effect. However, the lateral surfaces of the peak are smaller, for example, than the central portion of the peak. As such, less wind is blocked and thus lower pressures and forces are generated against the peak to effect rotation of the helmet. The peak is design to cut through the crosswinds instead. Moreover, the openings defined through the peak allow air to escape from under the peak, such as on the opposite side of the helmet, as shown in FIG. 12.

It is appreciated that airflow coming in from the front can similarly be “cut” by the forward edge of the peak, which urges the airflow above the peak and along the top surface, and below the peak and through the openings (and subsequently along the top surface). Typically, in known designs, redirecting crosswind airflow from one side to the other is generally a problem. Particularly, known designs of peaks tend to “scoop up” frontal and lateral airflows due to its shape and cantilevered position. However, in this embodiment, the forces are released due to airflow through the openings to balance the system (i.e., the helmet).

From the above, it should be noted that most of the air is urged towards the back section 26 of the helmet. More specifically, the air flowing on top of the peak flows past the peak along the top surface, along the helmet shell and towards the back section. The air flowing below the peak flows through the passages defined by the peak openings 64 and those defined between the peak and the helmet shell (e.g., the lateral passage 60). The helmet is thereby configured to create a continuous and aerodynamic air flow from the front to the rear of the helmet. In this embodiment, in order to reduce a “funnel effect” towards each opening 64 (e.g., the primary opening 64a and/or the lateral openings), the peak is “hollowed out” (e.g., the openings 64 are enlarged). As such, the contact surface against which airflow would typically hit is reduced. In other words, reducing the surface area in contact with the airflow correspondingly reduces the boundary condition, where airflow speed is null (i.e., 0).

It will be appreciated from the foregoing disclosure that there is provided a helmet assembly provided with a peak (also known as a flap) removably and/or pivotally connected to the helmet shell. The peak is configured to enable fluid flow (e.g., airflow) therethrough. More specifically, the peak is configured to cooperate with the helmet shell to define airflow passages formed partly by the outer surface of the helmet shell and partly by the inner surface of the peak. The airflow passages enable continuous and aerodynamic flow from the front to the back of the helmet. The openings of the peak were made as large as possible to reduce the contact surface and facilitate airflow through the peak and towards the back of the helmet. When compared to known helmets and peaks, the peak of the present disclosure as had a central post, which typically stabilizes the peak against the shell, removed. In order to preserve, at least partially, the mechanical structure of the peak, the peak is pressed directly against and into the structure of the helmet shell (e.g., rather than being suspended above). The helmet is therefore designed to let as much air as possible flow between the shell and the peak, to eliminate, or at least reduce, drag and resistance from frontal airflow.

The shape and position of the peak provides an improved (e.g., reduced) angle of attack which does not create a drag effect. This is due to the fact that, unlike known helmet peaks, the peak of the present disclosure is not configured to deflect and/or draw air into ventilation inlets made to ventilate the inside of the helmet. For example, known helmets generally have an upward-pointing peak for converging and drawing air into vents and/or towards the protective shield. In stark contrast, the present disclosure provides a peak which points slightly downwards so that air slides over the top. The openings of the peak allow the air that has rushed underneath to promptly exit therethrough, eliminating drag.

While the peak and associated helmet have been described in conjunction with the exemplary embodiments described above, many equivalent modifications and variations will be apparent to those skilled in the art when given this disclosure. Accordingly, the present disclosure may be embodied in other specific forms. The described example embodiments are to be considered in all respects as being only illustrative and not restrictive. While the above-described peak is described in relation with a helmet, such as a snowmobile helmet (e.g., a full-face helmet), it is appreciated that the technology can be implemented in different gear and/or different fields. For instance, the peak could be adapted to provide the disclosed features and improvements for various other helmets, such as bicycle helmets, modular helmets, open-face/three-quarter helmets, work helmets (e.g., “hardhats”), etc., and for other purposes and/or sports.

In the present disclosure, an embodiment is an example or implementation of the peak and associated helmet. The various appearances of “one embodiment,” “an embodiment” or “some embodiments” do not necessarily all refer to the same embodiments. Although various features may be described in the context of a single embodiment, the features may also be provided separately or in any suitable combination. Conversely, although the peak and associated helmet may be described herein in the context of separate embodiments for clarity, it may also be embodied in a single embodiment. Reference in the specification to “some embodiments”, “an embodiment”, “one embodiment”, or “other embodiments”, means that a particular feature, structure, or characteristic described in connection with the embodiments is included in at least some embodiments, but not necessarily in all embodiments.

As used herein, the terms “coupled”, “coupling”, “attached”, “connected” or variants thereof as used herein can have several different meanings depending in the context in which these terms are used. For example, the terms coupled, coupling, connected or attached can have a mechanical connotation. For example, as used herein, the terms coupled, coupling or attached can indicate that two elements or devices are directly connected to one another or connected to one another through one or more intermediate elements or devices via a mechanical element depending on the particular context.

Similarly, positional descriptions such as “top”, “bottom”, “above”, “under”, “below”, “left”, “right”, “front”, “rear”, “parallel”, “perpendicular”, “transverse”, “inner”, “outer”, “internal”, “external”, and the like should, unless otherwise indicated, be taken in the context of the figures and should not be considered limiting.

In the above description, the same numerical references refer to similar elements. Furthermore, for the sake of simplicity and clarity, namely so as to not unduly burden the figures with several references numbers, not all figures contain references to all the components and features, and references to some components and features may be found in only one figure, and components and features of the present disclosure which are illustrated in other figures can be easily inferred therefrom. The implementations, geometrical configurations, materials mentioned and/or dimensions shown in the figures are optional, and are given for exemplification purposes only.

In addition, although the optional configurations as illustrated in the accompanying drawings comprises various components and although the optional configurations of the peak and associated helmet as shown may consist of certain geometrical configurations as explained and illustrated herein, not all of these components and geometries are essential and thus should not be taken in their restrictive sense, i.e. should not be taken as to limit the scope of the present disclosure. It is to be understood that other suitable components and cooperations thereinbetween, as well as other suitable geometrical configurations may be used for the implementation and use of the peak, helmet, and corresponding parts, as briefly explained and as can be easily inferred herefrom, without departing from the scope of the disclosure.

Claims

1. A helmet comprising:

a helmet shell comprising: an inner surface defining a cavity and an outer surface having a frontal opening at a front section; and a peak interface section extending along the outer surface and across a top section of the helmet shell, the peak interface section defining a slot recessed into the outer surface;

a peak connectable to the helmet shell and positioned above the frontal opening, the peak comprising: a central part adapted to extend across a top section of the helmet shell; a pair of wings extending from respective sides of the central part towards respective lateral sections of the helmet shell; a helmet interface section adapted to engage with the slot of the peak interface section, where the helmet interface section and the outer surface of the helmet shell define a continuous outer surface to allow laminar airflow from the front section towards a back section of the helmet shell; and a forward section extending from the helmet interface section and having a forward edge at a distal end of the central part and of the pair of wings,

the peak having openings defined therethrough between the helmet interface section and the forward section to enable air flowing under the peak to flow through the openings, along the continuous outer surface and towards the back section of the helmet shell.

2. The helmet of claim 1, wherein the helmet interface section comprises a central segment extending along the central part, and wherein the slot comprises a central slot extending transversely across the top section, the central slot being shaped and sized to receive the central segment therein.

3. The helmet of claim 2, wherein the central segment has a central thickness, and wherein the central slot has a central depth generally equal to the central thickness such that a top surface of the central segment is adapted to be in register with the outer surface of the helmet shell upon engagement of the central segment with the central slot to define a continuous central surface.

4. The helmet of claim 3, wherein the openings comprise one or more central openings defined through the central part, and wherein the one or more central openings are partly defined by the central segment such that air is adapted to flow through the one or more central openings along the continuous central surface.

5. The helmet of claim 4, wherein the central part comprises peak supports extending between the helmet interface section and the forward section, the one or more central openings being further defined between pairs of peak supports.

6. The helmet of claim 4, wherein the one or more central openings comprise a primary opening defined generally in a middle of the central part and a pair of secondary openings defined on respective sides of the primary opening, each one of the primary opening and the secondary openings defining respective continuous central surfaces with corresponding portions of the outer surface of the helmet shell.

7. The helmet of claim 1, wherein the helmet interface section comprises lateral segments extending at respective distal ends of the wings, and wherein the slot comprises lateral slots extending along lateral sections of the helmet, the lateral slots being shaped and sized to receive the lateral segments therein.

8. The helmet of claim 7, wherein each lateral segment has a lateral thickness, and wherein each lateral slot has a lateral depth generally equal to the lateral thickness such that a top surface of each lateral segment is adapted to be in register with the outer surface of the helmet shell upon engagement of the lateral segments with the lateral slots.

9. The helmet of claim 1, wherein each wing is adapted to extend above the outer surface of the helmet shell along a length thereof to define a lateral passage between the wing and the helmet shell enabling airflow therethrough.

10. The helmet of claim 9, wherein each wing comprises a flared edge tapering outwardly to increase a cross-sectional area of the lateral passage on a rear side of the wings.

11. A helmet comprising:

a helmet shell comprising: an inner surface defining a cavity and an outer surface; ridges protruding from the outer surface and laterally spaced from one another to define shell channels therebetween, each ridge generally extending along a length of the helmet shell such that the shell channels extend from a front section of the helmet shell towards a back section of the helmet shell; and a peak interface section extending along the outer surface and transversely across the ridges and the shell channels;

a peak connected to the helmet shell and comprising: a helmet interface section adapted to engage with the peak interface section; and a forward section extending from the helmet interface section and having a forward edge at a distal end of the central part and of the pair of wings,

the peak having openings defined therethrough between the helmet interface section and the forward section to enable air flowing under the peak to flow through the openings and towards the back section of the helmet shell, wherein each one of the ridges and the shell channels is aligned with respective openings of the peak.

12. The helmet of claim 11, wherein the helmet interface section and the peak interface section cooperate to define a continuous outer surface extending from the front section of the helmet shell, through the openings and along the outer surface of the helmet shell towards the back section.

13. The helmet of claim 11, wherein the ridges include a pair of top ridges laterally spaced from one another on the top section, and wherein the shell channels include a primary channel defined between the pair of top ridges and generally in a center of the helmet shell.

14. The helmet of claim 13, wherein the peak comprises a central part adapted to extend across the top section of the helmet shell, the central part having a primary opening defined generally in a middle of the central part and adapted to align with the primary channel.

15. The helmet of claim 14, wherein the central part comprises secondary openings defined on respective sides of the primary opening, each secondary opening being aligned with respective top ridges.

16. The helmet of claim 13, wherein the ridges include a pair of lateral ridges spaced from respective top ridges, and wherein the shell channels include a pair of secondary channels, each secondary channel being defined between one of the lateral ridges and one of the top ridges.

17. The helmet of claim 16, wherein the peak comprises a pair of wings extending on respective sides of the central part and being adapted to engage with lateral sections of the helmet shell, each wing is adapted to extend above the outer surface of the helmet shell along a length thereof to define a lateral passage between the wing and the helmet shell enabling airflow therethrough.

18. The helmet of claim 17, wherein each lateral passage defined between the wings and the helmet shell is aligned with respective secondary channel.

19. The helmet of claim 17, wherein each wing comprises a flared edge tapering outwardly to increase a cross-sectional area of the lateral passage on a rear side of the wings.

20. The helmet of claim 1, wherein the helmet shell comprises a pair of coupling elements, and wherein the peak comprises a pair of coupling points removably connectable to respective coupling elements in order to secure the peak in a predetermined position relative to the helmet shell.