U.S. patent application number 14/708124 was filed with the patent office on 2015-11-12 for expanded field of view for full-face motorcycle helmet.
The applicant listed for this patent is Bell Sports, Inc.. Invention is credited to Michael W. Lowe.
Application Number | 20150320135 14/708124 |
Document ID | / |
Family ID | 54366664 |
Filed Date | 2015-11-12 |
United States Patent
Application |
20150320135 |
Kind Code |
A1 |
Lowe; Michael W. |
November 12, 2015 |
EXPANDED FIELD OF VIEW FOR FULL-FACE MOTORCYCLE HELMET
Abstract
A full-face motorcycle helmet can include a faceport opening
that includes an upper edge, a lower edge, and an A-pillar
extending between the upper edge of the faceport and the lower edge
of the faceport. The chinbar can include a recess that begins
immediately adjacent the A-pillar and includes a chinbar height Hc1
within the recess that is greater than or equal to 60 millimeters
(mm) and a chin bar height Hc2 outside and immediately adjacent the
recess that is greater than or equal to 70 mm. The recess can
include a height Hr that is greater than or equal to 5 mm for a
distance in a range of 15-60 mm. The recess can further include a
stair-step between the bottom of the recess and the top of the
recess comprising a length that is less than or equal to 35 mm.
Inventors: |
Lowe; Michael W.; (Santa
Cruz, CA) |
|
Applicant: |
Name |
City |
State |
Country |
Type |
Bell Sports, Inc. |
Scotts valley |
CA |
US |
|
|
Family ID: |
54366664 |
Appl. No.: |
14/708124 |
Filed: |
May 8, 2015 |
Related U.S. Patent Documents
|
|
|
|
|
|
Application
Number |
Filing Date |
Patent Number |
|
|
61990633 |
May 8, 2014 |
|
|
|
Current U.S.
Class: |
2/411 |
Current CPC
Class: |
A42B 3/205 20130101;
A42B 3/222 20130101; A42B 3/12 20130101; A42B 3/22 20130101; A42B
3/225 20130101 |
International
Class: |
A42B 3/22 20060101
A42B003/22; A42B 3/12 20060101 A42B003/12 |
Claims
1. A full-face motorcycle helmet comprising: a hard outer shell; an
energy absorbing material disposed within the hard outer shell; and
a faceport opening that extends through the hard outer shell and to
an interior space of the helmet, the faceport comprising an upper
edge, a lower edge defined by an upper edge of a non-removable
chinbar, the faceport further defined on a first side by an
A-pillar extending between the upper edge of the faceport and the
lower edge of the faceport, the faceport comprising a height Ha;
wherein the chinbar comprises a recess that begins immediately
adjacent the A-pillar and comprises a chinbar height Hc1 within the
recess that is greater than or equal to 60 millimeters (mm) and a
chin bar height Hc2 outside and immediately adjacent the recess
that is greater than or equal to 70 mm; wherein the recess
comprises a height Hr between a bottom of the recess and a top of
the recess that is greater than or equal to 5 mm for a distance in
a range of 15-60 mm, wherein the recess can further comprise a
stair-step between the bottom of the recess and the top of the
recess comprises a length that is less than or equal to 35 mm.
2. The full-face motorcycle helmet of claim 1, wherein the chinbar
height Hc1 is a minimum chinbar height within the recess.
3. The full-face motorcycle helmet of claim 1, wherein the faceport
comprises a maximum height (Ha max) that is equal to or less than
80 mm.
4. The full-face motorcycle helmet of claim 1, further comprising a
rearmost point of the faceport disposed within a lower half of the
height Ha of the A-pillar.
5. The full-face motorcycle helmet of claim 1, further comprising a
maximum radius of curvature between the A-pillar and the bottom of
the recess that is less than or equal to 50 mm.
6. The full-face motorcycle helmet of claim 1, further comprising a
face shield retractably coupled to the full-face helmet over the
faceport.
7. A full-face motorcycle helmet comprising: a hard outer shell; an
energy absorbing material disposed within the hard outer shell; and
a faceport opening that extends through the hard outer shell and to
an interior space of the helmet, the faceport comprising an upper
edge, a lower edge defined by an upper edge of a chinbar, the
faceport further defined on a first side by an A-pillar extending
between the upper edge of the faceport and the lower edge of the
faceport, the faceport comprising a height Ha; wherein the chinbar
comprises a recess that begins adjacent the A-pillar and comprises
a height Hr between a bottom of the recess and a top of the recess
that is greater than or equal to 3 millimeters (mm) for a distance
in a range of 10-60 mm; wherein the chinbar comprises a stair-step
between the bottom of the recess and the top of the recess
comprises a length that is less than or equal to 40 mm.
8. The full-face motorcycle helmet of claim 7, wherein a chinbar
height Hc1 within the recess and adjacent the A-pillar is a minimum
chinbar height within the recess.
9. The full-face motorcycle helmet of claim 7, wherein the faceport
comprises a maximum height (Ha max) that is equal to or less than
95 mm.
10. The full-face motorcycle helmet of claim 7, further comprising
a rearmost point of the faceport disposed within a lower half of
the height Ha of the A-pillar.
11. The full-face motorcycle helmet of claim 7, further comprising
a maximum radius of curvature between the A-pillar and the bottom
of the recess that is less than or equal to 50 mm.
12. The full-face motorcycle helmet of claim 7, further comprising
a face shield retractably coupled to the full-face helmet over the
faceport.
13. The full-face motorcycle helmet of claim 7, wherein the chinbar
further comprises a chinbar height Hc1 within the recess that is
greater than or equal to 60 mm and a chin bar height Hc2 outside
and adjacent the recess that is greater than or equal to 65 mm.
14. A full-face motorcycle helmet comprising: a hard outer shell;
an energy absorbing material disposed within the hard outer shell;
and a faceport opening that extends through the hard outer shell
and to an interior space of the helmet, the faceport comprising an
upper edge, a lower edge defined by an upper edge of a chinbar, the
faceport further defined on a first side by an A-pillar extending
between the upper edge of the faceport and the lower edge of the
faceport, the faceport comprising a height Ha; wherein the chinbar
comprises a recess that begins adjacent the A-pillar and comprises
a height Hr between a bottom of the recess and a top of the recess
that is greater than or equal to 3 millimeters (mm); wherein the
chinbar comprises a stair-step between the bottom of the recess and
the top of the recess that comprises a length that is less than or
equal to 40 mm.
15. The full-face motorcycle helmet of claim 14, wherein the
chinbar height Hc1 is a minimum chinbar height within the
recess.
16. The full-face motorcycle helmet of claim 14, wherein the
faceport comprises a maximum height (Ha max) that is equal to or
less than 95 mm.
17. The full-face motorcycle helmet of claim 14, further comprising
a rearmost point of the faceport disposed within a lower half of
the height Ha of the A-pillar.
18. The full-face motorcycle helmet of claim 14, further comprising
a maximum radius of curvature between the A-pillar and the bottom
of the recess that is less than or equal to 50 mm.
19. The full-face motorcycle helmet of claim 14, further comprising
a face shield retractably coupled to the full-face helmet over the
faceport.
20. The full-face motorcycle helmet of claim 14, wherein the
chinbar further comprises a chinbar height Hc1 within the recess
that is greater than or equal to 60 mm and a chin bar height Hc2
outside and adjacent the recess that is greater than or equal to 65
mm.
Description
RELATED APPLICATIONS
[0001] This application claims the benefit of U.S. provisional
patent application 61/990,633, filed May 8, 2015 titled "Expanded
Field of View for Full-face Helmet," the entirety of the disclosure
of which is incorporated by this reference.
TECHNICAL FIELD
[0002] This disclosure relates to a helmet comprising and expanded
field of view for a full-face helmet and a method for making and
using the same.
BACKGROUND
[0003] Protective headgear and helmets have been used in a wide
variety of applications and across a number of industries including
sports, athletics, construction, mining, military defense, and
others, to prevent damage to a user's head and brain. Damage and
injury to a user can be prevented or reduced by helmets that
prevent hard objects or sharp objects from directly contacting the
user's head. Damage and injury to a user can also be prevented or
reduced by helmets that absorb, distribute, or otherwise manage
energy of an impact.
[0004] FIG. 1 shows a conventional helmet or full-face motorcycle
helmet 10 as known in the prior art. The helmet 10 comprises a
helmet body 12 that typically includes one or more layers of
protective padding or energy absorbing material, including a hard
outer shell and inner foam liners. An optional face shield or visor
14 can be rotatably coupled to the helmet body 12 using one or more
hinges or pivots 15 that can allow the visor 14 to rotate between
an open or up position, and a closed or down position. FIG. 1 shows
the visor 14 in the closed or down position so that a bottom edge
16 of the face shield 14 contacts or rests against a portion of a
chinbar 17, such as at a top edge of the chinbar 17. The chinbar 17
of the full-face helmet 10 provides full-face protection, including
protection to a chin, face, and lower head of a user. The chinbar
17 can provide protection and energy absorption for front impacts,
in particular, where helmets without a chinbar would provide less
protection and energy absorption. A faceport or opening 18 through
the helmet 10 provides for user visibility through the faceport 18,
and optionally through the face shield 14, which can also referred
to as the field of view (FOV) of the helmet user.
[0005] Helmets, such as helmet 10, are traditionally tested for
both safety and for FOV. A tradeoff exists between additional
protective helmet material that increases energy management during
impact to increase safety, and FOV, which can be decreased by a use
of additional protective helmet material. To ensure adequate safety
and FOV, jurisdictions have adopted guidelines to ensure a proper
balance is maintained. For example, Europe has adopted ECE testing
standards for examining FOV. The FOV is measured for a helmet
wearer, user, or rider to ensure adequate or desirable safety and
FOV for a user.
SUMMARY
[0006] A need exists for an improved full-face motorcycle helmet.
Accordingly, in an aspect, a full-face motorcycle helmet can
comprise a hard outer shell and an energy absorbing material
disposed within the hard outer shell. The full-face motorcycle
helmet can also comprise a faceport opening that extends through
the hard outer shell and to an interior space of the helmet, the
faceport comprising an upper edge, a lower edge defined by an upper
edge of a non-removable chinbar, the faceport further defined on a
first side by an A-pillar extending between the upper edge of the
faceport and the lower edge of the faceport, the faceport
comprising a height Ha. The chinbar can comprise a recess that
begins immediately adjacent the A-pillar and comprises a chinbar
height Hc1 within the recess that is greater than or equal to 60
millimeters (mm) and a chin bar height Hc2 outside and immediately
adjacent the recess that is greater than or equal to 70 mm. The
recess can comprise a height Hr between a bottom of the recess and
a top of the recess that is greater than or equal to 5 mm for a
distance in a range of 15-60 mm, wherein the recess can further
comprise a stair-step between the bottom of the recess and the top
of the recess comprises a length that is less than or equal to 35
mm.
[0007] The full-face motorcycle helmet can further comprise the
chinbar height Hc1 being a minimum chinbar height within the
recess. The faceport can comprise a maximum height (Ha max) that is
equal to or less than 80 mm. The full-face motorcycle helmet can
further comprise a rearmost point of the faceport disposed within a
lower half of the height Ha of the A-pillar. A maximum radius of
curvature between the A-pillar and the bottom of the recess can be
less than or equal to 50 mm. The full-face motorcycle helmet can
further comprise a face shield retractably coupled to the full-face
helmet over the faceport.
[0008] In another aspect, a full-face motorcycle helmet can
comprise a hard outer shell and an energy absorbing material
disposed within the hard outer shell. A faceport opening can
extends through the hard outer shell to an interior space of the
helmet, the faceport comprising an upper edge, a lower edge defined
by an upper edge of a chinbar, the faceport further defined on a
first side by an A-pillar extending between the upper edge of the
faceport and the lower edge of the faceport, the faceport
comprising a height Ha. The chinbar can comprise a recess that
begins adjacent the A-pillar and comprises a height Hr between a
bottom of the recess and a top of the recess that is greater than
or equal to 3 mm for a distance in a range of 10-60 mm. The chinbar
can comprise a stair-step between the bottom of the recess and the
top of the recess comprising a length that is less than or equal to
40 mm.
[0009] The full-face motorcycle helmet can further comprise a
chinbar height Hc1 within the recess and adjacent the A-pillar that
is a minimum chinbar height within the recess. The faceport can
comprise a maximum height (Ha max) that is equal to or less than 95
mm. The full-face motorcycle helmet can further comprise a rearmost
point of the faceport disposed within a lower half of the height Ha
of the A-pillar. A maximum radius of curvature between the A-pillar
and the bottom of the recess can be less than or equal to 50 mm.
The full-face motorcycle helmet can further comprise a face shield
retractably coupled to the full-face helmet over the faceport. The
chinbar can further comprise a chinbar height Hc1 within the recess
that is greater than or equal to 60 mm and a chin bar height Hc2
outside and adjacent the recess that is greater than or equal to 65
mm.
[0010] In another aspect, a full-face motorcycle helmet can
comprise a hard outer shell and an energy absorbing material
disposed within the hard outer shell. A faceport opening can extend
through the hard outer shell and to an interior space of the
helmet, the faceport comprising an upper edge, a lower edge defined
by an upper edge of a chinbar, the faceport further defined on a
first side by an A-pillar extending between the upper edge of the
faceport and the lower edge of the faceport, the faceport
comprising a height Ha. The chinbar can comprise a recess that
begins adjacent the A-pillar and comprises a height Hr between a
bottom of the recess and a top of the recess that is greater than
or equal to 3 mm. The chinbar can comprise a stair-step between the
bottom of the recess and the top of the recess that comprises a
length that is less than or equal to 40 mm.
[0011] The full-face motorcycle helmet can further comprise the
chinbar height Hc1 being a minimum chinbar height within the
recess. The faceport can comprise a maximum height (Ha max) that is
equal to or less than 95 mm. A rearmost point of the faceport can
be disposed within a lower half of the height Ha of the A-pillar.
The full-face motorcycle helmet can further comprise a maximum
radius of curvature between the A-pillar and the bottom of the
recess that is less than or equal to 50 mm. A face shield can be
retractably coupled to the full-face helmet over the faceport. The
chinbar can further comprise a chinbar height Hc1 within the recess
that is greater than or equal to 60 mm and a chin bar height Hc2
outside and adjacent the recess that is greater than or equal to 65
mm.
BRIEF DESCRIPTION OF THE DRAWINGS
[0012] FIG. 1 shows an embodiment of a protective full-face
motorcycle helmet as known in the prior art.
[0013] FIG. 2 shows a protective full-face motorcycle helmet with a
test line and field of view (FOV) reference.
[0014] FIGS. 3A and 3B show profile views of full-face motorcycle
helmets comprising improved FOV.
[0015] FIGS. 4A-4C show a relationship between portions of helmet
faceports and FOV or FOV requirements.
[0016] FIGS. 5A and 5B show various projections of improvements to
motorcycle helmet FOV.
[0017] FIGS. 6A and 6B show a device for measuring motorcycle
helmet FOV.
DETAILED DESCRIPTION
[0018] This disclosure, its aspects and implementations, are not
limited to the specific helmet or material types, or other system
component examples, or methods disclosed herein. Many additional
components, manufacturing and assembly procedures known in the art
consistent with helmet manufacture are contemplated for use with
particular implementations from this disclosure. Accordingly, for
example, although particular implementations are disclosed, such
implementations and implementing components may comprise any
components, models, types, materials, versions, quantities, and/or
the like as is known in the art for such systems and implementing
components, consistent with the intended operation.
[0019] The word "exemplary," "example," or various forms thereof
are used herein to mean serving as an example, instance, or
illustration. Any aspect or design described herein as "exemplary"
or as an "example" is not necessarily to be construed as preferred
or advantageous over other aspects or designs. Furthermore,
examples are provided solely for purposes of clarity and
understanding and are not meant to limit or restrict the disclosed
subject matter or relevant portions of this disclosure in any
manner. It is to be appreciated that a myriad of additional or
alternate examples of varying scope could have been presented, but
have been omitted for purposes of brevity.
[0020] While this disclosure includes a number of embodiments in
many different forms, there is shown in the drawings and will
herein be described in detail, particular embodiments with the
understanding that the present disclosure is to be considered as an
exemplification of the principles of the disclosed methods and
systems, and is not intended to limit the broad aspect of the
disclosed concepts to the embodiments illustrated.
[0021] This disclosure provides a device, apparatus, system, and
method for providing a full-face motorcycle helmet that can
optionally include or require a non-removable chin bar and face
shield. In some embodiments, the full-face motorcycle helmets
described herein can be formed without a face shield, such as for
motocross helmets or Enduro helmets that conventionally do include
face shields but are used in combination with eye goggles or
eye-protection that is separate from, or not integrally formed
with, the helmet. In these instances, the improvements for field of
view ("FOV") can be applicable inasmuch as the helmet faceport and
not the eye goggles are limiting the user's FOV. In instances where
the eye goggles are limiting the FOV, adjustments similar to those
made with respect to the helmet faceport can be made to the eye
goggles to achieve similar results.
[0022] Generally, protective helmets including the full-face
motorcycle helmets indicated above, can comprise a hard outer
shell, an impact liner, and a comfort liner. The hard outer shell
can be formed with carbon fiber, by injection molding and can
include Acrylonitrile-Butadiene-Styrene (ABS) plastics or other
similar or suitable material, or any other suitable material. The
outer shell can be hard enough to resist impacts and punctures, as
well as meet relevant safety testing standards. In some instance
the outer shell can also be flexible enough to deform slightly
during impacts to absorb energy through deformation, thereby
contributing to energy management.
[0023] FIG. 2 shows a cross-sectional profile view of a
conventional helmet or full-face motorcycle helmet 20 being worn by
a user 22, which is similar to the helmet 10. FIG. 2 further
includes additional detail of an area representing a FOV 24 of the
user 22. The forward FOV 24 includes a lower boundary, surface, or
edge 26 that stays above and does not intersect with the lower edge
28 of the faceport 21. Similarly, the forward FOV 24 includes an
upper boundary, surface, or edge 30 that can remain above the eyes
of the user 22 and remain below, and not intersect with, the upper
edge 32 of the faceport opening 21.
[0024] FIG. 2 also shows how a line or plane on a head of the user
22, or on a test headform, can be positioned relative to a line or
plane on the helmet 20 as a way to define and locate an intended or
appropriate fit between the helmet 20 and the user 22. For example,
FIG. 2 shows a test line or test plane 34, such as a Snell J test
line or test plane that indicates the portion of the helmet 20 that
can be subjected to destructive testing. For example, the test line
34 can be used as part of the helmet safety standard by
transferring the test line 34 from a test headform to an outer
surface of the helmet 20 so that a position or location of test
line is formed on, or associated with the helmet for impact
testing. As an example, impact testing can be conducted by
impacting the helmet 20 on or above the test line 34.
[0025] The relative position between a test headform or the head of
the user 22 and the outer surface of the helmet 20 can be
established by using a reference plane or reference line 36 that
can be coextensive with the basic plane, Frankfurt plane, or
auriculo-orbital plane of the head of the user 22, as well as by
using a head position index (HPI) relative to a point or plane of
the helmet, such as upper edge 32 of the faceport 18 at a front of
the helmet 20. The reference plane 36 can be defined by anatomical
features of the head of the user 22 or of a headform, such as by
being defined by a plane passing through a left orbitale (or the
inferior margin of the left orbit or eye-socket of the skull) and
also passing through the left and right portions or the upper
margins of each ear canal or external auditory meatus. The HPI
defines a distance between the reference plane 36 of the test
headform or the head of the user 22 and a portion of the helmet 20,
such as a portion of the helmet 20 indicated or defined by the test
line 34, which can be a front portion of the upper edge 32 of the
faceport 18 of the helmet 20. The HPI can include any suitable
distance based on the features and needs of a particular customer
including distances in a range 35-65 mm, 40-55 mm, or about 47 mm.
In FIG. 2 the HPI is shown as the distance between the reference
plane 36 and the upper edge 32 of the faceport 18.
[0026] FIGS. 3A and 3B show side profile views of a full-face
motorcycle helmet 50 according to the present disclosure. The
helmet 50 comprises a main body 51 and a chinbar 58 that can
comprise one or more layers of protective padding or energy
absorbing material, including a hard outer shell 52 and inner foam
liners. An optional face shield or visor 54 can be rotatably
coupled to the helmet body 51 and positioned between the main body
51 and the chinbar 58. The face shield 54 can be coupled to the
main body 51 using one or more hinges or pivots 55 that can allow
the face shield 54 to rotate between an open or up position and a
closed or down position. FIGS. 3A and 3B show the face shield 54 in
the closed position so that a bottom edge 56 of the face shield 54
contacts or rests against a portion of the chinbar 58, such as at a
top portion of the chinbar 58. The boundaries of the faceport 70
can be seen through the face shield 54 in FIGS. 3A and 3B for ease
of reference. The chinbar 58 can be coupled to the main body 51 of
the helmet 50 by being integrally formed with the main body 51, or
by being a separate piece that can be permanently or releasably
coupled to the main body 51. The chinbar 58 of the full-face helmet
50 can provide full-face protection, including protection to a
chin, face, and lower portion of a head of the user. The chinbar 58
can provide protection and energy absorption for front impacts, in
particular, whereas helmets without a chinbar would provide less
protection and energy absorption, particular to the face and front
of the head of the user.
[0027] Stated another way, the faceport 70 can be formed as an
opening through the helmet 50 to separate or be disposed between
the main body 51 and the chinbar 58. The faceport 70 can provide
visibility or a FOV for the user when looking through the faceport
70, and optionally through the face shield 54. While FIG. 3A shows
an embodiment of the helmet 50 depicted as a full-face street style
helmet comprising the face shield 54, in other embodiments, the
full-face helmet 50 can be formed as a motocross style helmet, or
other suitable helmet, without the face shield 54.
[0028] FIGS. 3A and 3B also show that the faceport 70 includes a
lower edge, surface, or boundary 72, an upper edge, surface, or
boundary 80, and an A-pillar 81 that can connect or extend between
the lower edge 70 and the upper edge 80 at the rear or back or the
faceport 70. As known in the art, a position of the A-pillar 81 is
disposed where the chinbar 58 attaches to the main body 51 of the
helmet 50, which is typically adjacent a position of ears of a user
when the user is wearing the helmet 50.
[0029] The A-pillar 81, or the faceport 70 adjacent the A-pillar
81, comprises a height Ha that extends from the upper edge 80 of
the faceport 70 to the lower edge 72 of the faceport 70. The height
Ha can be measured in a direction that is perpendicular to, or
includes a relative angle of 90.degree. from, the upper edge 80 of
the faceport 70, the lower edge 72 of the faceport 70, or the
reference line 36. In other instances, the height of the A-pillar
81 can be measured at the end of a fillet or the end of a radius at
the upper and lower corners of the faceport 70, which can be
located at an intersection between the A-pillar 81 and the upper
faceport edge 80 and the lower faceport edge 72, respectively. A
maximum radius of curvature between the A-pillar and the bottom of
the recess can be less than or equal to 50 mm, 40 mm, 30 mm, 20 mm,
and in some instance about 10 mm, such as in a range of 6-11 mm.
Alternatively, a point of intersection 93 is determined by
extending a line of the A-pillar 81 and the lower faceport edge 72
until they intersect, and the height Ha of the A-pillar 81 can be
measured between the upper edge of the faceport 80 and the point of
intersection 93. When measuring the height Ha based on the point of
intersection 93, the height Ha can be measured in a direction
perpendicular to the reference line 36, and can be measured as the
distance from the point of intersection 93 to the reference line 36
or the upper faceport edge 80. Thus, in some instances the height
Ha will be measured in a direction that is parallel to the A-pillar
81.
[0030] In some embodiments, the direction of the height Ha can be
parallel to, or align with, a y-axis or vertical axis, also noted
in FIGS. 3A and 3B. The y-axis can be aligned with, parallel to, or
contained within, a sagittal plane of the user, or a sagittal plane
of the helmet 50, extending in a direction between the top 64 of
the helmet 50 to the bottom 66 of the helmet 50. The x-axis or
horizontal axis also shown in FIGS. 3A and 3B, and throughout the
figures, can be completely or substantially perpendicular or
orthogonal to the y-axis, and can be contained within the sagittal
plane of the user or a sagittal plane of the helmet 50, extending
from the front or anterior 60 of the helmet to the rear or
posterior of the helmet 50.
[0031] Measuring the height Ha from the upper edge 80 of the
faceport 70 for a FOV can be a convenient measure because the upper
edge of a faceport is commonly used for positioning the helmet
relative to a user's head, eyes, or both. An upper edge of a helmet
faceport is a feature used by many certification bodies to specify
test lines and vision requirements. Exemplary certification bodies
include the International Standards Organization (ISO), ECE testing
standards (as commonly applied in Europe), the United States
Department of Transportation (DOT), and the Snell Memorial
Foundation (a not for profit organization dedicated to research,
education, testing, and development of helmet safety standards).
Certification bodies can specify the height or head position index
(HPI) for a helmet based on a reference plane on a test headform,
as discussed above relative to FIG. 2. For example, ECE uses an
upper vision plane and a helmet's upper edge of the faceport to
specify the position on the headform. The height Ha of the faceport
54 of the helmet 50 can be greater than or equal to 60 mm, 65 mm,
70 mm, 75 mm, or other similar measurement.
[0032] The chinbar 58 may comprise one or more heights Hc that can
extend from the lower edge 72 of the faceport 70 to the neck port
or bottom 66 of the helmet 50. The height Hc of the chinbar is
measured perpendicular to the lower edge 72 of the faceport 70, or
perpendicular to lower edge of the chinbar 58, such as at the
bottom of the helmet 66 along the neck port opening. As such, Hc1
can be measured perpendicular to the lower edge 75 of the faceport
70 within the recess 71. The height Hc1 may be greater than or
equal to 60 mm, 61 mm, 62 mm, 63 mm, 64 mm. 65 mm, 70 mm, 75 mm, 80
mm, 85 mm or other similar measure. Similarly, Hc2 can be measured
perpendicular to the lower edge 73 of the faceport 70 outside the
recess 71, and immediately adjacent the recess. The height Hc2 can
comprise a height the is greater than Hc1, such that the height Hc2
can be 3 mm, 4 mm, 5 mm, 6 mm, 7 mm, 8 mm, 9 mm, 10 mm, 11 mm, 12
mm, or other similar measure greater than the height Hc1. In some
embodiments, the height Hc1 taken adjacent or immediately adjacent
the A-pillar 81 is a minimum height (Hc min) when compared with all
heights along a length of the chinbar 58, and of all chinbar
heights taken within the recess 71.
[0033] FIGS. 3A and 3B show that the helmet 50 can be formed with
the lower edge 72 of the faceport 70 comprising a recess, scoop, or
dip, 71. The recess 71 is formed immediately adjacent the A-pillar
81 at an intersection or meeting of the height Ha of the faceport
70 and the height Hc of the chinbar 58 to prevent the lower edge 72
of the faceport 70 from having a straight edge or a continuously
curved line or arc of conventional helmets, such as lower edge 19
of the faceport 18 or the bottom edge 16 of the face shield 14 of
helmet 10 shown in FIG. 1. Instead, the bottom edge 72 comprises a
front portion 73 of the bottom edge 72 and one or more rear
portions 75, wherein the rear portion 75 can be vertically offset
by a stair-step shape or portion 76 that extends between the front
portion 73 and the rear portion 75 of the lower edge 72. A dashed
line 74 shows an extension of where the lower edge 72 might have
extended to the A-pillar 81, if not for the stair-step 76 and the
recess 71 extending to the rear portion 75 of the lower edge 72 in
the recess 71.
[0034] As such, a height Hr of the recess 71 can be measured
between the dashed line 74 and the rear portion 73 of the lower
edge 72. Stated another way, by way of illustration and not by
limitation, the recess 71 can comprise a height Hr that extends
between the bottom of the recess and the top of the recess that is
greater than or equal to 3, mm, 4 mm, 5 mm, 6 mm, or 7 mm, 8 mm, 9
mm, 10 mm, 12 mm, 15 mm, 17 mm, or 20 mm and a length in a range of
5-60 mm or 10-50 mm, or 15-45 mm. As a non-limiting example, in
some instances the height Hr can be less than or equal to 15
mm.
[0035] A length Lr of the recess 71 can extend between the A-pillar
81 and the junction of the front portion 73 and the stair-step 76.
The stair-step 76 between the bottom of the recess and the top of
the recess comprises a length that is less than or equal to 40 mm,
35 mm, 30 mm, 25 mm, 20 mm, 15 mm, 10 mm, or 5 mm. The stair-step
shape 76 can comprise any suitable slope, angle, shape, curve,
radius, pattern, taper, or fillet, whether convex, concave, or
including both concave and convex portions. The stair-step shape 76
can be formed of one or more steps and comprise a vertical
component that can be perpendicular to the lower edge 72 of the
faceport 60, perpendicular to one or more of the bottom 75 of the
recess 71, the top 73 of the recess 71 immediately adjacent or at
the edge of the recess 71, or perpendicular to the dashed line 74,
which can be a projection of the top of the recess 73 or an
extension of the lower edge 72 of the faceport 70. The vertical
component of the stair-step 76 can be totally vertical, or can be
part of a vector that includes a vertical component and is sloped
or angled between the bottom 75 of the recess and the tope 73 of
the recess as shown in FIGS. 3A and 3B.
[0036] A rearmost point of the faceport along the A-pillar 81 can
be determined by placing the helmet 50, or any other full-face
motorcycle helmet, on an ISO-57 head form and positioning the
helmet on the ISO-57 headform per ECE standard with the upper edge
80 of the faceport 70 located at the front of the helmet 60 just
touching the upper boundary 30 or 83 of the required FOV. A
vertical laser can be moved from the center of the ISO-57 headform
forward until the laser first contacts a portion of the A-pillar
81, thereby determining the rearmost point of the A-pillar. For
helmet 50, the rearmost point of the A-pillar 81 will be located in
the lower or bottom half of the height of the A-pillar 81, or the
lower or bottom third of the height of the A-Pillar, or within 0-30
mm, 0-20 mm, or 0-10 mm of the point of intersection 93 or the
lower edge 75 of the faceport 70.
[0037] In contrast to the features of the recess 71 described
above, the bottom edges of the faceport openings of conventional
motocross helmets do not include a localized downward cut or scoop
positioned immediately adjacent the A-pillar as described herein
with respect to recess 71. Instead, the lower edge of the
conventional faceports in Enduro or motocross helmets have
conventionally included straight or continuously sloped lower edges
without the stair-step design, position, and location described
herein with respect to recess 71.
[0038] Similar to the lower edge 72 of the faceport 70, the bottom
edge 56 of the face shield 54 need not have a straight edge or a
continuously curved line or arc as does the bottom edge 16 of the
face shield 54 of helmet 10. Instead, the bottom edge 56 can
follow, mirror, or match a contour of the lower edge 68 of the
faceport opening 70. The shape of bottom edge 56 and lower edge 72
can comprise a single stair-step 76, or more than one stair-step
76, such as two, three, or any desirable number of stair-steps 76.
By including recess 71, the FOV of the helmet 50 and of the user
can be increased without adjusting a position of the A-pillar 81,
or sacrificing strength or energy management of the chinbar 58.
Thus, the FOV of the user and of the helmet 50 can be increased,
while also reducing a blind spot of the user or of the helmet, by
dipping the lower edge 72 of the faceport 70.
[0039] As shown in FIGS. 3A and 3B, the upper edge 80 of the
faceport 70 need not match or mirror the lower edge 72 of the
faceport 70. Instead, the upper edge 80 of the faceport 70 can be
formed as a line or curve comprising a straight, flat, or
continuous form, without any stair-step shapes, or a recess. The
upper edge 80 of the faceport 70 can be parallel with the x-axis of
the helmet 50, or can be upwardly sloped from the A-pillar 81 to
the front 60 of the helmet 50, as shown in FIGS. 3A and 3B, to
increase forward and upward visibility or FOV of the helmet 50.
[0040] Continuing from FIGS. 3A and 3B, FIG. 4A shows a visual
representation of the improvements to a FOV for a user and for a
helmet when the helmet comprises the improvements discussed above
with respect to helmet 50. More specifically, FIG. 4A shows how a
FOV for a rider or helmet wearer 90 wearing a helmet 92 can be
improved by adjusting a lower edge 94 of a faceport 96 to include a
recess 98, which is indicated by the dashed line, that is similar
to or identical to the recess 71. FIG. 4A shows that the helmet
wearer's 90 head is in the interior space of the helmet, and also
shows the space of recess 98 is opaque to illustrate how an area
behind the rider 90 or rearward of the coronal plane of the rider
92 can be impeded without a transparent or open area or recess in
the area of recess 98. While the increased FOV for the rider 90 is
present in any position the rider 90 assumes on his motorcycle, the
increased FOV for rider 90 is illustrated in particular for the
rider 90 when the rider 90 is turning to "check a blind spot"
before moving laterally, such as while changing lanes when riding.
As shown in FIG. 4A, by using a lower edge 94 that is not recessed
at the bottom of recess 98, the lower edge 94 can negatively reduce
functional FOV for riders and increase a blind spot of the helmet
and of the rider 90. The discovery of this unexpected result, or of
the area occupied by recess 71 or 90 allows for a inclusion of a
distinct structural feature or recess within the helmets 50 and 92,
respectively, to take advantage of the above mentioned unexpected
result.
[0041] As illustrated in FIG. 4A, the gains to the FOV of the rider
90 and the helmet 92 are not just lateral to the motorcycle of the
rider 90; but instead, include areas behind the rider 90 when the
rider 90 is seated in an upright or erect position on the
motorcycle. The increased FOV that occurs behind the rider 90 or
rearward of the motorcycle can be accomplished, contrary to
conventional wisdom, without adjusting the form or location of the
A-pillar 100 of the helmet 92.
[0042] Furthermore, discovery of the unexpected result of improved
FOV through creating recess 71 or 98 also results in part from the
discovery or recognition of a pattern of biomechanical movement in
bike or motorcycle riders. The biomechanical pattern includes the
fact that when a rider tips or inclines his head downward (with his
chin toward the trunk of his body) while rotating his head to the
left or right, the rider will see more than behind him and to the
left or right than if the rider merely rotates his head to the left
or right without tipping or inclining his head downward. The
improved FOV from the biomechanical pattern described above can be
experienced by following these steps. First, stand or sit with one
or more objects behind you. Second, while keeping your head fully
upright, turn your head left or right as far as you can while and
note how much of the object you can see. Next, tip your head down
(with your chin toward your torso) and then repeat turning your
head to the left or the right as far as you can and note the
difference of how much of the object you now see. The biomechanics
alluded to above will allow you to see more of the object behind
you, or an object positioned farther behind you, when your head is
inclined downward and turned than when your head is upright and
turned.
[0043] As such, by adapting the recesses 71 and 98 and to the above
mentioned biomechanical movement patterns, and improving helmet FOV
to match or coincide with the inclined and rotated position of a
rider's head, the rider 90 will experience an improved FOV even
while wearing the helmet 92. As such, the improvements to the FOV
can be broadly realized for most or all types of bike or motorcycle
riding, including street, track, or other types of riding, whether
the rider is in a tucked position or an upright position. By
reducing the blind spot of the rider 90, the risks of coming into
contact with another vehicle or object and having an accident is
reduced. The motorcycle rider wearing the helmet 92 with a recess
98--or helmet 50 with recess 71--will have a smaller blind spot
than with conventional street full-face motorcycle helmets and will
be better able to detect other vehicles and obstacles with the
increased FOV while maintaining a thicker chinbar and greater
protection.
[0044] FIGS. 4B and 4C provide additional detail as to why the
recess areas 71 and 98 can improve FOV according to the above
described biomechanical movement of riders without being restricted
by relevant helmet safety standards, such as those standards
disclosed herein. FIG. 4B shows a number of FOV vision standards
82-85 within the helmet 50. More specifically, FIG. 4B shows a
rearward FOV boundary 82 for the Snell and ECE vision standards, an
upper FOV boundary 83 that would be shared by the Snell and ECE
vision standards, a lower FOV boundary 84 for the ECE vision
standards, and a lower FOV boundary 85 that would be for the Snell
vision standards.
[0045] FIG. 4C, shows a two-dimensional profile view similar to the
view of the faceport shown in FIG. 4B. FIG. 4C shows that the
faceport 70 of the helmet and an area between the upper edge 80 and
the lower edge 72 of the helmet. The enlarged area of the faceport
70 shows that within the faceport 70, there is a regulated FOV area
86 that can be defined at least in part by a regulated faceport
opening 87 at the front of the faceport and a regulated upper edge
88 of faceport opening. FIG. 4C also shows a non-regulated FOV area
89 that is adjacent and below the regulated FOV area 86. The
non-regulated FOV area 89 can result at least in part from an
unregulated height Ha of the faceport 81. Thus, the non-regulated
FOV area 89 allows for the improved FOV by the inclusion of the
recess 71, while also allowing for large or increased chinbar
thickness, comparable to conventional chinbar thicknesses for
street full-face motorcycle helmets.
[0046] To the contrary, conventional full-face street helmets, such
as helmet 10 shown in FIG. 1, have been designed and are made to
include robust protection by including a robust non-removable
chinbar, while also providing adequate visibility. However, the
objective of robust protection and good visibility have
conventionally been in tension, providing a tradeoff of benefits
with each other so that more protection produced less visibility
and more visibility produced less protection. A result has been
that conventional full-face street helmet designs have provided
reduced visibility or FOV as a trade-off for greater protection and
energy absorption.
[0047] Inclusion of the recess 71 allows for improved protection, a
perception of improved protection, or both, by providing a thick or
a thicker chinbar further comprising the structural feature of the
recess 71 to provide specific and targeted gains to the FOV of the
user, such as those FOV improvements shown in FIGS. 5A and 5B.
Conventional wisdom among riders and helmet manufacturers has
failed to recognize the gains available through a recess like
recess 71, and have even incorrectly attributed reduced rearward
visibility to an upper portion of the A-pillar 81. Stated another
way, limited FOV has been tolerated or in some instances as a
result of a spacing or distance between upper portions of the
A-pillar 81 and a location of an eye of the user within the helmet,
or the spacing or distance between the A-pillar 81 and the front 60
of the helmet 50. However, because of current testing standards,
such as those shown in FIG. 4C that relate to upper and forward
portions of the faceport 70, the recess 71 can be incorporated into
a bottom rear portion of the faceport to take advantage of the
unexpected result of improved visibility and robust chinbar
thicknesses. In contrast to the improved FOV helmets discussed
above, such as helmets 50 and 92, convention removable chinbar
helmets, including street removable chinbar helmets and helmets
comprising minimalist chinbar designs, provide one or more of: less
protection, less perceived protection, less FOV, and less targeted
FOV for rearward visibility.
[0048] FIGS. 5A and 5B show examples of how changes to the faceport
70, such as adjustment of the lower edge 72 of the faceport 70 to
include the recess 71 or 98 can be systematically correlated to the
FOV of the rider 90. The correlation between the shape, size, and
position of the faceport 70 or 96 and the FOV of the rider 90 can
be made because of standardized helmet positioning and testing,
such as helmet test lines, the basic plane of the user, and an
HPI.
[0049] FIGS. 5A and 5B present perspective views of a rider 90
wearing a helmet 92 together with the increased FOV 102 of the
rider 90 resulting from the recess 98 along the lower edge 94 of
the helmet 92 adjacent the A-pillar 100. As presented in FIGS. 5A
and 5B, the FOV 102 is a spatial projection of a portion of the FOV
for the rider 90 wearing helmet 92 with the recess 98 and without
the recess 98. The reference numbers used for portions of the FOV
102 correspond to the reference numbers used for the helmet 92, but
include a prime 0 designation. Thus, FIGS. 5A and 5B show a first
top surface 94' and a second bottom surface 98' that are
projections of what the lower limit of the FOV 102 would be for the
helmet 92 and the user 90 without, and with, the recess 98 being
included as part f the lower edge 94 of the helmet 90. The first
surface 94' represents what the lower or outer limit of the FOV 102
would be for the rider 90 with a conventional helmet design
comprising a straight or constantly sloped lower faceport edge that
does not include the recess 98. The second planar surface 98'
indicates represents what the lower or outer limit of the FOV 102
would be for the rider 90 with inclusion of the recess 98. Thus,
the volume, area, distance, or space 106 between the first surface
94' and second surface 98' represents or shows the increased FOV
102 experienced by the wearer 90 when the lower edge 94 of the
faceport 96 includes the recess 98. Stated another way, the volume
106 between the first surface 94' and second surface 98' represents
a blind spot experienced by the wearer 90 when the lower edge 94 of
the faceport 96 does not include the recess 98.
[0050] FIGS. 5A and 5B differ from each other by the relative angle
or position of the rider 90 and the helmet 92. FIG. 5A shows the
relative gains in the FOV 102 for the rider 90 when the rider 90 is
in a normal upright position. FIG. 5B shows the relative gains in
the FOV 102 for the rider 90 when the rider 90 has his head in a
turned and downward position. Thus, FIG. 5A shows the rider 90
seated in an upright position with his eyes looking forward with a
line of sight parallel to the basic plane or a transverse plane of
his body, wherein the transverse plane of the body of the rider 90
is the plane that divides the body of the rider 90 into superior
and inferior parts, the transverse plane being perpendicular to the
coronal and sagittal planes. Thus, the view shown in FIG. 5A shows
the FOV 102 for the rider 90 seated in an upright position with his
eyes looking in a direction parallel to a direction of a flat or
level surface of a roadway below him. In other words, the
transverse plane of the head of the rider 90 is parallel (or
substantially parallel) to a transverse plane of the user's
motorcycle, and parallel (or substantially parallel) to a surface
on which the motorcycle is resting. When so situated, the
additional or increased volume 106 of FOV 102 is laterally down and
left and laterally down and right of the rider 90. The increased
volume 106 of FOV 102 can also be, to a lesser extent, behind or
rearward a coronal plane of the rider, the coronal plane being the
plane dividing the rider's body into dorsal and ventral parts.
[0051] Similarly, FIG. 5B shows that the gains to volume 106 of the
FOV 102 when the rider 90 is in a turned position with his head
bent slightly downward, that is with his neck bent toward his
torso, such as with an inclined chin. The position of the rider 90
shown in FIG. 5B illustrates how riding with a turned and
downwardly tilted head can form an acute angle between the basic
plane and a transverse plane of the rider's motorcycle, or between
the basic plane and a surface on which the wearer's motorcycle is
resting. Furthermore, the volume 106 of the FOV 102 in the inclined
position and with a turned head of the rider 90 provides improved
visibility and FOV for surrounding traffic or obstacles that
provides improvements for basic maneuvers like changing lanes.
[0052] Another way of visualizing or representing the increased FOV
102 for a given helmet is shown and described with respect to FIGS.
6A and 6B. FIG. 6A shows a test headform 110 that is mounted at a
fixed distance to a screen 112. The screen 112 can be opaque,
transparent, or translucent. The test headform 110 can be coupled
to a base or stand 114 that is coupled to the screen 112 with
mechanical fasteners 116, or other suitable devices. The head form
110 while illustrated as a generic form can comprise a size and
shape that is suitable, and configured to, be disposed within a
helmet, such as helmet 50 or helmet 92. The screen 112 can be of
any desirable shape, and remain constant when capturing one or more
light fields 118, so as to provide a consistent baseline for
comparison among different helmets that are placed over the test
headform 110. In some embodiments the screen 112 will comprise a
curve or arc to provide a constant or fixed distance between the
lights 111 disposed within the headform 110 to represent the eyes
of a helmet wearer.
[0053] The FOV for a given helmet can be approximated by placing
the helmet over the headform 110 and projecting light from the
lights 111 at a position of a helmet wearer's eyes. By reversing a
direction of light from coming into the helmet to a user's eyes to
leaving the lights 111 through the faceport of the helmet and to
the screen 112, the light field 118 will project an area
representative of a helmet wearer's FOV, thereby providing an
indication of what the user will be able to see.
[0054] FIG. 6B shows a view of the screen 112 that is similar to
the view of the screen 112 shown in FIG. 6A. FIG. 6B differs from
FIG. 6A by showing an opaque version of the screen 112, through
which the test headform 110 is not visible. FIG. 6B shows the
screen 112 includes a first marking or delineation 120 that shows a
non-limiting example of a conventional FOV that could result from a
conventional helmet, such as conventional helmet 10 from FIG. 1.
The screen 112 also includes a second marking or delineation 122
that shows a non-limiting example of an improved FOV that could
result from a helmet comprising an improved FOV, such as the helmet
50 or 90.
[0055] The first marking 120 and the second marking 122 can be
captured in any suitable way, such as by tracing the light filed
118 or by making the screen 112 of a photosensitive material.
However the first marking 120 and the second marking 122 are
captured, the first marking 120 and the second marking 122 can
correspond to or capture a size and shape of a FOV for a given
helmet, based on the helmets particular faceport geometry. An area
below or outside of the first marking 120 and the second marking
122 can represent an area that is not visible, such as a blind spot
124 that is indicated with the hatching pattern in FIG. 6B.
[0056] A comparison of the differences between the first marking
120 and the second marking 122, with respect to the blind spot 124,
show how the offset 126, similar to volume 106, corresponds to an
improved FOV for a particular helmet or faceport. After having
captured the first marking 120 and the second marking 122, the
curved screen 112 can be released from mechanical fasteners 116 and
placed flat or in a single plane. The flattened or 2 dimensional
(2D) version of the first marking 120 and the second marking 122
from the screen 112 can be imported into drawing, drafting, or
image software, such as Adobe Illustrator, to be measured, to
quantify, to calculate dimensions, to increased FOV of the measured
helmet and to make comparisons with FOVs among different helmet
designs.
[0057] Accordingly, a helmet design can desirably account for
energy management and an improved FOV in such a way that a wearer
need not adjust the helmet when worn from its designed position,
without adjusting a position of the A-pillar of the helmet, and in
such as way that the strength and size of a fixed chinbar need not
be sacrificed, and a helmet visor can remain a part of the helmet,
such as for street full-face helmets. Advantageously, the improved
FOV can be achieved by controlling a height Ha of the faceport
adjacent the A-pillar, including a chinbar comprising a height Hc
greater than 60 mm with the height Hc aligned with the height Ha,
wherein a ratio Ha:Hc is greater than or equal to 0.85, and by
forming a recess in the lower edge of the chinbar adjacent the
A-pillar.
[0058] Where the above examples, embodiments and implementations
reference examples, it should be understood by those of ordinary
skill in the art that other helmet and manufacturing devices and
examples could be intermixed or substituted with those provided as
virtually any components consistent with the intended operation of
a method, system, or implementation may be utilized. Accordingly,
for example, although particular component examples may be
disclosed, such components may be comprised of any shape, size,
style, type, model, version, class, grade, measurement,
concentration, material, weight, quantity, and/or the like
consistent with the intended purpose, method and/or system of
implementation. In places where the description above refers to
particular embodiments of on-piece no slip strap adjustors for
helmets, it should be readily apparent that a number of
modifications may be made without departing from the spirit thereof
and that these embodiments and implementations may be applied to
other to gear and equipment technologies as well. Accordingly, the
disclosed subject matter is intended to embrace all such
alterations, modifications, and variations that fall within the
spirit and scope of the disclosure and the knowledge of one of
ordinary skill in the art. The presently disclosed embodiments are,
therefore, to be considered in all respects as illustrative and not
restrictive.
* * * * *