US20150320135A1

US20150320135A1 - Expanded field of view for full-face motorcycle helmet

Info

Publication number: US20150320135A1
Application number: US14/708,124
Authority: US
Inventors: Michael W. Lowe
Original assignee: Bell Sports Inc
Current assignee: Bell Sports Inc
Priority date: 2014-05-08
Filing date: 2015-05-08
Publication date: 2015-11-12
Also published as: JP2017517643A; AU2015255728A1; EP3139783A4; CN106455736A; EP3139783A1; CA2947885A1; WO2015172113A1; CN106455736B

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.

Description

RELATED APPLICATIONS

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

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

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.
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.
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

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.
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.
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.
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.
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.
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

FIG. 1 shows an embodiment of a protective full-face motorcycle helmet as known in the prior art.

FIG. 2 shows a protective full-face motorcycle helmet with a test line and field of view (FOV) reference.

FIGS. 3A and 3B show profile views of full-face motorcycle helmets comprising improved FOV.

FIGS. 4A-4C show a relationship between portions of helmet faceports and FOV or FOV requirements.

FIGS. 5A and 5B show various projections of improvements to motorcycle helmet FOV.

FIGS. 6A and 6B show a device for measuring motorcycle helmet FOV.

DETAILED DESCRIPTION

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.
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.
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.
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.
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.
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.
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.
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.
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.
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.
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.
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° 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.
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.
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.
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.
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.
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.
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.
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.
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.
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.
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.
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.
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.
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.
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.
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.
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.
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.
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.
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.
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.
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.
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.
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.
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.
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.
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.
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.
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.
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.

Claims

What is claimed is:

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

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.