Browse Topic: Helmets
Researchers are exploring new ways to utilize microwave technology in monitoring and assessing health conditions. The results of experiments conducted with realistic models are promising. Bras that detect breast cancer, leg sleeves that identify blood clots, and a helmet that monitors the effects of radiation therapy offer a glimpse into what future healthcare might look like.
University College London London, England
This study presents an analysis of 364 motorcycle helmet impact tests, including standard certified full-face, open-face, and half-helmets, as well as non-certified (novelty) helmet designs. Two advanced motorcycle helmet designs that incorporate technologies intended to mitigate the risk of rotational brain injuries (rTBI) were included in this study. Results were compared to 80 unprotected tests using an instrumented 50th percentile Hybrid III head form and neck at impact speeds ranging from 6 to 18 m/s (13 to 40 mph). Results show that, on average, the Head Injury Criterion (HIC) was reduced by 92 percent across certified helmets, compared to the unhelmeted condition, indicating substantial protection against focal head and brain injuries. However, findings indicate that standard motorcycle helmets increase the risk of AIS 2 to 5 rotational brain injuries (rTBI) by an average of 30 percent compared to the unprotected condition, due to the increased rotational inertia generated by the added size and weight of the helmet. Advanced helmets performed, on average, about 5 percent better than standard certified helmets. Non-certified or novelty helmets offer inadequate protection against focal head and brain injuries, though they may offer some insight into rTBI protection. The findings of this study also indicate a critical methodological deficiency in the oblique impact tests utilized in revised motorcycle helmet standards, including ECE 22.06, Snell M2025, and FRHPe-02, which fail to correctly assess rTBI risk. This paper provides recommendations for enhancing motorcycle helmet design to improve protection against rotational traumatic brain injuries.
Pilots and crew of rotary-wing aircraft can be exposed to inertial and task position stressors that generate pain. Repeated painful exposures with or without tissue damage are precursors to pain sensitization and chronic pain. Chronic pain leads to reduced operational readiness and long-term medical treatment. This study investigated protection orthosis for unrecoverable effects on the cervical spine by heavy helmets and accessories. A user-customized product has been developed and customization has been intended to be done with multi-body dynamic modeling and testing. Although there are many biomechanical models of the human cervical spine in the literature, their analysis capabilities to perform modal analysis and frequency response analysis are limited. Especially for Rotary-wing applications, models with such capabilities will play an essential role in diagnosing and rehabilitating musculoskeletal disorders and designing engineering devices to prevent and heal cervical spine injuries. Therefore, a detailed head-cervical spine model is developed in which frequency domain analysis is possible. Alternative design solutions have been investigated to support helmets to decrease the load exerted on the neck periphery. Finally, tests have been performed to correlate analysis with a real helicopter environment. At the end of the study, a customizable neck orthosis has been developed and verified with the tests that it reduces the adverse effects of heavy helmets on the cervical spine periphery.
Researchers have designed a lightweight helmet with tiny LEGO-size sensors that scan the brain while a person moves. The helmet is the first of its kind to accurately record magnetic fields generated by brain activity while people are in motion. This advance could make it easier to conduct brain scans in young children and individuals with neurological disorders who can’t always remain still in conventional scanners.
Wearing Helmet is a critical safety measure not only for riders but also for passengers. However, people often tend to skip wearing these protective headgears, thereby leading to, increased risk of injury or death in the event of an accident. There is a growing necessity to develop innovative methods that automatically monitor and prevent unsafe driving. To address this issue, we have developed a computer vision-based helmet detection system that can detect if a rider has his helmet on in real-time. We use state-of-the-art computer vision-based techniques for helmet detection. This paper covers various aspects of helmet detection, including image pre-processing, feature extraction, and classification. The system is evaluated on performance metrics such as accuracy, precision, and recall. Further enhancement of the system is proposed in the potential directions for future research. The results demonstrate that computer vision-based helmet detection systems hold significant potential to reduce the risk of accidents and improve safety for riders.
U.S. military service members are provided protective head gear for use in training and operational environments. This headgear is typically in the form of a helmet, at a minimum consisting of a rigid outer shell and an individual fitting and retention system, which is an essential personal protective equipment (PPE) item. Many different helmet configurations are used by the U.S. soldier, depending on their military occupational series, the anticipated threat, and the operational environment.
During development of military helmets and HMDs, materiel developers need a valid and repeatable test methodology for measuring their mass properties. DEVCOM SC and USAARL reviewed existing mass properties measurement procedures and identified critical items to incorporate into a unified Army methodology. Army Combat Capabilities Development Command Soldier Center, Natick, MA U.S. military service members are provided protective head gear for use in training and operational environments. This headgear is typically in the form of a helmet, at a minimum consisting of a rigid outer shell and an individual fitting and retention system, which is an essential personal protective equipment (PPE) item. Many different helmet configurations are used by the U.S. soldier, depending on their military occupational series, the anticipated threat, and the operational environment. Helmet designs have evolved to provide protection beyond fragmentation, to include head protection from blunt head impact events and maxillofacial protection. Military aviation helmets also include protective visor systems, hearing protection, and integrated communication systems. The helmet shell also provides an ideal mounting surface for ancillary equipment or advanced tactical systems such as night vision systems, weapon targeting displays, and other visual augmentation systems. As technology continues to advance, the use of helmet mounted devices (HMDs) has become increasingly common to enhance capabilities.
ABSTRACT As U.S. Army leadership continues to invest in novel technological systems to give warfighters a decisive edge for mounted and dismounted operations, the Integrated Visual Augmentation System (IVAS) and other similar systems are in the spotlight. Continuing to put capable systems that integrate fighting, rehearsing, and training operations into the hands of warfighters will be a key delineator for the future force to achieve and maintain overmatch in an all-domain operational environment populated by near-peer threats. The utility and effectiveness of these new systems will depend on the degree to which the capabilities and limitations of humans are considered in context during development and testing. This manuscript will survey how formal and informal Human Systems Integration planning can positively impact system development and will describe a Helmet Mounted Display (HMD) case study.
A critically high noise level inside protective helmet is a prevalent concern for motorcyclists. Especially at highway speeds where the noise level, regardless of helmet type can exceed 100 dB(A) and approaches threshold of discomfort, often resulting in temporary hearing loss. Despite of large share of persons exposed to such noise disturbance around the world, the in helmet noise levels have not significantly decreased over the last decades. Only few scientific publications can be found to systematically address this issue. Furthermore, in respect of driving safety even moderate noise levels are reported to impair reaction times and reduce attention of motorcyclists. At higher speeds the dominant helmet noise source is linked to aerodynamic turbulence around the helmet shell. The loudness and spectral contents mainly depend on the driving speed, windscreen configuration, riding position and helmet geometry. In this paper a series of on-road tests and laboratory experiments with three main types of helmets (“full face”, “flip up” and “open face” type) have been performed with the focus on in-helmet acoustics. Noise spectra at the location of rider's ears are measured, the results are analyzed and the noise source mechanisms are studied. A novel acoustic material, consisting of reticulated natural leather foam is presented for helmet noise control applications. It is demonstrated that a remarkable helmet noise level reduction can be achieved in a wide frequency range by the material into the critical interior regions of motorcycle helmets.
Comparing and correlating piezoelectrically induced guided waves, acoustic emission, thermography, and X-ray imaging to determine the effects of applied load on a composite structure. Army Research Laboratory, Aberdeen Proving Ground, Maryland Composite materials are desirable for aeronautical and aerospace applications for many reasons including their high strength-to-weight ratios, fatigue and corrosion resistance, design adaptability, and performance capabilities in harsh environments. Because of these qualities, composites are useful in many applications such as in armor, helmets, and helicopters, and as structural components. However, when in-service, composite materials experience very different damage mechanics than metals. Performance and quality of composite materials can suffer from fatigue, environmental conditions, and external damage just as metals can, but due to their inherent complexity and the difficulty of detecting damage in composites with traditional inspection techniques, maintaining and guaranteeing the safety of composite structures is a challenging problem.
Composite materials are desirable for aeronautical and aerospace applications for many reasons including their high strength-to-weight ratios, fatigue and corrosion resistance, design adaptability, and performance capabilities in harsh environments. Because of these qualities, composites are useful in many applications such as in armor, helmets, and helicopters, and as structural components.
By mimicking the outer coating of pearls (nacre or mother of pearl), researchers created a lightweight plastic that is 14 times stronger and eight times lighter (less dense) than steel. It could be applicable to vests, helmets, and other types of body armor as well as protective armor for ships, helicopters, and other vehicles.
Two sets of visual symbology in conjunction with two display types (helmet mounted and panel mounted) were examined for their usability in maintaining flight performance within a simulated degraded visual environment. Eight rated Army Aviators completed a series of flights using the two symbology sets with each display type. Flight performance data was collected and used to assess performance resulting from symbology and display used. Overall, the assessment found one symbology set to result in better performance across several phases of flight and no significant differences due to display type, although a few interactions between symbol set and display type are noted.
As the medical community learns more about brain injury, the importance of blunt impact mitigation becomes more apparent. As such, it is critical to make sure that research labs are not only capable of performing testing in this field, but also show inter-laboratory consistency and reproducibility. This study is a comparison between the two validated blunt impact testing labs (Aberdeen Test Center (ATC) and National Technical Systems (NTS) Chesapeake Testing Services (CTS)), and Natick Soldier Research Development and Engineering Center (NSRDEC).
In this project work, composites were prepared by using matrix method in which good adhesion was generated by a combination of hand layup method. This experiment was conducted to evaluate the suitability of natural fiber composites using luffa fiber, palm fiber and bamboo fiber and to fabricate the safety helmet by combining these three fibers. Initially these fibers were treated in sodium hydroxide solution in order to improve fiber interfacial bonding. Generally, composites that contain treated fiber have a higher tensile modulus and greater flexural modulus than do untreated fiber composites. Here using 40% fibers and 60% matrix for fabricating natural composites and to investigate its tensile strength, flexural strength, impact strength and hardness strength. It was observed that the effects of reinforcing epoxy resin matrix with the fibers caused the composites to be more flexible and easily deform due to high strain values and reduction of high resonant amplitude. In the present study, an attempt has been made to reinforce, epoxy resin matrix with this proportion of these natural fibers and to characterize its mechanical performances to evaluate their suitability for helmet applications.
Most football fans have seen players get hit so hard they can barely walk back to the sideline. All too often in years past, those players were back on the field just a few plays later, despite suffering what appeared to be a head injury. While football-related concussions have been top of mind in recent years, people have struggled to create technology to accurately measure them in real time.
In partnership with General Motors, researchers from Purdue University, West Lafayette, IN, have revealed that honeycomb “cellular” materials support a range of new applications, such as shock-absorbing football helmets and biomedical implants. Without any additional reprocessing, effective mechanical properties of the shape-memory polymer can be modified after fabrication.
The cabin and cockpit noise levels of a Royal Canadian Air Force CH-147F Chinook medium to heavy lift utility helicopter were evaluated in this study. The sound pressure levels were measured at nine aircrew locations through 43 unique and representative flight and ground conditions in accordance with the ISO 5129:2001 standard. Additionally, the performance of a combination of currently in service helmets and headsets were evaluated in accordance with the ANSI Standard S12.42. The hearing protection performance results were used in combination with the measured sound pressure levels to evaluate the performance of the hearing protection in the context of the CH-147F noise environment. Results showed that the David Clark headsets equipped with active noise reduction provided the most superior hearing protection. The maximum exposure limit duration was calculated for each microphone location, hearing protector performance and flight condition combination. It was found that the David Clark headsets provided sufficient protection for an unlimited duration of exposure for an individual with a properly fitted headset. It was also found that improperly fitted hearing protection could result in an increased risk of hearing damage after merely 18 seconds.
Aerodynamics is one of the most important factors in the development of racing cars. At the speeds of formula cars reach the formula cars, the driver's neck can be subjected to stresses resulting from the aerodynamic forces acting on the helmet; developing an aerodynamic project that takes into account the comfort of the driver without affecting performance is certainly considered a challenging activity. The aim of the present work is to develop a low-pitching-momenthelmet for formula racing cars optimizing the shape and location, applying some aerodynamic appendices. This goal is pursued by adopting an approach based on both experimental and numerical activities. First, the aerodynamic configuration of an existing helmet was examined; through a testing campaign in the wind tunnel facilities of Perugia University, pressures acting on the helmet were scanned at various speeds and data about aerodynamic drag were collected. Flow visualization methods were even performed to locate the separation of the fluid flow from the helmet. Based on experimental results a validated mathematical model of the helmet was implemented to perform numerical analysis using the CFD/3D package Star-CCM+. The model was used to analyze the configuration of the flow around the helmet in the actual case that the helmet is inserted in the formula vehicle. Finally, a CFD/3D optimization was set up to obtain geometry optimization of the appendices of the helmet, as a function of the proposed target. All the steady state CFD analysis was carried out using the k-ω RANS turbulent model.
The main purpose of this study is to define the relationship between the car impact velocity and serious injury risk or fatality risk of cyclists. The authors investigated the risks of serious injuries and fatalities of cyclists using vehicle-cyclist accident data from the database of the Institute for Traffic Accident Research and Data Analysis (ITARDA) in Japan. The vehicle types considered are sedans, mini vans, box vans, light passenger cars and light cargo vans. The results revealed that a 10-km/h decrease in the impact velocity could reduce the severe injury risk and fatality risk for impact velocities of 40 km/h or higher. Specifically, when the impact velocity was less than or equal to 30 km/h, the serious injury risks were less than 21% and the fatality risks were less than or equal to 1% for the above listed vehicle types. Therefore, if the Collision Damage Mitigation Braking System (CDMBS) equipped vehicles can perform its functions effectively so as to reduce the impact velocities, then cyclist injuries will likely be significantly reduced. Another purpose of this study is to assess the effect of wearing a helmet for protection of the cyclist’s head. Impact experiment results showed that the measured head injury criterion (HIC) with helmets are lower than that of head-form impactor without a helmet, reducing the HIC by 57%.
This specification covers one type of nylon webbing.
Fatal injuries suffered by cyclists in vehicle-versus-cyclist accidents are investigated to provide information for the introduction of safety countermeasures. We analyzed characteristics of cyclist injuries in real fatal accidents and compared them with severity levels of head injury in impact tests against a road surface. In the accident analyses, we investigated the main body regions whose injuries led to fatalities using a macro vehicle-cyclist accident database of the Institute for Traffic Accident Research and Data Analysis of Japan. Using data from 2009 to 2013, we investigated the frequency of cyclist fatalities by gender, age group, vehicle speed, and the source of fatal head injury (impact with the vehicle or road surface). Results indicated that head injuries are the most common cause of cyclist fatalities in car-cyclist accidents. The results also indicated that the percentage of fatalities due to hip injuries was significantly higher for females than for males, and significantly higher for cyclists older than 65 years than those aged 13-59 years. It was clarified that fatalities due to head impacts against road surfaces were more common at low vehicle speeds among cyclists older than 60 years. The results of accident analyses also showed that the wearing of a helmet was extremely effective in preventing fatal cyclist accidents. In impact tests against a road surface, the impact was milder when the adult pedestrian headform impactor wore a helmet (head injury criterion of 860 versus 1157). It is also found that currently available helmets are designed for protection of a cyclist's head in the first impact only.
According to the “Report 2010” of the Association des Constructeurs Européens de Motocycles (European motorcycle manufacturers' association), the number of motorcycles throughout the European Union rose from 16 million to more than 22 million between 2001 and 2008. Taking all two-wheeled motor vehicles into account, in 2008 approximately 33 million vehicles were registered. At the same time, motorcycles are by far the most dangerous means of transport. Two groups (children and elderly people) are especially vulnerable due to their weakness against impact, reflexes and reaction to risk, resistance to the generated forces, etc. According to the latest accidents data from the European Community database on road accidents (CARE), more than 110 children under 14 years old who were passengers on PTW's were killed on the roads of the Community between 1991 and 2000. The European Commission is not aware of any specific national standard in the Member States apart from requiring the use of helmets by motorcycle drivers and passengers. The KID-SHELL project aims to design and develop a protection system addressed to children who are travelling as PTW (powered two-wheeler) passengers. The main aim of the first stage of this project is to know the main characteristics of the traffic accidents involving child motorcycle passengers and which injuries they suffer. This study takes into account both urban and non-urban areas and sorts accident scenarios and injuries suffered by PTW children passengers not only by frequency but also by severity.
This study deals with the risk of injury to the bicyclist's head and the benefits of wearing a bicycle helmet in terms of reduction of injury severity or even injury avoidance. The accident data of 4,245 injured bicyclists as a randomized sample, collected by a scientific research team within the GIDAS project (German In-Depth Accident Study) were analyzed. Given that head injuries result in approximately 40% of bicycle-related crashes, helmet usage provides a sensible first-level approach for improving incidence and severity of head injuries. The effectiveness of the bicycle helmet was examined using descriptive and multivariate analysis for 433 bicyclists with a helmet and 3,812 bicyclists without a helmet. Skull fractures, severe brain injuries and skull base fractures were up to 80% less frequent for bicyclists wearing a helmet. Among individuals 40 years of age and older, a significant increase of severe head injuries occurred if no helmet was used compared to younger persons with helmet.
A new form of head and neck protection for racing car drivers is examined. The concept is one whereby the helmet portion of the system is attached, by way of a quick release clamp, to a collar-like platform which is supported on the driver's shoulders. The collar, which encircles the back and sides of the driver's neck, is held in place by way of the on-board restraint belts. The interior of the helmet portion of the assembly is large enough to provide adequate volitional head motion. The overall objective of the design is to remove the helmet from the wearer's head and thereby to mitigate the deleterious features of helmet wearing such as neck fatigue, poor ventilation and aerodynamic buffeting. Just as importantly, by transferring the weight of the helmet and all attendant reaction forces associated with inertial and impact loads to the shoulder complex (instead of to the neck), reduced head and neck injury probability should be achievable. This paper describes the concept development and the evolution of various prototype designs. Prototypes have been evaluated on track and sled tested in accordance with contemporary head neck restraint systems practice. Also discussed is a series of direct impact tests. In addition, low mass high velocity ballistic tests have been conducted and are reviewed herein. It is concluded that this new concept indeed does address most of the drawbacks of the customary helmet and that it generally can reduce the probability of head and neck injury.
Advanced helmet sight systems are being designed to help the situational awareness of those pilots who actually still fly aircraft, while also being seamlessly integrated with the aircraft itself. The latest development in the transformation of how manned combat aircraft are flown is the introduction of advanced helmet-display systems, providing the ultimate in situational awareness (SA). All key flight and mission data is integrated into a single display, projected immediately onto the pilot's helmet visor. It can show the aircraft's position and heading relative to the ground, can give target and navigational routes to follow, and can give “look-and-shoot” target locations. When added to voice-activated weapons release, these advanced helmet systems allow a full kill option by just looking at the target and giving a verbal command to shoot. Synthetic training can now extend into realms of virtual realism that could hardly be imagined even a couple of decades ago, but, in the same timescale, digital avionics and advanced optronics technology has transformed the capabilities of integrated helmet displays. They enable the mass of data now flowing to the pilot from a multitude of sensors to be accessed simply and within a normal field of vision, with the ability to react instantly without taking one's eyes off the outside world for a moment.
Since their introduction into NASCAR® (National Association for Stock Car Auto Racing, Inc.) in the early 1950s roll bars have played a vital role in protecting race car drivers from injury during crashes. Just as helmets, seats, seatbelts and a multitude of other safety enhancements have evolved and transformed racing safety, so too have roll bars. From serving as additional bracing in early stock cars, to being the primary chassis and frame system in modern NASCAR vehicles, tubular roll bars have changed dramatically. This paper summarizes extensive quasi-static testing of tubular joints. Test variables included joining method and gusset design. Also described are the material properties, engineering characteristics and joining methods currently used in modern NASCAR vehicle chassis fabrication.
Anthropometric data of a country is vital database for automotive design and other design applications. It is also an important parameter in population studies. Most developed countries have invested resources over the years to develop such a database and this information is accessed by many OEMs and major Design Houses. However, an updated and comprehensive Anthropometry of Indian Population is largely unknown. In the past, a few institutions have done projects to bring out a picture of the Indian Anthropometry. However, keeping in view the rapid industrialization and increase of India-specific designs which require an access to latest Anthropometric database, the project “SIZE INDIA” has been initiated. For the first time in India, a state of the art 3D Whole body scanner technology has been used and thereby large volume of data has been generated in a very short span of time. The project will provide 3D whole body scan data and digital images of hand and feet of more than 5000 samples. The subjects sampled are between 18 and 65 years of age and belong to the driving population of the country. Relevant demographic information such as subject's origin, food habits, hygiene, income, types of vehicles driven etc is also collected which helps in studying the influence of these different factors on body sizes. This paper discusses the methodology adopted to capture the variation in body sizes that exists among different population groups in India. It establishes the steps like data collection, data validation and statistical review for such a survey. The paper brings out the typical trends and results of key anthropometric measures and the variation among different groups. The authors trust that apart from the Automotive Industry, such a database will be of great use not just to many different applications like helmets, furniture design, workplace ergonomics, clothing and accessories and CAD tools.
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