Whiplash injuries prevention headrest apparatus and drowsy driving prevention alarm

A headrest apparatus for securing to a backrest of a seat such as a vehicle seat includes a headrest framework with generally parallel and spaced apart first and second side frames and a side frame connecting structure holding the side frames upright, and including a sheet assembly fitted to and suspended generally horizontally between and the first and second side frames above the seat backrest for supporting a user head.

FILING HISTORY

This application continues from provisional patent application Ser. No. 62/497,102, filed on Nov. 9, 2016.

BACKGROUND OF THE INVENTION

1. Field of the Invention

The present invention relates generally to the fields of chairs and headrests, and to the prevention of whiplash injuries and drowsy driving. More specifically the present invention relates to a headrest apparatus such as for mounting to the top of a backrest of a seat, such as a car seat, an office chair or a dental chair, which prevents or reduces the severity of a whiplash injury, providing comfort for the neck and head of the user as well as preventing drowsy operation of vehicles and other moving machinery and equipment.

According to the National Sleep Foundation's 2005 poll, “60% of adult drivers (about 168 million people) say they have driven a vehicle while feeling drowsy and 37% (or 103 million people), have actually fallen asleep at the wheel”. The National Highway Traffic Safety Administration (NHTSA) conservatively estimates that “100,000 annually police-reported crashes are the direct result of driver fatigue (which results in drowsy driving). This results in an estimated $12.5 billion in monetary losses, 1,550 deaths and 71,000 injuries (including whiplash injuries)”.

Whiplash is the most common injury from a rear-end collisions. The term “whiplash” is used to describe injuries characterized by a sudden distortion of the spine. “Such injuries can lead to long, painful and debilitating symptoms over many years. Whiplash injuries are difficult to diagnose and difficult to treat. While such crashes rarely result in fatalities, the consequences of whiplash injuries have a huge impact on individuals and on society, with an estimated annual cost of some €10 billion in Europe” according to European New Car Assessment Programme (Euro NCAP). According to 2013 figures of NHTSA, “out of the 6 million car accidents that happen on U.S. roads every year, over 40% of them (2.5 million) are rear end collisions”, which was is the most common type of auto accident in the U.S. in 2003. The Insurance Research Council reported that, with an average cost of whiplash injury claim near $5,000, “the total cost for crashes (that result in nothing more serious than whiplash) is $8.2 billion, and this accounts for 25 percent of all crash injury claims dollars paid by insurers”. These substantial economic costs are in addition to the emotional and social costs of the pain and suffering.

In order to reduce the severity of whiplash injuries, Federal Safety Regulations since 2009 has required that head restraints be positioned so that they provide a distance from the back of the driver's head to the head restraint of 2.2 inches or less. However, J.D. Power and Associates reports that, in 2011, “new-vehicle owners have had more problems with the headrest adjustment controls than with any other part of car seats”. Drivers and passengers very rarely (in fact almost never) properly adjust headrests prior to a trip, so that in most vehicles, the back of the driver's head is still positioned forward of the headrest well over the required maximum of 2.2 inches.

Studies of the rear-end collisions timeline show that from the moment of impact, the car that is struck, and the torso, head and neck of the driver are not starting the forward movement simultaneously. Instead, they start moving in a certain sequence. First, the struck car moves forward, but driver's body continues to stay in its initial position. After a short delay the car seat starts pushing the driver's torso forward underneath the driver's head, which remains motionless for a few more milliseconds (because nothing is pushing it yet). Then, the driver's head starts moving rearward relatively to the torso until it is harshly stopped as a result of impact with the headrest.

The muscles in the front of the driver's neck first contract about 100 ms (milliseconds) after the moment of impact (which is 25 ms too late to prevent ligament or muscle damage) and then reach their peak stretch at about at about 150 ms. The muscles in the back of the neck start contracting soon thereafter but around the 300 ms point are injured more than the muscles in the front of the neck. This happens because, after being stopped by the headrest, the driver's head sharply rebounds forward in order to catch up with acceleration of the torso. This causes simultaneous tightening up (shortening) and stretching (extending) of the muscles in the back of the neck which is unnatural for the human body. While this reaction is a natural attempt of the human body to protect itself under the normal forces, it becomes damaging under the excessive G-Forces experienced during a car crash. In less than 500 ms from the after the moment of initial impact, the seatbelt stops the forward movement of the driver's torso. However, driver's unsupported head continues its forward movement until the driver's neck is inclined forward to its full extent.

In short, during rear-end collisions the driver's head and neck first sharply incline backwards (which is unnatural to a human body), until head's occiput hits the headrest. Then, head and neck sharply reverse their movement and start to incline forward. Such a sharp reverse from backward to forward movement, which is called whiplash, creates most of the neck and head injuries produced during a rear-end collisions, including possible head internal hemorrhages or/and concussions resulting from the rough impact of driver's head against an existing headrest.

The present headrest apparatus prevents a driver's head from contact with an existing headrest, which in turn prevents concussions and head internal hemorrhages (or considerably reduces their severity). The specific shape of the present headrest apparatus supports the user neck and retains the user head. Appropriate adjustable variations in firmness and softness permit the driver to comfortably continue to rest his or her head and neck on the headrest at all time, even if driver's head is turning sideways. Such safety features are extremely important for the drivers of the driverless cars, especially when car is switched to an “autopilot” mode.

In the event of a rear-end collision, the present headrest apparatus prevents backward movement of the driver's head and neck and reduces forward acceleration of the driver's head to match the level of the acceleration of the torso, which prevents ligament or/and muscle damage in the front of the neck. An optional head retaining barrier assembly is provided as part of the headrest apparatus in order to restrict a forward and side movement of the driver's head and thereby to reduce the stretching of the back of the neck muscles. During a trip in a self-driving car (also called a driverless car) in which a driver is seated, the head retaining barrier assembly comfortably supports the resting head and neck of the driver while he or she leans forward, as well as the head and neck of any passengers having seats equipped with the present apparatus and barrier assembly.

To summarize, the headrest apparatus prevents (or greatly reduces severity of whiplash injuries, concussions and head internal hemorrhages at rear-end collisions.

To help prevent the above common and serious injuries, a first embodiment of the present headrest apparatus includes an upright mounting structure for connecting to and extending upwardly from a seat backrest, and a headrest framework secured to the upright mounting structure, the headrest framework including a rearward frame connecting structure and generally parallel and spaced apart first and second side frames extending forwardly from the frame connecting structure, and further including an upright sheet assembly fitted to and tautly suspended between and the first and second side frames forwardly of the connecting structure, for supporting a user head leaning back against the headrest apparatus. The framework is preferably itself resilient or includes biasing means so that the one or both side frames can be flexed toward each other against this resilient biasing to permit mounting of the sheet assembly over and around the side frames, and then released to pull the sheet assembly taut.

The upright mounting structure preferably includes two upright and laterally spaced apart support posts. The connecting structure preferably includes generally horizontal and spaced apart upper and lower connecting cross-members fastened to the support posts, each of which angle forwardly and interconnect at their cross-member ends to form a forwardly bowed member segments, thereby defining respectively the first and second side frames at first and second cross-member ends. The cross-members and support posts preferably are hollow tubes to be light in weight and inexpensive to manufacture. The cross-members preferably are resilient and the side frames preferably are bowed outwardly a few degrees for engaging the sheet assembly, so that when bowed toward each other to receive the sheet assembly, the sheet assembly holds the side frames substantially parallel with each other, while the side frames in turn hold the sheet assembly taut. This tautness is enough to support the user head and yet still permit the user head to bow the sheet assembly rearwardly and thereby sink back comfortably into the sheet assembly.

For a headrest apparatus mounted to a driver seat, an optional head retaining barrier assembly preferably is provided, including a resilient head retaining barrier which preferably takes the form of a strip such as of plastic, one end of which is pivotally secured the first side frame and the other end of which is pivotally secured to the second side frame. The head retaining barrier is elevated above the user head as the user sits in the driver seat, and then is manually pulled and thereby pivoted down to extend around the user forehead. A mechanism may be provided to hold the barrier at a selected angle of elevation. The head retaining barrier reduces whiplash injury. Also, for a driver seat, the headrest apparatus optionally includes a drowsiness alarm system which has embedded sensors for detecting when a person is seated in the driver seat and when the driver head is resting against the sheet assembly. When the drowsiness alarm system is activated and senses a person seated in the driver seat, but senses at the same time that the driver head is not resting against the sheet assembly, it sounds an alarm to wake a driver who may be falling asleep. The headrest apparatus also optionally includes a vibration mechanism which can be activated to deliver vibration into the sheet assembly to ease soreness in user neck and shoulders and relax the user.

The sheet assembly preferably includes a sheet suspension portion for supporting a user head, and first and second side frame engaging structures such as sheet side portions extending rearwardly from the sheet suspension portion which the outward surfaces of the side frames are resiliently biased against, as noted above, so that the sheet assembly is removably secured by friction to the framework. A first cushion strip preferably is glued onto the suspension sheet portion adjacent to the first sheet assembly side portion so that it extends over the first side frame forward surface when mounted, and a second cushion strip preferably is glued onto the sheet suspension portion adjacent to the second sheet assembly side portion so that it extends over the second side frame forward surface to cushion the hard side frame. The first and second cushion strips preferably are tubular and sized to snugly and fit over side frame member segments. The suspension sheet portion optionally is perforated for ventilation, with circular perforations preferably being provided in rows to form a perforation grid. There are circumstances where it may be preferred not to have such perforations. An example might be for a vehicle seat headrest where wind from open windows can circulate to the rear of the passenger compartment and then forwardly through the perforations against the user head and neck. To accommodate drivers' specific hair styles, for example a ponytail, the suspension sheet portion may have an optional opening in the area where driver's occiput is resting on the suspension sheet. The opening is preferably covered with an elastic mesh to prevent a driver's hair from getting inside of the headrest.

Alternatively, the side frames are first and second side panels, and the connecting structure is an interconnection panel extending between and connected to the rearward ends of the first and second side panels. The side panels are biased by side panel biasing means so that the side panel forward ends are biased several degrees apart from being parallel with each other while remaining in generally forwardly extending positions, to pull the sheet suspension portion taut.

To fit the sheet assembly onto the headrest framework, one end is placed around the forward end of a corresponding side frame or side panel so that the sheet assembly side portion abuts the outward surface of the side frame or panel, and then the side frames or panels are pivoted a few degrees toward each other so that the other end of the sheet assembly can be fitted around the forward end of the other side frame or side panel. Then the side frames or panels are released so that the biasing means pull the sheet suspension portion taut.

For one version, the side panels are fixedly attached to the interconnection panel, preferably at opposing interconnection panel ends. The side panels and the interconnection panel are formed of a resilient material such as a suitable heavy plastic sheet, so that the side panels spring back to their original positions when bent, and therefore function as the side panel biasing means. Alternatively, the side panels are separate pieces which are mounted to the interconnection panel with hinges, and optional springs bias the side panels outwardly relative to the interconnection panel to upright positions. A panel stop preferably is provided for each panel, and the panel springs can be positioned to press in only the outward panel pivot direction until the given panel abuts the stop.

The side frame forward surfaces, or side panel forward edges, preferably are configured to follow a smooth undulating curve with a forward curve at the lower and upper ends of each side frame or panel, separated by a rearward middle curve. The sheet assembly first and second side portions preferably have undulations at their forward ends matching the undulations of the respective adjacent first and second side frames or panels, so generally to include a forward and a rearward curve. The forward lower curve of the sheet suspension portion fits into a user neck, the rearward middle curve forms a nesting region for the user head and the forward upper curve retains the user head in the headrest apparatus. A key inventive feature of the headrest apparatus is that the sheet assembly is pulled most taut by the frame or panel biasing means along the forward most segments of the side frames because they are at the greatest radial distance from the frame or panel pivot points. As a result, the sheet assembly is most firm and taut along the forward lower curve to support the user neck, and along the forward upper curve to firmly retain the user head in the nesting region. The rearward middle curve by the same token is less taut and firm, to more comfortably cushion a user head. While these undulations are preferred, providing side frame or side panel forward edges with differently shaped and sequenced curves is contemplated to produce other sheet assembly undulations and therefore other support characteristics.

As noted above, a drowsiness alarm system preferably is provided as part of the headrest apparatus, to wake and alert a driver if he or she begins to fall asleep while driving. While on a long (or/and overnight) trip which may cause falling asleep behind the wheel, driver may choose to activate the drowsiness alarm system for safety. The system can be deactivated by the driver at any time. When the driver leaves the car seat, the drowsiness alarm system is automatically deactivated. The alarm system includes a sound generating alarm, an alarm circuit having a seat pressure sensor mounted in the driver seat to detect when a user is seated, and a sheet sensor which is preferably is a pressure sensor. To detect when a user head is resting against the sheet assembly the sheet sensor is preferably mounted in the inner side of the sheet suspension portion or in a side frame or side panel. When the sheet sensor detects that the user head is tilting forward and no longer resting against the sheet, and the seat pressure sensor detects that a person is still resting on the seat, the alarm circuit sends an electric signal to the sound generating alarm to wake a driver who has begun to fall asleep. The drowsiness alarm system preferably generates a loud sound from a small electric buzzer preferably installed in the frame of the headrest apparatus.

A sheet assembly vibration mechanism is preferably provided to deliver soothing vibration to the head of a user, to ease pain such as may be caused by strained neck or shoulder muscles.

2. Description of the Prior Art

There have long been headrests for comfortably supporting a user head while the user drives a vehicle. A solid cushion can be and usually is hard and rigid and can exert too much force against a user neck. A problem with prior and traditional headrests is that they do not reliably prevent whiplash injuries. (It is required vehicle headrests provide not more then 2.2-inch space between a headrest and a user head.) A further problem has been that they do not provide optimum support for the user head and neck. Yet another problem has been that these headrests do not have any mechanism to alert and wake a driver who is falling asleep at the wheel. Finally, none of these headrests appear to provide tension easing vibration to relieve sore neck and shoulder muscles. Another problem, in the case of non-vehicle seats or chairs, has been that heat from the user body and luck of ventilation can make them uncomfortably hot.

It is thus an object of the present invention to provide a headrest apparatus that cradles the user head while absorbing the initial impact of a vehicle collision as the driver or passenger body is moving rearwardly, and is well suited to preventing whiplash injuries in vehicles, and that will at least partially absorb shocks and therefore prevent head and neck pain of a driver or passenger while traveling on a bumpy road.

It is another object of the present invention to provide such a headrest which can retain the user head against substantial forward movement relative to the headrest, such as with a head retaining barrier extending forwardly from the headrest and around the forehead of the user, thereby preventing the combination of abrupt rearward and forward movements that can lead to whiplash injuries.

It is still another object of the present invention to provide such a headrest apparatus which remains in contact with a user head virtually continuously for support against whiplash injury, unlike most existing headrests which are spaced an two or more inches rearwardly of the user head, and yet which never becomes hot from contact with a user body or otherwise, primarily in non-vehicle seats, and is fully ventilated and breathes so that any sweat quickly evaporates and readily passes air.

It is yet another object of the present invention to provide such a headrest apparatus which preferably is shaped to support a user neck and retain a user head with appropriate adjustable variations in firmness and softness.

It is a still further object of the present invention to provide such a headrest apparatus which, optionally includes a vibration means to vibrate the sheet assembly of the headrest apparatus and thereby sooth the user tensions and ease muscle pain.

It is a still yet another object of the present invention to provide such a headrest apparatus which includes means for sensing whether a driver head is pivoting forwardly off the headrest apparatus indicating that the driver is falling asleep, which thereupon triggers a drowsiness alarm to wake the drowsy driver, the drowsiness alarm, preferably taking the form of noisy sound from a small electronic buzzer.

It is finally an object of the present invention to provide such a headrest apparatus which is sturdy, light in weight and inexpensive to manufacture.

SUMMARY OF THE INVENTION

The present invention accomplishes the above-stated objectives, as well as others, as may be determined by a fair reading and interpretation of the entire specification.

A headrest apparatus, including a mounting structure for connecting to and extending upwardly from a seat backrest; a headrest framework secured to the mounting structure, the headrest framework including a frame connecting structure and generally parallel and spaced apart first and second side frames extending forwardly from the frame connecting structure; and an upright sheet assembly fitted to and suspended between and the first and second side frames, forwardly of the connecting structure, for supporting a user head leaning back against the headrest apparatus.

The sheet assembly preferably includes a sheet suspension portion formed of a substantially non-stretchable material for supporting a user head and first and second side sheet assembly side portions. The first and second sheet assembly side portions preferably are secured by hook and loop fastener strips on the first and second sheet assembly side portions and on the first and second side frames. The sheet assembly preferably is secured to the headrest framework by fasteners.

The mounting structure preferably includes two upright and laterally spaced apart support posts, and the connecting structure preferably includes generally horizontal and spaced apart upper and lower connecting cross-members fastened to the support posts and each curving forwardly and having first and second cross-member ends which interconnect to form forwardly bowed member segments, thereby defining respectively the first and second side frames at the first and second cross-member ends. The cross-members and support posts preferably are hollow tubes and are resilient. The side frames preferably bow laterally outwardly a few degrees for engaging the sheet assembly. The apparatus preferably includes a vertical series of notches in each of the support posts and a notch engaging mechanism to permit incremental apparatus height adjustment relative to a seat backrest.

The sheet assembly preferably includes a sheet suspension portion for supporting a user head, and first and second side frame engaging structures. The frame engaging structures preferably are first and second sheet assembly side portions extending rearwardly from the sheet suspension portion which the outward surfaces of the first and second side frames are resiliently biased against, so that the sheet assembly is removably secured with friction engagement to the framework.

The first side frame preferably has a first side frame forward surface and the second side frame preferably has a second side frame forward surface, and a first cushion strip preferably is glued onto the suspension sheet portion adjacent to the first sheet assembly side portion so that the first cushion strip extends over the first side frame forward surface when mounted, and a second cushion strip is glued onto the sheet suspension portion adjacent to the second sheet assembly side portion, so that the second cushion strip extends over the second side frame forward surface to cushion the side frames.

DETAILED DESCRIPTION OF THE PREFERRED EMBODIMENTS

Reference is now made to the drawings, wherein like characteristics and features of the present invention shown in the various FIGURES are designated by the same reference numerals.

First Preferred Embodiment

Referring toFIGS. 1-30, a headrest apparatus10is disclosed such as for mounting to the top of a backrest BR of a seat, such as a car seat, an office chair or a dental chair. The present headrest apparatus10includes a mounting structure12which preferably is upright for connecting to and extending upwardly from a seat backrest BR, and a headrest framework20secured to the upright mounting structure12, the headrest framework20including a frame connecting structure26and generally parallel and spaced apart first and second side frames22and24extending forwardly from the frame connecting structure26, and including an upright sheet assembly110fitted to and tautly suspended between and the first and second side frames22and24forwardly of the connecting structure26, for supporting a user head H leaning back against the headrest apparatus10.

The sheet assembly110preferably includes a sheet suspension portion120formed of a non-stretchable material for supporting a user head H and first and second side sheet assembly portions122and124. The first and second sheet assembly side portions122and124preferably are also secured by corresponding hook and loop fastener strips (not shown) on the sheet assembly side portions and on the first and second side frames22and24. The sheet assembly110may alternatively or additionally be secured by fasteners such as snap fasteners, pins or magnets (not shown).

The upright mounting structure12preferably includes two upright and laterally spaced apart support posts12A and12B. The connecting structure26preferably includes generally horizontal and spaced apart upper and lower connecting cross-members26A and26B, respectively, fastened to the support posts12A and12B, each of which curve forwardly and interconnect at their cross-member ends to form forwardly bowed member segments, thereby defining respectively the first and second side frames22and24at first and second cross-member ends. The cross-members26A and26B and support posts12A and12B preferably are hollow tubes to be light in weight and inexpensive to manufacture. The cross-members26A and26B preferably are resilient, and the side frames22and24preferably bow outwardly laterally a few degrees for engaging the sheet assembly110. Post notch12N are optionally provided to permit incremental apparatus10height adjustment relative to the seat backrest BR.

The sheet assembly110preferably includes a sheet suspension portion120for supporting a user head H, and first and second side frame engaging structures such as first and second sheet assembly side portions122and124extending rearwardly from the sheet suspension portion120which the outward surfaces OS of the side frames22and24are resiliently biased against, as noted above, so that the sheet assembly110is removably secured preferably by friction to the framework20. A first cushion strip132preferably is glued onto the suspension sheet portion120adjacent to the first sheet assembly side portion122so that it extends over the first side frame forward surface22A when mounted, and a second cushion strip134preferably is glued onto the sheet suspension portion120adjacent to the second sheet assembly side portion124so that it extends over the second side frame forward surface24A to cushion the hard side frames22and24. The first and second cushion strips132and134preferably are tubular to form cushion sleeves and sized to snugly and fit over side frame22and24member segments. The suspension sheet portion120optionally is perforated for ventilation, and circular perforations140preferably would be provided in rows to form a perforation grid G. There are circumstances where it may be preferred not to have such perforations140. An example might be for a vehicle seat headrest10where wind from open vehicle windows can circulate to the rear of the passenger compartment and then forwardly through the perforations140against the user head and neck. On the other hand, such perforations140would be preferred for many non-vehicle chairs, such as office chairs.

To accommodate drivers' specific hair styles, for example a ponytail, the suspension sheet portion may have an optional opening in the area where driver's occiput is resting on the suspension sheet. The opening is preferably covered with an elastic mesh M to protect driver's hair getting inside of the headrest. SeeFIGS. 4, 5.

Alternatively, the side frames22and24are first and second side panels, and the connecting structure26is an interconnection panel26extending between and connected to the rearward ends of the first and second side panels22and24. The side panels22and24are biased by side panel biasing means28so that the side panel forward ends22A and24A are biased several degrees apart from each other while remaining in generally forwardly extending positions, to pull the sheet suspension portion120taut.

To fit the sheet assembly110onto the headrest framework20, one end is placed around the forward end of a corresponding side frame or side panel22and24so that the sheet assembly side portion abuts the outward side surface of the side frame or panel22and24, and then the side frames or panels22and24are pivoted a few degrees toward each other to become substantially parallel, so that the other end of the sheet assembly110can be fitted around the side frames or side panels22and24. Then the side frames22and24are released so that the biasing means28pull the sheet suspension portion120taut.

For one embodiment, the side panels22and24are fixedly attached to the interconnection panel26, preferably at opposing interconnection panel26ends. The side panels22and24and the interconnection panel26are formed of a resilient material such as a suitable plastic sheet, so that the side panels22and24spring back to their original positions when bent, and therefore function as the side panel biasing means28. Alternatively, the side panels22and24are separate pieces which are mounted to the interconnection panel26with hinges H, and springs SP bias the side panels22and24outwardly relative to the interconnection panel26to upright positions. A panel stop (not shown) preferably is provided for each panel22and24, and the panel springs SP can be positioned to press in only the panel outward pivot direction until the given panel22or24abuts the stop.

The side frame forward surfaces22A and24A, or side panel forward edges, preferably are configured to follow a smooth undulating curve UC with forward panel curves U1and U2at the and at the lower and upper ends of each side frame or panel22and24, separated by a curve U3. The sheet assembly first and second assembly side portions122and124preferably have undulations along their forward ends matching the undulations of the respective adjacent first and second side frames or panels22and24, so generally to include a forward and a rearward sheet curves SU1-SU3. The forward lower sheet curve SU1of the sheet suspension portion120fits into a user neck, the rearward middle sheet curve SU3forms a nesting region NR for the user head HD and the rearward middle sheet curve SU3retains the user head H in the headrest apparatus10. A key inventive feature of the headrest apparatus10is that the sheet assembly110is pulled most taut by the frame or panel biasing means28along the forward most segments of the side frames22and24because they are at the greatest radial distance from the frame or panel pivot lines L. As a result, the sheet assembly110is most firm and taut along the forward lower sheet curve SU1to support the user neck, and along the forward upper sheet curve SU2to firmly retain the user head HD in the nesting region NR. The rearward middle panel curve U3by the same token is less taut and firm, to more comfortably cushion a user head HD. While these undulations are preferred, providing side frame or side panel forward surfaces22A and24A with differently shaped and sequenced curves U1, U2and U3is contemplated to produce other sheet assembly undulations and therefore other support characteristics.

The backrest apparatus10can be mounted to the top of a backrest BR of a seat S using the upright mounting structure12as described above, and alternatively can be mounted to the front of an existing headrest using a mounting strap30. SeeFIG. 6. The mounting strap30is anchored to the framework20and has a first mounting strap end30A fitted with a mounting buckle32, and a second mounting strap end30B having a buckle insert32A which fits into and is removably secured within the mounting buckle32after the mounting strap30is wrapped around the existing headrest EH. Then the second strap mounting end30B is pulled tight through the mounting buckle32. A caution block27is optionally provided and preferably mounted to an inward side of the interconnection panel26to protect a driver's head HI) from accidental rough contact with the interconnection panel26at time of crash. SeeFIG. 7.

Still another alternative and optional way to mount the headrest apparatus10to the front of the car seat S existing headrest EH is by grip clips35A and35B preferably mounted on the lower connecting cross-member26B of the backrest apparatus10which tightly grip upright mounting structures12EH of the existing headrest. Optionally, a mounting strap30also may be used to reinforce the connection. SeeFIGS. 24 and 25.

An additional and optional feature of the headrest apparatus10is a head retaining barrier assembly150for retaining the head against substantial forward movement relative to the driver's torso. The head retaining barrier assembly150includes a resilient head retaining barrier152in preferably the form of a flexible strip preferable made as a plastic strip or tube, a first end of which is pivotally secured such as with a rivet154A to the first side frame22and a second end of which is pivotally secured such as with a rivet154B to the second side frame24. The head retaining barrier152is elevated above the user head HD as the user sits in the driver seat S, and then is manually pulled down to extend around the user forehead. The retaining barrier152may be maintained at its given elevation at which the user leaves it, whether elevated above the user head HD or lowered to pass in front of the user forehead, by friction between the barrier ends and the rivets154and154A. Alternatively, a barrier retaining mechanism150may be provided for the barrier ends152A and152B are rounded and each includes a series of peripheral notches156N. A position anchoring pawl member158in the form of a spring158A mounted to a pawl rivet158P in the framework20releasably holds the retaining barrier152in a selected pivoted position relative to the user head HD. SeeFIG. 15.

A side frame spacing assembly160is optionally provided for bowing the first and second side frames22and24, respectively, away from each other to adjust the tightness and firmness of the sheet suspension portion120. The assembly160includes a drive screw rod162engagingly passing through a threaded screw port164in either the first or the second side frame22or24so that a first end of the drive screw162protrudes outwardly from the frame20. A screw knob166is fixedly secured to the protruding drive rod first end162A for a user to grip and rotate the drive rod162, while the drive screw second end162B bears against the opposing side frame24or22. Drive rod162optionally passes through a cushion sleeve162C to protect driver's head HD from accidental rough contact with the drive screw162at the time of the crash. SeeFIG. 7. A drive screw abutment plate170preferably is provided for the drive screw second end162B to bear against, and a drive screw mounting plate172preferably is provided through which the threaded screw port164passes. SeeFIGS. 5, 6, 7, 9, 13 and 14.

A second side frame spacing assembly210is optionally provided, for moving the first and second side frames22and24toward and away from each other to adjust the tightness of the sheet suspension portion120for user safety and comfort. SeeFIGS. 26-28. Elements of spacing assembly210are a base26having integral and forwardly extending base first and second side portions26C and26D, respectively. Side frames22and24are provided which are separate from base26. Base first and second side portions26C and26D each have a vertical hinge notch in their forward ends defining forwardly protruding upper and lower hinge lobes26UL and26LL, which include registering vertical pin ports PP. Side frames22and24each have a rearwardly extending vertical frame hinge segment22S and24S, respectively, having a vertical pin bore PB which are recessed at their upper and lower ends to fit between respective sets of upper and lower hinge lobes26UL and26LL. Hinge segments22S and24S are positioned between respective sets of upper and lower hinge lobes26UL and26LL so that pin ports PP and pin bore PB register. Frame pins29A and29B are fitted through hinge lobes26UL and26LL and the corresponding hinge segment22S or24S, so that hinges are formed and side frames22and24are thereby pivotally connected to first and second base side portions26C and26D. The assembly210further includes horizontal threaded screw bores26SB passing respectively through base first and second side portions26C and26D and positioned to align with inside tab portions22T and24T. A tensioning screw174with a screw knob175for easy manual gripping is engagingly fitted into each screw bore26SB. As a result, each a tensioning screw174can be rotated and thereby advanced into abutting contact with each inside tab portion22T and24T and displace the tab portion22T and24T and thereby pivot side frames22and24outwardly, to increase tension in the sheet suspension portion120. Alternatively, tensioning screws174can be rotated in the opposing direction to retract screws174away from inside tab portions22T and24T, and thereby decrease tension in the sheet suspension portion120.

A third side frame spacing assembly220is further optionally provided which automatically tensions the sheet suspension portion120in response to a crash impact. SeeFIGS. 29 and 30. For this version, the base26and side frames22and24are the same as for the second side frame spacing assembly210. However, threaded screw bores26SB are replaced with similarly located solenoid mounting bores26MB into which solenoids180containing plungers185are fitted and secured, and oriented so that the plunger185is displaced by the solenoid180toward and against the respective inside tab portion22T or24T. As a result, the plungers185displace tab portions22T and24T and increase tension in the sheet suspension portion120in proportion to the magnitude of electric current passed through the solenoids180from power source PS. Sensors SN mounted in the vehicle detect the location and force of crash impact on the vehicle and deliver this information to a microprocessor MP which controls the magnitude of electric current delivered to the solenoids180and thus the amount of tension in the sheet suspension portion120immediately following a crash to most advantageously and safely support the user head H in response. It is primarily contemplated that side frame spacing assemblies160,210and220be provided as alternatives, but it is also contemplated that either two or all three of them be provided in combination in a single headrest apparatus10.

Activated by user a drowsiness alarm system40preferably is provided as optional part of the headrest apparatus10, to wake and alert a driver if he or she begins to fall asleep while driving. The alarm system40includes a sound generating alarm42, an alarm circuit44having a seat pressure sensor46mounted in the driver seat to detect when a user is seated, and a sheet sensor which is preferably a pressure sensor. The sheet sensor48is preferably mounted to the inner side of the sheet suspension portion120or in a side frame or side panel22or24to detect when a user head HD is resting against the sheet assembly110. When the sheet sensor48detects that the user head HD is tilting forward and no longer resting against the sheet suspension portion120, and the seat sensor46detects that a person is still resting on the seat, the alarm circuit44sends an electric signal to the sound generating alarm42to wake a driver who has begun to fall asleep. The sound generating alarm42preferably is a small electronic buzzer installed on the abutment plate45of the headrest framework20or on the interconnection panel26. SeeFIGS. 20, 21, 22, 23.

A sheet assembly vibration mechanism50is preferably provided to deliver soothing vibration to the sheet assembly110, which in turn radiates vibration to the user head and neck to ease pain and discomfort such as may be caused by strained neck or shoulder muscles. A preferred vibration mechanism50includes an electric mini vibration motor72mounted preferably to the one or both side panels22and24or on outward platform portion26P. The motor72is activated and deactivated by the user. SeeFIGS. 7, 13 and 14.

While the invention has been described, disclosed, illustrated and shown in various terms or certain embodiments or modifications which it has assumed in practice, the scope of the invention is not intended to be, nor should it be deemed to be, limited thereby and such other modifications or embodiments as may be suggested by the teachings herein are particularly reserved especially as they fall within the breadth and scope of the claims here appended.