Abstract:
A head and neck restraint device controls the motion of the head and forces exerted upon the neck of a seated occupant in a decelerating vehicle. A body defines a collar, right and left legs, and right and left wings. The collar is tethered to the helmet. Each leg has belt interaction surfaces that provide a friction action on the shoulder straps. Left and right extensions or wings residing under the shoulder strap rearward of the legs provide a restriction of rotation of the body and thus a binding action on the shoulder straps. A cantilever action is induced during forward impact by the tethers pulling on the collar of the body and the binding action on the shoulder straps, thus reducing the forward motion of the body. The present restraint device does not attach to the structure of the vehicle, allows travel thereof with respect to the seated occupant, yet controls the motion of the occupant&#39;s head in order to substantially reduce neck loads on the occupant. Moreover, the present restraint device is not in contact with the occupant during normal operation and thus does not induce discomfort or fatigue. Under general forward impact conditions, the occupant&#39;s head motion is controlled with respect to the torso, yet the device will restrictively move with the driver&#39;s head and torso along shoulder straps of a seat harness of the vehicle.

Description:
CROSS-REFERENCE TO RELATED APPLICATIONS 
     This U.S. non-provisional patent application is a continuation of now abandoned U.S. non-provisional patent application Ser. No. 11/526,428 filed Sep. 25, 2006, entitled “Head and Neck Restraint System and Device” which claims the benefit of and/or priority to U.S. provisional patent application Ser. No. 60/720,517 filed Sep. 26, 2005, entitled “Head and Neck Restraint System and Device” the entire contents of each of which are specifically incorporated herein by reference. 
    
    
     BACKGROUND OF THE INVENTION 
     1. Field of the Invention 
     The present invention relates to head and neck protection devices for use by occupants of a car, aircraft, boat and/or other vehicle to aid in reducing bodily strain, fatigue and injury especially during deceleration of the vehicle. 
     2. Background Information 
     The driver and/or other occupants of high performance cars, planes, boats and/or other vehicles (collectively, “vehicles”) typically wear equipment and/or gear designed to provide protection against physical harm during use of the vehicle; but especially for providing protection against physical harm during sudden or rapid deceleration, torque or impact of the vehicle. Standard pieces of such equipment and/or gear include a helmet for protection against head injury and a shoulder harness attached to the vehicle for restraining torso movement relative to the seat and vehicle. 
     It was long ago realized that the neck undergoes various stresses and strains during deceleration. As such, various devices have been developed in an attempt to reduce the amount of stress and strain experienced by the neck during deceleration. Various structures have been developed to transmit loads from the helmeted head to the torso in an attempt to reduce neck muscle fatigue and extreme head motions. While these devices may reduce neck muscle fatigue and extreme head motions, they may also lead to other problems. 
     Present head and neck devices that have proven to be effective in reducing the forces on an occupant&#39;s neck by restricting the extent of motion of the head with respect to the torso rely on a restrictive force being carried partially or fully through the torso. In these cases the occupant is effected by the head and neck device with either discomfort and/or torso restriction during normal operation. 
     Those devices which do not contact the occupant&#39;s torso during normal operation are typically ineffective in reducing the neck loads or are restrictive on the occupant when attempting to exit the vehicle. Those devices that are both successful in controlling head motion and that do not inhibit egress from the vehicle also have a tendency to move with the driver during impact to assure that the distance between the device and the head of the occupant does not become excessive. This, however, is not desirable. 
     U.S. Pat. Nos. 4,638,510 and 6,009,566 to Hubbard show a protection device that works on the principle of the body squeezing two forward arms (extensions) against the seat belts during impact by the driver&#39;s chest pushing against the underside of the arms. A frictional material is placed on the upper surface of the extensions to enhance the adherence against the seat belt. This inhibits forward motion of the device and assists in overcoming the forward forces of the tethers pulling at the top of the device by the head/helmet and by the chest and shoulders dragging on the underside of the extensions. 
     The device lays on the shoulders and chest of the occupant during normal operation. This however, applies an increased load from the seat belts in this area, thus causing the driver or occupant discomfort. This is undesirable both from the point of discomfort and fatigue as well as the occupant or driver may not wish to tighten the seat belts to optimum tension, thus reducing the seat belt&#39;s effect under impact events. It is also noted that during impact and actuation of the device, increased chest loads are exerted on the occupant as the end of the arms are driven into the driver&#39;s chest. Also, since the device is trapped between the driver&#39;s shoulders, chest and seat belt, during a rearward impact the device may place high loads on the upper torso of the driver or occupant. 
     The device firstly travels forward with the torso and head during the initial stages of an impact imparting only minimal tension on the tethers allowing the neck to initially be tensioned as the head moves forward faster than the torso which is progressively being restrained by the seat belts. It is during the forward motion of the driver&#39;s torso that the device will finally bind against the underside of the belts restricting the forward motion of the head. The torso will still be sliding underneath the device while the head is now restricted, driving the torso into the head placing the neck in a compression situation. It has been shown that these loads are below the threshold of injury in typical crash conditions, but this sequence of restraint is not optimal. 
     The device is a rigid structure typically made of carbon fiber composites. Many shapes and sizes need to be made to fit different size occupants or driver, as well as different seating positions. 
     Another head and neck restraint system/device is known as the R3 head and neck device from LFT Technologies, Inc. The R3 device is a back brace type strap device that relies solely on the torso for head movement restriction. The R3 device provides fit and comfort problems by having a rigid structural device ride down the back spinal area of the driver. This may likely have problems in a rearward impact and thus impart undue pressure points on the driver&#39;s back and spinal area. The R3 device functions by having a rigid back brace strapped to the torso with an extended upward section to which the tethers are attached. 
     Another head and neck restraint system/device is known as the Hutchens and Hutchens II (Hutchens&#39;) by Safety Solutions. The Hutchens&#39; devices use many straps that are placed around the torso, crotch and upper leg area to distribute the load of the head during impact throughout the driver&#39;s body. The Hutchens&#39; devices do not seem to restrict the head motion enough to create a significant enough difference in neck load. Under impact, the Hutchens&#39; devices are known to put pressure on the crotch area of the driver thus possibly sustaining injury in this area. This device also provides strapping around the shoulder and upper torso area in an attempt to restrict the collar movement thus restraining head motion under impact. In similar manner to other prior art head and neck restraint systems/devices, the Hutchens&#39; devices attempt to load the torso in an endeavor to restrict motion of the head and to lower neck loads in order to prevent injury during an impact. This device does have surfaces that reside below the shoulder harness, but there is no forward restriction of movement induced by the shoulder belts. 
     Still another head and neck restraint system/device is known as the SRS-1 device by G Force Racing Gear. The SRS-1 has a metal T-bar that resides underneath the shoulder belts and one central tether. The T-bar slides along with the driver and has no restriction of travel under forward impact. The driver&#39;s head rotates down and forward around the neck which is along the single tether; therefore little to no load is placed on the helmet tethers and near full load is taken by the neck. 
     Yet another head and neck restraint system/device is known as the White device. The White device is a strap device that attempts to restrict forward head motion during frontal impact by placing the loads through the torso. Again, the tethers coming from the shoulder area are at the pivot point of the neck and thus do little to restrict the forward head motion; thus the likelihood of a neck injury is not reduced. 
     A further head and neck restraint system/device is known as the Wright device. The Wright device comes in three distinct styles. One style is an inertia wheel tethered to the chassis. This inhibits exiting the vehicle and has been shown to induce very large compression loads on the neck above 4000N. The second style is strapped to the body. The third style is strapped to the shoulder harness. These attachment points do not slide along the shoulder harness and are permanent. This has the potential of inducing large compression loads into the neck by restricting forward head movement too much in large frontal impacts. The device also cannot adjust the point of forward restriction respective to the amount of torso movement. This third type of attachment also restricts the driver&#39;s ability to exit the vehicle. 
     A yet further head and neck restraint system/device is known as the Isaac. This device runs along the shoulder harness doing little to lower forward head motion. It has two metal pieces, one for the left shoulder and one for the right shoulder harness. Although there is an upper and lower surface, they do not act in a cantilever action. The upper surface is used only under normal operation while the lower surface is used during impact but runs along the shoulder strap doing little to restrict head movement. This device uses small shock absorbers instead of nylon webbing tethers. 
     It is therefore apparent from the above discussion that there are problems and/or deficiencies in prior art head and neck restraint systems/devices. 
     In view of the above, it is apparent that there is a need for a better head and neck restraint system/device. 
     In view of the above, it is also apparent that there is a need for a head and neck restraint device/system that overcomes the problems of the prior art. 
     In view of the above, it is further apparent that there is a need for a head and neck restraint system/device that is both effective in restricting head motion with respect to the body in order to lower neck forces below injury level during typical impacts, yet not inhibit nor discomfort the driver during normal operation. 
     In view of the above, it is still further apparent that there is a need for a head and neck restraint system/device that is not attached to the driver&#39;s torso so as not to be effected by the device during normal operation, nor be affixed to the chassis or other features of the vehicle so that exiting the vehicle is not inhibited or made more difficult. 
     SUMMARY OF THE INVENTION 
     The present invention is a head and neck restraint system, method and device (collectively, device) for controlling motion and forces exerted upon the head and neck of an occupant seated in a decelerating vehicle. 
     The present head and neck device does not attach to the structure of the vehicle, allows travel thereof with respect to the seated occupant, yet controls the motion of the occupant&#39;s head in order to substantially reduce neck loads on the occupant. The present invention is not in contact with the occupant during normal operation and thus does not induce discomfort or fatigue. Under general forward impact conditions, the occupant&#39;s head motion is controlled with respect to the torso, yet the device will restrictively move with the driver&#39;s head and torso along shoulder straps of a seat harness of the vehicle. The present invention thus reduces substantial compression on the neck due to the head being overly restrained when in deceleration. 
     The present invention has both the advantage of not imparting loads directly on the torso during normal operation of the vehicle nor does it apply loads to the torso during impact when the device is providing restriction of movement to the occupant&#39;s head with respect to his torso. 
     The present invention does not utilize the torso to control head movement nor is it trapped between the torso and seat belts. It does not impart loads to the chest in a generally forward impact nor does it impart loads on the upper torso, shoulder or neck area in rearward impacts. The device does not restrict the tension of the seat belts during occupant entry and thus allows for normal use of the seat belts. The sequential loading of the helmet tethers of the present head and neck restraint system, reduces the tension/compression scenario. The present invention then has the unique ability at a predetermined tether load to restrictively slide forward with the driver inducing a more stable loading on the helmet tethers thus allowing the head to move forward with limited restraint with respect to the torso reducing the neck compression in the later stages of the impact. 
     The present invention provides a one size fits most, if not all, occupant sizes and seating positions and accepts changes in tether angle with regard to shoulder distance to helmet tether attachment. This distance is not critical in the performance of the present invention. 
     The functionality of the present invention does not rely on the occupant&#39;s torso in restricting head motion during deceleration or impact. The present head and neck restraint device provides the above mentioned functions and/or movements through restrictive pivoting of the device through a binding of the device on the occupant&#39;s shoulder harness. 
     The present invention uses a rotation or twisting action on the shoulder harness straps due to a cantilever motion being applied by the exertion of the helmet tethers being loaded by the forward motion of the occupant&#39;s helmet, which causes a binding of the shoulder harness between upper and lower surfaces of the device which then restricts the motion forward. Due to the shape, surface area and material type of both the upper and lower surfaces of the present invention, the type and magnitude of motion can be designed to best reduce the load on the occupant&#39;s neck thus minimizing the likelihood of injury. 
     The present invention utilizes the shoulder harness straps to restrict the forward motion of the head. The present invention is not permanently attached to the vehicle but resides in a relaxed state in normal operation of the vehicle. It also allows for quick exit as the shoulder harness straps fall away from and out of the slots of the device when the occupant unbuckles the harness. Forward motion of the present device is controlled by friction surfaces and/or configured surfaces that contact the harness straps so that in larger impacts the motion of the device relative to the harness straps is great, while in smaller impacts, the motion of the device relative to the harness straps is less. Thus, the present invention has the ability to travel generally with the torso and thus does not induce adversely high compression loads in the neck at high forward impacts (e.g. 50 G). 
     The present invention has a controlled resistive forward motion that applies a progressive load on the tethers even with varying impact loads. It uses a twisting or binding action upon the shoulder harness straps to induce a controlled friction. Such action is enhanced by three separate surfaces; two for orientation on the top of the strap and one for orientation on the bottom of the strap. 
     The present invention does not impart pressure points or undue loads to the occupant&#39;s upper torso during rearward or forward impacts, yet inhibits head movement with respect to the torso under general forward impacts to the extent that the occupant&#39;s neck loads are reduced. 
     The present device rides behind the occupant&#39;s shoulder and forward of the attachment points of the shoulder belts. The device straddles the shoulder belts and has a forward section that resides on the top surface of the shoulder belts slightly to the rear of the occupant&#39;s shoulder and a lower section that resides under the seat belt aft of the upper section. The present device has a vertical section above the two mentioned surfaces that tethers, or by a single tether, is attached to or resides at or on the rearward surface. The present device uses both frictional forces on the upper and lower surfaces as well as a cantilever system that applies a twisting action on the belt. This twisting action along with the friction of the upper and lower surfaces of the device provides a resistance to the forward motion of the device, thus controlling the motion of the head with respect to the torso without the need of loads being imparted to the occupant&#39;s torso. 
     The action of the present device in the cantilever motion and consequential friction against the seat belts is further controlled by three means. The first means is the type of surface of the lower and upper portions of the device that are in contact with the shoulder harness belts; the second being a secondary surface edge on the upper surface that is forward of the primary frictional surface which controls the amount of forward roll and consequential twist on the device; and third the ratio of the distance between the two opposing upper and lower surfaces and the distance to the tether attachment points. 
     Another feature of the present invention is a single, dual attachment tether. The present invention may comprise a single tether attached at each of its ends to the helmet and looped around a rear vertical section of the device. This provides the benefits of allowing the occupant a higher degree of lateral rotation of the head for improved peripheral vision, allows for shorter tethers that will assist in take up during forward impact, and reduce the slippage which takes place in prior art forms of tether attachments. The present invention will be more apparent upon reading the following detailed description in conjunction with the accompanying drawings. 
    
    
     
       BRIEF DESCRIPTION OF THE DRAWINGS 
       The above mentioned and other features, advantages and objects of this invention, and the manner of attaining them, will become apparent and the invention itself will be better understood by reference to the following description of embodiments of the invention taken in conjunction with the accompanying drawings, wherein: 
         FIG. 1  is a left front side perspective view of an exemplary embodiment of a head and neck restraint device fashioned in accordance with the principles of the present invention, the left side perspective view relative to a user of the head and neck restraint device; 
         FIG. 2  is a right front side perspective view of the head and neck restraint device of  FIG. 1 , the right side relative to a user of the head and neck restraint device; 
         FIG. 3  is a rear view of the head and neck restraint device of  FIG. 1  showing a helmet strap or tether slidably received in brackets of the head and neck restraint device; 
         FIG. 4  is a left front side perspective view of the head and neck restraint device of  FIG. 1  illustrating various features and functions of the present invention such as the manner in which straps of a shoulder harness are received by the present head and neck restraint device, directions of movement of the head and neck restraint device relative to the shoulder harness straps, and the manner in which helmet tethers are received by the head and neck restraint device; 
         FIG. 5  is a left front side perspective view of a racing vehicle in partial cutaway showing a seated driver of the racing vehicle wearing the head and neck restraint device of  FIG. 1  as installed in the racing vehicle, the left side relative to the driver of the racing vehicle; 
         FIG. 6  is a right side perspective view of a racing vehicle in partial cutaway showing a seated driver of the racing vehicle wearing the head and neck restraint device of  FIG. 1  as installed in the racing vehicle, the right side relative to the driver of the racing vehicle; 
         FIG. 7  is a close-up front left side perspective view of the seated driver of  FIGS. 5 and 6  particularly showing the position of the head and neck restraint device on shoulder straps of a safety harness of the racing vehicle and relative to the helmeted head and neck of the seated driver during use; 
         FIG. 8  is a close-up front right side perspective view of the seated driver of  FIGS. 5 and 6  particularly showing the position of the head and neck restraint device on the shoulder straps of the safety harness of the racing vehicle and relative to the helmeted head and neck of the driver during use; 
         FIG. 9  is a close-up rear view of the head and neck restraint device as shown in  FIGS. 7 and 8  as positioned on the seated driver and showing the manner in which the shoulder straps of the safety harness of the racing vehicle extend through the device and are attached to the seat of the racing vehicle; 
         FIG. 10  is an upper front left side perspective view of another exemplary embodiment of a head and neck restraint device fashioned in accordance with the principles of the present invention, the left side relative to a user of the head and neck restraint device; 
         FIG. 11  is an upper rear left side perspective view of the head and neck restraint device of  FIG. 10 ; 
         FIG. 12  is an upper rear right side perspective view of the head and neck restraint device of  FIG. 10 , the ride side relative to a user of the head and neck restraint device; 
         FIG. 13  is a top view of the head and neck restraint device of  FIG. 10 ; 
         FIG. 14  is a bottom view of the head and neck restraint device of  FIG. 10 ; 
         FIG. 15  is an upper front left side perspective view of another exemplary embodiment of a head and neck restraint device fashioned in accordance with the principles of the present invention, the left side relative to a user of the head and neck restraint device; and 
         FIG. 16  is an upper rear left side perspective view of the head and neck restraint device of  FIG. 15 . 
     
    
    
     Like reference numerals indicate the same or similar parts throughout the several figures. 
     DETAILED DESCRIPTION OF PREFERRED EMBODIMENTS 
     In  FIGS. 1-4 , there is depicted various views of an exemplary embodiment of a head and neck restraint device, generally designated  100 , that is used to control forces exerted upon an occupant seated in a moving vehicle especially during deceleration of the vehicle. More especially the head and neck restraint device  100  is designed to control forces exerted upon the seated occupant during rapid deceleration of the vehicle such as during an impact. The present head and neck restraint device  100  is useable with cars, aircraft and boats (collectively, vehicles), but especially with all types of high performance vehicles such as race cars. The head and neck restraint device  100  may also be used in conjunction with seated and non-seated static or moving rides such as may be used in amusement parks or other places. As apparent, the head and neck restraint device  100  may be used in various other types of devices. 
     An example of use of the head and neck restraint device  100  in a high performance car is depicted in  FIGS. 5 and 6 . In  FIGS. 5 and 6 , a race car  400  is illustrated in partial cutaway showing an occupant O (e.g. the driver) seated in a seat  450  of the race car  400 . The seat  450  is equipped with a seat harness  299  configured to retain and restrain movement of the occupant in the seat. The head and neck restraint device  100  is associated with and utilizes the seat harness  299  for use and operability. This combination may be defined as a head and neck restraint system  500  and form at least a part of the present invention. As discerned in  FIGS. 5 and 6 , a helmet tether  230  that is detachably attached to opposite sides of a helmet  200  of the occupant O is retained by and about the head and neck restraint device  100 . Particularly, and as better discerned in  FIGS. 7 and 8 , the head and neck restraint device  100  is intertwined with left and right (as viewed by the occupant O) shoulder straps  150  and  160 . It should be appreciated that the term left and right are to be taken relative to the forward view of the occupant O. 
     The head and neck restraint device  100  is preferably made out of a composite or similar material, but may be made of one or more other types of materials as desired. The device  100  is defined generally by a body  101 . The body  101  has a back  134 , a left sidewall  102  extending out from the back  134 , and a right sidewall  104  extending out from the back  134  and spaced approximately a shoulder&#39;s width apart from the left sidewall  102 . The left sidewall  102  defines a contoured front surface  103  and a contoured bottom surface  106 . The right sidewall  104  defines a contoured front surface  105  and a contoured bottom surface  108 . The body  101  is thereby configured to partially surround the neck and head areas of the occupant O. Particularly, when the device  100  is used, the back  134  of the body  101  is situated behind the occupant&#39;s head and is thus oriented essentially co-axial with the occupant&#39;s spine, the left sidewall  102  extends essentially transverse to and along the length of the left side of the back  134  and is thus oriented essentially along and/or adjacent the left side of the occupant&#39;s neck, and right sidewall  104  extends essentially transverse to and along the length of the right side of the back  134  and is thus oriented essentially along and/or adjacent the left side of the occupant&#39;s neck. The left and right sidewalls  102 ,  104  may be outwardly contoured as desired. 
     The bottom surfaces  106  and  108  are friction and shoulder belt contacting surfaces and as such, each bottom surface  106 ,  108  is slightly rounded or curved to provide a pivot point for a cantilever or rocking action of the device  100  per the principles of the present invention. Bottom surface curvature configuration determines the pivot point of the device  100  as well as the extent of forward and reverse pivoting thereof. The bottom surfaces  106  and  108  preferably, but not necessarily, have a width that is approximately the same as the width of seat harness shoulder straps. 
     The body  101  has a left side extension  120  that is situated on the lower part of the front surface  103  of the left sidewall  102 , and a right side extension  122  that is situated on the lower part of the front surface  105  of the right sidewall  104 . The right and left extensions  122 ,  120  may or may not be moveable (adjustable) up and down relative to the sidewalls  102 ,  104  (as represented by the double-headed arrows adjacent the extensions) as desired. The extensions  120 ,  122  are shown as adjustable. 
     As such, the left side extension  120  is adjustably connected to the lower portion of the front surface  103 . The left side extension  120  is adjustably connected to the front surface  103  through interaction of bolt and slot assemblies  124 ,  125 . In this embodiment, the bolt portion is part of the left sidewall  102  while the slots are part of the left side extension  120 . The left side extension  120  includes a contoured bottom surface  128  that defines a belt contacting surface being preferably, but not necessarily, approximately the same width as the left shoulder strap  150 . Up/down adjustability of the left side extension  120  provides up/down adjustability in the distance between the bottom surface  128  of the left side extension  120  and the bottom surface  106  of the left sidewall  102 . This affects forward pivoting of the device  100 . 
     Moreover, the right side  122  is adjustably connected to the lower portion of the front surface  105 . The right side extension  122  is adjustably connected to the front surface  105  through interaction of bolt and slot assemblies  126 ,  127 . In this embodiment, the bolt portion is part of the right sidewall  104  while the slots are part of the right side extension  122 . The right side extension  122  includes a contoured bottom surface  130  that defines a belt contacting surface being preferably, but not necessarily, approximately the same width as the right shoulder strap  160 . Up/down adjustability of the right side extension  122  provides up/down adjustability in the distance between the bottom surface  130  of the right side extension  122  and the bottom surface  108  the right sidewall  104 . This affects forward pivoting of the device  100 . 
     The height of the surface  128  relative to the surface  106 , and the height of the surface  130  relative to the surface  108  (ratio thereof) limits the amount of load, grip or holding of the device  100  on the shoulder straps  150 ,  160  before the device  100  pivots (cantilevers) forward and moves with the occupant during deceleration. The device  100  moves while maintaining its pivot or cantilever angle. Typically and preferably, but not necessarily, the two extensions  120  and  122  are adjusted for the same height. Surfaces  128  and  130  may be deemed cantilever surfaces in that the height or ratio of the height of these surfaces relative to their associated surfaces  106  and  108  determines when the device  100  will stop, pivot and interact with the shoulder straps  150 ,  160 . 
     The device  100  further includes a belt interaction portion  110  that extends outwardly from the left and right sides of the back or center portion  134  of the body  101 . The left and right side extensions of the belt interaction portion  110  each have a contact surface  112  on a respective upper area thereof. This contact surface  112  is a friction and binding area and is adapted to receive and contact a shoulder strap  150 ,  160  over the left and right extensions respectively. The left sidewall  102  of the body  101  has a cutout area  113 . The cutout area  113  defines a strap space for receiving and guiding the left strap  150  therethrough and over the left side extension, thereby directing the strap  150  thus between the contact surface  112  of the left side extension and the bottom surface  106  of the left sidewall  102 . Likewise, the right sidewall  104  of the body  101  has a cutout area  115 . The cutout area  115  defines a strap space for receiving and guiding the right strap  160  therethrough and over the right side extension, thereby directing the strap  160  thus between the contact surface  112  of the right side extension and the bottom surface  108  of the right sidewall  104 . 
       FIGS. 3 and 9  depict rear views of the head and neck restraint device  100  and additional attention is directed thereto. Particularly,  FIG. 3  depicts the head and neck restraint device  100  by itself while  FIG. 9  depicts the head and neck restraint device  100  as situated during use and as a rear view of  FIGS. 7 and 8 . These views show the gap or areas  113  and  115  between the left and right extensions of the belt interaction portion  110  through which the respective straps  150 ,  160  extend. Since the ends of the extensions are open, this allows easy lateral insertion and removal of the respective shoulder straps onto the device  100 . While not shown, the extensions may have belt retention portions extending from their contact surface  112  to aid in releasably retaining the shoulder straps thereon. 
       FIG. 3  additionally depicts a single helmet tether  230  extending through retention portions or brackets  136  and  138  on the back side of the body  101 . This tether is releasably connected at a left end to a left connector  212  of the helmet  200  (see e.g.  FIGS. 4 and 7 ) and releasably connected at a right end to a right connector  210  of the helmet  200  (see e.g.  FIG. 8 ). The tether is angled upwardly from the device to the helmet. This aids in providing the necessary cantilever action with respect to the device. In this manner, the helmet  200  is connected to the device  100 . The length of the tether  230  determines the maximum outward (forward) length of travel for the helmet  200  relative to the device  100 . The longer the tether the greater the length of travel for the occupant&#39;s helmet relative to the device and visa versa. The length of travel determines actuation of the cantilever motion. The retention portions  136 ,  138  of the body  101  allow the tether  230  to move freely therethrough, thereby allowing side-to-side head motion by the occupant O (as represented by the double-headed arrow) regardless of the maximum length of travel for the tether. Thus, as the restraint helmet  200  moves from side to side, the tether may move with it. Other configurations for retention portions are contemplated. 
       FIG. 4  provides a close-up perspective view of the present head and neck restraint device  100  in relation to shoulder straps  150  and  160 , and an occupant&#39;s restraint helmet  200  particularly illustrating the various moments, forces, motions, dynamics and/or the like of the present invention as represented by the arrows and any associated lines. Shoulder strap  150  is positioned over the belt interaction portion  110  (side or lateral placement onto surface  112 ) and under the extension  102  and plate  120 . Likewise, the shoulder strap  160  is positioned over the belt interaction portion  110  (side or lateral placement onto the surface  112 ) and under the extension  104  and plate  122 . 
     The device  100  may move forward and back along the shoulder straps as represented by the double-headed arrows below the extensions  102  and  104 . The device  100  also tilts, pivots or provides a cantilever action as represented by the dashed lines and angled double-headed arrows. The relationship of the tether  230  to the device is also illustrated by dashed line-tether  230 . 
     In  FIG. 7  there is depicted the left side of the head and neck restraint system  500  using the head and neck restraint device  100 . The helmet tether  230  is shown connected to the connector  212  of the restraint helmet  200 . The shoulder strap  150  is shown extending over the shoulders of the occupant O, under the surface  128  of the adjustment plate  120 , under the friction surface  106  of the left sidewall  102 , and over the surface  112  of the belt interaction portion  110 . 
     In  FIG. 8  there is depicted the right side of the head and neck restraint system  500  using the head and neck restraint device  100 . The helmet tether  230  is shown connected to the connector  210  of the restraint helmet  200 . The shoulder strap  160  is shown extending over the shoulders of the occupant O, under the surface  130  of the adjustment plate  122 , under the surface  108  of the right sidewall  104 , and over the surface  112  of the belt interaction portion  110 . 
     It can thus be deduced that when the body moves forward during impact or deceleration, the head, through helmet  200  and tether  230  pulls the upper portion of the device  100 . The device  100  will move along the shoulder straps  150 ,  160  by the pulling of the upper portion as the head and body move forward. Depending on the friction of the surfaces  106 ,  108 ,  112 ,  128  and  130  the device  100  will move along the straps  150 ,  160  until a frictional point is reached and the device  100  pivots or provides a cantilever action. 
       FIGS. 10-14  depict various views of another exemplary embodiment of a head and neck restraint device, generally designated  300 . The head and neck restraint device  300  is formed as a one piece body  301 . Preferably, but not necessarily, the body  301  is formed of a composite material or as a composite structure. This makes the device lightweight and durable. 
     The body  301  has a back  302  defining a collar portion  304 , a right leg  306  and a left leg  308 . The right leg  306  is contoured to define a right belt surface  360  (see e.g.  FIG. 14 ). The left leg  308  is contoured to define a left belt surface  350  (see e.g.  FIG. 14 ). When the device  300  is used, the collar portion  304  is situated behind the occupant&#39;s head and is thus oriented essentially co-axial with the occupant&#39;s spine, the left leg  308  is oriented essentially along and/or adjacent the left side of the occupant&#39;s neck or over the left shoulder, and the right leg  306  is oriented essentially along and/or adjacent the right side of the occupant&#39;s neck or over the right shoulder. The left and right legs  308 ,  306  may be outwardly contoured as desired. 
     The bottom surfaces  350  and  360  of the legs  308 ,  306  are friction and shoulder belt contacting surfaces and as such, each bottom surface  350 ,  360  is contoured to provide a pivot point for a cantilever or rocking action of the device  300  per the principles of the present invention. Bottom surface curvature configuration determines the pivot point of the device  300  as well as the extent of forward and reverse pivoting thereof. The bottom surfaces  350 ,  360  preferably, but not necessarily, have a width that is approximately the same as the width of seat harness shoulder straps. In one form, the widths are larger than the strap. In another form, the widths are smaller than the strap. 
     With attention directed to  FIG. 14 , the bottom surface  350  of the left leg  308  has a double ridge configuration defining a trough therebetween. Particularly, the bottom surface  350  has a stop ridge  330  that extends essentially transverse to a forward/reverse direction of the body  301  and a pivot ridge  332  that extends essentially transverse to the forward/reverse direction of the body  301 . The stop ridge  330  and the pivot ridge  332  defines a transverse trough  334  situated between the ridges. The height of the ridges relative to one another defines the amount of forward pivot of the device  300 . Particularly, the height of stop surface  330  relative to the pivot surface  332  limits the amount of load/grip the device  300  exhibits (holding) before the device tilts or pivots and then moves. 
     The bottom surface  360  of the right leg  306  likewise has a double ridge configuration defining a trough therebetween. Particularly, the bottom surface  360  has a stop ridge  320  that extends essentially transverse to a forward/reverse direction of the body  301  and a pivot ridge  322  that extends essentially transverse to the forward/reverse direction of the body  301 . The stop ridge  320  and the pivot ridge  322  define a transverse trough  324 . Particularly, the height of stop surface  320  relative to the pivot surface  322  limits the amount of load/grip the device  300  exhibits (holding) before the device tilts or pivots and then moves. 
     The device  300  further includes a belt interaction portion  310  that extends down from the bottom of the back  302  and outwardly from the left and right sides thereof. The belt interaction portion  310  has a left wing  311  and a right wing  313  each having a contact surface  312   a ,  321   b  on a respective upper area thereof. These contact surfaces  312   a ,  312   b  are a friction and binding areas and are adapted to receive and contact a shoulder strap over the left and right wings. 
     Referring to  FIG. 11 , the device  300  may have one or more brackets for holding and/or guiding a helmet tether. The body  301  has a right bracket  305  on the right rear of the collar  304  and a left bracket  307  on the left rear of the collar  304 . The brackets are sized to receive a helmet tether and allow the tether to slide therethrough. 
       FIGS. 15 and 16  depict another exemplary embodiment of a head and neck restraint device, generally designated  700 . The head and neck device  700  is formed as a one piece body  701 . Preferably, but not necessarily, the body  701  is formed of a composite material or as a composite structure. This makes the device lightweight and durable. 
     The body  701  has a collar  702 , a right leg  706  and a left leg  704 . The right leg  706  is contoured on its underside to define a right belt pivot. The left leg  704  is contoured on its underside to define a left belt pivot. When the device  700  is used, the collar  702  is situated behind the occupant&#39;s head and is thus oriented essentially co-axial with the occupant&#39;s spine, the left leg  704  is oriented over the left shoulder adjacent the left side of the occupant&#39;s neck, and the right leg  706  is oriented over the right should adjacent the left side of the occupant&#39;s neck. 
     The device  700  further includes a belt interaction portion  730  that extends down from the bottom of the collar  702  and outwardly from the left and right sides thereof. The belt interaction portion  730  has a left wing  732  and a right wing  734  each having a respective contact surface  733 ,  735  on a respective upper area thereof. These contact surfaces  733 ,  735  are a friction and binding areas and are adapted to receive and contact a shoulder strap over the left and right wings. The left wing  732  and the left leg  704  together define a belt reception area  785 . The right wing  734  and the right leg  706  together define a belt reception area  780 . 
     The device  700  may have one or more brackets for holding and/or guiding a helmet tether. The device  700  is shown with a two brackets, particularly a right bracket  790  on the right rear of the collar  702 , and a left bracket  765  on the left rear of the collar  702 . The brackets are sized to receive a helmet tether and allow the tether to slide therethrough. 
     The device  700  has longer belt surfaces so consequently have longer legs. As such, the left leg  704  has a left extension or foot  710  with an adjustable toe piece  712 . Likewise, the right leg  706  has a left extension or foot  720  with an adjustable toe piece  722 . The left toe piece  712  includes a stop surface on the bottom thereof. The right toe piece  722  likewise includes a stop surface on the bottom thereof. The stop surfaces of the toes pieces limit the amount of forward pivoting of the device  700 . It should be appreciated that the device  700  has features and thus functions in like manner to the other embodiments presented herein. 
     While the invention has been illustrated and described in detail in the drawings and foregoing description, the same is to be considered as illustrative and not restrictive in character, it being understood that only preferred embodiments have been shown and described and that all changes and modifications that come within the spirit of the invention are desired to be protected.