Add On HeadRest
Whiplash Protection - Comfort & Support
|Crash tests for the Add On Headrest show improved car seat safety|
Car accidents account for more than one million whiplash injuries in the U.S. every year. The Add On Headrest is a simple device that can save your neck in the event of a rear end collision. Crash tests performed by experienced accident reconstructionists provide invaluable information in the effort to minimize the pain and suffering of the millions of car accidents victims.
In 1982 the National Highway Traffic Safety Administration reported that integral and adjustable head restraints were 17 and 10 percent effective, respectively, in reducing neck injuries (whiplash). It was determined that head restraints were an effective safety device.
Data from the NASS concluded that between 1988 and 1994, whiplash injuries resulted in a total annual cost of $4.5 billion dollars. According to the IIHS, 1998 projections from State Farm Insurance indicated that whiplash injury claims alone would translate into more than $10 billion dollars annually.
The National Highway Traffic Safety Administration noted that a small improvement in the effectiveness of head restraints could yield large monetary savings.
Our First Crash Tests with the Add On HeadRest U.S. Patent No. D.399,080
Add On HeadRest's first low speed, rear impact crash tests were performed using human volunteers at the Highway State Patrol Academy in Columbia, SC on September 11, 1997. Instruction and equipment were provided by Texas A+M's accident reconstruction program and Biomechanical Testing and Research, LLC. Comparison tests using the Add On HeadRest initially showed only a 10 percent improvement over factory head restraints.
Crash tests at the State Patrol Academy, Columbia, SC September 11, 1997
Ten percent was considered pretty good but it fell short of what we were trying to do. This set back led us to further research of car seat and headrestraint designs and the study of hundreds of research papers on the biomechanics of whiplash. After a solid month of research and field testing on hundreds of vehicle makes and models for comfort, our prototype was again ready for the crash tests.
New Jersey Association of Accident Reconstructionists' Atlantic City, NJ, October 2, 1997.
State of the art equipment, accelerometers and computers, are used to accurately measure vehicle speeds, or more specifically the change in velocity of the vehicles. Volunteers wear a head band fitted with an array of accelerometers. Computers process the information and provide data plot graphs showing the G force to the head's center of gravity in various agngular and linear paths. These forces are considered the primary indicators for injury.
The bullet car was a 1980 Chevy Chevette (weight 2,085 pounds). The target vehicle was a 1987 Nissan Maxima (weight 3060 pounds). During both tests the driver was unaware of the specific time of impact,(wore ear plugs and rear view mirror had been removed).
A multitude of information is recorded for each test. The following information was recorded of two comparative tests to evaluate the effectiveness of the Add On HeadRest.
The results marked "Factory" indicate the test without the Add On HeadRest. The results marked "AOHR" represent the test using the Add On HeadRest.
Data Plot Graphs for Add On HeadRest Crash Test
Rusty Haight, Auburn, CA Staff Instructor for Texas Engineering Extension Service, Texas A+M University. An accident reconstruction specialist, Rusty is a crash test volunteer and has performed more than 320 crash tests. Here are his comments comparing two similar crash tests, one with the factory headrestraint and the other using the Add On HeadRest.
"In terms of going backwards, that's more benign than a lot of them that I've done. You don't want to do this flexion/extension business as bad and this (the Add On HeadRest) did prevent me, it prevented me from going back further. It's a good idea. What I liked is that when I went back into the seat back there was less of a neck rotation, head rotation backwards, significantly less."
We wish to extends our thanks to Texas A+M's car accident reconstruction program and Biomechanical Research and Testing, LLC for their help and valuable expertise. Special thanks to Rusty Haight, Tom Szabo, and Judson Welcher.