Glass cover for the cockpit on formula 1 cars?

[Munoz]

can someone please show me where it says that the visor can withstand a flying projectile at 500km/h ? how much does this projectile weigh ?

[Sir Stiggington]

Helmet

F1 helmet design (Fernando Alonso)The helmet is the only protection for the driver's head. While it is recognition possibility for the spectators and commentators at the circuit, a helmet is the most important part in driver's safety, and even plays an important role in the car's aerodynamics. The helmet area is one of the most turbulent of an F1 car, and it is the aim of helmet designers like Schubert and Bell to decrease that unwanted side-effect. More importantly, when a helmet can be constructed in such a way that it guides more air into the airbox above the driver's head, it may increase engine power, and thus overall speed. Helmet designers should not forget to incorporate breathholes, helmet ventilation possibilities, space and opening to allow a straw reach the driver's mouth for drinking during the race, and much more...

The helmet of each single F1 driver is custom made to fit the driver's needs. After all, the fit decides not only the comfort, but also the level of protection provided. While a common motorcycle helmet is constructed in three layers - padding, inside and outside shell - a Formula 1 helmet has no fewer than 17 layers. The individual components are a jealously guarded secret - the specialists cannot be persuaded to disclose more than the three main substances: carbon fibre for rigidity, fireproof aramide and polyethylene, which is also used in the production of bullet-proof vests and is intended to make the helmet impenetrable. Added to these are aluminium, magnesium and, as a binding agent, epoxy resin. In Formula 1, the saying goes "what is good for a monocoque also makes good clothing". The carbon fibre compounds (CFC) used mean that the helmets are extremely lightweight at about 1.25kg, but can also withstand considerable punishment. The advantages of a light helmet are clear - it serves to reduce the strain on the driver's neck muscles, especially in track sections with high G forces.

During the production of a helmet, 120 carbon fibre mats are glued together. After that, the helmet is off into the autoclave, where the individual layers are bonded to one another and hardened under high pressure and at a constant temperature of 132°C. Parts subject to exceptional loads, such as the underside and the visor cutout, are additionally reinforced using aluminium and titanium. The interior padding consists of two layers of fireproof Nomex. The ventilation system is designed to allow up to five litres of fresh air to flow into the helmet's interior. A filter cleans the air of the finest motor oil, carbon and brake dust particles. A radio in the chin area provides the means for communication with the pit. Thanks to a tremendous research and development effort, the noise level inside the helmets has been reduced to below 100 decibels.

A good view even in the most difficult situations is vital for the drivers. This is provided by the helmet's 3mm thick visor. It is made from fireproof polycarbonate and its inside is extremely easy on the eye. The tinting adjusts within fractions of a second - similar to some sunglasses, only much faster. For instance, at the tunnel entrance in Monaco, the visor brightens up, darkening again in a split second at the tunnel exit, so that the drivers are not blinded. The visor is furthermore heated to prevent Despite Formula 1 taking a break over winter, the visor is heated.

Before the Fédération Internationale de l'Automobile (FIA) grants its approval for a helmet, it has to pass a number of different crash tests. During the so-called 'penetration test' a 3kg, pointed metal object is dropped from a height of three metres onto the helmet, which must remain unruptured. The helmet's secure fit is also tested. Subjected to a load of 38kg, the chin strap may not stretch by more than 30mm. The visor is bombarded with projectiles travelling at approximately 500km/h. The points of impact may be no deeper than 2.5mm. Last but not least, the helmet is subjected to an 800°C flame for 45 seconds in the fire test. During this time, temperatures inside the helmet may not exceed 70°C.

However, when performance does matter, the driver's comfort should be taken very seriously. As the driver's head is close to the engine, a lot of noise comes with driving a Formula One car. Some helmet design factors try to resolve such things to increase the driver's comfort, and make him able to concentrate better. The following illustration shows all important parts of what may become a standard F1 helmet (this helmet is not yet used by any driver in Formula 1 yet, but has been designed by Schubert for Michael Schumacher). The mouthpiece is similar to that of a fighter pilot and will enable Schumacher to breathe as the helmet will be sealed in order to muffle the noise.:

1. Interior Mask
2. Helmet Shell With Interior Battery
3. Silencer Element
4. Bolting Device
5. Titanium Locking Pin
6. Titanium Locking Pin
7. Interior Mask
8. Resonance Muffler
9. Ventilation Connector

http://www.f1technical.net/articles/17

[Munoz]

sure would like to know how much these projectiles weigh

[MOTORLOON1993]

Shotguns! like them ones of Die another day shoot the shit out of anything that comes flying towards the cockpit.

[Cellos88GT]

That helmet article is definitely interesting. Thanks.

[SchumacherM]

I think half of this thread is pointless. All that can be done now is to scrutineer the Brawn, so it doesn't turn out to be like last years early season Red Bull ( fell apart ). Also, talking about glass cover and what not..c'mon..The only sensible thing is to cover up the rear suspension and that's it..Everything else would just make matters worse.

And now, after seeing the hemlet article I think that nothing more can be done to improve them.. maybe a stronger weave for the carbon fibre layers and that's pretty much it...

[Munoz]

Originally Posted by SchumacherM

I think half of this thread is pointless. All that can be done now is to scrutineer the Brawn, so it doesn't turn out to be like last years early season Red Bull ( fell apart ). Also, talking about glass cover and what not..c'mon..The only sensible thing is to cover up the rear suspension and that's it..Everything else would just make matters worse.

And now, after seeing the hemlet article I think that nothing more can be done to improve them.. maybe a stronger weave for the carbon fibre layers and that's pretty much it...

hehe

[MOTORLOON1993]

Originally Posted by SchumacherM

I think half of this thread is pointless. All that can be done now is to scrutineer the Brawn, so it doesn't turn out to be like last years early season Red Bull ( fell apart ). Also, talking about glass cover and what not..c'mon..The only sensible thing is to cover up the rear suspension and that's it..Everything else would just make matters worse.

And now, after seeing the hemlet article I think that nothing more can be done to improve them.. maybe a stronger weave for the carbon fibre layers and that's pretty much it...

What about tyres like with the Surtees accident?

[SchumacherM]

Nothing can protect you from that..these are just freak events, we mustn't get out of line and encase the drivers in bulletproof concrete or something, just cause of 2 incidents..

[ESPNSTI]

Originally Posted by SchumacherM

Nothing can protect you from that..these are just freak events, we mustn't get out of line and encase the drivers in bulletproof concrete or something, just cause of 2 incidents..

That it's "just" two incidents is more luck than anything, in the last two years I can remember at least two other incidents where tires came withing inches of a driver's head (and my memory isn't that great).
Personally, I think something can be done if it's mandated and some smart engineers put their minds together.

[SchumacherM]

Ofc something will and must be done for the sake of this not happening again, i'm just saying that it mustn't get too crazy, like completly encasing the driver in a nuclear blast proof buble or something..

This still is motorracing and accident's will always happen..

[ESPNSTI]

What about something along these lines?
A hand-removable roll-bar of sorts (illustrated here with my expert drawing skills ) :

[starfox07]

Originally Posted by ESPNSTI

What about something along these lines?
A hand-removable roll-bar of sorts (illustrated here with my expert drawing skills ) :

So they can't see?

[ESPNSTI]

Originally Posted by starfox07

So they can't see?

Either your or my sense of perspective is a bit off.
(Unless you want your F1 drivers to be looking up at the sky ).

[MOTORLOON1993]

It would need more structure to with-stand a tyre mabye to arches running horizontally over the drivers head
and a higher windscreen.

[MattD1zzl3]

The rules state that the driver has to go from driving position to completely out of the car in something like 8 seconds, how do you propose he do that with big metal hoops over his head?

[Topgearfanatic]

And to Mark Webber it would be like a GT40, not able to get out or in for his tallness.

[MOTORLOON1993]

ejector seat?

[ladora]

Originally Posted by MOTORLOON1993

ejector seat?

I literally burst out laughing

[GraemeH]

Enclosing the driver raises the following problems;

The structure has to be made from something, that material when stressed will either bend (metal) or shatter (composites).
If it's metal (bends under stress) it can pin the driver inside the car. It could impale him in the worst case.
If it's composite you're creating thousands of small sharp projectiles at xxxmph when it stresses to breaking point.

The fact that there have been two drivers hit by flying objects in the last two weeks means nothing. If no driver has been hit by a flying object in 10 years (made up figure to demonstrate the point) then it happens twice in a week that's still an average of once every 5 years.

Rubens may buy into mystical nonsense about there not being coincidences and this being a message. That's crap. It's important here to make the CORRECT decision - not just make a change for the sake of doing something when that change could lead to more serious consequences.

Any change only makes sense if it introduces less dangers than it removes. I don't think that would be the case with enclosed cockpits.

What would make a difference would be mandating crash tests to ensure that no object over a certain mass comes loose in the event of an impact at xxxmph from the front, back and side. Even then, it wouldn't have stopped Massa's accident; springs just don't come off, in collisions or otherwise. This was a one in a billion. You can't mandate for that, and I hope that the FIA don't knee-jerk and impliment an ill-thought through decision just to be seen to be doing something.