Friday 14 November 2014
Monday 10 November 2014
'Pole King' - BY Jake Davis
This fantastic weekly F1 Toon was designed and created by Jake Davis Creative. Prints are available in sizes A4, A3 and A2. Commissions are also available. If you would like to order a PRINT of this fantastic F1 Toon feel free to contact him via:
E-mail - davisjake@hotmail.co.uk
Twitter - @JakeDDCreative
Monday 3 November 2014
'New gun in town!' - BY Jake Davis
This fantastic weekly F1 Toon was designed and created by Jake Davis Creative. Prints are available in sizes A4, A3 and A2. Commissions are also available. If you would like to order a PRINT of this fantastic F1 Toon feel free to contact him via:
E-mail - davisjake@hotmail.co.uk
Twitter - @JakeDDCreative
Saturday 1 November 2014
Tuesday 28 October 2014
Safety in Formula One: Crash Tests (Part Nine)
This is the final
installment of the Safety in Formula One series, I really hope that you have
enjoyed it!. However, this article will focus on the ‘Crash Tests’ of Formula One cars. Similar to our road cars, Formula
One cars must undergo crash tests
before being passed fit for the awaiting season. According to F1.com, “Introduced
in 1985 and supervised by the FIA, these stringent evaluations are usually
carried out at the Cranfield Impact Centre in Bedfordshire, England and
comprise dynamic (moving) crash tests, static load tests and rollover tests.”
 |
| Source: F1 Dictionary |
The dynamic impact tests are performed on the front, sides, and rear of the
chassis, including the steering column. The most important element of the crash test is the driver’s survival cell
which is required to remain undamaged throughout the tests. The weight of the
test chassis, including a crash dummy is required to be 780 kg. The front
impact test is done at a speed of 54 km/h, the lateral (side) at 36 km/h and
the rear at 39.6 km/h.
The crash test speeds may seem low, but are chosen to allow the most accurate measurement of the car's ability to safely absorb the unwanted momentum of an accident. According to F1.com, “The limits for maximum deceleration, energy absorption and deformation are precisely defined. For example, during the frontal test the deceleration measured on the chest of the dummy may not exceed 60G (60 times body weight) within three milliseconds of the impact...”
The crash test speeds may seem low, but are chosen to allow the most accurate measurement of the car's ability to safely absorb the unwanted momentum of an accident. According to F1.com, “The limits for maximum deceleration, energy absorption and deformation are precisely defined. For example, during the frontal test the deceleration measured on the chest of the dummy may not exceed 60G (60 times body weight) within three milliseconds of the impact...”
%2B-%2BFIA%2Brear%2Bimpact%2Btest%2C%2Bimpact%2Bstructure%2Bis%2Bfitted%2Bon%2Bdummy%2Bgearbox.jpg) |
| FIA rear impact test, impact structure is fitted on dummy gearbox. |
The steering column test is designed to ensure that it will collapse safely in
the event of the driver’s head impacting the steering wheel. The column would
be fixed to the ground and an 8kg object is projected into the center of the
wheel at a speed of 25 km/h. All substantial deformation must be within the
steering column; deceleration must not exceed 80G (80 times gravity) for more
than three milliseconds; and the wheel’s quick release mechanism must function
normally after the test.
In addition to the five dynamic tests, a further 13 static load tests are carried out on the chassis’ front, side and rear structures to ensure they can withstand the levels of pressure required by the regulations. These tests include applying pressure to the floor below the fuel tank, to the side of the nose mount, and to the chassis’ sides at leg and seat levels. According to F1Dictionary, “The surfaces in question may only deflect or deform within specified limits and there must be no damage to the impact structure, the survival cell or the gearbox.”
In addition to the five dynamic tests, a further 13 static load tests are carried out on the chassis’ front, side and rear structures to ensure they can withstand the levels of pressure required by the regulations. These tests include applying pressure to the floor below the fuel tank, to the side of the nose mount, and to the chassis’ sides at leg and seat levels. According to F1Dictionary, “The surfaces in question may only deflect or deform within specified limits and there must be no damage to the impact structure, the survival cell or the gearbox.”
Did
you know …that
a Formula One car’s cockpit walls, which were heightened by five centimetres in
2008, must withstand impacts equivalent to 250 tonnes?
The car’s rollover structure would be tested in three directions: laterally (sideways) with five tonnes, longitudinally with six tonnes and vertically with nine tonnes - and the level of deformation under load may not exceed 50 mm.
Grand Prix Insights - Monocoque (including spectacular crash test)
Although the principal aim of these crash
tests are safety. After any significant
modification on the crash structure (survival cell) during the season, static
and dynamic tests must be repeated on the modified part(s). But, each new
produced survival cell must be subjected to only static crash tests. The survival
cell is required to pass every
static load test before being subjected to any impact test.
 |
| Source: F1 Dictionary |
A new innovative side impact system that works
effectively regardless of the angle of impact has been implemented for the 2014
season. The teams have agreed to implement this system for 2014 season at the
F1 Technical Working Group meeting which was held on 17 May 2013.
The FIA and F1 Teams collaborated for over a year to develop a side impact
system that works effectively in every situation.
According to the F1Dictionary, “The old side impact
system deploys crushable tube structures attached to the side of the chassis.
Although extremely effective during normal impacts, they can break off during
oblique impacts due to the extremely high lateral forces that are generated during
the first few milliseconds of an impact. The testing
concluded that the carbon tubes had far more potential to provide an efficient,
lightweight and robust solution, able to manage impact loads effectively in
both lateral and for-aft directions.” The winning innovative solution was
based on the initial design by Marussia, before undergoing extremely detailed
optimization by Red Bull Racing. The innovative tube solution has a common
specification but how teams place them into their cars is entirely their
business. Once these tubes are built onto the cars, the static tests will be
undertaken on the monocoque which would then determine the strength of the
mounts and make sure that they are sufficient to support the tube. Thereafter,
it is the responsibility of the teams as to how they incorporate it (tubes) and
how they design their car around it.
One can now establish that the new breed of Formula One
car is much safer than before. While compiling this
series, I have learnt quite a bit about Safety in Formula One, which we
normally take for granted while watching the sport from our sofas. We also
take it for granted that the sport has become much safer than before, but we
don’t necessarily take note of all the hard work that has gone into making the
sport safer for all concerned. That concludes the Safety in Formula One
series!!! I truly hope that you have enjoyed this series!
Crash Test Video's
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