Formula 1 – Halo
Total Page：16
File Type：pdf, Size：1020Kb
FORMULA 1 – HALO 36 www.racecar-engineering.com DECEMBER 2018 Halo_MBGHMBAC.indd 36 23/10/2018 10:39 Safe and sound The introduction of the Halo this year was aesthetically, technically and philosophically controversial, yet it’s already saved one F1 driver from serious injury or possibly worse. But it’s only when you see the level of technology that goes into its manufacture that you realise why it’s so effective By GEMMA HATTON he controversies surrounding F1’s The FIA has been investigating additional In addition to this, prototypes of all three Halo have simmered down since frontal protection devices since 2011, ranging were tested on real cars, with Red Bull running the safety device protected Charles from a full canopy to having roll bar-like devices the Aeroscreen during the Russian Grand Leclerc when Fernando Alonso’s car ahead of the car. From these early design Prix meeting back in 2016, while all the other Twas launched over the top of his cockpit at this iterations, three were pursued and developed Formula 1 teams tested the Halo in 2016 and year’s Belgium GP, and it’s easy to see why. to try and meet the initial design target of Ferrari tested the Shield at Silverstone in 2017. ‘When you watch the video frame by frame deflecting a wheel at 225km/h. The screen solutions were extremely promising you can see the McLaren’s suspension was These were the Halo, the Shield and the but required further R&D to optimise the broken by the contact with the Halo, so with our Aeroscreen. We are now all familiar with the optical performance and minimise reflection, data and that knowledge we have estimated three-pronged tubular titanium structure of the particularly during night races. it took a 56kN load, about half of what the test Halo; the shield is effectively a windscreen made Further FIA investigations also looked into load is,’ FIA race director Charlie Whiting has said from transparent polycarbonate, while the past accidents, simulating the scenarios with of the incident. ‘It stood up really well and there Aeroscreen hybrid consists of structural carbon the Halo fitted to see whether having this would was no distortion of the Halo. Sauber took it off and transparent polycarbonate. have changed the outcome of these events. Out the car after the crash and thoroughly checked of the case studies analysed, the vast majority it but there were no cracks and no buckling.’ The Halo effect showed that the Halo would have reduced the So now that the Halo has proved itself, it’s To determine how effective each of these amount and severity of driver injuries, while the time to unearth the technology behind this devices were in protecting the driver the FIA remaining scenarios had a neutral effect. device; a piece of kit which can withstand 15 developed an array of safety tests. The R&D After this intense and long investigation, the times the static load of a Formula 1 car and the campaign involved extensive full-scale dynamic FIA concluded that the Halo solution offered the hit of a 20Kg wheel at 225km/h. testing, conducted at RAF Bentwaters. The final most frontal protection for the driver. However, tests for evaluating the chassis and attachment across the pond, IndyCar has been developing The Halo has proved its worth in recent accidents. The secret points include applying a load of 125kN a different solution in the form of a screen to this device being able to withstand the static load of 15 times vertically downward and rearwards followed by – similar to the shield tested by Ferrari. This a Formula 1 car lies within its hi-tech manufacturing process a load of 125kN sideways and rearwards. sparked a heated debate between motorsport Out of the case studies analysed, the vast majority showed that the Halo would have reduced the severity of the driver’s injuries The alternatives to Halo were the Aeroscreen (left) and Shield. These might look nicer, but neither could withstand the impact of a 20kg wheel at 225km/h quite as well as the Halo DECEMBER 2018 www.racecar-engineering.com 37 Halo_MBGHMBAC.indd 37 23/10/2018 10:40 FORMULA 1 – HALO To ensure the titanium maintains its high performance throughout the bending process the bend speed needs to be relatively slow and consistent enthusiasts worldwide as IndyCar’s screen is undoubtedly more aesthetically pleasing. But the question remains; is it safer? ‘We do work closely with our friends in the USA, you have seen what they have been testing, but what we have seen with the accident in Spa is that kind of thing would not have been nearly as eff ective, it would probably only off er about 10 per cent of the protection that Halo off ers,’ Whiting says. ‘So we will be talking with the IndyCar guys about that as I think that there are lessons we can both learn.’ Defl ecting debris This supports the theory that both devices are actually designed to off er slightly diff erent The Halo is actually made up of fi ve parts. types of protection. The brutal impact tests for These are two bent tubes, the V-transition Formula 1’s Halo illustrate how this structure and two rear mounts, all of which have needs to withstand huge loads, whether that to be welded together to form the device be a barrier, wheel or another racecar. Whereas, the screen arguably protects the driver from smaller loads such as debris. However, the FIA claims that, statistically, the Halo does still protect the driver from small debris, but the nature of having a screen surrounding the cockpit provides fuller coverage. The impacts of smaller debris can also be minimised in other ways, such as improving helmet safety, something which was done immediately after Felipe Massa’s 2009 accident we felt that was the best and most elegant in Hungary, where a 833g spring from a car in This titanium solution. However, we found that because of front hit the top of his visor, leaving him with a the tolerances required between the rear serious head injury. More recently the FIA has structure, weighing mounts and the main Halo structure, a single worked with the helmet makers to integrate piece didn’t allow any ability for adjustment. this protection into the helmet. A new version only 7kg, needs So, it is actually made from two tube sections of FIA8860 was fi nalised in 2018 and the new that are welded together.’ helmets will be mandated in F1 and F2 in 2019. to withstand the IndyCar also has diff erent demands in terms Tube bending of the driver’s view to think about. ‘In terms weight of two To ensure the titanium maintains its high of visibility, on circuits that are relatively fl at, performance throughout the bending process, the Halo does not overly limit it, but on circuits African elephants the speed needs to be relatively slow and such as Spa, visibility could be a bit more consistent. ‘The only reason we are able to challenging,’ says Daniel Chilcott, managing do that is because we use a fully electric tube director of SST, which supplies Formula 1 and to do that, this titanium structure, weighing bending machine,’ says Chilcott. ‘It applies the Formula E teams with the Halo. ‘I think IndyCar only 7kg, needs to withstand the weight of two same amount of torque throughout the process, are not so keen on the Halo because it will African elephants, and the secret to its success achieving a proportional bend. Whereas a visually impair where the driver is looking to go lies with the way it’s manufactured. hydraulic machine may not be able to apply a on the oval tracks, which is probably why they ‘The key elements of the Halo are the front consistent load, leading to breakages.’ are exploring the screen concept more.’ section at the centre which is called the “V SST did investigate the application of hot transition” and then there is the tube around bending. But heating the titanium oxidises the Sturdy structure the cockpit and also the rear mounts,’ explains surface which consequently has to be removed Today, the Halo is on the F1 and F2 grids and Chilcott. ‘The tube is eff ectively a titanium bar, and so to avoid this cold bending was chosen will debut in Formula E in December. As it Grade 5 6AL4V, and because a non-standard despite the fact that the tube has to be bent continues to fi lter down to other championships tube was selected we had to gun drill the bar over a much longer period of time. There is and therefore improve the safety of drivers in and then turn the outer diameter before it could also the issue of spring-back, so the tubes are all formulae, it is time to accept the Halo and be bent. In our early designs we actually bent actually bent further than they need to be, so appreciate that one day it may save lives. But one piece of tube the full 180 degrees because that they relax-back into the desired position. 38 www.racecar-engineering.com DECEMBER 2018 Halo_MBGHMBAC.indd 38 23/10/2018 10:40 FORMULA 1 – HALO The V transition along with the rear mounts are machined from titanium billet using a Mazak 3- and 5-axis milling machine, with the complexity and size of the V transition taking at least 40 hours to machine. Once the two tube sections have been bent and welded together, this join is allowed to cool and settle before being welded to the V transition.