The FIA Institute has designed a new highly-accurate load cell crash test wall for use by the Formula One Technical Working Group.

The new wall measures the force in an impact rather than acceleration, thus delivering more accurate results. The transducers currently used in Formula One crash tests measure force indirectly through the acceleration of the trolley which offers only a filtered force response.

The new equipment is designed to measure severe impacts up to 100G with a frequency response up to 2,000 Hertz. When testing a carbon energy absorbing structure such as a nose-cone or rear pylon, researchers will be able to see exactly how the force developed over every millimeter of the test structure.

Race Director and FIA Institute Fellow Charlie Whiting said: “Greater accuracy in measuring force will allow for better optimisation of safety structures throughout the vehicle, leading to faster and better design of the car’s safety features. In turn, teams could likely save money by arriving at final solutions more quickly instead of gradually improving safety using less accurate results.”

The load platform itself is 600mm by 450mm and consists of four quartz load cells and solid carbon load spreading plates. One of the project’s key objectives is to ensure compatibility during a T-bone accident. Accurate measurements of force on the nose-cone and rear impact structure will also provide data on the loads that would be placed on the chassis of the car being hit in a T-bone impact.

Testing started off by hitting a hammer against the load platform from many different positions to map the response of the load platform. This was followed by dynamic sled testing using metallic crush tubes. The final step was full tests using full-scale Formula One rear impact structures. Ferrari, BMW and Renault have provided parts for the tests completed so far.

The programme consists of round robin testing at each of the three Formula One test labs, namely CSI in Milan, and the Transport Research Laboratory (TRL) and Cranfield Impact Centre (CIC) in the UK. The full testing process is taking place at each of the three laboratories to ensure repeatability and reproducibility of results. Tests at CSI and TRL are complete, with CIC testing set for completion in May.

The Open Cockpit Research Group will then report results to the F1 Technical Working Group, which will review the technical advantages, costs, and possible ways of implementing the programme. If it decides to go ahead, a new standard will be developed, setting out limits for directly measured force, unlike the current standard which contains limits on chassis acceleration only.