My Proposal – Technical Regulations – Chapter 12

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ARTICLE 12: CAR CONSTRUCTION AND SURVIVAL CELL (CHASSIS)

  1. Definitions and General Requirements
    1. Cockpit
      The volume that accommodates the driver.
    2. Survival cell
      The continuous closed structure containing the fuel tank and the cockpit.
      The lower plate of the assembly of whatever system of energy storage is considered to be part of the Survival Cell.
    3. Cockpit padding
      Non-structural parts placed within the cockpit for the sole purpose of improving driver comfort and safety. All such material must be quickly removable.
    4. Homologation
      The survival cell must be homologated.
    5. Demonstration by Calculation
      Where the regulations require a team to demonstrate the strength of a component or structure by calculation, a reserve factor of 1.0 at ultimate failure should be used for metallic components and first-ply failure for composites.
      The FIA may request teams to submit models and material properties used in these calculations for inspection.
  2. Survival cell specifications
    1. Cockpit Opening
      In order to ensure that the opening giving the driver access to the cockpit is of adequate size; with the exception of the steering wheel, steering column, chassis mounted display unit, seat and all padding no part of the survival cell or bodywork may lie within RV-COCKPIT-ENTRY.
      With the secondary roll structure removed, RV-COCKPIT-ENTRY must be entirely visible from directly above.
      The shape of the survival cell must be such that no part of this volume is visible when viewed from either side of the car.
      The parts of the survival cell which are situated each side of the driver’s head must be no more than 550mm apart.
    2. Survival Cell Dimensions
      Before the openings and recesses allowed are created, a single volume, which is symmetrical about Y=0, continuous, and has no apertures must be defined in accordance with the conditions laid out in (1)-(4), below:
      1. The minimum dimensions of the survival cell between XA=0 and XC=0 are defined by the union of RV-CH-FRONT-MIN and RV-CH-MID-MIN.
      2. The maximum dimensions of the survival cell between XA=0 and XB=0 are defined by the union of RV-CH-FRONT and the portion of RV-FLOOR-BODY that lies forward of XB=0 and inboard of Y=210.
      3. Structure that lies above the Z-plane and ahead of XC=-1600 may be removable provided that the fastenings can resist a load of [50, 0, –30] kN, to be demonstrated by calculation.
      4. With the exception of any minimal apertures for front suspension members, and a recess for the timing transponder, the external surfaces of the survival cell and the external surfaces of the structural part of the front impact structure must coincide over the entire periphery of the survival cell at its front bulkhead.
    3. Identification Transponders
      Every survival cell must incorporate three FIA supplied transponders for identification purposes. These transponders must be a permanent part of the survival cell and must be accessible for verification at any time.
    4. Openings in the Survival Cell
      The survival cell must have an opening for the driver, the dimensions of which are given earlier.
      Any other ducts, or openings in the survival cell must only:
      1. Be of the minimum size, and for the sole purpose of, allowing access to mechanical components. In front view, these openings, may not increase the exposed part of any mechanical components of the front suspension by more than 2000mm2. Openings covered by the structural part of the front impact structure will not be considered for this assessment.
      2. Be for the sole purpose of cooling the driver or mechanical or electrical components, the area of any such duct or opening may not exceed 3000mm2.
      3. Be for the sole purpose of routing wiring looms, cables or fluid lines, the total combined area of any such openings must not exceed 7000mm2.
    5. Recesses in the Survival Cell Minimum Volume
      Recesses are permitted in the Survival Cell minimum volume for the following:
      1. For the sole purpose of, allowing the side impact structures and their mountings to be installed.
      2. For the sole purpose of allowing the secondary roll structure front fixing and fairings to be installed.
      3. Minimal Recesses for the sole purpose of mounting mandatory components. Including but not limited to: timing transponder, antennas, cameras, medical light, datum-target seats, and clutch disengagement button.
      4. Minimal Recesses for the sole purpose of mounting team specified components.
      5. The step surfaces of recesses less no more than 3mm deep
      6. Any recess must comply with requirements for maintaining equivalent intrusion strength.
    6. Structure behind the driver
      The parts of the survival cell immediately behind the driver which separate the cockpit from the car’s fuel tank, must lie outside RV-COCKPIT-DRIVER.
      No head and neck support worn by the driver may be less than 25mm from any structural part of the car when he is seated in his normal driving position.
    7. Front Floor Structure
      Below the survival cell, a structure, called “Front Floor Structure” must be fitted. The Front Floor Structure:
      1. Must be rigidly mounted to the Survival Cell using at least 4 fasteners.
      2. Must only deform in the event of an impact with the ground.
      3. Must not incorporate any component, mechanism or structure whose characteristics vary with time, velocity, acceleration or temperature. Including, but not limited to viscous damping, hysteretic damping and hydraulic systems.
      4. Must not incorporate any parts which may systematically or routinely exhibit permanent deformation.
    8. Chassis Datum Points
      For aligning the car for scrutineering, the survival cell should have the necessary precisely machined details to allow for the relevant legality datum points.
  3. Intrusion Protection
    In order to protect the driver and the fuel cell in case of an impact, the sides and lower surfaces of the survival cell must comply with the following requirements.
    1. Anti-Intrusion Laminate
      The sides and lower surfaces of the survival cell should be constructed to the laminate PL-CHASSIS-SIDE.
      Additional plies may be added to this laminate. The core thickness or density may be increased or the core may be replaced with solid inserts.
      Between XB=-100 and 100mm behind the rear of RV-CH-MID-STRUCT, the core may be supplemented or replaced by an alternative reinforcing method.
      In all cases, the FIA technical delegate must be satisfied that the overall strength of the structure has been improved by doing so and that its ability to pass the test given by “Side Intrusion Test Procedure 02/05”, as defined in the Appendix to the Technical and Sporting Regulations is maintained.
    2. 6.2mm Zylon Panel
      Two panels, no less than 6.2mm thick, constructed from 16 plies of Zylon and two plies of carbon must be permanently attached to each side of the underlying survival cell structure with an appropriate adhesive which has been applied over their entire surface.
    3. 3mm Zylon Panel
      One further panel, which may be made in a maximum of four parts but which is no less than 3.0mm thick, constructed from seven plies of Zylon and two plies of carbon, must then be permanently attached to the underlying survival cell structure with an appropriate adhesive which has been applied over its entire surface including all overlapping joints.
    4. Frontal Intrusion
      It must be demonstrated by calculation that during a collision, the rear impact structure of a car ahead could not enter the survival cell through the front bulkhead if the Front Impact Structure were not present. For this calculation, a load of [220, 0, 0] kN should be applied through a pad of the same dimensions as the prescribed rear impact structure, anywhere on the front bulkhead of the survival cell. The pad should not intrude into the survival cell more than 50mm behind AA. All components normally attached to the survival cell, except for the Front Impact Structure, must be considered in this evaluation
    5. Cockpit Side Structure
      The survival cell visible from the side that covers RV-CH-MID-MIN must be designed to resist the force of an impacting Front Impact Structure, at up to 350kN. This should be demonstrated by the tests and calculations.
      The volume RV-CH-MID-STRUCT may only contain survival cell structure, electrical cables, hydraulic tubes, brackets, or padding for driver comfor.
  4. Roll Structures
    All cars must have two roll structures that are designed to help prevent injury to the driver in the event of the car becoming inverted.
    1. Principal Roll Structure
      The principal structure must be at least at Z=968 at XC=35.
      The principal roll structure must have a minimum enclosed structural cross section of 10000mm2, in vertical projection, across a horizontal plane at Z=910. The area thus established must not exceed 200mm in length or width and may not be less than 10000mm2 below this point.
      The principal structure must pass a static load test details of which may be found in the next article.
      Furthermore, each team must supply detailed calculations, which clearly show that it is capable of withstanding the same load when the longitudinal component is applied in a forward direction.
      In order that a car may be lifted quickly in the event of it stopping on the circuit, the principal rollover structure must incorporate an unobstructed opening, whose section measures 60mm x 30mm with internal radii of no more than R15mm, clearly visible in side view, to permit a strap to pass through it. It must be shown by calculation that this opening is capable of resisting a load of 20kN applied by a strap in an upwards direction, on the ZX plane between +45° and -45° to the Z-axis.
    2. Secondary Roll Structure (Halo)
      The secondary roll structure, which is not considered part of the survival cell, must be positioned symmetrically about the car centre plane with its front fixing axis at XC= -975 and Z=660. The mounting faces for the rearward fixings must lie on the plane Z=695.
      The secondary roll structure must be made to standard FIA8869-2018 and supplied by an FIA designated manufacturer.
      The FIA will take the appropriate measures to ensure that secondary roll structures supplied by different FIA designated manufacturers are of similar mass.
  5. Cockpit Specification
    1. Entry and Exit
      The driver must be able to enter and get out of the cockpit without it being necessary to open a door or remove any part of the car other than the steering wheel or the headrest.
      From his normal seating position, with all seat belts fastened and whilst wearing his usual driving equipment, the driver must be able to remove the steering wheel and get out of the car within 7 seconds and then replace the steering wheel in a total of 12 seconds.
      For this test, the position of the steered wheels will be determined by the FIA technical delegate and after the steering wheel has been replaced steering control must be maintained.
    2. Helmet Position
      When seated normally, the driver must be facing forwards and the rearmost part of his crash helmet must be between XC= -50 and XC= -125.
      The driver’s helmet must lie below a line drawn between the front fixing axis of the secondary roll structure and a point 75mm vertically below the highest point of the principal roll structure
    3. Steering Wheel
      The steering wheel, at any rotation, must lie below a line drawn between the front fixing axis of the secondary roll structure and a point 75mm vertically below the highest point of the principal roll structure.
      The steering wheel must be at least 50mm behind the front edge of the cockpit opening.
      The steering wheel must be fitted with a quick release mechanism operated by pulling a concentric flange installed on the steering column behind the wheel.
      The steering wheel must be positioned so as it intersects RV-COCKPIT-HELMET at all angular positions.
    4. Internal cockpit volumes
      No restrictions as long as the design is compliant with other rules within this and other chapters.
    5. Position of the Pedals
      No restrictions as long as the design is compliant with other rules within this and other chapters.
    6. Safety Belts
      It is mandatory to wear two shoulder straps, one abdominal strap and two straps between the legs. These straps must be securely fixed to the car and must comply with FIA standard 8853-2016.
  6. Cockpit Padding
    1. Headrest
      All cars must be equipped with three areas of padding for the driver’s head which:
      1. Are so arranged that they can be removed from the car as a single part.
      2. Are made from a material which is suitable for the relevant ambient air temperature.
      3. Are covered, in all areas where the driver’s head is likely to make contact.
      4. Are positioned to be the first point of contact for the driver’s helmet in the event of an impact projecting his head towards them during an accident.
      5. Must have a cover and internal structure which have no features that obstruct the padding’s freedom to compress to 5% of its uncompressed thickness.
      6. Must be so installed that if movement of the driver’s head, in any expected trajectory during an accident, were to compress the padding fully at any point, his helmet would not make contact with any structural part of the car.
      7. Do not obscure sight of any part of the driver’s helmet when he is seated normally and viewed from directly above the car.
    2. Rear Padding
      The first area of padding for the driver’s head must be positioned behind him, be between 260mm and 380mm wide and be between 75mm and 90mm thick over an area of at least 40000mm2. If necessary, and only for driver comfort, an additional piece of padding no greater than 10mm thick may be attached to this headrest provided it is made from the same material.
    3. Side Padding
      Two areas of padding must be positioned either side of the driver’s head. These areas must:
      1. Be symmetrically positioned about Y=0.
      2. Be positioned with their upper surfaces at least as high as the survival cell over their entire length.
      3. Have a radius on their upper inboard edge no greater than 10mm.
      4. Be positioned in order that, forward of XC=-150, the distance between the two is no less than 320mm.
      5. Be as high as practicable within the constraints of driver comfort.
      6. Extend as far forward as the forward face of RV-COCKPIT-HELMET
      7. Between XC= -75 and XC= -400 and above Z=545, the padding must be at least 95mm thick over an area greater than 35750mm2 when viewed from the side of the car. This minimum thickness must be maintained to the upper edges of the survival cell and over their entire length. The minimum thickness will be assessed perpendicular to the car centre plane and prior to the application of the radius required by point 3.
      8. Furthermore, any void between these areas of padding and the rear part described above must also be completely filled with the same padding material.
        If necessary, and only for driver comfort, an additional piece of padding no greater than 20mm thick may be attached to these headrests provided they are made from the same material which incorporates a low friction surface.
        Forward of XC= -400, further padding must be provided on each side of the cockpit rim. The purpose of the additional padding is to afford protection to the driver’s head in the event of an oblique frontal impact and must therefore be made from the same material as the other three areas of padding with the same cover material.
    4. Fixings
      The Headrest should be fixed in a way that is clearly indicated and should be easily removable without tools. Fixings should consist of:
      1. Two cylindrical longitudinal pegs with a diameter of at least 6mmand with an engagement of at least 12mm into the rear of the cockpit opening.
      2. A keyhole fixing at XC= -250 ±50mm and Z=610 ±25mm on each side of the car. These fixings must comply rules as per above articles and the receptacle mounted on the survival cell must be flush with the survival cell structure. These fixings must prevent the headrest from moving laterally or vertically with up to 12mm of forward movement of the headrest.
        They may not be inside RV-COCKPIT-HELMET and should be designed to minimize the risk of injury should the driver come in contact with them during an accident.
      3. A quick release fixing which is clearly indicated at the front corner on each side of the car. No tape or similar material may be used to cover the forward fixings of the headrest.
    5. Leg Padding
      In order to minimise the risk of leg injury during an accident, additional areas of padding must be fitted each side of, and above, the driver’s legs.
      These areas of padding must:
      1. Be no less than 25mm thick over their entire area
      2. Be made of safe and compliant materials.
      3. Cover the area situated between the plane B-B and 100mm behind the face of the rearmost pedal when in the inoperative position.
      4. Cover the area 50mm above the lower surface of the volume defined in the article above, over its entire length, as defined in 3.
  7. Seat fixing and removal
    In order that an injured driver may be removed from the car in his seat following an accident, all cars must be fitted with a seat which, if it is secured, must be done so with no more than two bolts. If bolts are used they must be:
    1. Clearly indicated and easily accessible to rescue crews.
    2. Fitted vertically.
    3. Removable with the same tool for all teams and which is issued to all rescue crews.
    4. The seat must be equipped with receptacles which permit the fitting of belts to secure the driver and one which will permit the fitting of a head stabilisation device.
      The seat must be removable without the need to cut or remove any of the seat belts.
  8. Driver Fit Information
    Driver-fit information may be transferred between teams. Such information may include CAD geometries and measurements directly relating to driver-fit but must not include construction details.
    Information that can be transferred includes: seat geometry, helmet position, steering wheel position, seatbelt installation, elbow and knee clearance, pedal position, pedal-pad geometry, and heel-rest geometry.
    In all cases, the content of the information to be transferred must be approved by the FIA before it is exchanged.

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