Zylon
Interior of the Babolat Syntronic 900 Zylon 900 Zylon microfibers form the core of the string
Zylon is a trade name for a range of materials manufactured by the Toyobo Co., Ltd.
Zylon was invented and developed in the 1980s. Like Kevlar , Zylon is used in a number of applications that require very high strength with excellent thermal stability. Tennis racquets, Table Tennis blades, various medical applications, and some of the martian rovers are some of the more well known products.
Zylon - the strongest man-made fiber in the world - has four extraordinary characteristics:
- Extraordinary tensile strength - it is stronger than steel and twice as strong as Kevlar
- Remarkably high modulus (resistance of fiber to stretch) - also twice as high as Kevlar
- Flame resistance - it will burn only when exposed to atmospheric conditions consisting of at least 68% oxygen, a state that is not naturally encountered in Earth's atmosphere
- Incredible thermal stability - it will decompose only at temperatures in excess of 1470° (780oC)Fahrenheit.
Zylon's unique physical properties allow Zylon-based body armor to provide remarkable ballistic protection at a light, and therefore comfortable and wearable, weight. Since the introduction of Zylon-based bullet-resistant vests, the percentage of police officers wearing them regularly has increased significantly.
The result: more lives saved.
Poly(p-phenylene-2,6-benzobisoxazole) (PBO) is a rigid-rod isotropic crystal polymer. Zylon is a new high performance fiber developed by TOYOBO using the latest material science and state of the art fiber technology. Zylon has superior tensile strength and modulus compared to p-Aramid fibers. It also has outstanding high flame resistance and thermal stability. Zylon shows excellent performance in such properties as creep, chemical resistance, cut/abrasion resistance and high temperature abrasion resistance, that far exceeds p-Aramid fibers. Zylon's moisture regain is low (0.6%) and it is dimensionally stable against humidity. Zylon is quite flexible and has a very soft hand, in spite of its extremely high mechanical properties. It can be processed into various product forms, such as continuous filament, staple fiber, spun yarn, woven and knitted fabrics, chopped fiber and pulp.
Recently, Zylon fiber is used with various applications requested high strength such as protective clothes, jeans, balloons, and so on. Zylon fiber has an interesting property in addition to the strength. That is a negative thermal expansion coefficient to the fiber direction, therefore Zylon fiber reinforced plastic (ZFRP) expands to the fiber direction during cooling down from room temperature to liquid helium temperature.
The Zylon fiber degrade by UV and visible light, seawater and shafing and is therefore protected by a synthetic melted-on jacket.
Starting in the 2007 season, the F1 driver's cockpit must be clad in special anti-penetration panels made of Siloing Indy Racing League will also use Zylon starting in 2008.
To meet revised technical requirements from the FIA, F1's sanctioning body, engineers were required to make significant changes to the previous car's body and chassis, including the addition of a thick pad of Zylon, to improve side impact protection.
Since 1998, F1 cars have had to fit two wheel tethers connecting the each wheels to the chassis. This rule was introduced to try to stop wheels coming free and bouncing around dangerously during an accident. The tethers used are made of Zylon, tether supposed to be able to withstand a force of greater than 5500 kgs of load.
The drawback of Zylon is that must be protected from light and UV, so it must be covered in a shrink wrapped protective cover. The tethers are designed to withstand huge load, but often they can break quite easily during an accident, especially if the cable gets twisted by the broken suspension members. The teams normally replace the tethers every two or three races to ensure that they can withstand the loads put on them during an accident. Most of the tether is bonded inside suspension wishbones, for aerodynamic purposes, but the only requirement is it has to be attached to the wheel on one side, and to the chassis on other, and exactly how it is done that is somewhat subject to the teams.
14.6.7 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 :
- be made from a material described in the Appendix to these regulations (Zylon);
- be no less than 25mm thick over their entire area ;
- cover the area situated between points lying 50mm behind the centre of the point at which the second roll structure test is carried out and 100mm behind the face of the rearmost pedal when in the inoperative position, as shown in Drawing 4 ;
- cover the area above the line A-A shown in Drawing 3.
14.7 Wheel retention :
All cars, whilst under their own power, must be fitted with devices which will retain the wheel fastener in the event of it coming loose.
15.4.7 Once the requirements of Articles 15.4.4, 15.4.6, 15.5.1, 15.5.2, 15.5.4, 15.5.5, 16.1, 16.2, 16.3, 17.1, 17.2, 17.3, 18.1, 18.2, 18.3, 18.4, 18.5, 18.6, 18.7 and 18.9 have been met, panels no less than 6.2mm thick must then be permanently attached to the survival cell sides. These panels must :
a) in a longitudinal sense, cover the area lying between the line B-B and a vertical plane 50mm to the rear of the rear edge of the cockpit entry template. A 50mm horizontal linear taper may be included at both ends ;
b) in a vertical sense, cover the area lying between two horizontal planes 100mm and 550mm above the reference plane ;
c) be constructed from 16 plies of Zylon and two plies of carbon, precise lay-up details must be followed and may be found in the Appendix to these regulations ;
d) be permanently attached to the survival cell with an appropriate adhesive which has been applied over their entire surface.
Cut-outs in these panels totalling 35000mm² per side will be permitted for fitting around side impact structures, wiring loom holes and essential fixings.
15.4.8 Once the requirements of Articles 15.4.4, 15.4.6, 15.5.1, 15.5.2, 15.5.4, 15.5.5, 16.1, 16.2, 16.3, 17.1, 17.2, 17.3, 18.1, 18.2, 18.3, 18.4, 18.5, 18.6, 18.7 and 18.9 have been met one further panel, which may be made in a maximum of three parts but which is no less than 3.0mm thick, must then be permanently
attached to the survival cell. This panel must :
a) in a longitudinal sense, cover the area lying between a vertical plane 300mm to the rear of the line A-A and a vertical plane 650mm forward of the rear edge of the cockpit entry template. A 25mm horizontal linear taper may be included at both ends ;
b) in a vertical sense, cover every part of the outer skin of the survival cell in the area lying between two horizontal planes 60mm and 550mm above the reference plane. This will not apply at the top of this panel where any radius permitted by Article 15.4.4 falls inside the minimum permitted chassis width nor for the area fitted with the panel defined by Article 15.4.7;
c) if made in more than one part, have all adjacent parts overlapping by a minimum of 25mm. These overlaps may include linear tapers in the thickness of both parts ;
d) overlap the panel defined by Article 15.4.7 along all joining edges by a minimum of 25mm. These overlaps may include linear tapers in the thickness of both parts ;
e) be constructed from seven plies of Zylon and two plies of carbon, precise lay-up details must be followed and may be found in the Appendix to these regulations ;
f) be permanently attached to the survival cell with an appropriate adhesive which has been applied over its entire surface including all overlapping joints.
Cut-outs in this panel totalling 15000mm² per side will be permitted for fitting around wiring loom holes and essential fixings.
1. SCOPE
Wheel restraint systems are important to improve protection to the drivers and the personnel (spectators and officials) within the proximity of the race event. It has been shown that during an accident a wheel may be ejected at velocities in excess of 150km/h (42m/s) relative to the car, which corresponds to a linear kinetic energy of 17kJ for a 20kg wheel assembly.
This specification provides test methods, criteria and limits to assess the performance of wheel restraint systems to ensure that the potential for wheel ejection is reduced. During early development work, an advanced wheel restraint system was considered in two parts; an energy absorbing unit and a connecting tether. However, the latest research has demonstrated that an integrated tether
can absorb the required energy without the need for a separate energy absorbing unit. And, therefore, an integrated tether is the preferred solution. Other designs may be acceptable, but the geometry and function must be approved by the FIA before submitting for certification. A definition of the key components is provided below.
2. DEFINITIONS
2.1 Wheel Assembly
Those parts, likely to include the wheel, tire, upright, brake calliper and brake disk, that are considered to be a single projectile during a wheel ejection event.
2.2 Wheel Restraint Cable (Tether)
Flexible load carrying element that connects the wheel assembly to the main structure of the car and that provides the required strength and energy absorbing capability.
2.3 Energy Absorber
The energy absorbing capability of the tether. A separate energy absorbing element may be permitted but must be approved by the FIA before submitting for certification.
2.4 Tether End Fitting
Feature at each end of the tether to facilitate attachment to the car and the wheel assembly. The tether end fitting may include a bobbin if this represents the in-car conditions.
The in-board-tether-end-fitting connects to the car chassis
The out-board-tether-end-fitting connects to the wheel assembly
2.5 Tether Attachment
Attachment between the tether end fitting and the main structure of the car that achieves the strength and geometrical requirements defined by the Technical Regulations.
2.6 Tether Sliding Surface
Rigid structure that represents the local structure of the car over which the tether must slide if the wheel is ejected in any direction normal to the axis of rotation of the rear wheels.
