In this 3D animation, renowned technical analyst Giorgio Piola takes a look at the proposal made by ex-Williams and Ferrari designer, Enrique Scalabroni, for an 'active' windscreen to protect drivers from debris.
At the Italian GP, Enrique Scalabroni submitted his ideas for an 'active' windscreen concept.
Initially put before Red Bull's team principal Christian Horner and Bernie Ecclestone and subsequently revealed by Motorsport.com, we've produced the following 3D animation to see just how the concept might work.
Scalabroni's concept approaches the issues of cockpit protection in a very different way to the other solutions we've seen, with two distinct structures used rather than just one.
The hood surrounds the driver's helmet in order to reduce the chance of injury should a large piece of debris be thrown up and come down on top of the car.
Perhaps the biggest issue with such a device is access, with another device impeding escape or access to the cockpit for medical personnel should the car be inverted.
Clearly, numerous solutions could be employed in terms of its removal, although a simple hinged version is the only one presented in the animation.
A holistic review of the dismount or extrication process would likely see such a device paired with the cockpit padding that already surrounds the driver, for example.
Red Bull's 'Aeroscreen' provided answers to one of the questions raised by the incident involving Felipe Massa in 2009, when an errant spring hit the Brazilian's helmet having come loose from Rubens Barrichello's Brawn GP car.
One of the ideas put forward by Scalabroni is a simple but elongated windscreen, which creates a ramp to deflect debris away from the helmet.
The issue with this could be that you're creating another blockage in the vision field, whilst inclement weather could also be a factor, something that even the Halo design has yet to deal with in a real world test.
However, this is an idea in its infancy and if designed and tested in conjunction with changes to the chassis and nose transition regulations, it is something that could work.
Perhaps the most contentious component of the concept is the use of a hydraulically actuated flap on top of the chassis, rather than using the aforementioned static windscreen.
Scalabroni proposed that the flap could either be operated by the driver, with a simple button press from the steering wheel used to activate the flap or an array of proximity sensors mounted on the car which deploy the flap when the driver is seen to be in imminent danger.
The reaction time of such a device is perhaps the most concerning issue, with the device likely better at dealing with lower speed incidents rather than fast moving debris.
With cockpit protection now deferred until 2018, it appears that the Halo will become the de facto option, with tests being conducted by various teams and drivers up and down the pitlane in free practice sessions over the last few races.
However, these real world tests and the feedback garnered from them could still spell the end for the device, requiring another look at other options as the sport comes to terms with the fact it wants to provide better protection for the drivers.