METHOD AND SYSTEM FOR CONTROLLING AUTO RACES

Abstract

A method of conducting a racing competition among a plurality of race cars including conducting qualifying trials among the plurality race cars, arranging the race cars in qualifying order arrangement for the start of the race, altering at least one of time, distance or speed parameters of one or more of the plurality of race cars during the race, and determining the winner and order of race finish at the completion of the race based on the parameters

Claims

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4. (canceled)

5. A method of conducting a racing competition among a plurality of race cars comprising the steps of: conducting qualifying trials among the plurality race cars; arranging the race cars in qualifying order arrangement for the start of the race; altering at least one of time, distance or speed parameters of one or more of the plurality of race cars during the race; determining the winner and order of race finish at the completion of the race based on the time, distance or speed parameters; and wherein the plurality race cars have the speed capabilities modified by changes in at least one of the engine horsepower, the race car weight, the race car tire characteristics and the race car aerodynamic drag characteristics.

6. The racing method of claim 5 wherein the plurality race cars have the speed capabilities linked by a mathematical formula:
HPK1+WTK2+TRK3+DRK4=K5; set K5=1 and K1 through K4 are constants related to each speed characteristic; Where: HP=horsepower WT=weight TR=tire characteristics DR=drag characteristics

7. The racing method of claim 5 wherein the step of conducting qualifying trials among the plurality of race cars provides different qualifying times including faster qualify times for the faster race cars and slower qualifying times for the slower race cars.

8. The racing method of claim 7 wherein speed capabilities are modified by having faster and slower race cars have different width tires mounted so that the faster race car with a greater horsepower and speed would have tires with less cornering capabilities and a slower race car with lesser horsepower would have tires with better cornering capabilities.

9. The racing method of claim 8 wherein the slower race cars have wider tires than the faster race cars so as to provide better cornering capabilities for the slower race car.

10. A method of conducting a racing competition among a plurality of race cars that are driven on a race track, and in which there is a pit area where the cars are served, said method comprising the steps of: conducting qualifying trials among the plurality of race cars so as to identify faster and slower race cars; arranging the race cars in qualifying order arrangement for the start of the race; the race cars periodically stopping for service at the pit area; wherein the step of conducting qualifying trials among the plurality of race cars provides different qualifying times including faster qualify times for the faster race cars and slower qualifying times for the slower race cars; wherein the faster and slower race cars have different width tires mounted so that the faster race car with a greater horsepower and speed would have tires with less cornering capabilities and a slower race car with lesser horsepower would have tires with better cornering capabilities; and determining the winner and order of race finish at the completion of the race based on the finish position.

11. The racing method of claim 10 wherein the slower race cars have wider tires than the faster race cars so as to provide better cornering capabilities for the slower race car.

12. The racing method of claim 11 wherein, after the qualifying trials, tires on the slower race cars are mounted and that are of a width that is greater than the width of tires on the faster race cars.

13. The racing method of claim 12 wherein the plurality race cars have the speed capabilities linked by a mathematical formula:
HPK1+WTK2+TRK3+DRK4=K5; set K5=1 and K1 through K4 are constants related to each speed characteristic; Where: HP=horsepower WT=weight TR=tire characteristics DR=drag characteristics

14. The racing method of claim 12 wherein a weight is measured of all race cars and the faster race cars have a predetermined weight added thereto as a function of the difference in qualifying speed.

15. (canceled)

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20. A method of conducting a racing competition among a plurality of race cars that are driven on a race track, and in which there is a pit area where the cars are served, said method comprising the steps of: conducting qualifying trials among the plurality of race cars so as to identify faster and slower race cars; the qualifying times being separated into a plurality of qualifying times from a fastest race car qualifying time to a slowest race car qualifying time; after the qualifying times have been set, then determining the tire characteristics of tires on each race car including tire width of each race car; based on the qualifying time for each race car, mounting the race car tires at least on the slower race cars so that the faster and slower race cars have different width tires mounted so that the faster race car with a greater horsepower and speed has tires with less cornering capability and a slower race car with lesser horsepower has tires with better cornering capability.

21. The racing method of claim 20 wherein, after the qualifying trials, tires on the slower race cars are mounted and that are of a width that is greater than the width of tires on the faster race cars.

22. The racing method of claim 20 wherein the plurality race cars have the speed capabilities linked by a mathematical formula:
HPK1+WTK2+TRK3+DRK4=K5; set K5=1 and K1 through K4 are constants related to each speed characteristic; Where: HP=horsepower WT=weight TR=tire characteristics DR=drag characteristics

23. The racing method of claim 21 wherein a weight is measured of all race cars and the faster race cars have a predetermined weight added thereto as a function of the difference in qualifying speed.

24. The racing method of claim 20 including providing a start/finish line, and the first race car to reach the start/finish line, after a predetermined number of laps, is considered the winner of the race.

25. The racing method of claim 23 wherein the predetermined weight that is added is a function of the race car having the closest and lower qualifying time to the subject race car.

26. The racing method of claim 20 wherein, for a fastest race car a predetermined width tire is mounted, and for a slowest race car, in comparison to the fastest race car, a predetermined width tire is mounted.

27. The racing method of claim 26 including mounting a wider tire on the slowest race car.

28. The racing method of claim 20 including adding a predetermined weight to the faster race car, said predetermined weight being as a function of the difference in qualifying speed between the fastest race car and the next fastest race car.

Description

BRIEF DESCRIPTION OF THE DRAWINGS

[0017] It should be understood that the drawings are provided for the purpose of illustration only and are not intended to define the limits of the disclosure. The foregoing and other objects and advantages of the embodiments described herein will become apparent with reference to the following detailed description when taken in conjunction with the accompanying drawings in which the FIGURE is a schematic diagram of a race track to illustrate the principles of the present invention.

DETAILED DESCRIPTION

[0018] The method and system of the present invention can maintain the traditional start with some corrections during the race which allow the race fans and race promoters to make a slower transition to new fairer start procedures. In particular, the present invention pertains to a novel method of conducting a race that encourages improved racing and thus improved race fan excitement. The method and system of the present invention particularly addresses passing opportunities during the race to enhance fan participation. Therefore these features improve excitement for race fans by improving competitive passing. The present invention results from a strict evaluation of the race based on the principles of physics (mechanics) and engineering to create a fair start situation for each driver. The speed of an object (race car) is defined as the distance traveled divided by time to traverse the distance. Therefore, in racing, the invention realizes that one can change any or all of these three elements to alter the race to enhance fan excitement so as to improve passing opportunities, safety considerations, or any other character of the race that creates competitive challenges for the drivers.

[0019] More particularly, the following are the race elements that can be considered.

TABLE-US-00001 Element method of change distance: add or subtract distance requirements on any or all race cars to correct the unfair start; time: add or subtract time requirements on any or all race cars to correct the unfair start; speed: add or subtract speed capabilities on any or all race cars with various means to correct the unfair start;

[0020] The above elements are changed or modified by the race promoters to offer the best excitement for race fans by challenging the skill of the drivers. For example, to correct for the traditional start: [0021] add distance to the route of faster cars or subtract distance from the slower cars so each car travels the same distance; [0022] add time corrections to the faster cars or subtract the time correction from the slower cars so that each car is measured by the time to travel from the starting line; [0023] increase speed capabilities of the slowest cars or subtract this capability from the faster cars;

[0024] All or a combination of these elements are used to correct for the traditional start and thereby to increase competitive passing situations during the race. These changes cause an overall increase in race fan excitement. However, race promoters may feel that many modifications to the traditional starting grid method may be too great of a step to take for the fans or the drivers. Therefore, the present invention may be implemented in phases.

First Embodiment

[0025] A qualification trial to determine the fastest cars is conducted and the order and speed of the cars is recorded. Before the race, the cars are arranged in a grid on the race track with the fastest car in the front row usually closest to the first turn, second fastest beside or behind the fastest car and so on to the least fastest cars at the end of the grid. A fair start and more competitive passing occur during the race by adding a predetermined time delay during servicing of each car while in the pits. This simulates the effect of all cars starting on the same starting line. This delay equalizes many of the previously mentioned problems with the traditional start of the race and yet still provides the front cars some advantages over the slower cars.

[0026] The time delay to be applied for each car in the pit area may be determined in a number of different ways. For example, the time delay may be equal to the time difference between each car as it passes over the starting line and the last car to pass over the starting line, or a certain group of cars (or even a single car) as they pass over the starting line. This affords the race promoter (and drivers) the traditional starting conditions while taking some of the unfairness out of these starting conditions. The time difference can be measured with timing equipment carried in each car as it passes over the starting line or with cameras as the race is started. The time information for each car is transferred to a light or signaling device. A race official 17 with the signaling device 17A stands in front of each car in the pits when it arrives for the pit stop. The driver and pit crew observes the signaling light of the official to determine whether the car can be serviced. The light, or other signaling device, for each car may be illuminated until the car arrives in the proper pit position and the official then starts the time delay. This may be initiated by a change in the color of the light, or a red light may be observed during the time delay. The time delay light goes out when the time difference expires. The driver's pit crew is not allowed to service the car until the time delay has expired. The benefit of this method is to eliminate the starting advantage of the cars at the front of the traditional starting grid. During the race the cars qualifying in the front of the grid will be moved backward in position on the race track by virtue of this delayed pit stop, and thereby have to pass their way to the front of the race. The order of lead cars is thus shuffled as they exit the pit road and re-enter the race. Fans would observe competitive passing among the leading race cars driving in close proximity to one another due to the re-shuffling of positions. Other time delays due to starting conditions may be added. For example, the delay imposed may occur after the car has been serviced. In that case, the car is serviced first, but cannot leave the pit stall until the light held by the official goes out, or changes color, or has some other discernible change. After the time delay expires, the car is allowed to leave the pit stall. After re-entering the race, the car would earn some form of credit for passing other cars. A car with a larger time delay would earn larger credit based on their QP.

[0027] Reference is now made to the diagram of a track shown in the sole FIGURE. The track 10 is typically an oval or circle, although other track configurations may also be contemplated, such as a road course track with several reverse turns. On the track is the start/finish line 11 where the beginning of a race typically starts with all cars 13 typically in a two row alignment in closed position. The FIGURE also shows the pit area 12 with a series of individual pit stalls 14 as is usual. An entry to the pit area is at 16 and an exit at 18. An official at 17 is associated with each pit stall 14 for controlling the exit of each car from its respective pit stall. For the slower cars there is preferably no delay, although in one embodiment all cars may be delayed but the faster cars are delayed more than the slower cars so that the faster cars are shuffled back from their leading positions.

[0028] In one example suppose there are thirty cars in a race and the last car passes the start/finish line 3 seconds after the lead car passes the start/finish line, then that difference is used as a basis for a delay, or the basis of delay, in the pit area for the fastest car or cars. One, or more than one fast car, may be subjected to the delay or an individual stepped delay may be used for each car. The end pack cars are subjected to the smallest delay or none at all. Thus, by way of example, if there are 30 race cars in the pack, on average, each car will be delayed from one to the next by 0.1 seconds. The lead car when arriving at the pits will have a full delay of 3 seconds and each of the other starting cars on the grid will be delayed by a stepped down amount such as, successively, 2.9; 2.8; 2.7; 2.6; etc. delay periods. Also, the delay time in the pits does not necessarily have to equate to the aforementioned starting delay periods but can be some type of modified function thereof. The manager of the track can have the authority to increase or decrease the pit delay depending upon other possible factors during the race.

[0029] In the system described herein where the fastest qualifying car is given the most favorable position at the beginning of the race, there may be a tendency for one or more of the race cars to develop a strategy so that they qualify more toward the middle of the grid so as to minimize their time delay at the service stop. This can be called a hold back strategy and is a valid race strategy. Most race promoters and managers and fans will want to discourage this strategy and to reward those who attempt to reach the highest QP. Under those circumstances, and in accordance with a method of the present invention, the pit delays may be further modified on the basis of the mid-pack cars relatively quickly passing a number of race cars in front of them in a relatively few laps. If this should occur, there is a strong likelihood that these middle pack cars held off during qualifying so that their qualifying speeds would arrange them more toward the middle of the pack, thus decreasing their pit delay time. Accordingly, detectors for the position of all cars can be monitored to determine if any one or more cars, such as those at the middle of the pack, pass a predetermined number of cars in a predetermined number of laps so as to trigger a modification to the pit delay time. This modification to the pit delay time would increase the delay period so that the mid-pack cars do not obtain an unfair advantage due to their intentional reduction themselves in qualifying speed. The manager of the track can determine what the predetermined number of cars and what the predetermined number of laps are used in order to trigger an increase in delay time at the pits. For example, if a mid-pack car, say the car with a starting position of 15, within five or six laps is up to 5.sup.th place, this would automatically trigger an increase in the pit delay time so that that particular car is further delayed at its pit stop. This will make for a more equitable condition for racing. The increase in the delay period at the pits can be by a fixed amount of time or it can be a function of the number of cars that are passed within a set number of laps. Other methods of discouraging the hold back strategy can be developed to improve the quality of racing. These methods would reward cars with the highest QP and encourage competitive passing during a race. To accomplish this, these methods will give higher qualification credits and passing credits to those cars achieving high QP. Lesser credits will be given to cars with lower QP.

Second Embodiment

[0030] A qualification trial to determine the fastest cars is conducted and the order and speed of the cars is recorded. Before the race, the cars are arranged in a grid on the race track with the fastest car in the front row usually closest to the first turn, second fastest cars beside or behind the fastest car and so on to the least fastest cars at the end of the grid. The distance driven by each car is made identical by ending the race at the exact place where each car started the race. The first two cars on the traditional starting grid would end at the traditional start/finish line but the other cars would end at their spot in the grid. The spot for each car could be determined by cameras or devices mounted in the track. Although very fair, this method is less preferred because it does not facilitate competitive passing as each car races to the start/finish line. In this regard see in the sole FIGURE the marker line 20 representing placement of one of the cars. For that particular car the finish location would be at the same line 20. Another method of equalizing the distances driven is to make the cars at the front of the grid drive an additional distance so that they drive the same distance as the last car in the grid. This is geometrically opposite the first example in the second embodiment. This example also has the same practical issue of not facilitating competitive passing on the race track.

Third Embodiment

[0031] A qualification trial to determine the fastest cars is conducted and the order and speed of the cars is recorded. Before the race, the cars are arranged in a grid on the race track with the fastest car in the front row usually closest to the first turn, second fastest beside or behind the fastest car and so on to the least fastest car at the end of the grid. Engine characteristics (limited horsepower), weight (mandatory amount), tires and road contact and aerodynamic drag (car exterior) have been regulated for decades by each racing format. These are the main determinants of the speed of the race car. However, by developing a mathematical formula that links engine horsepower, weight and tire width (and other characteristics) to alter the balance between straightline speed and cornering speeds, a new dimension is added to racing. Thus, a car with greater horsepower and speed would have tires with less cornering capabilities and a car with lesser horsepower would have tires with better cornering capabilities. The average speeds of both would be designed to be the same. This means the faster car on the straights would be slower in the turns. A driver would have to adjust the speed because of the position on the track and avoid other cars. Thus, the race would unfold different than the qualification trials. Each car may have different winning potential on different tracks because of the varing lengths of straight sections and the differences in curves. The formula is as follows or similar:

HPK1+WTK2+TRK3+DRK4=K5;

set K5+1 and K1 through K4 are constants related to each speed characteristic.

Where:

[0032] HP=horsepower
WT=weight
TR=tire characteristics
DR=drag characteristics
Other mathematical formulas can be developed based on these variables and racing experience.

[0033] Thus, it can be seen from the above formula that a parameter other than qualifying time can be taken into account in trying to make the racing experience more equitable. In this connection, one can consider two other variables (1) the tire characteristic particularly the tire width and (2) a particular weight added to a faster car so as to compensate for a faster qualifying time. In this regard, the weight would be added to the faster race car based upon the difference in qualifying time between a faster race car and the next fastest race car which would be somewhat slower. This weight can be provided in increments of, for example, ten pounds.

[0034] The following table provides some further information that relates to qualifying time, tire width and added weight.

TABLE-US-00002 Race Car Qualifying Time Weight Added Tire Width A 60 seconds 60 pounds 5.0 inch B 62 seconds 55 pounds 5.1 inch C 64 seconds 50 pounds 5.2 inch D 66 seconds 45 pounds 5.3 inch E 68 seconds 40 pounds 5.4 inch F 70 seconds 35 pounds 5.5 inch G 72 seconds 30 pounds 5.6 inch H 74 seconds 25 pounds 5.7 inch I 76 seconds 20 pounds 5.8 inch J 78 seconds 15 pounds 5.9 inch K 80 seconds 10 pounds 6.0 inch

[0035] It can be seen from the above table that race car A has the fastest qualifying time while in the example provided race car F has one of the slowest qualifying times. The third column indicates that the maximum weight would be added to race car A which in this example is 60 pounds. The slower race cars may have no weight added to them or it may be in a ratio as indicated by the above table.

[0036] The last column in the above table sets forth tire widths. The fastest race car A would have a minimum tire width which in the example provided is 5.0 inches wide. The table also indicates a progressive increase in tire width as the qualifying times increase. Thus, for race car F with a qualifying time of 70 seconds, they would have mounted thereto tires of a tire width of 5.5 inches in comparison to the 5.0 inch tire width of race car A.

[0037] Thus, in accordance with a method of the present invention, qualifying times are conducted among a plurality of race cars to identify faster and slower race cars as shown in the above table. In the above table the qualifying times are separated by an equal amount. However, in reality random qualifying times would be expected but ones that would still fall into a category from a fastest to a slowest qualifying time. Once the qualifying times have been determined, then the next step in the method is to mount the proper width race car tires so as to provide compensation. Thus, the faster and slower race cars will have different width tires mounted so that the faster race car would have tires with less cornering ability and the slower race car with tires with better cornering ability. The slower race cars thus have wider tires as indicated in the table than the faster race cars so as to provide enhanced cornering ability for the slower race car.

[0038] In accordance with another aspect of the method of the present invention qualifying trials are conducted and are separated into a plurality of different qualifying times as illustrated in the table. After the qualifying times have been established, then the tire characteristics of the tires on each race car determined. Based on the qualifying times for each race car, wider tires are mounted on the slower race cars so that the faster and slower race cars have different width tires.

[0039] In accordance with another aspect of the present invention, rather than taking into account tire characteristics, the race cars are compensated by means of adding weight to the faster race cars. Again, reference may be made to the above table which indicates that for a faster race car A, a weight of, for example, 60 pounds has been added to that race car. For the slower race cars, such as race car F with a qualifying time of 70 seconds, it is noted that a significantly smaller weight is added such as the indicated 35 pounds. Thus, in accordance with the present invention, a predetermined weight is added to the faster race car with the predetermined width being a function of a difference in qualifying speed between the faster race car and a next fastest race car.

Fourth Embodiment

[0040] A qualification trial to determine the fastest cars is conducted and the order and speed of the cars is recorded. Before the race, the cars are arranged in a grid on the race track with the fastest car in the front row usually closest to the first turn, second fastest beside or behind the fastest car and so on to the least fastest car at the end of the grid. The drivers ability to handle different conditions would be challenged by reversing the direction of travel. In this case the driver and car would be required to adjust the speed to maneuver through each turn from a different direction. In this regard refer to the schematic diagram and the arrow A indicating the usual direction of travel and the reverse direction by arrow B. Reversing travel direction, after proper safety considerations, at some point in the race presents new challenges to the drivers, the car, and team operations as they cope with turning at high speeds in the opposite direction. Some drivers would be able to pass other competitors as they try to adjust to different conditions due to the different direction of travel. The race promoters would require that caution lights be illuminated and the safety car be used to re-form the race cars. The safety car would lead the race cars through the pits and then turn in the opposite direction on entering the track. After a few laps at the safety speed, the safety car exit the track. The race cars then increase their speed and at some time are allowed to resume the race.

Fifth Embodiment

[0041] A qualification trial to determine the fastest cars is conducted and the order and speed of the cars is recorded. Before the race, the cars are arranged in a grid on the race track with the fastest car in the front row usually closest to the first turn, second fastest beside or behind the fastest car and so on to the least fastest car at the end of the grid. Another method of altering the benefits given to the front cars in the traditional start is to change the road conditions during the race. This involves something as simple as spraying or dumping water on part, or all, of the course at some time in the race to simulate rain and thus challenging the drivers. Race track speeds and driving are highly dependant on track conditions and the tires. The race promoters would require that caution lights be illuminated and the safety car would be used to re-form the race cars. The safety car would lead the race cars while the water is being applied to the track. After several laps at the safety speed, the safety car would exit the track. The race cars would increase their speed and shortly thereafter be allowed to resume the race under the new conditions.

[0042] Each of the above different embodiments would counteract the unfair conditions of the traditional start and generate more competitive passing opportunities during the race. These embodiments would give race drivers the opportunity to demonstrate a greater ability to control the car over a wide range of racing conditions, not just the static case as is done now. These embodiments would give the fans greater excitement through more competitive passing.

[0043] Having now described a limited number of embodiments of the present invention, it should now be apparent to those skilled in the art that numerous other embodiments and modifications thereof are contemplated as falling within the scope of the present invention, as defined by the appended claims.