RACE CAR TRACK FOR ALLOWING NON-POWERED DRIVING USING GRAVITY

Abstract

Disclosed is a race car track for allowing non-powered driving by using gravity, the track comprising: a first lane including a first curved track; and a second lane including a second curved track located adjacently to the first curved track, wherein the first curved track has a first super elevation such that the first lane has a predetermined first difficulty level, and the second curved track has a second super elevation such that the second lane has a predetermined second difficulty level.

Description

CROSS-REFERENCE TO RELATED APPLICATIONS

The present application is a continuation of International Patent Application No. PCT/KR2017/010463, filed on Sep. 22, 2017, which is based upon and claims the benefit of priority to Korean Patent Application No. 10-2016-0131193, filed on Oct. 11, 2016. The disclosures of the above-listed applications are hereby incorporated by reference herein in their entirety.

BACKGROUND

Embodiments of the inventive concept described herein relate to a race car track. More particularly, the inventive concept relates to a race car track for allowing non-powered driving using gravity.

In a racing track including a plurality of lanes, various and fair competitions may be made according to a reference for setting levels of difficulty of the lanes if the reference is provided. Accordingly, a method for evaluating the levels of difficulty of lanes and a method for setting the levels of the difficulty of the lanes are required.

A transverse acceleration refers to an acceleration that is applied to a lateral side of a direction in which a race car travels. When a race car travels on a curved lane, a force that pushes the race car to the outside of a corner is applied to the race car. The transverse acceleration refers to an acceleration that is applied to the race car due to the centrifugal force. When the transverse acceleration is high, a burden on the race car and the driver becomes bigger so that the difficulty level of the driving may increase. Further, because the race car may be slid when the centrifugal force that is higher than a frictional force between the race car and the road surface is applied, attention is required when the track is constituted.

A super elevation means that an outer side of a road is made to be higher than an inner side of the road at a curved part of the road. It means that an outer side of the road is made to be higher than an inner side of the road at a curved part of the road to prevent the car from sliding or deviating due to the centrifugal force.

SUMMARY

Embodiments of the inventive concept provide a race car track for allowing non-powered driving using gravity. In detail, embodiments of the inventive concept provide a race car track that may set the levels of difficulty of lanes in the field of tracks for race cars.

The technical objects of the inventive concept are not limited to the above-mentioned ones, and the other unmentioned technical objects will become apparent to those skilled in the art from the following description.

In accordance with an aspect of the inventive concept, there is provided a customized track that is programmed while reflecting characteristics of a specified race car for allowing non-powered driving using gravity, wherein a starting point of the track is located at a site that is higher than an ending point of the track, wherein the specified race car includes a preset weight, a height of the center of weight, distribution of the weight to the front, rear, left, and right sides, a wheel alignment, and a caster, wherein the specified race car further includes wheels having a preset rolling resistance with a road surface of the track, and wherein the length, the slope, the radius of rotation, and the super elevation of the track are designed such that the specified race car has at least one of a predetermined longitudinal acceleration and a predetermined transverse acceleration so that a programmed difficulty level may be felt while a driver drives the specified car on the track.

BRIEF DESCRIPTION OF THE FIGURES

The above and other objects and features will become apparent from the following description with reference to the following figures, wherein like reference numerals refer to like parts throughout the various figures unless otherwise specified, and wherein:

FIG. 1 is a view illustrating a race car track for allowing non-powered driving using gravity according to an embodiment;

FIG. 2 is a view for explaining a method for setting a length and a slope of a straight lane of a track according to an embodiment;

FIG. 3 is a view for explaining a method for setting a super elevation of a curved lane of a track according to an embodiment;

FIG. 4 is a view for explaining a minimum radius of rotation;

FIG. 5 is a view illustrating a deceleration zone of a track according to an embodiment; and

FIG. 6 is a view illustrating an actual example of a race car track for allowing non-powered driving using gravity.

DETAILED DESCRIPTION

In accordance with an aspect of the inventive concept, there is provided a customized track that is programmed while reflecting characteristics of a specified race car for allowing non-powered driving using gravity, wherein a starting point of the track is located at a site that is higher than an ending point of the track, wherein the specified race car includes a preset weight, a height of the center of weight, distribution of the weight to the front, rear, left, and right sides, a wheel alignment, and a caster, wherein the specified race car further includes wheels having a preset rolling resistance with a road surface of the track, and wherein the length, the slope, the radius of rotation, and the super elevation of the track are designed such that the specified race car has at least one of a predetermined longitudinal acceleration and a predetermined transverse acceleration so that a programmed difficulty level may be felt while a driver drives the specified car on the track.

The track may include a first lane including a first curved lane, and a second lane including a second curved lane the is adjacent to the first curved lane, the first curved lane has a first super elevation that allows the first lane to have a first difficulty level, and the second curved lane has a second super elevation that allows the second lane to have a second difficulty level,

The first super elevation and the second super elevation may be differently set such that magnitudes of a transverse acceleration applied to the race car that performs the non-powered driving when the race car travels by using the slope of the first curved lane and a transverse acceleration applied to the race car that performs the non-powered driving when the race car travels by using the slope of the second curved lane are the same so that the first difficulty level and the second difficulty level are set to be the same.

The centers of the first curved lane and the second curved lane may be the same, and the first lane and the second lane may include the same number of curved lanes.

The first super elevation and the second super elevation may be set to be the same such that magnitudes of a transverse acceleration applied to the race car that performs the non-powered driving when the race car travels by using the slope of the first curved lane and a transverse acceleration applied to the race car that performs the non-powered driving when the race car travels by using the slope of the second curved lane are different so that the first difficulty level and the second difficulty level are set to be different.

The first super elevation may be set such that a centrifugal force applied to the race car that performs the non-powered driving when the race car travels on a slope of the first curved lane is not more than a frictional force between wheels of the race car performing the non-powered driving and a road surface of the first lane, and the second super elevation may be set such that a centrifugal force applied to the race car that performs the non-powered driving when the race car travels on a slope of the second curved lane is not more than a frictional force between the wheels of the race car performing the non-powered driving and a road surface of the second lane.

The radius of rotation of the first curved lane and the radius of rotation of the second curved lane may be equal to or greater than a minimum radius of rotation of the race car that performs the non-powered driving.

The first lane and the second lane may include a straight lane having first slopes, and the first slopes may be set such that the longitudinal acceleration of the race car that performs the non-powered driving does not exceed a preset threshold longitudinal acceleration.

The length of the straight lane and the threshold longitudinal acceleration may be set such that the travel speed of the race car does not exceed a preset threshold speed.

The first lane and the second lane may further include road surface support parts that support road surfaces of the first lane and the second lane, and the road surface support parts may be set to be rotated laterally or vertically and may be configured to adjust the slopes and super elevations of the first lane and the second lane.

The track may further include deceleration zones provided at ending points of the first lane and the second lane, the deceleration zone may include a flatland or an uphill road, and the lengths of the deceleration zones may be set such that the race car that performs the non-powered driving is stopped before reaching ends of the deceleration zones.

The difficulty level of the track may be determined based on at least one of the slope and length of the straight lane included in the track, the super elevation, length, and radius of rotation of the curved lane included in the track, the widths of the lanes of the track, the spacing distance between the lanes, the number of curved lanes, and the distance between the curved lanes included in the track.

Detailed items of the other embodiments are included in the detailed description and the accompanying drawings.

The above and other aspects, features and advantages of the invention will become apparent from the following description of the following embodiments given in conjunction with the accompanying drawings. However, the inventive concept is not limited to the embodiments disclosed below, but may be implemented in various forms. The embodiments of the inventive concept is provided to make the disclosure of the inventive concept complete and fully inform those skilled in the art to which the inventive concept pertains of the scope of the inventive concept.

The terms used herein are provided to describe the embodiments but not to limit the inventive concept. In the specification, the singular forms include plural forms unless particularly mentioned. The terms “comprises” and/or “comprising” used herein does not exclude presence or addition of one or more other elements, in addition to the aforementioned elements. Throughout the specification, the same reference numerals dente the same elements, and “and/or” includes the respective elements and all combinations of the elements. Although “first”, “second” and the like are used to describe various elements, the elements are not limited by the terms. The terms are used simply to distinguish one element from other elements. Accordingly, it is apparent that a first element mentioned in the following may be a second element without departing from the spirit of the inventive concept.

Unless otherwise defined, all terms (including technical and scientific terms) used herein have the same meaning as commonly understood by those skilled in the art to which the inventive concept pertains. It will be further understood that terms, such as those defined in commonly used dictionaries, should be interpreted as having a meaning that is consistent with their meaning in the context of the specification and relevant art and should not be interpreted in an idealized or overly formal sense unless expressly so defined herein.

Hereinafter, exemplary embodiments of the inventive concept will be described in detail with reference to the accompanying drawings.

FIG. 1 is a view illustrating a race car track for allowing non-powered driving using gravity according to an embodiment.

Referring to FIG. 1, the track 100 includes a first lane 200, and a second lane 300 that is adjacent to the first lane 200.

Referring to FIG. 1, race cars 10 and 20 that perform non-powered driving using gravity are illustrated. In an embodiment, the race car 10 travels on a first lane 200 and the race car 20 travels on a second lane 300. In the specification, unless otherwise defined, it is assumed for convenience of description that the sizes, shapes, and weights of the race cars 10 and 20 are the same.

The race cars 10 and 20 do not include any separate power device, and may travel on the track 100 by using gravity. The track 100 may include a downhill road having various longitudinal slopes. In an embodiment, a portion of the track 100 may include a flatland having no slope and an uphill road. However, a starting point of the track 100 has to be loaded at a site that is higher than an ending point of the track 100.

In an embodiment, the starting points and the ending points of the first lane 200 and the second lane 300 may be located on the same line, but the inventive concept is not limited thereto.

In an embodiment, the starting points of the first lane 200 and the second lane 300 may be located at the same height, but the inventive concept is not limited thereto.

In an embodiment, the ending points of the first lane 200 and the second lane 300 may be located at the same height, but the inventive concept is not limited thereto.

In an embodiment, the first lane 200 includes a straight lane 210 and a curved lane 220. In an embodiment, the second lane 300 includes a straight lane 310 and a curved lane 320.

In an embodiment, the curved lane 220 of the first lane 200 and the curved lane 320 of the second lane 300 may be located to be adjacent to each other.

In an embodiment, the curved lane 220 of the first lane 200 and the curved lane 320 of the second lane 300 may have the same center. The center of the curved lane 220 of the first lane 200 and the center of the curved lane 320 of the second lane 300 may not coincide with each other, but may be located within a distance. For example, the center of the curved lane 220 of the first lane 200 and the center of the curved lane 320 of the second lane 300 may be located within 3 m from each other.

In an embodiment, the first lane 200 and the second lane 300 may include the same number of curved lanes.

In an embodiment, the first lane 200 and the second lane 300 may include the same number of straight lanes.

The straight lane 210 of the first lane 200 has a first slope. The straight lane 310 of the second lane 300 has a second slope.

The curved lane 220 of the first lane 200 has a first radius of rotation and a first super elevation, and the curved lane 320 of the second lane 300 has a second radius of rotation and a second super elevation.

The track 100 illustrated in FIG. 1 is for exemplary illustration, and the track 100 may a plurality of lanes including the first lane 200 and the second lane 300.

Similarly, the first lane 200 may further include a plurality of straight lanes including the first straight lane 210, and may further include a plurality of curved lanes including the first curved lane 220. The second lane 300 may further include a plurality of straight lanes including the second straight lane 310, and may further include a plurality of curved lanes including the second curved lane 320.

In an embodiment, the difficulty level, at which a car travels on the track 100, may be set. The difficulty level, at which a car travels on the track 100, may be determined based on the inclination of the track 100 and the magnitude of the transverse acceleration that is applied to the cars 10 and 20 in the curved lane zone.

For example, as the inclination of the track 100 increases, a longitudinal acceleration, by which the race cars 10 and 20 that travel on the track 100 may increase. Accordingly, as the inclination of the track 100 increases, the difficulty level, at which a car travels on the track 100, may increase.

Further, as the curved lane zone of the track 100 is curved steeper and the entrance speeds of the race cars 10 and 20 to the curved lanes become higher, the magnitudes of the transverse accelerations that are applied to the race cars 10 and 20 in the curved lane zone may become larger. In an embodiment, if the radius of rotation of the same curved lane zone decreases, the magnitude of the transverse acceleration, which is applied to the cars 10 and 20 from the curved lane zone may increase.

An increase of the magnitude of the transverse acceleration which is applied to the race cars 10 and 20 may mean that a force, by which the race cars 10 and 20 are pushed toward the outside of the track due to the centrifugal force increase. When the centrifugal force applied to the race cars 10 and 20 is higher than the frictional force between the race cars 10 and 20 and the track 100, the race cars 10 and 20 may pushed to the outside of the track. As a result, as the transverse acceleration applied to the race cars 10 and 20 in the curved lane zone of the track 100 increases, it becomes more difficult to control the race cars 10 and 20. Accordingly, as the transverse acceleration applied to the race cars 10 and 20 in the curved lane zone of the track 100 increases, the difficulty level of the track 100 may become higher.

Referring to FIG. 1, in spite that the first lane 200 and the second lane 300 are lanes of the same track, which are adjacent to each other, the radius (x) of rotation of the curved lane 220 of the first lane 200 and the radius (y) of rotation of the curved lane 320 of the second lane 300 are different.

Accordingly, the magnitude of the transverse acceleration applied to the race car 10 when the race car 10 travels on the curved lane 220 of the first lane 200 and the magnitude of the transverse acceleration applied to the race car 20 when the race car 20 travels on the curved lane 320 of the second lane 300 may be different. For example, when the race cars 10 and 20 enter the curved lanes at the same speed, the magnitude of the transverse acceleration applied to the race car 10 when the race car 10 travels on the curved lane 220 of the first lane 200 may be greater than the magnitude of the transverse acceleration applied to the race car 20 when the race car 20 travels on the curved lane 320 of the second lane 300.

In an embodiment, a competition may be made based on ranks in which a plurality of race cars arrive at an ending point of the track 100 after traveling on the track 100, periods of time that are consumed until the race cars arrive at the ending point of the track 100, and the like. In this case, the levels of difficulty of all the lanes included in the track 100 have to be set equally. Accordingly, the magnitude of the transverse acceleration applied to the race car 10 on the curved lane 220 of the first lane 200 and the magnitude of the transverse acceleration applied to the race car 20 on the curved lane 320 of the second lane 300 need to be set to be the same.

The sizes of the transverse accelerations applied to the race cars on the curved lanes may be adjusted by using super elevations of the curved lanes. For example, a first super elevation of the curved lane 220 of the first lane 200 and a second super elevation of the curved lane 320 of the second lane 300 may be set such that the magnitude of the transverse acceleration applied to the race car 10 on the curved lane 220 of the first lane 200 and the magnitude of the transverse acceleration applied to the race car 20 on the curved lane 320 of the second lane 300 are the same.

The method for setting the first super elevation and the second super elevation will be described in detail with reference to FIG. 3.

FIG. 2 is a view for explaining a method for setting a length and a slope of a straight lane of a track according to an embodiment.

In an embodiment, the levels of difficulty of the first lane 200 and the second lane 300 may be set differently. In FIG. 2, a method for setting the levels of difficulty of the first lane 200 and the second lane 300 to be the same will be described.

In order to set the levels of difficulty of the first lane 200 and the lane 300 to be the same, the lengths and the slopes of the straight lane 210 of the first lane 200 and the straight lane 310 of the second lane 300 may be set to be the same. Accordingly, for convenience of description, a method for setting a slope of a straight lane of the track 100 will be described with reference to the straight lane 210 of the first lane 200.

When the difficulty level of the first lane 200 is intended to be increased, a maximum speed which the race car 10 may reach while traveling on the straight lane 210 of the first lane 200 may be increased.

As a method for increasing the maximum speed which the race car 10 may reach while traveling on the straight lane 210 of the first lane 200, a longitudinal acceleration of the car 10 that travels on the straight lane 210 of the first lane 200 may be increased by increasing a slope (θ) of the straight lane 210 of the first lane 200.

Further, as a method for increasing a maximum speed which the race car 10 may reach while traveling on the straight lane 210 of the first lane 200, the length of the straight lane 210 of the first lane 200 may be increased.

Let's assume that the speed of the race car 10 at a starting point of the straight lane 210 of the first lane 200 is v₀ and the speed of the race car 10 at an ending point of the straight lane 210 of the first lane is v₁. v₁ may be calculated by using equation 1 when a longitudinal acceleration applied to the race car 10 when the race car 10 travels on the straight lane 210 of the first lane 200 is a_i and a period of time that is taken for the race car 10 travels on the straight lane 210 of the first lane 200 is t.

v₁=v₀+(a_i×t)  [Equation 1]

Further, the length s of the straight lane 210 of the first lane 200 may be calculated by using Equation 2.

$\begin{array}{cc}s=v_0\times t+\frac{\left(a_i\times t+v_0\right)}{2}\times t& \left[\mathrm{Equation}2\right]\end{array}$

Further, when the weight of the race car 10 is m, Equation 3 is established.

m×g×h=m×a_i×s  [Equation 3]

In Equation 3, g denotes the gravitational acceleration and h denotes a height difference between a starting point and an ending point of the straight line 210 of the first lane 200.

By using Equations 1 to 3, the length and slope of the straight lane that is suitable for the difficulty level of the track 100 may be determined.

In Equations 1 to 3, the unit for v₀ and v₁ may be m/s, the unit for a_i may be m/s², and the unit for t may be sec.

FIG. 3 is a view for explaining a method for setting a super elevation of a curved lane of a track according to an embodiment.

In an embodiment, the levels of difficulty of the first lane 200 and the second lane 300 may be set differently. In FIG. 3, a method for setting the levels of difficulty of the first lane 200 and the lane 300 to be the same will be described.

The curved lane of the track 100 refers to a lane in the form of a curve having a specific radius of rotation, which is connected in the tangential direction of the straight lane of the track 100. The difficulty level of the curved lane of the track 100 may be determined based on the speeds at which the race cars 10 and 20 enter the curved lanes, and the magnitudes of the transverse accelerations applied to the race cars 10 and 20 while the race cars 10 and 20 travel on the curved lanes.

In an embodiment, the radius of rotation of the curved lane 220 of the first lane 200 may be larger than the radius of rotation of the curved lane 320 of the second lane 300.

In an embodiment, the levels of difficulty of the curved lane 220 of the first lane 200 and the curved lane 320 of the second lane 300 may be set to be the same by making the transverse acceleration applied to the race car 10 that travels on the curved lane 220 of the first lane 200 and the transverse acceleration applied to the race car 20 that travels on the curved lane 320 of the second lane 300 the same.

First, the transverse acceleration values a_ocf applied to the race cars 10 and 20 on the curved lane 220 of the first lane 200 and the curved lane 320 of the second lane 300 may be determined. When the speed of the race car 10 that enters the curved lane 220 of the first lane 200 is v, the radius of rotation of the curved lane 220 of the first lane 200 is r, and the super elevation of the curved lane 220 of the first lane 200 is i, the super elevation i of the curved lane 220 of the first lane 200 may be calculated by using Equation 4.

$\begin{array}{cc}{a}_{\mathrm{ocf}}=\frac{v^2}{127r}-i& \left[\mathrm{Equation}4\right]\end{array}$

In Equation 4, the unit for a_ocf may be g (the gravitational acceleration), the unit for v may be km/h, the unit for r may be m, and the unit for i may be %.

Similarly, when the speed of the race car 20 that enters the curved lane 320 of the second lane 300 is v, the radius of rotation of the curved lane 320 of the second lane 300 is r, and the super elevation of the curved lane 320 of the second lane 300 is i, the super elevation i of the curved lane 320 of the second lane 300 may be calculated by using Equation 4.

For example, the radius of rotation of the curved lane 220 of the first lane 200 may be 15 m, and the radius of the curved lane 320 of the second lane 300 may be 10.8 m. When it is assumed that the race cars 10 and 20 are set to enter the curved lanes 220 and 320 of the first lane 200 and the second lane 300 at the speed of 30 km/h, the same transverse acceleration may be applied to the race cars 10 and 20 if the super elevation of the curved lane 220 of the first lane 200 is 10% and the super elevation of the curved lane 320 of the second lane 300 is 29%.

As another example, the radius of rotation of the curved lane 220 of the first lane 200 may be 19.2 m, and the radius of the curved lane 320 of the second lane 300 may be 15 m. When it is assumed that the race cars 10 and 20 are set to enter the curved lanes 220 and 320 of the first lane 200 and the second lane 300 at the speed of 30 km/h, the same transverse acceleration may be applied to the race cars 10 and 20 if the super elevation of the curved lane 220 of the first lane 200 is 0% and the super elevation of the curved lane of the second lane 300 is 10%.

As another example, when it is assumed that the race cars 10 and 20 are set to enter the curved lanes 220 and 320 of the first lane 200 and the second lane 300 at the speed of 30 km/h, the different transverse acceleration may be applied to the race cars 10 and 20 if the super elevation of the curved lane 220 of the first lane 200 is 10% and the super elevation of the curved lane 320 of the second lane 300 is set to have the same super elevation of 10%.

Accordingly, the speed at which the race car 10 enters the curved lane 220 of the first lane 200 and the speed at which the race car 20 enters the curved lane 320 of the second lane 300 may be different. Even in this case, the levels of difficulty of the curved lane 220 of the first lane 200 and the curved lane 320 of the second lane 300 may be set to be the same by setting the super elevation of the curved lane 220 of the first lane 200 and the super elevation of the curved lane 320 of the second lane 300 such that the transverse acceleration a_ocf obtained by inserting the speed at which the race car 10 enters the curved lane 220 of the first lane 200 into v of Equation 4 is the same as transverse acceleration a_ocf obtained by inserting the speed at which the race car 20 enters the curved lane 320 of the second lane 300 into v.

In an embodiment, the transverse acceleration a_ocf may be set such that the race cars 10 and 20 are not slid when traveling on the curved lanes. The race cars 10 and 20 may slid when the centrifugal forces applied to the race cars 10 and 20 when the race cars 10 and 20 travel on the curved lanes are equal to or greater than the road frictional forces applied to the race cars 10 and 20.

The transverse accelerations applied to the race cars 10 and 20 are applied to the centers of weight of the race cars 10 and 20 including the drivers. For convenience of description, it is assumed in the specification that the race cars 10 and 20 include the drivers. Accordingly, the transverse accelerations applied to the race cars 10 and 20 are applied to the centers of weight of the race cars 10 and 20.

When the weights of the race cars 10 and 20 are m, the frictional coefficient between the road surfaces and the race cars 10 and 20 is μ, and the radius of rotation of the curved lanes is r, the travel speed v of the race cars 10 and 20 on the curved lanes that prevents the race cars 10 and 20 from being slid on the curved lanes of the track 100 by the centrifugal force may be calculated by using Equation 5.

v=√{square root over (127μr)}  [Equation 5]

In an embodiment, the race cars 10 and 20 may be prevented from being slid even at a higher speed by adding the super elevations G to the curved lanes of the track 100. In the curved lanes of the track 100 having a super elevation G, the travel speeds v of the race cars 10 and 20 on the curved lanes, which prevents the race cars 10 and 20 from being slid on the curved lanes of the track 100 by the centrifugal force may be calculated by using Equation 6.

v=√{square root over (127r(μ+G))}  [Equation 6]

The curved lanes of the track 100 may allow the drivers of the race cars 10 and 20 to feel thrills by setting the curved lanes such that a maximum transverse acceleration is applied within a range in which the race cars 10 and 20 are prevented from being slid.

Referring to FIG. 3, the first lane 200 and the second lane 300 may further include fences 230, 240, 330, and 340 for preventing deviation of the cars. Further, a spacing 110 may be present between the first lane 200 and the second lane 300.

In an embodiment, the width of the spacing between the first lane 200 and the second lane 300 may be set to be narrower than the widths of the first lane 200 and the second lane 300.

In an embodiment, the width of the spacing 110 between the first lane 200 and the second lane 300 may be set not to exceed 3 m.

Further, the first lane 200 and the second lane 300 may include road surface support parts 250 and 350 that constitute the road surfaces of the first lane 200 and the second lane 300. In an embodiment, the road surface support parts 250 and 350 may be set to be rotatable laterally or vertically within a specific angle. The road surface support parts 250 and 350 may be rotated laterally or vertically to adjust the slopes and the super elevations of the first lane 200 and the second lane 300.

FIG. 4 is a view for explaining a minimum radius of rotation.

In an embodiment, minimum radii of rotation of the race cars 10 and 20 may be measured. The minimum radius of rotation refers to a minimum radius that is necessary for the race cars 10 and 20 to rotate by 180 degrees.

Referring to FIG. 4, the diameter D of rotation may be measured by fully rotating the steering wheel of the race car 10 to one side, driving the race car 10, and rotating the race car 10 by 180 degrees. The minimum radius of rotation may be a value D/2 that is obtained by dividing the diameter D of rotation by 2.

In an embodiment, the minimum radius of rotation may be set based on the minimum radius of rotation of the race car 10. For example, the minimum radius of rotation of the track 100 may be set to be equal to or greater than the minimum radius of rotation of the race car 10.

FIG. 5 is a view illustrating a deceleration zone of a track according to an embodiment.

Referring to FIG. 5, a first lane 210 and a deceleration zone 260 of the first lane 210 are illustrated. FIG. 5 illustrates a deceleration zone of the track 100 with reference to the first lane 210. In FIG. 5, the contents described for the first lane 210 and the deceleration zone 260 of the first lane 210 may be applied to all lanes included in the track 100.

In an embodiment, the race car 10 may not include a separate deceleration device. In this case, when the race car 10 finishes traveling on the first lane 210, a deceleration zone 260 that may safely stop the race car 10 may be necessary.

In an embodiment, the deceleration zone 260 may include a flatland, or may include an uphill road. Further, the deceleration zone 260 may include a combination of a flatland and an uphill road.

When the deceleration zone 260 includes a flatland, the race car 10 may be stopped by using friction between the race car 10 and the road surface of the deceleration zone 260. When the deceleration zone 260 includes an uphill road, the race car 10 may be stopped by using the friction between the race car 10 and the road surface of the deceleration zone 260 and a principle of converting kinetic energy to locational energy as the race car 10 travels on the uphill road.

In an embodiment, the slope of the first lane 210 may become lower as it becomes closer to the deceleration zone 260. The slope θ_c of the first lane 210 that is adjacent to the deceleration zone 260 may be lower than an average slope of the first lane 210. Accordingly, the acceleration of the race car 10 may rather decrease before the race car 10 enters the deceleration zone 260.

When the speed of the race car 10 when the race car 10 enters the deceleration zone 260 is v_e, the length s_e of the deceleration zone 260 may be set such that the race car 10 is stopped before the race car 10 reaches an end of the deceleration zone 260. For example, when the race car 10 travels in the deceleration zone 260 by s_e, the speed of the race car 10 may be set to be 0.

FIG. 6 is a view illustrating an actual example of a race car track for allowing non-powered driving using gravity according to the difficulty level.

Referring to FIG. 6, the track 100 may include a plurality of lanes. Each of the plurality of lanes included in the track 100 may include a plurality of straight lanes and a plurality of curved lanes.

In an embodiment, the length and slope of the straight lane and the super elevation of the curved lane may be adjusted to set the difficulty level of the track 100.

Further, the difficulty level of the track 100 also may be adjusted according to the radii of rotation of the curved lanes, the lengths of the curved lanes, the number of curved lanes, and the arrangement method of the curved lanes. For example, the difficulty level of the track 100 may become higher because abrupt rotations have to be made if the length of the curved lane is large while the radius of rotation of the curved lane is small.

Further, the difficulty level of the track 100 may become higher because more rotation manipulations are necessary as the number of curved lanes included in the track 100 becomes larger.

Further, the difficulty level of the track 100 may become higher because more rotation manipulations for abrupt switching of directions are necessary as the number of curved lanes included in the track 100 becomes shorter.

Further, the difficulty level of the track 100 may become higher because the centrifugal forces applied to the race cars 10 and 20 and the directions of the transverse accelerations according to the centrifugal forces are abruptly changed and the rotational manipulations may be difficult if a curved lane on one direction extends immediately after a curved lane in an opposite direction is ended.

Hereinafter, Table 1 describes an example of classifying the levels of difficulty of the track 100 based on the speeds of the race cars 10 and 20 that travel on the track 100, the numbers of driving manipulations, and the transverse accelerations. Table 1 is described for an example, and a reference for classifying the difficulty level of the track 100 is not limited thereto.

TABLE 1
Classification of	Speed	Number of driving	Transverse
difficulty level	[km/h]	manipulations	acceleration [m/s2]
High	40 to 50	Large	0.64 g to 0.8 g
Middle	30 to 40	Middle	0.47 g to 0.64 g
Low	up to 30	Small	up to 0.47 g

In an embodiment, the driving manipulation refers to a direct manipulation, which as steering or deceleration, which is made by the driver who drives the race car 10 and 20. A factor that influences the number of driving manipulations may include a straightness, a turning factor, an inclination of the track 100, and the width of the track.

In an embodiment, the number of driving manipulations may be classified into large, middle, and small. The reference for this may be the number of manipulations that are necessary for turning 180 degrees and ending cornering.

In an embodiment, the speed may be set with reference to a maximum speed that may be obtained when it is assumed that the car travels straight between a starting point and an ending point of the track 100.

When the car travels on a general road, the transverse acceleration that may be felt by the driver is about 0.3 g. According to the disclosed embodiment, the driver may be allowed to experience a transverse acceleration that corresponds up to 0.8 g that reaches a limit value of a road surface frictional coefficient of the track 100 of 0.8.

Accordingly, the track 100 according to the disclosed embodiment may be a customized track that is programmed while reflecting the characteristics of a specified race car for allowing non-powered driving using gravity.

In an embodiment, the starting point of the track 100 is located at a site that is higher than the ending point of the track 100, and the specified race car includes a preset weight, a height of the center of weight, distribution of the weight to the front, rear, left, and right sides, a wheel alignment, and a caster, and includes wheels having a preset rolling resistance with a road surface of the track 100.

The length, the slope, the radius of rotation, and the super elevation of the track 100 are designed such that the specified race car has at least one of a predetermined longitudinal acceleration and a predetermined transverse acceleration such that a programmed difficulty level may be felt while the driver drives the specified car on the track 100.

The steps of a method or an algorithm that have been described in relation to the embodiments of the inventive concept may be directly implemented by hardware, may be implemented by a software module executed by hardware, or may be implemented by a combination thereof. The software module may reside in a random access memory (RAM), a read only memory (ROM), an erasable programmable ROM (EPROM), an electrically erasable programmable ROM (EEPROM), a flash memory, a hard disk, a detachable disk, a CD-ROM, a cloud server, or a computer readable recording medium in an arbitrary form, which is well known in the art to which the inventive concept pertains.

In a race car track including a plurality of lanes, the radii of rotation may be differently set for the lanes when the track includes curved lanes. In this case, the centrifugal forces applied to the race cars that travel on the lanes and the transverse accelerations according to the centrifugal forces may be differently determined. In the race car track including a plurality of lanes, setting of the levels of difficulty of the lanes accurately and in an intended way is important for fair and various competitions.

According to the disclosed embodiment, the levels of difficulty of the lanes may be set to be the same by adjusting the super elevations according to the rotation radii of the plurality of lanes. Accordingly, the plurality of race cars may make fair competition regardless of the lanes.

Further, the driver may feel thrills of the driving as if he or she were on a ride while safety is secured, by setting the race car such that the driver may experience a maximum transverse acceleration while the race car is not slid.

The aspect of the inventive concept is not limited thereto, and other unmentioned aspects of the inventive concept may be clearly appreciated by those skilled in the art from the following descriptions.

Although the exemplary embodiments of the inventive concept have been described with reference to the accompanying drawings, it will be understood by those skilled in the art to which the inventive concept pertains that the inventive concept can be carried out in other detailed forms without changing the technical spirits and essential features thereof. Therefore, the above-described embodiments are exemplary in all aspects, and should be construed not to be restrictive.

Claims

1. A customized track that is programmed while reflecting characteristics of a specified race car for allowing non-powered driving using gravity, wherein

a starting point of the track is located at a site that is higher than an ending point of the track,

wherein the specified race car comprises a preset weight, a height of the center of weight, distribution of the weight to the front, rear, left, and right sides, a wheel alignment, and a caster,

wherein the specified race car further comprises wheels having a preset rolling resistance with a road surface of the track, and

wherein the length, the slope, the radius of rotation, and the super elevation of the track are designed such that the specified race car has at least one of a predetermined longitudinal acceleration and a predetermined transverse acceleration so that a programmed difficulty level may be felt while a driver drives the specified car on the track.

2. The track of claim 1, wherein the track includes: i = v 2 127  r - a.

a first lane including a first curved lane; and

a second lane including a second curved lane having the same center as the first curved lane,

wherein the first curved lane has a first super elevation that allows the first lane to have a first difficulty level,

wherein the second curved lane has a second super elevation that allows the second lane to have a second difficulty level,

wherein a slope that allows non-powered driving of the race car using gravity from the starting point to the ending point of the track is provided at at least a portion of the track,

wherein the first difficulty level and the second difficulty level are determined by at least one of a longitudinal acceleration and a transverse acceleration that is applied to the race car that performs the non-powered driving when the race car travels on the first curved lane and the second curved lane by using the slopes of the first curved lane and the second curved lane, and

wherein a super elevation i of the first curved lane or the second curved lane is determined by the following equation when a speed at which the race car that performs the non-powered driving enters the first curved lane or the second curved lane is v, the radius of rotation of the first curved lane or the second curved lane is r, and the transverse acceleration applied to the race car that performs the non-powered driving on the first curved lane or the second curved lane is a,

3. The track of claim 2, wherein the first super elevation and the second super elevation are differently set such that magnitudes of a transverse acceleration applied to the race car that performs the non-powered driving when the race car travels by using the slope of the first curved lane and a transverse acceleration applied to the race car that performs the non-powered driving when the race car travels by using the slope of the second curved lane are the same so that the first difficulty level and the second difficulty level are set to be the same.

4. The track of claim 2, wherein the first super elevation and the second super elevation are set to be the same such that magnitudes of a transverse acceleration applied to the race car that performs the non-powered driving when the race car travels by using the slope of the first curved lane and a transverse acceleration applied to the race car that performs the non-powered driving when the race car travels by using the slope of the second curved lane are different so that the first difficulty level and the second difficulty level are set to be different.

5. The track of claim 2, wherein the first super elevation is set such that a centrifugal force applied to the race car that performs the non-powered driving when the race car travels on a slope of the first curved lane is not more than a frictional force between wheels of the race car performing the non-powered driving and a road surface of the first lane, and

wherein the second super elevation is set such that a centrifugal force applied to the race car that performs the non-powered driving when the race car travels on a slope of the second curved lane is not more than a frictional force between the wheels of the race car performing the non-powered driving and a road surface of the second lane.

6. The track of claim 2, wherein the radius of rotation of the first curved lane and the radius of rotation of the second curved lane are equal to or greater than a minimum radius of rotation of the race car that performs the non-powered driving.

7. The track of claim 2, wherein the first lane and the second lane include a straight lane having first slopes, and

wherein the first slopes are set such that the longitudinal acceleration of the race car that performs the non-powered driving does not exceed a preset threshold longitudinal acceleration.

8. The track of claim 2, wherein the first lane and the second lane further include road surface support parts that support road surfaces of the first lane and the second lane, and

wherein the road surface support parts are set to be rotated laterally or vertically and are configured to adjust the slopes and super elevations of the first lane and the second lane.

9. The track of claim 2, further comprising:

deceleration zones provided at ending points of the first lane and the second lane,

wherein the deceleration zone includes a flatland or an uphill road, and

wherein the lengths of the deceleration zones are set such that the race car that performs the non-powered driving is stopped before reaching ends of the deceleration zones.

10. The track of claim 2, wherein the difficulty level of the track is determined based on at least one of the slope and length of the straight lane included in the track, the super elevation, length, and radius of rotation of the curved lane included in the track, the widths of the lanes of the track, the spacing distance between the lanes, the number of curved lanes, and the distance between the curved lanes included in the track.