Background to the Invention Racing events are popular among sports fans around the world. The motor sport industry, by way of example, is particularly lucrative with generous earning potential for competitors and organisers alike. Spectators who wish to attend motor sport events are charged an entry fee and companies pay large sums of money to advertise on signage on and around the track. Moreover, when motor sports, and other racing events, are televised, advertisers pay large sums of money to advertise on the broadcasting networks because televised racing events are so popular.

However, in recent years, certain teams and drivers have been able to dominate motor sport racing championships. During the racing season, a succession of victories by a single team can accrue sufficient championship points for the year's overall winner to be decided with several rounds of racing still remaining. This results in disappointment for the fans who are fully aware that the outcome of subsequent races will have no effect on the overall winner of the competition. More importantly, domination of motor sport competition by one or two teams makes races predictable with little anticipation for on-track action. Ultimately this results in dwindling public interest.

Of particular concern is the recent drop in public interest in premier motor sports events. Many fans of Formula One motor racing, for example, have become disillusioned as a result of the domination by certain teams, causing a slump in competition attendance and the number of television viewers. This has adversely affected the image of motor sport. To combat this problem, a number

of initiatives have been proposed to raise the interest level of Formula One racing.

One proposed radical change involves drivers swapping between different teams throughout the season. Another radical change involves handicapping the fastest teams by adding a predetermined weight to a driver's car for each point which is scored during a championship season. Eliminating complex electronics and aerodynamics which many believe are responsible for the recent lack of competition between teams has also been suggested.

Although these suggested changes could marginally raise the level of interest in Formula One racing and might provide fans with slightly less predictable races and more evenly balanced competitions, they would create complications in terms of team organisation, driver recruitment and sponsorship. Formula One racing is a high cost sport and vast sums of money are invested in engine research and development. Allowing a driver from any team to drive a vehicle for which the driver's skill level may be inadequate is not financial viable and may indeed be a liability to the team. Similarly, handicapping teams who demonstrate excellence in performance is unfair to both championship-leaders and their competitors since they no longer have an opportunity for honest competition on an even level. Finally, restricting the level of technology permitted in a race. car defeats a purpose for which some car manufacturers enter teams: to promote their vehicles and increase sales in their on-road models based on the technology which makes their race vehicles successful.

A factor which is partially to blame for the lack of interest in motor racing is the design of the track itself. A typical racetrack consists of a single circuit around which cars drive numerous times. After several laps, the scenery becomes familiar, and a race can turn into little more than a repetitive procession. This situation is made worse when a car crashes in the course of a race. According to current practice, the other vehicles in the race are required to drive slowly behind a safety car until'the debris from the crash has been removed from the track, or the race can be stopped completely. This makes the race relatively dull and uninteresting, and can result in the loss of television air time, with adverse financial consequences for broadcasters and/or sponsors if a delay in the race means that the end of the race occurs after the end of the

scheduled television broadcast. Bringing a safety car onto the circuit also diminishes the lead that the faster drivers have as all competitors are required to decrease their speed until the safety car leaves the track.

Summary of the Invention In a first aspect of the present invention, there is provided a race circuit having a plurality of circuit sectors, the race circuit being of variable configuration, the configuration being changeable by engaging or disengaging one or more of the circuit sectors. The race circuit configuration may be changed while a race is conducted on the race circuit.

The race circuit may be a physical race circuit or a virtual race circuit of the type used in computer games and computer simulations.

A circuit configuration control signal may be used to provide competitors in a race with information enabling identification of the circuit sectors which are to be engaged. The identifier may be provided by any suitable means. One suitable means is a trackside signalling system, which may involve the use of flags in accordance with current practice. In a preferred arrangement, the identifier is provided direct to competitors using wireless transmission means such as VHF or UHF radio communications, infrared signalling, microwave signalling, or any other suitable communication means.

In one arrangement of the invention, two or more circuit sectors or combinations of circuit sectors may be engaged in such a way that a plurality of independent races can be conducted wherein competitors in a first race do not compete on a circuit sector on which competitors in a second race compete. In another arrangement, a race may be conducted on some sectors of the race circuit while one or more other sectors are being used for other purposes such as vehicle testing or driver training. The circuit sectors may be located in a single plane. As an alternative, two or more circuit sectors may be located in different planes.

The race circuit may further include a race circuit monitoring system which monitors the race circuit and generates an instruction for changing the circuit configuration.

The circuit configuration may be changed in response to events including one or more of the following:

(a) debris appearing on one or more circuit sectors; (b) an accident on one or more circuit sectors; (c) a particular lap time being achieved by a competitor; (d) input received from an authorised person; (e) water or other hazards appearing on a circuit sector; (f) weather changes; and (g) any other event which warrants engaging or disengaging one or more circuit sectors.

In the event of water or other hazards appearing on a circuit sector, an appropriate response may involve changing only part of that circuit sector, rather than disengaging the whole of that circuit sector. The changes may involve moving movable kerbing or movable barriers.

The race circuit may further include an elevated viewing region which provides visual access to all circuit sectors. The race circuit may also include one or more moveable kerbing portions arranged along at least a section of one or more of the circuit sectors. The moveable kerbing portions may be automatically adjustable in height, allowing for automatic selection of an appropriate kerb height or kerb profile for a particular race.

When the race circuit is used for motor sport, the race circuit may further include means for engaging and removing an immobile vehicle located on or near the race circuit. The means for engaging and removing an immobile vehicle may be manual, semi-automated, or fully automated, and may include a cable located in a vehicle run-off area located between the periphery of the race circuit and various external barriers, with the immobile vehicle being removed by hauling it through a space between barriers. Where the means for engaging and removing an immobile vehicle is fully automated, the race track may be operated completely automatically.

The race circuit may further include one or more moveable barriers which, upon impact by a vehicle, move with the vehicle and slow the vehicle, thereby minimising the force of impact experienced by a driver of the vehicle (crash spike). These moveable barriers are therefore inertia transfer barriers; upon initial impact, barrier movement is sudden, but as the inertia of the vehicle is absorbed, barrier movement decreases. The barriers are subsequently reset by automated means to their original positions.

The race circuit may further including a plurality of vehicle maintenance pits, with each pit having an exit gate and personnel safety barriers. The exit gate prevents a vehicle leaving a pit unless the personnel safety barriers are activated, thereby improving safety conditions for maintenance personnel during motor vehicle races.

Alternatively or additionally, the race circuit may include a plurality of vehicle maintenance pits which are vertically spaced at different levels. Some pits are located on an upper level and some pits are located on a lower level.

There may be three or more levels of pits, allowing for more efficient use of ground space.

According to a second aspect of the invention, there is provided a method of conducting a race using a variable-configuration race circuit having multiple circuit sectors, the method including the steps of: (a) at the start of the race, designating some or all of the circuit sectors as active circuit sectors ; (b) during the course of the race, commissioning or decommissioning one or more of the circuit sectors as active sectors.

The method may include the further step of communicating to competitors in the race signals indicative of the currently active circuit sectors.

A circuit sector may be decommissioned during the course of the race if a competitor crashes in that circuit sector, making that circuit sector a crash sector. Debris from the competitor's crash may then be removed from the crash sector by automated debris removal means, whereafter the crash sector may be recommissioned.

Brief Description of the Drawings The invention will now be described in greater detail with reference to the accompanying drawings. It is to be understood that the particularity of the drawings does not supersede the generality of the preceding description Figure 1 is a plan view of a race circuit according to an embodiment of the invention.

Figure 2 is a plan view of an alternative configuration of the race circuit of Figure 1.

Figure 3 is a plan view of a further alternative configuration of the race circuit of Figures 1 and 2.

Figure 4 is a plan view of yet another alternative configuration of the race circuit of Figures 1 to 3.

Figure 5 is a plan view of a part of a circuit sector illustrating the positioning of cables in preparation for retrieving immobile vehicles from the vehicle run-off area according to an embodiment of the invention.

Figure 6 shows the cables of Figure 5 in use for removing an immobile vehicle from the run-off area.

Figure 7 is a side elevation of a barrier arrangement according to an embodiment of the invention.

Figure 8 is a perspective view of the barrier arrangement of Figure 7.

Figure 9a is a plan view of a vehicle maintenance pit complex for use according to an embodiment of the invention. Figure 9b is a detail of a pit from Figure 9a in use.

Figure 10 is a cross-sectional view of a multi-layer pit complex for use according to an embodiment of the invention.

Detailed Description Referring firstly to Figure 1, there is shown a race circuit 1 having a plurality of circuit sectors. Race circuit 1 is of variable configuration. The configuration is changeable by engaging or disengaging one or more of the circuit sectors 2a, 2b, 2c, 2d. In Figures 1 to 4, currently engaged circuit sectors are shown in black, and disengaged sectors are, shown in grey. In the embodiment of Figure 1, all sectors 2a, 2b, 2c and 2d are engaged, although some of the portions of track which link sectors are not engaged. Race circuit 1 can be of any suitable shape, as can be circuit sectors 2 of which there may be any suitable number. Similarly, the surface of race circuit 1 and circuit sectors 2 can be any suitable surface. The surface may vary, depending on the type of race for which race circuit 1 is being used. The surface may be bitumen, dirt, gravel, rubber or otherwise. In one embodiment, different circuit sectors are finished with different track surfaces so that they are suitable for conducting races under different conditions. For example, circuit sectors 2a and 2b may be finished with a fast surface suitable for racing in dry, clear conditions, while

circuit sectors 2c and 2d may be finished with a surface which is more suitable for racing in wet conditions.

In the following description, race circuit 1 is used for motor sport competition, such as Formula One racing, although it is to be understood that suitable race circuits falling within the scope of the invention can be used for horse racing, bicycle racing, foot racing, and many other forms of racing. For use in motor sport, it is preferred that a circuit configuration control signal is communicated to vehicles being driven on race circuit 1 using any suitable communication means, which may involve trackside signalling such as trackside lights or flags, or wireless transmission to an in-car receiver by VHF, UHF, infrared, microwave, SMS or other wireless transmission protocol. In such an embodiment, the wireless transmission may result in a display inside the vehicle which indicates to the driver which of circuit sectors 2 are either engaged or disengaged from race circuit 1. Alternatively or additionally, the signal may be used to operate a lighting system used on the side of or above portions of circuit sectors 2 to indicate whether or not a circuit sector is engaged or disengaged from the circuit.

Each of circuit sectors 2a, 2b, 2c, 2d may be numbered, named or otherwise identified and used with an"on-board telemetry system"to signal to drivers which of those sectors are to be raced on. In Formula One racing, each car's steering wheel may be fitted with a number of differently coloured lights, screens, sector diagrams, or any other suitable indicators, which are illuminated according to the circuit sectors which are in commission in the race. This on- board telemetry system may be combined with a telemetry safety signalling system which may be used to indicate when the competitors must race under safety conditions etc.

As each sector is engaged or disengaged, the circuit configuration control signal is then transmitted to vehicles so that drivers of vehicles are notified of engaged or disengaged sectors by presenting the sector's name or number on a display in the vehicle, or by some other trackside signalling means. For example, the name or number identifying a newly engaged sector may appear in green and the name of a newly disengaged sector may appear in red. Alternatively, the vehicle may be fitted with an electronic tracking device

which receives the circuit configuration control signal and uses it to present the identity of the next sector on which the driver must race on the driver's display.

Race circuit 1 may include any combination of circuit sectors 2. Figures 2 and 3 show alternative race track configurations which can be created by engaging and/or disengaging particular circuit sectors. As a further alternative, two or more circuit sectors may be located in different planes. In such an embodiment, there may be raised portions of tracks which are incorporated when the circuit sector with the raised portion of track is engaged. The raised portion may be in the form of an overpass or other section of raised road similar to existing"freeway"type roads or otherwise. In the embodiment illustrated, part of sector 2a passes over part of. sector 2d, but it is to be understood that in other embodiments whole sections of track may be located over one another, and there may be more than two layers located over each other. When circuit sectors in different planes are engaged, an opportunity is provided for spectators to view cars racing"over"one another as well as in a single direction around the existing"flat"track. Raised portions of track and including"hills"in the race also test the ability of drivers and vehicles to handle a variety of conditions and may result in a more even competition where a single driver or vehicle manufacturer is less likely to dominate. It also increases the number of opportunities for vehicles to overtake and for the leader to change.

In one embodiment, circuit sectors are engaged in such a way that two or more races can be conducted using race circuit 1 independently and simultaneously. That is, two or more races can be conducted at the same time without vehicles in one race using any sector which is being used in another independent race. An appropriate configuration is illustrated in Figure 4.

Alternatively, one or more sectors, may be used in more than one race to raise interest levels in the races being conducted. In such a configuration, access to race circuit 1 for which tickets are sold becomes appealing to fans of more than one type of racing. Different ticketing opportunities are also provided wherein spectators may purchase tickets providing access to limited areas for one race or both races. This has the capacity to increase ticket sales and advertising sponsorship.

The configuration of race circuit 1 may be changed at any time and in response to a variety of inputs. The circuit configuration control signal may be

generated in response to debris appearing on one or more circuit sectors, an accident on one or more circuit sectors, a particular lap time being achieved by a competitor, input being received from an authorised person or any other event which warrants engaging or disengaging one or more circuit sectors 2.

Race circuit 1 may further include a race circuit monitoring system which monitors the race circuit and generates the circuit configuration signal. The race circuit monitoring system may monitor-lap times and track conditions and automatically change the track configuration based on pre-programmed requirements. The race circuit monitoring system may also receive input relating to accidents, immobile vehicles or debris on the track on a particular circuit sector and adjust the circuit configuration accordingly.

An elevated viewing region may also be provided so that race officials are able to view all circuit sectors from a'centralised position. These officials are able to identify track conditions which warrant a change in circuit configuration and are able to provide input to the race circuit monitoring system.

To further increase the level of interest which is generated by one or more races being conducted on race circuit 1, the configuration of the circuit may be changed while a race is being conducted. There are many reasons why it may be desirable to change the configuration of race circuit 1 while a race is being conducted. A primary reason relates to safety. According to current racing practice, when an accident occurs and an immobile vehicle or debris needs to be removed before the race can safely proceed, a safety vehicle enters the track, and all competitors must remain behind the safety vehicle until a signal is given indicating that the track is safe for racing. When this occurs, the primary motivating factor for spectator attendance, being high-speed vehicle racing, is removed, and spectators lose interest. Therefore, providing a race circuit with a capacity to engage-or disengage sectors on the racing portion is advantageous.

Using the track of the present invention, if a car stalls or an accident occurs or debris appears on circuit sector 2c, that circuit sector can be disengaged or "shut down".

Another reason for changing the configuration of race circuit 1 during a race is to create interest. The circuit configuration may be changed based on particular circuit sector lap times. For example, if drivers are recording faster lap times on circuit sector 2a, this may be decommissioned for the next lap or pre-

determined number of laps to cause drivers to spend more of the race time completing more technical and challenging circuit sectors. Alternatively, if a particularly fast race is desirable, the'circuit sector (s) which have recorded consistently slower-circuit sector lap times may be decommissioned.

As a means of raising spectator participation in a race, spectators may be offered an opportunity to submit an entry into a circuit sector selection pool.

Spectators entered in the pool provide their preferred racing circuit configuration on which they want to see competitors race. Their entries can then be placed into a barrel, with a winner being drawn at random. At a particular time during the race, the winning entry can be announced, with the circuit configuration being changed accordingly. As an alternative, all entries may be tallied, and the most popular circuit sectors can be used for the race. As a further alternative, particular sponsors may have a preferred circuit configuration (e. g. where their own signage is more prominent on barriers, overpasses etc) and may sponsor particular laps in the race which utilise those particular circuit sectors.

It will readily be appreciated that the present invention is readily adaptable to computer simulations, computer games, and gambling applications. Reconfigurable racing circuits are particularly suitable for betting games.

Preferably, the race circuit also includes one or more moveable kerbing portions which can be arranged along at least a section of one or more of the circuit sectors. It is preferred that the moveable kerbing portions are automatically raised or lowered relative to the level of the track so that their height can be adjusted according to the type of race which is being conducted.

For example, the kerbing can be set at a lower height for Formula One events, and raised for touring car events. A further advantage of moveable kerbing portions which can be raised or lowered is that they can be used to assist in clearing of an obstructed track.

In wet conditions, water can be held on a race track, particularly in track portions such as chicanes where. fast drainage is impeded by kerbing and the curvature of the track. Using this embodiment of the present invention, the kerbing portions, particularly those which run along portions of the chicanes, can be lowered if high rain fall before or during a race causes the track to become waterlogged and dangerous for racing. This enables water to run off

the track more quickly, rather the water being caused to remain in a channel created by the kerbing.

In another embodiment of the invention, the race circuit further includes automated means for engaging and removing an immobile vehicle located on or near the race circuit. An example of such a means is illustrated in Figure 5.

Figure 5 shows a portion of a race track 4, on which the direction of travel is from the bottom to the top of the Figure. To the left of race track 4 is kerbing 21, and further to the left is safety trap or run-off area 6, into which vehicles which miss the corner travel. At the left hand side of run-off area 6 are barriers 8.

Existing race circuits require marshals to physically clear the race circuit of immobile vehicles and/or debris, should an accident or break down occur on the track. This clearly has the capacity to endanger the lives of these officials. In one embodiment of the invention, a series of recovery cables 3 run along the side of track 4, preferably resting in a trench 5 so that recovery cables 3 are below the level of the track when not in use. Preferably, the cables are formed from a very strong material such as wire cabling or strand, Vectran, Kevlar, or another similar material. Vehicles are also fitted with an arrestor hook.

To clear the track, recovery cable 3 is extracted from trench 5 and drawn across track 4 or another region that requires clearing such as run-off area 6 using winches 9. Recovery cable 3 engages the arrestor hook on immobile vehicle 7 and drags vehicle 7 toward barriers 8. When immobile vehicle 7 is sufficiently close to barrier 8 a second cable 10 arranged along barriers 8 and in a"U-shape"as shown is drawn by winches 11 toward to the gap in barriers 8. It can be seen from Figure 5 that although there is a gap 12 between barriers 8, the likelihood of immobile vehicles or debris passing beyond barriers 8 is minimised by the gap 12 between them being substantially perpendicular to the edge of the track, and facing in the opposite direction to the direction of travel of the race.

The arrestor hook on immobile vehicle 7 is then engaged by second cable 10 and vehicle 7 is drawn through the gap 12 in barriers 8 off the circuit.

The means for engaging and removing the vehicle is shown in operation in Figure 6. Figure 6 also shows retrieving lines 22 attached to recovery cable 3.

Retrieving lines 22 may be any suitable cable with strength sufficient to pull recovery cable 3 away from barriers 8 and reposition it in trench 5, ready for

future use. Accordingly, retrieving lines 22 are preferably connected to further winching means via underground conduits. Further retrieving lines 23 (shown in broken lines) operate in a similar manner to reset second cable 10 (also shown in broken lines) to its original position after the vehicle has been removed through the barriers.

\ The automated means for engaging and removing immobile vehicles preferably forms part of a complete system for automated operation of the race circuit. Another preferred feature of an automated race circuit system is movable barriers.

In one arrangement, movable barriers may be barriers which are normally hidden away underground in or near portions of the racing circuit, flush with the level of the racing circuit surface. Upon the occurrence of an event which requires the partitioning off of part of the racing circuit, such as a vehicle crashing or stalling, or closing off a sector, the movable barriers may be raised into position, thereby barricading off the appropriate part of the circuit. This may be a relatively small area, with the rest of the circuit remaining free for use by the other competitors. The barriers may be moved into and out of position by any suitable means. One suitable means is a hydraulic system. Other suitable means include a cable operated system and a system which operates using magnetic levitation.

In another arrangement, as illustrated in Figures 7 and 8, solid immovable barriers of the type used in current racing circuits may be replaced with a combination of fixed and movable barriers, resulting in greater safety for competitors and reduced likelihood of damage to vehicles on impact. In the preferred form illustrated, two layers of barrier are provided, an inner barrier 13 and an outer barrier 14.

Outer barrier 14 includes a fixed outer wall 15, such as a concrete wall or a steel wall. Immediately inside (i. e. towards the racing circuit) fixed outer wall 15 is a row of impact absorbing material 16 such as a row of piles of tyres. Any suitable impact absorbing material may be used, and meshing material is a suitable alternative to tyres. Immediately inside the first row of tyres is a second row of tyres 17. Each pile of tyres is held together using suitable restraining means such as one or more through bolts. Preferably each pile of tyres also has through its centre a tube, which has an external diameter approximately

equivalent to the internal diameter of the tyres, so that it helps to keep air in the tyres, thereby resisting immediate deflation on impact and helping to provide the barrier with resilient characteristics. The tube may be formed from any suitable material, one suitable material being polythene.

Moveable inner barrier 13 is situated between outer barrier 14 and the racing circuit a distance which is determined according to the type of race being conducted, primarily based on the speed at which vehicles on the circuit travel.

However this distance may be varied. For Formula One racing, a suitable distance is around 2 metres. This can be adjusted for the anticipated speed and mass of competing vehicles.

Moveable barrier 13 preferably includes a sliding or skidding base or sled 24 and impact absorbing material 18 which may be in the form of rows of piles of tyres (or which may be another suitable form of impact absorbing material such as a mesh, as discussed avove). In the exemplary embodiment shown in Figure 8, three rows of piles of tyres 19 are through bolted, holding the tyres in firm connection. Again, it is preferable that tubes are located inside each pile of tiles to keep the tyres inflated under the force of impact. The face of the barrier formed by the wall of tyres closest to the racing circuit is covered by belting face 20. Preferably, belting face 20 is a strong thin material which prevents vehicles, particularly the pointed nose region of Formula One vehicles, from penetrating the wall formed by the tyres. Instead, upon contacting belting face 20, the force of the impact is spread over a larger area of the wall and entire moveable barrier 13 slides with the vehicle, closing the distance that separates moveable barrier 13 from outer barrier 14. Moveable barrier 13 acts an inertia transfer barrier, absorbing inertia from the vehicle and slowing the vehicle until it gradually comes to rest. The distance travelled by moveable barrier 13 is limited by fixed outer barrier 14.

On impact, a vehicle pushes moveable barrier 13 toward outer barrier 14 so that a portion of the energy of the impact is absorbed by moveable barrier 13. This reduces the magnitude of the force which is ultimately suffered by the driver to within a sustainable range for human survival without serious injury.

It is preferred that an automated barrier retrieval system is also provided so that after a vehicle which has crashed into moveable barrier 13 has been removed, moveable barrier 13 can be returned to its original position, ready to

cushion the impact of any subsequent crash. Such a barrier retrieval system may be in the form of cables 25 and winches similar to the system which can be used to return vehicle recovery cables 3 to their trenches. Alternatively, the barriers may be on skids, rollers or any other friction controlling device which are under the control of one or more motors and can be returned to their original position by remote control.

Figure 9a illustrates an arrangement of maintenance pits which may be used in embodiments of the invention. Vehicles travel along track 26 in a direction from left to right as illustrated on the page. Track 26 bifurcates around maintenance pits 27. A vehicle enters a maintenance pit 27 in the direction indicated by the arrows. As the vehicle enters the pit, vehicle maintenance personnel remain behind safety barriers 28. Safety barriers 28 may be in any suitable form. Grilles provide one suitable form. When the vehicle comes to rest in pit 27, safety barriers 28 are withdrawn, and the maintenance personnel are free to operate on the vehicle. When the maintenance is completed, the maintenance personnel retreat behind the safety barriers 28, which are reactivated. Only after reactivation of safety barriers 28 can the vehicle be released from pit 27, preferably by means of opening a gate. The vehicle exits the pit in the direction indicated by the arrows. Exiting may be controlled by a marshal, who checks to ensure that no cars are coming.

Figure 9b illustrates one of the maintenance pits of Figure 9a, with the safety barriers (in this embodiment in the form of grilles) in place.

Figure 10 illustrates an arrangement of vehicle maintenance pits which can be used to save space. Rather than placing maintenance pits side by side, and taking up considerable room, these pits are placed on top of each other. A ground level pit 29 is shown, together with an upper level pit 30 and a lower level pit 31. A vehicle enters ground level pit 29 using ground level track 32, and exits onto track 33. A vehicle using upper level pit 30 enters using up ramp 34, and exits across bridge 35 before descending down a ramp to rejoin the track. A vehicle using lower level pit 31 enters via down ramp 36, and exits via tunnel 37 before driving up a ramp to rejoin the track. It will be appreciated that there may be two levels, three levels, or even more according to this technique for stacking pits, thereby saving ground space.

It is to be understood that various alterations, additions and/or modifications may be made to the parts previously described without departing from the spirit and ambit of the present invention.