WO2006103360A1 - Arrangement of motor vehicle racing circuits, in particular for motorcars, which facilitates overtaking maneuvers in bends - Google Patents

Abstract

The invention concerns an arrangement (8) of a motorcar racing circuit, having at least one bend (1) comprising a first circular segment (2), including at least one overtaking lane (9), an access section (10) to said lane (9), and an exit stretch (11) connected to said circuit. The overtaking lane (9) outside the bend (1) includes a second circular segment (12) concentric with the first segment (2). Said lane has a superelevation and/or a surface based on the characteristics of said first segment (2), such that the time of travel round the bend (1, 8) by a vehicle is the same, as when the vehicle travels along the initial bend (1) or the overtaking lane (8). A water stream, or flexible blocks or vibrators separate de overtaking lane (8) from the initial bend (1). The invention is applicable to motorcar, motorcycle or side-car racing.

Description

 MOTOR VEHICLE RACING CIRCUIT ARRANGEMENT, IN PARTICULAR AUTOMOTIVE, THAT FACILITATES OVERRIDE MANEUVER IN TURNS

TECHNICAL FIELD OF INVENTION ¹

The present invention relates to a racetrack arrangement of motor vehicles, including automobiles, motorcycles and sidecars, which facilitates overtaking maneuvers in turns.

BACKGROUND OF THE INVENTION

From ancient Greece to the present day, the organization of sports competitions has given rise to architectural developments and specific spatial arrangements. With regard to running, horse racing, bicycle racing, or car racing, these arrangements generally take the form of "circuits" since, of course, the competitors must not disappear from the spectators' view after a single run. These "circuits" therefore have turns, and the constant improvement in the performance of the riders leads to predict the raising of these turns to take account of the increase of the curve crossing speeds. A track with the characteristic parabolic profile is certainly the most spectacular layout of a velodrome, or a speed ring, for example.

This profile is calculated such that the centrifugal force of inertia exerted on a mobile, for a given constant angular velocity, is compensated by the resultant weight of the mobile and the reaction of the surface of the track.

The expression linking the speed of passage v in a curve of radius R as a function of the angle of inclination α is well known (the adhesion is not taken into account, g is the acceleration of gravity): v ² = Rg.tgα! ElIe leads to the aforementioned parabolic profile if it is desired that all the trajectories of any radius R are traversed at the same time, that is to say that they are traversed at the same angular velocity ω = v / R. Different circumstances may cause trajectories to be preferred to travel at the same predetermined constant speed as shown in British Patent GB-I.405.107 granted on September 3, 1975 to E & D Nicoll Of Forfar. In this case, the profile of the track is logarithmic.

But this last development seems to be applicable only to running tracks. Indeed, the "iso-velocity" curves are not penalizing in the only case where the starting lines of the different lanes are shifted according to the distance to be traveled characteristic of the test, for example the distance of 200m or 400m.

This is not generally the case in motor sports, and the turns recorded have a parabolic profile. However, such an arrangement solves only the problem of an isolated vehicle, or that of the passage of several vehicles that follow concentric paths.

These circumstances are hypothetical, because the reality of motor vehicle racing, especially automobiles, is different. The leading car tends either to cut the road to the next attacking, risking a collision, or to be at the end of the straight line before the turn of the inner side of it. In both cases, this results in reducing the chances of overtaking the car follower.

In this respect, it is important to know that competition cars are aerodynamically supported on the ground and that when two cars follow each other very closely, the aerodynamic turbulence created by the leading car causes the car follower to weigh less and therefore has a tendency to roll. faster than the leading car.

But, moreover, the more a car is resting on the ground, the more it leaves debris, including eraser, which, especially in any bend, tend to go towards 1 outside thereof, thereby making this part of said turn slower than the inside.

In other words, while the follower car is naturally faster than the leading car, it is in practice impossible for said car follower to overtake the leading car in a turn as far as the latter remains at the "rope", it is that is to say inside the turn, because taking the outside of the turn would actually be penalizing for the following car. Moreover, even if the overtaking maneuver succeeds, the pilots usually follow a precise trajectory to achieve the best possible performance when they cover a sinuous portion of the circuit track, and the modification of this trajectory to overtake is of all the penalizing ways. The overtaking on the long straight portions of the circuit have the disadvantage, on the sporting level, of only appealing to the power of the vehicles, without affecting the quality of driving. These various problems posed by overtaking maneuvers during automobile competitions have been fully identified in the French patent application FR-2,708,637 published on February 10, 1995 in the name of J. Beeseau. The proposed solution is that of the arrangement of an additional track symmetrical to the sinuous portion of the initial track, or parallel thereto. The two lanes are without intersection with each other and offer two equivalent courses in terms of driving difficulty.

It appears that this solution is much more than a simple layout of the initial track and consists, in fact, in building a second track: besides the high financial investment to be made, one can doubt the sporting interest of the result, because the cars are therefore finally racing on two different tracks. The difficulty of overtaking on circuit has the consequence that the race classification hardly changes after the start, at the end of the first lap, except mechanical incident or lack of control. This finding is not recent, since it is made in preamble of US Patent 2,146,631 published February 7, 1939 in the name of A. Kish.

This same document already states that, given the perfection of the vehicles, and the qualification of the drivers, it has become very difficult for a driver to try to improve his position to win the race.

So that a race has an increased interest for the spectators, the inventor proposes to constitute a circuit by the juxtaposition of two usual oval tracks offset relative to each other.

The two tracks are identical, superimposed on their straight parts, and the turns are not concentric. Therefore, the drivers who have chosen one of the tracks to execute a passing in turn must obligatorily cross the trajectories of the riders who have opted for the other track. The need for crossings contributes to the interest of the show, and allows the drivers to show their talent. However, such a circuit arrangement obviously raises serious security problems. The risk of collision during systematic crossings may have been acceptable in 1939; they are no longer available today, given the increase in vehicle speeds.

GENERAL DESCRIPTION OF THE INVENTION

The main purpose of the present invention is to allow easier overtaking in turns, and thus to revalue such overruns, without being detrimental to safety.

The present invention therefore aims to provide racing circuit layout of motor vehicles, including automobiles, motorcycles and sidecars, facilitating overtaking maneuvers and overcoming the disadvantages of the solutions to this problem known in the state of the art, in particular those relating to circuits having at least one turn comprising a first circular segment, and consisting of constructing at least one passing lane, an access section to this lane and an output section connected to the circuit. - J

It is precisely an object of such a remarkable development in that the passing lane comprises a second circular segment concentric to the first circular segment of this bend. Another essential feature of this arrangement is that the travel time at the nominal exceedance speed of the nominal overtaking path in the passing lane is equal, preferably under the same conditions of adhesion, to the travel time at the vehicle. nominal passage speed of the nominal path of travel entered in the turn.

In a first preferred embodiment, the race circuit arrangement of motor vehicles according to the invention is remarkable in that: the development in question is carried out outside a 90-degree turn; Width D having a first rectilinear input segment and a first output segment adjacent to this first circular inner radius segment RO; the nominal path of passage is a first arc of 90 ° included in a first band whose edges are located at a distance d from the inner and outer edges of the bend; the outer edge of this first band at the entrance and exit of said turn is tangent to the ends of this first arc; the inner edge of the first band and the first arc are tangent at their midpoints; the radius R1 of said path of passage is given by the expression R0 + d + V2 (D-2d) / (V2-1); the passing lane has the same width D as the turn, the inner edge of the second circular segment extending 90 ° at the distance e from the outer edge of the first circular segment, and comprises a second input segment and a second straight output segment adjacent to the second circular segment; the nominal overtaking path is a second 90 ° circular arc comprised in a second band whose edges are located at a distance d from the inside and outside edges of the passing lane, the outer edge of this second band at the inlet and at the exit of said passing path being tangent to the ends of the second arc, the inner edge of this second strip and the second arc being tangent in their midpoints, so that the radius R2 of the overflow path is given by the expression R0 + D + e + d + V2 (D-2d) / (V2-1); the length L of the second input segment and the second output segment is equal to (D-2d) / (V2-1).

In a second preferred embodiment, the race circuit arrangement of motor vehicles according to the invention is remarkable in that: the arrangement in question is made outside a 180 ° turn width D having a first rectilinear first input segment and a first output segment adjacent to this first circular inner radius segment RO; the nominal path of passage is a first arc of 180 ° included in a first band whose edges are located at a distance d from the inner and outer edges of the turn; the outer edge of this first band at the entrance and exit of said turn is tangent to the ends of the first arc; the inner edge of the first band and the first arc are tangent at their midpoints; the radius R1 of said path of passage is given by the expression RO + D-d; the passing lane has the same width D as the turn, the inner edge of the second circular segment extending 180 ° at the distance e_ from the outer edge of the first circular segment, and comprises a second input segment and a second straight output segment adjacent to the second circular segment; the nominal overtaking path is a second circular arc of 180 ° comprised in a second strip whose edges are situated at a distance d from the inner and outer edges of the passing lane, the outer edge of this second strip at the entrance and at the exit of said passing path being tangent to the ends of the second arc, the inner edge of the second band and the second arc being tangent at their midpoints, so that the radius R2 of the overtaking path is given by the expression R0 + 2D + ed; the length L of the second input segment and the second output segment is equal to D-2d.

In either embodiment, the passing lane of the racing circuit arrangement of vehicles motor according to the invention advantageously, in the case where the coating of the overtaking lane has a coefficient of adhesion identical to that of the bend, a tilt inwards of the bend greater than the tilt of said bend. Alternatively, the circuit arrangement according to the invention, in the case where the superelevation of the passing lane is the same as that of the turn, is remarkable in that the coefficient of adhesion characterizing the lining of the passing lane is greater than the coefficient of adhesion characterizing the coating of the turn.

In general, the angle of inclination CG of the passing lane and the half-opening angle φ2 of the adhesion cone characterizing the coating of the passing lane are preferably linked by the relation: tg (0! 2 + cp2) = (R2 / R1). tg (αl + φl) where R2 is the radius of the overshoot trajectory, Rl is the radius of the path of passage, φl is the half-angle of opening of the adhesion cone characterizing the coating of the turn, and αl is the cant angle of this turn. Advantageously, the racing circuit arrangement of motor vehicles according to the invention is also remarkable in that the passing lane is separated from the bend by a first arc-shaped separation arranged between the first and second circular segments, and consists of a stream of shallow water, preferably 10 cm, or soft pads or vibrators.

Another advantageous feature of the motor racing circuit arrangement according to the invention is that the passing lane is separated from the turn by a second straight separation arranged outside the area between the first and second segments. circular. This separation is roof-shaped, whose height is preferably between 10 cm and 20 cm and increases as the distance to this area decreases. The racing circuit arrangement of motor vehicles according to the invention also preferably comprises a first demarcation line between the access section and the circuit, and a second demarcation line between the output section and the circuit. These few essential specifications make it obvious to the skilled person the advantages brought by this layout of motor racing circuit compared to the state of the prior art, and in particular the advantage of being able to revalue overtaking in turns. , which few of the circuits currently used allow, even to experienced pilots.

The detailed specifications of the invention are given in the following description in conjunction with the accompanying drawings. It should be noted that these drawings have no other purpose than to illustrate the text of the description and that they do not constitute in any way a limitation of the scope of the invention.

BRIEF DESCRIPTION OF THE DRAWINGS

Figure 1 is the layout plan, according to the invention, of a 90 ° turn of a racing circuit of motor vehicles.

Figure 2 is the plan of the arrangement, according to the invention, of a 180 ° turn of a racing circuit of motor vehicles.

DESCRIPTION OF THE PREFERRED EMBODIMENTS OF THE INVENTION

Preferred embodiments of the invention relate to providing a 90 ° bend and a 180 ° bend. These two examples of turns are fairly representative of the different types of turns found on a racing circuit, and will understand the invention.

Figure 1 shows a section of track with a 90 ° turn and arranged to facilitate overtaking maneuvers.

The normal track 1 comprises a first circular segment 2 to which the cars, following a rectilinear track portion 3, access through a first input segment 4, circular segment 2 that the cars leave by a first output segment 5 before continuing on another portion of rectilinear track 6 (cars are, with reference to Figure 1, supposed to circulate in the direction of clockwise). The input segment 4 is the normal track portion 1 where the pilots, having moved away from the inner edge of the track, "sting" to the rope so as to optimize their path of passage and minimize their time. Exit segment 5 is the normal portion of the runway where the pilots, having left the chord of the turn, resume a normal straight course.

Typically, the width D of a car track is 12m; the inside radius of a turn is 75m. The pilots will seek to use all the useful width of the track 1 to follow an optimal path of passage 7 radius greater than the inside radius of the turn, and thus increase their passage speeds for a given grip.

The following simple calculation shows that the radius of the optimum path of passage is significantly larger than the radius of the inside of the turn.

Since the first circular segment 2 has a center O and a radius RO, it will be assumed that the nominal path of passage 7 is an arc of circle O 'and radius R1, and that it is contained in the useful width of the track , that is, in an inner band at a distance from the edges of the turn of a certain reserve or safety value d.

As shown in FIG. 1, it is considered, on the one hand, that the arc 7 forming this nominal passage path is tangent to the outer edge of the portion of this band contained in the first input segment 4 (point C) and at the outer edge of this band contained in the first output segment 5 (point F). On the other hand, this arc 7 and the inner edge of the traffic band are tangent at their midpoints (point G).

In this case, we have the following relations:

- on the bisector (Δ) of the turn:

O ¹ G = O ¹ O + OG, that is R ¹ = O ¹ O + RO + d

- on the entry threshold of the turn (or exit, the figure being symmetrical with respect to the bisector of the turn):

0 ° C = O ¹ A + AC or R ¹ = O A + RO + (Dd) or: OO '= O'A 4i where: O ¹ = A (D-2d) / (V2 - 1) and R1 = R0 + d + Λ / 2 (D-2d) / (V2-1). In this example, if we consider that the useful width of the track is 10m (d = 1m), then the radius of the path of passage is R1 = 110.14m.

The radius R1 of the path of passage is therefore much larger than the radius of a trajectory which would follow more closely the chord of the first circular segment 2.

The arrangement 8 of the turn according to the invention consists in the construction of an outboard lane 9 outside the bend, of the same width as this one, and connected to the normal track 1 by an access section 10 and an outlet section 11. The passing lane 9 comprises a second circular segment 12, concentric with the first circular segment 2, and extending over 90 ° at a distance e from it, as well as a second segment of 13 and a second output segment 14. The nominal overrun trajectory 15, that is to say the trajectory considered as the best for the turn of the turn in the shortest time, is defined in the same way as the nominal flow path 7 detailed above. This path is thus close to the outer edges of the input segments 13 (point C) and output 14 (point F '), and the midpoint of the chord (point G').

The calculation showed that the position of the center of the path of passage 7 did not depend on the inside radius of the turn. The nominal overshoot trajectory 15 thus consists of an arc of the same center 0 ', and of radius R2 given by the expression (it is sufficient to replace RO, in the expression giving R1, by RO + D + e ): R2 = R0 + D + e + d + V2 (D-2d) / (V2-1).

The length L of the input and output segments 5.14 and 5.14 is O ¹ A; it is given by the formula:

Thus, in this example of a 90 ° turn, if a separation 16 is chosen between the circular segments 2, 12 of a width e_ of Im, the nominal overspeed trajectory 15 has a radius R2 of 121.14 m, and the second input and output segments to be constructed have a length L of 24.14m.

Figure 2 shows the example of a 180 ° hairpin curve layout. The original curve 1 of inner radius RO is supplemented to the outside by a passing lane 9 of the same center of curvature O. The nominal path of passage being defined in the same manner as above, the center thereof being O ¹ , its radius R2 is:

- on the bisector (Δ), we have the relation: O ¹ G = O ¹ O + OG is Rl = OO ¹ + RO + d

on the line of origin of the trajectories, one has the relation: O ¹ C = O'B + BC is Rl = R0 + Dd Hence O'O = D-2d.

The position of the center 0 'of the path of passage 7 is independent of the internal radius of the turn RO and depends only the width D of the track and the distance d from the edge of the traffic band. The radius R1 of the nominal path of passage 7 is therefore: R1 = R0 + Dd and the radius R2 of the nominal exceedance path 15 on the passing lane 9, separated from the distance e_ of the turn, is therefore: R2 = R0 + 2D + ed.

The length L of the input 4,13 and output 5,14 segments is: L = D-2d. In the case of a turn of 75m radius and a width of 12m, of which a width of 10m is useful, then a passing lane 9 is built outside the normal bend 1, with preferably a separation 16 of Im, comprising two rectilinear segments 13, 14 of a length of 10m at the ends of a concentric circular segment 12 with a radius of 88m. The nominal overtaking path is an arc with a radius of 99m.

In one and the other of the arrangements shown in Figures 1 and 2, the separation 16 of the overtaking lane 12 of the actual bend 2 initial is not passable voluntarily. The loss of time or the slight damage caused to the car are sufficiently penalizing for the pilots to try nothing in this direction. The separation 16 is, at this point, preferably constituted either by a stream of shallow water (about 10 cm), or by studs or soft vibrators. The separation 16 is effective but, in case of pilot error, it is however not dangerous for the pilots.

The access section 10 to the passing lane 9, and the outlet section 11, each about 150 m long, are separated from the initial lane by a dividing line 17, 18.

This demarcation line 17, 18 becomes, at the level of the input and output segments 4, 13; 5, 14, a roof-shaped separation 19 with a gentle slope, the height of which is preferably between 10 cm and 20 cm. This height increases as one gets closer to the actual turn 2,12.

It is easily conceivable that this additional lane 9 facilitates overtaking. However, it is located outside the original turn and therefore, the trajectory is longer, the pilot may have no interest in borrowing unless it is actually faster.

It is known that the outer race can be made faster, relative to the inner race, either by increasing the tilt angle, or by implementing a coating having a better grip, or by combining these two improvements.

An elementary calculation shows that the limit speed V at which a vehicle continues to follow a path of radius R while being in equilibrium under the action of the centrifugal inertia force and the reaction of the track having a slope angle α and a coating characterized by a tire / soil friction cone of half aperture angle φ is given by the following formula, where g is the intensity of gravity: V = [gR.tg (α + φ)] ^{1 / 2} .

The arrangement 8 according to the invention is designed in such a way that the passage time on the passing lane 9 at the limit speed V 2 along the optimum trajectory of radius R 2 is the same as the minimum time required to traverse the inside bend. 1, that is to say the journey time of the inside turn at the speed limit Vl on the nominal trajectory 7 radius Rl.

The trajectories 7, 15 being concentric and having the same origin and same end, it suffices that the passing speeds Vl, V2 are proportional to the radii R1, R2 of the trajectories 7.15: V1 / V2 = R1 / R2.

If (aL, φl) are the ^parameters' of the original track, the cΩ tilt angle. of the passing lane 9 and the characteristics φ2 of its coating must therefore be such that: tg (α2 + φ2) = (R2 / Rl). tg ((αl + φl).

In the case where the initial turn and the overtaking lane have the same coating, then the adhesion coefficients are the same: tg (φl) = tg (φ2) = μ.

In this case, the slope d2 of the overtaking lane is given according to the slope of the turn by the relation:

(μ + d2) / (1 - μ.d2) = (R2 / R1) (μ + dl) / (1 - μ.dl). For a coefficient of adhesion μ = 1.5 and a slope dl = 1.5%, this formula leads to a tilt of the order of 6% for the 90 ° bend layout described above (inside radius 75m), and an incline of about 7% for the 180 ° hairpin turnaround. This superelevation is the theoretical slope of the passing lane 9 which is progressively reached on the access section 10, starting from the zero slope of the straight-line runway 3.

With this superelevation and / or a higher coefficient of adhesion (s), the cars passing the passing lane 9 rotate with the same angular velocity as the cars remaining on the inside bend 1.

The limiting speed Vl in the turn of the initial track being given by the expression: Vl≈tgRl.tg (00. + φ1) ^1/2 , the speed V2 of passing is: V2 = (R2 / R1) [gR1 .tg (αl + φl)] ^1/2 .

In the case of the 90 ° turn above (inside radius of

75m), the initial cornering speed, for a 1.5% superelevation and 1.5 coefficient of adhesion, is approximately 41 m / s, or 147 km / h, while the speed exceeding 45 m / s, or 162 km / h.

In the case of the 180 ° hairpin turn (inner radius 75m), the speed of passage on the inner track is 37 m / s, or 132 km / h, and the passing speed of 42 m / s, or 150 km / h.

In the above examples, an exceeding speed exceeding the speed of passage on the initial turn 1 is made possible by a steeper cant of the passing lane 9, the coefficient of adhesion being the same.

Alternatively, the construction of the arrangement 8 is facilitated in the case where the passing lane 9 has a tilt identical to the initial bend 1. It is then sufficient to proceed by simple widening of the turn 1 without it being necessary to make access sections 10 and 11 made complex by a second superelevation.

The limit speed on the passing lane 9 is increased, to satisfy the isochronism condition, by implementing a coating offering better adhesion than that used for the turn 1 to be fitted out.

In this case, the coefficient of adhesion μ2 of the coating of the passing lane 9 is given as a function of the coefficient of adhesion μ1 of the coating of the turn 1 and the slope d1 thereof, by the relation:

(μ2 + dl) / (l - μ2.dl) = (R2 / R1) (μl + dl) / (l - μl.dl), where R2 and R1 are the respective radii of the passing and passing paths.

It goes without saying that the invention is not limited to the only preferred embodiments described above, relating to a 90 ° right turn and a 180 ° right hand pin.

On the contrary, it encompasses all the possible variants of embodiment: any turn of racing circuit of motor vehicles, such as automobiles, motorcycles, or karts, can be arranged according to the principles taught by the invention, whether tight pins or wide curves, right or left.

The mathematical formulas linking the trajectories of the trajectories, the cant, the adhesion coefficients and the velocities of passage have been established considering that the trajectories are plane. In reality, these trajectories are left curves (pilots "sting" on the rope). However, the slopes are relatively small (some for cent), the trajectories are substantially flat and concentric.

Nor has the aerodynamic load of the cars been taken into account which modifies the balance condition of the cornering forces. The aerodynamic load of a car engaged in F3 can reach 400 daN at 240 km / h, that of a car in Fl can reach 1,500 daN at 300 km / h.

However, these theoretical and simplified formulas lead to characteristic parameter values, as a first approximation, of any real track layout made according to the principles of the invention.

It is more generally apparent from the following claims that any passing lane 9 arranged outside a turn 1, and concentric or substantially concentric with it, whether or not it is of the same width, constructed in particular so as to that its travel time is substantially the same as that of the initial turn, is not beyond the scope of the present invention.

Claims

1) Arrangement (8) of racing circuit of motor vehicles, in particular motor vehicles, motorcycles and side-cars, facilitating overtaking maneuvers, said circuit having at least one turn (1) comprising a first circular segment (2) and said arrangement (8) being of the type of those comprising at least one passing lane (9), an access section (10) to said lane (9) and an outlet section (11) connected to said circuit, characterized in that said passing lane (9) comprises a second circular segment (12) concentric with said first circular segment (2). Motorcycle racing circuit arrangement (8) according to claim 1, characterized in that the travel time at the nominal overtaking speed of the nominal overrunning path (15) inscribed in the passing lane (9) ) is equal, preferably under the same conditions of adherence, to the travel time at the nominal travel speed of the nominal passage path (7) entered in the turn (1). 3) Arrangement (8) racing circuit of motor vehicles according to claim 2, characterized in that - said arrangement (8) is made outside a bend (1) at 90 ° width D comprising a first rectilinear first input segment (4) and a first output segment (5) adjacent to said first circular inner radius segment (2) RO, and said nominal path of travel (7) being a first circular arc of 90 Included in a first band whose edges are situated at a distance d from the inside and outside edges of said bend (1), the outer edge of said first band at the entrance and exit of said bend (1) being tangent to the ends (C, F) of said first arc, the inner edge of said first band and said first arc being tangent at their midpoints (G), such that the radius R1 of said path of passage (7) is given by the R0 + d + V2 (D-2d) / (V2-1) expression; said passing lane (9) has the same width D as said turn (1), the inner edge of said second segment circular member (12) extending 90 ° at the distance e_ from the outer edge of said first circular segment (2), and includes a second rectilinear second input segment (13) and a second output segment (14) adjacent to said second circular segment (12); said nominal overrunning path (15) is a second circular arc of 90 ° in a second band whose edges are located at a distance d from the inner and outer edges of said passing lane (9), the outer edge of said second band at the entrance and exit of said passing path (9) being tangent to the ends (C, F ¹ ) of said second arc, the inner edge of said second band and said second arc being tangent at their midpoints ( G '), such that the radius R2 of said overflow path (15) is given by the expression R0 + D + e + d + V2 (D-2d) / (V2-1); the length L of said second input segment (13) and said second output segment (14) is equal to (D-2d) / (V2-1). 4) Arrangement (8) racing circuit of motor vehicles according to claim 2, characterized in that: said arrangement (8) is made outside a turn (1) at 180 ° width D comprising a first input segment (4) and a first output segment (5) rectilinear adjacent to said first circular segment (2) of inner radius RO, and said nominal path of travel (7) is a first circular arc of 180 ° included in a first band whose edges are situated at a distance d from the inner and outer edges of said bend (1), the outer edge of said first band at the entrance and exit of said bend (1) being tangent to the ends ( C, F) of said first arc, the inner edge of said first band and said first arc being tangent at their midpoints (G), such that the radius R1 of said path of passage (7) is given by the expression RO + Dd; said passing lane (9) has the same width D as said turn (1), the inner edge of said second circular segment (12) extending 180 ° at the distance e_ from the outer edge of said first circular segment (2), and it comprises a second input segment (13) and a second segment straight output (14) adjacent to said second circular segment (12); said nominal overrunning path (15) is a second 180 ° circular arc comprised in a second band whose edges are located at a distance d from the inside and outside edges of the passing lane (9), the outer edge of said a second band at the entrance and exit of said passing path being tangent to the ends (C, P ¹ ) of said second arc, the inner edge of said second band and said second arc being tangent at their midpoints (G ¹ ) , such that the radius R2 of said overflow path (15) is given by the expression R0 + 2D + ed; the length L of said second input segment (13) and said second output segment (14) is equal to D-2d. 5) Arrangement (8) racing circuit of motor vehicles according to any one of claims 2 to 4, characterized in that the coverings of the passing lane (9) and the turn (1) having the same coefficient adhesion, said track (9) has a slope to the inside of said bend (1) greater than the tilt of said bend (1). 6) arrangement (8) racing circuit of motor vehicles according to any one of claims 2 to 4, characterized in that, the slopes of the passing lane (9) and the bend (1) being identical, the coefficient of adhesion characterizing the coating of said path (9) is greater than the coefficient of adhesion characterizing the coating of said turn (1). 7) Arrangement (8) racing circuit of motor vehicles according to any one of claims 2 to 4, characterized in that the tilt angle cu of the passing lane (9) and the half angle of opening φ2 of the adhesion cone characterizing the coating of said channel (9) are linked by the relation: tg (o; 2+ φ2) = (R2 / R1) tg (α1 + φ1) where R2 is the radius of said path of exceeding (15), R1 is the radius of said path of passage (7), φ1 is the half-angle of opening of the adhesion cone characterizing the coating of said bend (1), and b1 is the tilt angle of said turn (1). 8) Arrangement (8) racing circuit of motor vehicles according to any one of claims 1 to 7, characterized in that the passing lane (9) is separated from the bend (1) by a first separation (16) in a circular arc arranged between said first and second circular segments (2, 12), and consists of a stream of shallow water, preferably 10 cm, or soft pads or vibrators. 9) Arrangement (8) racing circuit of motor vehicles according to any one of claims 1 to 7, characterized in that the passing lane (9) is separated from the bend (1) by a second straight separation (19). ) arranged outside the zone between said first and second circular segments (2,12), said second rectilinear separation (19) being in the shape of a roof, the height of which, preferably between 10 cm and 20 cm, increases as the distance to said area decreases. 10) arrangement (8) racing circuit of motor vehicles according to any one of claims 1 to 7, characterized in that it comprises a first demarcation line (17) between the access section (10) and said circuit, and a second demarcation line (18) between the output section (11) and said circuit.