Datron Technology News

Go Racing Developments was started by owner Mark Sadler in 2003. The company specialises in the construction and development of all aspects of on or off road racing motorcycles. Mark originally trained in the aerospace industry, but was obliged to pursue his other passion for motorcycles following the downturn in the aircraft industry. He started working for Alfs Motorcycles in West Sussex and was instrumental in helping them win the KRC Motorcycle Racing Endurance Championship. Mark then worked for Ricardo where he specialised in prototype manufacturing and assembly. His final destination before establishing Go Racing Developments was working with Tom Walkinsham (of the Orange Arrows F1 team) in Indy Car technology in the race engine arm of the business. Mark specialises in preparing race bikes for meetings and for this he relies heavily on data acquisition systems like the 2D system. Datron was fortunate to catch up with Mark earlier this week and talk to him about data logging, the 2D system and what the future holds for his company and Datron.

Why do you choose to use the 2D system in preference to other data acquisition systems?

"Being able to analyse and understand what the rider and the machine are experiencing is a crucial part of motorcycle racing. I've been using telemetry for a number of years now to help with machine set-up and rider development, and it's made a huge difference. However, I find the 2D datalogging system the best to work with personally. There are maybe other systems available that could possibly give you more information, but the 2D system is the best all round performer in my opinion. It's not just the quality of the components: it's the interaction of the software that makes it special. Some other data logging systems will show you a lot more information, but interpreting that data can be a bit of a nightmare. With 2D I know where to look for the information I need: you can't necessarily say that for other systems."

What's so special about the software then?

"All data loggers will give you vast amounts of information, but the problem for most of them is in how they display and present the information. It can be very hard to read and process all the data. 2D, however, is much more straightforward. You can tell that the developers have put an awful lot of effort into developing this software, and that means that interpreting information is far easier to do. It's intuitive I suppose. From my point of view, it's proved to be a godsend. I've used other systems but it can take 2 or 3 times as long to try and find the information I want. With 2D I can access this data instantly. That's why when riders come in to me with bikes that aren't performing like they should, even though some other person's used a data logger on the bike, I can get to the root of the problem quickly and fix it. Information's great, but not if you don't know how to use it."

Have you got any future plans in the pipleline?

"I'm hoping to be working with Datron, in collaboration with a UK-based suspension manufacturer called Nitron in the next year. They're based down in Whitney like me. They've had a large presence in car suspension sector for some years, and have tried to break into the motorcycle shock absorber market. Unfortunately it didn't really work out. From my point of view their products just weren't suitable for racing bikes. We had a meeting with the company and now I'm helping them to develop a new set of shocks and fork kit suitable for motorcycles."

"To be able to do this, we'll need a large amount of data to show us how the shocks and the forks are performing. That's where 2D comes into the equation. It impossible to develop a new product unless you have a reliable and accurate data system that can tell you how the changes you make to the product are improving or altering it. John Grist's keen on working with us on this, and we think we can really make it work. If we achieve what we set out to do, it'll be good for Nitron, good for Go Racing and good for Datron. What's more it'll be good to get another British product out there."

The relationship between Datron Technology and OxTS developed in 2001 and was built upon common goals and enthusiasm. Both were small companies at the time looking to cement their respective places in the market place, and to develop together by sharing their experiences and expertise. Ten years on, the relationship has blossomed and the partnership is now influential in the automotive market. But any good and worthwhile relationship can't afford to stand still; businesses need to diversify and branch out into different sectors and niches within the market, particularly when that market is lacking confidence. Both Datron and OxTS have plans to expand their working partnership and take the joint venture into new areas over the coming months, particularly the surveying market. Brendan Watts, Director of OxTS, explains:

"OxTS is now quite well placed for selling our products to the automotive market, thanks to our partnership with Datron and our other international distributors. So, we're now looking to expand the demand for our Inertial + system into the surveying market. We're finding that this market is much more difficult to crack. We had similar problems early on with the UK automotive market, but together with Datron we overcame these difficulties."

"It's proving to be difficult partly because it's a very conservative market with fixed views and a certain reluctance to adopt and adapt to new technology quickly, and partly because our technology is only a part of the total technology that would be required. You also need the other parts of the technology now being developed to make the total product wholly effective. Take as an example laser scanning: it's still quite new, and companies aren't fully aware of its capabilities."

"Let me give you an example. OxTS is based on an ex-military US Air Force base. They needed to come and do some surveying work because they wanted to submit some plans of the whole base in order to do undertake development work. It took a team of about 10 people six weeks to complete this work, and plot out the whole site, giving details about where the trees were, what the sizes and species were and so on. Now if you look on our website, you'll find a guy from Denmark who's put together a system using a power glider. He can pack all his equipment up into 5 suitcases, get on an aircraft and travel anywhere in the world. He puts his equipment in the glider when he arrives and does what he has to do. He's just been down to Kenya, where he surveyed 30 square kilometres in 3 days. On the fourth day he was back in his office processing all the data. "

"The potential efficiency savings of using Inertial+ systems together with laser scanning are astronomical. All you have to do is compare: 10 guys working for 6 weeks to cover an area about a quarter of the size of the Kenyan plot, or 1 guy working anywhere in the world, for just 3 days to complete everything. There just isn't a comparison. Despite these obvious advantages, the new technology is still slow to be adopted. It takes along time for certain industries to find the need and reason to be able to invest the money. They need to be persuaded and encouraged. That's precisely what we're currently working on with Datron at the moment. We sure that together we can make this another success."

"The Inertial+ technology has potential applications in mining too, though industries don't readily spot the usefulness of the technology at the moment. Here's another example. If you've got a pile of stones in mining, an accountant might need to know how many stones there are in total. He's not at the site, so doesn't know what's going on. For all he knows, trucks could be turning up and taking some of this away unlawfully. He'll therefore pay for a surveyor to come to the site to work out how much might've been lost. Getting a surveyor to come and do this is expensive, so businesses don't do it very often. Obviously the chances are they'll lose a lot of stones and resources. The UK is by and large an honest country, but as you can imagine, that isn't necessarily the case in other parts of the world. This technology can be adapted to be used in a variety of different ways. Imagine being able to put this kit on a model aircraft and then to be able to fly over the stones and measure how much there is with a laser scanner: that's the sort of thing you could do daily. Now you might think that's a little excessive for a pile of stones, but think of some of these huge Australian mining companies and the vast areas they work on. How useful could that technology be to them? How much money could they save by using this new technology? All OxTS and Datron have to do is demonstrate this and persuade them to adopt it. That's our next joint challenge."

Every successful working business relationship relies on trust, co-operation and a pooling of either resources or expertise. Not all these relationships are guaranteed to be a success, but when the elements gel together well, they can prove to be particularly effective and mutually beneficial. Datron Technology has been in such a working relationship with Oxford Technical Solutions (OxTS) for over 10 years now, and the relationship continues to go from strength to strength. So, what makes this working partnership such a success? What were the mutual advantages and benefits that the two companies identified, and how does the relationship work in practice? We managed to catch up with Brendan Watts, Director of OxTS earlier this week and asked him for his opinions on the matter. In the first of this two part interview, Brendan discusses how the relationship first began and how it functions in practice, and in part two he talks about how he sees the relationship developing in the coming months and years.

OxTS designs and manufactures world leading products, by combining the best of Inertial Navigation and GPS/GNSS. Its focus is on low-cost INS, using MEMS gyros and precision accelerometers. It uses Kalman filters to extract the maximum information from GPS to deliver high accuracy measurements with low drift rates. They are a small company dedicated to designing simple to use products that deliver reliable results and back it up with first class service and support. The working relationship with Datron Technology began after a chance meeting at an exhibition in 2001. Both Datron and OxTS were relatively small companies at the time and both were looking to consolidate their respective positions in the market place. OxTS was looking to expand its product range into the automotive market and was looking for sales partners, as they preferred not to deal directly with end users. Datron had extensive experience of the automotive industry and was already dealing with the type of customer that OxTS wanted to target. The rest, like they say, is history.

Can you remember that first meeting?

"I think we met at an exhibition some time ago, but I'm ashamed to say I can't exactly remember when. Datron were making a product at the time which, whilst it wasn't a direct competitor to ours, was used by the same type of people. I think John (Grist) would agree that our product did a lot more than Datron's did, so they were of the view that we were competition. I guess John was interested in us because of that. We were of the opinion that Datron's expertise and extensive knowledge of the automotive industry could prove to be very useful to us. "

"I can't exactly remember how the working relationship initially got started, and by that I mean who made the first move. We were trying to sell our product to the UK and because there were only 2 or 3 of us at the time, we didn't really have the numbers to devote one of us solely to sales. It occurred to me that it was going to be better to sell through people who had experience in this market place, and new all the major players in the sector. We started distributing with John and Datron around about the same time as we started selling through a lot of our other international distributors. It made sense to sub-contract the sales process to outside distributors, rather than have our own dedicated sales people at OxTS. If we'd gone down the other road, we might've finished up with just one sales person dealing with the whole of the UK, and we would have therefore missed out on Datron's experience and in depth knowledge of the market. Besides, we couldn't have a dedicated salesperson for the French market because he couldn't be flying off every time a customer, or prospective customer, wanted to discuss issues with him. So, we followed John's advice and negotiated individual distribution and sales deals in different countries. We're certainly glad we followed this advice, and are really grateful. I guess in essence, John saw our product as being useful to his customers, and we recognised that John and Datron were the experts in knowing who these customers were. So it was a mutually beneficial arrangement."

So, how does the relationship work?

"Originally Datron sold just the RT 3000 for us in 2002, but since then we've added the RT2000, RT 4000 and the Inertial + system. The UK actually proved to be a difficult place to market to initially, a bit of a tough nut as it were, more so than other areas of Europe. But Datron went out and promoted it to people in the UK and interest and sales started to pick up. The advantage of using a company like Datron is that it has an exemplary reputation, and that generates interest and enthusiasm."

"We work together as a unified team: both sides of the business complement each other. We view Datron as being the sale's arm of OxTS. We do the marketing, and when we get any enquiries we then pass them on to Datron. From Datron's point of view I think the relationship with OxTS has helped them to get a foothold in markets they might previously have been unable to. It's the same in other territories we deal with, and works in precisely the same way. We ask that Datron, and the other companies we partner, go round their respective countries and attend exhibitions to promote OxTS products. They'll do the demonstrations at these exhibitions, and we'll provide whatever help might be necessary. Datron have their own demo equipment, but can borrow any other equipment they might need."

Rod Shephard is the principal investigator with Accident Investigation Training Services (AiTS) and is a former police officer with the Devon and Cornwall Accident and Collisions Investigations Unit. When Rod retired from the force he was offered the job at AiTS because of his wealth of experience and expertise in crash scene investigation. Rod is currently studying for his PhD in the field of motorcycle dynamics, aided by the expertise and dedication of Mark Hargreaves and the staff at Datron Technologies. He's an expert in the use and interpretation of accelerometer data and uses this knowledge and understanding to teach police officers throughout the country how to use the VERICOM VC4000 and more importantly how to effectively interpret the data it supplies. Rod spoke to Datron recently and outlined his thoughts about the VERICOM VC4000 and how it had transformed the field of collision investigation.

The VERICOM VC4000 is the latest range of GPS-enabled instruments to be adopted by the Police to aid its collision investigations. These instruments are used for measuring and recording deceleration, co-efficient-of-friction and Skid-to-Stop testing. A total of 18 of the Police Forces in England, Wales and Ireland now use these instruments and more will no doubt follow. VERICOM instruments offer several advantages over more traditional skid testers and decelerometers that have previously been used by Police Collision Investigators (PCIs). Because VERICOM instruments have Dual and Tri-axis accelerometers built-in, they are able to measure not just the vehicle Skid-to Stop and Road Friction co-efficient, but also vehicle accelerations to set speeds, between set speeds and also over-time and over-distances which are set by the user. The feature-rich VERICOM incorporates many additional functions like forward and lateral acceleration measurement, instant viewing of the test results and a large data memory.

How has the VERICOM VC4000 changed accident investigation?

"The VERICOM VC4000 system is an accelerometer which can do many things. It can work out how quickly a car brakes: in other words it will allow you to work out what's called a co-efficient of friction on the road surface. Essentially what it does is work out a gravity force-type value, and from that you work out how much braking and friction there is on the road. With this information you can then calculate how quickly a car should be able to stop."

"It will do acceleration tests. It's a similar sort of function that ultimately works out a G value. It's all about force. What you're trying to do is work out how quickly a car can accelerate. So imagine you've got a car in a side road, waiting to pull out into a major road: we can work out the feasibility of how quickly that car could pull out of the junction on to the major road. From that we can therefore determine whether the car travelling on the main road would have hit it or not. What it means essentially is that in any incident of this type the accelerometer enables you to work out the speeds of the vehicles involved and determine whether the manoeuvres undertaken were safe or not."

So has this ‘new' technology made your job easier?

"It's not new technology: the VERICOM system is a new piece of ‘equipment', but using existing technology. What makes it different is that it presents the information in a way that's more useful and usable to people like me and other non-scientists. It was developed by VERICOM computers in the States for collision investigation using technology that been around for centuries - ie gravity. There already was another piece of equipment, developed in Yorkshire, called Skidman which did the same sort of thing: the problem was it wasn't easy to use, and interpreting data was complex. VERICOM has developed this piece of equipment which gave you all the information you'd ever need, but made it user-friendly. What's more they've managed to put in accelerometers in all 3 axes: the X axis, longitudinal to the vehicle, the Y axis, sideways to the vehicle and the Z axis, vertical to the vehicle. So what we've now got is a three-dimensional accelerometer."

"What this means is that we can use it in lots of different ways and scenarios. It's no longer just for use on a car, but can be used on motorcycles, lorries, coaches and all different types of transport. Here's an example for you: Grannie is sat on the front seat of a bus travelling from home to the shops. The driver brakes suddenly and Grannie slides off the seat and is injured. When we investigate the incident, we'd need to know whether the braking force applied was excessive. By putting the accelerometer onto the bus, we can work out where she was before the driver applied the brake, and determine whether the driver's use of the brake was reasonable in the circumstances or too heavy footed. The VERICOM VC4000 system opens up the arena of collision testing and gives us access to a multitude of applications that were only previously available through scientific procedures."

What do police officers learn about the VERICOM VC4000?

"This piece of kit is very good, in that it allows police officers with a minimum of training to capture data which would at one time have been almost impossible to capture without a mass of equipment and technical knowledge of some specialised procedures. All the information they need is there on screen. However, it's the interpretation of this data that takes a little more knowledge and experience. Police officers need to be able to understand what the information is telling them. It's easy for scientists because they can come along with all their equipment and analyse the data without a problem; but for anyone who isn't a specialist, it's more complicated and involved. What the VERICOM does is capture a huge amount of data more simplistically and easily and give out basic readings. The interpretation of the data is where AITS and other training organisations come into the equation. We teach the police officers what this data is, what it means and how to interpret it."

There can be no doubt that riding a motorcycle can be a thrilling experience. However, with speed also comes risk. That unfortunately is the problem of riding on only two wheels. Accidents do happen, and because of the nature of motorcycles these accidents can be especially nasty. Of course motorcycle leathers can offer some protection to the rider. However, the key to surviving any high speed bike crash lies in protecting and cushioning impacts to the upper torso and neck. Engineers and scientists believed that the solution to the problem lay in using the type of airbag technology found in cars: unfortunately, the cost, bulk and the practicality of incorporating airbag technology into motorcycle clothing presented their own set of problems.

2D were called upon to provide a small, lightweight, standalone datalogger/ sensor package capable of detecting the conditions for a crash, in order to trigger the airbags. 3 accelerometers and 6 angular rate sensors can detect even the most subtle of movements; combined with complex algorithms, the sensors can recognise the difference between a rider tucking the front, and snapping into a highside.

This is not the first time that 2D have adapted a system for use on the athlete, rather than the machine... using strain gauges reveals just how much force a pair of skis are subjected to during a jump, and GPS/ accelerometer technology on horses can quickly diagnose any problems (e.g. overloading one particular leg, lameness). 2D have even stretched to football, with GPS technology aiding in tracking players and revealing tactics!

So how does the Dainese D-Air suit work?

The Dainese D-Air suit uses an Intelligent Protection System that combines an air bag system with highly-evolved micro processor technology to increase the overall level of protection available to motorcyclists. The Dainese D-Air Race suit system uses a GPS sensor to measure a rider's speed combined with movement sensors which are built into the suit and which differentiate between a normal racing movement and a crash situation. These sensors can identify a high-side slide and the wearer tumbling across the track, which triggers the in-built airbags, and a low-side slide off the bike, which doesn't. The bags are triggered and inflated within 45 milliseconds within the suit itself and deflate after five seconds or so, and therefore, all being well, the rider can get back on the bike and continue racing. It is currently the only airbag suit on the market that works wirelessly without any connection to a motorcycle.

The Dainese system comes as a result of over 10 years of research between the company, the Faculty of Mechanical Engineering at the University of Padova and the German 2D Company which specialises in data collection, processing and development software. It has been developed with the help of motorcycle racers like Jorge Lorenzo, Valentino Rossi, Marco Simoncelli and Leon Haslam, and is now extensively used in Moto GP.

Does the D-Air suit have other applications?

In addition to its safety features, the D-Air Racing suit also features data acquisition software developed by German company, 2D, which also supplies software to some of the top teams in MotoGP and F1, providing riders with an effective tool to monitor their riding performance. With this new data acquisition software, the suit is able to record telemetry data, which can then be downloaded and displayed on a computer. Its functions include recording lap time data, assessment of braking spaces and lines through bends. Acceleration data is also available and the system is compatible with Google Earth, which enables plotting of racing lines on a mini map.
The company is also planning to bring out a street version of its racing suit in the next few months. The D-Air Street shares many of the features of the Racing suit, but has been specifically designed for street use, as the name implies. The D-Air Street has a sensor on the bike which is linked to the front wheel and recognises if the bike is involved in a collision or if it starts to slide.

We are always looking for more partners to work with, and if you have an application that you want to discuss, please do not hesitate to get in touch with us.

The VERICOM VC3000 and VC4000 are the latest range of GPS-enabled instruments to be adopted by the Police to aid its collision investigations. These instruments are used for measuring and recording deceleration, co-efficient-of-friction and Skid-to-Stop testing. A total of 18 of the Police Forces in England, Wales and Ireland now use these instruments and more will no doubt follow.

The VERICOM instruments offer several advantages over more traditional skid testers and decelerometers that have previously been used by Police Collision Investigators (PCIs). Because VERICOM instruments have Dual and Tri-axis accelerometers built-in, they are able to measure not just the vehicle Skid-to Stop and Road Friction co-efficient, but also vehicle accelerations to set speeds, between set speeds and also over-time and over-distances which are set by the user. The feature-rich VERICOM incorporates many additional functions like forward and lateral acceleration measurement, instant viewing of the test results and a large data memory.

A unique feature of the VERICOM is its Run Duration Protocol (RDP) function. Many deceleration testers measure the deceleration from a typical minus 0.2G falling trigger point, through to a rising minus 0.2G stop point. Unfortunately this will not give wholly accurate test results as the measurement should stop when the vehicle speed is zero, not the minus 0.2G rising point. This can leave a considerable room for error in the calculation of deceleration, speed and distance, because the data used was inaccurate. By using the VERICOM with its RDP function, Police Collision Investigators can be confident that their test data is completely accurate, which is vitally important, should the case proceed to court.

Datron was lucky to catch up with one of those Police Officers recently, Sergeant Tim Alderson. Tim works for the North Yorkshire Police Accident Investigation Unit which has recently started to use Datron's VERICOM equipment. He's seen many accident scenes during his career and knows how long accident investigations used to take using traditional generic testing methods. He may have only been using Datron's VERICOM/load cell technology a few months, but he's already an advocate, though he would be the first to admit that he's still a novice when it comes to getting the maximum out of this new technology.

Currently North Yorkshire Police are principally using the VERICOM VC4000 for ascertaining speed referencing, coefficient of friction and skid-to-stop timings. However, the force is working with Accident and Investigations Training Solutions (AITS) to expand its knowledge of the technology and will be attending further training courses in the coming months.

So how are North Yorkshire Police currently using load cell technology to investigate road traffic accidents?

"In the past what we used to do when vehicles collided and spun across the road, was estimate the speed using generic testing so that we could work out roughly what level of grip the vehicle was putting down on the road and work out a rough speed based on momentum exchange. You could never be absolutely sure that the figures you eventually calculated were completely accurate, but it was the best we could do at the time. In accident investigations now we don't need to estimate the speed of travel, as our equipment is accurate and reliable."

"What Datron's VERICOM system allows us to do is to utilise a load cell. So what we do is to take the crashed vehicle back onto the same road and apply a load cell in line with a winch mounted on the Police Land Rover and then drag the vehicle along the road. What we actually do then is measure the amount of resistance, or in other words the skid resistance of the vehicle as it is in its crashed condition. This gives us an ‘accurate' figure to work with, not the estimates we used to rely on. Other people have tried to use load cells by dragging them behind the vehicle, but we think that's risky and could cause damage. With our method we can effectively put the load cell in line with the crashed vehicle. This gives us full control over the equipment and also gives us much more accurate information."

How do North Yorkshire Police use the VC4000 in practice?

"I recently investigated a crash involving a motorcycle which had collided with a tractor and sheared off all the tractor's front balustrades weighing between forty and fifty kgs. I was able to work out the speed the motorcycle had been travelling at by plotting the various positions of where the motorcycle hit the tractor and where the motorcycle eventually ended up. We did this by using the load cell and dragging the motorcycle behind us. The information you eventually end up with is effectively a percentage of gravity. We quote this figure as a decimal. The tested figure for motorcycles is on average between .42 and 0.45. When I ran the information from the load cell I was given the figure for this particular bike at 0.64 - almost a 50% difference so you then can begin to understand why the crash might have happened."

Why is speed and accuracy so important in your job?

"Testing is vital in accident investigation to make sure that we're absolutely certain of our facts. It just isn't safe to make assumptions or best guesses. We have to accurate, but we need to get the roads back open as soon as possible so we need a fast, efficient and easy to use system. VERICOM provides that. If you want to be absolutely accurate then nothing beats real testing with the best technology and Datron's equipment is without doubt the best there is."

"We only recently started using load cell technology in our investigations. We didn't have the ability or equipment to do it before, but Datron's equipment has now given us access to this. The VERICOM system means that not only can we read all the data accurately, but we can also record it and present this information in evidential form. We can print off and store all the information and we can also present the whole file in court. The judge can then see exactly what we've done and how we've reached our conclusions. Datron's VERICOM system now means that we can take cases to court in full confidence knowing that the information we're presenting is accurate."

Bruce Dunn, a bike tester and journalist for Motorcycle News and Performance Bike has been in the industry for many years and certainly knows a thing or two about data logging. He's worked with other competing systems over the last decade or so, and understands and appreciates better than most, the qualities that make certain systems better than others. In the second and final part of his interview, Bruce tells Datron how the superb aftercare and support offered to customers by the staff at Datron give it the edge over the rest of the competition and all about his new venture to use 2D for performance testing on track days to demonstrate its potential to new and inexperienced motorcyclists.

Did you find the transition to the 2D system difficult and was help and support on hand when you needed it?

"I've known John Grist for years. When we first started testing bikes this way, we used Microsat equipment. When we moved onto the 2D system, I told John I wasn't really that keen on the standard software provided and asked if that was a problem. John said if you weren't completely happy with the software and needed something changing, he'd sort it out. The beauty of the 2D software is that it allows adaption to a wide range of applications."

"I was surprised at this and didn't really expect such a level of aftercare, but Datron were quite happy to tweak the software for my needs, because I needed a more sophisticated performance measuring system. They asked me for a list of what I wanted and went away and tweaked a piece of bespoke software specifically to meet these needs. It's alright having all this equipment, but if you do encounter a problem or have an issue, you need to know that you've got the support to back this up. This is ‘key' as far as I'm concerned. Alex and John at Datron have been great and are always ready to offer support at both events and during normal office hours."

What about the plans to use 2D for performance testing on track days and club races?

"I'm looking to start offering speed testing at track days and club races for anyone who might be interested in getting accurate speed testing done. The aim is to offers riders an affordable way of finding out what they're doing, and where they might be able to make improvements to their riding. I'm quite an experienced rider myself, and have raced at every level; club racing, national, European and even a Grand Prix 250cc wildcard entry in 2004 for being the top British rider at the time. I'm also involved in all the performance testing for Motorcycle News, Performance Bikes and Bike magazines. So I understand things from a rider's point of view and know what type of things they encounter when riding a bike."

"The testing's aimed predominantly at club riders who are learning their way. Experienced riders and those at the top end of the sport already have systems in place for performance testing. But there's a gap there for track days, novices and restricted club riders to learn about their riding techniques and abilities and discover some of the ways in which they might improve these. I can easily fix the equipment to the bikes in a matter of minutes and run a quick software check, and then they're off on the circuit. Because I know what I'm doing I can provide them with lap time readouts, in-line G, lateral G, lean angle and how they're braking on the circuit, and reference these measurements against the data I already picked up about the circuits over the years."

"Obviously we're not trying to turn them into a Rossi overnight, but it should prove helpful and will act as a measurement. It should be good for both Datron and me: I can offer my services to those who might wish to use them and I can also demonstrate what the 2D system can do: that could prove to be useful for John and Datron, as these riders might turn out to be potential customers."

Anyone wanting to take advantage of Bruce's new track day and club racing testing services should contact Bruce via Datron Technology: info@datrontechnology.co.uk

If you ever need to gather information about motorcycle testing and data logging, then the best person to speak to is a professional tester. Datron Technology Ltd has been fortunate enough to have worked alongside Bruce Dunn for many years now and value his opinion highly. Bruce is a motorcycle tester and journalist, working for some of the most respected newspapers and magazines in the industry, notably Motorcycle News, Performance Bike and Bike magazine. He's tried a variety of data loggers throughout his career, but has learned from experience that only the best equipment can deliver reliability, ease of use and ongoing support. That's why he's an advocate of the 2D data logging system supplied by Datron. We were fortunate to manage to catch up with Bruce recently. Over the course of the next couple of articles he'll tell us his view of the 2D system, and why he rates it so highly.

Why would you recommend Datron's 2D data logging system?

"When we test the bikes, the main thing I'm responsible for, and kitted up to do, is the performance testing. So, when a reader reads Motorcycle News and other publications I've been involved with, they want to see that the bike's been tested properly and accurately. That means we don't rely on the bike's speedometer: we use an independent means of verifying the actual speed of the bike. I've been doing this sort of thing for 15 years now, and I know I need to have the best equipment available to do my job properly. That's why I use the 2D system. Cost for me really isn't a factor: I know there are cheaper systems out there, but they don't deliver. The 2D system we use which costs us around £2,500, and we mainly use the GPS functions which give us around 10 channels of data. We don't have any problems with signal dropouts, and that's very important. With some of the testing situations we've been involved with, it's critical to know the equipment we use is accurate and reliable."

"I've been all over Europe and have conducted lots of one-off tests, like testing a new MV or a new Ducati, or we've managed to get hold of a new Masano for the afternoon: in these circumstances to have anything else but the best system available for testing is out of the question. You've got to have the best gear, and that's the 2D system. You only get the one chance to test, so it has to be completely reliable. As I've already said there are cheaper systems that might be able to do the job, but you can't always rely on them. The 2D system always delivers without fail. It's robust and hardwearing and extremely accurate. You have to remember that it's a hostile environment on a motorcycle, so getting anything electronic to work is difficult at the best of times: yet the 2D system manages to do it time after time without any problems."

What makes the 2D system special?

"The 2D system has been described as intuitive, but that's only half the story. There's no doubt it's easier to use than other systems and logical, but because my job's media-related, I don't often have to go too deeply into the system and use some of the other available functions and channels: for example we don't look at the throttle position, as it's not relevant to what we're trying to test. If somebody gives me half a dozen bikes to test at Bruntingthorpe Proving Ground or anywhere else, I can move from one bike to another and so on very quickly indeed using this system. In terms of ease of use and transportability, it's as good as anything out there. Years ago we had to use systems where you had to put a wheel-speed sensor on and measure wheel circumference, but the modern way of doing things using GPS systems like 2D is superb. The 2D system is intuitive and very easy to use and the analysis software is extremely easy to pick up and easy to read."

You might not have heard of Mike Newman yet, but that could be about to change in the next twelve months. Mike is a bank manager from Sale in Cheshire, and has a thirst for speed and a deep-rooted passion for motor sports. He’s the three-time Guinness land speed record holder. That achievement is remarkable enough, but when you consider that Mike is completely blind, this record of achievement becomes all the more remarkable. In spite of this, Mike remains surprisingly modest about the numerous records he’s managed to collect and says that all he’s ever wanted to do is make blind-speed more accessible and achievable for people with a disability. Mike and his Speed of Sight team are hoping to emulate Sir Donald Campbell’s record in the next year and break both the World blind land speed and water speed records. Datron Technology is an integral part of this team effort and has every confidence that the Cheshire speedster will achieve his goals.

Datron began working with the Speed of Sight team in 2003. Mike contacted Mark Hargreaves, a director of Datron Technology Ltd, to see if we could help out with the measurement of a world record attempt for a blind person driving over a measured mile. Datron is Guinness-accredited, and was only too pleased to offer technical assistance using our GPS tracking and measurement technology. Our experience of vehicle testing helped Mike break the world record and set a record speed of 144.7 mph in a Jaguar XJ-R.

Since that time Datron has become a sponsor of the team and has worked closely with them and BMW UK to break yet another record in a de-restricted M5. Mike smashed his own record at Elvington, and recorded a remarkable speed of 178.5mph. Unfortunately the record has since been broken by the Turkish racer, Metin Sentirk, driving a Ferrari 430. However, Mike’s competitive spirit remains undaunted, and he and the team hope to reclaim the record in the next few months.

What are your immediate aims?

“We’re hoping to regain the blind land speed world record in spring next year. Nothing is completely settled yet, but we’re looking at two or three vehicles at the moment. We haven’t made any definite decisions, but the car we eventually choose will have to be capable of doing over 200 miles per hour. So, obviously we have to choose carefully, and make sure the car we eventually pick is capable of doing everything we need it to do.”

Has Datron’s technological expertise helped the team improve?

“Datron’s involvement has made a massive difference. They bring expertise to the team, and this expertise makes all the difference. Mark Hargreaves is a person I know particularly well, having worked with him over a number of years. His expertise and knowledge of vehicle measuring technologies, like vehicle slip and speed has made breaking records that much more do-able. He’s able to look at the car’s speed profile and match it to the test venue to optimise the car’s average speed. He knows how to squeeze the maximum out of the vehicle, and that makes a real difference.”

“We don’t have to worry about having timing lights or anything like that on the course, because everything that monitors what I do is in the car with me.  Mark uses a software system that’s based on GPS tracking technology. Every thing is tracked and recorded inside the car itself, and this can also be monitored by Mark in the chase car, along with my father who takes care of the navigating for me... We can also have the software system vehicle tracking as well, so we can track exactly what’s happening when I’m doing the run. The beauty of using Datron’s system is that it makes my job easier and safer: there’s nothing else on the track for me to worry about. It’s all contained with me in the car. So as soon as I’ve completed my lap and stopped, we can use Datron’s technological expertise to find out how well I’ve done straight away which is such a great advantage.”

What are the plans for the next few months?

"We’ve got our eyes on breaking the world blind water speed record at Coniston Water this year, using a Silverline power boat.[Mike and the team hope to set the sightless water speed record at an amazing 100mph] The ultimate aim is to gain both the water speed and land speed record within the next 12 months, which will emulate the achievements of Sir Donald Campbell. If we can achieve this it really will be amazing. I can’t tell you how much we’re looking forward to it. Once again Mark will be there to help by fitting all the GPS tracking technology to the boat. He’ll be able to monitor all the things we do on the lake and help us squeeze out that extra bit of speed.” 

In the final part of our interview with Bob Gray, the bike tester, journalist and data engineer explains why he thinks it's crucial that newcomers to data logging should never be afraid to ask even the most basic questions, why he thinks thorough customer research is vital before purchasing equipment and what special qualities make the Datron 2D system the best motor cycle data logging system available today.

Why is data logging so difficult to understand for novices?

"The biggest problem people have with data logging, particularly if they're new to it, is understanding what it's all about. I don't just mean getting the gist of what data loggers do, and how you interpret the data, but the simple, basic facts. I'm in a privileged position now, because I understand them, but for new people it can be a real problem. It certainly was for me when I first started using them. What you're buying is a metal box with software and the truth is you don't really understand what it can do. You might pretend to, but you don't in truth."

"People can be a little bit intimidated and frustrated by not knowing enough, but don't want to admit to it. Let's face it, nobody wants to ring up a company and look like an idiot by asking the type of questions everybody who knows the systems will think are so basic they shouldn't need asking. Can you imagine ringing up PI, Motec or talking to John Grist at Datron when you know nothing about data logging, and you may not even understand the fundamental differences between data and analogue signals, or appreciate the differences between sampling rates and the number of channels available? It does feel intimidating, but that shouldn't stop people ringing or getting in touch. The people you speak to are informative and always very polite. They certainly won't judge you: after all, you're the one spending 3 or 4 thousand pounds. Why would they?"

Never be afraid to ask for advice from an expert

"I felt exactly the same way when I first got into this. I did lots of research and reading, though granted it's a lot easier these days as the majority of this could be done online, and got an idea about the various systems and what they each offered. As far as I see it, the more information you can gather, the more comfortable you'll feel talking to the companies who make the products you're interested in. People shouldn't feel embarrassed because they don't appreciate all the finer points. We all have to start somewhere after all. "

"Find out what the systems cost and do a bit of basic research about their respective abilities, and then speak to the likes of John Grist at Datron. They'll always do their best to help you. All the information you need is there on the website. The thing is 2D offers so much more, yet it's only by talking to Datron that you can begin to fully appreciate how much more 2D offers than its competitors. Datron's website might not blow its own trumpet, but I guess it doesn't really need to. It might not shout out we're better than the rest, but it is. You'll only really appreciate this when you speak to the experts like John."

What are 2D's special qualities? What makes it better than the competition?

"On the 2D system you've got 8 channels and you can set them all to log at 400 hertz; in other words, they'll record 400 samples every second for maybe 10 channels, if there are 10 input channels. Now that information is clearly there on the Datron website, it says each channel is recordable up to 400 Hz. Now that will only make sense when you understand it. As is the case with all data logging descriptions, it may say it somewhere in the text, but you won't necessarily spot it unless you know what you're looking for. The majority of data logging systems are guilty of not comparing like with like."

"You see as someone new coming into this, I didn't understand that that was different from having a global recording rate of 1 kilohertz. Lots of the cheaper recording systems now claim to have a global logging rate of 1 kilohertz, in other words 1000 samples per second, and yes, this certainly looks impressive. So most people naturally think God, not only is that system cheaper, but it must also be 2.5 times better than the 2D system as it provides more detailed information. But what does it actually mean? What does it give you? "

"What a global rate means is that you got 1 kilohertz in total, but this is split over 10 channels. It's up to you how you split that - either by 10 individual channels at 100 Hz, or 2 channels at 400 Hz and 2 channels at 100 Hz each. The bottom line is the total information you'll get out of the system is 1 kHz. This doesn't bear comparison with the 2D system that can log 10 different channels at 400 Hz - that's 4ooo samples per second in total and for roughly the same price. It's only when people begin to understand these differences that they can start to appreciate how much extra information you can squeeze out of the 2D system. With the 2D system you get much more sampling information for your money and it's also much easier to understand and interpret. Is it any wonder it's my data logger of choice?"

Bob Gray, a bike tester and journalist, currently working for MSS Colchester Kawasaki, knows a thing or two about data logging. He's worked with many competing systems over the last decade, and understands better than most what makes some systems better than others. In the second part of his interview, Bob tells Datron what he believes makes the 2D system unique, and what gives it the edge over the rest of the competition.

Why don't more data engineers choose the 2D system?

"What I've found over the years with people who use data logging equipment, is that they tend to stick with what they know and what they're used to. If people have used a Motec system or a PI system they'll always tell you it's the best and won't be prepared to try anything else. I guess that people stick to what they're comfortable with. It might not make sense in a competitive way, but that's just how it is. It's kind of like an aversion to change."

"It's slightly different for me because I've been forced through circumstances to use different systems over the years, and I've learned to approach them all with an open mind. In all the years I've never seen any good or valid reason for me to use anything other than 2D. I've never found any other system's that's as quick or simple to use. So it's worth remembering it's not only as competitive as the other systems, and certainly no more expensive than any other data logging system, but it's also much more efficient. Efficiency really is the key to this: it delivers the information you want quicker, so you can get more work done, and that makes me happy."

What makes 2D so efficient?

"The beauty of the 2D system is that it lets you gather information in 4 or 5 different ways, rather than having to follow a rigid set procedure like you do with some other data logging systems, like Motec and PI. It's like trying to copy text on Microsoft Word: you can click copy, or you can click Control C, or you can right click. Each method produces the same result. People who like to click buttons are happy as are those who like shortcuts. They get to where they want to be in the end, but by different methods. The 2D software is the same."

"There are so many different ways to achieve the same result and get the information you want with 2D. When you first look at the list of options on the menu it can seem a bit daunting, but you soon get used to it. I guess it's like learning to drive: when you first start you don't know how to work the gears, but soon you start to drive without having the need to think consciously about it. After a week or two of using the 2D software you begin to appreciate the fact that you're not hemmed in by it, or forced to work to somebody else's rules."

"The Magneti-Marelli system I have to use at the moment is a right pain because I can't change the shortcuts: I have to click on one button to bring up a list of options and another button to open something. It's so regimented, whereas with 2D I know I can tap a couple of buttons and all the information I need is there. I don't have to work too hard to get it. The best thing is it makes me look great, when in fact it's the system, but I wouldn't tell them that! All of which brings me back to what I mentioned earlier: people who've used one system most of their working lives, don't want to try other options because as soon as you put them in front of a strange piece of software, they don't look very good."

Is 2D's the best data logger in your opinion?

"I haven't worked with 2D for about 18 months now because the team I currently work for (MSS Colchester Kawasaki) were given a load of ‘free' Magneti-Marelli equipment and couldn't afford to buy any other: they just hadn't got the money to pay for another 2D licence as well. Although the Magneti -Marelli equipment does its job, it just can't compete with 2D. As far as I'm concerned 2D is the best and most efficient data logging system for motor cycles that I've ever worked with, and I look forward to using it again."

You'll never know the advantages of using a data logging system like the 2D system Datron offer unless you've ever used it in a competitive environment. Only then will you be in a position to speak with authority about its benefits and special capabilities. One man who knows a thing or two about data logging and the 2D system is Bob Gray, a bike tester and journalist who's written for a number of British bike magazines. Bob is currently working as the data engineer for the Kawasaki BSB team (MSS Colchester Kawasaki). We managed to catch up with him at Brands Hatch during testing. Over the course of a few articles he'll tell us his view of the 2D system, why he rates it so highly, and will finally put to bed once and for all some of the myths and misconceptions that surround data logging systems.

Are all data loggers the same?

"In a sense, yes they are. You pay your money and your take your choice. What you end up with is a metal box that's got some electronics and software inside it. They're all the same in the sense that they all record information into them, but it's how that information is displayed and how easy the system is to configure that makes the difference."

"In terms of bikes the difference is essentially one of size. Most of the other systems were originally designed for cars and carts, so they tend to larger and more bulky. When you're working on a bike that can be a problem as the space is limited. The smaller something is the better for bikes. The 2D system is specifically designed for bikes, and the big difference lies in the software you get with this equipment. When you've gone out and driven as fast as you can, you want to get back and have a look at the information you've collected as soon as possible."

"Now other data logging systems are perfectly capable of providing this information, but they make gathering this information much harder work. The 2D system is by far the most efficient. In 30 seconds I can download the data, read through it and then check the things I want to check. In a sense I'm in charge of how I look at and interpret this information. With other data logging systems you're forced to follow a certain routine and procedure which means gathering the information you need can take a lot longer. In terms of hardware: the number of channels you can record is fairly fixed across the range - so if you were going to spend x amount with Datron and X amount with another company, you'd probably get a similar specification, on paper at least. It's only when you come to using it in the garage that you start to see things differently."

"I suppose it's all a matter of perception. As an example you can buy a Kia Ceed for which is a great car and perfectly capable, but for the same sort of money you can buy a Volkswagen with the same sort of specification. They both appear identical, but you can spot the difference immediately when you start to drive each one. The 2D system's the same: it's only when you start to use 2D, in my experience, that you start to appreciate just how good it is. Now, I come from a background where I've had to put my hand in my own pocket and buy my own data logging equipment. I've used all sorts of different systems, but was shocked when I used 2D for the first time. I thought to myself, why on earth didn't I do this sooner?"

The 2D data logging system is really expensive

"This is what you hear all the time. I first heard it years ago: it wasn't right then and it still isn't right now. It's just a misconception. About 10 years ago I wanted to buy myself some serious data logging equipment, so I made a list of all the things I wanted a data logging system to do and sent it off to various suppliers. I didn't approach Datron initially because I'd heard from others that their equipment was prohibitively expensive, and don't forget I was paying for this myself. I asked one particular company to quote for the specification of equipment I wanted and they came back with a figure of around £30,000. I was shocked."

"I didn't have that much money and, even if I had, I certainly wouldn't have wanted to spend it. I sent the same specification to John Grist at Datron, thinking, well if we're going to talk silly money, we might as well talk really silly money. He phoned back to tell me there was good news and bad news: the good news is we can supply what you want, but the bad news is it comes at a price. That price turned out to be just over £6,500. I was astonished at the value, considering the specification I'd asked for. "

"It was at that point I had my eyes opened and felt utterly foolish for listening to all the nonsense I‘d heard about the price of the 2D system from other people who'd used data logging systems over the years. It just wasn't true. The 2D system is reasonable and very competitively priced."

It's all well and good talking about all the theoretical advantages that Datron's 2D data logging system can bring to bike racing, but sometimes it's far more effective if you hear about what the system can do from someone who uses it every day: someone actually involved directly in the racing world, who understands these competitive advantages, whilst also appreciating the cost-effectiveness of the 2D system. Well, now you can. Meet Tim ‘Twister' Hastings.

Tim, the 2008 & 2009 British GP125 ACU Academy Cup Champion, competes for Team Twister in the ultra-competitive 2011 Metzeler National Superstock 600 Championship on his Kawasaki Ninja ZX6R. Like many in the modern era, Tim started his racing journey via mini-motos in his native Scotland, gaining the Scottish Championship at the tender age of 12. He then moved on to 125s the following year and dominated the Melville Motor Club F125 and the East Midlands Racing Association F125 championships. Three years in the British GP125 Championship then saw Tim achieve sixth place in the 2007 Academy Cup following by two successive Academy Cup titles in 2008 and 2009 - a double that no other rider has ever achieved. In those two years, Tim amassed an impressive 9 Championship and 17 Cup podiums, and became one of the most talked about new talents in the BSB paddock. Tim's 2010 debut season on the 600 saw him score points at both Snetterton and Silverstone and qualify as high as 10th place on the third row of the grid for the Brands Hatch GP race.

Tim started using the Datron 2D data logging system earlier this year, and from the moment he tested the equipment at the meeting at Thruxton in May, he knew he'd happened to come across something that was special:

"I've found the 2D system really good and helpful. It makes such a difference when it comes to setting the bike up, and makes fine-tuning the bike so much easier. What's great is that it so quick to use and the price is within the range of most people who are serious about winning. 2D helps to simplify all the difficult parts, and gives racers like me an advantage, by giving me all the vital information I need to be able to win."

"I've only been using it for a short time, but I find it quite straightforward and simple to use. I suppose it's easier for me because I've used data logging since I was 14, so for me, it's just a normal thing to do. The only bit I've tended to struggle with was the suspension set-up and understanding the information that the 2D system provides. Racers need to understand the information and graphs they're looking at, and need to know how to interpret this information so that they can make the necessary changes. Fortunately Alex Exarheas, from Datron has been with me at every meeting and helped me out a lot with this. It's important that you use the data properly, so you don't get a false feel through the bike"

The issue of suspension travel and ideal ‘cornering' is one that can often confuse those who don't fully understand how the 2D system works and the information it provides. The system is capable of showing riders how well they are taking corners, and if they're loosing vital seconds through either too heavy or insufficient braking. The 2D system helps to demystify this by providing information about the exit speed through corners, the kind of braking force the rider is using, if the degree of suspension travel when braking is either too strong or too feeble, the total distance for braking, and how much time the rider lost through the corner. The 2D image of the track map shows the transition between throttle off and brakes on and relates this to the time and the distances involved. Good braking means keeping this transition time to a minimum, so fewer precious seconds are lost.

"I've been using data logging for a while now, and have used other systems like Cougar and HRC, but 2D is better by far because the tracer readouts you get are a lot cleaner. With Cougar and HRC you tend to get random spikes on the readouts which just can confuse you and can lead to you making unnecessary changes to the bike set-up you've already got. We've wasted a lot of time in the past with this."

"I'd definitely recommend the 2D system. It's great and it doesn't have to cost a fortune. 2D's helped us go in the right direction on suspension and takes all the guess work out of bike set-up. It just tells you simply: right, this is exactly what your bike is doing. Then you make a change, and you can see exactly what difference it has made. It's that simple. It's a great system and has made a real difference to me and my racing: my times are improving with each race. I'd definitely recommend it to anyone and will keep on using it."

One of the benefits of working for a company like Datron Technology is that we often get the chance to get out and about and meet our clients. We did this last week when we met up with a racing team that competes at an international level. The governing body of this series has, like many others in the world of motorsport, sought to bring a sense of equilibrium and balance to the competition by restricting costs and controlling what racing teams can and can't use: the theory behind this being that then no team is given an unfair advantage because they have access to better technology and more financial resources. All teams therefore compete on a level playing field and the competition is won by the most talented, not the richest, or best connected.

All teams consequently have to use a ‘fixed control' ECU (Engine Control Unit). The ECU's primary task is to look after and monitor the engine, controlling such things as the fuel mixture, ignition timing, idling speed and valve timing. As every car has to use the same equipment there is no competitive advantage to be gained in areas like traction control, launch control, driver's aids and the like. The positive aspect for racing teams is that this should keep the costs down and make each race fair: well, in theory at least. What can tend to happen is that such rigorous rules can actually stifle innovation and development: all technological advances are driven by a desire to make things perform better or more efficiently, but ‘fixed ECUs' make these changes irrelevant and unnecessary.

The other problem with these ECUs is that they are only capable of providing a limited amount of data logging information, and that information generally tends to lack depth and quality. There's certainly no way that a fixed ECU can compete with a product like Datron's 2D data logging system. The other problem with ECUs is that they can be inflexible and can often be difficult to set up. We noticed exactly this problem last week, when the racing team couldn't configure their MoTec data acquisition and engine management ECU. They eventually had to seek assistance from the supplier to get the unit functioning correctly. Ironically, we could've set up the 2D system in around 20 minutes, and it's that simple to use, the team could've probably done it in the same time too.

Although many teams are locked into using 'control' ECUs, there are no restrictions on the data logging side of racing. Any team is free to invest in technologies like 2D, but not many do, as yet at least. The reason for this is in some ways understandable as the teams do get limited ‘free' data from the ECU, so don't necessarily see the need to add on additional technology. Unfortunately ECUs are difficult to set up, as already mentioned, have limited data handling ability, and importantly have specific data formats, as well as only having a small recording capacity, few spare channels, low sample rates and generally low resolution analogue inputs. Should the relevant governing body decide to change the approved ECU, the existing data cannot be easily compared or overlaid. If they had been using a 2D system, the data hardware could've been fitted to the new ECU and the data then compared. Moto GP teams have been doing this for some time; many using the 2D system, giving them access to the latest ECU technology, where allowed, and the ability to compare data from year to year .

Sadly there appears to e a misconception about 2D. Because MotoGP teams use it, then others mistakenly assume the system has to be very expensive and therefore out of their range. This unfortunately couldn't be further from the truth. The basic entry level 2D kit logger isn't expensive and can cost as little as £1,900. It combines the datalogger, GPS and extension memory in one small, compact housing, and is suitable for all car and motorcycle applications.

The railway network has always been important in Britain, not just for commuters but also for the transportation of good and services. Unfortunately nature and the elements have a habit of ruining even the best laid plans. We've all read the newspaper headlines of railway disruption caused by the wrong type of leaf on the track or the big freeze bringing the country to a standstill, and bemoaned the fact that our journey has been interrupted by such seemingly trivial problems. But have you ever wondered how the train companies keep the tracks open, or thought about the sort of problems they face trying to achieve this?

Well, it's not as simple as you might think. It isn't simply a case of applying de-icer here and there, or spraying liberal quantities of weed killer over the tracks and the surrounding area. In an environmentally-conscious age, such practices are simply not acceptable: the application of any herbicide or chemical compound has to be selective in order to protect the wildlife. So how do they achieve this? They use the latest Nomix Total Drop Control (TDC) spray applicators along with GPS technology.

However there are still problems that need to be overcome. The traditional methods of using a ‘weed killer train' have worked effectively for a long time, but environmental concerns now mean that the companies have to be more careful with the application of any chemical substance in the vicinity of the track and the surrounding area. Using too high a concentration of a chemical means the wildlife may suffer: certain weed killers have been proven to kill species like the lesser spotted newt. Using too low a concentration of weed killer simply means that the problem will re-occur. Nomix has developed a new technology that ensures the delivery of the correct concentration of herbicide in an ecologically-approved way which avoids any risk of point source pollution. The Nomix dispensing equipment is fixed to the train itself and is controlled by GPS technology: the flow of the chemical spray is linked to the speed of the train. Unfortunately GPS technology has its limitations and isn't always suitable: Britain's railways have lots of tunnels and many trees which can affect the accuracy of the equipment.

There is a solution however, and that is using doppler radar technology. Datron Technology is currently in negotiations to supply GSS Doppler non-contact radar speed sensors that will keep the wheels of industry turning on the railways. Datron's Pegasem GSS15 and GSS25 non-contact doppler speed censors are already widely used by UK rolling stock engineers, and are valued for both their accuracy and their low cost. The GSS15 single beam and GSS25 dual beam sensors are very easy to fit, and provide accurate, independent speed and distance measurements in many railway environments. They are currently in use of both test tracks and the main lines.

The GSS doppler radar technology has been refined to give accurate speed and distance data which is free from the errors normally associated with wheel slip, GPS blank areas or surface changes. Because the Doppler non-contact radar device is fitted independently from the train wheels it is not affected by wheel slippage. GSS sensors also indicate the direction-of-travel, and offer both digital pulse and/or analogue voltage outputs.

One of the most important activities of Road Policing occurs when there is a fatal or life-threatening road traffic collision on the network. In such instances, the Police are required to investigate the circumstances to the highest possible standard: a thorough investigation process is necessary to ensure that all the legal obligations are met, and that every last piece of evidence is efficiently gathered for any due criminal process that might follow. Generally the Police will have a limited time-frame in which to gather all the necessary evidence, as it is important to re-open the road network as soon as possible: however, there is a fine line to be drawn between re-opening carriageways for the convenience of the motorists, and ensuring that no piece of evidence is overlooked.

The Police use incident scene surveying equipment during collision investigations to collect comprehensive surveys of the scene, which can then be effectively used in all legal hearings, from Coroners and Criminal Courts to Civil Litigation Hearings. This equipment can help measure the angles between points using GPS; this data is then downloaded and converted into a scene diagram. GPS enabled equipment is especially useful as it is both quick to use and extremely accurate, thus avoiding the need for extensive road closures. Research has shown that the use of GPS at collision investigations can speed up survey times by as much as 5-6x.

GPS technology is constantly evolving: each innovation only serves to make crash and collision scene investigation ever more accurate. The VERICOM VC4000 are the latest range of GPS-enabled instruments to be adopted by the Police to aid its collision investigations. These instruments are used for measuring and recording deceleration, coefficient-of-friction and Skid-to-Stop testing. A total of 18 of the Police Forces in England, Wales and Ireland now use these instruments and more will no doubt follow.

The VERICOM instruments offer several advantages over more traditional skid testers and decelerometers that have previously been used by Police Collision Investigators (PCIs). Because VERICOM instruments have Dual and Tri-axis accelerometers built-in, they are able to measure not just the vehicle Skid-to Stop and Road Friction co-efficient, but also vehicle accelerations to set speeds, between set speeds and also over-time and over-distances which are set by the user. The feature-rich VERICOM incorporates many additional functions like forward and lateral acceleration measurement, instant viewing of the test results and a large data memory.

In addition to the standard braking and acceleration testing, some Police Forces are also using the VERICOM DAQ (Data AcQuisition) models to undertake more complex testing functions, such as Air and Hydraulic Brake pressure recording on HGVs and LGVs to determine the effectiveness of the braking system. Up to 12 additional sensors may be connected to VERICOM DAQ models to allow data to be recorded simultaneously with the braking parameters.

A unique feature of the VERICOM is its Run Duration Protocol (RDP) function. Many deceleration testers measure the deceleration from a typical minus 0.2G falling trigger point, through to a rising minus 0.2G stop point. Unfortunately this will not give wholly accurate test results as the measurement should stop when the vehicle speed is zero, not the minus 0.2G rising point. This can leave a considerable room for error in the calculation of deceleration, speed and distance, because the data used was inaccurate. By using the VERICOM with its RDP function, Police Collision Investigators can be confident that their test data is completely accurate; this is vitally important when the case proceeds to court.

There's a common misconception in motor sport that data logging will always be prohibitively expensive. This view seems to widely held, particularly amongst bike racers. Actually this is a bit of a myth and isn't necessarily true. A basic Datron 2D kit system can cost as little as £1,900: even if you were to add 2 suspension pots into the equation, you're still only looking at a cost of approximately £2,300 excluding VAT. Now when you consider that teams have very limited track time to finely tune their racing set-up, and that it can cost bike racing teams tens of thousands of pounds just to be in a championship for a year, the cost of a 2D system seems comparatively minor. But do motorcycle racers really need the sophistication of a 2D kit logging system? Couldn't the information be provided equally well by using an ECU with internal logging?

What sort of information will a basic 2D system give a bike racer?

A basic data logger with 2 suspension pots will tell the rider the GPS track position and speed, the suspension movement and suspension acceleration, the RPM, and therefore the gearing, the throttle response, the wheel speed using the supplied sensor and the lap times supplied on a mini-dash. In essence that's pretty much all of the information any motorcycle racer would ever need, served up for a reasonable price.

Why do racing teams use 2D?

• The 2D kit system is small and ideally suited for use on motor bikes. It has a high channel count, logging capacity and fast sample rates. The isolated inputs save money and set-up time by allowing the use of the existing bike sensors. The 2D sensors and software have been specifically developed for bike use, and are not simply modified versions of car or cart applications. The 2D kit system is also scalable and has been designed for future expansion.
• 2D loggers are CAN-capable and will record all data from most ECU's: all signals from the motor and chassis can be analysed with the same powerful 2D software. 2D loggers are also economical, flexible and transportable and can be transferred to other bikes for future use.
• The 2D system is designed for race bike needs and has been developed using rider feedback. The software has been designed specifically for bikes, and the hardware-design ensures fast set-up and the sensors are small and lightweight.
• The 2D system comes complete with logger, dash, loom and software. The system is modular and can be added to and expanded if the need arises.

So, why not just use an ECU with internal logging?

In theory racers could do just this, but there are limitations. An ECU's primary task is to monitor and look after the engine. Therefore the ECU will be compromised for logging purposes and will not be able to deliver the depth and quality of information you might need. You can, of course, buy a very expensive ECU, but the costs are prohibitive and they are generally too large for bike use. Most ECU loggers have only a small recording capacity, few spare channels, low sample rates and generally low resolution analogue inputs.

Success in Formula 1 racing is determined by the smallest of margins. A split second shaved off a lap time, wheel traction and speed through the corners are all critical factors that decide who'll eventually sit on top of the podium. Since the FIA standardised the specification of F1 cars this has become even more crucial. It's now up to the mechanics and technicians to analyse and optimise the car's performance so that it always delivers its maximum potential. The use of GPS and telemetry, has given racing engineers the power to interpret vast amounts of data collected either during a race or practice session, and use that information to tune the car for optimum performance. However, even though GPS is widely used for many applications, it is not reliable or accurate enough to be used in F1: the FIA banning of the use of 2-way telemetry and remote engine mapping probably didn't help either. Instead, the industry has enhanced its focus on optical speed sensors in order to ensure that the cars always deliver their best on the circuits. Importantly, the teams rely on the optical sensors to be able to understand any new tyre developments.
So why does the industry prefer optical speed to GPS?

The problem

Car technology today is very complex. Every automotive company does its utmost to ensure that its cars perform as well as they can. This means that each of them invests heavily to constantly improve ride, handling, stability and performance. The same principles apply to F1 and LMP teams, current road cars have more control systems than any current F1 car! These tests have given us such benefits as ABS, ASR and ESP. In order to refine areas like velocity, acceleration, side slip and angles, further testing is necessary not just to improve performance but also to help to design the systems that will solve the problems. Optical speed, distance & slip-angle sensors play a predominant role in this area.

How do optical speed sensors help?

Optical speed sensors are used throughout the automotive industry for:

• Distance measuring in all manner of operating states like standstill, braking, high-speed ride navigation and position.
• Measuring the slip-free acquisition of vehicle speed.
• The determination of slip between rail and track wheel.
• The acquisition of speed changes with direct reference to the track.

Why does F1 prefer speed sensors to GPS for measuring body velocity and slip angle?

The advantages of Correvit optical sensors

Optical sensors have numerous advantages over GPS and offer the following benefits:

• 250 Hz output rate (4ms updates)
• The slip angle is measured referencing the road surface and not the vehicle roof - this is not the same.
• Has low latency.
• Non-contact optical sensor
• Measurement uncertainty of final value better than 0.1% because of precise optical grating technology.
• Can be used under extreme environmental conditions.
• Has a good linear output.
• Easy to use.
• Low maintenance and service demands following many years of refinement.

The disadvantages of GPS

GPS was seen as a "magic bullet" and, for some applications, it is very useful but GPS cannot compete with optical sensors because of its disadvantages:

• Only 20 Hz output rate.
• The antennas have to be mounted on the car roof, which is not good for transient testing.
• Noise is high ( averaging can help the GPS but there are long term errors, lasting 10 minutes normally, which is about 0.3 degrees peak-to-peak: the averaging process can not remove this.)
• To get maximum accuracy you need a 2 meter separation of the antennas.

Direct geo-referencing of airborne images with high precision GNSS technology is an established practice used in aerial survey mapping projects. Unfortunately the use of integrated systems of high quality aerial cameras and orientation sensors has until recently been limited because it was prohibitively expensive. However, the introduction of the Inertial + Navigation system has changed all of that, by improving the measurements and reliability of GPS systems. By combining a high accuracy GPS receiver with the Inertial+ system, a digital camera and a low-altitude aircraft, it's now possible to capture accurate, yet cost-effective, high quality aerial photographic images. This new, low-cost technology has been widely embraced and is now used in a number of applications from aerial, agricultural, land and road surveying to road monitoring, road profiling and asset management.

So how does the Inertial +2 system work?

The Inertial+2 was designed as a drop-in component and takes the serial NMEA data from current GPS receivers, blends it with inertial sensors and outputs the improved data in the same NMEA format. Other input and output formats are also supported.
What are the advantages of the Inertial +2 system?

Smooth Position

GPS often jumps because of multipath and changes to the satellite constellation. The Inertial+2 measurements are computed from the gyros and accelerometers, which do not jump. GPS is used to update these measurements and prevent them from drifting.
See opposite image, Inertial + in RED, GPS in Yellow. The GPS misses sections on the route which shows the need for the Inertial+ to complete the actual route taken.

Download sample DATA

Continuous Position

Even when GPS is not able to make a measurement, the Inertial+2 will output from its inertial solution. Using a wheel speed odometer input the drift rate in position can be as low as 5 metres in 2 minutes.

Orientation

As well as improving position and velocity measurements, the Inertial+2 measures Heading, Pitch and Roll. These are important for correcting cameras or laser sensors.

Dual-Antenna GPS

The Inertial+2 system is designed to use dual-antenna GPS for even greater heading accuracy. Using two GPS receivers, a very accurate and stable heading measurement is possible under low dynamic conditions, such as aircraft flights. Heading accuracy is constant during long flight lines, where inertial systems typically reduce in accuracy.

Save Time

It takes a lot of time to correct poor GPS measurements by hand. Often geo-referenced data is lost because of poor GPS. Hours of time and many geo-referenced images can be saved with an Inertial+2.

Technology

The Inertial+2 system includes three angular rate sensors (gyros), three servo-grade accelerometers and all the required processing in one very compact box. An internal low-cost GPS provides accurate time alignment and makes it simpler to use. Simple configuration software allows the user to change the mounting angle; displace the measurement point to a virtual location; change the GPS receiver type and many more. Once configured the Inertial+ works autonomously and does not require user attention. It can be used by non-skilled operators.

The internal logging enables the Inertial+2 range of products to work stand-alone . Post-mission, data can be output in ASCII text format and loaded in to the software of your choice. The outputs from the Inertial+2 have less delay, or lower latency, than GPS. It is not necessary to wait for the GPS measurement before the data is output. The GPS corrections will still be accepted if they are more than 0.5s late. The precision ADC in the Inertial+2 systems gives more than 20 bits of resolution. The resolution of the acceleration measurements is 0.12mm/s² (12ug). The ADC oversamples the analogue sensors and uses coning/sculling motion compensation algorithms to avoid aliasing of the signals. The internal processing includes the strap-down algorithms (using a WGS-84 earth model), Kalman filtering and in-flight alignment algorithms. The internal Pentium-class processor runs QNX real-time operating system to ensure that the outputs are always delivered on time. What are some of the practical applications of Inertial +2?

There are many key features that make the Inertial+2 easy to use and highly effective.

The Inertial+ 2 system has been used in projects such as power line monitoring where the systems are mounted on a helicopter or light aircraft. Road applications include measuring vegetation along roads prior to hedge trimming. Road safety planners have also used mobile mapping because it can give vital information about potential road hazards like how far round a bend a driver can see from ground level. Improving road safety is an important project for the European Union and many companies are looking at ways of giving clearer information to drivers about road hazards.

Air travellers have faced a series of disruptions over the last few years, thanks mainly to volcanic eruptions and the lingering effects of ash particles in the air. First there was the eruption in 2010 of the Icelandic volcano, Eyjafjallajökull, which caused the cancellation of thousands of flights and the closure of hundreds of airports through northern Europe: then there was the recent eruption of the Chilean volcano, Puyrhue-Cordon Caulle which caused chaos in South America and forced the cancellation of hundreds of Qantas flights in Australia and New Zealand.

There were understandable and widespread criticisms of both the airlines and the civil aviation authorities for the way they went immediately into lock-down: many critics felt the reaction was both disproportionate and illogical as there was no provable evidence to suggest that jet engines would be adversely affected by tiny airborne ash particles. However, in fairness to the authorities they were left with little choice, given passenger safety had to be their number one priority. Yet, could they have done things differently? Well, it appears perhaps they could. The Swiss authorities managed to keep all of its airports open during the Icelandic crisis after conducting its own tests to ascertain the levels of ash within its airspace using a motorised glider equipped with GNSS and LIDAR equipment along with a laser-driven aerosol particle counter.

The pilot of that particular aircraft was Jorg Hacker, Associate Professor of Airborne Research Australia, and head of Environmental Research at Flinders University, Adelaide. He has recently conducted further tests in Tasmania on behalf of Qantas Airlines to check the levels of the residual ash in Australian airspace after the Chilean eruption. Using a specially designed ECO-Dimona aircraft packed with scientific instruments, Hacker determined that there was no longer any danger posed by the retreating ash cloud. Flights have now resumed.

Although the motorised glider was not pressurised, Hacker and his co-pilot were able to take their aircraft up to altitudes of over 20,000 feet using oxygen cylinders. The aircraft's detachable wing pods and fuselage were stuffed full of GPS and LIDAR technology and also carried the latest meteorological sensors to measure wind temperature, humidity and air-particulates. Hacker's task was to capture air samples using an iso-kinetic outlet attached to the aerosol particle counter.

The iso-kinetic outlet slowed down the speed of the air so that it could be accurately measured and analysed by laser. This information was fed to the banks of computers onboard and cross-referenced with GPS co-ordinates and LIDAR mapping to give a real-time view of exactly what was happening outside the plane and allowed the vertical profiling of any pollutants that were present in the atmosphere. This information was then transmitted back to the ground for further analysis. 

It's hoped that this technology will be embraced by other countries, so that early tests on air quality and safety can be carried out in the event of any further eruptions. Grounding aircraft is very costly, and is something the airlines would obviously prefer to avoid if at all possible. The short grounding of Australian planes over the course of just two days cost Qantas an estimated $21 million.

We have been working with Aston Martin for around 20 years, the latest SUCHY logging system has been installed and we had a nice message from Chris Golds regarding the installation....... 

'Thought you might like to see some pictures of our latest Suchy installation. My "customers" are very pleased with the neatness of the installation and also the fact that we have the logger power and USB lead in the cabin of the car. Suchy is definitely the preferred option for my customers!'

'We have just started brakes testing in a One-77 with the 10Hz GPS. I will let you know how we get on.'

Regards,

Chris

Verifying the accuracy of radar and other sensors can be performed objectively and with high precision. The RT-Range is used for the accurate measurement of the relative motion between vehicles and precise measurement of lane position. Typical applications include Adaptive Cruise Control, Lane Departure Warning and Collision Warning Systems.

Cost-effective ADAS test solution

OxTS has launched the new RT2002/RT2004 inertial and GPS navigation systems, a cost-effective component for testing advanced driver assistance systems (ADAS). Combined with an OxTS RT-Range system, RT2002s can be used as a reference for radar, LIDAR and other sensors which are used for accident avoidance. By combining the new RT2002 with the RT-Range you will get a comprehensive, highly accurate and yet cost-effective ADAS testing solution. To read more, click here...

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GPS + GLONASS benefits ADAS testing on the road

In the area of vehicle testing most OxTS users work in open proving grounds with few or no trees and no buildings. In these conditions GPS works perfectly. For ADAS testing in real environments, however, engineers have to venture out to real roads where bridges, trees, high-rise buildings and urban canyons make accurate positioning difficult. The combination of GPS and GLONASS receivers, like in our RT3002G system, means RTK Integer can be maintained at times when GPS-only receivers cannot, giving you the highest levels of accuracy. To read more information and see some test data, click here...

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Lane position on curved roads

If you are developing lane change assistance and lane departure warning systems, then the OxTS RT-Range is the perfect solution for you. It is the only product which accurately measures lane position on straight and curved roads. With the RT-Range, lane position can be measured for three positions in the vehicle. It also measures velocity and acceleration compared to the lane markings and much more. To read more, click here...

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RT-Range - the most comprehensive ADAS test solution

The RT-Range from OxTS is the most comprehensive and sophisticated solution on the market for verifying and testing advanced driver assistance systems. We have already equipped more than 60 vehicles with RT-Range units worldwide. The RT-Range offers a huge list of unique features making it the leading solution for complicated ADAS tests. You can find a full list of all unique RT-Range features explained on our website...

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Exhibitions 2011

Visit us during the SIAT Expo (19th - 22nd January 2011) in Pune, India and see our RT systems for automotive testing as well as the RT-Range - the leading solution for ADAS testing. Our support engineer Steve Boyle will be in India during that week and show our products together with our local representative Automotive Test Systems. Please contact us, to find out more or arrange a meeting at the exhibition.

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Product demonstrations

The best way to convince yourself of the precision and quality of our products is by booking a product demonstration. Our demo systems can be shipped to almost all countries. If you are interested in testing the RT-Range systems, please contact us to arrange a suitable date for you.

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At the heart of the RT3000 family of Inertial and GPS Navigation products is a six-axis Inertial Measurement Unit (IMU). The Inertial Measurement Unit uses three solid-state MEMS angular rate sensors and three servo (force-feedback) accelerometers. The three accelerometers are all mounted at 90 degrees to each other, and the three angular rate sensors are mounted at the same angles as their respective accelerometers. Together they give full 3D motion measurement of the body of the vehicle.

Careful calibration of the Inertial Measurement unit ensures that the normal bias and scale factor errors are reduced (the Kalman filter makes further corrections to them too). More critically, parameters such as misalignment are corrected. Misalignment parameters are critical to inertial measurements and are usually overlooked by people. (For example, if the roll gyro has a 1 degree misalignment angle with respect to the yaw direction and the vehicle rotates round a 360 degree circle then the integrated roll rate from the gyro will have an error of 6.3 degrees! 1 degree alignment is typical of how accurate the gyro is aligned inside its case and is irresective of how accurate you have aligned the case). In the RT3000 we align the gyros to better then 0.05 degrees, and the Kalman filter also removes errors as they accumulate; there is no degradation in performance while circling when using and RT3000.

A powerful, floating-point DSP provides 3D anti-aliasing filters for the inertial sensors. The algorithms on the DSP compensate for coning and sculling errors, allowing the products to work accurately in very high vibration environments. The DSP actually outputs changes in velocity and changes in angle, as is customary for Inertial Navigation Systems.

The survey-grade GPS receivers in the RT3000 use both L1 (civilian) and, optionally, L2 (military) frequencies to measure position, velocity and heading. The receivers have very fast reacquisition and, in the dual-antenna products, heading ambiguities are resolved by tight coupling with the solution from the inertial sensors. GPS is used to prevent the measurements from the Inertial Sensors from drifting.

The outputs of the Inertial Measurement Unit (IMU) are integrated in a WGS-84 Strap down Navigator. The use of Strap down Navigation makes the system immune to effects of earth rotation, transport rate and Coriolis accelerations. The outputs of the Strap down Navigator are the position, velocity and orientation of the system. Together with the accelerations and the angular rates they are output from the Inertial and GPS Navigation System.

The measurements from the Inertial Sensors and GPS receiver(s) are combined to form a blended navigation solution. A 24-state extended Kalman filter, running at 33Hz, corrects the navigation outputs and the Inertial Sensors (for bias and scale factor errors). The lever-arm to the GPS antenna and the angle of the GPS antennas is estimated; the user does not need to survey these accurately. The Strapdown Navigator provides the real-time outputs while the GPS receiver and the Kalman filter work in arrears. This enables very low-latency measurements to be output.

The measurements from the Inertial Sensors and from the GPS can be stored internally, up to 2 GB on current models. The measurements can then be post-processed. The advantage of post-processing is that it is not necessary to transmit the Differential Corrections from the GPS Base-Station in real-time. Instead, the GPS Base Station's information can be combined with the measurements after the mission. Waypoint software is used to post-process the GPS information before combining it with the inertial sensor's information post-mission.

Differential Corrections can be used to improve the performance of the RT3000 products in real-time. The RT3000 has been tested using Beacon, SBS/WAAS and OmniSTAR corrections. We can provide an special GPS Base-Station, the RT-Base, which provides exceptionally good differential corrections.

The RT3000 also includes several algorithm technologies, which are not normally found in competitive systems. These are described below and they help give the RT3000 huge advantages over comparable systems.

Advanced Slip

To improve the Heading and Slip Angle performance, the products include an Advanced Slip algorithm. This algorithm runs a compact car model in the Kalman filter to improve the Slip Angle.

Heading Lock and Dual-Antenna

When stationary for long periods of time, the heading of an Inertial Navigation System tends to drift. In the RT3000 family this can be solved using a Dual-Antenna product or by selecting Heading Lock. The Dual-Antenna products use two GPS antennas and measure position at two locations. The difference in the position of the two GPS antennas gives the Heading of the vehicle. Dual-Antenna means that the heading is free from drift, even when the vehicle has very low dynamics. Heading Lock monitors the speed of the vehicle. When the vehicle becomes stationary, the Heading is locked to its current value and cannot drift. The vehicle can remain stationary indefinitely without the variables of the Inertial Navigation System becoming too inaccurate to use.

Garage Mode

Many vehicle tests require the vehicle to return to the garage in between tests for changes and alterations. Sometimes these alterations can take many hours. During this time the Inertial Navigation System's variables will drift and they may not be able to recover when GPS becomes available again. To solve this, the RT3000 family includes a Garage Mode option. Garage Mode identifies when the product is in the garage and applies special corrections to keep the internal variables stable, even though GPS is unavailable. Then when the vehicle leaves the garage it can recover to full accuracy very quickly.

GPS Anomaly Rejection

GPS receivers often make measurements that have very large errors in them. If these errors are used to update the Inertial Navigation System then they cause havoc and can make the system unstable. The RT3000 family identifies GPS measurements that are incorrect and rejects them. This leads to a more robust positioning solution.

INS Drift Recovery

There are times when the Inertial Solution and the GPS measurements cannot be matched together. When this happens, the GPS measurements are rejected. But when too many GPS signals are rejected it is important to suspect that there is a problem with the Inertial Sensors instead. The RT3000 family is able to recover from these situations by monitoring the GPS and Inertial Solutions when they disagree. Special algorithms force the two back together if there is a mismatch for too long.

Wheel Speed Aiding

For survey vehicles, particularly road survey and rail survey, the drift from the RT3000 family can be significantly reduced by using wheel speed. When GPS is not available, wheel speed can keep the velocity stable and prevent it from drifting. The products are able to identify wheel slip and discard the wheel information when the wheel is slipping.

OxTS launches new 2cm accurate member of RT2000 family

OxTS is releasing the RT2002 inertial and GPS navigation system, a cost-effective component for testing advanced driver assistance systems (ADAS). Combined with an OxTS RT-Range system, RT2002s can be used as a reference for radar, LIDAR and other sensors that are used for accident avoidance. Straight and curved roads can also be surveyed and then used to compute lane position. Used by itself the RT2002 is a reference for automatic parking applications.

Since the RT2002 can relate all its measurements to the heading direction of the radar, it will work equally well on curved and straight sections of road. This overcomes the problem GPS has, which always has the slip angle as an error. On curved roads GPS cannot give the correct lateral range.

Using new, cost-effective technology, the RT2002 is able bring the price point of a complete RT-Range package closer to a GPS solution while still maintaining all the benefits that an inertial navigation system brings. As well as solving the heading-slip angle problem, the RT2002 benefits from 100Hz or 250Hz update rates; low (3.5ms) latency; using roll and pitch angles calculations; having all the outputs delivered in real-time using the CAN bus; etc.

The RT-Range, coupled with our RT3000 and RT4000 products, is already used worldwide for verifying the accuracy of ADAS sensors. By combining the new RT2002 with the RT-Range you will get a comprehensive, highly accurate and yet cost-effective ADAS testing solution.

All Formula 1 Teams, some LMP Teams, Tyre Manufacturers and anyone who needs accurate body velocity and slip angle choose to use the CORREVIT Optical Sensor. Although there have been advances in GPS technology it still has not come close to replacing the optical sensor in terms of accuracy or response.

The advantages of CORREVIT Optical Sensors are:

• 250Hz output rate (4ms updates)
• The slip angle is measured lower down in the vehicle
• Has low latency

Disadvantages of GPS:

• Only 20Hz output rate
• The antennas have to be mounted on the car roof, which is no good for transient testing
• Noise is high (Averaging can help the GPS but there are long term errors, lasting 10 minutes normally, which is about 0.3 degrees peak-to-peak that the averaging process cannot remove.
• To get the maximum accuracy you need a 2m separation of the antennas. Try that on a European car!
  

Turkish blind pop singer Metin Senturk has defied the odds by breaking the world speed record for driving by a visually-impaired person.

Metin reached a new record of 182.03 miles per hour, in his Ferrari F430, with a 600 horsepower engine.

The event took place at the runway of Sanliurfa airport in the eastern Turkish town of Urfa.

The speed was measured by a Datron MICROSAT system which utilises GPS technology to measure speed and distance.
The record protocol defines the record to be the average speed over a measured mile in both directions in order to negate wind and gradient effects. The two runs also have to be made within an hour of each other.
The first run measured an average of 183.14 mph (294.67 kph), the second run acheived 180.92 mph (291.10 kph). The combined speed attained over the two runs was 182.03 mph (292.89 kph). In addition to the average speed Metin got to a top speed of 188.7 mph (303.62 kph) during his first run.

Metin said "I don't think there are any words to describe this feeling. I am really happy. It was really hard, like a dance with death," said Metin, who has been blind since the age of three.

Following Metin in a separate vehicle was former rally driver Volkan Isik, who guided the blind man by sophisticated radio system supplied by Telsan.

There are a couple of news articles containing videos which are worth looking at:

BBC News

YOU TUBE 

GUINNESS RECORDS STORY

• Datron are pleased to announce the UK agency for Suchy Data Systems who's products are developed specificaly for Automotive Test Applications where comprehensive data is required from test drive programs.
  Suchy's products have been designed after many years of technical feedback from real-world test engineers and test program managers.
  
  Vehicle Testing needs to be an efficient and cost-effective process with test drives performed with accuracy and repeatability time after time. The Suchy systems enable specific test programs to be developed which the test driver can follow accurately being prompted by the system driver display. The display can be programmed with driver prompting messages but also gives valuable feedback to the test driver.Real-time graphic and numberic data can also be displayed simultaneously on a large TFT VGA display if the test engineer is also in the vehicle. The systems built-in intelligence ensures that a test is voided when basic parameters are not met,therefore ensuring that only useful,accurate data is stored.
  
  The Suchy Data Systems core product is the 2HE-PCI (pictured right).The heart of this feature-rich Data Acquisition system is an Embedded WinXP PC.The system has multiple sensor inputs including 16 analogue,16-bit inputs (10V bi-polar) with a 250KHz total sample rate.In addition the system can have from 8 up to 88 galvanically isolated Type-K thermocouple inputs with 24-bit resolution.Even more temperature channels can be added using compact 32 channel external expansion units.
  A fully equipped 2HE-PCI-T88 with 88 Thermocouple Channels and it's standard channels is one of the most compact PC-based systems available in the industry.
  Separate inputs are also available for digital speed sensors,RPM sensors,GPS and up to three CAN bus data streams. Multiple internal and external trigger functions are standard features.
  All physical inputs have a status LED to indicate that the required inputs are activated.Green is OK;Red indicates that sensors are incorrect or broken or the required input has not been connected.  Another invaluable aid to test security.
  Sophisticated Software modules focus on Performance Test, Fuel Economy and support for multi-channel thermocouple acquisition. The system complies to EU regulations for in-vehicle test procedures compensating for ambient temperature and air pressure changes.
  As test scenarios become more and more demanding,Suchy Data Systems can provide individual software modifications,on request,to adapt the system perfectly to the test engineer's needs.
  All these unique features mean that test drivers and engineers can begin their test programs with absolute confidence and complete their work quickly and efficiently.
  
  Suchy Data Systems have developed a number of other Automotive Test products including:-
  
  xProGPS : for recording comprehensive GPS-based vehicle dynamics parameters and vehicle CANbus data.
  xProLog : for recording vehicle CANbus data together with GPS for vehicle route mapping.
  xProFLG : a Driver's aid system which is a perfect support tool for endurance test cycles.
  xProTFT : VGA Displays from 6.5" to 12.1". Robust, 12volt powered,high resolution, wide viewing angle displays giving a brilliant picture.(Touch screen option on request)
  xProINS : when added to the xProGPS or 2HE-PCI products it turns them into a high accuracy INS system.
  
  For further information and a demonstration of these technically advanced and innovative systems please contact Datron on 01908 261655 today.

Throughout the UK Police Forces are equipping their Collision Investigation Units with VERICOM Brake and Dynamics testers from DATRON TECHNOLOGY.
A total of 18 Police Forces in England,Wales and Ireland are now using the VERICOM VC3000 & VC4000 products with several more planning to order in 2010.

The Vericom instruments offer many advantages over the types of Skid Testers and Decelerometers that have been in use by Police C.I.U's for many years.Having Dual and Tri-axis accelerometers built-in Vericoms are able to measure not just vehicle Skid-to-Stop and Road Friction Co-efficent but also vehicle accelerations to set speeds,between set speeds and also over time and over distances which are defined by the user.

In addition to the standard braking and acceleration testing some Forces have purchased
VERICOM DAQ (Data AcQuisition) models to undertake more complex testing functions such as Air and Hydraulic Brake pressure recording on HGV's and LGV's to determine the effectiveness of the braking system.
Up to 12 additional sensor may be connected to the Vericom DAQ models so the data from these sensors will be recorded simultaneously with the braking parameters.

Other applications for which the Vericoms are being used are.............
# Motorcycle braking and acceleration testing,including Horsepower calculations to establish if a bike has been de-restricted.
#Recording forward and lateral accelerations over short distances when pulling out from a T- junction.
#Brake pedal pressure and travel recording during braking.                                                                                                           #Using the GPS sensor data (optional on VC4000PC & DAQ models) for geographical location data where tests are done.

and many others.....................................

For the latest information and prices on the Vericom VC4000 range or if you would like a demonstration and evaluation contact the Datron team today.

DATRON are pleased to announce a new range of data recorders from ISAAC INSTRUMENTS INC.
Based on a wealth of experience and customer feedback ISAAC have completed a major redesign of their data recording systems and associated peripherals.
The NEW DRU900 series data recorders now have universally programmable sensor inputs so any sensor with digital or analogue signal output can be connected to any user specified input channel.If using a sensor from Isaac's extensive range then set-up and calibration is simply done by entering the sensor serial number into the configuration software.
All DRU recorders are supplied with 512MB of internal data memory which is upgradeable to 4GigaBytes.

Isaac Recorders are available in four basic versions.......

The DRU900 configured exclusively for Vehicle databus signal recording

The DRU908 which is the same as the DRU900 but has 8 universally programmable sensor inputs.

The DRU908-SLD (pictured right) which is an environmentally sealed IP67 version of the DRU908.

The DRU916 which has 16 universally programmable sensor inputs.

ALL Isaac data recorders have the following common specification........

2 x CAN2.0a/b inputs (SAE-J1939,SAE-J1979,ISO15765,OBD-II).
1 x SAE J1708/SAE J1587 inputs.
Memory 512MB memory (4GB option).
3 x internal accelerometers.
Sample Rate up to 4KHz on all external sensor inputs.
All data protected in case of power loss.
Operating temperature range minus 40 degC to plus 85 degC.
IP protection IP65 (IP67 on DR908-SLD).
Black Anodised Aluminium enclosure.

ALL Isaac data recorders have a wide range of compatible sensors,peripherals and communications devices.
Using CAN 2.0, the NEW Isaac Device Network (IDN) consists of modules such as a 20Hz GPS receiver,a Relay Controller,an 8 input Thermocouple signal conditioning module and several others.
Isaacs wireless communication options include transceivers for Bluetooth,WiFi,900MHz wireless and GPRS.

If you are involved in Vehicle Development Testing,Vehicle Durability Testing or Fleet Management contact DATRON
today for full details of these outstanding,feature rich ISAAC Instrument products.  

Datron exhibitied at the Institute of Traffic Accident Investigators (ITAI) Conference and Exhibition on 26th/27th September 2009.The event,which takes place every two years,was at the Hinckley Island Hotel,Hinckley, Leicestershire,U.K.and was held in conjunction with the German-based EVU,an allied organisation.Papers were presented by scientists and practitioners from both organisations to delegates from all parts of Europe,North America and the Far East.

Datron exhibited the VERICOM range of testers together with the OXTS RT and Inertial+ dynamics and survey products.

The VERICOM VC4000 range is the latest in a line of products in use by Accident Investigators for over 25 years worldwide.On show were the VC4000PC and VC4000DAQ models together with their accessories and the Profile4 analysis software.
The VERICOM Testers are now in use by many Police Forces in the U.K and Ireland.They offer many more functions than the traditional skid-to-stop testers including acceleration tests,GPS data,lateral G measurement and many more.
The VC4000DAQ model has inputs for up to 12 additional sensors so for example can be used to record pressure data from air brake systems on HGV's.

Also examples of the OXTS RT2500 and Inertial+ products were exhibited.The OXTS products have applications for some of the more  unusual measurements in accident investigation;for example a coach roll-over accident.
The OXTS products are also used by many organisations for surveying road surface quality,road system infrastructure and also in aerial survey work.

DATRON offer an Instrument HIRE service of both Vericom and OXTS products.This is ideal for those practitioners who do not have a constant requirement for test instruments.        Call us today for hire prices and to reserve a unit.

Datron now have a complete range of Sensors and Data Acquisition systems which are ideal for development and fleet testing of  ALL types of Low Carbon Vehicles.

Our systems are suitable for testing of Hybrid (HEV), Full Electric(EV), Fuel Cell and High-Efficiency conventional vehicles of all types.Cars, Vans, Motorbikes and Buses plus Light and Heavy Commercials,etc,etc can all be instrumented.
Development of technologies such as K.E.R.S , capacitive and mechanical energy storage, hydrogen, bio-fuels and other forms of energy generation and recovery can benefit from accurate and reliable measurement and data recording.

Whether for development of drivetrain, chassis, energy evaluation,battery monitoring or vehicle dynamics our team can configure efficient and cost-effective systems tailored to our customer requirements.

In addition to supplying tools for the engineering development of Low Carbon Vehicles we have tried and tested solutions for Fleet Testing enabling accurate evaluation of usage patterns,driver style, fuel-saving and energy efficiency parameters.

Our systems provide a flexible and simple-to-use technology with plug & play sensors, easy connectivity to vehicle CAN & OBDII plus intuative software packages for configuration and data analysis.

Datron are already involved in projects with a number of well know names in the EV/HEV vehicle field so if you are working in Low Carbon Vehicle technology and are unsure about how to best monitor vehicle systems parameters to give you the data you need; then talk to the Datron team today.

Datron Technology is pleased to be able to offer the VEYPOR Digital Dash, Data Logger & Performance Meter for under £350.00 complete and ready to go.

The VR2 has all the features of the Veypor along with advanced datalogging, lap delta time display, drag coefficient measurements, and a built-in clock and calendar.

The VR2's accuracy comes from a dual motion sensor architecture using both a 3-axis accelerometer and a wheel rotation sensor.

The VR2 is housed in high strength ABS plastic coated with black metallic paint. The paint is durable and scratch resistant and actually adds strength and rigidity to the case making it extra tough.

This incredibly versitile, easy to fit, Dash can be fitted to almost any vehicle - in particular bikes. Used in the most basic form, it offers a Speedometer, Tachometer, Odometer, Gear Position,  Shift Light and even Fuel Level & Consumption (Perfect for Special builds & Kit Cars etc.).

However, the VEYPOR offers much, much more - the principle of measurement uses a 3-axis accelerometer and a wheel sensor input and takes an RPM signal from the vehicle. This may seem very simple in today's world of GPS, but by not using GPS it does not suffer losses of signals or drop-outs (bridges, trees, tunnels etc) - VERY important for day to day road use. Another big advantage is that the update rate is a true 100Hz - speeds most GPS devices at much higher costs can not even get close to.

For additional information and/or advice, please contact veypor@datrontechnology.co.uk or call 01908 261655

Datron are pleased to be the sole UK supplier of the VERICOM VC3000 & VC4000 range of instruments which are used in Collision Investigation for measuring and recording deceleration,coefficient-of-friction and skid-to-stop testing.
These outstanding products have been developed over many years in the USA in close co-operation with police and university establishments.
They are in use by Police Collision Investigation Units (C.I.U) throughout North America,Australasia and many other parts of the world.
The VERICOM is quickly becoming the instrument of choice of many UK Police C.I.U's throughout the country.

There are several basic products available today for braking and coefficient of friction measurement.The feature-rich VERICOM goes much further by having many additional measurement functions such as forward acceleration measurement,lateral acceleration
measurement, instant viewing of test results and large data memory; to name just a few.

A unique feature of the VERICOM is it's Run Duration Protocol (RDP) function.Many deceleration testers measure the deceleration from (typically) a minus 0.2G falling trigger point through to a rising minus 0.2G stop point.This does not give true test results because the measurement should stop when the vehicle speed is zero and not when the deceleration reaches the minus 0.2G rising point.This can be responsible for a considerable error in the calculation of deceleration,speed and distance (i.e. inaccurate data).By using a VERICOM with it's RDP function collision investigators can be confident that their test data is completely accurate.

Using the VERICOM DAQ models it is possible to input signals from sensors which will be integrated with the basic time,deceleration,speed and distance measurements.One typical application is recording pressure information from sensors attached to points on HGV air brake systems.Another is measurement of brake pedal force and travel. 

It is very important for Collision Investigation Officers to be able to provide comprehensive and accurate data in a courtroom situation.
Using the VERICOM computer-based data analysis software officers can easily integrate graphs and numeric data into their accident reports to give clear and concise evidence.This is very important in securing convictions enabling many reckless and dangerous drivers to be kept off UK roads.
DATRON are pleased to be able to support UK Road Safety in this small way.

A comprehensive two-day training course in the use of VERICOM products in Accident Investigation is now offered by the  Accident Investigation Training School (A.I.T.S.).Information is available by logging on to www.aitsuk.com or call 01285 864650.

If you are a Police C.I.U. Officer or an independant C.I practitioner and want to know more about the VERICOM please call Datron today for full product information and to arrange a demonstration/evaluation.

Fuel Funny Car Drag Racing is one of the world's most extreme motorsports.Datron supplied an ISAAC Instruments data recorder and sensors to the Shockwave Funny Car Racing Team to measure engine and drivetrain parameters during their quarter-mile races.Sensors were easily installed by the team mechanics to measure Engine RPM,Driveline RPM,Clutch movement,Fuel Pressure,Oil Pressure,Supercharger absolute pressure and all eight exhaust gas temperatures.The ISAAC V-7 PRO data recorder which incorporates 4MB of memory and a dual-axis accelerometer was fitted into a purpose made aluminium box together with a very small 12 volt acid-gel battery to power the system.The Isaac Set-up & Analysis software enables simple recorder configuration and download of race data.This provides valuable information to the team about engine performance and condition allowing changes in tune to be made with confidence and possible problems to be identified.It is possible to extend the Isaac system to add even more sensors as the team requires so throttle position,fuel flow,etc,etc can also be recorded.

During engine warm-ups in the pits the team are able to use the ISAAC Real-Time PC Display.The ISAAC recorder in the car is connected to the PC via USB allowing all sensor data to be viewed numberically or graphically.Important engine parameters such as idle speed and fuel pressure can be adjusted and other parameters such as oil pressure monitored.

A unique ISAAC feature is an optional Bluetooth comms module giving the ability to use a Palm PC (PDA) to view data in real time and also to start/stop recording and download data.In Drag racing this means that in the start line area during fire-up,warm up,burnout and staging the Crew Chief can monitor all sensor parameters on the PDA and make last-minute decisions about the race before the driver releases that enormous power,rocketing the car down the strip.Recording can be started just before the race to avoid unwanted data being logged.Recorded data also gives valuable feedback to the driver about acceleration,throttle position,etc.

Shockwave Crew Chief and joint team owner Dave Bryant commented " The Isaac system was simple to install on the car and immediately gave reliable data every time.The support we received from Datron was second-to-none,being available throughout race weekends.I would recommend Datron Technology and their ISAAC systems to any European Drag Racing team who want a reliable data recording system at a reasonable price."

The Shockwave team of owner/driver Gordon Smith, owner/crew chief Dave Bryant and all of their pit crew and support team display a highly professional and enthusiastic dedication to racing their Funny Car. To find out more about Funny Cars and Fuel see our FAQ section.

Datron's ISAAC recording system is ideal for all teams in Pro-class Drag racing.Whether it's a Dragster or Funny car,a Pro-Mod or Pro-Stock,a Funny Bike or Super Twin there's a Datron- Isaac system to fit the bill at a very attractive price.Datron also have other products suitable for Sportsman and Bracket racing classes.Find out more! Just give us a call ! 01908 261655

Datron's Pegasem GSS11 & GSS20 non-contact doppler radar speed sensors are "a hit" with UK railway rolling stock engineers.
The GSS11 single beam and GSS20 dual beam sensors are an easy-to-fit accurate solution to provide independant speed and distance measurement
in many railway environments whether on a rolling stock manufacturers test track or out on the main line.

The GSS doppler radar technology has been refined to give accurate speed and distance data; free from errors associated with wheel slip,GPS blank areas or surface changes.

In addition the GSS sensors will indicate direction-of-travel and has the choice of
digital pulse and/or analogue voltage outputs.

Datron's non-contact doppler sensors are now in regular use with a number of UK railway organisations.These include Passenger Rolling Stock builders plus also infrastructure testing and maintenance organisations in both mainline and commuter railway environments.

Datron also Offer the DRS1000 doppler Radar sensor which is ideal for applications where the sensor is fixed trackside and senses the speed of passing trains.

For more information on Datron's products for the railway industry contact our product specialists.

Latest Vericom vehicle tester launched by Datron

Datron are please to introduce the latest development from Vericom Computers a U.S.-based company who's products are fast becoming a world-wide standard in Vehicle Performance testing and Police Department Accident Investigation work.

A result of over 25 years of development the NEW VC4000DAQ instrument is ideal for all situations where engineers and officials need to measure and quantify tyre-to-road surface friction and vehicle performance parameters.

Now with OBDII interfacing, 5Hz GPS,a large 58 minutes of data storage and up to 16 external sensor input options the VC4000DAQ becomes an instrument with a huge range of vehicle test applications. The internal Tri-Axis accelerometers have programmable ranges of 0-to-2G or 0-to-6G, with selectable sample rates of
1Hz,10Hz,100Hz,500Hz or 1000Hz at 16-bit resolution.Digital self-levelling is done automatically.

A total of up to 16 external sensors may be connected to the VC4000DAQ and easily configured using Vericoms'quick-connect, plug-and-play feature. So GPS,tachometer,pressure,temperature,force and many other types of sensor enable the user to build a reliable data acquisition system.

A variety of PC interfacing is available as standard;USB,RS232,Bluetooth,SD Flash card and data streaming.The Vericom Profile-4 software is XP & Vista compatible and is a powerful,user-friendly package giving engineers and officers the ability to graph, overlay,compare,tabulate and display test data using pre-programmed graphs and tables or users can design their own to create specific reports.The software may be used on several computers without any additional licencing costs.

User calibration checks are easily made avoiding the additional costs and down-time incured when other manufacturers devices have to be annually factory calibrated.

The VC4000DAQ is supplied in a professional-style,multi-pocket camera bag for easy transportation of the unit and many of it's accessories.

The feature-rich,user-friendly VC4000DAQ is an ideal test tool for vehicle engineers doing single or multiple-vehicle testing,drag racers and also for Police Traffic Accident Investigation Departments for whom accurate,reliable data is essential for court room presentations.

Contact Datron today for full VC4000DAQ product information and to arrange a demonstration.

LTI Vehicles and their predecessors have been building the world famous "London Taxi"
since 1948.(see www.lti.co.uk)

Safety,Comfort and Economy have always been in the forefront of their phylosophy.Black Cabs operate in one of
the most demanding urban environments;the streets of London and can be hailed in other major cities.

To enhance the companys vehicle testing capabilities on the NEW TX4 models(pictured),LTI Vehicles have invested in test systems
from Datron Technology.They are using a Vericom VC3000DAQ system for brake testing and performance testing and also an
Isaac Instruments V7-PRO Data Logging system for logging and analysis of drivetrain parameters.

The VERICOM VC3000DAQ is used by LTI to measure stopping distance,time elapsed,average deceleration and
peak deceleration in development trials of the TX4's ABS braking system.The easy and simple to operate VC3000 means
that multiple tests can be made very quickly in succession so that,for example,any brake fade can be detected.
Brake pedal effort and travel are also measured by LTI using a brake pedal mounted load cell sensor
and a wire potentiometer.

The VC3000DAQ is also used in it's "Acceleration" mode to enable LTI Vehicles to optimise and benchmark a variety of engine
and drivetrain configurations.The system will measure acceleration from zero or between various speeds in a vehicles
performance envelope,for example 20 to 40 mph or 30 to 50mph.It also records lateral accelerations when a test vehicle is
cornering.

The sensor measures relative motion - point it at what you want to measure. Either the sensor or the target may be moving - or both simultaneously. The sensor may be used to measure the speed of a surface such as the ground.

Non-contact sensing means that the sensor measures only the true relative motion of the target. For vehicle ground speeds, wheel slip is no longer an issue. For conveyor belts, the actual speed of product can be measured. For amusement park rides, the support structure can act as a target.

The sensor can be used for quick, portable measurements or it can be mounted permanently to monitor a single lane of a highway as part of a complete monitoring system. Multiple sensors placed on an overhead structure such as a signpost or overpass can be used to give a complete picture of traffic flow by lane in a given location.

Traffic Monitoring
The Doppler Radar Speed Sensor can be used in many different traffic monitoring situations to give vehicle speeds and counts. It can also be used to give estimates of vehicle length which can be used in classifying traffic flow by vehicle type.

Amusement Park
Perhaps one of the most demanding applications of the Doppler Radar Speed Sensor is in amusement park ride testing.

Inertial Navigation News

Whether you are involved in Vehicle Dynamics Testing, ADAS testing or Slip Angle measurement, the following news will be of interest to you...

OxTS works with IDIADA and ABD on ADAS test systems

OxTS, IDIADA and ABD are combining their expertise, their high-technology systems and excellent facilities to provide customers with a complete ADAS testing solution. To read more about this, click here...

Cost-effective improvement to GPS measurements

Problems with GPS jumps and drop-outs? The newly developed INERTIAL+ Navigation System is an extremely price competitive solution for improving measurements from a GPS receiver. Read more about the benefits of the INERTIAL+ here...

250Hz and dual GPS - RT2502-250

The low-cost RT2500 family is now available with both dual GPS and 250Hz update rate. Perfect for slip angle in all dynamic conditions, the RT2502-250 is faster than GPS-only solutions, with smoother high bandwidth measurements. The RT2500 family is cost effective too, costing about the same as an optical slip sensor.

Demo systems available

We have many demo systems available in the UK. If you are interested in testing the RT Inertial and GPS navigation systems, please contact us to arrange a suitable date for you.

FMVSS 126 - Electronic Stability Control

The high-precision RT Inertial and GPS navigation systems will make the job of performing ESC tests a lot easier. It will also save time and increase accuracy and repeatability over conventional sensors. To read what makes the RT systems the ideal tool for ESC testing, click here...

Datron Technology is the UK distributor of the RT line of Inertial and GPS systems. If you would like to receive additional information on our products, a quotation or a product demonstration then we would be happy to help.