July 2012 - Datron Technology

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.

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.

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?"

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."