Commenting on the change to Penny + Giles Hall effect sensor technology, Geartronics managing director Neil Wallace explains: “The strategy to successfully get out of one gear and engage the next as quickly as possible is not just a case of cutting the engine or blipping the throttle for a few milliseconds and hoping for the best!”

Gear up-shifts or down-shifts are essentially a two-stage process – first to disengage the current gear, then to engage the next gear. The times for both processes vary depending on complex dynamic factors acting on the vehicle at the time, which are impossible to model or predict.

The Geartronics ‘closed-loop’ control system uses a gearbox control unit (GCU) in conjunction with Penny + Giles SRH280DP sensor inputs to modify its own operation – in real-time. In the context of semi-automatic gear selection, the closed-loop system monitors the gear position sensor to determine the precise angular position of the gearbox selector barrel. This information is fed back to the GCU control algorithm so the pneumatic actuator, engine torque reduction or throttle blip can be turned on and off as necessary to effect the fastest and most reliable gear shifts.

Neil emphasises that a closed-loop system is absolutely reliant on receiving accurate feedback from the sensor, so the Penny + Giles SRH280DP Hall effect sensor is effectively the cornerstone of the system.

By contrast, an ‘open-loop’ system has no feedback mechanism, and simply relies on fixed timers to govern the various shift events. An open-loop system therefore applies the same engine cut or throttle blip duration for every shift, regardless of whether those times are appropriate for each individual shift requirement.

Geartronics’ sequential gearbox shift systems are used in extreme autosport environments such as formula and GT car racing and rallying, and, more recently, have been specified on the Ariel Atom V8 road car. Combining sophisticated electronic control and extremely accurate Penny + Giles rotary sensors, the pneumatic shifter mechanism directly controls the gearbox cam-drum or barrel, and eliminates the requirement for driver operated shift linkages.

A committed user of Penny + Giles SRS280 resistive rotary position sensors for more than nine years, Geartronics began specifying a competitor’s sensors following the introduction of Hall effect technology, but as Neil Wallace explains, they very quickly proved unreliable, were causing numerous problems, and in some applications, were failing within a couple of hours due to the high levels of vibration generated by V8 race engines.

“Fortunately, at around the same time we learned that Penny + Giles had introduced its own hall-effect sensor, the SRH280DP, so we began testing them on our shifter systems and saw an immediate improvement. In fact, when they were installed mid-season on two single-seat V8 racing cars, they proved 100% reliable for the remainder of the season.”

He says that the non-contact technology used in Penny + Giles Hall effect sensors is more reliable as it’s not affected by vibration – an important benefit compared to the wear experienced with resistive contacts, and adds that direct comparison is difficult as Geartronics hasn’t had a Penny + Giles SRH280DP fail.

Penny + Giles provides Geartronics with a mix of standard and bespoke SRH280 sensors including the special, double-output SRH DP versions that can be used to send separate signals to both the GCU and the engine management system (ECU) or data acquisition systems.

Summing up Neil Wallace says that for any semi-automatic shift system to work consistently and reliably under all conditions, the GCU needs, ‘as an absolute minimum’, to measure the gearbox barrel position, throttle position and engine speed, and that’s exactly what the Penny + Giles SRH280DP Hall effect sensors help us to do.

Geartronics provides its sequential gearbox shift systems to winners in a wide range of motorsport disciplines such as British and European Hillclimb Championships, open-wheel ‘formula’ racing, GT & sportscar endurance racing and rallying.

For enthusiasts requiring more information, a YouTube video (Search: Steiner Marcel La Roche 2011) shows an under bonnet view of a system operating real time in a Steiner Motosport Osella FA30.

Penny + Giles’ popular SRH280 contactless rotary position sensors use a factory programmable non-contact Hall effect sensor system. The SRH280P & SRH280DP provide reliable and accurate rotary position measurement in extreme motorsport and industrial environments where shock and vibration can occur. These sensors use the popular 38mm flanged housing with an environmental protection rating to IP68.

SRH280P & SRH280DP operate from either 5Vdc regulated or 9-30Vdc unregulated power supply and are available with analog (0.5 – 4.5Vdc and 0.1 – 4.9Vdc) or digital (PWM) output signals.

The sensor is factory programmable, allowing you to specify the output signal type, the measurement range (0-20° to 0-360° in 1° increments) and the output direction (clockwise or anticlockwise). It has a 12 bit resolution (0.025%) over the selected measuring range, and operates from -40 to +140°C when powered at 5Vdc.

Key Features include contactless Hall effect technology; single or dual output channels; 5Vdc or 9-30Vdc supply; total sensor measurement range from 0-20° to 0-360°; analog or digital (PWM) output; 12 bit resolution over selected measuring range; low noise level (1mVrms) on output signal; operating temperature -40° to +140°C; environmental protection to IP68; crush-proof mounting flange with steel inserts, and rapid availability.

“As focus within top level Motorsport moves towards fuel efficiency, accurate monitoring of fuel usage is rapidly becoming an essential element of most telemetry systems”, says Mike Rees, Head of Marketing at Gill Sensors. “The Gill Fuel Flow Meter has been designed specifically to address these requirements, providing governing bodies, race teams and engine developers alike with a means of accurately monitoring fuel flow and usage in real time”.

The Ultrasonic Fuel Flow Meter uses Gill’s proven ultrasonic measurement technology to detect bi-directional fuel flow rate to 0.3% accuracy in real time. This technology has a number of major advantages over impeller flow meters, the most significant of which is the removal of mechanical parts from the flow path. This ensures minimal pressure drop across the meter, providing true flow rate data with little impact on the flow itself. The removal of mechanical moving parts and bearings also eliminates mechanical damping and allows much higher temporal resolution and accuracy for the capture and measurement of high frequency pulsating flows.

The detail provided within the flow data allows engineers to fully analyse fuel flow characteristics, with the meter’s high level of sensitivity allowing even the pulses of individual fuel injectors to be identified at low RPM limits.

The Ultrasonic Fuel Flow Meter has been designed for use with all race fuels, including aggressive ethanol blends, and is capable of accurately recording flow rate from 0.5ml/min to 6500ml/min. With no moving parts to jam, break or wear out, the meter provides extremely reliable operation even in the harshest of operating environments.

The meter features a newly-developed electronic platform, which integrates the latest FPGA technology capable of measuring flow rate up to 4000 times a second. In addition to a digital output, a 0-5V analogue output is provided across the calibrated flow range.

The Gill Ultrasonic Fuel Flow Meter has undergone a series of dyno and car tests to date, including a day’s testing on a Core Autosport LMPC race car at Palm Beach International Raceway in December 2011. Another series of high profile car and dyno tests are scheduled in Europe and America throughout January and February 2012.

Used as a testing ground for the next generation of world-class engineers, Formula Student challenges university students from around the world to design and build single-seat racing cars with the aim of inspiring the next generation and addressing the all too apparent skills shortage in engineering.

Commenting for UH Racing’s Formula Student team, engine specialist Craig Brant says: “The 2011 season has been one of the toughest yet, but UH Racing was named top UK team and achieved an overall third place at the Formula Student UK event held at Silverstone. We were also awarded top UK team and overall seventh place at the Formula Student Germany event.”

Like many other racing formulas, vehicles entering the Formula Student event are subject to restrictions, including a maximum 600cc engine size and air restrictors to the engine. However, Formula Student is one of the most open formulas in the world with teams able to choose single cylinder or v-twin engines, many derived from powerful, high-revving motorbike units. UH Racing’s car – dubbed UH14 because it is the University’s fourteenth combustion-engine vehicle since entering the event in 1998 – uses a 600cc, four-cylinder, four-stroke Yamaha engine.

For 2011 many teams have taken a different approach, opting for a lightweight design with very small wheels and a single cylinder engine to give them an advantage on the skid pad and sprint course.

However, as Craig explains: “With UH14, UH Racing has continued the approach of using a more powerful but slightly heavier engine, but has also started to adopt Formula One technologies including the use of a carbon fibre body, tyre pressure monitoring systems and tyre temperature. We have also been lucky to have students in work placements with Cosworth Racing who, through sponsorship, have offered technical advice and supplied useful equipment.”

He goes onto say that because the track for the 2011 endurance event was tight and twisty, UH Racing wanted to replace its usual gear lever with a paddle shift system to enable drivers to change gears more quickly, easily and safely, and in turn improve lap times.

The initial student-designed system involved steering wheel mounted paddle switches actuating a solenoid attached to the engine block, which in turn moved a gear selector on the engine to change gear. However, tests revealed that the system’s ECU read the gear position based on the wheel speed of the car and the data couldn’t accurately provide drivers with a dashboard display showing which gear was selected.

To achieve a more definitive gear position the team decided to monitor the barrel of the engine using a sensor installed on the barrel position of the gearbox. Now, when it moves the selector forks to change gear, the rotation is changed and the team is able to determine exactly which gear has been selected.

UH Racing’s Yamaha-based engine has its gearbox mounted to the engine, making it a very compact unit. However, the sensors mounted on the engine block and gearbox barrel are subjected to extremely high levels of shock and vibration over long periods, so the team needed a sensor that would withstand the mechanical abuse from the engine/gearbox configuration.

Having already partnered Active Technologies (AT Power) in developing a Formula Student throttle body, the University of Hertfordshire again approached the company for advice. AT Power had themselves recently begun using Penny + Giles throttle position sensors on its own throttle bodies and after further testing and discussions with Penny + Giles engineers, the same advanced TPS280DP sensors were also specified for use on UH Racing’s gear position system.

As Craig explains: “Previously, we had used potentiometer-based sensors from another manufacturer, but we decided that for this season a more advanced sensor was needed. As AT Power had recommended the TPS280DP for the throttle bodies, we approached Penny + Giles to source the same sensors for our new gear position system.”

Penny + Giles tailored the throttle position sensor to UH Racing’s specifications and the team designed its own mounting bracket for the engine. The sensor was then factory-programmed with a 360° rotation to allow it to read the full range of gears. The throttle position sensors are now connected to the gear position barrel and provide feedback on the exact position of the barrel and therefore the exact gear number.

The Penny + Giles TPS280DP uses a factory programmable Hall effect sensor with two outputs that can be programmed individually for angular range, output range and direction. It has no contacting sensor parts, which ensures zero signal degradation over the lifetime of the sensor, and has a tested life of more than 60 million operations – more than 18 times the life of an equivalent potentiometer. In addition, when powered with 5Vdc, the sensor has an operating temperature range from -40 to +140ºC.

The TPS280DP has been specifically designed to work in harsh motorsport environments and has excellent shock and vibration resistance. Its drive and body are IP69K-rated to provide excellent protection against the ingress of dust and fluids. It is also mechanically interchangeable with many existing potentiometer-based throttle sensors using 32mm mounting centres, and is designed to interface with most common throttle body D type spindles.

“The new setup works very well.” says Craig. “Instead of the ECU trying to calculate the gear position, the TPS280DP now provides us with an exact position, ensuring that the correct gear is displayed on the dashboard. In endurance events this helps the driver to prepare the car for the course ahead while navigating the tight and twisting courses.”

The updated throttle bodies and new gear position system have been thoroughly tested on and off the track, on cars from both the 2010 and 2011 seasons, and have proved very reliable.

Summing up the Penny + Giles contribution Craig Brant says that while the team’s engines aren’t too highly stressed they are run very hard and adds: “We expected the sensor to last the life of the engine and therefore the season, and we haven’t been disappointed.”

The concept of predictive lap timing is not new, but until very recently racing drivers have found the traditional methods of comparing laps based on rolling distance or time too inaccurate to rely on. Racelogic have designed a driver display that uses high accuracy GPS position to predict lap times in real time – an innovation that earned the Buckingham based company PMW’s coveted Motorsport Technology of the Year Award.
Racelogic’s founder Julian Thomas said: “When we first experimented with Predictive Lap Timing using GPS position, we quickly realised we were onto something big. We have never seen such a positive reaction from drivers to a new technology such as this.”

Julian explained: “It works by showing the driver a constant real time comparison of their current lap with their previous best, at 0.1s accuracy. This means they can try out different techniques or lines and instantly see the effect they have on their overall time.”

“Racing drivers love an edge, and this system appears to give them an advantage not only in finding raw pace, but also in maintaining consistency. Many drivers now refuse to race without one, and a large number of this year’s championship winners have been using our system. One customer, whilst on the last lap, backed off slightly and then saw on the display that he was in fact going quicker, so he carried on and set the fastest lap of the race.”

He added: “We’re delighted that the PMW panel have selected our Predictive Lap Timer for the Technology of the Year Award!”

The predictive lap timing display is designed to work with Racelogic’s Video VBOX, which combines footage from up to four bullet cameras with a 10Hz GPS data logger and graphic overlay.

Andrea Toso, Technical Director of Dallara Autmobili and one of the judges on the Professional Motorsport World panel, said: “This technology represents innovation through cross-fertilization from other fields. Racelogic has been able to combine proven technology (GPS) to produce innovation to satisfy an existing need. Too often we see potentially great innovations to satisfy non-existing requirements.”

With these types of systems fast becoming a permanent fixture in many front running cars, many motorsport enthusiasts are now recognising the full potential of GPS based driver aids.

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.

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.

So when Norfolk, UK-based Active Technologies – an engineering design consultancy providing solutions for motorsport teams, track day enthusiasts and custom tuners –  required a better engineered and more robust throttle position sensor for its patented shaft-less throttle bodies, it is no surprise that Penny + Giles provided the solution.

Having worked for Lotus and overseen eight engines into volume production for Saab, GM and Cadillac, managing director Paul Spinks founded Active Technologies in March 2005 to create a shaft-less throttle body that increases the flow of air into naturally-aspirated engines without the need for a turbo or supercharger.

“In technical terms we talk about volumetric efficiency.” explains Paul. “Each cylinder in a 2.0 litre, four cylinder engine is half a litre in capacity, but if you can introduce more than half a litre of air you can increase power. With our throttle body systems, we can achieve 120% volumetric efficiency, essentially compressing the air into the cylinder.”
A traditional butterfly throttle body consists of a brass disc mounted through a slotted shaft, which is held in place with two screws. The Active Technologies system removes the shaft to improve the air flow, and has resulted in a 10% increase in air flow and power from the engine compared to conventional butterfly versions.”

By retaining the rotating butterfly but removing the slotted shaft from the air tract, the only intrusion in the throttle body housing is a 2mm knife edge. This shaft-less design – protected by a UK patent and with patents pending in the US, Australia, Japan and Europe – has helped to eliminate turbulence, which can cause pressure to build-up in the housing and restrict the amount of air flow.

During development Active Technologies tested numerous throttle position sensors for its bodies, from mechanically-based versions to the latest Hall effect sensors, but none offered the engineering solution they were looking for.

Explaining some of the problems encountered, Paul says that if installed or used incorrectly, potentiometer-based sensors were generating an intermittent signal that reduced the spark advance into the engine and resulted in an extremely lean mixture that caused piston damage. He says other sensors using track dampers were also tested but, by using mechanical connections, were still prone to wear and malfunction.

Then, eighteen months ago, Active Technologies tested its first non-contact Hall effect sensor, but the shaft protrusion still didn’t offer them the engineering solution they required. However, it did convince the company that Hall effect was right for their throttle bodies and discussed the application with Penny + Giles engineers who recommended the TPS280DP throttle position sensor.

The Penny + Giles TPS280DP uses a factory programmable Hall effect sensor with two outputs that can be programmed individually for angular range, output range and direction. It has no contacting sensor parts, which ensures zero signal degradation over the lifetime of the sensor, and has a tested life of more than 60 million operations – more than 18 times the life of an equivalent potentiometer. In addition, when powered with 5Vdc, the sensor has an operating temperature range from -40 to +140ºC.

The TPS280DP has been specifically designed to work in harsh motorsport environments and has excellent shock and vibration resistance. Its drive and body are IP69K-rated to provide excellent protection against the ingress of dust, fluids and pressure cleaning. It is also mechanically interchangeable with many existing potentiometer-based throttle sensors using 32mm mounting centres and is designed to interface with most common throttle body D type spindles.

Explaining its advantages for the Active Technologies application, Paul Spinks says his company’s throttle bodies have a full shaft protrusion that engages into the body of the TPS280DP, providing a significantly better engineering solution. The Hall effect technology also supersedes traditional systems, which wear and create ‘dead spots’. Engine vibrations can also cause the contacting wiper on resistive-track sensors to bounce off the track, causing a misreading of the throttle position.

“We felt that the Penny + Giles sensor was a better engineered and more robust solution for the application. The quality and specification that Penny + Giles offers – high temperature, very high position accuracy (less than half a degree wide open to back) – is also what we are looking for when specifying components for high-performance engines.” says Paul.

Quoting performance figures, Paul states that a standard 2.0 litre, naturally-aspirated Duratec engine leaves the factory with approximately 150bhp, but by replacing the production system with an Active Technologies throttle body system, the output increases by 30% to 190bhp. Reinforcing the claim, he says Active Technologies’ own product demonstrator, a Renault Clio Sport, is fitted with four throttle bodies equipped with Penny + Giles TPS280 sensors, which has increased performance of the standard 150bhp engine to 196bhp.

Active Technologies throttle bodies are currently being rolled out to over forty different engine variants. In fact, motorsport team Mountune Racing, fitted them to two of Team AON’s LPG-powered Ford Focus ST cars for the 2010 British Touring Car Championship series. However, following a revision of the regulations for alternative fuelled engines, the team was ordered by the Touring Car Association (TOCA) to reduce the power output of the engine by reducing the turbo inlet restrictor and boost pressure because the cars were deemed too powerful, especially for other teams chasing or defending on the race straights, which could adversely affect the competitive nature of the sport.

Because of the controversy surrounding the use of LPG-powered engines, Mountune has reverted to normally-fuelled engines for the 2011 season.

Operating from a 5Vdc supply, the NRH285DR has two independent power supplies and outputs that enable full redundancy from a low-profile housing measuring just 6.5mm – making it one of the thinnest available.

The IP69K-rated rotary position sensor provides numerous factory-programmable options and is designed for operation in extreme temperatures from -40 to +140°C. It can also withstand temperatures up to +170°C for 72 hours. A separate magnet assembly that activates the fully encapsulated Hall effect sensor, which has a permissible air gap between 2mm and 7mm, also allows the sensor to be used in arduous environments that subjected to high shock and vibration.

The easy to configure Penny + Giles rotary position sensor is available with analogue (0.5 to 4.5Vdc) or digital (Pulse Width Modulated) signal outputs as standard, but can also be factory programmed to offer 0.1 to 4.9Vdc output to match the equivalent signals from a potentiometer.

The NRH285DR offers OEMs numerous options including measurement range from 20° to 360° (available in 1° increments) and clockwise or anticlockwise output direction (including 1xCW and 1xACW). Outputs can also be factory-programmed to include non linear laws; switch outputs; clamp voltages; different output phasing CH1/CH2; faster input/output delay; and extended analogue range.

The flexibility of the NRH285DR also offers OEMs greater control to configure the sensor to suit their individual requirements and achieve maximum performance. For example, the sensor can be configured for one signal to be used in a control function while the other can be used for position monitoring or display purposes.

The NRH285DR enables system designers to quickly and easily improve the safety and integrity of their control systems by using the dual independent power supply and output signals, allowing compliance with SIL-2 requirements for systematic safety as defined in IEC 61508.

The NRH285DR features electromagnetic immunity to 100V/m and has a very low maximum output signal noise of less than 1mV. This means that no additional signal filtering is required on the output signal. It also has a class-leading non-linearity of ±0.4%

The 7502A from Measurement Specialties is constructed of rugged, lightweight titanium that makes it ideal for applications requiring minimal mass loading.  Hermetic sealing protects the unit from harsh environments and its <1gram weight allows it to be non-invasively attached to structures by using appropriate adhesives.  Low noise cable (321) with M3 to 10-32 connectors is available to ensure data integrity and longevity of installation.

Each unit is shipped, free of charge, with an NIST traceable amplitude calibration to 14kHz frequency response.   With a ±5000 g dynamic range, ±10,000 g shock limit and non-linearity of ±1% per 1000 g, the Model 7502A is well-suited for high frequency measurements on engine, flight testing and longitudinal studies of small field structures.

StrainSense is a trusted and reliable supplier of specialist sensors and instrumentation products. We supply quality sensors for vibration, acceleration/shock, strain, pressure, weight, position, force, fluid properties, instrumentation, tilt/inclination and torque. We also supply the latest data acquisition equipment enabling you to satisfy all your sensor requirements in one place. We have a wealth of experience in the Automotive, Crash Test, Flight Test & Military, Aerospace, Space & Satellite, Subsea, Rail, General Test & Measurement, Education markets and we supply both off the shelf and bespoke products.