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Monday, 19 August 2013

Big Pic: A Soyuz Astronaut's Space Toilet!

Imagine peeing in this.

Space Toilet
Space Toilet via @Cmdr_Hadfield
In space, no one can hear you poop. Or at least, probably not, since you're trying really hard not to poop at all. Because this is what you have to go in.
Earlier today former ISS commander Chris Hadfield shared this terrifying picture of what the humble commode looks like on Russia's Soyuz spacecraft via his Facebook page. And, yikes. On the left is what he describes as the "human interface" aspect.
He also shared this fascinating, terrible tidbit of astronaut lore: Before being catapulted into the last frontier, Soyuz astronauts get not one, but TWO enemas. And we thought not doing laundry for months sounded bad!

NASA Has Stopped Trying To Fix The Kepler Space Telescope!

But they won't put the hobbling two-wheeled spacecraft out to pasture yet.

Kepler Space Telescope Kepler is designed to look for Earth-like planets orbiting Sun-like stars in a temperate "Goldilocks zone," where temperatures are right for liquid water. It stares at a patch of around 156,000 stars in the constellations Cygnus and Lyra and notes teeny blips in their brightness, which could indicate planets passing in front of the stars’ faces. NASA
Well, NASA's crippled Kepler space telescope, launched in 2009, is officially beyond repair. Two of the four wheels used to align the telescope have failed over the past year, and NASA engineers haven't been able to get either of them working again. NASA announced today that attempts to fully restore the spacecraft have ceased.
This may not spell the total end of Kepler's mission, though. NASA will still try to figure out a way to use the spacecraft for whatever scientific research it can manage in its current condition, with one reaction wheel short of a workable set. The agency put out a call for scientific white papers proposing alternate uses for Kepler a few weeks ago.
Kepler Reaction Wheel
Kepler Reaction Wheel:  Ball Aerospace & Technologies Corporation

Watch The Mars Rover Curiosity's First Year In Only 2 Minutes!

A busy, if slow-moving, year in the life of a robot we crashed onto an alien world.

The Mars rover Curiosity has spent the past year driving around the surface of of its new home, drilling and digging and collecting samples and every once in awhile drawing inappropriate body parts for fun.
It's not a speed demon, so we don't follow it minute-by-minute, but JPL just published a video shortening the past year in Curiosity's life down to 548 images, taken with the fish-eye lens mounted on the rover's front. The pics are great, a first-person look at Curiosity as it collects its first scoop of Martian soil and drills through cool extraterrestrial rocks. Hi Curiosity! Your year looks like it was fun!

A 12-Year-Old's Quest To Remake Education, One Arduino At A Time!

Twelve-year-old electronics prodigy Quin Etnyre wanted to make education more fun. So he became a teacher.

Quin Etnyre
Quin Etnyre Chris McPherson
Quin Etnyre walks to the front of a crowded room at Deezmaker 3D Printers and Hackerspace in Pasadena, California. He adjusts his laptop on the workbench, then looks up and addresses the class. “Thanks for coming out on a Saturday,” he says, his voice barely audible over the steady hum of servomotors. The students, 18 middle-aged men and preteen boys, look on as Quin straightens his MIT T-shirt and swipes an index finger across an iPod. The screen behind him flashes “Intro to Arduino Class.”


He explains to the group, which includes a toy maker, an engineer, and a high-school electronics teacher, that he’ll be showing them how to program an Arduino—a $30 microcontroller board that can convert sensory inputs into outputs, making objects interactive. “First I want to demonstrate some cool things I made that you can make too,” he says, reaching into a backpack. Two men stop whispering and turn toward him. Quin pulls out the FuzzBot, a bug-eyed, four-wheeled robot slightly smaller than a shoebox. Then he holds up a baseball cap with LEDs stitched into the fabric.
Most didn’t realize their instructor, a rising star in the DIY-electronics movement, is also a 12-year-old.“This is a Gas Cap. Well, it’s really a fart sensor,” he says, with a straight face and inscrutable tone. He describes how he programmed the lights to blink when the sensor detects methane. Several boys in the room burst out laughing. The men look confused, uncertain what to make of their instructor. They knew from his reputation that he is a rising star in the DIY-electronics movement; most didn’t realize until they got here today that he is also a 12-year-old.
FuzzBot
FuzzBot: To make his autonomous FuzzBot, Quin Etnyre started with a robot chassis kit for Arduino that he received last Christmas. “And then one morning, I decided to hook up a Parallax Ping sensor so that it could avoid obstacles,” he says. “From then on, I worked on the code and perfected it.” Quin also added extra functionality; the FuzzBot can clean floors. He calls it a “hackable mini Roomba” because he attached a duster cloth as a tail that lifts dirt in its wake. Now he’s working on a wireless controller. For build instructions, go here Brian Klutch
Quin tells the students to boot up their laptops and install free Arduino software. Then they each open a box containing sensors, a breadboard, a circuit board, and other parts. For the next four hours, Quin guides the group through six hands-on projects, culminating in an electronic meter that measures voltage coming across a potentiometer and displays the values on an LED bar graph. When his meter flashes to life, a wiry boy sitting near the front yelps with delight.
As the class winds down, Deezmaker’s owner, Diego Porqueras, announces that Quin has some products for sale, including custom ArduSensors that can measure flex, force, light, knocks, temperature, magnetism, and, yes, methane. Quin heads to a table in the back where his parents, Ethan Etnyre and Karen Mikuni, have been hovering quietly. As the men and boys line up, Quin morphs from teacher to entrepreneur. “You get a 20-percent discount if you buy three or more products today,” he says.


Cheap, open-source, and user-friendly, Arduino consists of both hardware (circuit boards) and software (a programming language). The two can be combined in an almost infinite number of ways to make even the most whimsical projects—tweeting coffee pots, automated cat doors—attainable. A team of software engineers and designers released Arduino in 2005 as a teaching tool for graduate students in interactive design, but it quickly caught on in the DIY community. By 2011, more than 250,000 Arduinos had been sold around the world, and a cottage industry of manufacturers and distributors had sprung up.
That’s also the year Quin Etnyre, bored with the limits of the LEGO Mindstorms robotics kit, got hooked on soldering circuit boards at Maker Faire Bay Area. He soon began ordering components online and taught himself how to code. “When I started, I thought it was all about zeros and ones and that it was going to be really hard,” Quin says. “It was so cool to learn that with just one line of code and almost-plain English, I could make an LED blink.”
For his eleventh birthday, his parents—both family physicians baffled by their son’s new obsession—flew with him from central California to Boulder, Colorado, where he took an Arduino class at the headquarters of online retailer SparkFun Electronics. He was the youngest student by at least a decade, but before long, others were turning to him for help.
Quin teaching
Quin teaching: Quin regularly instructs electronics classes, like this one at Deezmaker. “Quin does a better job teaching than most adults,” says Tara Tiger Brown, of LA Makerspace. Chris McPherson
In the months that followed, Quin spent hours after school coding, soldering, and brainstorming new projects, including the Gas Cap, which became an instant hit in the online DIY community Instructables. “I was amazed that someone his age built it,” says Randy Sarafan, Instructables’ technology editor. “You have to understand electronics to begin with and then translate them into a fabric environment.”
Quin launched a company, Qtechknow, in the spring of 2012 so he could reach more people with his ArduSensors, and he wrote detailed tutorials explaining how to use them. He also negotiated a deal with SparkFun; the retailer now sells the Qtechknow ArduSensor Learning Kit, which contains several circuit boards and eight types of sensors.
Recently, Quin persuaded his parents to let him convert the family garage into a hackerspace where he and his friends could work on projects together. Now devoid of automobiles, it contains a long workbench littered with safety goggles, soldering irons, and a $30 toaster oven that Quin uses to manufacture circuit boards. Nearby, a stack of plastic drawers holds wires, LED lights, and other parts. Quin also uses the space to teach monthly workshops on such topics as how to hack a Wii Nunchuk game controller so that it interfaces with the Google Earth flight simulator. In the spring, he returned to Maker Faire—this time, as a featured speaker.
Quin being a kid
Quin being a kid: Quin “acts and functions like both a grownup and a pre-adolescent male,” Mike Hord, a design engineer at SparkFun Electronics, observes.  Chris McPherson
Everyone who has met Quin agrees that, both technically and personally, he stands out. “Quin is extremely over-the-top self-motivated and driven,” says Tara Tiger Brown, executive director of LA Makerspace. Quin’s biography on Twitter sums this up as well: “I’m a 12-year-old maker that loves Arduino and electronics. I run my own electronics company selling @ArduSensors and will be going to MIT in 7 years.”


“Quin is a bellwether for a whole generation of kids, many who haven’t even been identified yet.”But Quin embodies a groundswell of preteen inventors enabled by cheap hardware, free software, and the proliferation of hackerspaces around the country—some, such as Maker Kids in Toronto and LA Makerspace in California, designed with young hackers in mind. “He’s a bellwether for a whole generation of kids, many who haven’t even been identified yet,” says Jeff Branson, SparkFun’s educational outreach coordinator. “We’re seeing more and more kids like Quin getting together and teaching each other.”
Another young maker at the forefront of this trend, Super-Awesome Sylvia (Sylvia Todd, age 12), has a YouTube show that has more than 1.5 million views. In recent episodes, she taught her audience how to build squishy circuits with LEDs and a heartbeat-sensor pendant using LilyPad, an Arduino microcontroller board designed for textiles. At the White House Science Fair in April, she showed President Obama her WaterColorBot, a robot that paints.
Both SparkFun and Adafruit Industries, another DIY-electronics retailer, have expanded their education teams to reach the next Quin and Sylvia where they study or play. “There is a worldwide demand from young people to learn more, share more, and become the next generation of scientists and engineers,” says Limor Fried, Adafruit’s founder. To encourage them, Adafruit now makes “skill badges”—a geeky nod to traditional Boy Scout and Girl Scout merit badges—awarding proficiency in areas such as soldering, programming, and successfully using Ohm’s law.
Sylvia Todd
Sylvia Todd: In an episode of Super Awesome Mini Maker Show, Sylvia Todd describes a “coppertastic build” for etching copper jewelry or circuit boards; it has nearly 300,000 views on YouTube. Sylvia started the series with her dad in 2010; she now has 20 episodes that feature entry-level, open-source projects for kids.  Courtesy Sylvia’s super-awesome mini maker show/Youtube
Inspired by Adafruit’s badges, a nonprofit organization called the Hacker Scouts formed in Oakland, California, in 2012. It promotes a network of guilds (rather than troops) designed to teach and mentor children ages 8 to 15. New “hackerlings” master basic skills, such as sewing, woodworking, and simple use of the Linux operating system, and then work in crews on more complicated projects. The guilds have spread to 11 cities in the U.S. Another national organization, Maker Corps, has begun training 18- to 22-year-olds to become mentors to kids and young teenagers both online and in physical makerspaces.
FIRST, an organization started by inventor Dean Kamen, has also rapidly expanded. It uses robotics programs to get students from kindergarten through high school excited about engineering. This year 2,546 teams from around the world competed in its flagship event, the FIRST Robotics Competition—a 300 percent increase from 10 years ago, according to Kevin O’Connor, a robotics engineer who helps design the annual challenge.
A 2011 study published in the journal Science Education showed that high-school seniors who express an interest in pursuing science, technology, engineering, and math (STEM) are three times more likely to complete college degrees in those subjects. The key to getting students to that tipping point, says lead author Adam Maltese, an assistant professor of science education at Indiana University, seems to be exposing them early to a STEM experience that sparks their interest, then providing them with a way to maintain it—a formula that Quin has already mapped out.


The day after his Arduino class at Deezmaker, Quin climbs into the backseat of the family car. While his dad steers onto Highway 101 toward their home near San Luis Obispo, California, Quin digs into his backpack and pulls out a Rubik’s cube. He solves it in 16 seconds. Then he turns on his parents’ iPad and starts typing. He explains that he’s been rethinking K–12 education—and that he has come up with a much better system. He calls it the New Qtechknow School.


“School is pretty boring, but it could be a lot more interesting and interactive,” he says. “More hands-on and more mentoring.” According to his plan, three schools—grades K–3, 4–8, and 9–12—would sit side by side on one campus so that older students could mentor younger ones at least once a day. Quin’s been helping other students with math for several years. “It’s fun to teach other kids, and little kids look up to older kids,” he says thoughtfully. “It helped me learn when I was young because it was fun.” Plus, he points out, the older kids would get experience teaching, which would help them decide whether to pursue an education degree in college. Not surprisingly, the teachers at the New Qtechknow School would focus heavily on science and engineering.
In the meantime, Quin is making sure his current school system can provide more hands-on education. In March, he and his father visited Raynee Daley, the assistant superintendent of business services in his school district, and suggested that teachers use electronics kits in their classes. Daley didn’t know anything about Arduino, but Quin impressed her with a demonstration of his FuzzBot and other projects. “I knew this kid was absolutely brilliant,” she says. “And I believe that hands-on learning is critical.”
Nine Volt Battery
Nine Volt Battery: Quin experiments with an age-old form of DIY electronics: licking a nine-volt battery to feel a shock.  Chris McPherson
Daley appealed to the superintendent, and he agreed to let Quin present to a broader group; more than a dozen principals and teachers showed up for his lunchtime electronics lesson. “I looked around the room and saw everybody, except maybe the robotics guy, with their mouths open, amazed,” Daley says. This fall, the school district will bring a SparkFun education team to train some of the teachers. By August 2014, when Quin will enroll as a freshman, Arroyo Grande High School hopes to have a DIY-electronics program. “Quin has made us all think differently about what the future of education could be like,” Daley says.
A couple hours into the car ride home, Quin is still typing on his iPad, tweaking his plan to overhaul the U.S. education system. But suddenly his dreams turn more immediate and visceral. He fires up the browser and searches for the nearest In-N-Out Burger. Then he makes a plea identical to that of kids everywhere: “Can I get two orders of French fries, Mom?”

This Is Elon Musk's Hyperloop:The fastest means of travel on land!

Billionaire Elon Musk has announced details of Hyperloop, his mysterious high-speed transportation project. There was some of what we expected, and a few surprises, too.
Hyperloop Pod Rendering
Hyperloop Pod Rendering Elon Musk via BusinessWeek
SpaceX/Tesla Motors founder Elon Musk has unveiled details on the Hyperloop, his proposed (and until now mostly mysterious) plan for a railway system that could shoot passengers from Los Angeles to San Francisco in a mere 30 minutes.
It's actually surprisingly close to what some early predictions forecasted: an elevated, low-friction, high-speed track based on pods, which would ferry people, and even cars, long distances at more than 700 miles per hour.
There are at least a few differences, though. The system was expected to run on a Maglev system (similar to that used in bullet trains) but it actually works through air bearings, a system that's similar to the low-friction environment created on a hockey table. (On a conference call, Musk described it as falling somewhere between a completely sealed vacuum and a gigantic version of one of those pneumatic-tube systems mail was sent through in the ol' days.) Musk told Bloomberg BusinessWeek:
The pods will ride on air bearings. The pod produces air, and it’s pumped out of little holes on these skis. This is something that is used quite a bit in industry. You can move huge, heavy objects with very low friction, using air bearings. In the consumer sense, people would be familiar with air hockey tables, except in this case the air bearings are being generated by the pod itself, as opposed to the tube.
You don’t want the tube to be expensive. Because the tube is so long, you want the expensive stuff to be in the pod.
Hyperloop Pod Sketch
Hyperloop Pod Sketch:  Elon Musk
Here are more details:
  • The system would work for places about 900 miles apart or less--any more and supersonic air travel, Musk argues, would be a cheaper solution.
  • Musk specifically uses a L.A.-to-San Francisco route as the proposed system. The Hyperloop would more or less follow along the I-5.
  • In Musk's plan, the Hyperloop could carry 840 passengers per hour, with 70 pods leaving every 30 seconds
  • "[F]or trip comfort and safety, it would be best to travel at high subsonic speeds for a 350 mile journey." Uhh, yes, seems like "high subsonic" (700-plus mph) would be sufficient.
  • Hard to say what construction would be like for this. Presumably, Musk would have to fork over a lot of money to secure building rights along the I-5, which is dominated by farmland. Musk told BusinessWeek that, because the rail system would be elevated, there would be fewer land-rights issues. But that's not going to solve everything, and could considerably increase the price tag.
  • About every 70 miles, an electric motor would provide a boost to the individual pods, shooting them farther along the track. The same system could slow down the pods as they approach their destination, and the energy taken from that could be rerouted to power the next batch of pods.
  • Musk said on the call that it "would feel a lot like being on an airplane"--"like riding on a cushion of air." How? It doesn't accelerate normally, but by banking along the tube, which would mean about a half-g of force.
  • As for risk of crashing, Musk said on the call that shock-absorbing pylons could absorb any earthquakes that could be reasonably anticipated.
  • This is still expensive. Six billion dollars for a system that could carry people and $10 billion for one that could carry cars. (Context: Musk points out that price tag is more than his companies Tesla Motors, SpaceX, and SolarCity spend combined, but a lot less than the proposed California High Speed Rail, which would theoretically be much slower.)
  • Who's going to make this thing, then? Well, Musk has said previously that he would release the plans as an open-source system, and let anyone have at them. On the conference call, he backed away from that slightly, saying he would be likely to build a prototype if no one else steps up. (That's a surprise; he came off pretty firmly against the idea of building this thing himself recently.)
  • On how long it would take: Musk says if a prototype were his top priority, he could get it done in one or two years--but since it won't be (the guy has got a few other companies to run), the prototype could be more like three or four years. Musk estimates it will take seven to 10 years to make the full project a reality. Might be a little early (literally, it's been, like, an hour since the plans were released) to be making estimates that far in the future.

How Tesla Is Driving Electric Car Innovation!

Scenic route: A Model S speeds along the coast.
I recently took a test drive in one of Tesla’s luxurious Model S electric cars and toured its R&D labs, where it’s developing its battery and recharging technology. The experience left me believing that Tesla has an important edge over its competitors in the race to bring electric cars to the masses.
Tesla’s Model S is expensive (it ranges from $70,000 to over $100,000), but its range is 265 miles, more than triple that of Nissan’s Leaf (75 miles). Within a few years, Tesla hopes to produce much more affordable vehicles—including one that costs $30,000 to $35,000—with a range similar to that of the Model S. Tesla also wants to make electric cars more practical by building a nationwide network of charging stations that can deliver 200 miles of charge in about half an hour—compared to several hours to charge an electric car at an ordinary station today.
For the test drive, I planned a drive from Tesla’s headquarters in Palo Alto, California, into San Francisco, then over to Half Moon Bay for a cruise down the scenic coastal Highway 1 to Santa Cruz. Later, I’d head back north to Fremont for a Tesla factory tour, before returning the car to headquarters—the whole trip would add up to about 230 miles.
When I got to Tesla in Palo Alto to pick up the car, however, I discovered that someone had forgotten to plug it in overnight. The battery gauge read 208 miles—short of the full 265-mile range for the Model S. I could still make my trip, but a stop at a supercharging station was now essential.
Today’s electric vehicles promise several advantages over gas-powered cars. For commuters, there are no trips to the gas station—all you need is an outlet at home or work—and a full charge only costs a couple of dollars. And electric motors, which need only a single gear for all speeds, can also be surprisingly responsive and powerful. What’s more, electric cars use no gasoline and emit no pollution. Even when you factor in the carbon emissions and pollution from the power plants that produce the electricity to power the cars, and from manufacturing and disposal, electric cars produce about 40 percent less carbon dioxide and ozone than conventional cars.
But for all their attributes, electric cars still are haunted by two damning factors: high costs and less-than-optimal batteries.
That’s where Tesla hopes to make a difference. The company’s innovative battery and charging technology has given it a substantial lead in making batteries cheaper and recharging quicker, and it’s also helping Tesla lower costs faster than its competitors.
At about 10 a.m., I drove out of Tesla’s parking lot, taking advantage of the car’s acceleration—0 to 30 in 1.7 seconds. Throughout the day I passed other cars while climbing steep hills, took curves at speed, and left other cars standing at stoplights.
Fuel gauge: The Model S’s dashboard shows current position, remaining charge, and energy consumption over time. The part of the rightmost chart in green shows the result of regenerative braking.
But I felt a twinge of anxiety when I noticed just 67 miles of charge left in the battery. The car estimated that I’d arrive at the closest charging station, in Gilroy, with 20 miles to spare—about half what I’d expected to see. I wouldn’t have been worried if I knew I could count on that estimate, but as with any electric car, the actual range varies depending on your driving style, the terrain, and traffic. The Model S shows two different range estimates: one that ticks down gradually, like a fuel gauge, and another that shows how your range would be affected if you kept driving like you have been for the last few minutes. I turned down the air conditioning, dimmed the car’s huge 17-inch touch screen, and eased off the accelerator to conserve some juice. I arrived with 17 miles left in the battery.
Recharging was far easier than I’d expected, having once spent an afternoon charging a Chevrolet Volt at a standard public charging station to get just 30 miles of charge. The car recognized an RFID tag in the charger handle and automatically popped open the outlet door. By the time I’d walked across the parking lot, bought a cheeseburger, and carried it back to the car, the range was already up to 92 miles, plenty to finish the day’s driving. I chatted with a Model S owner for a while and then got back on the road. I returned the car that evening with 129 miles of range left in the battery—more than the fully charged range of battery-electric cars from Toyota, Nissan, Ford, GM, Honda, Fiat, Renault, Mitsubishi, Smart, or Scion, or upcoming electric cars from Mercedes and BMW.
Despite the compelling advances, the same challenges for electric cars remain: cost and range. Because superchargers aren’t on every corner (there are just 16 across the U.S.), if you forget to plug in the car overnight, or there’s a power outage or some other problem, you’re out of luck. If I had been almost anywhere else in the country, or decided to head north rather than south on Highway 1—or if I’d gotten lost—I would have been stuck by the side of the road.
The charging issue is largely a problem of infrastructure. But the biggest technological issue remains the cost of the battery. It’s the cost that limits the capacity on the Model S and keeps 265-mile-range electric cars out of the hands of most people.
The day before my drive, I toured Tesla’s R&D lab in the hills behind Stanford University. The company’s chief technology officer, JB Straubel, showed me versions of Tesla’s Roadster, its first car, and a Model S with everything removed but the frames, wheels, and the electrical propulsion system (which includes the battery, the motor, and the electronics that control them). It was a stark look at how far the company’s come. In the Roadster, the bulky battery takes up the back third of the car. The Model S’s battery and motor seem to have disappeared. Even though the battery stores far more energy, it’s more compact: it’s now a flat slab that sits inconspicuously between the wheels and serves as part of the vehicle’s frame. What’s not obvious is that the cost of the battery, per kilowatt-hour, has also been cut in half.
Straubel pointed to the wide variety of lithium-ion battery cells—the parts of a battery pack that actually store energy—that the company is testing. This included a row of small cylindrical cells about the size of AA batteries—the kind Tesla uses in the Model S.
Battery packing: The battery pack in the Model S is flat and part of the frame that supports the car—the metal case provides structural support.
Tesla’s choice of these small lithium-ion batteries is, arguably, one of its most important strategic gambles. Established automakers have chosen larger battery cells—they make engineering a battery pack simpler, since you need fewer of them. But the larger cells, because they contain more energy, are also more dangerous. So automakers use less energy-dense battery materials that are more resistant to catching fire. Trying to offset the lower energy density, automakers chose flat cells because they pack together more densely, but such cells cost more to manufacture.
By choosing smaller, cylindrical cells, Tesla saved on manufacturing costs—their costs have been driven down by economies of scale for the laptop industry, for which the cells were developed. Tesla could also use the most energy-dense battery materials available, in part because smaller cells are inherently less dangerous. And better energy density reduces materials costs. This approach meant Tesla had to develop a way to wire together many thousands of separate cells, compared to several hundred of the larger cells. Straubel also invented a liquid cooling system that snakes between the cells and can remove heat so quickly that a problem with one cell doesn’t spread to the others.
Choosing the smaller, cylindrical cells also gave Tesla more flexibility in packaging the cells. Large, flat cells will deform in a collision and possibly catch fire, so other automakers have had to find places within the car where the battery would be out of the way in a crash. That meant using up some passenger or cargo space. Tesla says it has passed its crash tests without its cells deforming or coolant leaking.
By most estimates, the battery for the Model S that I drove should cost between $42,500 and $55,250, or half the cost of the car. But Straubel indicated that it is already much lower. “They’re way less than half, actually,” he says. “Less than a quarter in most cases.” Straubel says more can be done to lower batter costs. He’s working with cell and materials suppliers to increase energy density more, and he’s changing the shape of the cells in ways that make manufacturing them easier.
Other automakers are taking notice. Dan Akerson, GM’s CEO, has reportedly created a task force to study Tesla. Brett Smith, co-director of manufacturing, engineering, and technology at the Ann-Arbor-based nonprofit Center for Automotive Research, says Tesla has “gone from being the quirky little media darling to being something that is definitely making people in the industry think.”
After recharging at the Gilroy supercharging station, I sped along the highway back toward San Francisco, feeling relieved that I’d been within range of the charging station. As I moved effortlessly through traffic, I couldn’t help feel that electric vehicles are the future, and that Tesla’s strides in batteries and supercharging could bring that future here sooner that I’d thought!

How It Works: A 3-D Printer For Liver Tissue!

The first commercial 3-D bioprinter, Organovo's NovoGen MMX Bioprinter, is manufacturing functional liver tissues that will soon help biochemists test new drugs. Here’s a look at the printing process.

The NovoGen MMX Bioprinter Photograph by Timothy Hogan
Step 1: Engineers load one syringe with a bio-ink (A) made up of spheroids that each contain tens of thousands of parenchymal liver cells and a second syringe with a bio-ink (B) containing non-parenchymal liver cells that bolster cellular development and a hydrogel that helps with extrusion.
Step 2: Software on a PC wired to the bioprinter instructs a stepper motor attached to the robotic arm to move and lower the pump head (C) with the second syringe, which begins printing a mold. The mold looks like three hexagons arranged in a honeycomb pattern.
Step 3: A matchbox-size triangulation sensor (D) sitting beside the printing surface tracks the tip of each syringe as it moves along the x-, y-, and z- axes. Based on this precise location data, the software determines where the first syringe should be positioned.
Step 4: The robotic arm lowers the pump head (E) with the first syringe, which fills the honeycomb with parenchymal cells.
Step 5: Engineers remove the well plate­ (F)—which contains up to 24 completed microtissues, each approximately 250 microns thick­—and place it in an incubator. There, the cells continue fusing to form the complex matrix of a liver tissue.

Piksi : The RTK GPS Receiver!



Low-cost RTK GPS receiver (centimeter level precision) with open source software and board design targeted at UAVs.

What is RTK?

A regular GPS receiver, like you have in your cell phone, gives positions that are accurate to within a few meters. An RTK (Real Time Kinematic) GPS system gives positions that are 100 times more accurate - down to single centimeters.

What is Piksi?

Piksi is an RTK GPS receiver with open source software that costs one tenth [1] the price of any other available RTK system.
We designed Piksi with the belief that providing this level of positioning precision at a radically lower cost would open it up to a much wider range of applications. We are particularly excited about its use in autonomous vehicle systems. Civilian and hobbyist use of UAVs has increased dramatically over the last few years, yet highly accurate, low cost localization solutions are not available yet. We hope that Piksi will help to fill this gap and push the envelope of what is possible with these systems.
Some possible applications:
  • UAVs
  • Amateur rocketry
  • Autonomous cars
  • Construction measurements
  • Surveying
  • Heading and attitude determination
  • GPS education
  • Reception of new constellations (Galileo, GLONASS, Compass, etc.)
  • Geo-referencing of aerial photography
  • Autonomous lawn-mowers
Piksi Technical Specs:
  • Centimeter level positioning (RTK)
  • Fast (50 Hz) position/velocity/time updates
  • Open source software and board design
  • Low power consumption : 500mW / 100mA typical
  • Small form factor : 53 x 53 mm
  • Low cost : $900 for a complete RTK system
For full technical specifications, check out the Piksi datasheet. User guides, code documentation, software and hardware repositories, and CAD models are all available on the Documentation Wiki.

A flexible platform

From the start, we wanted Piksi to be an indispensable tool for GPS experimentation. Whether you want to test out a new algorithm, receive signals from new constellations, more closely integrate and tune your receiver for your application, or teach yourself about GPS, Piksi gives you the flexibility, power, and transparency to do it.
PCB Layout and Schematics are available in Eagle format.
PCB Layout and Schematics are available in Eagle format.
The software that runs on Piksi is open source, as are the PCB schematics and layout. The development toolchain is supported on Linux, Windows, and OSX.
Screenshot of Peregrine - Swift Navigation's GPS post-processing software.
Screenshot of Peregrine - Swift Navigation's GPS post-processing software.
We’ve also developed an open source GPS post-processing tool, Peregrine, that provides a high-level interface to the same open source GPS library as used by the Piksi firmware. Raw GPS samples can be passed through Piksi over USB to a PC and post-processed with Peregrine. Being written in Python, Peregrine is well-suited for rapid development of new algorithms that can then be quickly transitioned to running standalone on the Piksi hardware.

How does RTK work?

GPS receiver measuring the distances to four satellites: the minimum number for a position fix.
GPS receiver measuring the distances to four satellites: the minimum number for a position fix.
A GPS receiver determines its position by measuring its distance to four or more GPS satellites. By comparing the relative phase offsets of unique 'codes' continually transmitted by the satellites, the receiver can determine the relative distance to each satellite. Each bit of the codes is about 300 meters in length, which in practice limits the precision to which the receiver can measure the code phase to a few meters. This is one reason that a normal receiver cannot achieve centimeter level accuracy.
The ionosphere slows GPS signals, a source of error that RTK systems mitigate.
The ionosphere slows GPS signals, a source of error that RTK systems mitigate.
Another important source of error for GPS receivers is ionospheric delay. When GPS signals travel through the ionosphere, they are slowed, adding a few meters of error to the distance measurement. The amount the signal is slowed varies over time and location, and is difficult to predict.
An RTK GPS receiver achieves centimeter level accuracy by mitigating these two sources of error. 
RTK receivers measure the phase of the carrier wave (bottom) for greater precision.
RTK receivers measure the phase of the carrier wave (bottom) for greater precision.
First, in addition to measuring the code phase, an RTK GPS receiver measures the phase of the carrier wave that the code is modulated upon. The carrier has a wavelength of about 19 centimeters. This makes it possible to measure to a much greater degree of accuracy than the 300 meter code, but there is a catch - there are an unknown number of whole carrier wavelengths between the satellite and receiver. Clever algorithms are required to resolve this "integer ambiguity" by checking that the code and carrier phase measurements lead to a consistent position solution as the satellites move and the geometry of the problem changes.
Cancellation of the common ionospheric error allows computation of the relative receiver position to a high degree of accuracy.
Cancellation of the common ionospheric error allows computation of the relative receiver position to a high degree of accuracy.
Second, an RTK GPS receiver is able to reduce the ionospheric error with the help of an additional reference receiver. The ionospheric delay varies only slowly with location, so with a nearby reference receiver, the delay is almost the same for both receivers and can largely be cancelled out. This is why an RTK GPS system uses two receivers.

Project status

Our GUI console showing position solutions in real time.
Our GUI console showing position solutions in real time.
We currently have 25 pre-production Piksi receivers (identical to the production ones) assembled and ready to ship. The Piksi firmware currently supports the functionality of a normal GPS receiver, without RTK, and we've started the implementing the RTK functionality. We've also written a host of PC-side development tools to make it easy to interact with the hardware. The development toolchain is supported on Linux, Windows, and OSX.
We’ll use the Kickstarter funding to pay for development costs that we incur while finishing the RTK functionality. We’ll also be refining the development tools and adding more documentation to make using Piksi a delight for developers and end users of any background.

Estimated Schedule

Our estimated production and delivery timeline.
Our estimated production and delivery timeline.
Please note that whilst these are our best estimates, as with all development projects there is always going to be some uncertainty in delivery dates and the possibility for unforeseen problems and delays.

Rewards

We are offering two main rewards, the PIKSI and the RTK KIT. The PIKSI is simply a single Piksi receiver for people who only need one receiver. As we explained in our technical section above you need two receivers to do RTK so the PIKSI reward on its own won't allow you to get centimeter level precision.
The RTK KIT reward is the main deal. It contains two Piksi receivers and everything else you need to do centimeter level RTK positioning. Have a look at this diagram which shows how it all fits together:
Diagram of the Piksi RTK System : One Piksi on the ground as a reference receiver, sending ranging corrections to a Piksi onboard a UAV.
Diagram of the Piksi RTK System : One Piksi on the ground as a reference receiver, sending ranging corrections to a Piksi onboard a UAV.
We are offering two versions of our PIKSI and RTK KIT rewards. The Developer Edition and the Production Edition. These two versions both contain identical hardware.
The difference is that the Developer Edition rewards will be shipped from the small batch of Piksi receivers that we already have assembled and will ship immediately after the Kickstarter campaign ends. Please be aware that Developer Edition rewards will ship before the RTK software development is complete.
We will be starting a new full production run of hardware for the Production Edition rewards which will be ready to ship in December when the RTK software development is complete.
PIKSI rewards include: 
  • 1 Piksi
  • 1 Swift Navigation retractable Micro-USB cable
  • 2 cable assemblies for connecting devices to Piksi’s UART headers
RTK KIT rewards include
  • 2 Piksi receivers
  • 2 Swift Navigation retractable Micro-USB cables
  • 4 cable assemblies for connecting devices to the Piksi UART headers
  • 2 XBee radios
  • 2 cable assemblies for connecting the XBee radios to the Piksi receivers

Who are Swift Navigation?

The Swift Navigation team: Colin Beighley and Fergus Noble
The Swift Navigation team: Colin Beighley and Fergus Noble
We previously worked at a company named Joby Energy where we successfully developed an RTK GPS system for high-altitude wind turbines. This system was used to guide UAV’s in highly dynamic environments (greater than 8g accelerations, over 100mph). We've both been working on GPS full time for the past 2-3 years, and were working on our own independent GPS projects before that. See our Kickstarter bio for more information. And for those interested, here’s a presentation we gave at Defcon 2012 on GPS.

Risks and challenges!

We have already built a small batch of Piksi receivers that are ready to ship and have locked down all part sourcing and manufacturing for further batches, so there are unlikely to be any unanticipated delays in the delivery of Piksi hardware.
However, it’s difficult to know exactly how long the RTK functionality will take to implement - software development schedules seem to always run over their anticipated delivery dates, even when you take into account Hofstadter's Law. We feel the goals we’re proposing to accomplish with this campaign are reasonable - adding a new set of software functionality (which we successfully implemented on a previous platform) upon an existing base of stable hardware and software.
We’ve planned out the development schedule with these facts in mind, giving ourselves enough time to have the new features finished by the delivery date.

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