The End Of Basic?

Many people, one way or another, got started programming computers using some kind of Basic. The language was developed at Dartmouth specifically so people could write simple programs without much training. However, Basic found roots in small computers and grew to where it is today, virtually unrecognizable. Writing things in something like Visual Basic may be easier than some programming tasks, but it requires a lot of tools and some reading or training. We aren’t sure where the name EndBasic came from, but this program — written in Rust — aims to bring Basic back to a simpler time. Sort of.

You can run the program in a browser, locally, or connected to a cloud service. It looks like old-fashioned Basic at first. But the more you dig in, the odder it gets. The command line is more akin to a Python REPL. You type things, and they happen. It took a while to figure out that you need to enter EDIT to write a program. Then, what you type gets saved until you press escape. The syntax is Basic-like but has oddities. There are no line numbers, but you can use labels that start with an at sign.

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Chromebooks Now Get Ten Years Of Software Updates

It’s an acknowledged problem with the mobile phone industry and particularly within the Android ecosystem, that the operating system support on a typical device can persist for far too short a time, leaving the user without critical security updates. With the rise of the Chromebook, this has moved into larger devices, with schools and other institutions left with piles of what’s essentially e-waste.

Now in a rare show of sense from a tech company, Google have announced that Chromebooks are to receive ten years of updates from next year. Even better, it seems that this will be retroactively applied to at least some older machines, allowing owners to opt in to further updates for the remainder of the decade following the machine’s launch.

Of course, a Chrome OS upgrade on an older machine won’t make it any quicker. We’re guessing many users will feel the itch up upgrade their hardware long before their decade of software support is up. But anything which saves e-waste has to be applauded, and since this particular scribe has a five-year-old ASUS Transformer just out of support, we’re hoping for a chance to jump back on that train.

There’s another question though, and it relates to the business model behind Chromebooks. We doubt that the hardware manufacturers are thrilled at their customers’ old machines receiving a new lease of life and we doubt Google are doing this through sheer altruism, so we’re guessing that the financial justification comes from an extra five years of making money from the users’ data.

PyOBD Gets Python3 Upgrades

One of the best things about open source software is that, instead of being lost to the ravages of time like older proprietary software, anyone can dust off an old open source program and bring it up to the modern era. PyOBD, a python tool for interfacing with the OBD system in modern vehicles, was in just such a state with its latest version still being written in Python 2 which hasn’t had support in over three years. [barracuda-fsh] rewrote the entire program for Python 3 and included a few other upgrades to it as well.

Key feature updates with this version besides being completely rewritten in Python 3 include enhanced support for OBD-II commands as well as automating the detection of the vehicle’s computer capabilities. This makes the program much more plug-and-play than it would have been in the past. PyOBD now also includes the python-OBD library for handling the actual communication with the vehicle, while PyOBD provides the GUI for configuring and visualizing the data given to it from the vehicle. An ELM327 adapter is required.

With options for Mac, Windows, or Linux, most users will be able to make use of this software package provided they have the necessary ELM327 adapter to connect to their vehicle. OBD is a great tool as passenger vehicles become increasingly computer-driven as well, but there are some concerns surrounding privacy and security in some of the latest and proposed versions of the standard.

Helping Robots Learn By Letting Them Fail

The [MIT Technology Review] has just released its annual list of the top innovators under the age of 35, and there are some interesting people on this list of the annoyingly accomplished at a young age. Like [Lerrel Pinto], an associate professor of computer science at NY University. His work focuses on teaching robots how to do things in the home by failing.

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Multi-Year Doorbell Project

Camera modules for the Raspberry Pi became available shortly after its release in the early ’10s. Since then there has been about a decade of projects eschewing traditional USB webcams in favor of this more affordable, versatile option. Despite the amount of time available there are still some hurdles to overcome, and [Esser50k] has some supporting software to drive a smart doorbell which helps to solve some of them.

One of the major obstacles to using the Pi camera module is that it can only be used by one process at a time. The PiChameleon software that [Esser50k] built is a clever workaround for this, which runs the camera as a service and allows for more flexibility in using the camera. He uses it in the latest iteration of a smart doorbell and intercom system, which uses a Pi Zero in the outdoor unit armed with motion detection to alert him to visitors, and another Raspberry Pi inside with a touch screen that serves as an interface for the whole system.

The entire build process over the past few years was rife with learning opportunities, including technical design problems as well as experiencing plenty of user errors that caused failures as well. Some extra features have been added to this that enhance the experience as well, such as automatically talking to strangers passing by. There are other unique ways of using machine learning on doorbells too, like this one that listens for a traditional doorbell sound and then alerts its user.

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Four large nixie tubes showing the number 2

[Dalibor Farný]’s Enormous Nixies Light Up Contemporary Art Museum

Nixie tubes come in many shapes and sizes, but in only one color: the warm orange glow that makes them so desirable. They don’t usually come in large numbers, either: a typical clock has four or six; a frequency counter perhaps eight or nine. But some projects go bigger – a lot bigger in [Dalibor Farný]’s case. He built an art installation featuring more than a hundred jumbo-sized nixie tubes that make an entire wall glow orange.

This project is the brainchild of renowned installation artist [Alfredo Jaar], who was invited to create an exhibition at the Hiroshima Museum of Contemporary Art. Its title, Umashimenkana, means “we shall bring forth new life” and refers to a poem describing the birth of a child amid the suffering and despair following the atomic bombing of Hiroshima. Visitors to the exhibit experience a dark room where they see a wall of orange numbers count down to zero and erupt into a waterfall of falling zeroes.

Nixie tube expert [Dalibor] was the go-to person to implement such an installation – after all, he’s one of very few people making his own tubes. But even he had to invest a lot of time and effort into scaling them up to the required 150 mm diameter, with 135 mm tall characters. We covered his efforts towards what was then known as the H-tube project two years ago, and we’re happy to report that all of the problems that plagued his efforts at the time have since been solved.

The cathodes of a large nixie tube being assembledOne of the major issues was keeping the front of the tubes intact during manufacture. Often, [Dalibor] and his colleagues would finish sealing up a tube, only for the front to pop out due to stress build-up in the glass. A thorough heating of the entire surface followed by a slow cooling down turned out to be the trick to evening out the stress. All this heat then caused oxidation of the cathodes, necessitating a continuous flow of inert gas into the tube during manufacture. Those cathodes already had to be made stronger than usual to stop them from flexing, and the backplate light enough to keep everything shock resistant. The list goes on.

After ironing out these quirks, as well as countless others, [Dalibor] was finally able to set up a small-scale production line in a new workshop to get the required 121 tubes, plus spares, ready for shipment to Japan. The team then assembled the project on-site, together with museum staff and the artist himself. The end result looks stunning, as you can see in the excellent video embedded below. We imagine it looks even better in real life – if you want to experience that, you have until October 15th.

You might remember [Dalibor] from his excellent video on nixie clock fault analysis – which we hope won’t be necessary for Umashimenkana. He might be able to make your favorite shape into a nixie tube, too. Thanks for the tip, [Jaac]!

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A Die-Cast Car Subframe, Pushing The Limit Too Far?

A piece of manufacturing news from Tesla Motors caught our eye, that Elon Musk’s car company plans to die-cast major underbody structures — in effect the chassis — for its cars. All the ingredients beloved of the popular tech press are there, a crazy new manufacturing technology coupled with the Musk pixie dust. It’s undeniably a very cool process involving a set of huge presses and advanced 3D-printing for the sand components of the mould, but is it really the breakthrough it’s depicted as? Or has the California company simply scored another PR hit?

We produced an overview of die casting earlier in the year, and the custom sand moulding in the Tesla process sounds to us a sort of half-way house between traditional die casting and more conventional foundry moulding. I don’t doubt that the resulting large parts will be strong enough for the job as the Tesla engineers and metallurgists will have done their work to a high standard, but I’m curious as to how this process will give them the edge over a more traditional car manufacturer building a monocoque from pressed steel. The Reuters article gushes about a faster development time which is no doubt true, but since the days of Henry Ford the automakers have continuously perfected the process of making mass-market cars as cheaply as possible. Will these cast assemblies be able to compete with pressed steel when applied to much lower-margin small cars? I have my doubts.

Aside from the excessive road noise of the Tesla we had a ride in over the summer, if I had a wish list for their engineers it would include giving their cars some longevity.

Header: Steve Jurvetson, CC BY 2.0.