š ratatui_ruby v1.0.0-beta.1 is out!
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š ratatui_ruby v1.0.0-beta.1 is out!
Ruby bindings to Ratatui, the Rust TUI library. Native performance, Ruby expressiveness.
Why 1.0? The API is stable. Projects like Sidekiq are building on it. Beta means we need real-world usage to find edge-case bugs.
New website: https://www.ratatui-ruby.dev
gem install ratatui_ruby --pre
Help shape the 1.0.0 final release: try it and report bugs!
rubygems.org/gems/ratatui_ruby
#ruby #rust #tui #cli #ratatui #programming #software #coding #ui
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undefined riffraff@mastodon.social shared this topic
Gli ultimi otto messaggi ricevuti dalla Federazione
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La legge del piĆ¹ forte. Quando lo Stato ĆØ il problema (sempre!)
@anarchia
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@Tutanota This is not to protect the children.
Instead, It is to force adults to give up their IDs (and normalize the act) so they are easy to be identified whenever they try to spread the truth or post/comment something against the will of the elites.
There are numerous ways to protect the children. This is definitely not one of them.
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PerchĆ© Meta ĆØ un poā nei guai negli Stati Uniti
Per vedere altri post come questo, segui la comunitĆ @informatica
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@passiomatic I think if you have read the comics you pick up more stuff, but my wife hadn't read them and she enjoyed it too.
Of course Moore said it's shit and refuses to watch it :D
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Tech in Plain Site: Finding a Flat Tire
There was a time when wise older people warned you to check your tire pressure regularly. We never did, and would eventually wind up with a flat or, worse, a blowout. These days, your car will probably warn you when your tires are low. Thatās because of a class of devices known as tire pressure monitoring systems (TPMS).
If you are like us, you see some piece of tech like this, and you immediately guess how it probably works. In this case, the obvious guess is sometimes, but not always, correct. There are two different styles that are common, and only one works in the most obvious way.
Obvious Guess
Weād guess that the tire would have a little pressure sensor attached to it that would then wirelessly transmit data. In fact, some do work this way, and thatās known as dTPMS where the ādā stands for direct.Of course, such a system needs power, and thatās usually in the form of batteries, although there are some that get power wirelessly using an RFID-like system. Anything wireless has to be able to penetrate the steel and rubber in the tire, of course.
But this isnāt always how dTPMS systems worked. In days of old, they used a finicky system involving a coil and a pressure-sensitive diaphragm ā more on that later.
TPMS sensor (by [Lumu] CC BY-SA 3.0Many modern systems use iTPMS (indirect). These systems typically work on the idea that a properly inflated tire will have a characteristic rolling radius. Fusing data from the wheel speed sensor, the electronic steering control, and some fancy signal processing, they can deduce if a tireās radius is off-nominal. Not all systems work exactly the same, but the key idea is that they use non-pressure data to infer the tireās pressure.
This is cheap and requires no batteries in the tire. However, it isnāt without its problems. It is purely a relative measurement. In practice, you have to inflate your tires, tell the system to calibrate, and then drive around for half an hour or more to let it learn how your tires react to different roads, speeds, and driving styles.
Changes in temperature, like the first cold snap of winter, are notorious for causing these sensors to read flat. If the weather changes and you suddenly have four flat tires, thatās probably what happened. The tires really do lose some pressure as temperatures drop, but because all four change together, the indirect system canāt tell which one is at fault, if any.
HistoryWhen the diaphragm senses correct pressure, the sensor forms an LC circuit. Low air pressure causes the diaphragm to open the switch, breaking the circuit.
The first passenger vehicle to offer TPMS was the 1986 Porsche 959. Two sensors made from a diaphragm and a coil are mounted between the wheel and the wheelās hub. The sensors were on opposite sides of the tire. With sufficient pressure on the diaphragm, an electrical contact was made, changing the coil value, and a stationary coil would detect the sensor as it passed. If the pressure drops, the electrical contact opens, and the coil no longer sees the normal two pulses per rotation. The technique was similar to a grid dip meter measuring an LC resonant circuit. The diaphragm switch would change the LC circuitās frequency, and the sensing coil could detect that.If one or two pulses were absent despite the ABS system noting wheel rotation, the car would report low tire pressure. There were some cases of centrifugal force opening the diaphragms at high speed, causing false positives, but for the most part, the system worked. This isnāt exactly iTPMS, but it isnāt quite dTPMS either. The diaphragm does measure pressure in a binary way, but it doesnāt send pressure data in the way a normal dTPMS system does.
youtube.com/embed/l0cY5sLySEE?ā¦
Of course, as you can see in the video, the 959 was decidedly a luxury car. It would be 1991 before the US-made Corvette acquired TPMS. The Renault Laguna II in 2000 was the first high-volume car to have similar sensors.
Now Theyāre Everywhere
In many places, laws were put in place to require TPMS in vehicles. It was also critical for cars that used ārun flatā tires. The theory is that you might not notice your run flat tires were actually flat, and while they are, as their name implies, made to run flat, they also require you to limit speed and distance when they are flat.Old cars or other vehicles that donāt have TPMS can still add it. There are systems that can measure tire pressure and report to a smartphone app. These are, of course, a type of dTPMS.
Problems
Of course, there are always problems. An iTPMS system isnāt really reading the tire pressure, so it can easily get out of calibration. Direct systems need battery changing, which usually means removing the tire, and a good bit of work ā watch the video below. That means there is a big tradeoff between sending data with enough power to go through the tire and burning through batteries too fast.youtube.com/embed/aorDT-wGz2M?ā¦
Another issue with dTPMS is that you are broadcasting. That means you have to reject interference from other cars that may also transmit. Because of this, most sensors have a unique ID. This raises privacy concerns, too, since you are sending a uniquely identifiable code.
Of course, your car is probably also beaming Bluetooth signals and who knows what else. Not to even mention what the phone in your car is screaming to the ether. So, in practice, TPMS attacks are probably not a big problem for anyone with normal levels of paranoia.
An iTPMS sensor wonāt work on a tire that isnāt moving, so monitoring your spare tire is out. Even dTPMS sensors often stop transmitting when they are not moving to save battery, and that also makes it difficult to monitor the spare tire.
The (Half Right) Obvious Answer
Sometimes, when you think of the āobviousā way something works, you are wrong. In this case, you are half right. TPMS reduces tire wear, prevents accidents that might happen during tire failure, and even saves fuel.Thanks to this technology, you donāt have to remember to check your tire pressure before a trip. You should, however, probably check the tread.
You can roll your own TPMS. Or just listen in with an SDR. If biking is more your style, no problem.
