Blueprint for ‘Artificial Leaf’

Mimics Mother Nature and helps to

turn water to hydrogen for fuel

ScienceDaily (Mar. 26, 2010) — Scientists have presented a design strategy to produce the long-sought artificial leaf, which could harness Mother Nature’s ability to produce energy from sunlight and water in the process called photosynthesis. The new recipe, based on the chemistry and biology of natural leaves, could lead to working prototypes of an artificial leaf that capture solar energy and use it efficiently to change water into hydrogen fuel, they stated.


Their report was scheduled for the 239th National Meeting of the American Chemical Society (ACS) in San Francisco. It was among more than 12,000 scientific reports scheduled for presentation at the meeting, one of the largest scientific gatherings of 2010.

“This concept may provide a new vista for the design of artificial photosynthetic systems based on biological paradigms and build a working prototype to exploit sustainable energy resources,” Tongxiang Fan, Ph.D. and colleagues Di Zhang, Ph.D. and Han Zhou, Ph.D., reported, They are with the State Key Lab of Matrix Composites at Shanghai Jiaotong University, Shanghai, China.

Fan pointed out that using sunlight to split water into its components, hydrogen and oxygen, is one of the most promising and sustainable tactics to escape current dependence on coal, oil, and other traditional fuels. When burned, those fuels release carbon dioxide, the main greenhouse gas. Combustion of hydrogen, in contrast, forms just water vapor. That appeal is central to the much-discussed “Hydrogen Economy,” and some auto companies, such as Toyota, have developed hydrogen-fueled cars. Lacking, however, is a cost-effective sustainable way to produce hydrogen.

With that in mind, Fan and co-workers decided to take a closer look at the leaf, nature’s photosynthetic system, with plans to use its structure as a blueprint for their next generation of artificial systems. Not too surprisingly, the structure of green leaves provides them an extremely high light-harvesting efficiency. Within their architecture are structures responsible focusing and guiding of solar energy into the light-harvesting sections of the leaf, and other functions.

The scientists decided to mimic that natural design in the development of a blueprint for artificial leaf-like structures. It led them to report their recipe for the “Artificial Inorganic Leaf” (AIL), based on the natural leaf and titanium dioxide (TiO2) — a chemical already recognized as a photocatalyst for hydrogen production.

The scientists first infiltrated the leaves of Anemone vitifolia — a plant native to China — with titanium dioxide in a two-step process. Using advanced spectroscopic techniques, the scientists were then able to confirm that the structural features in the leaf favorable for light harvesting were replicated in the new TiO2 structure. Excitingly, the AIL are eight times more active for hydrogen production than TiO2 that has not been “biotemplated” in that fashion. AILs also are more than three times as active as commercial photo-catalysts. Next, the scientists embedded nanoparticles of platinum into the leaf surface. Platinum, along with the nitrogen found naturally in the leaf, helps increase the activity of the artificial leaves by an additional factor of ten.

In his ACS presentation, Fan reported on various aspects of Artificial Inorganic Leaf production, their spectroscopic work to better understand the macro- and microstructure of the photocatalysts, and their comparison to previously reported systems. The activity of these new “leaves,” are significantly higher than those prepared with classic routes. Fan attributes these results to the hierarchical structures derived from natural leaves:

“Our results may represent an important first step towards the design of novel artificial solar energy transduction systems based on natural paradigms, particularly based on exploring and mimicking the structural design. Nature still has much to teach us, and human ingenuity can modify the principles of natural systems for enhanced utility.”

Sourced and published by Henry Sapiecha 9th April 2010

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Danish Researchers Reveal New

Hydrogen Storage Technology

ScienceDaily (Sep. 8, 2005) — Scientists at the Technical University of Denmark have invented a technology which may be an important step towards the hydrogen economy: a hydrogen tablet that effectively stores hydrogen in an inexpensive and safe material.


With the new hydrogen tablet, it becomes much simpler to use the environmentally-friendly energy of hydrogen. Hydrogen is a non-polluting fuel, but since it is a light gas it occupies too much volume, and it is flammable. Consequently, effective and safe storage of hydrogen has challenged researchers world-wide for almost three decades. At the Technical University of Denmark, DTU, an interdisciplinary team has developed a hydrogen tablet which enables storage and transport of hydrogen in solid form.

“Should you drive a car 600 km using gaseous hydrogen at normal pressure, it would require a fuel tank with a size of nine cars. With our technology, the same amount of hydrogen can be stored in a normal gasoline tank”, says Professor Claus Hviid Christensen, Department of Chemistry at DTU.

The hydrogen tablet is safe and inexpensive. In this respect it is different from most other hydrogen storage technologies. You can literally carry the material in your pocket without any kind of safety precaution. The reason is that the tablet consists solely of ammonia absorbed efficiently in sea-salt. Ammonia is produced by a combination of hydrogen with nitrogen from the surrounding air, and the DTU-tablet therefore contains large amounts of hydrogen. Within the tablet, hydrogen is stored as long as desired, and when hydrogen is needed, ammonia is released through a catalyst that decomposes it back to free hydrogen. When the tablet is empty, you merely give it a “shot” of ammonia and it is ready for use again.

“The technology is a step towards making the society independent of fossil fuels” says Professor Jens Nørskov, director of the Nanotechnology Center at DTU. He, Claus Hviid Christensen, Tue Johannessen, Ulrich Quaade and Rasmus Zink Sørensen are the five researchers behind the invention. The advantages of using hydrogen are numerous. It is CO2-free, and it can be produced by renewable energy sources, e.g. wind power.

“We have a new solution to one of the major obstacles to the use of hydrogen as a fuel. And we need new energy technologies – oil and gas will not last, and without energy, there is no modern society”, says Jens Nørskov.

Together with DTU and SeeD Capital Denmark, the researchers have founded the company Amminex A/S, which will focus on the further development and commercialization of the technology.

Sourced and published by Henry Sapiecha 9th April 2010

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University of North Texas Cool N2Car – Nitrogen powered prototype car


Designed, built, and tested by Dr. Carlos Ordonez (Physics), Dr. Mitty Plummer (Engineering Technology), and Dr. Rick Reidy (Department of Materials Science) of the University of North Texas , this developmental zero emission vehicle employs a cryogenic heat engine and is fueled by liquid nitrogen. This research was funded by the Texas Advanced Technology Program.

Liquid nitrogen vehicle

(Redirected from Liquid nitrogen economy)

liquid nitrogen vehicle is powered by liquid nitrogen, which is stored in a tank. The engine works by heating the liquid nitrogen in a heat exchanger, extracting heat from the ambient air and using the resulting pressurized gas to operate a piston or rotary engine.

Liquid nitrogen propulsion may also be incorporated in hybrid systems, e.g., battery electric propulsion and fuel tanks to recharge the batteries. This kind of system is called a hybrid liquid nitrogen-electric propulsion. Additionally, regenerative braking can also be used in conjunction with this system.

liquid nitrogen economy is a hypothetical proposal for a future economy in which the primary form of energy storage and transport is liquid nitrogen. It is proposed as an alternative to liquid hydrogen in some transport modes and as a means of locally storing energy captured fromrenewable sources. An analysis of this concept provides insight into the physical limits of all energy conversion schemes.

Description

Currently, most road vehicles are powered by internal combustion engines burning fossil fuel. If transportation is to be sustainable over the long term, the fuel must be replaced by something else produced by renewable energy. The replacement should not be thought of as an energy source; it is a means of transferring and concentrating energy, a “currency” or energy carrier.

Liquid nitrogen is generated by cryogenic or Stirling engine coolers that liquefy the main component of air, nitrogen (N2). The cooler can be powered by renewable-generated electricity or through direct mechanical work from hydro or wind turbines.

Liquid nitrogen is distributed and stored in insulated containers. The insulation reduces heat flow into the stored nitrogen; this is necessary because heat from the surrounding environment boils the liquid, which then transitions to a gaseous state. Reducing inflowing heat reduces the loss of liquid nitrogen in storage. The requirements of storage prevent the use of pipelines as a means of transport. Since long-distance pipelines would be costly due to the insulation requirements, it would be costly to use distant energy sources for production of liquid nitrogen. Petroleum reserves are typically a vast distance from consumption but can be transferred at ambient temperatures.

Liquid nitrogen consumption is in essence production in reverse. The Stirling engine or cryogenic heat engine offers a way to power vehicles and a means to generate electricity. Liquid nitrogen can also serve as a direct coolant for refrigeratorselectrical equipment and air conditioning units. The consumption of liquid nitrogen is in effect boiling and returning the nitrogen to the atmosphere.

Criticisms

Cost of production

Liquid nitrogen production is an energy-intensive process. Currently practical refrigeration plants producing a few tons/day of liquid nitrogen operate at about 50% of Carnot efficiency

Energy density of liquid nitrogen

Any process that relies on a phase-change of a substance will have much lower energy densities than processes involving a chemical reaction in a substance, which in turn have lower energy densities than nuclear reactions. Liquid nitrogen as an energy store has a low energy density. Liquid hydrocarbon fuels by comparison have a high energy density. A high energy density makes the logistics of transport and storage more convenient. Convenience is an important factor in consumer acceptance. The convenient storage of petroleum fuels combined with its low cost has led to an unrivaled success. In addition, a petroleum fuel is a primary energy source, not just an energy storage and transport medium.

The energy density — derived from nitrogen’s isobaric heat of vaporization and specific heat in gaseous state — that can be realised from liquid nitrogen at atmospheric pressure and zero degrees Celsius ambient temperature is about 97 watt-hours per kilogram (W-hr/kg). This compares with about 3,000 W-hr/kg for a gasoline combustion engine running at 28% thermal efficiency, 30 times the density of liquid nitrogen used at the Carnot efficiency

For an isothermal expansion engine to have a range comparable to an internal combustion engine, an 350-litre (92 US gal) insulated onboard storage vessel is required . A practical volume, but a noticeable increase over the typical 50-litre (13 US gal) gasoline tank. The addition of more complex power cycles would reduce this requirement and help enable frost free operation. However, no commercially practical instances of liquid nitrogen use for vehicle propulsion exist.

Frost formation

Unlike internal combustion engines, using a cryogenic working fluid requires heat exchangers to warm and cool the working fluid. In a humid environment, frost formation will prevent heat flow and thus represents an engineering challenge. To prevent frost build up, multiple working fluids can be used. This adds topping cycles to ensure the heat exchanger does not fall below freezing. Additional heat exchangers, weight, complexity, efficiency loss, and expense, would be required to enable frost free operation 

Safety

However efficient the insulation on the nitrogen fuel tank, there will inevitably be losses by evaporation to the atmosphere. If a vehicle is stored in a poorly ventilated space, there is some risk that leaking nitrogen depletes the level of oxygen in the air and causes asphyxiation. Since nitrogen is a colorless and odourless gas that already makes up 78 % of air, such a change is difficult to detect.

Cryogenic liquids are hazardous if spilled. Liquid nitrogen can cause frostbite and can make some materials extremely brittle.

Tanks

The tanks must be designed to safety standards appropriate for a pressure vessel, such as ISO 11439.

The storage tank may be made of:

The fiber materials are considerably lighter than metals but generally more expensive. Metal tanks can withstand a large number of pressure cycles, but must be checked for corrosion periodically.

Emission output

Like other non-combustion energy storage technologies, a liquid nitrogen vehicle displaces the emission source from the vehicle’s tail pipe to the central electrical generating plant. Where emissions-free sources are available, net production of pollutants can be reduced. Emission control measures at a central generating plant may be more effective and less costly than treating the emissions of widely-dispersed vehicles.

Advantages

Liquid nitrogen vehicles are comparable in many ways to electric vehicles, but use liquid nitrogen to store the energy instead of batteries. Their potential advantages over other vehicles include:

  • Much like electrical vehicles, liquid nitrogen vehicles would ultimately be powered through the electrical grid. Which makes it easier to focus on reducing pollution from one source, as opposed to the millions of vehicles on the road.
  • Transportation of the fuel would not be required due to drawing power off the electrical grid. This presents significant cost benefits. Pollution created during fuel transportation would be eliminated.
  • Lower maintenance costs
  • Liquid nitrogen tanks can be disposed of or recycled with less pollution than batteries.
  • Liquid nitrogen vehicles are unconstrained by the degradation problems associated with current battery systems.
  • The tank may be able to be refilled more often and in less time than batteries can be recharged, with re-fueling rates comparable to liquid fuels.

Disadvantages

The principal disadvantage is the inefficient use of primary energy. Energy is used to liquify nitrogen, which in turn provides the energy to run the motor. Any conversion of energy between forms results in loss. For liquid nitrogen cars, energy is lost when electrical energy is converted to liquid nitrogen.

Liquid nitrogen is not yet available in public refueling stations.

Details of this work were presented in July 1997 at the Cryogenic Materials Conference in Portland, Oregon. Questions about this program can be addressed to:

Dr. Carlos Ordonez
Department of Physics
PO Box 311427
University of North Texas
Denton, Texas 76203-1427
940-565-4860

Dr. Mitty Plummer
Dept. of Engineering Technology
PO Box 13198
University of North Texas
Denton, Texas 76203
940-565-2846
email: plummer@unt.edu

Dr. Rick Reidy
Dept. of Materials Science
PO Box 305310
University of North Texas
Denton, Texas 76203-5310
940-369-7115
email: reidy@unt.edu

Sourced and published by Henry Sapiecha 9th April 2010

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ZMP

to Release 1-seater Electric Robot

Vehicle

Feb 25, 2010 14:53 Tsunenori Tomioka, Nikkei Monozukuri

ZMP Inc will release the “RoboCar G,” a one-seater electric vehicle (EV), expecting that it will be used for the researches of next-generation vehicles.

The RoboCar G is based on a one-seater EV developed by the Next-gen EV Study Group at Gunma University. And ZMP added its technologies and know-how accumulated from the development of the Robocar, a platform for research and development assistance in the field of robotics (See related article), to it.

“We developed the RoboCar G for research and development using a car that is large enough for practical use,” ZMP said.

Sensors that can be mounted on the vehicle include a laser range finder, a stereo camera, a GPS (global positioning system), an IMU (inertial measurement unit), a milliwave radar and a sonar sensor. Sensors will be mounted in accordance with user needs and connected with one another via a network. And the RoboCar G will be shipped as a computer-controlled robot vehicle.

It will be built to order, and its price will be determined based on the types and the number of mounted sensors. Shipment will begin in or after November 2010.

Sourced and published by Henry Sapiecha 3rd March 2010

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INDIA’S NEW TATA NANO MOTOR CAR

PEOPLE MOVERS FOR THE MASSESS @ $2,000US

nano-red-3nano-interior-3nano-yellow

After getting official over a year ago, missing its original production plan and eventually hitting a wall with respect to production, Tata‘s long-awaited Nano vehicle is all set to take to the streets this July. According to a fresh report over at Reuters, the world’s cheapest car (100,000 rupee, or $1,980) is expected to be the hottest thing around when it ships in India in a matter of months. In fact, there are so many orders waiting to be filled, initial owners will be “randomly selected from bookings made between April 9 and 25.” We’re also told that a European variant will be launched by 2011, and while a US model is still a possibility, no firm launch date has been given there. Good luck getting your rear into one, and be sure and shoot us a few hands-on shots if you do.

Sourced and published by Henry Sapiecha 29th Sept 2009

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China to Push Green Cars

India to Focus on Electric Vehicles

A number of lectures on the policies and current states of electric vehicle (EV) development in China and India were delivered at the 24th International Battery, Hybrid and Fuel Cell Electric Vehicle Symposium & Exhibition (EVS24), which took place in Norway from May 13 to 16, 2009.

China is planning to allot half the total transportation energy consumption to EVs and fuel cell vehicles (FCVs) that primarily use energy other than petroleum by 2020. In India, on the other hand, the diffusion of EVs has become an important issue due to its environmental problems and transportation conditions.

Gasoline cars, EVs to co-exist for some time in China

Automotive sales are growing extremely fast in China. They reached about 9.3 million units in 2008 and are likely to surpass 10 million units, the largest sales volume in the world, in 2010. The number of vehicles owned in China is currently 40 million and is forecast to reach 150 million in 2020.

C. C. Chan, president of the Electric Vehicle Association of Asia Pacific China, and Duan Ruichun, executive president of Chinese Electro-technical Society China, reported data on automotive development including EVs in China.

China is planning to reduce gasoline cars and hybrids, which are powered primarily by oil, and allot half the total energy consumption in the transportation segment to EVs and FCVs, which are powered by energies other than oil, Chan said.

As half of the existing cars will remain, China will (1) maintain the infrastructure for gasoline and other liquid fuels, (2) make its mileage regulation for gasoline cars etc, meet international standards and (3) give priority to high-efficiency direct-injection engine cars and hybrids until 2020.

Ruichun said China is conducting 863 projects concerning EV and FCV development to meet this goal. As a result of those projects, EVs and hybrids are currently running in 13 cities in China. And the Chinese government is planning to increase the number of those vehicles to more than 1,000 units within three years.

At first, EVs and FCVs will be diffused as means of public transportation. To accomplish this goal, the government will increase the subsidies for purchasers of electric buses, etc. For example, for the purchase of a hybrid, electric or fuel-cell bus with a total length of 10m or more, a subsidy of up to Rmb420,000 (about ¥5.88 million or US$61,600), 500,000 (¥7 million) or 600,000 (¥8.4 million) will be paid, respectively.

As for the purchase of a general EV, a subsidy of up to Rmb50,000 (¥700,000), 60,000 (840,000) and 250,000 (3.5 million) will be granted to the purchaser of a hybrid, EV and FCV, respectively.

Aided by those stimulative policies, China is already at a state where it can start producing core technologies for EVs and automotive platforms, Ruichun said.

“We have already achieved 2,000W/kg output density of a Li-ion secondary battery with a current capacity of 6 to 100Ah and mounted a 1,300W/kg output motor with more than 93% efficiency on a car,” he said, emphasizing the fact that EV development is making smooth progress in China.

EVs are suited for India

Meanwhile, Indian population will outnumber the world’s largest Chinese population, exceeding 1.4 billion in about 2030. The Indian automotive market has been growing at an annual rate of more than 15% as well. The market will maintain the same scale as in the preceding year even during the global recession of 2008 to 2009.

The diffusion of EVs seems to have become a pressing challenge in India.

“Considering environmental issues, we will face a serious trouble if we do not start spreading more EVs in priority to gasoline cars,” said Chetan Maini, deputy chairman and CTO of Reva Electric Company of India.

“In large cities, the degree of atmospheric pollution due to auto emission is by far worse than our safety standards,” said Shanta Chatterji, chairman and managing director of Chattelec Vehicles India Ltd of India. “And the number of deaths caused by diseases from air pollution has already outpaced that of deaths in traffic accidents.”

EVs are suited not only for environmental reasons but also for transportation conditions in India. Behind this is the fact that “long-distance driving is difficult in India because of heavy traffic congestion in urban areas,” Maini said. He revealed that 95% or more of automobiles in India are estimated to travel 80km or less per trip, with 80% traveling 25km or less.

“An EV equipped with a Li-ion secondary battery can travel about 120km per charge,” Maini said. “In other words, more than 95% of cars in India can be covered. Even when traveling 240km, the EV can travel the distance with a quick charge for about 1.5 hours. So, there will be no problem if more than 99% of cars in India are EVs.”

Moreover, there is little chance that traffic congestions will improve in India, where urban population is expected to increase about 50% in 20 years.

Nevertheless, the current hottest car in India is the low-priced gasoline car, “Nano,” which Tata Motors Ltd of India is planning to release. Reportedly, nearly 200,000 units of the Nano have already been ordered.

“The diffusion of the Nano is likely to worsen the current transportation conditions and environmental issues,” Maini said, commenting on the Nano.

The Nano can be used as the second car in urban areas or a convenient car for people in rural areas. In India, the number of cars purchased as the second car has reportedly surpassed that of first car purchases since 2005.

EVs recently started to penetrate India. The total sales of electric motorcycles and EVs were about 10,000 units in 2007 to 2008, but the sales are expected to sharply soar to about 110,000 units in 2008 to 2009. However, electric motorcycles are making up the majority of the sales.

Although there are more than 15 manufacturers of electric motorcycles in India, only few Indian manufacturers deal with EVs or hybrids. At this moment, Reva is the only EV manufacturer and Mahindra & Mahindra Ltd is the only hybrid manufacturer in India. Tata, on the other hand, is planning to market EVs in Europe as a starter.

The Indian government is currently devising policies with three pillars, “ecology,” “economy” and “social equity,” to diffuse EVs. Of these three pillars, EVs hold the key to both ecology and economy, Chatterji said.

Sourced and published by Henry Sapiecha 1st July 2009

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The Ultimate Aero EV – World’s Fastest Electric Car

Shelby SuperCars recently announces plans to produce an all-electric version of one of their current cars, the Ultimate Aero, also known as the world’s fastest production car. The new model will be powered by their revolutionary All-Electric Scalable Powertrain (AESP), and will provide 100% torque at 0 RPM and better performance compared to traditional internal combustion engines. With a 1,000hp twin motor and 800 ft-lb of torque, the car will be able to acheive 60mph in 2.5 seconds and have a top speed of 208mph. According to the company, the battery will charge in 10 minutes and have a 150 to 200 mile range.

Sourced and published by Henry Sapiecha 24th June 2009

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Flesh eating robot on wheels


Chew Chew

Chew Chew the gastrobot (Pic: New Scientist)

At last, a robot that is powered by food – but watch out, this gastrobot’s ideal food is flesh!

According to this week’s New Scientist, a researcher at the University of South Florida has developed a 12-wheeled monster called Chew Chew, with a microbial fuel cell stomach that uses E. coli bacteria to break down food and convert chemical energy into electricity.

“Turning food into electricity isn’t unique,” says Wilkinson. “What I’ve done is make it small enough to fit into a robot”.

The microbes produce enzymes that break down carbohydrates, releasing electrons which are harnessed to charge a battery by a reduction and oxidation reaction.

Wilkinson says this is analogous to blood supply and respiration in a mammal – but delivering electrons instead of oxygen.

Gastrobot consists of three 1-metre long wheeled wagons complete with pumps for redox solution, battery bank, oesophagus, ultrasonic eyes, mouth, DC motor and E.coli powered stomach.

Unfortunately, the microbial fuel cell doesn’t produce enough power to actually move Chew Chew. Instead, the electricity is used to charge the batteries and only when these are fully charged does can the robot move. When the batteries are drained, the cycle must then be repeated.

According to New Scientist, early applications for gastrobots are likely to include mowing lawns – grazing on grass clippings for fuel.

The ideal fuel in terms of energy gain is meat, says inventor Stuart Wilkinson, but at the moment Chew Chew lives on sugar cubes.

Catching meat would require the robot to produce more energy and besides Wilkinson isn’t so sure it’s good to give gastrobots a taste for meat.

Conversion to eat carion flesh or decaying corpses is another option.

“Otherwise they’ll notice there’s an awful lot of humans running around and try to eat them,” he warns.

Tags: science-and-technology

Sourced and published by Henry Sapiecha 13th May 2009

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Robots clear bombs the

wireless way


Robot

Dr Jun Jo controls his robots with his mobile phone (Image: Griffith University)

A robot controlled by wireless technology could be used to control bomb disposal and security reconnaissance vehicles, its Australian creator says.

Dr Jun Jo, a senior lecturer at Griffith University, created the prototype of a ‘bomb removal car’ with postgraduate students.

The robotic car is controlled by Bluetooth wireless networking technology, which potentially allows an operator to stay at a safe distance while sending the vehicle into a hazardous situation.

A video camera mounted onto the front of the robot streams images back to the operator.

The operator can then direct the robot to a particular location, identify a suspicious package and scoop it up with an in-built shovel.

“Through a camera I can see what the robot sees and with Bluetooth I can control it within 100 metres,” says Jo.

At 20 centimetres long, the robotic vehicle is about the size of a child’s model car.

“It looks like a toy at this stage, but I want to build a larger one,” he says.

Linking technology

Bluetooth networking is commonly used to link computers and mobiles to peripheral devices. But Jo says there are also many potential applications for Bluetooth and robotics, not just in dangerous situations.

“I am looking at applications in both the security industry and in entertainment,” says Jo, who also runs the university’s robotics and games research laboratory.

“Robotics and games share many qualities in their control methods and algorithms,” he says. “I feel in the near future there will be more
applications for robots in the games industry.”

Robotic football, for example, is a concept that enthusiasts already explore using teams of four-legged players: Sony Aibo robot dogs.

Meanwhile, mobile phone maker Sony Ericsson is exploring using Bluetooth applications for fun, such as a tiny toy car that can be controlled easily by mobile phone.

Recently the company also unveiled a remote-controlled digital camera on wheels called ROB-1. The camera can be steered from a mobile and sends a video stream back to handset, so the owner can decide what pictures to shoot.

Problems with video

alpha_dista_icon_26

There are limitations to the quality of video people can expect from Bluetooth, says Jo.

“One of the drawbacks of Bluetooth is that it is a medium transmission speed. It’s not bad for five frames per second, which would allow you to work out where an object is.”

Jo’s prototype is based on Bluetooth for now, but could be adapted to other current or future networking standards.

“At the moment Bluetooth is one of the most advanced mobile networking technologies, but others will come in time and they could be easily added to such a system,” he says.

reddish-car-ring

The robotic car could be expanded to work with Australia’s 3G or GPRS mobile data networks, which he says could make control possible from distant locations.

Sourced and published by Henry Sapiecha 13th May 2009

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Sharp, Pioneer Enable Communication Between Cell Phones, Car Navigation Systems

phone40

Apr 14, 2009 19:57
Naoshige Shimizu, Nikkei Electronics

Sharp Corp and Pioneer Corp announced April 13, 2009, that they jointly developed “Photoremo@Navi Ver1.0,” a data standard for communications between mobile phones and car navigation systems.

Using Photoremo@Navi-based mobile phones and car navigation systems, it is possible to easily exchange GPS data, expected arrival time calculated by a car navigation system, notifications of received e-mails and calls, etc via Bluetooth and infrared rays.

pda

The data standard was developed as part of the two companies’ joint development projects that were launched after they formed a capital alliance in 2007 and cover a variety of themes in the TV and car electronics areas. They will promote the standard to other mobile phone and car navigation system manufacturers.

“We are aiming to make the format open to anyone in the future,” Sharp said. However, Pioneer said, “We have yet to determine when and how we will release the format.”

“Photoremo” is a standard originally developed by Sharp for data exchange between mobile phones and home appliances. It attaches information used to control home appliances to images in JPEG format. With Photoremo@Navi, the same capability can be easily used with car navigation systems.

anicam

For example, a user carrying a GPS mobile phone finds a good restaurant and takes a picture of it (in JPEG format). Then, the photo data is registered together with its location data based on the Photoremo@Navi standard. If this photo is sent to his/her friend’s mobile phone, the friend can easily register the photo and location data in his/her car navigation system.

“One of the major issues with car navigation maps is the fact that they cannot quickly update store names and other variable information,” Pioneer said. “If Photoremo@Navi can enable the easy registration of the names and locations of the stores that users recommend, this challenge can be overcome.”

“Photoremo@Navi is also available for any devices that support Photoremo,” Sharp said.

Currently, Photoremo-compatible products include Sharp’s “SH706iW” mobile phone and “Aquos R” series LCD TVs released in 2008. Meanwhile, Pioneer has not yet determined when it will release a Photoremo-compatible car navigation system.

yellow-racer

Know where your’e at

“It is impossible to make our car navigation systems compatible with Photoremo only by upgrading their software,” Pioneer said. “So, it is difficult to incorporate Photoremo@Navi capability in our existing products.”

Sourced and published by Henry Sapiecha 22nd April 2009

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