carleeno

I’d focus on Wi-Fi rather than BLE based on your stack trace.

You said in the previous post that even with WiFi and Bluetooth off it still happens, but did you turn off WiFi scanning as well?

Wi-Fi scanning happens even when WiFi is off, and your stack trace refers to WiFi scanning specifically.

Check your settings carefully for the WiFi scanning option. It’s really only used for tracking anyway.

My last job issued me an M2 air that could only power 1 external monitor. Was annoying as hell.

Inverters could also provide “virtual inertia” which help to stabilize the grid frequency. However most of today’s inverters don’t have it, or it’s disabled.

This means we don’t need solar powered flywheels, which are inherently inefficient, we just need software (edit: and batteries of course) more or less.

https://www.mdpi.com/2076-3417/7/7/654

I don’t disagree with you. There will be a rapid rate of adoption.

But how long before it’s capable enough to be adopted? We (as in anybody) don’t know. We just know that it’s been many many years and they’re still not there yet, and just because a few driverless vehicles are operating (in extremely ideal scenarios with lots of help) doesn’t mean it’s ready for the kind of hockey stick curve that the industry is looking forward to.

It will happen eventually, sure. My prediction was in regards to the OP’s question of what will things look like in a few years. I don’t think the tech will be ready for mass adoption in just a few years, neither does the author of the article linked.

As someone who worked there previously, I can confirm that both of your statements are correct. (This has already been publicly shared by Aurora)

There will be nobody in (most of) their trucks. There will be button pushers remotely to help it in confusing situations or failures.

They’ve already been operating the trucks near-fully autonomously with safety drivers behind the wheel and copilots in the right seat monitoring the system. They plan to remove both operators from the vehicle completely, eventually.

(Now for some of my own speculation) Someone else mentioned mother goose, they may do a similar approach, however the follow trucks don’t need to keep up with the lead truck. It would be only for the lead truck to be an early warning for unexpected road conditions (new construction for example) that is handled by the safety driver, and info sent back to other trucks quickly on how to handle it or to pull over and wait for help (default action if it gets confused). It’s impossible to require that a convoy remains together in close formation, too many scenarios can split up the trucks even on the highway.

In a mechanical failure it would pull over and wait for a rescue team. The rescue team will probably include backup drivers in case it can’t resume driving autonomously.

Also, always take timetables with a grain of salt regarding anything related to autonomous vehicles.

My guess is the situation a few years from now will be that an inconsequential percentage of the US trucking fleet will be autonomous, a smaller percentage will have no safety drivers, and the remote operators will still be 1:1 ratio, maybe 1:2 (one operator for 2 trucks), but not the desired 1:10. This tech advances very slowly.

It’s because you’re using the dev environment which uses Auth0’s own keys. You’ll still have to jump through all of those same hoops when you set up a staging or prod environment.

I may be ignorant here, but why do you need drivers for a cooler? Just run it off the mobo headers and let the bios run the curve.

Hardware support has gotten to the point where generally only some very minor bits don’t work (which I don’t need, like the fingerprint reader on my old lenovo). That said, next time you build/upgrade, start looking at Linux compatibility for hardware to be sure.