Simon Ster 48.2

Simon

Volume 48 | Issue 2 | January 2017

Het Oneindelicke Labyrint Profiel: Tesla Model X - P90D GDI: Milking Robot Solar Team Eindhoven

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10 | DARPA Robotics Challenge

| Profiel: Tesla Model X - P90D

| GDI: Milking Robot

| Solar Team Eindhoven

24 Colophon November 2016/ volume 48, issue 1 The ‘Simon Ster’ is a publication by the study association of mechanical engineering Simon Stevin of Eindhoven University of Technology . The ‘Simon Ster’ will be published five times this year.

Editor in Chief Sebastiaan van Kemenade

Editorial Committee Aakash Amul, Has Berkers, Loes van den Beuken, Rik van Cauwenberghe, Karel Drenth, Eva Eggels, Sebastiaan van Kemenade, Linus Klaassen, Ruben de Klerk, Robbert Louwers, Bas Raes, Kelsey Viehmann, Lisanne van Wincoop

Design vM-design

Layout Has Berkers Sebastiaan van Kemenade Ruben de Klerk

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Illustrations and Pictures

Printing Office

Editorial Committee, PaparaCie and members of W.S.V. Simon Stevin

Drukkerij Snep BV

Contact Eindhoven University of Technology Gemini-Noord 1.61 Den Dolech 2 5612 AZ Eindhoven Postbus 513 5600 MB Eindhoven Phone: (040) 247 33 13 E-mail: redactie@simonstevin.tue.nl Homepage: wsv.simonstevin.tue.nl

Financial ABN-AMRO: NL87ABNA0529096358

Subscriptions It is possible to receive the Simon Ster at home. Subscriptions for the Simon Ster are available for an annual fee of €15,- , including shipping. In case you are interested or want more information, it is possible to contact the editor at aforementioned adress.

Circulation 900 pieces © Simon Stevin MMXVI Nothing from this edition may be duplicated and/or made public by means of press, photocopy, microfilm or any other possible manner without prior written consent from the board of W.S.V. Simon Stevin. The editors at all time reserve the right to shorten and/or edit articles. The placement of an article does not mean that this in any way reflects the opinion or viewpoint of W.S.V. Simon Stevin. Everyone can deliver articles to the Editorial Comittee in the Simonkamer: GeminiNoord 1.61 or by means of e-mail: redactie@ simonstevin.tue.nl

Table of Contents

Editorial

Smile of Science

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Het Oneindelicke Labyrint

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FietsFrameFrommelen

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DARPA Robotics Challenge

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Staut 12 Ingenieur aan het woord

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15

Prosthetic limbs

Kijk in de sterren

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A closer look at a Bachelor Final Project

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Profiel: Tesla Model X - P90D

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GDI: Milking robot

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USE Robots Everywhere

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Alumnus aan het woord Solar Team Eindhoven

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Archaïsme 32 Sterrenhoekjes 34

Contest

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Dear reader, 2017 has started and the holidays are over so let’s start with wishing you all the best for the new year! I hope you took plenty of rest and had enough quality time with your friends and family. This year is the year where we celebrate our Lustrum. We’ve started our lustrum last year and you can read about our first lustrum activity during the Glow festival in this Simon Ster already. A big part of this edition is about robots, read more about what the current possibilities of robots are and how they connect with your studies. You can read about this in the BFP-article and in the article about the USE robots course. The Smile of Science has some nice small updates and insights about robots and in our series called Profiel we’ve tested the Tesla Model X, a car with autonomous driving possibilities! Good luck with your exams and make sure to take a break often so you can read the Simon Ster inside out. Oh and don’t forget to take a look at the contest, you can win a 10 inch tablet this edition! To finish it all I wish you a lot of reading pleasure! Kind regards,

Sebastiaan van Kemenade

Advertisers VDL 19 Peutz 25 ExxonMobil

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Smile of Science

Robbert Louwers

Sense and Nonsense in Technology

Tech

Tech

Bartending robots

Useless robots

People require salary and need breaks. However, robots don’t. Robots do exactly what you want them to do. So why not replace whatever jobs you can with robots? Carlo Ratti developed the Makr Shakr Robot together with MIT, Coca-Cola and Bacardi Rum. After further development of an earlier prototype, the robot bar is now ready to serve the masses. The bar is built-in in a standard sea container, which makes it easily transportable. The only requirements for installing the bar are a power supply and an internet connection. The robot is completely autonomous and visitors can order their drinks via a smartphone app. Through this app customers

can even compose their own drinks. The possibilities are almost endless, since there are more than forty ingredients. When an order is entered, the robot starts moving to fill the cocktail shaker. Afterwards, the robot can shake, stir or sift the cocktail. The cocktails that are being prepared are shown real-time on two screens. Customers can rate the cocktails, leave their comments and share cocktail recipes. Want to see how this cocktail robot works? Scan the QR-code for a link to the video.

Who says that robots always have to be useful? Well, Simone Giertz, a Swedish inventor, has a YouTube channel where she posts videos of self-made robots that are all completely useless. She has gotten quite popular and is now known by “the queen of shitty robots”. She builds robots that are mechanically correct, but they show us that it will take some time before every part of our lives can be automated. The robots she makes are very diverse. For example, she made a tooth brushing machine which basically is just a helmet on your head with a motor that moves the toothbrush for you. She also made a robot that can help you with arguing on the internet. This robot is a face that is being rolled over a keyboard. According to her, the reason that she builds these robots is because it is the only way for her to get the ideas out of her head. Scan the QR code to take a look at her channel and get some inspiration to spend your next SEB-time (Study Evading Behaviour) on!

Space

Space X Elon Musk’s Space X has not been idle after its recent developments with the re-usable Falcon 9 rocket. The company now wants to create a world-wide internet network by launching thousands of satellites. The first goal is to launch 800 satellites to create better and faster internet in the USA. Later, they want to increase the amount to 4425 satellites for world-wide internet coverage. This satellite network would be a first step towards internet accessibility on other planets, since Space X’s long term goal is to send people to Mars.

Letting this many satellites orbit around the earth is a challenge itself, since currently only about 1400 operating satellites orbit the earth. Thus the amount Space X wants to launch would quadruple this amount, making it very packed in space. To be able to create fast connections, Space X wants the satellites to orbit closer

to the earth than common satellites, at a distance of only 1200 km from earth. The establishment of such a satellite internet network would cost 10 billion dollars according to Space X themselves. It is not yet known when Space X is planning to launch the first satellites or who is going to fund this project.

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Simon Ster 48.2 | January 2017

Tech

Science

Transformers

Robot that removes bone cancer

Almost everyone knows Transformers from the several successful movies. Now you wouldn’t think it is possible that such robot cars would ever exist, but the opposite is true. A Turkish company, Letvision, converted a BMW M3 to a real Transformer, called the Letron. With one press on the button, the car transforms into a standing robot. In its car form, the car is still fully functional and can be used to drive around. In its

robot form, the Letron is a bit stiff but it can turn its head and move its arms. For now, the Letron is the only working Transformer and it still is a prototype, but the company is working on building more Transformers based on BMWs. With the following prototypes, they are also hoping to give the robot more uses than only being able to turn its head and move its arms. A release date and price tag is still unknown.

Professor Maarten Steinbuch, from the TU/e is going to invest half a million euros in the development of a robot that can remove bone cancer from a patient by itself. Professor Steinbuch has received the Simon Stevin Mastership in November 2016, with which comes the prize of half a million euros which he can invest in research. The robot will be much more precise than any human could ever be. When this operation is performed by a surgeon he has to be very careful with drilling and milling because he could hit nerves which would paralyze the patient. The robot works by using X-ray images and the research focuses on developing a robot that can do the whole operation by itself, without the need of human intervention.

Tech

Battlebots Battlebots was aired on TV for five seasons in 2000 until 2002. In the series, robots fight each other in a death match. Competitors had to build their own robot which they could control from the side of the arena. In the arena where the robots battled there were some traps hidden to destroy the battlebots, for example using flamethrowers and crushers. The robots that battled in the arena could use any kind of weapons to destroy their enemies. Spinning blades, robots that used spiked hammers or spinning robots, they were all present. Many fans wanted the series to be back on television and after thirteen years the show aired again in 2015, to see how it would be received by the public. Because

the reactions on this were positive, a new series started in June 2016 and episodes

are now also being streamed online on abc.com.

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Het Oneindelicke Labyrint

Onglowfelijk

Hebben jullie al die kratten zelf leeggezopen? Hoeveel kratten zijn het eigenlijk? Gaan we schrikken in het doolhof? Dit zijn enkele vragen die bij de ingang veel gesteld zijn. Speciaal voor de lezers: het echte verhaal achter het bierkrattendoolhof. Op 14 november 2016 was het zover, de eerste bezoeker kreeg een zaklampje en werd het slecht verlichte bierkrattendoolhof ingestuurd. Dit was het moment waar de organisatoren vanuit de lustrumcommissie al een half jaar lang naartoe leefden. Begin mei kregen we de kans om ons project te mogen doen tijdens het lichtfestival GLOW, ter ere van de opening van het Twaalfde Lustrum. We mochten op het KOE-veld, pal voor het auditorium, het grootste bierkrattendoolhof ter wereld bouwen. En met verwachte opkomst van rond de 800.000 bezoekers wordt zelfs een bierkrattendoolhof een heel ingewikkeld project. Tien dagen voordat de eerste bezoeker zou gaan verdwalen in ons doolhof stonden er op een brakke vrijdagochtend om 8:00 uur stipt al een tiental brakke leden klaar om de vloer te leggen. Dat werktuigbouwers ook gewoon hard kunnen werken bleek wel toen ongeveer 2,5 uur later 2000 m2 aan houten vloer neergelegd was. De maandag erna stonden er om 8:00 uur weer opvallend veel mensen klaar, dit maal om de eerste kratjes van Bavaria aan te nemen. Nadat er twee vrachtwagens uitgeladen waren, moesten de kratjes ook nog met water gevuld worden. De onderste twee lagen van het doolhof bestonden namelijk uit kratjes met flesjes gevuld met water. In een bak met ijskoud water zijn de leden 2 dagen lang bezig geweest om zo’n 2500 kratten te vullen. Tegelijkertijd werden deze op de goede plekken opgebouwd, zodat we op woensdag helemaal klaar waren voor de volgende 4 vrachtwagens van Bavaria. Binnen één dag werden de overige

8500 kratten neergezet (welke natuurlijk aanzienlijk lichter waren). Dit zorgde ervoor dat de muren met 9 kratten een hoogte van 2,16 meter bereikten. De laatste drie dagen werd er gewerkt aan het vastzetten van de kratten met staalkabel, de invulling van het doolhof met diverse lampen en een rookmachine en het bouwen van een bar bij de wachtrij.

De eerste bezoeker die naar binnen ging, was absoluut niet in zijn eentje die avond. Er volgden die avond nog zo’n 5000 andere bezoekers. Helaas konden niet alle 800.000 bezoekers door het doolhof, vandaar dat wij een aftakking van de route waren. Mensen konden dus zelf kiezen of ze door het doolhof heen gingen, of

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Simon Ster 48.2 | January 2017

erlangs. In totaal hebben ongeveer 30.000 mensen voor de eerste optie gekozen. Veel meer hadden het er niet moeten zijn, want de gemiddelde wachttijd was 10 minuten. Gelukkig konden wij al die wachtende mensen van een (warm) drankje voorzien, tegen studentenprijzen natuurlijk. Hier werd door de bezoekers dan ook goed gebruik van gemaakt. Halverwege de week kwam de eerste tegenslag: er was een muurtje omgevallen. Niet zo’n probleem, en al mopperend over vandalen hadden we die binnen 10 minuten weer overeind. De volgende dag was dezelfde muur echter weer omgevallen. Na het bekijken van de camerabeelden bij de beveiliging bleek dat deze muur omwaaide door de zogenaamde “windtunnel” tussen Vertigo en de Zwarte Doos. Door deze windtunnel kwam de windkracht lokaal boven de windkracht 5 uit waarop ons doolhof berekend was. Daarnaast was nog veel hardere wind voorspeld…

Specificaties Aantal kratten

11.160

Hoogte muren

9 kratten = 2,16m

Oppervlakte doolhof

1728 m2

Staaldraad

1500 m

Uitgedeelde zaklampjes

15.000

Smalste gang

1,30 m

Breedste gang

2,30 m

Totaal aantal bezoekers

30.000

Aantal grappen over het zelf opzuipen van de kratten

Te veel

doolhof. Die avond zijn we ook dicht geweest voor het publiek, om eerst maar eens te kijken of alles overeind bleef, de sfeer was er niet minder op doordat de Diesborrel` wel plaatsvond bij het doolhof. Gelukkig hielpen alle scheerlijnen en vrijdag en zaterdag konden we gewoon open bij stormachtig weer!

Op donderdag sloeg het noodlot dan ook toe. Een groot deel van het doolhof, aan de kant waar de wind vandaan kwam, was ingestort. Toen zijn we overdag de hele dag bezig geweest met de wederopbouw, en vooral met het zetten van scheerlijnen aan het

We kunnen terugkijken op drie fantastische weken waarin de gehele Vereniging zich heeft laten zien van zijn beste kant. Bijna alle bezoekers vonden het doolhof een geweldige afwisseling op alle lampjes en vooral het enthousiasme van de vrijwilligers werd gewaardeerd. Wat de Lustrumcommissie betreft: op naar een even Oneindelick Crachtige lustrumweek!

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FietsFrameFrommelen

Fietsen van Oneindelicke Cracht?

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Simon Ster 48.2 | January 2017

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DARPA Robotics Challenge

Beyond human

It has been almost 2 years since the DARPA Robotics Challenge (DRC) wrapped up. The DRC is the biggest and most well-funded international robotics competition in years. With a price pool of $3.5 million, twenty-five of the top robotics organizations in the world gathered to compete in this challenge. Pim van Mil The DRC was a huge undertaking, spanning three years and costing millions. The competition had one simple goal: to develop a humanoid robot that can better respond to disasters. To test the robots of the competitor the DRC setup a course with eight different challenges. Only a few of the 24 robots that showed up to compete in last week’s DRC made it through the challenge course on their feet. As a result, the biggest news out of the DRC seems to be a parade of GIFs of robots falling. It was a bit disappointing to see that, with one exception, no robots fell over and got back up again on their own. With that same exception, no robots fell over and even attempted to get back up on their own. It seems that teams figured that if their robot fell, it would be rendered unrecoverable, so nobody bothered trying to figure out how to do it.

Just three out of the 24 teams managed to complete all eight tasks set for the robots, which included driving and exiting a vehicle, opening and going through a door, locating and opening a valve, using a tool to cut a hole in a wall, removing an electrical plug from a socket and putting it in a different socket, traversing rubble and climbing stairs. The robots had to move mostly autonomously. The teams were able to for example choose which valve had to be opened and the robot had to figure out how it had to be opened by itself. Team KAIST from South Korea dominated the competition, performing all eight tasks flawlessly in a time of 44 minutes, 28 seconds to win the $2 million grand prize. This is relatively a lot of time as it would take a regular person around 5 minutes. The reason why the team won is because the robot had a transformer ability.

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Simon Ster 48.2 | January 2017

It could switch from a walking robot on two legs to a wheeled machine. This meant that it could perform tasks more stable and faster than other robots. “Bipedal walking for robots is not very stable yet,” told Jun Ho Oh, professor in mechanical engineering at the Korea Advanced Institute of Science and Technology who lead team KAIST. He said

a robot with a humanoid form has advantages when operating in a human environment, but he wanted to find a design that could minimize the risk of falls. “I thought about different things, and the simplest one was to put wheels on the knees.” In conclusion, the challenge showed that walking robots still have a long way to go to perform tasks autonomously.

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Staut

Make voting great again!

Why choose for the continuous routine with the same politicians who screwed up your life, if you can tell them to go fuck themselves? Melvin de Wildt Not many people know or even care about the consequences but are filled with the desire to give the establishment a piece of their minds. It is only after they released their vengeance via the ballots; the British realized their mistake. Some people even confessed that they just wanted to state their anger by voting for the Brexit.

you want. What you fill in on the ballot never completely represents your opinion, sometimes even far from it.

What is actually going on? The anger is not only present in England but all over the world. America voted against the establishment and for Trump, the pussy grabbing, war building, climate change denying, healthcare abolishing, tax dodging and foul-mouthed demagogue. In Europe we see this happening as well. A perfect example is the latest referendum in Italy. The referendum was about creating a smaller, cheaper and more uncluttered government. The polls stated that more than 70 percent agreed with it. Renzi felt so confident about the referendum that he even linked his presidency to the outcome of it. Guess what happened? That’s right, the referendum failed and Renzi was forced to quit. All over the world people are not answering the question stated on the ballot anymore, but are stating their discontent with the current politicians by voting “FUCK YOU”.

Why the anger In general most people are quite negative about their politicians. The citizens think that the politicians don’t listen to them, partly because a person is never in complete agreement with all the statements of the party. It is like a phone subscription where you can choose between some packages, but it’s never exactly what

Another reason is that politicians are considered untrustworthy. They often make promises during the elections which they can’t keep, sometimes for good reason, due to new information or circumstances. But the report about that never really reaches the

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Simon Ster 48.2 | January 2017

citizens. People only hear the news of a politician breaking yet again another promise.

Voting gone wrong

of a ship, navigating along a floe, would you ask advice from 10 people without any knowledge about navigating ships or to the one with experience doing this?

It can be difficult to extract any relevant information from everything that is being said. There was so much different coverage about Donald Trump and the Brexit that it confused people about the actual consequences of their choices. Just before the Brexit referendum, busses drove all over Great Britain with the text “We send the EU 350 million pounds a week, let’s fund our HealthCare instead, vote leave”. This 350 million pounds a week wasn’t even remotely true. Still many people were enticed by this argument to vote for the Brexit.The world champion in confusion is of course the great Donald Trump. It is almost impossible to state something which he did not contradict at some point. He created so much chaos that it was impossible to say if a statement was true or false.

Prevention

The discontent of the people might also lead to a recalcitrant vote. When a person is offered to choose either A or B, he might not choose the option which he thinks is the best one. He will choose the bad option instead to let the government know that he thinks “FUCK YOU”. A form of anger expression. When many people think like this, dangerous decisions can be made. Besides, maybe a little adaption to the current course would already satisfy most voters. However, you can only vote for or against. What do you do then? You vote against. It is like asking your boss “Do you like my work or are you going to fire me?”, while it probably works better to just have a conversation about what you can improve. The voters should be able to give this feedback too, however they can only vote A or B, for or against.

their perspectives more clearly and citizens who vote to show more interest to those perspectives.

Problem is that the voters rarely even seen the programs of the candidates . Have you ever made an exam for which you didn’t study at all? You probably failed. In education, one needs to study in order to pass the exam. Strangely we do not need to know anything about politics to be able to vote. If you were the captain

In conclusion there are three problems: The citizens are sometimes badly or even falsely informed, they can’t speak their mind and they can’t trust the government. These are serious problems all around the world because everyone uses the same lacking voting system. To prevent that the voters are badly informed we can easily use a simple multiple choice test, to check if they know what they are voting for. The questions can be randomly selected from a database with dozens of questions and will test if they know enough of the plans of the parties. If they have two out of three questions correct their vote will count. This will make politicians present

However there is a downside to this, because it could mean that a large amount of the votes won’t count and that those people aren’t represented.The second option will be to make people fill in a vote advisor, which will give you feedback if this agrees with your choice. In the end it will present you your choice according to your answers and if you disagree you can still vote for the party you chose in the beginning. This way voters will be able to speak their mind fully. Besides, the government could in fact use this data to see what people find important topics. We need to reconsider the voting system, so people are aware of their choice. Lately politics has become some kind of theatrical play, rather than governing a country. To remove the theatrics from the choice we need to demand clarity from the politicians and present this to the voters on their ballot.

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Ingenieur aan het woord

Een interview met Geert-Jan Verstralen , werkzaam bij CCM te Nuenen

In 2013 studeerde Geert-Jan Verstralen, inmiddels drie jaar werkzaam als werktuigkundig ingenieur, af aan de faculteit werktuigbouwkunde van de Technische Universiteit Eindhoven binnen de vakgroep CST. Tijdens zijn afstuderen werkte hij onder Maarten Steinbuch aan de Preceyes robot en daar voor liep hij een half jaar stage in Australië.

Daan van Boekel Je studententijd is een periode waarin je heel veel mogelijkheden hebt om je te ontwikkelen als toekomstig ingenieur. Hoe heb jij deze jaren ervaren? De gaafste periode in mijn studententijd was beslist het half jaar waarin ik stage heb gelopen in Darwin, Australië. Terugkijkend op mijn studententijd springt dit er meteen tussen uit aangezien je echt een half jaar compleet ergens anders bent en andere dingen doet. Ik had daar geen hele moeilijke opdracht maar in het internationale huis waar ik woonde was het iedere dag een feestje. Tijdens mijn studententijd in Eindhoven was ik regelmatig te vinden in “De Weeghconst” en “De Werf”, waar ik samen met een vriend knutselde aan gitaren. Verder ben ik niet echt actief geweest bij een vereniging. Wel ben ik door de jaren heen bij zo’n beetje ieder bachelor vak wel minimaal één keer student assistent geweest. Na je studie was het tijd om op zoek te gaan naar een baan. Hoe verliep dit proces voor jou? Er wordt altijd gezegd dat je als afgestudeerd werktuigkundig ingenieur meteen een baan hebt, dit was in mijn ervaring zeer zeker niet overdreven. Ik had mijn CV online gezet een middag ongeveer een week nadat ik was afgestudeerd. De volgende ochtend werd ik om 8 uur al uit mijn bed gebeld door de eerste recruiter en tegen 11 uur die ochtend heb ik mijn telefoon uitgezet omdat ik al 5 telefoontjes had gehad. Ik had toen al een keer met Maarten Steinbuch gepraat en voor mezelf een lijstje opgesteld van bedrijven die mij interessant leken, waar CCM onder andere op stond. Ik heb toen gepraat met een aantal bedrijven en ben terecht gekomen bij DEMCON in Twente, waar ik ging werken aan een onderdeel van het 450 project van ASML. Helaas werd hier een half jaar later de stekker uitgetrokken. Dit is inmiddels 2.5 jaar geleden. Hoe ben je uiteindelijk terechtgekomen hier bij CCM in Nuenen? Na DEMCON moest ik met spoed op zoek naar een andere baan en vond ik binnen de maand opzegtermijn een baan bij detacheringsbureau Zest in Best. Voor hen heb ik uiteindelijk een jaar en drie maanden bij VDL ETG gezeten, op een project dat origineel een half jaar zou duren. In deze periode heb ik ook nog via VDL drie maanden op locatie gezeten bij ASML. Hierdoor kwam ik er achter dat mijn hart ligt bij de kleinere ingenieursbureaus ten opzichte van de grotere bedrijven in de regio. Via mijn project bij VDL werkte ik samen met een team van CCM, hier kwam op een gegeven moment ter sprake of dit geen werkgever voor mij zou zijn. Ik heb toen gebeld met de teamleider mechanica bij CCM, naar aanleiding hiervan heb ik twee gesprekken gehad en toen kreeg ik een contract aangeboden. Wat ik zelf heel fijn vond was dat er aandacht besteed werd aan het feit of ik in het team zou passen, aangezien iedereen hier elkaar persoonlijk kent. Sinds januari werk je bij CCM, wat doe je van dag tot dag? Mijn taakomschrijving is Mechanical system designer, dit houdt in dat ik (delen) van machines ontwerp. Afhankelijk van het project

begint dit bij een eerste idee en kan het de volledige design cyclus doorlopen tot aan het bouwen van het uiteindelijke product. Dagelijks zit ik veel achter een CAD station in de ontwerpfase en reken ik veel door met behulp van MATLAB en FEM analyses en natuurlijk heb ik ook nog de vergaderingen die er bij horen. CCM werkt op projectbasis aan producten voor klanten, zijn dit kortdurende of langdurige projecten en hoeveel projecten doe je gewoonlijk tegelijk? Dit wisselt heel erg afhankelijk van het project, een project kan twee maanden maar ook vier jaar is mogelijk. Meestal heb je één of twee projecten tegelijkertijd, afhankelijk van de fase van het project. Wanneer je in de opbouwende fase van een nieuw project zit ben je meestal ook nog bezig met het afsluiten van het vorige. Wanneer je echter in de drukke design fase zit werk je meestal maar aan één project. Beide fases vind ik leuk, zowel om meerdere projecten tegelijkertijd te hebben, als de mogelijkheid om dieper op de materie in te gaan die ik nu heb. Je werkt binnenkort een jaar bij CCM, welke projecten heb je gedaan en wat sprong er voor jou echt uit? Afgelopen jaar heb ik gewerkt aan een aantal projecten; een lithografiemachine, machine vision optica voor een assemblagelijn, een calibratie opstelling voor KNS en momenteel werk ik aan een project met een grote spiegel voor ASML. Het project dat er voor mij echt uitsprong was voor Litech, voor dit bedrijf hebben we de metrologie voor wafersteppers gemaakt, in principe hebben we deze helemaal opnieuw ontworpen. Er was een ontwerp dat erg kostbaar was, en er moest een simpeler en robuuster ontwerp komen. Werken in het buitenland is een veel besproken onderwerp onder (toekomstig) ingenieurs. Hoe gaat dit in zijn werk bij CCM? Momenteel doe ik een project voor Zeiss SMT, waar ik aan een meetopstellingen voor ASML werk. Dat is een groot project, waardoor ik samen met de andere designer waarmee ik aan het project werk eens in de maand een week in Oberkochen in Zuid-Duitsland ben om met de mensen van Zeiss samen te werken. Het is dus projectafhankelijk of je in het buitenland werkt of niet, maar mogelijkheden zijn er zeker. Voor mij persoonlijk is dit minder interessant aangezien de sfeer qua werktuigbouwkunde in de regio zeer uniek in de wereld is in mijn ogen. Waar zie jij jezelf over 5 tot 10 jaar? Over 5 jaar zit ik nog steeds bij CCM, ik vind het erg leuk hier! Ik hoop dan wel goed op weg te zijn naar de rol van architect, dit is een principal designer die als lead designer grotere projecten draait waar meerdere designers van CCM aan werken. Momenteel krijg ik al een hoop eigen verantwoordelijkheid hier, maar ik zou het leuk vinden om in de toekomst ook meer verantwoordelijkheid te krijgen in de vorm van een team leiden op technisch gebied.

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Prosthetic limbs

Simon Ster 48.1 | november 2016

Break a leg!

For almost everyone is the usage of your limbs the most normal thing to do. But a simple thing like a blood clot can put all that away since this can lead to amputation of your arm or leg. Or you might lose one of your limbs in an accident. In almost all cases can this lead to depression and a phenomenon like ghost pain. However, technology is catching up to help this.

Robin van Zijl Everyone knows the images of pirates with a wooden leg and a hook as hand. These were however not even the first artificial limbs know up to date. The first artificial leg discovered dates back to 300 B.C. and was made with bronze and iron to allow the person to walk again. It took almost 1200 years to go from a limb which you could only walk with or a hand just for show to an artificial hand which could be used in simple movements like removing your hat or opening your purse. It didn’t take long until a French Army surgeon Ambroise Paré, who is considered the father of modern amputation surgery and prosthetic

design, introduced new amputation procedures in 1529 and made the first leg with a knee which could bend. Many of his engineering features are used in today’s prosthetic limbs. However the real technological leaps came much later in the American Civil War. This carnage led to an increase in the number of amputees. One of these amputees was a confederate soldier named James Hanger. While he was unknown in the field of prosthetics, he was still capable of designing the most advanced limb at that time using some barrels and metal. With only these parts was he capable of designing hinged joints at the knee and ankle which allowed him to walk more easily. The company he founded at that time continues to be one of the leaders in the prosthetic industry today. Even though some of the biggest technological leaps up to date were during a war, there were no real leaps during the World Wars, at least not as big as during the American Civil War. The real breakthroughs in the field of prosthetic limbs came after WWII when there were real advances in modern technology as we know it. Making a prosthetic limp is easy, but making it in a way where you can control it and use it to even tie a tie isn’t that easy. The first big obstacle was how the patient could control the limb. The first modern designs which overcame this obstacle used the muscles of the part where the limb was attached. Since muscles generate a small electrical signal when they contract, researchers were able to measure the movement by placing electrodes on the skin. This allows the patient to use the hand in some everyday tasks like drinking a glass of water. This was just one of the easiest solutions the problem.

Placing electrodes to detect is a big help to do some everyday tasks, it won’t help someone who has lost his leg. For a prosthetic leg is the knee the most difficult part to design. A normal knee adjusts automatically for walking, standing and sitting. This can’t be done by a simple hinge. The biggest problem in this is that everyone persons walks a bit different, so the knee has to be specially designed for each person. A simple microprocessor is a big help in this case. Placing a microprocessor in the knee with some sensors which measure the angles and forces on the knee while a patient walks. Over time will the microprocessor learn how the patient walks and will adapt the stiffness of the knee according to how the person walks. To adapt the stiffness of the knee is a fluid placed inside the device which will stiffen and thicken by the force of a small magnetic field generated by the microprocessor.

While these parts will allow someone to walk or do some simple handlings, it won’t allow someone to feel what he or she is doing. To allow someone to feel, we need to send information to the brain using the electrical signals in the nerves. These signals are however extremely small and hard to access. This way can also be used to control your limbs like you always do. By sending the signal through your brains you could control your prosthetic limb. We just need to intercept the signal and send it to the right motor in the limb. While we are capable to use the signals of the brain to control an artificial limb, we aren’t capable yet to do difficult motions or allowing a person to feel. To allow those person to feel something with their missing hand again, we need more understanding of the brain and the nerves. Even DARPA has a prosthetics program with the goal of developing prosthetic limps of which the function is the same of a normal limb and will allow someone to feel. While the challenges in this field are great, at least people can continue to walk or use their hands. Maybe they will be able to feel the glass they are holding in their hand again in 10 years?

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Kijk in de Sterren

Het Oneindelicke Labyrint

Picture: Bart van Overbeeke

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A closer look at a Bachelor Final Project Model Predictive Control for traffic lights

The research group Dynamics and Control conducts research on mechanics and mechatronics. It has more to offer than you might expect. In this article, Daan Smit will give some insights on how he is optimizing traffic lights via Model Predictive Control. Eva Eggels The header of this article shows cross-roads which are not regulated properly. These kinds of crossroads create traffic congestions and the best way to waste your valuable time is begin stuck in such a traffic jam. It is shown that drivers in the US are stuck in traffic 38 hours per year and that the costs of congestion exceeded $900 per individual driver in 1997. Smart traffic lights can reduce these numbers. But what does ‘smart’ mean in this context? Let’s first get an idea how traffic lights are controlled nowadays. Cross-roads are analysed and a controller is developed accordingly. It produces an optimal sequence that lets traffic pass the cross-roads in a certain order for a certain amount of time. This controller uses input from detectors that mostly are buried under the roadway. These detectors make it possible to shorten or even skip phases of the controller

sequence when less or no traffic is present and to elongate a phase for an intersection approach that is experiencing heavy traffic. Limits for the minimum and maximum time for a phase can be set when programming the controller. Instead of only adjusting the timing of the lights and the order of phases of the lights, smart traffic lights use artificial intelligence to reduce the amount of time that cars spend waiting. The first technologies for these smart traffic lights have been developed. Just like in normal control theory, it is possible to use different control strategies for this problem. Daan is researching, as a Bachelor Final Project, whether it would be possible to use Model Predictive Control (MPC) for this purpose. At first it is important to get a general idea of MPC. The figure on the next page shows some insights on it. It is an advanced method of process control that has been used since the 1980’s. The main advantage

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of it is that not only the current timeslot is optimized; future timeslots are also taken into account. PID control for example, does not have this predictive ability. This general approach should be made more specific to be used for traffic lights. Daan started building a MATLAB-model to prove the principle of MPC using simple crossroads, with some help of his supervisor. The next step is making the model applicable for more complicated crossroads and reducing the computation time. The computation time strongly depends on the used horizon. This horizon, as can be seen in the image below, should be chosen appropriate. This makes it possible to guarantee that the obtained solution is stable. Computation time is about a minute, when setting this horizon to 80 seconds. If this horizon is set to 200 seconds, the script is not even finished after half an hour. So it is important to compute the outcome more efficiently, since it is necessary that the result is stable. The function ‘intlinprog’ in MATLAB uses a system of linear equations to calculate an optimal solution. The optimal solution in this case can be seen as having the least vehicles as possible waiting for the traffic lights. The groups of waiting vehicles are modelled as buffers, of which the content should be minimized. The linear equations in the function in MATLAB consist of equations on the dynamics and boundary conditions of the problem. Boundary conditions have for instance to do with the rate in which vehicles arrive at the cross-roads and the amount of vehicles waiting for the traffic lights.

Daan became interested in this topic during the course ‘Multilevel Control and Optimization in Manufacturing Systems’. It covers a combination of subjects from Mechanical Engineering and Industrial Engineering. He found out he could do his BFP on MPC in the group Dynamics and Control by emailing the responsible lecturer of this course. More students within this group preferred to work on the assignment on MPC in combination with traffic lights. Fortunately, Daan was selected by lottery to accept the challenge. Work is still in progress for the BFP; final conclusions cannot be drawn already. However, still a look can be taken at the future of using Model Predictive Control for traffic lights. A pilot project in Pittsburgh already shows encouraging results for smart traffic lights in general. Travel times are reduced by 26% within this city. It would be even more interesting to combine this technology with the technology of upcoming autonomous driving cars. If they will be able to communicate with the traffic lights, the lights will not be dependent anymore on detectors that monitor vehicle numbers. Since the detection of cars can be done more accurate, it is possible to anticipate more and cut down on computing time, resulting in a better traffic flow. This will result in less congestion and more satisfied drivers. Would you also like to tell something on your BFP in the Simon Ster? Please contact redactie@simonstevin.tue.nl.

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Profiel: Tesla Model X - P90D

The new generation of trend setter

There is no thirst for liquid fuels nor worry about face masks in this highly polluted world. Tesla’s series of electric vehicles are a good example for sustainable mode of transportation. Here!! we have tested the Tesla Model-X, which is a game changer, trend setter and a ludicrously fast SUV. Aakash V.H. Amul & Linus K.P. Klaassen Tesla is an American company, based in California. Tesla started with the introduction of its first all-electric car in 2008 called the Tesla “Roadster”. Then in 2013 the Model S was launched. Model S is a luxury segment sedan that was a brand new platform for Tesla. The Model S is available in different versions. Last year in 2015 the Model X was launched based on the same platform of the Tesla Model S . The Model X cannot be called as a complete Sports Utility Vehicle (SUV), it is more like a crossover between a sedan and a SUV. Tesla’s Model S and Model X are very popular in USA, Europe and China. The Model X P90D variant was tested by us, to get more insight about the autopilot capabilities or semi -autonomous driving performance of the car.

What is the Model X P90D? Model X represents the model or class of the vehicle, ‘P’ represents the “Performance Package” and the number ‘90’ represents 90kWh, which is the capacity of the battery pack inside the vehicle. The letter ‘D’ represents the dual motor for the full time four wheel drive mechanism. The “Performance Package” is an expensive sub variant within Model X platform. It comes with a feature called Insane/Ludicrous mode. The Model X also has three other variants, those include 75D with a 75kWh battery pack, baseline 90D with a 90kWh and the top end P100D that has a 100kWh battery pack.

Testing the Model X P90D (Ludicrous & Sports) We tested the Tesla Mode X P90D, owned by Mr. Vincent Everts. He owns a Model X and he spent a little more for the “Performance” package to have more fun while driving. The on road cost of his Model X was €164.000. It was very nice and interesting to talk to Mr. Everts and his craze for Tesla Model X. In fact he also has his own website for Tesla [http://www.Teslatransformation. nl/] and a Twitter account “@vincente” where he shares his experience with the Tesla cars. We travelled to Vught to meet Mr. Everts. We got down from the sprinter and were waiting for him in front of the Vught station. After waiting for some time we saw a dark blue coloured car appearing from a distance and it was very distinctive from other cars on the road. When we saw the Tesla Model X, It increased our adrenaline levels. The car was parked in front of the station with the “Falcon Wing” doors fully open and the day lights switched on. The car’s stunning blue colour was very attractive and grabbed the attention of a few hot girls who were taking the train from the station. After we took lots of pictures and we got instructions about the controls in the car. Then the most interesting moment came forth, driving the car from Vught to Utrecht.

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Driving the Model X Linus made the first kilometres driving the Model X. We took the car out of the city limits and went onto the highway. Mr. Everts challenged us to use the “Ludicrous” mode after asking us to make a complete stop. We were curious of what was going to happen next. Linus put the pedal to the metal and that was the time we could feel the maximum G-force and a neck snapping outburst accompanying with a squeak. The car went up to 70km/ hr in about 3.3 seconds with a huge amount of instant torque from its 732HP dual motor system.

Autopilot Testing: “Trusting The Mighty Beast” We turned on the Autopilot and set the speed to 120km/hr using the paddle shifter mounted on the steering. It was not very relaxing at the beginning as we were not sure how the car was going to perform at such a great speed. We had our faith in Tesla and continued our video recording for a short film. Then we tried the lane change feature. We requested the car to change lanes, without the use of the steering wheel by turning on the indicators to the side we expected the car to shift lane. The car’s on board computers computes the relative distances of the cars or objects around it and shift between lanes. This autonomous driving is possible with the help of sensors and camera mounted around the vehicle. The camera is mounted on the windshield with a mini radar that sends signals using the sensors on the bumpers. This helps the car to make contours around the vehicle and measure the optimal path for the vehicle to travel. It was amazing to just simply sit and assist the car. At the same time, it was also clear that the autopilot feature was not meant to be for autonomous driving. The car itself reminds us about our attention on the road. It warns the driver using an indicator that flashes the cluster panel along with a “beep” sound. The maximum time to respond is three seconds and it occurs for three times. If you fail to respond, the car will deactivate the autopilot for the entire trip. The car’s aerodynamic body and a low centre of gravity increases the stability and steering characteristics. The car is very heavy due to its huge battery pack though it is made up of carbon fibre and aluminium. The total weight of the car is around 2500kg, as specified by Tesla. The noise reduction inside the cabin and the silent motor drive adds to the comfort of the vehicle.

Driving in the City While we were driving inside the city roads, we were uncertain if the car would stop at the traffic lights. The car did not stop because it isn’t able to recognise the traffic lights. We almost ran a red light in a busy intersection. Thanks to the quick response of the electric motors we were able to cross the junction in time. In another signal there was a car in front of us. This allowed made the sensors to detect the car in front of us and come to a complete stop. This also proves that the autopilot feature is completely based on the detection of the objects using its sensors and camera. We also heard from Mr. Everts that the car cannot manage

Specifications

Tesla Model X P90D

Motor (Dual & Electric ) Dual 3 phase-Alternating Current (AC) four pole- induction motors on Independent axles Combined Power

545.8 kW (732 hp)

Combined Torque

967 Nm

Drive Type & Transmission

Full time all-wheel drive with 1:9.7 Single speed Transaxle gearbox

Safety

Airbags-SRS, ABS, ESP, Adaptive Suspension and power split & axle control modules. Collision avoidance and emergency braking feature as per software updates.

Performance

0-70Km/hr in about 3.3 seconds (Tested) in Ludicrous mode

Drive Range

Manufacture’s Claim: 543kms @ Full charge 100%. Approximately: 350500kms and depends on the usage. @Ludicrous highway 300-350kms

Drive Cost

Approx. €4/100kms

Vehicle Cost

€164.000

Seating Capacity

6+1

an obstacle ( humans or bikes) coming from the sides. This was a bit of concern. The latest software version introduced seems to solve this problem. The car had a very good manoeuvrability in the city roads. The assistance from the cameras in the rear was very helpful to reverse the car and also to drive the car into the road from a parallel parking. The car looks big but the driving was as easy as a “Volks Wagen Golf”.

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Interior The interior of the Model X was luxurious “Piano Black” with premium leather seats. The large i-Pad inspired display was very attractive, however sometimes it can also be distractive. The cluster panel was very neat but was difficult to understand as it was different compared to other normal cars we had driven.

good stability on the roads. The car has some embedded sensors on its bumpers and a camera on its wind screen. The ten spoke aluminium alloy wheels are not very sporty but they get a bright red calliper for each wheel.

Verdict and Conclusion The car’s GPS system was not too good. It was a small disappointing factor that most of the Tesla owner’s also complain about. The interior quality was descent and it was not as rich as the leading luxury cars like Mercedes-Benz, Audi , BMW or Volvo. The seats in the rear rows were sporty and the comfort levels were satisfying. The two seats in the last row are mainly for kids and it does not give a comfortable ride for adults in a long drive. The car has a nice view of the sky with a panoramic windshield. The luggage compartment can hold up to 2180 Litres. It makes it easy for a family camping trip.

Exterior The car’s exterior looks very brawny with the owl shaped nose and the sleek headlights around it. The car has impressive an aerodynamic build with curves that reduces the aerodynamic drag. The sports back tail with an active spoiler gives it a more stylish appearance. The active spoiler is more of a styling than a safety feature. The most attractive feature is the application of “Falcon Wing” doors on the rear. The car has a panoramic wind screen which makes it look stylish as well as reducing the blind spots. The ground clearance and a wheel base of 2965mm gives

The Model X is an impressive and a stylish crossover. It mimics an SUV but it is still on the platform of a sedan (Tesla Model S). Its stylish exteriors and the huge “Falcon Wing” doors on the rear makes it very attractive, though these doors have some disadvantage when the car is parked in a low ceiling garage. They do makes it easy to get in, when parked very close to other vehicles by the side. The car gives a lot of fun while driving and makes you naughty on the roads, thanks to its instant torque from its efficient powertrain. Though it is very stylish and comfortable it has its own disadvantage of range anxiety. The charging time is very long unless there is a super charger or a good public charging system available. That makes it a little annoying. The “Autopilot” feature is very comfortable and acts as an additional pair of eyes for the driver. Though the car cannot recognise signals and signs around it, it can very well see and sense the objects and manoeuvre accordingly. This “autopilot” feature will reduce human errors , being the major reason for vehicle accidents.

Experience Interior Exterior Comfort Overall rating for the Tesla Model X P90D

VDL Enabling Technologies Group

IJZERSTERK TALENT GEZOCHT

Bij VDL ETG ontwikkelen en produceren we complexe en innovatieve modules en systemen waarvan anderen zeggen dat het onmogelijk is. Wij bieden je technische uitdagingen waarbij je een bijdrage levert aan de verdere ontwikkeling van computerchips, het bestrijden van ziekten, het onderzoeken van het heelal en het begrijpen van details in cellen en moleculen. Met zo’n 2.000 enthousiaste en gedreven collega’s ontwikkelen en produceren we hightech apparatuur voor internationale klanten in diverse markten zoals de semiconductor, analytische, science, solar, medische en aerospace industrie. Dat doen we vanuit onze locaties in Eindhoven, Almelo, Trübbach (Zwitserland), Suzhou (China), Singapore en Fremont (USA). Kijk op www.vdletg.com of mail naar recruitment@vdletg.com

VDL Enabling Technologies Group bv Achtseweg Noord 5 • 5651 GG Eindhoven T +31 (0)40 263 88 88 • info@vdletg.com • www.vdletg.com

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GDI: Milking Robot

Stableman of Steel

Whereas in Eindhoven smart people have been keeping themselves occupied with inventing state-of-the-art technology, scientists at Wageningen University haven’t been sitting idle either. Instead of inventing CD or LED, they have reshaped the agricultural landscape forever. Bas Raes Back in the day of the milk maid For hundreds of years life at the farm was controlled by the need to care for animals. Farmers were restricted to stay at their farm as they had to collect the milk from their livestock. Every single day. Needless to stay, this restricted the operation and daily life on the farm. In the flow of the industrial revolution, which saw the replacement of the manpower by machines, inventors started developing machines to replace the milk maid. Initial attempts were made, lacking any knowledge about cow anatomy and milk distribution. These machines encountered a lot of resistance as they brought along numerous problems. Cows contracted utter infections and the vacuum pumps were highly uncomfortable, restricting milk output. Furthermore operating the machines took more people than manually milking the cow, costed more time and had no positive influence on quality. This further magnified the reservation regarding the viability of the machine. Nonetheless various efforts were made to enhance the milking machine in various countries around the world.

Making life of the milk maid easier These efforts didn’t go without any result; the introduction of a

pulsating vacuum pump increased the efficiency of the milking. In the beginning of the 20th century the foundations were laid for the milking machine like it still works today. Especially in countries with extensive farms that have a large livestock, like America and Australia, the incentive to speed up the milking was big. This saw the introduction of large scale milking operations, like the Rotolactor which is essentially a rotating platform. In the Netherlands the need for such improvements was less imperative, due to farms having a smaller scale. This all changed as a consequence of World War II, which resulted in a lack of labour the years thereafter. Former stable boys could earn a lot more within industries close to cities.

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This meant that from 1950 onwards machine milking really took off. Where in 1950 only 5% of cows in the Netherlands was milked by a machine, this percentage had risen to 95% in 1970. Thanks to more efficient stables and milk cooling tanks, one man could now milk 50 cows at once instead of one. From this point in time onwards, the Netherlands took a leading role in the milking robot business. There was still one big step to make in the process: creating a genuine robot that could autonomously milk cows.

Making the milk maid redundant In the 1980’s the ministry of Economic affairs, together with a group of companies and specialized research institutions, started an ambitious project: Boerderij 2000. The ultimate goal was to change the way farms worked around the year 2000 and especially on the University of Wageningen a lot of research was conducted to create such a fully automated machine. A feat that didn’t come into being without challenges. Recognizing different cows was already made possible for the application of the distribution of food on an individual base. A more pressing concern was the way in which the machine had to find and connect to the udders of the cow. After tackling this problem (see ‘Technique’) the machine was ready to undergo its first tests in the field. In 1992 a Dutch farmer had a first by having an automatic milking system (AMS) installed at his farm. Under the motto ‘what you have to do twice a day, you should automate’ he was the first to take a leap into the unknown. For the first few years the machine the farmer had a lot of struggles with the machine and public opinion was hesitant towards the milking robot. Therefore the robotization progressed at a gradual pace until the year 2000. From that point on the advantages of such a machine convinced more and more farmers to purchase an AMS.

Milking without milk maid Within the previous section it was already addressed that to ensure proper working there are several challenges that had to be overcome. The techniques used by various manufacturers resemble each other quite well and therefore a concise overview will be given. • • •

•

• •

The cow moves into the box designated for milking. A robot arm moves towards the cow to look for the utters. Sensors in the arm look for the utters, these can be done in various ways. Some systems employ ultrasound to locate the utters, while others work with laser beams. When the utters are connected the milking starts. During the process the amount of milk is measured and utter infection can be detected using electrical conductivity. At the same time multiple sensors monitor the cow for possible diseases When something is wrong the farmer is notified via the information system or even by a text message.

In this way 60 cows can be milked three times a day. Every cow has a chip within their ear label, allowing the machine to identify every cow. This enables the system to measure the productivity of

every cow. Therefore an AMS is nowadays not only a machine but it comes with multiple herd management systems, enabling the farmer to monitor his livestock.

How does the robot trump the milk maid? It will not come as no surprise that purchasing such a machine is a huge investment for a farmer. Is such a machine worth the investment? It has been addressed briefly before in this article since it has long been a subject of debate, especially during its introduction. So what makes these systems so popular? For a start the robot enables every cow to get milked when the cow feels it should. Throughout the day the cow can visit the milking box to get milked according to the cow’s own rhythm. With increased productivity of cows (through breeding or better food) it is now possible to milk cows for three times a day instead of the usual two. Having more efficient cows has another benefit: for the same amount of milk less cows are needed. Consequently these cows get less calves, which means less calves have to be raised, which means less burden for the farmer. Another benefit is the social aspect for the famer and his family. No longer has the farmer to get up early in the morning and be home in the afternoon to start milking his cows. This means he has more time for other tasks on his farm and is more flexible in planning the work.

And what about the milk maid? Although the technology was developed partly out of necessity, it is now up to the level that it has seriously reshaped life on the farm. One of the implications of the milking robot is that a farm now can run with far less personnel, allowing for bigger farms. Together with the high investment costs of an AMS (and subsequent stable renovation), this has resulted that only bigger farmers could survive. Data confirms that the amount of diary companies in the Netherlands has seen a sharp decline since machinated milking has become common. Furthermore the increased effectiveness of milking has created a large surplus of milk which has caused milk prices to plummet, hurting farmers. It even went so far that the European Union issued a milk quota to control prices. In recent years public opinion has turned against mass production and is looking for more ‘biological’ ways of agriculture. Despite all this, research continues to further optimize the milking robot.

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USE: Robots Everywhere

An inside look

The USE-track forms a substantial part of the Bachelor program as it consists of in total three courses. A well-informed choice is therefore important. Here, one of the USE-tracks will be outlined and highlighted: USE Robots Everywhere.

Lisanne van Wincoop Social Robots The first course of this track is called Social Robots. It centers around the current development of robotics and what can be expected in this field in the nearby future. Here the core question is what impact this will have on user, society and enterprise. One can think of the liability issues that occur when autonomous cars are introduced; who is responsible when autonomous cars crash? Or potential social issues when robots are implemented in retirement homes; will elderly be cut off from society completely when more robots than humans are working for their care? A discussion that has received widespread media attention is about the introduction of killer robots. The question here is concerning the possible harm that intelligent killer robots can do to humans and if we should let robots make life or death decisions for us. In this area, the ethics regarding unmanned aerial vehicles (UAVs), is also discussed. These UAVs are already frequently used by the American military. An interesting point of view on this matter are the psychological implications that soldiers have when controlling the kill switch of the UAVs thousands of miles away from where the actual UAVs are operating, see Figure 1.a and 1.b.

Figure 1.a

Figure 1.b

These are some examples of topics that are covered through three group assignments: a scenario analysis of a robot technology where you outline the possible future of this technology and the way that society is impacted by it. The next two assignments are analyses of scientific articles regarding recent developments in the field of robotics.

After these group assignments, every student individually writes an opinion article about a robot technology and its development. The course is concluded with a written exam about scientific articles that cover all the topics that are discussed during the course. By following this structure, students will learn to look critically at scientific developments in today’s society and their role in making ethical decisions as engineers.

Interaction with social robots For the in-depth part of the USE-track, students can choose between two subjects; either they choose Interaction with Social Robots or they choose the course Rational Agents: Robots & Artificial Intelligence. The course Interaction with Social Robots is inspired by recent research done by European FP7 projects such as RoboEarth. Due to developments in society (for example Ageing Society), pure technical solutions are no longer sufficient to cope with some of the issues. The future of robotics lies in robots understanding humans and humans understanding robots. Students will learn more about the interaction between an individual and robots through lectures, a case study and literature studies. During the lectures, students will look into the different disciplines that come together when designing a Socially Assistive Robot (SAR). The disciplines that are discussed consist of probabilistic robotics, robot perception, human-robot interaction and social robotics. Also, requirements and use cases are discussed. The case study relates to the topics discussed in the lectures. During this case, students must write a research proposal regarding a societal problem like Ageing Society. This research must be based on socially assistive robotics and allows students to actively work with the theory that is presented throughout the course.

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In the end, the course is completed with a presentation of the case study and a written exam. Students should now have a broad, multidisciplinary view on social robotics, due to the disciplines that the students have worked with and studied during the course.

Two student teams will be assigned the same thesis; one team is affirmative and the other team is negative. The teams will debate each other and their peers will decide a winner. The course is finished with a written exam regarding the algorithms and logic that have been covered during the lectures.

Project Robots Everywhere

Figure 2.a

Figure 2.b

Rational agents: Robots & Artificial Intelligence This course is predominantly a technical course about thought processes in artificial intelligence (AI). Students will gain knowledge about algorithms that are the basis for artificial intelligence, during lectures and practice this knowledge during seminars. This course is technical and students with a prior knowledge on logic problems will have an advantage in this course as this is the basis to the reasoning in artificial intelligence. For the first assessment, students will be given an individual assignment in the program Netlogo. Here, an agent must find its way through an environment full of enemies and friends, power stations and obstacles to a certain end goal. The agent has a limited energy supply, which can only be recharged by moving over an energy station. It also has limited health and whenever the agent comes across an enemy (which move freely and unpredictably through the environment), he loses health. Health can however be restored by finding a friend. The student should create and code the algorithm that brings the agent safely to the end goal. In Figure 3 an image of the simulation in Netlogo is shown.

This is the final course of the USE-track. Here, students will be free to form groups and completely create a project from scratch, with the restriction that it has to center around robotics. The project should cover the technical aspects as well as an analysis of the USE-aspects. Keeping in mind the user, society and enterprise when making the design choices during the project, is key. Since the field of robotics is very large, the possibilities for a project are endless! Students can for example program drones, work with the Tech United robots or create a project surrounding the Nao robot. The project may be handled technically, but it is also possible to approach it through surveys, analyses and interviews. During such a free project, guidance is important. A panel of teachers will meet with every student group each week to assess their progress and give feedback. The assessment will be done through two presentations, a report and a peer review. The first presentation is at the end of the second week to present the choice of subject. After the project is finished, the second and final presentation is held and the students receive feedback on this, which they can process in their report before handing it in. This project ties the learning goals from all the courses in the USE tracks together. Students are challenged to handle their own project technically and in their own way while keeping in mind user society and enterprise. In the end, students should be able to make and justify their own design choices. The entire track gives students the opportunity to combine technical knowledge while keeping the USE aspects in mind while solving problems and designing. It also gives students insight in the impact that robotics and technological development have on society. After following three courses from this track, the student leaves with a more critical view of robotics in society.

Figure 3

As for the societal aspect of the course, students are placed into teams and are assigned with preparing a debate about a thesis regarding robotics and society. Such a thesis can be “artificial intelligence is a threat to humanity”, “applying artificial intelligence on a large scale will lead to unemployment” and so on.

Figure 4

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Alumnus aan het woord

Interview met Dennis van Erp van Damen ben in januari bij Damen begonnen in maart zat ik al met drie man in het vliegtuig naar Cyprus om problemen op te lossen. Inmiddels werk ik nu 5 jaar bij Damen, nu als project engineer research, teamleider van 5. Ik zit bij de service afdeling, dat wil zeggen dat vooral de andere afdelingen ondersteund worden. Denk aan: offshore, snelle schepen, supply vessels, marineschepen en jachten. Naast theoretische kennis praat ik dus ook veel met mensen. Wat heb je in je studententijd naast je studie gedaan? Tijdens mijn studententijd ben ik niet actief geweest bij de studievereniging. Wel heb ik veel aan sport gedaan, we hadden een eigen voetbalteam: de fietsenmakers.

Hoe zag je studietijd en je traject naar Damen toe eruit? Ik heb eerst HBO gedaan omdat ik meer praktisch bezig wilde zijn. Daar heb ik twee stages gedaan waarvan één bij Volkswagen. Na het afmaken van mijn HBO wilde ik nog verder studeren. Ik dacht werken kan altijd nog en mijn punten lieten het ook toe. Daarom heb ik de keus gemaakt verder te gaan op TU/e. Zelf kom ik ook uit Eindhoven en de sfeer bevalt me er dan ook goed. Bovendien heb je in Eindhoven een omgeving met veel hightech bedrijven met maakindustrie, dus niet alleen maar abstracte techniek. Vervolgens ben ik bij combustion technology beland. Motors vond ik altijd al interessant en bovendien is het een erg brede richting. Gedurende mijn master heb ik een halfjaar in Lund in Zweden gezeten met een vriend. Marcus Aldén, een professor van die universiteit, was in Eindhoven geweest en daar had ik een gesprek mee gehad. In Lund bleken interessante testopstellingen te zijn voor combustion technology. Vooraf had ik mijn vakken goed uitgekozen zodat ik na vier maanden al genoeg punten had gehaald. De laatste twee maanden kon ik op een iets lager pitje doorwerken en veel leuke dingen doen met de andere internationale studenten. Uiteindelijk ben ik bij Michael Boot afgestudeerd. Mijn opdracht was om met een pressure cell, een soort simulatiemotor, onderzoek te doen naar verbranding. Wat de invloed onder andere temperatuur en druk zou zijn op een verbranding. Na mijn afstuderen heb ik eerst een half jaartje gereisd. Ik vond Damen en schepen altijd al interessant, dus daar had ik gesolliciteerd. Toen werd ik niet aangenomen en ben ik bij Nuon beland. Later heb ik opnieuw bij Damen gesolliciteerd en ben ik op de research & development afdeling begonnen. Hierbij kon ik echt vanuit het concept ideeën verzinnen en testen. Een afdeling met veel creatieve vrijheid, wat me erg goed bevalt. Nu zijn we bijvoorbeeld bezig met een project over luchtsmering. Door een luchtbubbel rond de romp te creëren kan de weerstand bij sommige boten tussen de 10%-15% verminderd worden. Naast het ontwerpen van nieuwe schepen worden ook oude schepen gereviseerd. Vanuit R&D ondersteunen we dan de afdelingen die hiermee bezig. Je wordt soms ook flink in het diepe gegooid. Ik

Hoe heb je je georiënteerd op de arbeidsmarkt? Tijdens de laatste jaren van mijn studie heb ik lezingen bezocht en ook bijgehouden welke bedrijven me interessant leken. Nadat ik terugkwam van mijn halfjaar reizen was de arbeidsmarkt erg lastig. Toen heb ik aan een aantal activiteiten meegedaan van KIVI. Het vinden van een baan die bij je past is toch wel lastig. Je moet goed weten wat je wilt: veel structuur of vrijheid, diepte of juist richting management. Ik ben blij dat ik me goed heb georiënteerd, dat maakte het al makkelijker. Wanneer je ergens stage hebt gelopen of afstudeert weet het bedrijf wat je kunt en wordt je ook sneller aangenomen. Bovendien weet je dan zelf ook hoe het er daar aan toe gaat. De afdeling waar ik nu zit bevalt me dan ook erg goed. We zijn met ongeveer 45 man, een hechte groep, iedereen kent elkaar. Er is ook veel contact met andere afdelingen. Het voordeel van een research afdeling is dat het niet repeterend wordt. Is dat wel zo, dan maken we er bijvoorbeeld een MATLAB-tool van die de andere afdelingen kunnen gebruiken. Welk project dat bij Damen is je het meeste bijgebleven? Het leukste project van de afgelopen tijd ging over de remweg van een boot. Het remproces van een boot scheelt nogal met dat van een auto. Er zijn twee aparte koppelingen voor de vooruit- en achteruitversnelling. Eerst wordt er langzaam gas terug genomen en pas bij een bepaalde snelheid gaat de schroef pas andersom draaien. Er zijn een hele hoop factoren die invloed hebben hierop, denk aan: de vorm van de romp, stroming, wind en de tandwielkasten. Uiteindelijk is het remmodel getweaked omdat de motor soms afsloeg tijdens het remtraject. Je bent eigenlijk altijd met meerdere projecten bezig. Op het moment houd ik me vooral bezig met elektrische en hybride boten. Hoe zie jij jezelf in 5-10 jaar? Goede vraag, ik vind vooral productontwikkeling erg interessant. Graag wil ik met een team een heel nieuw concept gaan ontwerpen, uitdenken en testen als een soort lean-startup. Dit zou dan richting de sustainable kant gaan, op de TU/e heb ik daar ook veel vakken over gevolgd.

#MarkthalRotterdam

Marco weet waar de warmte blijft

Ook adviseren over spraakmakende projecten? Kom werken bij Peutz!

Peutz is een toonaangevend ingenieursadviesbureau in de bouw en de industrie, waar je alle ruimte krijgt om je verder te ontwikkelen. Je werkt in een team met professionals die net als jij het naadje van de kous willen weten. Nieuwsgierig? Kijk voor vacatures, stage- en afstudeerplaatsen op www.werkenbijpeutz.nl

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Solar Team Eindhoven

The solar car of the future

Building the solar car of the future; that’s the mission of Solar Team Eindhoven. We aim for a world where mobility of any form is independent of fossil fuels. With Stella, built in 2013, we’ve shown the world that it is possible to drive a family car on solar energy. With Stella Lux, built in 2015, we have shown that even energy positive sustainable transport is possible. Now we are ready to take the next step.

Karlijn Fransen & Emile van Halsema To show the world what future mobility looks like according to us, we compete in the Bridgestone World Solar Challenge (BWSC). This is a biennial contest for vehicles that drive on solar energy. In this contest cars have to drive for 3000 km through the outback in Australia; from Darwin to Adelaide. During the first challenge, held in 1987, the first one to complete the route was the winner. In 2007 two classes were introduced: the Challenger Class and the Adventure Class. The purpose of vehicles competing in the Challenger Class is to complete the journey as fast as possible. Cars that have competed in the Challenger Class before or that do not meet the requirements can join the contest in the Adventure Class. In 2013 a third class was introduced: the Cruiser Class. Besides speed, factors as efficiency and practicality are important in this class. It is thus not about building a racecar, but about building the car of the future. The Cruiser Class is the class in which Solar Team Eindhoven participates. Stella and Stella Lux have won the Cruiser Class of the BWSC in 2013 and 2015 respectively and with our new car we also aim for the first place in 2017. Because of a large change in the calculation of the scores for each team in 2017 compared to 2015, winning again is a very challenging goal. During the previous two editions, the time it took to complete the 3000 km route from Darwin to Adelaide had a major influence on the final score of each team and thus on the results. However, next year speed doesn’t play a role any more; as long as you arrive within a certain time span, you are fine. In 2017 80% of the score is determined by the team’s energy efficiency score, while 20% is determined by the team’s practicality score. Energy efficiency is influenced by the number of persons in the car during the completion of the route and the amount of external energy used by the car. It is thus very important to design an aerodynamic, practical car with efficient solar panels and other efficient components such as motors. With these regulations in mind, we started the process of designing, building and testing a new solar car at the beginning of September.

Our team consists of 22 members of different disciplines; we have four Electrical Engineers, four Software Engineers, two Industrial Designers, seven Mechanical Engineers and five Organisation members. We have postponed the completion of our Bachelor or Master programs for one and a half year to participate in Team 2017, so you can find us at least five days a week in our office in Momentum. Within Mechanical Engineering, our main focus points are Aerodynamics, Chassis/Body and Vehicle Dynamics. We all followed some courses in these areas, but none of us was specialized enough to design the mechanical components of a car from scratch. Therefore, during the last couple of weeks, we have mainly been working on updating our knowledge and becoming specialists within our fields. Furthermore we have been brainstorming a lot about our car; for example about the number of occupants in our car and the features we want to implement. After some long discussions, we have decided on the concept of the car we want to build. Now we’ve completed this first milestone, we start working towards our next major milestone called the ‘Aero deadline’.

Aerodynamics Since 80% of the score is determined by the energy efficiency of the car, the aerodynamics of the car are very important. Therefore in the coming three months, at least four of us are busy to design the best possible car in terms of aerodynamics. To do this, we use Siemens NX for the modeling of our car and ANSYS for the CFD calculations. Since we want to compete in the BWSC, the design space of the car is limited: the car must fit in a rectangular box which is 5m long, 2.2m wide and 1.6m high. The best aerodynamic shape for the car would be an airfoil which is extruded to create as much solar area as possible. Most cars competing in the Challenger Class, where speed is the determining factor for the final score, have this shape. Basically these cars consist of three airfoils: one for the solar panels and two

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around the wheels. A good airfoil keeps the boundary layer laminar and attached to the body. When the boundary layer separates from the body a turbulent wake is formed which results in a lower pressure behind the car which induces more drag.

Competition

However, we participate in the Cruiser Class and need to design a practical multi-person car, so a car that barely has enough space to scratch your nose is not preferable. Therefore we focus on a design that shows resemblance with an extruded airfoil, but that is not solely optimized in terms of aerodynamics. Our design process can be seen as an optimization problem constrained by the number of persons that need to fit inside, the solar panel area, the aerodynamics design and of course the looks! Considerations to take into account during this process are for instance: Is it more beneficial to have a flat roof or a curved one? Should our car have a tunnel or not? Can we add an extra person in the car while staying within the space restrictions provided?

Last year one of our biggest competitors was Kogakuin Solar Team from Japan. Their design was characterized by their large air tunnel underneath the car and their airfoil-like shape. The air tunnel reduces the frontal area and therefore reduces the drag. However, because of their large air tunnel they had problems with the stability of their car at higher speeds, while Stella Lux had no problems with this at all.

For Stella and Stella Lux, balancing all factors that mattered in the design process resulted in a car with a shape that was different from an ordinary car. This can partly be explained by the principles of aerodynamics. The flows around an ordinary car are shown in Figure 1, while the flows around a car having a shape partly similar to Stella and Stella Lux are shown in Figure 2. The figures show that the airflows are much better for a car with a shape as shown in Figure 2. However, the car shown in Figure 2 is longer and lower than the car shown in Figure 1, so in terms of comfort, the car in Figure 1 would probably be better. One of our tasks is thus to find the best balance between several factors, such as comfort (for example the space available for passengers) and aerodynamic forces.

To give you an idea of the competitors we can expect during the BWSC in 2017, we will provide you an overview of some of our opponents.

Kogakuin

Team Arrow

Furthermore, some of our opponents during the BWSC 2017 have already released their design. The cars of Team Arrow also shows a big air tunnel underneath the car. Team Arrow is an Australian team that used to compete in the Challenger Class, but now wants to compete in the Cruiser Class in 2017. They also want to commercialize their solar car. Another interesting team is Flinders Automotive Solar Team also from Australia. Their car seems to be focussing more on practicality than efficiency and looks more like a conventional two person car.

Figure 1

Flinders Figure 2

This process of finding the best balance is a continuous iterative process of running simulations, analyzing them, adapting the design accordingly and starting the process all over again. First, possible designs are changed in a rough way and later minor adaptations are applied to determine the best aerodynamic design possible for our car. Hopefully this will help us to win the BWSC again in October 2017!

Now you probably wonder what the new member of the Stella family will look like. You are not the only curious audience; because we won the Cruiser Class in 2013 and 2015 all eyes are focussed on us. At this stage we do not want to help our opponents, so it will still take some time before our car is revealed! Until then our design and production process can be followed by reading our pieces in each edition of the Simon Ster. Hopefully this will give you a good impression of our adventure!

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Archaïsme

de Constructiewedstrijd

W.S.V. Simon Stevin kent vele tradities, maar deze zijn ook eens ontstaan! Bart Verhaegh en Sjors van Adrichem duiken de archieven in en zoeken uit waar onze gebruiken nu eigenlijk vandaan komen. Ditmaal het evenement waar sjaars omgedoopt worden tot echte Werktuigbouwers: de Constructiewedstrijd. Sjors van Adrichem & Bart Verhaegh De bruggenbouwwedstrijd ‘Donderdagmiddag 2 oktober om half vier: onder luid gejuich klapt een eigenaardig soort constructie dubbel en stort met zijn last van een stuk staal met vijf potige werktuigbouwers het troebele Dommelwater in.’ Gekopt onder ‘Bruggenbouwval’ is dit de verslaglegging van de eerste Dommeldoop ooit, in 1980 wel te verstaan. De bruggenbouwwedstrijd bestond uit slechts vier weken beunen door de groepen die mee wilden doen. Het idee is dat de groepjes een soort van Merwedebrug bouwen; na een relatief lage kracht begeeft de brug het, wat een hoeveel leedvermaak met zich meebrengt. De brug werd op twee stalen balken boven de dommel bevestigd, waarna de hele groep op hun brug plaats moest nemen, totdat deze instortte.

Vroeger golden er nog open inschrijvingen, iedereen kon meedoen en zo waren er dus ook groepjes van andere disciplines. Dat verklaart waarschijnlijk ook waarom er vier van de negen bruggen bij minder dan 400 N al kapot gingen. De winnende groep studenten waren uiteraard W’ers, deze zes beunhazen brachten met hun eigen massa 5000 N aan voordat hun brug kapot ging. Zij ontvingen 400 gulden (!) als prijs, zij zagen hier de belachelijkheid ook wel van in en besloten dus om een fust aan te bieden. Er waren verscheidene redeneringen over het bestaan en het nut van de bruggenbouwwedstrijd, tegenwoordig de Constructiewedstrijd genoemd. De één vond het een opvolging voor de casus tijdens de Introductieweek, een ander vond het meer een ontgroening voor de nieuwe W’ers. Weer een ander had het idee dat de sjaars op deze manier iets konden construeren, wat ze

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Simon Ster 48.2| januari 2017

later in hun semester zouden behandelen om te zien hoe ze het wel hadden moet doen.

Het is niet eerlijk! Vele sjaars voelden zich benadeeld door de belasting op hun constructie, de kreet ‘Hun constructie werd veel rustiger belast’ werd meermaals uitgekraamd op de wedstrijd. De één loopt nou eenmaal wat rustiger over zijn brug dan de ander. De Constructiewedstrijdcommissie die belast was met het organiseren van de wedstrijd van oktober 1991, had genoeg van zulke smoesjes en vond het tijd om de opzet van de wedstrijd maar eens te veranderen. Na enig brainorkanen – zoals ze het zelf noemden – werd er een oplossing gevonden: de waterbak met wip. Dit komt je waarschijnlijk wel bekend voor, want deze wip wordt nog steeds gebruikt tijdens de jaarlijkse Dommeldoop. De wip bestond misschien eerst wel enkel uit steigerbuizen en wat houten platen, het idee van de hijsconstructie bestaat 25 jaar later nog steeds. Het flink overschatten van de bezwijkkracht bestaat ook al langer dan vandaag. Vijf lustra geleden was ook elke sjaars er van overtuigd dat de constructie duizenden newtons kon houden, terwijl dat vaak veel minder bleek. In 2013 heeft het waterschap de Dommel verbreed en de helling schever gemaakt, daardoor moest ook de wipconstructie aangepast worden; dit vroeg om een extra onderstel, gebeund door de CWC. Helaas verliep de wedstrijd minder soepel dat jaar, het lagerhuis is namelijk kapotgeslagen, waardoor een beperkt aantal groepjes een echte Dommeldoop hebben gehad.

Het Bestuur Als je zelf op de wip gezeten hebt en bent blijven hangen voor de gezelligheid, heb je waarschijnlijk gezien dat het nieuwe Bestuur - gehuld in hun feutenpolo’s - nog een keer gedoopt wordt. Maar waarom hebben die lui toch hun vieze en kapotte polo’s aan? In het verleden wisselde het Bestuur pas eind oktober, waardoor het kandidaatsbestuur van Simon Stevin als feuten van de wip gingen. Dat is ook de reden dat het Bestuur tijdens de Constructiewedstrijd hun feutenpolo’s nog eenmaal onder hun bed vandaan halen, tradities verbreek je nou eenmaal niet. Alhoewel, sommige tradities worden wel verbroken. Zo was het vroeger gebruikelijk dat alle tutoren van de groepjes gezamenlijk een constructie maakten, die ook getest werd boven de Dommel. Zelfs de huidige begeleider, Willie ter Elst, is meerdere malen als tutor in de Dommel beland. Het zou toch mooi zijn als deze traditie weer in ere hersteld wordt en de tutoren volgend jaar weer mee gaan doen.

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Sterrenhoekjes Geniet mee van deze volkomen uit hun verband gerukte uitspraken, verpraatsels en vertypsels. Mocht je er nog meer horen: aarzel niet en stuur de uitspraak en context op naar sterrenhoek@simonstevin.tue.nl! Sylvia: Hoezo schiet hij met hagel? Hagel is toch van die ijsbanen?

Daniël: zullen we anders de langste meter bier ooit maken?

Sylvia: ‘Outdoor cooking is buiten geloof ik.’

Robbert: de nieuwe BACo-leus is: Weeghens succes verlengd. Anoniempje: dat heb ik op m’n geslachtsdeel getatoeëerd.

Daan: ik heb een mini curlingbaan thuis Niki: O je bedoelt een sjoelbak?

Bij het bedenken van landenthema’s voor de tapas zegt Jip: We kunnen ook Afrikaans doen, dan krijgen ze gewoon geen eten

Daniël: ‘Deze bingokaarten zijn echt random.’ Esther: “Je moet je doos binnenstebuiten keren, dan issie mooi bruin.”

Hoofdredacteur tegen Onderwijscommissaris: Er zijn wel weinig sterrenhoekjes, dus als je wilt kun je nu nog iets doms zeggen dan zet ik het erin.

Nick rosielle: “als je iets los wil draaien zet je er gewoon twee grote bahco’s op”

Contest This Simon Ster we’ve got a now contest. The prize we’re giving away is a 10 inch Lenovo tablet! Would you like to get a chance at this gadget? Submit your answer in the Simonkamer (Gem-N 1.61) or send an e-mail to redactie@simonstevin.tue.nl with your name. The prize will be raffled from the correct submissions and we’ll publish the winners in the next Simon Ster.

Answer 48.1 In the last Simon Ster we’ve had the following contest: What’s the minimum surface area of a rectangular strip of paper with a width of 12 cm and one red side to fold a cube with all sides red?

Solution

Contest 48.2

The strip of paper needs to have a length of 96 cm and a surface area of 1152 square centimeters. Below you can find a folding instruction.

Secretary Van der Aa has a very large stash of stamps. They are worth either 5 cents or 17 cents. What’s the largest value Secretary Van der Aa can’t make with a combination of these stamps?

The winner of the smart watch is Sylvia van Bree! She can pick up the prize at de Simonkamer.

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activities w.s.v. simon stevin january

february

1. christmas holidays exams 1. 2. christmas holidays exams 2. 3. christmas holidays exams 3. 4. christmas holidays strandzeilweekend de panne 4. 5. christmas holidays strandzeilweekend de panne 5. 6. christmas holidays kleumend kip kluiven hephaestus 6. 7 . chri christmas holidays 7. 8. christmas holidays company presentation exxonmobil 8. 9. 9. 10. excursie vdl bus 10. 11. company presentation deerns / maccie-activity 11. 12. new years drink 12. 13. open dag tu/e 13. 14. open dag tu/e brugevenement wervingsdagen 14. 15. company presentation tmc / w-hoogfeest / convent 15. 16. commissie-infolunch / convent 16. 17. crafting course / convent 17. 18. company presentation ccm crafting course 18. 19. crafting course 19. cra 20. commissie-infolunch / accie-activiteit 2 20. 21. 21. 22. company presentation ns / alv 60.4 22. 23. exam exams carnavalsborrel 23. 24. exams 24. 25. exams 25. 26. exams carnaval 26. 27. exams carnaval 27. 28. exams euroreis / carnaval 28. 29. exams 30. exam exams 31. exams

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