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Atualmente, os implantes são utilizados em diversos tipos de tratamento na reabilitação oral. Para manutenção da osseointegração, é essencial que o conjunto prótese/implante/osso seja submetido a forças às quais estejam aptos a suportar. Os diferentes tipos de desadaptações das infraestruturas das próteses sobre implantes são fatores que podem contribuir para o aumento das tensões na região peri-implantar. Este estudo teve como objetivo avaliar a influência das desadaptações angulares unilaterais na distribuição de tensões na região periimplantar de pilares tipo UCLA, no momento da pré-carga e carga axial. Infraestruturas de CoCr, confeccionadas utilizando-se pilares tipo UCLA, foram divididas em quatro grupos: Grupo A (adaptado), Grupo B, Grupo C e Grupo D (50, 100 e 200 &#x3BC;m de desadaptação unilateral angular por vestibular, respectivamente). Cada grupo foi representado por quatro infraestruturas (n=4). Quatro implantes (4.1mm/15mm) foram posicionados em uma matriz metálica, onde posteriormente foi vazado o poliuretano (PU), com função de simular o tecido ósseo. Quatro extensômetros (strain gauges) foram posicionados na região vestibular, distal, lingual e mesial de cada implante, para aferir a quantidade de deformação; cada grupo foi posicionado em seu respectivo implante. Foram realizados dois testes: o teste de pré-carga com um torque de 32Ncm e o teste de carga com uma força axial estática de 300N. Cada infraestrutura foi sujeita aos dois testes, por cinco vezes. Para análise estatística dos dados, foram utilizados ANOVA (dois critérios) e o teste de Tukey (p<0,05). Os resultados mostraram que os grupos A e B tiveram menos deformação da região peri-implantar em ambos os testes, quando comparados aos grupos C e D. A estatística também mostrou que o Grupo A apresentou melhor distribuição de tensões em sua região, peri-implantar quando comparado aos outros três grupos (p<0,05). Como conclusões, este estudo mostrou que as desadaptações influem na distribuição das tensões da região peri-implantar e que quanto maior o nível de desadaptação, mais altas são as tensões geradas. / Nowadays implants are used in several kinds of oral rehabilitation treatments. For the osseointegration maintenance it is important that crow/implant/bone are subjected to forces which are able to withstand. Different kinds of misfit on the crown frameworks are factors that could lead to an increase of strain around the implanted bone. This study aimed to evaluate the influence of the unilateral angular misfit in frameworks made of UCLA on the peri-implant strain distribution, subjected to preload and axial load. Frameworks made of chrome-cobalt were fabricated on UCLA abutments and divided in 4 groups: Group A (no misfit), Group B, Group C, Group D (50, 100, and 200 of unilateral angular misfit by buccal side, respectively). Each group was represented for 4 frameworks (n=4). Four implants (4.1mm/15mm) were positioned in a metallic matrix which was subsequently poured the polyurethane (PU) to simulate the bone. Four strain gauges were positioned on the buccal, distal, lingual and mesial sides of each implant to assess the amount of strain, each group was connected on its respectively implant. It was performed 2 tests: the preload test with a 32Ncm torque and the load test by applying an axial force of 300N. Each framework was subjected to the both test five times. To the statistics analysis ANOVA (2 ways) and Turkeys test were performed. The results showed that the Groups A and B presented less deformation when compared to Groups C and D. The statistics also showed that the Group A presented better distribution of strain on its peri-implant bone when compared to the other three groups (p<0,05). In conclusion this study showed that misfit had influence on the strain distribution on the peri-implant bone and that strain increased on the Groups C and D which presented higher levels of misfit.

The steel through-truss Traffic Bridge, located in Saskatoon, Saskatchewan is over one hundred years old. The bridge has been subject to ongoing maintenance throughout its service life. However, inspection reports from 2005 and 2006 highlighted the severe deterioration experienced primarily by the steel members immediately above and below the deck surface. These reports prompted the City of Saskatoon (COS) to implement a rehabilitation project that involved the installation of a post-tensioning system to relieve the badly corroded bottom chord members of the axial loads due to the self-weight of the structure, in 2006. Due to the severe deterioration and the structural modifications that the Traffic Bridge has endured, a limited scope structural health monitoring (SHM) system, based on strain measurements, was implemented to reduce some of the uncertainty regarding the active load paths occurring at the deck level. The objectives of the SHM study were to obtain more information regarding the actual load paths and ascertain possible types of structural redundancy, to determine how to best model this type of structure, and to find ways to track ongoing deterioration using instrumentation. The SHM study involved controlled truck loading scenarios to permit measurement of the load paths and provide data to compare the measured results to a finite element (FE) model of the instrumented span. In addition, random loading scenarios were used to capture the vertical dynamic response of the structure in order to further refine the FE model. This study focused on the response of one-half of one interior span. A total of 72 strain gauges were installed. The downstream truss was highly instrumented at ten locations, three members of the upstream truss were instrumented to measure the distribution, and the floor joists in the downstream lane were instrumented to establish possible redundancy paths. Using an FE model in combination with the measured strain data, it was found that redundant load paths only existed at the level of the deck. The bottom chord members experienced non-zero strains once the control vehicle was past the span, possibly indicating some level of redundancy. The members believed to relieve a portion of the bottom chord tensile forces included the car joists, edge joists, and the timber deck. The amount of force transferred from the bottom chord to the deck members was found by FE analysis to be highly related to the lateral stiffness of the floor beams. The FE model was adjusted to match the measured results by modifying various modelling parameters. The most important features of the model were that all deck elements were modelled to be located at the elevation of the bottom chord, that the lateral stiffness of the floor beams was reduced by 50% to best represent the transfer of forces to deck elements, and that the stiffness of bottom chord members was reduced to 80% of their pristine values. In combination with calibrated modification factors applied to the measured values, this FE model is believed to be a useful tool to represent the behaviour of the structure to assist in detecting further damage by modelling the strain differential between members, and components of members.

The steel through-truss Traffic Bridge, located in Saskatoon, Saskatchewan is over one hundred years old. The bridge has been subject to ongoing maintenance throughout its service life. However, inspection reports from 2005 and 2006 highlighted the severe deterioration experienced primarily by the steel members immediately above and below the deck surface. These reports prompted the City of Saskatoon (COS) to implement a rehabilitation project that involved the installation of a post-tensioning system to relieve the badly corroded bottom chord members of the axial loads due to the self-weight of the structure, in 2006. Due to the severe deterioration and the structural modifications that the Traffic Bridge has endured, a limited scope structural health monitoring (SHM) system, based on strain measurements, was implemented to reduce some of the uncertainty regarding the active load paths occurring at the deck level. The objectives of the SHM study were to obtain more information regarding the actual load paths and ascertain possible types of structural redundancy, to determine how to best model this type of structure, and to find ways to track ongoing deterioration using instrumentation. The SHM study involved controlled truck loading scenarios to permit measurement of the load paths and provide data to compare the measured results to a finite element (FE) model of the instrumented span. In addition, random loading scenarios were used to capture the vertical dynamic response of the structure in order to further refine the FE model. This study focused on the response of one-half of one interior span. A total of 72 strain gauges were installed. The downstream truss was highly instrumented at ten locations, three members of the upstream truss were instrumented to measure the distribution, and the floor joists in the downstream lane were instrumented to establish possible redundancy paths. Using an FE model in combination with the measured strain data, it was found that redundant load paths only existed at the level of the deck. The bottom chord members experienced non-zero strains once the control vehicle was past the span, possibly indicating some level of redundancy. The members believed to relieve a portion of the bottom chord tensile forces included the car joists, edge joists, and the timber deck. The amount of force transferred from the bottom chord to the deck members was found by FE analysis to be highly related to the lateral stiffness of the floor beams. The FE model was adjusted to match the measured results by modifying various modelling parameters. The most important features of the model were that all deck elements were modelled to be located at the elevation of the bottom chord, that the lateral stiffness of the floor beams was reduced by 50% to best represent the transfer of forces to deck elements, and that the stiffness of bottom chord members was reduced to 80% of their pristine values. In combination with calibrated modification factors applied to the measured values, this FE model is believed to be a useful tool to represent the behaviour of the structure to assist in detecting further damage by modelling the strain differential between members, and components of members.

A remada em Canoagem Velocidade se caracteriza por ser um movimento bilateral, cíclico e simétrico, sendo que a propulsão é gerada, principalmente, pelos membros superiores. Não estão claros os aspectos relacionados à assimetria entre os hemicorpos da remada e, quanto a esta influência, o desempenho no deslocamento de caiaques de Canoagem Velocidade. O presente estudo teve como objetivos quantificar e comparar a quantidade de força aplicada à água, em atletas de diferentes níveis de desenvolvimento, bem como estabelecer a relação entre essas variáveis e o desempenho durante a execução de um teste máximo de 200 m em um caiaque individual de Canoagem Velocidade. Foram avaliados 90 atletas, com idade entre 10 a 40 anos, sendo que os mesmos foram subdivididos em três grupos, de acordo com seu nível de desenvolvimento: Iniciantes, Intermediários e Avançados. Foi encontrado que atletas de nível de desenvolvimento mais avançado eram os mais velhos, mais altos, mais pesados, mais experientes e mais rápidos que os atletas dos níveis menos avançados (p<0,001). Os atletas dos níveis de desenvolvimento mais avançado também produziram mais força que os seus pares de nível Intermediário e Iniciantes. Contudo, não foram encontradas diferenças significantes tanto para a diferença entre os lados, bem como quanto à dominância lateral foi levada em consideração. Além disso, não foi encontrada relação entre diferença na produção de força entre os lados direito e esquerdo e o desempenho em 200m. Por outro lado, a força máxima apresentou correlação negativa significante (r=-0,92, ES – quase perfeito) com desempenho em 200 m. Por fim, foi verificado que o equipamento utilizado apresentou reprodutibilidade aceitável para mensurar a força em atletas de Canoagem Velocidade. Foi concluído que tanto características morfofisiológicas e técnicas em atletas de Canoagem Velocidade apresentam desenvolvimento contínuo, de acordo com tempo e quantidade de prática na modalidade. / Sprint Kayak stroke can be characterized as a bilateral, cyclic and symmetrical movement, where the propulsion lies mainly on the upper body. It is not clear, however, whether the stroke asymmetry affects Sprint Kayak performance. Therefore, this study aimed to quantify and compare force production amongst three developing level as well as to establish the relationships between force production and difference in left/right force production in those three different developing levels and 200 m performance in Sprint Kayak athletes. 90 athletes with ages ranging from 10 to 40 years volunteered for this study. They were allocated into three different groups based on developing level: Beginner, Intermediate and Advanced. Athletes of more advanced levels were older, taller, heavier, more experienced and faster than their lower level counterparts (p<0,001). Athletes from more advanced level also produced higher force scores than the intermediate and beginner levels. However, the force difference as well as lateral dominance were not different. Moreover, it was not found relationship between the difference and performance over 200 m. On the other hand, maximal force presented significant correlation with 200 m performance (r=-0,92 ES – nearly perfect). Finally, it was verified that the equipment used to measure force was reprodutible. In conclusion, morfophysiological and technical characteristics of Sprint Kayak athletes present a continuous development, according to time and amount of practice.

A remada em Canoagem Velocidade se caracteriza por ser um movimento bilateral, cíclico e simétrico, sendo que a propulsão é gerada, principalmente, pelos membros superiores. Não estão claros os aspectos relacionados à assimetria entre os hemicorpos da remada e, quanto a esta influência, o desempenho no deslocamento de caiaques de Canoagem Velocidade. O presente estudo teve como objetivos quantificar e comparar a quantidade de força aplicada à água, em atletas de diferentes níveis de desenvolvimento, bem como estabelecer a relação entre essas variáveis e o desempenho durante a execução de um teste máximo de 200 m em um caiaque individual de Canoagem Velocidade. Foram avaliados 90 atletas, com idade entre 10 a 40 anos, sendo que os mesmos foram subdivididos em três grupos, de acordo com seu nível de desenvolvimento: Iniciantes, Intermediários e Avançados. Foi encontrado que atletas de nível de desenvolvimento mais avançado eram os mais velhos, mais altos, mais pesados, mais experientes e mais rápidos que os atletas dos níveis menos avançados (p<0,001). Os atletas dos níveis de desenvolvimento mais avançado também produziram mais força que os seus pares de nível Intermediário e Iniciantes. Contudo, não foram encontradas diferenças significantes tanto para a diferença entre os lados, bem como quanto à dominância lateral foi levada em consideração. Além disso, não foi encontrada relação entre diferença na produção de força entre os lados direito e esquerdo e o desempenho em 200m. Por outro lado, a força máxima apresentou correlação negativa significante (r=-0,92, ES – quase perfeito) com desempenho em 200 m. Por fim, foi verificado que o equipamento utilizado apresentou reprodutibilidade aceitável para mensurar a força em atletas de Canoagem Velocidade. Foi concluído que tanto características morfofisiológicas e técnicas em atletas de Canoagem Velocidade apresentam desenvolvimento contínuo, de acordo com tempo e quantidade de prática na modalidade. / Sprint Kayak stroke can be characterized as a bilateral, cyclic and symmetrical movement, where the propulsion lies mainly on the upper body. It is not clear, however, whether the stroke asymmetry affects Sprint Kayak performance. Therefore, this study aimed to quantify and compare force production amongst three developing level as well as to establish the relationships between force production and difference in left/right force production in those three different developing levels and 200 m performance in Sprint Kayak athletes. 90 athletes with ages ranging from 10 to 40 years volunteered for this study. They were allocated into three different groups based on developing level: Beginner, Intermediate and Advanced. Athletes of more advanced levels were older, taller, heavier, more experienced and faster than their lower level counterparts (p<0,001). Athletes from more advanced level also produced higher force scores than the intermediate and beginner levels. However, the force difference as well as lateral dominance were not different. Moreover, it was not found relationship between the difference and performance over 200 m. On the other hand, maximal force presented significant correlation with 200 m performance (r=-0,92 ES – nearly perfect). Finally, it was verified that the equipment used to measure force was reprodutible. In conclusion, morfophysiological and technical characteristics of Sprint Kayak athletes present a continuous development, according to time and amount of practice.

A remada em Canoagem Velocidade se caracteriza por ser um movimento bilateral, cíclico e simétrico, sendo que a propulsão é gerada, principalmente, pelos membros superiores. Não estão claros os aspectos relacionados à assimetria entre os hemicorpos da remada e, quanto a esta influência, o desempenho no deslocamento de caiaques de Canoagem Velocidade. O presente estudo teve como objetivos quantificar e comparar a quantidade de força aplicada à água, em atletas de diferentes níveis de desenvolvimento, bem como estabelecer a relação entre essas variáveis e o desempenho durante a execução de um teste máximo de 200 m em um caiaque individual de Canoagem Velocidade. Foram avaliados 90 atletas, com idade entre 10 a 40 anos, sendo que os mesmos foram subdivididos em três grupos, de acordo com seu nível de desenvolvimento: Iniciantes, Intermediários e Avançados. Foi encontrado que atletas de nível de desenvolvimento mais avançado eram os mais velhos, mais altos, mais pesados, mais experientes e mais rápidos que os atletas dos níveis menos avançados (p<0,001). Os atletas dos níveis de desenvolvimento mais avançado também produziram mais força que os seus pares de nível Intermediário e Iniciantes. Contudo, não foram encontradas diferenças significantes tanto para a diferença entre os lados, bem como quanto à dominância lateral foi levada em consideração. Além disso, não foi encontrada relação entre diferença na produção de força entre os lados direito e esquerdo e o desempenho em 200m. Por outro lado, a força máxima apresentou correlação negativa significante (r=-0,92, ES – quase perfeito) com desempenho em 200 m. Por fim, foi verificado que o equipamento utilizado apresentou reprodutibilidade aceitável para mensurar a força em atletas de Canoagem Velocidade. Foi concluído que tanto características morfofisiológicas e técnicas em atletas de Canoagem Velocidade apresentam desenvolvimento contínuo, de acordo com tempo e quantidade de prática na modalidade. / Sprint Kayak stroke can be characterized as a bilateral, cyclic and symmetrical movement, where the propulsion lies mainly on the upper body. It is not clear, however, whether the stroke asymmetry affects Sprint Kayak performance. Therefore, this study aimed to quantify and compare force production amongst three developing level as well as to establish the relationships between force production and difference in left/right force production in those three different developing levels and 200 m performance in Sprint Kayak athletes. 90 athletes with ages ranging from 10 to 40 years volunteered for this study. They were allocated into three different groups based on developing level: Beginner, Intermediate and Advanced. Athletes of more advanced levels were older, taller, heavier, more experienced and faster than their lower level counterparts (p<0,001). Athletes from more advanced level also produced higher force scores than the intermediate and beginner levels. However, the force difference as well as lateral dominance were not different. Moreover, it was not found relationship between the difference and performance over 200 m. On the other hand, maximal force presented significant correlation with 200 m performance (r=-0,92 ES – nearly perfect). Finally, it was verified that the equipment used to measure force was reprodutible. In conclusion, morfophysiological and technical characteristics of Sprint Kayak athletes present a continuous development, according to time and amount of practice.

Atualmente, os implantes são utilizados em diversos tipos de tratamento na reabilitação oral. Para manutenção da osseointegração, é essencial que o conjunto prótese/implante/osso seja submetido a forças às quais estejam aptos a suportar. Os diferentes tipos de desadaptações das infraestruturas das próteses sobre implantes são fatores que podem contribuir para o aumento das tensões na região peri-implantar. Este estudo teve como objetivo avaliar a influência das desadaptações angulares unilaterais na distribuição de tensões na região periimplantar de pilares tipo UCLA, no momento da pré-carga e carga axial. Infraestruturas de CoCr, confeccionadas utilizando-se pilares tipo UCLA, foram divididas em quatro grupos: Grupo A (adaptado), Grupo B, Grupo C e Grupo D (50, 100 e 200 &#x3BC;m de desadaptação unilateral angular por vestibular, respectivamente). Cada grupo foi representado por quatro infraestruturas (n=4). Quatro implantes (4.1mm/15mm) foram posicionados em uma matriz metálica, onde posteriormente foi vazado o poliuretano (PU), com função de simular o tecido ósseo. Quatro extensômetros (strain gauges) foram posicionados na região vestibular, distal, lingual e mesial de cada implante, para aferir a quantidade de deformação; cada grupo foi posicionado em seu respectivo implante. Foram realizados dois testes: o teste de pré-carga com um torque de 32Ncm e o teste de carga com uma força axial estática de 300N. Cada infraestrutura foi sujeita aos dois testes, por cinco vezes. Para análise estatística dos dados, foram utilizados ANOVA (dois critérios) e o teste de Tukey (p<0,05). Os resultados mostraram que os grupos A e B tiveram menos deformação da região peri-implantar em ambos os testes, quando comparados aos grupos C e D. A estatística também mostrou que o Grupo A apresentou melhor distribuição de tensões em sua região, peri-implantar quando comparado aos outros três grupos (p<0,05). Como conclusões, este estudo mostrou que as desadaptações influem na distribuição das tensões da região peri-implantar e que quanto maior o nível de desadaptação, mais altas são as tensões geradas. / Nowadays implants are used in several kinds of oral rehabilitation treatments. For the osseointegration maintenance it is important that crow/implant/bone are subjected to forces which are able to withstand. Different kinds of misfit on the crown frameworks are factors that could lead to an increase of strain around the implanted bone. This study aimed to evaluate the influence of the unilateral angular misfit in frameworks made of UCLA on the peri-implant strain distribution, subjected to preload and axial load. Frameworks made of chrome-cobalt were fabricated on UCLA abutments and divided in 4 groups: Group A (no misfit), Group B, Group C, Group D (50, 100, and 200 of unilateral angular misfit by buccal side, respectively). Each group was represented for 4 frameworks (n=4). Four implants (4.1mm/15mm) were positioned in a metallic matrix which was subsequently poured the polyurethane (PU) to simulate the bone. Four strain gauges were positioned on the buccal, distal, lingual and mesial sides of each implant to assess the amount of strain, each group was connected on its respectively implant. It was performed 2 tests: the preload test with a 32Ncm torque and the load test by applying an axial force of 300N. Each framework was subjected to the both test five times. To the statistics analysis ANOVA (2 ways) and Turkeys test were performed. The results showed that the Groups A and B presented less deformation when compared to Groups C and D. The statistics also showed that the Group A presented better distribution of strain on its peri-implant bone when compared to the other three groups (p<0,05). In conclusion this study showed that misfit had influence on the strain distribution on the peri-implant bone and that strain increased on the Groups C and D which presented higher levels of misfit.

Les récentes normes environnementales et les demandes de réduction des émissions et de consommation de carburants des moteurs essence exigent de nouvelles stratégies de combustion par lesquels le mélange air/essence devrait être méticuleusement commandé en temps réel par un capteur de pression. Le contrôle de la pression cylindre est une technologie principale qui permet une coordination optimisée du mélange air/carburant, et la recirculation des gaz d'échappement par la rétroaction de contrôle. A ce jour, la mesure de pression cylindre en temps réel n'est pas fournie même sur les voitures récentes. Jusqu'à présent cette mesure a été mise en application sur des moteurs spécifiques pour le développement d'applications particulières telles que le contrôle moteur. Plusieurs obstacles empêchent l'intégration des capteurs de pression sur les nouveaux moteurs; le coût de production élevé de ces dispositifs et leurs implémentations complexe sur les moteurs standards retarde leur développement.Le capteur de pression GCS™ (Gasoline Combustion Sensor) est un capteur non-intrusif de pression cylindre intégré dans une bougie d'allumage qui a un accès direct à la chambre de combustion. Il répond aux contraintes d'intégration automobile, de performance et de fiabilité, et permet la mesure de pression jusqu'à 200bar et du cliquetis. Ce type de capteur permet le suivi de combustion en temps réel exigé pour la combustion par auto-allumage par laquelle la rétroaction rapide des événements de combustion permet la gestion étincelle/carburant dans chaque cylindre. Il agit sur l'allumage aussi bien que sur l'injection pour optimiser la combustion et réduire la consommation de carburant d'environ 1.4% et les émissions de polluants d'environ 10%.La présente thèse concerne le développement d'un capteur de pression fiable et bas-cout qui sera une condition de base pour les prochaines générations de moteurs. Cette étude concerne deux types d'éléments sensibles différents. L'un est basé sur une céramique piézoélectrique, et l'autre comporte un système piézo-résistif de jauges de contraintes sérigraphiées sur l'isolant céramique de la bougie d'allumage. Durant cette analyse, des problèmes mécaniques ont été soulignés et une section a été consacrée pour résoudre le problème de transmission de pression à l'élément sensible réduisant les bruits mécaniques notamment. Différents concepts mécaniques ont été développés et regroupés sous plusieurs familles, dont deux catégories ont été retenues pour la suite du développement.Le premier chapitre décrit le projet d'un vue globalement, les caractéristiques du capteur et le principe de mesure. Le second chapitre se rapporte à l'élément sensible et la description des technologies utilisées. Le développement mécanique du corps d'épreuve du capteur basé sur un élément sensible piézoélectrique sera présenté en détail dans le troisième chapitre. Le quatrième chapitre comprend la caractérisation des deux types de capteurs piézoélectriques et piézo-résistifs. Le cinquième chapitre décrit le traitement du signal issu de l'élément sensible et le packaging du capteur. Le dernier chapitre présente une perspective d'optimisation du dispositif. / Recent environmentally-friendly norms and global demands for lower emissions and lower fuel consumption on gasoline engines require innovative combustion strategies, whereby air/fuel mixture should be meticulously controlled through a real time pressure feed-back sensor. In-cylinder pressure control has shown to be a key technology that enables an optimized coordination of an air/fuel mixture, and exhaust gas recirculation through closed loop control.Nowadays real time in-cylinder pressure measurement is not provided on passenger's cars. Thus far it has been implemented on specific engine for development of particular applications such as engine control. Several obstacles prevent the integration of pressure sensors on new engines such as high production cost of this device and its complex implementation on a standard engine. The Gasoline Combustion Sensor™ (GCS) is a non-intrusive in-cylinder pressure sensor integrated into a spark plug which has direct access to the combustion chamber. It answers the automotive integration constraints performance and reliability and allows in-cylinder pressure measurement up to 200bar, knock and misfiring detection.Such sensors allow for combustion follow-up in a real-time direct mode required for auto ignition combustion whereby fast feedback of combustion events enables fine tuning and individual cylinder spark/fuel management. It operates on the ignition as well as on the injection to optimize the combustion and reduce fuel consumption by an average of 1.4% under steady-state conditions, which will reduce harmful emissions by about 10%. The present thesis relates to the development of a low-cost pressure sensor which will be a basic requirement for future engine generations. It consists on two different sensing element types, one is based on piezoelectric ceramic, and the other comprises piezo-resistive strain gauge system directly embedded on the ceramic insulator. During this analysis, mechanical problems have been emphasized and a section was dedicated to resolve the problem of the pressure transmission to the sensing element reducing structure-borne noise on the sensor. Different mechanical concepts have been developed, where two categories have been selected.Chapter one describes the project in a global overview including sensor specifications and sensing principle, chapter two relates to the sensing element materialization including technology description. Proof body development based on piezoelectric sensor will be presented in detail in chapter three, while chapter four contains device characterization of both sensor types piezoelectric and piezo-resistive. Chapter five describes the signal processing and sensor packaging, and chapter six gives an optimization perspective of the device.

The diploma thesis is focused on the measurement of forces acting between the tire and the road. There is an outline of tire and tire models problematic in the opening part. In the following part, the rear right suspension of the formula student car was mounted with strain gauges and the data logging system was described. There is also a multi-body model of the rear axle created in Adams/Car and SAMS software, that is able to calculate forces acting between the tire and the road, taking the measured forces in the suspension, rocker position, and throttle position into consideration. After a series of calibrations and verification measurements, the measurement on the test track was made, with data analysis focused on forces acting between the tire and the road.