Detta projekt utfördes som examensarbete för högskoleingenjörsexamen i innovationsteknik och design, 22,5 högskolepoäng, vid Karlstads universitet. Som uppdragsgivare stod Reminiscor AB. Uppkomsten av projektet låg i en förfrågan från företaget att utveckla ett moduluppbyggt pedalbord för gitarrister.Det här produktutvecklingsprojektet genomfördes med användarkrav och användarönskemål i fokus för att definiera lämpliga funktioner för och utformning av ett modulbaserat pedalbord. Arbetet inleddes med att undersöka utbudet av olika typer av pedalbord och effektpedaler på marknaden. Intervjuer med gitarrister i olika åldrar och från olika genrer genomfördes för att skapa en uppfattning om gemensamma krav och önskemål som kunde ligga till grund för det fortsatta arbetet. Utifrån observation av pedalbordsanvändning och litteraturstudier ingick även ergonomiska avvägningar i utformningen av konceptet.Konceptet som projektet resulterade i togs fram bl.a. med hjälp av Modular Function Deployment-MFD, en metod för att finna lämplig modulindelning av produkter. Denna metod innefattar Quality Function Deployment-QFD, funktionsanalys, modulindikationsmatris-MIM, utvärdering och förbättring på modulnivå. Arbetet presenterar även hållfasthetsberäkningar och visualisering av det framtagna pedalbordskonceptet.Det framtagna konceptet består av sex olika moduler av två olika typer, främre och bakre. Dessa finns i sin tur i tre olika längder som kan kombineras och monteras samman för att utgöra pedalbord av olika storlek. Varje enskild modul är dessutom försedd med en funktion som gör att monteringsytan för pedaler kan ställas i olika inbördes vinklar. På så sätt möjliggör modulerna ett pedalbord med stora anpassningsmöjligheter för användaren. / This is a Degree Project for a Degree of Bachelor of Science in Innovation and Design Engineering, 22.5 ECTS Credits, at Karlstad university on assignment by Remiscor AB. The project originated in a request from Reminiscor AB to develop a modular pedalboard for guitarists.In order to define appropriate functions and design of a modular pedalboard, user requirements was the focus point of this product development project. The early stages of the project involved research on the range of different kinds of pedalboards and effects pedals offered on the market. Interviews with guitarists of different age and from different genres were carried out to give an understandingo f common demands and preferenses, to serve as a foundation for further work. From observation of pedalboard use and litterature studies, the design of the concept also included ergonomical considerations.One of the methods used to develop the concept that this project resulted in was Modular Function Deployment-MFD. This method helps defining an appropriate modular structure in a product. It involves Quality Function Deployment-QFD, function analysis, Module Indication Matrix-MIM, evaluation and improvement on a modular level. This work also present calculations on Solid Mechanics and visualisation of the developed pedalboard concept.The presented concept consists of six different modules divided into two types, front and back. Each of these include three different lengths that can be combined to constitute pedalboards of different sizes. Each individual module contain a function to enable different angle settings of the pedal mounting surface, independent of adjacent modules. With these properties, the modules make a pedalboard with considerable customization options for the user possible.

I denna rapport redovisas fyra koncept för utveckling av en bromspedal, med målet att reducera godstjockleken från den befintliga pedalen som är 2mm till 1,5mm, men samtidigt behålla hållfastheten som den befintliga bromspedalen erhåller. Det ställs höga belastningskrav på bromspedaler, och att minska godstjockleken innebär högre påfrestningar på materialet.För att utveckla en ny konstruktion som skall leva upp till dessa krav har programvaran PTC Creo 3.0 använts, och för analysering av dessa koncept har verktyget Simulate använts.I resultatdelen simuleras och redovisas fyra koncept i 1,5mm plåt som jämförs i total förskjutning med originalpedalen i 2mm plåt. Slutsatsen är att de inte når upp till lika bra resultat som originalpedalen. Däremot med 1,9mm plåt når det resultatmässigt bästa konceptet (koncept 3) upp till ett bättre resultat än originalpedalen, och detta leder till en viss förbättring i minskning av material, med bibehållen hållfasthet. / This report describes four prototypes for the development of a brake pedal, with the goal of reducing material thickness from the the existing pedal from 2mm to 1.5mm, while maintaining the strength of the existing brake pedal. There are high load demands on the brake pedals, and to reduce the thickness means higher strain on the material.To develop a new design that will live up to these requirements, the design tool software PTC Creo 3.0 has been used, and the analysis of these structures has been performed using the tool Simulate in PTC Creo parametric.The result show four concepts presented and simulated in 1.5mm plate thickness, and the results are compared with the original pedal results in 2mm plate thickness regarding total displacement. The conclusion is that the concepts do not fulfill the load requirements.However with 1.9mm plate thickness, our best concept (concept 3) is fulfilling the loading requirements even better than the existing pedal, and that leads to an improvement regarding reducement of material, with retained strength.

O ciclismo é um esporte altamente competitivo e extremamente técnico. Em função disso, o ensino da técnica da pedalada é fundamental para uma boa performance. Tendo em vista a reduzida quantidade de estudos sobre o ensino do ciclismo, o objetivo deste estudo foi de, no processo de ensino-aprendizagem da técnica da pedalada do ciclismo, verificar a influência do feedback aumentado oral e visual acerca da cinética do movimento, e com isso melhorar (1) o índice de efetividade (IE) ao longo do ciclo da pedalada, (2) o IE nas fases de propulsão e recuperação, bem como aumentar (3) a aplicação de força efetiva (FE) positiva e (4) diminuir a aplicação de FE negativa ao longo do ciclo da pedalada e (5) aumentar a economia de movimento (EC) durante a pedalada. Participaram deste estudo 19 sujeitos do sexo masculino, não-ciclistas, estudantes de uma escola estadual do município de Montenegro divididos em grupo experimental (n=10) e grupo controle (n=9). O desenho experimental constou de três etapas: (1) período de préexperimento, (2) sessões de aprendizagem e (3) período de pós-experimento. O período de pré-experimento foi dividido em dois dias de avaliação, sendo o primeiro para determinação do VO2máx e o segundo para a realização da normalização fisiológica da carga de trabalho utilizada nas sessões de aprendizagem, correspondente a 60% do VO2máx. As sessões de aprendizagem foram realizadas durante 7 dias, com a duração de trinta minutos para cada sujeito. Durante as sessões de aprendizagem, o grupo experimental recebeu feedback visual aumentado (FVA) e o grupo controle recebeu feedback aumentado (FA). O período de pós-experimento também foi dividido em dois dias de avaliação, o primeiro realizado logo após a última sessão de aprendizagem (momento pós) e o segundo realizado uma semana após a realização do momento pós (momento retenção). No período de pós-experimento, nenhum grupo recebeu feedback a respeito do seu padrão de pedalada. Para análise dos sinais de força dos indivíduos, foi utilizada uma média de 10 ciclos consecutivos de pedalada. Os resultados mostraram que o FVA exerce um efeito maior no ensino da técnica da pedalada do ciclismo do que o FA, pois o grupo experimental obteve aumentos significativos na média de IE tanto ao longo do ciclo da pedalada, quanto nas fases de propulsão e recuperação. Também foi observado, para o grupo experimental, um aumento significativo na média de aplicação de FE positiva ao longo do ciclo bem como uma redução significativa na média de FE negativa ao longo do ciclo da pedalada. O grupo experimental apresentou também maior EC ao longo da pedalada. Os achados deste estudo mostraram que o FVA apresenta-se como uma importante ferramenta no ensino da técnica da pedalada no ciclismo. / Cycling is a highly competitive and extremely technical sport. Therefore, the pedaling technique needs to be taught to improve cycling performance. Considering the reduced number of studies about the teaching of cycling, the aim of this study was, in the learning processes of cycling pedaling technique, verify the influence of augmented feedback oral and visual about the kinetics movement and thence-forth, to improve (1) the index of effectiveness (IE) along the pedaling cycle, (2) the IE in the propulsion and recovery phases (3) the application of positive effective force (EF), (4) to reduce the application of negative EF along the cycle and (5) to increase the economy of movement during the pedaling cycle. Nineteen male subjects (n=19), non-cyclists, students of a state school of the district of Montenegro participated of this study. They were divided into an experimental group (n=10) and a control group (n=9). The methodological procedures adopted for this study were divided into three stages: (1) pre-experiment period, (2) learning period and (3) post-experiment period. The pre-experiment period was divided in two days of evaluation: the first was use for determination of VO2máx and the second for the accomplishment of the physiologic normalization of the work load used in the learning period which corresponded to 60% of the VO2máx. The learning period lasted seven days, with a duration of thirty minutes per session for each subject. During the learning sessions the experimental group received augmented visual feedback (AVF) and the control group received augmented feedback (AF). The post-experiment period was also divided into two days of evaluation, with the first one, immediately after the last learning session, denominate post-test and the second one occurring one week after the post-test, denominated retention test. In the post-experiment period no group received feedback regarding their pedaling pattern. Force signals were analyzed by the calculating the average force of 10 consecutive pedaling cycles. The results showed that AVF exercises had a larger effect in the teaching of the pedaling technique compared to the AF. The experimental group obtained significant increases in the average of IE along the pedaling cycle, as well as in the IE of the propulsion and recovery phases. Also a significant increase was observed in the mean of application of positive EF and a significant reduction in the mean negative EF along the pedaling cycle. The experimental group also presented larger economy of movement along pedaling cycle. The results showed evidence that AVF is an important tool in the teaching of the pedaling technique of cycling.

O ciclismo é um esporte altamente competitivo e extremamente técnico. Em função disso, o ensino da técnica da pedalada é fundamental para uma boa performance. Tendo em vista a reduzida quantidade de estudos sobre o ensino do ciclismo, o objetivo deste estudo foi de, no processo de ensino-aprendizagem da técnica da pedalada do ciclismo, verificar a influência do feedback aumentado oral e visual acerca da cinética do movimento, e com isso melhorar (1) o índice de efetividade (IE) ao longo do ciclo da pedalada, (2) o IE nas fases de propulsão e recuperação, bem como aumentar (3) a aplicação de força efetiva (FE) positiva e (4) diminuir a aplicação de FE negativa ao longo do ciclo da pedalada e (5) aumentar a economia de movimento (EC) durante a pedalada. Participaram deste estudo 19 sujeitos do sexo masculino, não-ciclistas, estudantes de uma escola estadual do município de Montenegro divididos em grupo experimental (n=10) e grupo controle (n=9). O desenho experimental constou de três etapas: (1) período de préexperimento, (2) sessões de aprendizagem e (3) período de pós-experimento. O período de pré-experimento foi dividido em dois dias de avaliação, sendo o primeiro para determinação do VO2máx e o segundo para a realização da normalização fisiológica da carga de trabalho utilizada nas sessões de aprendizagem, correspondente a 60% do VO2máx. As sessões de aprendizagem foram realizadas durante 7 dias, com a duração de trinta minutos para cada sujeito. Durante as sessões de aprendizagem, o grupo experimental recebeu feedback visual aumentado (FVA) e o grupo controle recebeu feedback aumentado (FA). O período de pós-experimento também foi dividido em dois dias de avaliação, o primeiro realizado logo após a última sessão de aprendizagem (momento pós) e o segundo realizado uma semana após a realização do momento pós (momento retenção). No período de pós-experimento, nenhum grupo recebeu feedback a respeito do seu padrão de pedalada. Para análise dos sinais de força dos indivíduos, foi utilizada uma média de 10 ciclos consecutivos de pedalada. Os resultados mostraram que o FVA exerce um efeito maior no ensino da técnica da pedalada do ciclismo do que o FA, pois o grupo experimental obteve aumentos significativos na média de IE tanto ao longo do ciclo da pedalada, quanto nas fases de propulsão e recuperação. Também foi observado, para o grupo experimental, um aumento significativo na média de aplicação de FE positiva ao longo do ciclo bem como uma redução significativa na média de FE negativa ao longo do ciclo da pedalada. O grupo experimental apresentou também maior EC ao longo da pedalada. Os achados deste estudo mostraram que o FVA apresenta-se como uma importante ferramenta no ensino da técnica da pedalada no ciclismo. / Cycling is a highly competitive and extremely technical sport. Therefore, the pedaling technique needs to be taught to improve cycling performance. Considering the reduced number of studies about the teaching of cycling, the aim of this study was, in the learning processes of cycling pedaling technique, verify the influence of augmented feedback oral and visual about the kinetics movement and thence-forth, to improve (1) the index of effectiveness (IE) along the pedaling cycle, (2) the IE in the propulsion and recovery phases (3) the application of positive effective force (EF), (4) to reduce the application of negative EF along the cycle and (5) to increase the economy of movement during the pedaling cycle. Nineteen male subjects (n=19), non-cyclists, students of a state school of the district of Montenegro participated of this study. They were divided into an experimental group (n=10) and a control group (n=9). The methodological procedures adopted for this study were divided into three stages: (1) pre-experiment period, (2) learning period and (3) post-experiment period. The pre-experiment period was divided in two days of evaluation: the first was use for determination of VO2máx and the second for the accomplishment of the physiologic normalization of the work load used in the learning period which corresponded to 60% of the VO2máx. The learning period lasted seven days, with a duration of thirty minutes per session for each subject. During the learning sessions the experimental group received augmented visual feedback (AVF) and the control group received augmented feedback (AF). The post-experiment period was also divided into two days of evaluation, with the first one, immediately after the last learning session, denominate post-test and the second one occurring one week after the post-test, denominated retention test. In the post-experiment period no group received feedback regarding their pedaling pattern. Force signals were analyzed by the calculating the average force of 10 consecutive pedaling cycles. The results showed that AVF exercises had a larger effect in the teaching of the pedaling technique compared to the AF. The experimental group obtained significant increases in the average of IE along the pedaling cycle, as well as in the IE of the propulsion and recovery phases. Also a significant increase was observed in the mean of application of positive EF and a significant reduction in the mean negative EF along the pedaling cycle. The experimental group also presented larger economy of movement along pedaling cycle. The results showed evidence that AVF is an important tool in the teaching of the pedaling technique of cycling.

O ciclismo é um esporte altamente competitivo e extremamente técnico. Em função disso, o ensino da técnica da pedalada é fundamental para uma boa performance. Tendo em vista a reduzida quantidade de estudos sobre o ensino do ciclismo, o objetivo deste estudo foi de, no processo de ensino-aprendizagem da técnica da pedalada do ciclismo, verificar a influência do feedback aumentado oral e visual acerca da cinética do movimento, e com isso melhorar (1) o índice de efetividade (IE) ao longo do ciclo da pedalada, (2) o IE nas fases de propulsão e recuperação, bem como aumentar (3) a aplicação de força efetiva (FE) positiva e (4) diminuir a aplicação de FE negativa ao longo do ciclo da pedalada e (5) aumentar a economia de movimento (EC) durante a pedalada. Participaram deste estudo 19 sujeitos do sexo masculino, não-ciclistas, estudantes de uma escola estadual do município de Montenegro divididos em grupo experimental (n=10) e grupo controle (n=9). O desenho experimental constou de três etapas: (1) período de préexperimento, (2) sessões de aprendizagem e (3) período de pós-experimento. O período de pré-experimento foi dividido em dois dias de avaliação, sendo o primeiro para determinação do VO2máx e o segundo para a realização da normalização fisiológica da carga de trabalho utilizada nas sessões de aprendizagem, correspondente a 60% do VO2máx. As sessões de aprendizagem foram realizadas durante 7 dias, com a duração de trinta minutos para cada sujeito. Durante as sessões de aprendizagem, o grupo experimental recebeu feedback visual aumentado (FVA) e o grupo controle recebeu feedback aumentado (FA). O período de pós-experimento também foi dividido em dois dias de avaliação, o primeiro realizado logo após a última sessão de aprendizagem (momento pós) e o segundo realizado uma semana após a realização do momento pós (momento retenção). No período de pós-experimento, nenhum grupo recebeu feedback a respeito do seu padrão de pedalada. Para análise dos sinais de força dos indivíduos, foi utilizada uma média de 10 ciclos consecutivos de pedalada. Os resultados mostraram que o FVA exerce um efeito maior no ensino da técnica da pedalada do ciclismo do que o FA, pois o grupo experimental obteve aumentos significativos na média de IE tanto ao longo do ciclo da pedalada, quanto nas fases de propulsão e recuperação. Também foi observado, para o grupo experimental, um aumento significativo na média de aplicação de FE positiva ao longo do ciclo bem como uma redução significativa na média de FE negativa ao longo do ciclo da pedalada. O grupo experimental apresentou também maior EC ao longo da pedalada. Os achados deste estudo mostraram que o FVA apresenta-se como uma importante ferramenta no ensino da técnica da pedalada no ciclismo. / Cycling is a highly competitive and extremely technical sport. Therefore, the pedaling technique needs to be taught to improve cycling performance. Considering the reduced number of studies about the teaching of cycling, the aim of this study was, in the learning processes of cycling pedaling technique, verify the influence of augmented feedback oral and visual about the kinetics movement and thence-forth, to improve (1) the index of effectiveness (IE) along the pedaling cycle, (2) the IE in the propulsion and recovery phases (3) the application of positive effective force (EF), (4) to reduce the application of negative EF along the cycle and (5) to increase the economy of movement during the pedaling cycle. Nineteen male subjects (n=19), non-cyclists, students of a state school of the district of Montenegro participated of this study. They were divided into an experimental group (n=10) and a control group (n=9). The methodological procedures adopted for this study were divided into three stages: (1) pre-experiment period, (2) learning period and (3) post-experiment period. The pre-experiment period was divided in two days of evaluation: the first was use for determination of VO2máx and the second for the accomplishment of the physiologic normalization of the work load used in the learning period which corresponded to 60% of the VO2máx. The learning period lasted seven days, with a duration of thirty minutes per session for each subject. During the learning sessions the experimental group received augmented visual feedback (AVF) and the control group received augmented feedback (AF). The post-experiment period was also divided into two days of evaluation, with the first one, immediately after the last learning session, denominate post-test and the second one occurring one week after the post-test, denominated retention test. In the post-experiment period no group received feedback regarding their pedaling pattern. Force signals were analyzed by the calculating the average force of 10 consecutive pedaling cycles. The results showed that AVF exercises had a larger effect in the teaching of the pedaling technique compared to the AF. The experimental group obtained significant increases in the average of IE along the pedaling cycle, as well as in the IE of the propulsion and recovery phases. Also a significant increase was observed in the mean of application of positive EF and a significant reduction in the mean negative EF along the pedaling cycle. The experimental group also presented larger economy of movement along pedaling cycle. The results showed evidence that AVF is an important tool in the teaching of the pedaling technique of cycling.

The effects of moderate workload exercise at different pedal rates on circulatory and respiratory parameters were studied. Five subjects performed seven discontinuous constant-load cycle ergometer tests of 30 minutes duration at pedal rates of 40, 50, 60, 70, 80, 90 and 100 rpm. Oxygen uptake and carbon dioxide production were determined by standard open circuit spirometry, while heart rate was recorded by electrocardiograph. The CO₂ rebreathing procedure was administered during the exercise bout in order to determine cardiac output. Blood pressure was determined for each test, and total peripheral resistance was calculated. The findings indicate that progressive increases in pedal frequency during discontinuous constant-load cycle ergometry produce progressive increases in cardiovascular, respiratory and metabolic responses and a decrease in gross exercise mechanical efficiency. The results indicate that oxygen uptake, cardiac output, heart rate, ventilation and arterial-venous oxygen difference increases curvilinearly as pedal rate increases, possibly as a result of increases in recruitment of muscle fibers and/or muscle groups. These findings suggest that circulatory and respiratory responses are due to "central command" which sets the basic efferent response pattern. However, this effector pattern is modulated by afferent input originating from the legs during progressive increases in pedal rate.

This work is engaged in the confrontation of the existing braking system of Formula SAE project. From made confrontations is selected the best solution and make his dimension and own construct design. It is verify through analyse of tension and analyse of heat transfer.

Pedal misapplication (PM) is an error in which a driver unintentionally presses the wrong pedal. When drivers mistake the accelerator pedal for the brake pedal, the vehicle experiences a sudden unintended acceleration, and the consequences can be severe. A brief history of PM is covered, and several novel studies of PM are described. The goals of these studies were as follows: 1. Identify and analyze multiple samples of PM crashes from a variety of data sources using both established and novel methods to gain new insight into the characteristics and frequency of PM crashes. 2. Use the confirmed, real-world PM crash data to develop a custom vehicle dynamics simulation and evaluate the overall potential safety benefit of a theoretical PM advanced driver assistance system. Using an established keyword search identification method and two unique crash datasets, a PM crash frequency of approximately 0.2% of all crashes was found. These PM crashes were typically rear-end or road departure crashes in moderate- to low-speed commercial or residential areas. Female drivers and elderly drivers were more often involved in these PM crashes, which generally featured slightly lower injury severities and often involved inattention or fatigue. Anecdotally, PM crash narratives contained repeated evidence of unexpected events, driver inexperience, distraction, shoe-malfunction, extreme stress, and medical conditions/emergencies. A novel PM crash identification algorithm was developed to detect PMs from time-series pre-crash data. This algorithm was applied to a sample of crashes with event data recorder data available, and a frequency of 4.3% of eligible crashes were found to have exhibited PM behavior, suggesting that PM crashes may be more prevalent than previously thought. While the data from these crashes suggested that a PM occurred, this dataset lacked sufficient data regarding driver intention, which is necessary to confirm each crash as PMs. The characteristics of these PM-like crashes were analyzed and found to be largely similar to those of previous samples, with notable exceptions for higher proportions of male drivers, higher travel speeds, and higher maximum injury severities. More robust data from a naturalistic driving study (NDS) was acquired, and the novel algorithm was applied to all of the sample’s eligible crashes. Because the NDS data contained more data elements such as driver-facing video, crashes that exhibited PM behavior were individually inspected to confirm PM. This produced a PM crash frequency of 1.1%. The characteristics of these confirmed PM crashes were investigated, but a small sample size limits the generalizability of the results. Lastly, crash data from confirmed, real-world PM crashes was used to inform a custom vehicle dynamics model into which a theoretical PM advanced driver assistance system was simulated. The effect of the accelerator suppression system on crash avoidance and mitigation was evaluated to assess its potential safety benefit, which was found to be highly dependent on system threshold values and largely underwhelming in the absence of supplemental braking. The results indicated that a system that detected PM, suppressed acceleration, and applied braking could provide a substantially higher safety benefit. / M.S. / Pedal misapplication (PM) occurs when a driver presses the wrong pedal. When drivers mistake the accelerator pedal for the brake pedal, the vehicle experiences a sudden unintended acceleration, and the consequences can be severe. A history of the controversial subject of PM is covered, and several novel studies of PM are described. In these studies, PM crashes are identified among documented real-world crashes. This is done in three phases: (1) using narratives written by law-enforcement officers or crash investigators, (2) using event data recorders, or “black boxes,” that store vehicle data prior to crashes, and (3) using naturalistic driving study data, including video recordings of subjects during daily driving. These data are analyzed to develop the understanding of how often PM crashes occur and what factors are common among them. It is discovered that the frequency of PM crashes may be an order of magnitude greater than previously estimated. In the final study, real-world PM crash data is used to virtually reconstruct PM crashes and apply an advanced driver assistance system designed to detect PM, suppress the accelerator input, and reduce the severity of the crash or prevent it altogether. By simulating a wide range of system variations, we develop a sense of the feasibility of such a system’s implementation and overall safety benefit.

Die Pedalharfe ist ein vergleichsweise junges Instrument. Vom Anfang des 18. bis zum Anfang des 19. Jahrhunderts fiel ihre bau- und spieltechnische Entwicklung nicht nur zeitlich, sondern oft auch räumlich mit der Geschichte des Cembalos und des Klaviers zusammen. Das neue Instrument war zunächst vor allem in Paris und dann in London erfolgreich. Dieser Beitrag will die Diskussion um einen weniger untersuchten Repertoireausschnitt der Harfen-, Klavier- und Geigenliteratur von den 1780er Jahren bis zur Zeit von Berlioz anregen, sowie bekannte Stilmittel unter einem neuen Blickwinkel zeigen. / The pedal harp is a relatively young instrument. From the beginning of the eighteenth century to the beginning of the nineteenth century, its technical and musical development coincided not only temporally but often also spatially with the history of the harpsichord and the piano. The new instrument was originally most successful in Paris and then in London. This article is intended to stimulate a discussion on the less-studied repertory for harp, piano and violin from the 1780s until the time of Berlioz, as well as to offer a new perspective on better-known stylistic elements.

In recent years there has been a shift in the way consumer products are being purchased shifting from physical in-store shopping to online shopping. A vast amount of goods, express deliveries and simple returns have led to the need for new tools and methods for the delivery industry. At the same time, the environmental crisis is ongoing, and preventive regulations are being implemented in countries worldwide, directly affecting the urban transport sector. One step that has been taken by the urban transportation sector is the implementation of different types of electric vehicles for last mile deliveries of goods. The Swedish motorcycle manufacturer Cake launched their first motorcycle in 2017 and have since then launched other models. More recently Cake has brought products to the market that aim toward business to business. As a part of this effort, Cake was interested in the development of a concept within the last mile delivery sector. The purpose of the project was to investigate last mile deliveries in urban environments to learn what requirements there were on light electric freight vehicles being used. The goal was to define and develop a light electric freight vehicle concept for Cake. Following the double diamond methodology, research was conducted on state of theart, stakeholder needs and EU regulations leading to user insights and a requirements specification. Based on the insights and requirements, concepts were developed through an iterative process, leading to a final concept. The final concept was a 800mm wide trike operated by pedal assist, with the capability to transport cargo that has the area of an EUR pallet behind the driver while still being allowed in bicycle lanes. The concept was validated by building a full scale prototype and conducting tests on it against the insights and requirements specification. / De senaste åren har beteenden kring köp av konsumentprodukter fundamentalt förändrats, där handeln stadigt går från butikshandel till onlinehandel. Till följd av de stora godsmängder som cirkulerar, i kombination med att tjänster så som expressleveranser och snabba returer blir allt vanligare, så har leverans branschens behov av nya verktyg och metoder ökat. Samtidigt har den pågående miljökrisen lett till att många länder i världen implementerar en allt hårdare miljöpolitik som direkt påverkar den urbana transportsektorn. Ett steg som tagits av den urbanatransportsektorn är att implementera av olika typer av elektriska fordon ämnade för leveranser i urbana miljöer, så kallat “last mile deliveries”. Svenska motorcykeltillverkaren Cake lanserade deras första motorcykel 2017. Sedan dess har de släppt ett flertal modeller samt lanserat produkter ämnade för företagsverksamheter, även kallat“business to business”. Som en del av utvecklingen mot “business to business” var Cake intresserade av att utveckla ett koncept riktat mot “last mile deliveries”. Syftet med projektet var att undersöka “last mile deliveries” i stadsmiljöer för att förstå vilka krav som finns på lätta elektriska fraktfordon inom branschen. Målet med projektet var att definiera och utveckla ett koncept av en lätt elektrisk fraktfordon till Cake. Designprocessen strukturerades enligt “double diamond” metodologin, där forskningen bestod avanalyser av befintliga produkter på marknaden, intervjuer av personer på olika fraktbolag, samt litteraturstudier av forskningsrapporter samt EU-regler. Insikterna ledde till användar-insikter samt en kravspecifikation. Baserat på insikterna och kravspecifikationen utvecklades ett koncept genom en iterativ process. Slutkonceptet var en 800mm bred trehjulig eldriven cykel med en lastkapacitet på minst 1 kubikmeter. Konceptet validerades med tester på en fullskalig prototyp, där funktioner och geometri utvärderades mot kravspecifikationen.