Detta kandidatexamensarbete fokuserar på möjligheterna att implementera additiv tillverkning på en styrspindel, en av nyckelkomponenterna i en Formula Student-bil. Målet var att få en inblick i denna tillverkningsteknologi och se om det skulle vara lämpligt att byta KTH Formula Students nuvarande styrspindlar i aluminium (Alumec 89) till att vara gjorda av titan (Ti6AL4V) utan att öka vikten, samt inte förlora styvhet och styrka i konstruktionen. Baserat på den nuvarande geometrin av styrspindeln för KTH Formula Students senaste bil, eV12, designades nya styrspindlar i titan med programmet SolidWorks. Denna process gjordes med hjälp av erfarenhet inom styrspindelskonstruktion och intuition, genom att analysera och förändra designen i en iterativ process. Tre konstruktioner gjordes: en lätt version av den exisisterande, vilken var baserad på den existerande styrspindeln i aluminium, en ihålig version och en okonventionell version som utnyttjar designmöjligheter med additiv tillverkning. För att verifiera de tre olika titankonstruktionerna utfördes det en analys av den existerande styrspindeln. Genom att använda resultatet från denna analys kunde mål för styvhet och maximal spänning sättas för den nya titanstyrspindeln. Ingen av koncepten uppnådde de satte målen fullt ut, men värdefull insikt i design, hållfasthetslära och tillverkningsteknik erhölls. Det faktum att den specifika styvheten för titan är lägre än den för aluminium betyder att skulle vara svårt att göra en fungrande design utan användning av topologioptimeringsmjukvara, om vikt är en av de viktigaste faktorerna. Med mer bearbetningstid skulle dessa konstruktioner troligtvis kunna möta målen. / This bachelor thesis focuses on the possibility to implement additive manufacturing on the upright, one of the key components in a Formula Student car. The goal was to get an insight into this manufacturing technology and to see if it would be suitable to change KTH Formula Student’s current aluminium (Alumec 89) uprights to titanium (Ti6AL4V) ones, without gaining weight and losing stiffness and strength. Based on the current geometry of uprights for KTH Formula Student’s latest car, the eV12, new titanium uprights were designed using SolidWorks. This was done by using experience in upright design and intuition, by analysing and altering the designs in an iterative process. Three designs were made: a lighter version of the existing one, a hollow version and an unconventional version that utilises design possibilities with additive manufacturing. To verify the three different titanium designs, an analysis of the existing aluminium upright was performed. Using the results of this analysis, stiffness and maximum stress goals were set on the new titanium uprights. None of the concepts fully met the set goals, but valuable insight into design, solid mechanics and manufacturing methods was gained. The fact that specific stiffness of titanium is lower than that of aluminium means that it would be hard to make a proper design without the use of topology optimisation software, if weight is one of the most important factors. With more time, the designs would likely meet the set goals.

The thesis examines a potential of markets in Peru, Chile, Uruguay, Argentina and Brazil for trade with acoustic pianos PETROF. The first chapter contains an overview of piano manufacturers and terms associated with that field. Characteristic of protectionism and its effects on trade are mentioned in the first chapter as well, since some countries apply trade barriers frequently. An economic analysis of these states together with a market analysis follows. The market potential investigation is based on field research in the countries of South America.

This Master’s thesis is focused on the suspension of the front wheel, more accurately for specific part, upright. It describes the basic requirements for construction, distribution of uprights, their method of production and types of materials used. It briefly mentions topology optimization and its two optimization methods. Also deals with vehicle dynamics for driving conditions – standing vehicle, braking and cornering. In the practical part, the work is focused on determining the load effects on the upright during the aforementioned driving conditions using MBS software. At the end of the work, FEM stress and deformation analyses are performed for loading on the wheel side and on the suspension side, which are then compared and evaluated.

This diploma thesis deal with conceptual design of racing car of T1 category. Car consist of tubular frame, front and rear double wishbone suspension, braking system and conceptual design of the fairing. These are the basic of this thesis. For the completeness of the design, the location of the crew and the placement of the components inside the frame are also proposed. Adams Car 2016, Autodesk Inventor 2016, Ansys Workbench 18.1 were used for designing, testing, simulation and calculations. Designed T1 category race car meets International Automobile Federation (FIA) technical standards and safety regulatons.

The aim of this thesis is to create a design rear upright for a racing Formula Student category car. It is necessary to propose a design group of the rear wheel assembly with the upright with all requirements related thereto, for example solutions camber settings. Everything is modeled using the CAD system. There is developed computational model which is placed in ballast states of strain and stress analysis by finite element method. There is also designed a suitable material for the production of the rear upright which is optimized. The conclusion deals with the inclusion of the proposed arrangement in the overall vehicle assembly and is concluded with evaluation and suitability of the proposed solution.

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Background: Compare Goldmann applanation tonometer (GAT) prism and correcting applanation tonometry surface (CATS) prism to intracameral intraocular pressure (IOP), in vivo and in vitro. Methods: Pressure transducer intracameral IOP was measured on fifty-eight (58) eyes undergoing cataract surgery and the IOP was modulated manometrically to 10, 20, and 40 mmHg. Simultaneously, IOP was measured using a Perkins tonometer with a standard GAT prism and a CATS prism at each of the intracameral pressures. Statistical comparison was made between true intracameral pressures and the two prism measurements. Differences between the two prism measurements were correlated to central corneal thickness (CCT) and corneal resistance factor (CRF). Human cadaver eyes were used to assess measurement repeatability. Results: The CATS tonometer prism measured closer to true intracameral IOP than the GAT prism by 1.7+/-2.7 mmHg across all pressures and corneal properties. The difference in CATS and GAT measurements was greater in thin CCT corneas (2.7+/-1.9 mmHg) and low resistance (CRF) corneas (2.8+/-2.1 mmHg). The difference in prisms was negligible at high CCT and CRF values. No difference was seen in measurement repeatability between the two prisms. Conclusion: A CATS prism in Goldmann tonometer armatures significantly improve the accuracy of IOP measurement compared to true intracameral pressure across a physiologic range of IOP values. The CATS prism is significantly more accurate compared to the GAT prism in thin and less rigid corneas. The in vivo intracameral study validates mathematical models and clinical findings in IOP measurement between the GAT and CATS prisms.

Background: Goldmann applanation tonometry (GAT) error relative to intracameral intraocular pressure (IOP) has not been examined comparatively in both human cadaver eyes and in live human eyes. Futhermore, correlations to biomechanical corneal properties and positional changes have not been examined directly to intracameral IOP and GAT IOP. Methods: Intracameral IOP was measured via pressure transducer on fifty-eight (58) eyes undergoing cataract surgery and the IOP was modulated manometrically on each patient alternately to 10, 20, and 40 mmHg. IOP was measured using a Perkins tonometer in the supine position on 58 eyes and upright on a subset of 8 eyes. Twenty one (21) fresh human cadaver globes were Intracamerally IOP adjusted and measured via pressure transducer. Intracameral IOP ranged between 5 and 60 mmHg. IOP was measured in the upright position with a Goldmann Applanation Tonometer (GAT) and supine position with a Perkins tonometer. Central corneal thickness (CCT) was also measured. Results: The Goldmann-type tonometer error measured on live human eyes was 5.2 +/- 1.6 mmHg lower than intracameral IOP in the upright position and 7.9 +/- 2.3 mmHg lower in the supine position (p <.05). CCT also indicated a sloped correlation to error (correlation coeff. = 0.18). Cadaver eye IOP measurements were 3.1+/-2. 5 mmHg lower than intracameral IOP in the upright position and 5.4+/- 3.1 mmHg in the supine position (p <.05). Conclusion: Goldmann IOP measures significantly lower than true intracameral IOP by approximately 3 mmHg in vitro and 5 mmHg in vivo. The Goldmann IOP error is increased an additional 2.8 mmHg lower in the supine position. CCT appears to significantly affect the error by up to 4 mmHg over the sample size.

This diploma thesis is focused on the design of the conversion of the car front suspension for racing purpose. Existing suspension solution is described by analyse static and kinematic quantities. Furthermore, a change of suspension is proposed to improve the driving characteristics of the vehicle, where the kinematic, dynamic and strength analysis of the newly designed suspension is performed. The conclusion summarizes the comparison of the original and the new suspension design.