The aim of the diploma thesis is to describe the consequences of imprisonment from a psychological point of view and to compare it with the testimonies of convicts. Every convicted person who gets into a prison is exposed to psychological problems associated with imprisonment. These problems can be associated not only with pleading guilty and accepting a sentence connected with a commited crime but also with, a transition from civil life to life in prison, adaptating to life in prison, dealing with restriction of freedom and restrictions of contact with their loved ones and so on. The thesis has a theoretical part divided into three chapters, where data has been added from transcripts of interviews with four sentenced men. The first chapter focuses on the characteristics of serving imprisonment, including the functions and the purpose of imprisonment and on penitentiary psychology. The second chapter describes the adaptation of prisoners to imprisonment in view of the length and frequency of imprisonment as well as the personality of the convicted person. The third chapter focuses on the psychological aspects of imprisonment (the second life of prisoners, aggression, bullying, suicide, self-harm, abuse and use of narcotic and psychotropic substances, limiting social contacts). The aim of the diploma thesis is to describe the consequences of imprisonment from a psychological point of view and to compare it with data from interviews with sentenced persons.

Currently, the road cargo system with low or zero CO2 emission is under rapid development. Heavy-duty trucks with electrified driveline systems will be the workhorse of future freight. But developing such a brand new and very complex system and adapting it to various application scenarios, such as long-haul freight, city distribution or construction loading, is still a big problem, because there is no previous experience to refer to. There is no standard development procedure or constraint framework for uncertainty either. Simulation on a massive scale with thousands of truck agents will be of great use for developing such a road-cargo system. System engineering will be the guiding methodology for this thesis project about developing a high-performance and multi-adaptive electrified driveline system. Referring to the classical V-shape development methodology, the complex concept will be divided into different levels of subsystems, from the large application scenarios to traffic simulation, driveline system simulation, electric motor and controller blocks development, and the system integration, performance verification and output of the results. The massive scale of traffic simulation will be implemented in AnyLogic, which does not contain any accurate agent model with vehicle dynamic motion during simulation. Thus, a precise vehicle agent model needs to be developed and embedded into AnyLogic’s simulation scenario, so as to make the simulation very close to reality, and to be able to evaluate vehicle concepts as well. The driveline system will be developed in Matlab/Simulink while the information communication between them will be realised in the form of computational calculation functions through the C language program. The development of the driveline model is also progressive. First, an equation-based full glider model was constructed. It simulates the scenario of a heavy-loaded truck driving on a steep slope (30% grade), decelerating from the initial 70 km/h to 0 km/h and then remaining stationary. The second model added the functionality of velocity input and output, enabling information exchange with AnyLogic. It will judge the real-time speed and the desired speed to decide whether to accelerate or decelerate and it uses the “Bang-Bang” control method of the electric motor. But this control mode results in a massive and frequent change in the electric motor output power, leading to extremely high energy consumption and in real life significantly shortened motor lifetime. So a powerful PI controller was introduced to the third Simulink model. The PI controller is embedded in the electric motor and it will replace the “Bang-Bang” control method. The “PID” control method provides a more stable power output so that the truck’s real-time speed can approach the target speed more smoothly. This control system can adapt to a variety of speed inputs and it can decide whether to output full power or partial power, depending on the speed difference. The third version of the Simulink model with PI controller has been verified as an acceptable model through various inputs of different speeds, and it will be converted into a C language program to be embedded in AnyLogic for massive traffic simulation. / Utveckling av godstrafiksystem på väg med låga eller noll CO2-utsläpp är under snabb utveckling. Tunga lastbilar med elektrifierade drivlinesystem kommer förmodligen att vara dominerande i framtiden för vägfrakt. Att utveckla ett helt nytt system med hög teknisk komplexitet och anpassning till olika tillämpningsscenarier, som fjärrtransport, distribution eller bygg och anläggning, är en stor utmaning på grund av kritiska begränsningar i exempelvis erfarenhet. Det finns heller ingen etablerad utvecklingsmetodik baserad på tidigare erfarenhet eller ramverk för att hantera osäkerheter. Simuleringar med tusentals lastbilsagenter kan vara till stor nytta och stöd för att utveckla lastbilssystem. Systemteknik kommer att vara den vägledande metodiken för detta examensarbete för att utveckla ett avancerat och multiadaptivt elektrifierat drivlinesystem. Med hjälp av den klassiska "V"-utvecklingsmetodiken kommer drivlinemodellen delas in i olika nivåer av delsystem utifrån de tidigare nämnda olika tillämpnings-scenarierna för trafiksimulering för att sedan utföra simulering av komplett drivlinesystem, utveckling av elmotor och reglersystem till systemintegration, prestandaverifiering och analys av resultat. Trafiksimulering är tänkt att implementeras i AnyLogic, som inte innehåller någon modell baserad på fordonsdynamik där drivlineegenskaper beaktas. Därför måste en specifk fordonsdynamikmodell utvecklas för fordonsagenten och bäddas in i AnyLogics simuleringsscenario för att göra simuleringen närmre verkligheten. Drivlinesystemet har utvecklats i Matlab/Simulink för att sedan realiseras i form av beräkningsfunktioner i C. Utvecklingen av drivlinemodellen görs iterativt. Först konstruerades en ekvationsbaserad full s.k. glidermodell. Den simulerar scenariot för en tung lastad lastbil som kör i en brant sluttning (30\% lutning), bromsar in från de ursprungliga 70 km/h till 0 km/h och förblir stillastående. I den andra modellen lades till gränssnitt för agentens begynnelsevärden och tillstånd vid tidsstegets slut, vilket möjliggjorde informationsutbyte med AnyLogic. Modellen analyserar realtidshastigheten och den önskade hastigheten för att sedan avgöra om agenten ska accelerera eller bromsa. Den använder "Bang-Bang"-reglermetoden för elmotorn. Men denna reglermetod resulterar i en frekvent och stor förändring av elmotorns uteffekt, vilket leder till hög energiförbrukning och i verkligheten avsevärt förkortad motorlivslängd. Därför introducerades en PI-regulator i den tredje Simulink-modellen. PI-regulatorn är inbäddad i elmotorn och ersätter "Bang-Bang"-reglermetoden. "PID"-regulatorn ger mer stabil effekt, så att lastbilens realtidshastighet mjukare kan närma sig målhastigheten. Detta reglersystem kan anpassas till en mängd olika begynnelsehastigheter och kan bestämma om full eller deleffekt ska matas ut beroende på skillnaden mellan realtidshastighet och målhastighet. Den tredje versionen av Simulink-modellen med PI-regulator har verifierats som en acceptabel modell genom olika begynnelsehastigheter och konverterats till ett C-program för att bäddas in i AnyLogic för trafiksimulering.

Les logiciels sont de plus en plus complexes et leur développement est souvent fait par des équipes dispersées et changeantes. Par ailleurs, de nos jours, la majorité des logiciels sont recyclés au lieu d’être développés à partir de zéro. La tâche de compréhension, inhérente aux tâches de maintenance, consiste à analyser plusieurs dimensions du logiciel en parallèle. La dimension temps intervient à deux niveaux dans le logiciel : il change durant son évolution et durant son exécution. Ces changements prennent un sens particulier quand ils sont analysés avec d’autres dimensions du logiciel. L’analyse de données multidimensionnelles est un problème difficile à résoudre. Cependant, certaines méthodes permettent de contourner cette difficulté. Ainsi, les approches semi-automatiques, comme la visualisation du logiciel, permettent à l’usager d’intervenir durant l’analyse pour explorer et guider la recherche d’informations. Dans une première étape de la thèse, nous appliquons des techniques de visualisation pour mieux comprendre la dynamique des logiciels pendant l’évolution et l’exécution. Les changements dans le temps sont représentés par des heat maps. Ainsi, nous utilisons la même représentation graphique pour visualiser les changements pendant l’évolution et ceux pendant l’exécution. Une autre catégorie d’approches, qui permettent de comprendre certains aspects dynamiques du logiciel, concerne l’utilisation d’heuristiques. Dans une seconde étape de la thèse, nous nous intéressons à l’identification des phases pendant l’évolution ou pendant l’exécution en utilisant la même approche. Dans ce contexte, la prémisse est qu’il existe une cohérence inhérente dans les évènements, qui permet d’isoler des sous-ensembles comme des phases. Cette hypothèse de cohérence est ensuite définie spécifiquement pour les évènements de changements de code (évolution) ou de changements d’état (exécution). L’objectif de la thèse est d’étudier l’unification de ces deux dimensions du temps que sont l’évolution et l’exécution. Ceci s’inscrit dans notre volonté de rapprocher les deux domaines de recherche qui s’intéressent à une même catégorie de problèmes, mais selon deux perspectives différentes. / Software systems are getting more and more complex and are developed by teams that are constantly changing and not necessarily working in the same location. Moreover, most software systems, nowadays, are recycled rather than being developed from scratch. A comprehension task is crucial when performing maintenance tasks; it consists of analyzing multiple software dimensions concurrently. Time is one of these dimensions, as software changes its state with time in two manners: during their execution and during their evolution. These changes make sense only when analyzed within the context of other software dimensions, such as structure or bug information. Multidimensional analysis is a difficult problem to solve. However, there are certain methods that bypass this difficulty, such as semi-automatic approaches. Software visualization is one of them, as it allows being part of the analysis by exploring and guiding information search. The first stage of the thesis consists of applying visualization techniques to better understand software dynamicity during execution and evolution. Changes over time are represented by heat maps. Hence, we utilize the same graphical representation to visualize both change types over time. Other approaches that permit the analysis of a program’s dynamic behavior over time involve the use of heuristics. In the thesis’ second stage, we are interested in the identification of the programs’ execution phases and evolution patterns using the same approach, i.e. search-based optimisation. In this context, the premise is the existence of internal cohesion between change events that allow the clustering in phases. This hypothesis of cohesion is defined specifically for change events in the code during software evolution and state changes during program execution. This thesis’ main objective is to study the unification of these two time dimensions, evolution and execution, in an attempt to bring together two research domains that work on the same set of problems, but from two different perspectives.