Intelligent cruise control (ICC) has the potential to impact both roadway throughput and safety by assisting drivers in maintaining safe headways. This thesis explores this potential through comparisons of ICC to conventional cruise control (CCC) and manual driving. Accordingly, descriptions are given of both CCC and ICC systems. Furthermore, descriptions of ICC evaluation studies and car-following models are presented. The evaluation of ICC is conducted using data collected as part of the Field Operational Test (FOT) performed in Ann Arbor, Michigan. Two levels of analysis are presented in this thesis. The first level of analysis compares the usage of ICC to CCC from a macro level. This study demonstrated that ICC was used more along similar trips. In addition, it was shown that there was no difference in usage of the ON, SET, CANCEL and RESUME buttons. ICC resulted in a higher usage of the ACCEL button and a lower usage of the COAST button compared to CCC. Furthermore, the number of brake interventions while ICC was engaged was higher than CCC. Lastly, the macro-level analysis indicated that there was no difference in the number of near encounters for ICC and CCC. The second analysis makes comparisons at a micro level. The most probable speed, acceleration and headway for each driving mode as well as the probability of using cruise control (based on speed) were determined. The probability of ICC use exceeded CCC use for every freeway speed bin and all but two high-speed arterial speed bins. Finally, a car-following behavior comparison was performed. Manual driving resulted in larger headway values for speeds less than 80 km/h. The ICC speed-headway curve was similar to the CCC speed-headway curve created from high-speed arterial data. The mean headway-speed charts, however, indicated that ICC was more similar to manual driving. Exploration into the specific differences is needed in order to determine the impact of ICC on system safety. / Master of Science

Car seats for smaller children, offers very good protection incase of a collision. Unfortunately for the parents’ sake , these car seats is heavy to handle outside the car. For example back and forth home and short errands around town. In other words, all those times when you decide to just take out the car seat and carry it instead of place the baby in a baby carrier. By analyzing where and how the car seat is being used. How best to carry heavier loads up to about 15 kg as a car seat with the child can weigh and by taking into account the child ’s and the parents anatomy. This work led to a concept on how this problem can be solved. Various technical principle solutions have been developed and evaluated. The chosen solution has then been further developed by various design approaches where form and expression has been the important part. The main body of the new solution is a softer inner which you lifts out when you leave the car. The baby sits in a carrier that the parent carries in front of their body. Remaining in the car is a chair-like base with ”click” fasteners that lock the softer part in place when it´s placed in the car, with the baby in it. The major benefits of solving it this way is that the baby is carried in front of the body without oblique loaded lifting on the spine. While the solution also itself weighs several pounds less than the current car seats. It also frees the parents both hands by carrying the child this way. All this leads to a gentler living for the parents.

Inter-Vehicular Communication is an optimistic technology to enhance road safety. The wireless medium often used to exchange vital information. Wi-Fi is also used to share the information, but it required an access point hardware to communicate. Wi-Fi Direct enabled the device exchange information without a hardware access point. Over the last decades, the usage of wireless technology has been increased and transformed the way electronic devices interact and communicate. Wi-Fi Direct technology provides peer-to-peer communication. So, Wi-Fi is highly applicable for car-to-car communication because of its High data rate, range, standard usage. Within the framework of this thesis concept of prototyping car-to-car communication by using Wi-Fi Direct service in smartphones. Focus here to optimize resource utilization and to provide basic functionality within the programming mode.

The topic of the thesis is a strategy analysis of Jíša Rent-car s.r.o. It describes and rates the internal and external company environment, its competitive position and recommends the most suitable strategy for company development.

Esse trabalho teve por objetivo analisar as mudanças que estão ocorrendo nos canais de distribuição de carros novos no Brasil, especificamente no que concerne à constituição de novos formatos de negócio no varejo de automóveis novos e à relação com as montadoras. O sistema de distribuição de carros novos baseado em redes de revendedores exclusivos e independentes de cada marca/montadora que integra em um só lugar as funções de vendas de carros novos, vendas de carros usados, distribuição de pecas de reposição, assistência técnica e reparo e financiamento entrou na pauta da indústria automotiva na última década, devido ao aumento da concorrência e à ineficiência do sistema em atender as expectativas dos consumidores em termos de qualidade de serviços e preços. No Brasil, várias discussões sobre uma reestruturação das redes de distribuição e do formato de negócio da revenda estão em andamento desde o início dos anos 2000. Este estudo, realizado através de entrevistas e de um survey em concessionárias, levantou que as concessionárias estão terceirizando parte dos seus serviços de assistência técnica e reparo e obtendo ganhos em termos de rapidez, qualidade dos serviços e redução de custos, bem como adotando algumas novas práticas de gestão e tecnologias da informação. Apurou-se também que montadoras estão aumentando o controle sobre a produção de serviços das concessionárias através de exigências de padronização de lojas e processos de atendimento. / The objective of this work is to analyze the changes that are occurring in the distribution channels of new cars in Brazil, more specifically concerning the constitution of new retailing business format and its relation with the car manufactures. The distribution system based on exclusive and independent franchise dealership of each brand/manufacturer that integrates in the same place the functions of new cars sales, used cars sales, spare parts supply, services and financing, has being taken into consideration in the automobile industry since the last decade. This was due to the increase in competition and the inefficiency of the system to match the expectations of the consumer in terms of quality of services and prices. In Brazil several discussions about distribution network restructuring and retailing business form are being carried out since the beginning of 2000. This study, made through interviews and survey in car retailers, has found out that the dealers are outsourcing part of their support and repair services and with that procedure gaining in quality of services, time and cost reduction as well as adopting new managing practices and new technological information. Also it has been found out that the car manufactures are increasing the control on services production of the dealers through the requirement of standardization of the shops and sales and services processes.

Os simuladores de tráfego são programas computacionais que, através de diversos modelos, tentam simular o tráfego, o comportamento dos motoristas, o desempenho dos veículos, entre outros aspectos que envolvem uma rede viária. Estes modelos precisam ser calibrados para representar as condições de um determinado local. O objetivo da pesquisa foi propor um método de calibração de um microssimulador de tráfego através de dados coletados por estações de monitoramento. O estudo de caso foi realizado através do simulador VISSIM para um trecho do Rodoanel Mário Covas (SP-021), utilizando um algoritmo genético (AG). A calibração envolveu, além dos parâmetros comportamentais dos sub-modelos de car-following e lane-change, o ajuste das distribuições de velocidade desejada dos veículos e um método para simulação do congestionamento. A função fitness do AG foi baseada em três medidas de desempenho: uma que comparava gráficos de fluxo-velocidade simulados e observados e outras duas que comparavam a distribuição do volume de tráfego e o percentual de veículos comerciais por faixa de tráfego. Os resultados mostraram que a medida mais apropriada para a comparação dos gráficos foi a distância de Hausdorff modificada (MHD). A medida MHD também foi fundamental para garantir a ciência do método de simulação de congestionamento de tráfego proposto. O modelo calibrado foi validado usando dados de tráfego coletados em dias diferentes, pela mesma estação de monitoramento. / Traffic simulators are computer programs that, through various models, try to simulate traffic, driver behavior, vehicle performance, and other aspects involved in a road network. These models need calibration to represent local conditions satisfactorily. The objective of the research was to propose a method for the calibration of a traffic microsimulator based on traffic data collected by monitoring stations. To demonstrate the feasibility of the proposed approach, a case study was performed calibrating the simulator VISSIM for a section of Rodoanel Mario Covas (SP-021) using a genetic algorithm (GA). The calibration focused on behavioral parameters for car-following and lane-change submodels, as well as on the desired speed distributions of vehicles and on a method to simulate congestion. The GA fitness function was based on three performance measures: one that compared simulated and observed speed-flow plots, and two that compared the distribution of traffic volume and truck volumes across traffic lanes, respectively. The results showed that the most appropriate measure for comparison of the graphs was the modified Hausdor distance (MHD). MHD was also important to ensure the efficiency of the method used to simulate traffic congestion. The calibrated model was validate using traffic data collected on different days, by the same monitoring station.

Os simuladores de tráfego são programas computacionais que, através de diversos modelos, tentam simular o tráfego, o comportamento dos motoristas, o desempenho dos veículos, entre outros aspectos que envolvem uma rede viária. Estes modelos precisam ser calibrados para representar as condições de um determinado local. O objetivo da pesquisa foi propor um método de calibração de um microssimulador de tráfego através de dados coletados por estações de monitoramento. O estudo de caso foi realizado através do simulador VISSIM para um trecho do Rodoanel Mário Covas (SP-021), utilizando um algoritmo genético (AG). A calibração envolveu, além dos parâmetros comportamentais dos sub-modelos de car-following e lane-change, o ajuste das distribuições de velocidade desejada dos veículos e um método para simulação do congestionamento. A função fitness do AG foi baseada em três medidas de desempenho: uma que comparava gráficos de fluxo-velocidade simulados e observados e outras duas que comparavam a distribuição do volume de tráfego e o percentual de veículos comerciais por faixa de tráfego. Os resultados mostraram que a medida mais apropriada para a comparação dos gráficos foi a distância de Hausdorff modificada (MHD). A medida MHD também foi fundamental para garantir a ciência do método de simulação de congestionamento de tráfego proposto. O modelo calibrado foi validado usando dados de tráfego coletados em dias diferentes, pela mesma estação de monitoramento. / Traffic simulators are computer programs that, through various models, try to simulate traffic, driver behavior, vehicle performance, and other aspects involved in a road network. These models need calibration to represent local conditions satisfactorily. The objective of the research was to propose a method for the calibration of a traffic microsimulator based on traffic data collected by monitoring stations. To demonstrate the feasibility of the proposed approach, a case study was performed calibrating the simulator VISSIM for a section of Rodoanel Mario Covas (SP-021) using a genetic algorithm (GA). The calibration focused on behavioral parameters for car-following and lane-change submodels, as well as on the desired speed distributions of vehicles and on a method to simulate congestion. The GA fitness function was based on three performance measures: one that compared simulated and observed speed-flow plots, and two that compared the distribution of traffic volume and truck volumes across traffic lanes, respectively. The results showed that the most appropriate measure for comparison of the graphs was the modified Hausdor distance (MHD). MHD was also important to ensure the efficiency of the method used to simulate traffic congestion. The calibrated model was validate using traffic data collected on different days, by the same monitoring station.

Ett produktutvecklingsprojekt har utförts på Högskolan i Skövde under våren 2017 i samverkan med företaget China Euro Vehicle Technology AB (CEVT). CEVT arbetar med forskning och utveckling inom bilindustrin och ägs av Geely Auto. I och med pågående trend och utveckling mot fullt elektriska personbilar ville CEVT med detta examensarbete undersöka hur volymen mellan framstolarna kunde disponeras, då handbroms och växelspak uteblir. Målet med uppdraget var att utveckla ett konceptförslag av golvkonsol till elbil för att riktas till den kinesiska marknaden utifrån företagets krav och målgruppens behov. Projektet inleddes med en förstudie vilken innefattade intervjuer med målgruppen och experter samt en marknadsundersökning. I förstudien undersöktes användaren och dess behov samt befintliga och framtida bilinteriörer. Framtagen information sammanställdes i en kravspecifikation tillsammans med baskrav från företaget. Koncept genererades utifrån kommande trender samt fastställda funktioner och utvärderades i flera steg. Koncept har utvärderats tillsammans med företaget, genom ergonomisimulering och användartest med en fullskalig prototyp. Resultatet är utformat i två nivåer med en teknologisk överdel, där laddplats för mobil finns placerad samt en interaktionsyta till instrumentpanelen och en underdel med fokus på förvaring. Resultatet innehåller uppdelade förvaringsutrymmen vilka är anpassade till målgruppens användare och deras tillhörigheter. Golvkonsolen är utformad med fokus på flexibilitet, funktionalitet och justerbarhet, då tillbehör kan förflyttas och bytas ut samt att armstöd och överdel kan justeras utefter behov. / A product development project has been carried out at University of Skövde in collaboration with China Euro Vehicle Technology AB (CEVT). CEVT works with research and development in the automotive industry and is owned by Geely Auto. With current trends towards developing full electric cars, CEVT wanted to explore how the space between the two front seats could be dispensed, with no handbrake or gearshift. The aim of the thesis was to develop a floor console for an electric car adapted to the Chinese market and the company's requirements. The project began with a pre study which included interviews with the target group and experts as well as a market research. The pre study studied user needs and different car interiors. The information was compiled in a requirement specification together with demands from the company. Concepts were generated based on future trends and identified functions and then evaluated in several steps. The concept has been evaluated with the company, through ergonomic simulation and a user test with a full-scale prototype. The result is designed in two levels, the top focuses on technology where a charging station is placed as well as an interaction area for the dashboard the base is instead focused on storage. The result contains different storage solutions customized and developed for the user and their belongings. The floor console is designed with focus on flexibility, functionality and adjustability as parts can be moved and replaced. The armrest and top can also be adjusted according to different needs.

Ce travail qui a été effectué au sein du groupe radiochimie de l'IPN Orsay, participe à l'enrichissement des connaissances destinées à la compréhension du comportement des radionucléides à travers l'environnement. Le comportement et l'évolution des radionucléides sont des phénomènes souvent complexes à caractériser expérimentalement qui dépendent des interactions aux interfaces eau / surface minérale, lesquelles peuvent être modélisées grâce à des méthodes théoriques. Lors de cette étude, nous avons choisi d'utiliser des méthodes de dynamique moléculaire (DM), lesquelles permettent de considérer explicitement les effets du solvant, de la température et d'étudier la dynamique de l'ion uranyle. Dans un premier temps, des méthodes de dynamique moléculaire Car-Parrinello basées sur la théorie de la fonctionnelle de la densité (DFT) ont permis de caractériser finement les structures d'équilibres de l'ion uranyle en solution et à l'interface eau/ face (001) de gibbsite. Dans le cas d'un pH faible, les complexes d'adsorption présents à l’interface eau/ face (001) de gibbsite ont été identifiés et comparées aux données expérimentales disponibles. Leurs énergies relatives et les énergies d'activations impliquées dans le processus de sorption ont également été déterminées. Dans un deuxième temps, des méthodes de dynamique moléculaire classique ont été employées afin de modéliser des systèmes de plus grande taille, donc plus réalistes, sur des échelles de temps plus longues. La comparaison des résultats DM Car-Parrinello / DM classique a montré qu’une dynamique classique utilisée avec les potentiels non polarisables de Guilbaud, CLAYFF et SPC/E, permet de modéliser le comportement de l’ion uranyle à l’interface eau/ face (001) de gibbsite. Les longs temps de simulation permettent de mettre en avant le caractère diffusif de l’ion uranyle à l’interface eau/ face (001) de la gibbsite. Enfin, L’effet d’une élévation de la température a été étudié. La rétention de l’ion uranyle diminue avec la température. / This work was performed in the radiochemistry group of the IPN Orsay, it participates in the advancement of knowledge for understanding the behavior of radionuclides through the environment. The behavior and the evolution of the radionuclides, which are often complex phenomena to characterize experimentally, depend on interactions at the interfaces water / mineral surface and can be modeled using theoretical methods. In this study, we chose to use dynamics molecular methods (DM), which can explicitly consider the effects of solvent, temperature and allow to study the dynamics of the uranyl ion. At first, methods of Car-Parrinello dynamics molecular, based on the density functional theory (DFT), were used to characterize the structures of the uranyl ion in solution and at the interface water / (001) face of gibbsite. For low pH condition, the adsorption complexes present at the interface water / (001) face of gibbsite were identified and compared with available experimental data. Their relative energies and activation energies involved in the sorption process were also determined. Secondly, the classical molecular dynamics methods were used to model larger systems, thus more realistic, on longer time scales. Comparing the results DM Car-Parrinello / classical DM showed a classical dynamics, which use the non-polarizable Guilbaud, CLAYFF and SPC/E potentials, can model the behavior of the uranyl ion at the interface water / face (001) of gibbsite. The long simulation times, allow to show particularly the diffusive character of the uranyl ion to the interface water / face (001) of gibbsite. Finally, the effect of temperature rise was studied. Retention of the uranyl ion decreases with temperature.

Der Fettsäurestoffwechsel unterliegt vielfältigen Kontrollmechanismen. So wird der Fettsäureabbau über die Induktion und Aktivität spezifischer Enzyme reguliert. Ein zentraler Regulator ist dabei der nukleäre Rezeptor Peroxisomenproliferator-aktivierter-Rezeptor-α (PPARα). PPARα wird durch freie Fettsäuren in der Zelle aktiviert und fördert über die Induktion von Zielgenen den Fettsäuretransport und -abbau sowie die Gluconeogenese und Ketogenese. Der Anstieg an freien Fettsäuren beim Fasten, aber auch im Diabetes aktiviert PPARα. Unabhängig davon wurde in beiden Stoffwechsellagen auch eine erhöhte Expression des nukleären Rezeptors Constitutiver-Androstan-Rezeptor (CAR) und einiger CAR-Zielgene, vorrangig Enzyme des Fremdstoffmetabolismus wie Cytochrom P450 2B (CYP2B), festgestellt. Bei der Adaption an eine Fastensituation scheinen PPARα- und CAR-Signalwege über einen bisher unbekannten Mechanismus miteinander verschaltet zu sein. In der vorliegenden Arbeit sollte der der Verschaltung zugrunde liegende Mechanismus anhand eines Modelsystems, der PPARα-Agonisten-vermittelten Verstärkung der Phenobarbital (PB)-abhängigen Induktion des CAR-Zielgens CYP2B, in vitro untersucht werden. Zudem sollte die physiologische Relevanz einer durch PPARα-Agonisten vermittelten Modulierung der CYP2B-Aktivität in einer Ganztierstudie in vivo belegt werden. Die verwendeten synthetischen PPARα-Agonisten steigerten in primären Hepatozyten der Ratte signifikant die Phenobarbital (PB)-abhängige mRNA- und Protein-Expression sowie die Aktivität von CYP2B. Ohne vorherige PB-Behandlung induzierten PPARα-Agonisten CYP2B nicht. In Gegenwart von PB war die Steigerung der CYP2B-Aktivität durch PPARα-Agonisten dosisabhängig. In einem Luciferase-Reportergenassay wurde gezeigt, dass die Induktion durch PB unter der Kontrolle des CYP2B1-Promotors von einem distalen PBREM (PB-responsive-enhancer-module), an welches CAR binden kann, abhängig war. PPARα-Agonisten steigerten diese PB- und PBREM-abhängige Reportergentranskription und induzierten die CAR-mRNA und CAR-Proteinexpression. Sie aktivierten die Transkription eines Reportergens unter der Kontrolle eines Promotorfragments von bis zu 4,4 kb oberhalb des mutmaßlichen CAR-Transkriptionsstarts. Mit Hilfe von Deletionskonstrukten konnte ein potentielles Peroxisomenproliferator-aktivierter-Rezeptor-responsives Element (PPRE) im CAR-Promotorbereich von -942 bp bis -930 bp identifiziert werden, welches essentiell für die Initiation der Transkription durch PPARα-Agonisten ist. In band shift Experimenten akkumulierte verstärkt Kernprotein mit diesem PPRE. Ein Überschuss an unmarkiertem Wildtyp-CAR-Reportergenvektor, nicht aber an CAR-Reportergenvektor mit PPRE-Deletion, konnte mit dem markierten PPRE um die Bindung von Kernprotein konkurrieren. Nach Chromatin-Immunpräzipitation mit einem PPARα-Antikörper wiederum wurde das betreffende PPRE amplifiziert. Bei in vivo Experimenten an männlichen Ratten resultierte die Behandlung mit PPARα-Agonisten in einer signifikanten Induktion der CAR-mRNA-Expression und signifikant erhöhter PB-abhängiger CYP2B-Aktivität. Die physiologisch Relevanz wurde durch weiterführenden Experimente unterstrichen, in denen gezeigt wurde, dass die Fasten-abhängige Induktion von CAR in PPARα-defizienten Mäusen unterdrückt war. Diese Experimente legen nahe, dass durch PPARα-Agonisten aktiviertes PPARα an das PPRE im CAR-Promotorbereich von -942 bp bis -930 bp bindet und dadurch die CAR-Transkription induziert. Somit kann CAR als PPARα-Zielgen betrachtet werden, was die Schlussfolgerung zulässt, dass die PPARα- und CAR-Signalwege über die direkte Bindung von PPARα an den CAR-Promotor unmittelbar miteinander verknüpft sind. Allerdings ist davon unabhängig eine Aktivierung von CAR, etwa durch PB, für die vermehrte Induktion von CAR-Zielgenen notwendig . Die physiologische Relevanz der PPARα-abhängige CAR-Expression zeigt sich in den Ganztierexperimenten, bei denen die Wirksamkeit der PPARα-Agonisten bestätigt werden konnte. CAR-abhängig induzierte Enzyme sind nicht nur in großem Umfang am Fremdstoffmetabolismus beteiligt, sondern auch am Abbau von Schilddrüsenhormonen und Glucocorticoiden. Sie können damit direkt Einfluss auf den Kohlenhydrat- und Energiestoffwechsel sowie die Regulation der Nahrungsaufnahme nehmen. Über eine PPARα-abhängige Induktion von CAR im Rahmen der Fastenadaption könnten die CAR-Zielgene UDP-Glucuronyltransferase 1A1 und Sulfotransferase N beispielsweise verstärkt Schilddrüsenhormone abbauen und in der Folge den Grundumsatz senken. Der in dieser Arbeit erstmals beschriebene Mechanismus ist dafür von zentraler Bedeutung. / Fatty acid metabolism is tightly regulated. Thus the activity and expression level of specific enzymes involved in fatty acid turnover are controlling fatty acid catabolism. The nuclear receptor peroxisome proliferator activated receptor α (PPARα) acts as the key regulator of these pathways. PPARα is activated by intracellular free fatty acids and promotes the fatty acid transport and break down, as well as gluconeogenesis and ketogenesis, via induction of target genes. An increase in free fatty acids as seen in fasting and diabetes activates PPARα. Under these conditions, an elevated expression of another nuclear receptor, the constitutive androstane receptor (CAR) and its target genes, mainly enzymes catalysing biotransformation such as cytochrome P450 2B (CYP2B1), was also observed. It is therefore likely that as yet unidentified modes of interaction between PPARα and CAR signalling exist. The object of the present work was to discover these underlying mechanisms utilising an in vitro model, the PPARα-agonist induced increase of the phenobarbital (PB)-dependent induction of the CAR target gene CYP2B1. Furthermore, an in vivo study would serve to demonstrate the physiological relevance of a PPARα-agonist induced modulation of the CYP2B activity. The synthetic PPARα agonists under investigation significantly enhanced the PB-dependent mRNA and protein expression as well as activity of CYP2B in primary rat hepatocytes. Without prior treatment with PB, PPARα agonists did not induce CYP2B activity. In the presence of PB, PPARα agonists increased the CYP2B activity dose-dependently. Luciferase reporter gene assays showed that the PB-dependent induction of the CY2B1 promoter relied on a distal PBREM (PB-responsive enhancer module), a well-known CAR binding site. PPARα agonists enhanced this PB- and PBREM-dependent reporter gene transcription and induced the upregulation of CAR mRNA and CAR protein expression. The PPARα agonists also activated the transcription of a reporter gene controlled by up to 4.4 kb upstream of the putative CAR-transcription start site. A potential peroxisome proliferator activated receptor responsive element (PPRE), essential for the initiation of transcription by PPARα agonists, could be identified between -942 bp to -930 bp upstream of the transcription start site using CAR promoter deletion constructs. In subsequent band shift experiments, enhanced nuclear protein accumulation with this specific promoter region was observed. In contrast to unlabelled wild-type CAR reporter gene vector, an excess of unlabelled CAR reporter gene vector with PPRE deletion did not compete with the binding of nuclear protein. Furthermore, this PPRE could be amplified with specific primers after chromatin immunoprecipitation with a PPARα antibody. Treatment of rats with a PPARα agonist resulted in a significant induction of CAR mRNA expression and significantly increased PB-dependent CYP2B activity. A physiological relevance of this newly-discovered mechanism is confirmed by the observation that PPARα-deficient mice, unlike wild-type mice, do not respond to fasting with an increase of CAR mRNA expression. The results of these experiments suggest that activated PPARα binds to the PPRE of the CAR promoter to initiate transcription of the CAR gene. CAR therefore could be regarded as a PPARα target gene, which implicates that PPARα- and CAR-signalling are directly linked through binding of PPARα to the CAR promoter. For subsequent enhanced induction of CAR target genes, activation of CAR, for instance using PB, is required. In vivo studies with PPARα agonists in rats support the relevance of the PPARα-dependent CAR expression. CAR target genes code for enzymes that metabolise not only a wide range of xenobiotics, but also thyroid hormones and glucocorticoids. CAR target genes could therefore directly interfere with carbohydrate and energy metabolism, as well as with food intake. PPARα-dependent induction of CAR upon fasting could lead to an increased expression of the CAR target genes UDP-glucuronyl transferase 1A1 and sulfotransferase N, resulting in an enhanced degradation of thyroid hormones, and decreased resting energy expenditure. The findings of this present study are of primary importance since it is the first time that this mechanism has been described.