Les véhicules électriques (VE) ou les véhicules électriques hybrides (VEH) offrent de nombreux avantages par rapport aux véhicules à moteur à combustion interne classiques. Selon les tendances récentes, la demande en VE(H) efficaces devrait augmenter considérablement. Pour une gamme haute puissance, la technologie des moteurs à aimants permanents a été le choix privilégié dans les véhicules électriques hybrides. La demande croissante de moteurs à haut rendement est en corrélation directe avec la demande d'aimants puissants (NdFeB ou SmCo) utilisant des terres rares. La disponibilité et la production des terres rares sont très critiques particulièrement pour les terres rares lourdes. L'objectif de cette thèse de doctorat est donc de concevoir un moteur Halbach à rotor extérieur pour une application VE(H) avec recyclage et réutilisation faciles des aimants. En outre, le projet vise à étudier et à proposer la fabrication d'un aimant Halbach utilisé dans les moteurs de forte puissance pour application VE.Tout d'abord, la fabrication d'un aimant Halbach utilisant un aimant NdFeB fritté avec et sans liant a été étudiée. L'étude montre que la fabrication d'une configuration de Halbach à l'aide d'un aimant collé est beaucoup plus facile et plus rentable que la fabrication d'un aimant fritté. La caractérisation d'un aimant NdFeB lié utilisé pour fabriquer un aimant Halbach a également été réalisée. Diverses voies de recyclage des aimants frittés et liés ont été analysées; on peut en déduire que les aimants collés sont beaucoup plus faciles à recycler, de manière rentable et respectueuse de l'environnement. La thèse propose également un moyen de recyclage pour l'aimant collé utilisé dans le moteur.Deuxièmement, un moteur à aimant Halbach collé a été conçu en modélisation éléments finis 2D et 3D. Pour obtenir un moteur très efficace et compact, on a utilisé un bobinage à pas fractionnaire. Les propriétés de l'aimant Halbach ont été calculées à l'aide du modèle éléments finis et comparées au modèle analytique. Les résultats obtenus par les deux approches étaient similaires. De plus, l'impact des combinaisons nombre d’encoches-pôles sur les pertes moteur et le couple a été étudié, en particulier les pertes Joule (compte tenu de toutes les contraintes de conception). Différentes stratégies pour utiliser des aimants recyclés à faible rémanence sont également présentées. L'utilisation d'un aimant recyclé avec une augmentation de la longueur axiale du moteur pourrait être le meilleur choix compte tenu de différents facteurs, notamment la fabrication de l'aimant Halbach. Sur la base de différentes études paramétriques, une conception du moteur a été proposée et un prototype a été construit. Il a été montré qu'un aimant Halbach de grande puissance pouvait être construit de manière économique avec un aimant NdFeB collé. La densité de flux d'entrefer du rotor, mesurée sur le prototype, est en étroite concordance avec les valeurs calculées.De plus, la méthodologie WIRE (Weighted Index of Recycling and Energy) a été présentée pour comparer différentes conceptions de moteurs en fonction de leur performance et de leur recyclabilité. La méthode développée produit deux indices basés sur-Facilité de recyclage du moteur en ce qui concerne le matériau, le montage et le démontage des aimants.-Impact d'un aimant recyclé sur la consommation d'énergie d'un moteur pendant sa durée de vie.En utilisant ces deux indices, on peut facilement analyser les avantages et les inconvénients des différentes conceptions sur la base de la recyclabilité et de l'efficacité énergétique. La conception proposée a été évaluée à l'aide cette méthode et on montre que le moteur est facile à monter et à démonter. De plus, l’assemblage moteur (sans colle) permet une extraction facile des aimants et une réutilisation directe. L'indice énergétique évalué du moteur montre l'impact de l'utilisation d'un aimant recyclé et sa viabilité pour les applications VE dans différents scénarios / Electric vehicles (EVs) or Hybrid electric vehicles (HEVs) offer many advantages over the conventional IC engine vehicles. According to recent trends, the demand for efficient (H)EVs is expected to grow significantly. For a high-power range, permanent magnet based motor technology has been the preferred choice for motors deployed in (H)EVs. Growing demand of highly efficient motors is in direct correlation to the demand of strong magnets (NdFeB or SmCo), which uses rare earth elements (REE). The availability and supply of REEs specially heavy REEs is very critical. Therefore, the aim of this doctoral thesis is to design an outer rotor Halbach motor for a (H)EV application with easy recycling and reuse of the magnet. Further, the project aims to investigate and propose the manufacturing of a Halbach magnet used in a high power motor EV applications.Firstly, the manufacturing of Halbach magnet using a sintered and a bonded NdFeB magnet was investigated. The study shows that the manufacturing of Halbach array using a bonded magnet is much easier and more cost effective than the sintered magnet. The characterisation of a bonded NdFeB magnet used for manufacturing a Halbach magnet was also performed. Various recycling routes for both sintered and bonded magnets were analysed and it can be inferred that bonded magnets are much easier to recycle in a cost effective and environment friendly manner. The thesis also proposes the recycling route for the bonded magnet used in the motor.Secondly, a motor with bonded Halbach magnet was designed using 2D and 3D FEM. To achieve a highly efficient and compact motor, fractional slot tooth coil winding was used. The properties of Halbach magnet was calculated using FEM model and benchmarked against the analytical model. The results obtained from the two approaches were in close agreement. Further, the impact of slot pole combinations on motor losses and the subsequent torque were investigated, specifically eddy loss (considering all the design constraints). Different strategies to use recycled magnet with lower remanence is also presented. It is shown that using a recycled magnet with increased axial length of the motor could be the best choice considering different factors, specially manufacturing of the Halbach magnet. Based on different parametric studies a design of the motor was proposed and prototype was built. It was demonstrated that a high power Halbach magnet could be built economically using a bonded NdFeB magnet. The airgap flux density of the rotor, measured on the prototype is in close agreement with the calculated values.Additionally, WIRE (Weighted Index of Recycling and Energy) methodology was presented to benchmark different motor designs on the basis of performance and recy- clability. The method developed produces two indices based on:• Ease of motor recyclability considering material, assembly and disassembly of magnets.• Impact of a recycled magnet on the energy consumption of a motor during its operational lifetime.Using both the above indices, one can easily analyse the pros and cons of different motor designs on the basis of recyclability and energy efficiency. The proposed motor design was evaluated using the developed method and it is shown that the motor is easy to assemble and disassemble. In addition, the motor assembly (glue free) enables easy magnet extraction and direct reuse. The evaluated energy index of the motor shows the impact of using a recycled magnet and its viability for EV applications in different scenarios.

This thesis analyses stated preferences for 4 different types of passenger ve- hicles (conventional, hybrid electric, plug-in hybrid, and battery electric vehi- cles). The discrete choice experiment survey was conducted in Poland in 2014. With the use of latent class model it was possible to identify and describe dis- tinct segments in the population with varying preferences for the propulsion technologies: groups with strong and weak preferences for conventional vehi- cles, segments preferring pure hybrid and plug-in hybrid electric vehicles, and a class in favour of battery electric vehicles. Even though it was found that on average consumers would require compensation up to 22,200zł (e5,311) to switch to using an electric vehicle, respective segments in the population would be willing to pay around 10,100zł (e2,417) for this change in case of pure hy- brid, around 21,400zł (e5,128) in case of plug-in hybrid, and around 92,800zł (e22,199) in case of battery electric vehicles.

This thesis is focused on demonstrating the impact of the implementation of decentralized distributed energy sources (mainly RES) and electromobility technologies to electrical parameters in Czech medium voltage distribution network. Thesis is divided into two main chapters. First one is a brief theoretical summary of this problematic and the second one is a practical software simulation on a real medium voltage network. Proposed implementation scenarios are based on EU and national strategic plans for time period from 2020 to 2040.

This master thesis summarizes history of electric vehicles from its inception to present. Vehicles are divided into three groups according to the type of drive, special attention is paid to electric vehicles. Furthermore, typical ways of electric energy storage are presented, especially in the form of electrochemical cells, which are used in electric vehicles. The thesis also describes the situation of electromobility in the Czech Republic, namely government support, distribution companies tariffs, charging infrastructure and available electric vehicles. Finally, the concept of connecting electric vehicles to renewable energy source is described, with financial calculations for three profiled drivers.

The transport industry is facing major changes in the transition from traditional diesel-powered vehicles to electrified vehicles. The transition to electric vehicles in the transport industry is necessary to reach the environmental goals of the Paris Agreement. Through research, data sharing between actors was identified as a potential factor that could be used in the development of the electromobility sector, but sufficient information on this subject was lacking. This led to the basis for the thesis project. The thesis project was carried out in collaboration with Volvo Group, hereby interchangeably called Volvo, to investigate how data sharing can be used to facilitate the transformation to electromobility in the transport industry. The purpose of the thesis was to: Investigate how Volvos Value Offering can be improved by mapping out potential actors in the electromobility eco-system and how they could benefit from shared data. The thesis was based on the three research questions: What values and offers can be created in the charging infrastructure industry through shared data and what challenges, risks and opportunities do this create for the stakeholders involved? What information gaps hinder the development of the electromobility market, in general and, more specifically, in relation to data sharing? And lastly, how can Volvo take advantage of business opportunities in the electromobility market, in general and, more specifically, in relation to data sharing? The methods used to answer these questions were media analysis, 19 in-depth interviews, and a workshop with Volvo. The media analysis resulted in a mapping of the involved stakeholders in the electromobility development industry, how data sharing is used today and the actors' stance on data sharing. The interviews were held with respondents from the energy industry, tech companies, researchers, haulage companies and the truck manufacturer Volvo Group. The interviews were organized using the Gioia method and resulted in six different global themes on electromobility and data sharing. Results from the media analysis and the interviews were compiled into three scenarios. These were then presented to Volvo in a workshop, where they described how they would act as a major truck manufacturer in each scenario respectively. After compiling the results from the three methods, the research questions could be answered. The first research question was answered by the fact that the transport industry has a low degree of data maturity. The reason being that there are several perceived risks among the actors regarding data sharing in the form of losing competitive advantages, increased risks of cyber-attacks and GDPR violations. Despite the low degree of data maturity, there were also new opportunities that could be identified with data sharing. The biggest identified opportunity in this thesis was that data sharing can accelerate the development and expansion of the charging infrastructure, if vehicle data and energy data can be shared between actors. The second research question was answered simply by the fact that due to the low data degree of maturity, very little data is shared at present. The biggest identified information gap was the “chicken and egg” situation in the industry, where energy actors are waiting for initiatives from the automotive industry before making any decisions, and vice versa. The third research question was answered by identifying that Volvo's greatest opportunities as truck manufacturers exist through collaborations with other companies to establish standards for data sharing and data selling, offering charging solutions for their electric trucks and, finally, logistics optimization services based on real-time data. As the three research questions were answered, the purpose of the study was therefore fulfilled. The initial scope of the thesis was expanded from focusing solely on Volvo's opportunities as a truck manufacturer, to include opportunities for actors in the entire electromobility industry such as energy companies, charging post companies, haulage companies and tech companies. The study concluded by showing that there are great potential business and optimization opportunities and societal benefits with data sharing in the EMOB industry if the actors are willing to collaborate to set standards and drive development together. / Transportindustrin står inför stora förändringar i omställningen från traditionella dieseldrivna fordon till elektrifierade fordon. Omställningen inom transportindustrin är nödvändig för att nå miljömålen inom Parisavtalet. Forskning visar att datadelning mellan aktörer är en potentiell faktor som skulle kunna användas inom utvecklingen av elektromobilitetssektorn, men tillräckligt med information om detta område saknas. Detta blev grunden för examensarbetet. Examensarbetet genomfördes i samarbete med Volvo Group, hädan efter kallat Volvo, för att undersöka hur datadelning kan användas för att underlätta elektromobilitetsomvandlingen inom transportbranschen. Syftet med arbetet var att: Undersöka hur Volvos värdeerbjudanden kan förbättras genom att kartlägga potentiella aktörer i ekosystemet för elektromobilitet och hur de kan dra nytta av delade data. Arbetet utgick ifrån de tre forskningsfrågorna: Vilka värden och erbjudanden kan skapas inom laddinfrastruktur branschen genom delade data, vilka utmaningar, risker och möjligheter skapar detta för de inblandade intressenterna? Vilka informationsluckor hindrar utvecklingen av elektromobilitetsmarknaden, generellt och, mer specifikt, i relation till datadelning? Och slutligen, hur kan Volvo ta vara på affärsmöjligheter inom elektromobilitetsmarknaden, generellt och, mer specifikt, i relation till datadelning? Metoderna som användes för att besvara dessa frågor var mediaanalys, 19 djupintervjuer, samt en workshop med Volvo Group. Mediaanalysen resulterade i en kartläggning av drivande aktörer inom elektromobilitetsbranschen, hur datadelning används i dagsläget och aktörernas inställning till datadelning. Intervjuerna hölls med respondenter från energibranschen, techbolag, forskare, åkerier och Volvo Group. Intervjuerna organiserades med Gioia metoden och resulterade i sex olika globala teman om elektromobilitet och datadelning. Resultat från mediaanalysen och intervjuerna sammanställdes i tre scenarion. Dessa presenterades för Volvo i en workshop där de fick resonera hur de skulle agera som en stor lastbilstillverkare i respektive scenario. Efter sammanställning av resultaten från de tre metoderna kunde forskningsfrågorna besvaras. Den första forskningsfrågan besvarades med att transportbranschen i sig har låg datamognadsgrad. Det eftersom det fanns flera uppfattade risker hos aktörerna kring datadelning i form av förlorade konkurrensfördelar, ökade risker för cyberattacker och GDPR överträdelser. Trots den låga datamognadsgraden så finns det nya möjligheter med datadelning, där den största identifierade möjligheten i detta arbete är att datadelning kan påskynda utvecklingen och utbyggnaden av laddinfrastrukturen om fordonsdata och energidata kan delas mellan aktörer. Den andra forskningsfrågan besvarades med att på grund av den låg data mognadsgraden så delas väldigt lite data i dagsläget. Det största identifierade informationsluckan var “hönan eller ägget” situationen i branschen, där energiaktörer väntar på initiativ från fordonsbranschen innan de tar några beslut, och vice versa. Den tredje forskningsfrågan besvarades med att Volvos största möjligheter som lastbilstillverkare finns genom samarbeten med andra företag för att etablera standarder för datadelning och dataförsäljning, erbjuda laddlösningar till sina elektriska fordon och slutligen logistikoptimeringstjänster baserade på realtidsdata. I och med att de tre forskningsfrågorna besvarades, uppfylldes därmed syftet med studien. Omfattningen av arbetet expanderades dock från att enbart fokusera på Volvos möjligheter som lastbilstillverkare, till att omfatta aktörer inom hela elektromobilitets branschen så som energibolag, laddstolpsbolag, åkerier och techbolag. Studien visar att det finns stora potentiella affärs och optimeringsmöjligheter och samhällsnytta med datadelning inom elektromobilitetsbranschen om aktörer är villiga att samarbeta för att sätta standarder och driva utvecklingen tillsammans.

Face à l'augmentation du prix du carburant et des exigences légales rigoureuses sur les émissions de gaz à effet de serre ces dernières années, les fabricants de camions doivent s'interroger davantage sur les nouvelles mesures techniques pour être plus compétitifs sur le marché. Dans ce contexte, l'électromobilité est l'une des approches les plus prometteuses pour répondre aux exigences ci-dessus, où sa solution principale est l'hybridation électrique du groupe motopropulseur. Parallèlement à cette solution, une autre solution technique de l'électromobilité, l'électrification auxiliaire qui apparaît récemment, devient aussi une solution attrayante non seulement pour le milieu universitaire, mais aussi pour les entreprises de l'automobile. Cependant, l'intégration de ces deux solutions dans un véhicule peut donner lieu à un problème de commande du système beaucoup plus compliqué, notamment en terme de gestion de l'énergie. L'objectif de ce travail est de concevoir une approche appropriée pour la conception de la commande auxiliaire électrifiée, qui peut gérer d'une part la stratégie de commande du groupe motopropulseur hybride électrique et, d'autre part, améliorer l'efficacité énergétique globale du véhicule. Tout d'abord, le travail se concentre sur un seul auxiliaire électrifié typique - le système d'alimentation en air. Pour ce cas simple, la modélisation et le contrôle à base d'énergie basés sur le contrôle prédictif (MPC) sont développés afin de minimiser la consommation d'énergie / l'efficacité de cet auxiliaire le long d'un cycle de conduite. En soulignant les difficultés à atteindre l'objectif en matière d'efficacité énergétique en considérant uniquement des unités auxiliaires, l'approche se concentre ensuite sur l'analyse d'impact du système auxiliaire sur l'efficacité énergétique globale du véhicule. La première étape de cette analyse propose une méthode générale pour simplifier le contrôleur de groupe motopropulseur de HEV / PHEVs. Ensuite, une méthode basée sur l'optimisation est présentée et appliquée sur un modèle de véhicule simplifié, qui contient le contrôleur de groupe motopropulseur simple obtenu à partir de l'étape ci-dessus. Cette méthode d'optimisation, qui est un contrôle en mode hors connexion et basée sur la méthode de programmation dynamique, permet de déterminer l'économie d'énergie maximale réalisable du véhicule lors de l'application d'une stratégie de contrôle avancée sur le système auxiliaire électrifié. De plus, certaines idées / règles pour concevoir le contrôle auxiliaire sont également tirées des résultats obtenus avec la méthode ci-dessus. Pour une mise en oeuvre en ligne de ces concepts, un contrôle multi-agent est finalement adopté pour la commande du système auxiliaire électrifié (EAS). Sur la base des résultats de l'étape d'analyse d'impact et d'un modèle simple de l'EAS, trois paramètres de contrôle pour l'EAS (centralisé, hiérarchisé et distribué) sont étudiés et discutés. Enfin, différents algorithmes pour ces paramètres de contrôle sont fournis, puis comparés pour indiquer les avantages et les limites de chaque algorithme. / Facing to the increase of fuel price and stringent legal requirements on the greenhouse gas emission in recent years, truck manufacturers have to investi-gate more on new technical measures to be more competitive on the market. Within this context, electromobility rises as one of the most promising approaches to answer to above requirements, where its principle solution is the electric hybridization of powertrain. In parallel with this solution, another technical solution of electromobility- the auxiliary electrification that appears recently becomes also an attractive solution for not only the academic community but also the automotive companies. However, the integration of these two solutions together in a vehicle can give rise to a much more complicated system control problem, especially in term of energy management. The objective of this work is to figure out an appropriate approach for designing the electrified auxiliary control, which can cope with the control strategy of the electric hybrid powertrain on one hand, and can improve the overall energy efficiency of the vehicle on the other hand. Firstly, the work focuses on only one typical electrified auxiliary- the air supply system. For this simple case, energy-based modeling and control based on predictive control (MPC) are developed in order to minimize the energy consumption/efficiency of this auxiliary along a driving cycle. By pointing out the difficulties for reaching the target on the energy efficiency when considering only auxiliary units, the approach focuses then on the impact analysis of the auxiliary system on the overall vehicle‘s energy efficiency. The first step of this analysis proposes a general method to simplify the powertrain controller of HEV/PHEVs. Then, an optimization-based method is presented and applied on a simplified vehicle model, which contains the simple powertrain controller obtained from the above step. This optimization method, which is an offline con-trol and based on the dynamic programming method, allows us to determine the maximal achievable energy saving of the vehicle when applying an advanced control strategy on the electrified auxiliary system. Additionally, some ideas/rules for designing the auxiliary control are drawn as well from the results obtained with the above method. Toward an online implementation of these concepts, a multi-agent based control is finally adopted for controlling the electrified auxiliary system (EAS). Based on the results of the impact analysis step and a simple model of the EAS, three control settings for the EAS (centralized, hierarchical, and distributed) are studied and discussed. Finally, different algorithms for these control settings are provided, and then compared to point out the advantages and limitations of each algorithm.

This PhD aimed to elucidate the mechanisms by which polymorphisms may alter androgen-induced transactivation of androgen receptor (AR) target genes which may be important in prostate cancer aetiology. The second aspect of this PhD focused on identifying and characterising functional polymorphisms that may have utility as predictive risk indicators for prostate cancer and which may aid in earlier therapeutic intervention and better disease management. Analyses were carried out on the kallikrein-related peptidase 3 (KLK3), also known as the prostate specific antigen (PSA), gene and the kallikrein-related peptidase 4 (KLK4) gene. The PSA and KLK4 genes are part of the serine protease family that have trypsin or chymotrypsin like activity and are thought to play a role in the development of hormone-dependent cancers in tissues such as those in the prostate, breast, endometrium and ovaries. In the prostate, PSA is regulated by androgens and three androgen response elements (AREs) have been described in the promoter and upstream enhancer region. The PSA ARE I harbours a polymorphism at -158 bp from the transcription initiation site (TIS) that results in a G to A transition (G-158A). This PhD investigated the functional significance of the PSA G-158A polymorphism which has been reported to be associated with prostate cancer risk. Electromobility shift assays (EMSAs) investigating the interaction of ARE I variants with the AR DNA binding domain (AR-DBD) demonstrated that the A allele had a two-fold increased binding affinity for the AR-DBD when compared with the G allele. This was confirmed with endogenous AR in limited proteolysis-EMSA experiments. The limited proteolysis-EMSA experiments also demonstrated differential sensitivities of PSA ARE I alleles to trypsin digestion, which suggests that the G-158A polymorphism has an allosteric effect on the AR that alters AR/ARE I complex stability. Furthermore, Chromatin Immunoprecipitation (ChIP) assays suggest that the A allele more readily recruited the AR in vivo when compared with the G allele and is consistent with the in vitro binding data. Luciferase reporter assays carried out in both LNCaP and 22Rv1 prostate cancer cells, and using the natural (dihydrotestosterone; DHT) ligand demonstrated that the A allele was more responsive to androgens in LNCaP cells. Hence, this study has elucidated the potential mechanisms by which the G-158A polymorphism may differentially regulate PSA expression (of which up-regulation of PSA is thought to be important in prostate cancer development and progression). KLK4 has similar tissue-restricted expression as PSA and is up-regulated by steroid hormones in many endocrine cells including those in the prostate. A putative ARE (KLK4-pARE) located at -1,005 to -1019 relative to the more predominantly used transcription initiation site, TIS3, was initially found in supershift assays using AR antibodies to interact with endogenous AR. However, subsequent EMSA analysis using purified AR-DBD suggest that KLK4-pARE may be interacting with the AR indirectly. To investigate this hypothesis, a tandem construct of KLK4-pARE was cloned into the pGL3-Promoter vector for hormone-induced reporter assays. However, reporter assays did not demonstrate any responsiveness of KLK4-pARE to androgens, estradiol or progestins. Consequently, Real-Time PCR was carried out to reassess the hormonal regulation of KLK4 at the mRNA level. Consistent with the literature, data from this study suggests that KLK4 may be up-regulated by androgens, progestins and estradiol in a cyclical manner. Hormone-induced luciferase reporter assays were then carried out on seven promoter constructs that span 2.8 kb of the KLK4 promoter from TIS3. However, none of the seven promoter constructs demonstrated any significant responsiveness to androgens, estradiol or progestins. This study suggests that hormone response elements (HREs) that may drive the hormonal regulation of KLK4 in prostate cancer may be located further upstream from the promoter region investigated in this PhD, or alternatively, may lie 3' of TIS3. The characterisation of KLK4 promoter polymorphisms and their flanking sequences were also carried out in parallel to the functional work with the intent to assess the functional significance of any polymorphisms that may be located within HREs. In total 19 polymorphisms were identified from the public databases and from direct sequencing within 2.8 kb of the KLK4 promoter from TIS3. However, the functional and clinical significance of these 19 polymorphisms were not further pursued given the negative findings from the functional work. The PSA AR enhancer region was also assessed for potential polymorphisms that may be associated with prostate cancer risk. A total of 12 polymorphisms were identified in the PSA enhancer of which two (A-4643G and T-5412C) have been reported to alter functionality of the enhancer region and thus, prioritised for further analysis. Association analysis for prostate cancer risk was then carried out on these PSA enhancer polymorphisms as none of the KLK4 promoter polymorphisms were found in functional HREs. No significant association for either the A-4643G or T-5412C polymorphism with prostate cancer risk was found at the P = 0.05 level. However, under an age-adjusted dominant model a 1.22- (95% CI = 1.16-1.26) and 1.23-fold (95% CI = 1.17-1.29) increased risk for prostate cancer was found for the A-4643G or T-5412C polymorphisms, respectively. Both polymorphisms were also assessed for association with tumour grade and stage and PSA levels. Genotypes were significantly different for the A-4643G and T-5412C polymorphisms with tumour stage and PSA levels, respectively. However, these results are likely to be biased by the case population which consist primarily of men who presented with incidental (pT1) and organ-confined (pT2) tumours. To summarise, the A-4643G and T-5412C polymorphisms are unlikely to be associated with prostate cancer risk, PSA levels or stage/grade of disease. However, further analyses in a larger cohort is warranted given that these polymorphisms alter androgen responsiveness of the PSA enhancer and that elevated PSA levels are indicative of men with prostate cancer. To summarise, this PhD has elucidated the functional significance of the PSA G-158A polymorphism in prostate cancer and which may be important in prostate cancer patho-physiology. This PhD has also furthered the understanding of the hormonal regulation of KLK4 in prostate cancer cells. Finally, this PhD has carried out a pilot study on two functional PSA enhancer polymorphisms (A-4643G and T-5412C) with prostate cancer risk.

This master´s thesis deals with possibilities of accumulation electric energy with the electric vehicles and their use for electric grid regulation services. In the introduction of this thesis is characterized the current world-wide state of electromobility, including the Czech Republic. Furthermore are summarized main advantages and disadvantages of the expanded involvement of the electric vehicles in the traffic. In the second part if this Master´s thesis the vehicles are divided into three main groups. The third part of the thesis describes the energy storage and generation units used in vehicles. In this part of the script are each of the energy storage parameters compared. The other chapter includes the list of current battery electric vehicles with all their important technical parameters. The fifth chapter summarizes the possibilities of the use of electric vehicles in the Vehicle-to-grid system. This chapter also discusses in detail the ancillary services of the electric grid in the Czech Republic. In the last part of this Master´s thesis there is calculated an economical potential of electric vehicles providing the primary and secondary regulation.

The presented dissertation deals with the problem of deploying the charging infrastructure for electric vehicles in the Czech Republic. The core of the thesis is a mathematical optimization model, which is implemented in the language of MATLAB computing software. The model consists of several sub-units representing separate models of studied sub-problems. The individual chapters of the work describe successively these sub models. The sub models are: demand model of the charging service, model of charging supply, charging simulator model, optimization model and its resolving optimization method. The optimization model is accelerated by parallelization on the graphics card. The optimization method is designed as a case-specific implementation of genetic algorithms on a population of tree-structured individuals. The final chapter deals with an economic aspect of the problem under consideration, the implications of the findings and the role that the optimization model plays in the context under consideration. The main benefit of the work lies in the formulation of the problem as a mathematical model, the accompanying analyses and the provided justifications. Any user with updated data can then use this work along with the attached scripts to find answers to questions about the relationship between electromobility and the charging infrastructure.

Mit dem vorliegenden Band wird ein Überblick über die Forschungsarbeit der Professur Verkehrsleitsysteme und -prozessautomatisierung an der Fakultät Verkehrswissenschaften „Friedrich List“ der Technischen Universität Dresden des Jahres 2012 geboten. Zwölf ausgewählte Veröffentlichungen der Mitarbeiter, hauptsächlich von nationalen und internationalen Konferenzen wurden dafür zusammengestellt. Das breite, alle Landverkehrssysteme umfassende Forschungsgebiet des Lehrstuhls hat seine Schwerpunkte in den Bereichen energieoptimale Steuerung im Schienenverkehr und dem Verkehrsmanagement des Straßenverkehrs. Im Bereich der energieoptimalen Steuerung im Schienenverkehr werden die Aspekte Haltvermeidung und dynamische Fahrzeitenregelung beispielsweise im Artikel „Predictive Energy-Efficient Running Time Control for Metro Lines“ beschrieben. Der Beitrag „Pilotierung eines Assistenzsystems zur kraftstoffsparenden Fahrweise im SPNV“ fokussiert auf das Forschungs- und Anwendungsgebiet der Fahrerassistenz. Darüber hinaus sind auch die intermodalen Wechselwirkungen zwischen ÖPNV und MIV thematisiert. Die Ausführungen in „Cooperative Traffic Signals for Energy Efficient Driving in Tramway Systems“ verdeutlichen, wie mit Hilfe eines kooperativ arbeitenden Steuerungssystems für lichtsignalgesteuerte Verkehrsknoten diese Verkehrsmodi zum beiderseitigen Vorteil miteinander verknüpft werden können. Das Verkehrsmanagementsystem der Stadt Dresden VAMOS, das in “The Traffic Management System VAMOS - from Research to Regular Operation” vorgestellt wird, bildet die Grundlage für einen großen Teil der weiteren, hauptsächlich straßenverkehrsbezogenen Arbeiten. Innovative Ansätze zum Erfassen und Fusionieren relevanter Daten aus vorhandenen Detektoren und Erfahrungen aus dem Betrieb des Systems werden ergänzt durch die Präsentation weiterer Möglichkeiten zur Nutzung von Verkehrsdaten, wie beispielsweise im Beitrag „Microscopic Real-Time Simulation of Dresden Using VAMOS-Data“ dargestellt wird.