In situ dehydration behavior of zeolite-like cavansite: A single-crystal X-ray study

To track dehydration behavior of cavansite, Ca(VO)(Si4O10)·4H2O space group Pnma, a = 9.6329(2), b = 13.6606(2), c = 9.7949(2) Å, V = 1288.92(4) Å3 single-crystal X-ray diffraction data on a crystal from Wagholi quarry, Poona district (India) were collected up to 400 °C in steps of 25 °C up to 250 °C and in steps of 50 °C between 250 and 400 °C. The structure of cavansite is characterized by layers of silicate tetrahedra connected by V4+O5 square pyramids. This way a porous framework structure is formed with Ca and H2O as extraframework occupants. At room temperature, the hydrogen bond system was analyzed. Ca is eightfold coordinated by four bonds to O of the framework structure and four bonds to H2O molecules. H2O linked to Ca is hydrogen bonded to the framework and also to adjacent H2O molecules. The dehydration in cavansite proceeds in four steps.At 75 °C, H2O at O9 was completely expelled leading to 3 H2O pfu with only minor impact on framework distortion and contraction V = 1282.73(3) Å3. The Ca coordination declined from originally eightfold to sevenfold and H2O at O7 displayed positional disorder.At 175 °C, the split O7 sites approached the former O9 position. In addition, the sum of the three split positions O7, O7a, and O7b decreased to 50% occupancy yielding 2 H2O pfu accompanied by a strong decrease in volume V = 1206.89(8) Å3. The Ca coordination was further reduced from sevenfold to sixfold.At 350 °C, H2O at O8 was released leading to a formula with 1 H2O pfu causing additional structural contraction (V = 1156(11) Å3). At this temperature, Ca adopted fivefold coordination and O7 rearranged to disordered positions closer to the original O9 H2O site.At 400 °C, cavansite lost crystallinity but the VO2+ characteristic blue color was preserved. Stepwise removal of water is discussed on the basis of literature data reporting differential thermal analyses, differential thermo-gravimetry experiments and temperature dependent IR spectra in the range of OH stretching vibrations.

Le temps des hommes doubles. Les arrangements face à l’occupation, de la Révolution française à la guerre de 1870

Le temps des hommes doubles : Louis Aragon a désigné ainsi la séparation voire l’opposition entre l’homme social et l’homme privé dans la société capitaliste. Pour les auteurs réunis ici, il s’agit plutôt de signifier qu’au temps de la souveraineté nationale en armes, dès lors que sont plus rigoureusement assignées aux soldats et aux citoyens à la fois une « identité » et une « cause » supposées dépasser leur état civil et leurs intérêts particuliers, l’occupation militaire multiplie, dans la recherche d’accommodements entre les deux camps, les tensions et les combinaisons possibles entre fonctions ou statuts publics, sociabilités et influences locales, opinions et besoins. Pour caractériser les évolutions qui ont eu lieu entre les guerres déclarées par la France à l’Autriche en 1792 et à la Prusse en 1870, le présent livre met l’accent sur trois thèmes. Il traite d’abord des enjeux politiques et administratifs de l’occupation, parmi lesquels la neutralité, son devenir en tant que concept dans les relations internationales, et le positionnement des États neutres dans des conflits où l’on s’efforce de mobiliser aussi les opinions publiques. L’attention se porte ensuite sur les armées occupantes. Quelle que soit la part d’idéologie que l’autorité politique introduit dans leurs missions, la première de ces missions est de garantir leur propre sécurité. La recherche des accommodements ou le constat de l’extrême difficulté d’en trouver sont enfin abordés du point de vue des sociétés en proie à l’occupation. Dans ces situations où le présent peut être vécu et interprété en fonction d’une mémoire individuelle et collective d’expériences antérieures, le rôle joué par les occupants ne se réduit pas à la brutalité de la soldatesque et à l’exploitation économique.

Genetic and microbial factors modulating the ubiquitin proteasome system in inflammatory bowel disease

OBJECTIVE: Altered microbiota composition, changes in immune responses and impaired intestinal barrier functions are observed in IBD. Most of these features are controlled by proteases and their inhibitors to maintain gut homeostasis. Unrestrained or excessive proteolysis can lead to pathological gastrointestinal conditions. The aim was to validate the identified protease IBD candidates from a previously performed systematic review through a genetic association study and functional follow-up. DESIGN: We performed a genetic association study in a large multicentre cohort of patients with Crohn's disease (CD) and UC from five European IBD referral centres in a total of 2320 CD patients, 2112 UC patients and 1796 healthy controls. Subsequently, we did an extensive functional assessment of the candidate genes to explore their causality in IBD pathogenesis. RESULTS: Ten single nucleotide polymorphisms (SNPs) in four genes were significantly associated with CD: CYLD, USP40, APEH and USP3. CYLD was the most significant gene with the intronically located rs12324931 the strongest associated SNP (pFDR=1.74e-17, OR=2.24 (1.83 to 2.74)). Five SNPs in four genes were significantly associated with UC: USP40, APEH, DAG1 and USP3. CYLD, as well as some of the other associated genes, is part of the ubiquitin proteasome system (UPS). We therefore determined if the IBD-associated adherent-invasive Escherichia coli (AIEC) can modulate the UPS functioning. Infection of intestinal epithelial cells with the AIEC LF82 reference strain modulated the UPS turnover by reducing poly-ubiquitin conjugate accumulation, increasing 26S proteasome activities and decreasing protein levels of the NF-κB regulator CYLD. This resulted in IκB-α degradation and NF-κB activation. This activity was very important for the pathogenicity of AIEC since decreased CYLD resulted in increased ability of AIEC LF82 to replicate intracellularly. CONCLUSIONS: Our results reveal the UPS, and CYLD specifically, as an important contributor to IBD pathogenesis, which is favoured by both genetic and microbial factors.

THE NATURAL BACKGROUND GAMMA RADIATION EXPOSURE IN THE METROPOLITAN AREA OF THE VALLEY OF MEXICO

Measurements of the natural background radiation have been made at numerous places throughout the world. Very little work in this field has been done in developing countries. In Mexico the natural radiation to which the population is exposed has not been assessed. This dissertation represents a pioneer study in this environmental area. The radiation exposure which occupants within buildings receive as a result of naturally occurring radionuclides present in construction materials is the principal focus.^ Data were collected between August 1979 and November 1980. Continuous monitoring was done with TLDs placed on site for periods of 3 to 6 months. The instrumentation used for "real-time" measurements was a portable NaI (Tl) scintillation detector. In addition, radiometric measurements were performed on construction materials commonly used in Mexican homes.^ Based on TLD readings taken within 75 dwellings, the typical indoor exposure for a resident of the study area is 9.2 (mu)Rh('-1). The average reading of the 152 indoor scintillometer surveys was 9.5 (mu)Rh('-1), the outdoor reading 7.5 (mu)Rh('-1). Results of one-way and multi-way analyses of the exposure data to determine the effect due to building materials type, geologic subsoil, age of dwelling, and elevation are also presented. The results of 152 indoor scintillometer surveys are described. ^

The contributions of the amygdala, orbital frontal cortex and hippocampal formation to primate social cognition

Deficits in social cognition are prominent symptoms of many human psychiatric disorders, but the origin of such deficits remains largely unknown. To further current knowledge regarding the neural network mediating social cognition, the present research program investigated the individual contributions of two temporal lobe structures, the amygdala and hippocampal formation, and one frontal lobe region, the orbital frontal cortex (Areas 11 and 13), to primate social cognition. Based on previous research, we hypothesized that the amygdala, hippocampal formation and orbital frontal cortex contribute significantly to the formation of new social relationships, but less to the maintenance of familiar ones. ^ Thirty-six male rhesus macaques (Macaca mulatta) served as subjects, and were divided into four experimental groups: Neurotoxic amygdala lesion (A-ibo, n = 9), neurotoxic or aspiration orbital frontal cortex lesion (O, n = 9), neurotoxic hippocampal formation lesion (H-ibo, n = 9) or sham-operated control (C, n = 9). Six social groups (tetrads) were created, each containing one member from each experimental group. The effect of lesion on established social relationships was assessed during pre- and post-surgical unrestrained social interactions, whereas the effect of lesion on the formation of new relationships was assessed during an additional phase of post-surgical testing with shuffled tetrad membership. Results indicated that these three neural structures each contribute significantly to both the formation and maintenance of social relationships. Furthermore, the amygdala appears to primarily mediate normal responses to threatening social signals, whereas the orbital frontal cortex plays a more global role in social cognition by mediating responses to both threatening and affiliative social signals. By contrast, the hippocampal formation seems to contribute to social cognition indirectly by providing access to previous experience during social judgments. ^ These conclusions were further investigated with three experiments that measured behavioral and physiological (stress hormone) reactivity to threatening stimuli, and three additional experiments that measured subjects' ability to flexibly alter behavioral responses depending on the incentive value of a food reinforcer. Data from these six experiments further confirmed and strengthened the three conclusions originating from the social behavior experiments and, when combined with the current literature, helped to formulate a simple, but testable, theoretical model of primate social cognition. ^

AN INVESTIGATION OF VOLATILE ORGANIC AIR CONTAMINANTS IN THE INDOOR MANUFACTURED HOUSING ENVIRONMENT (TEXAS)

Manufactured housing has been found to have substantial levels of formaldehyde in the indoor air. Because mobile homes are more affordable than conventional housing, there has been a large increase in their use in the U.S. This increase in mobile home use has been substantial in the sunbelt regions such as Texas, where high temperatures and humidities may enhance out-gassing of formaldehyde and other volatile organic compounds from construction and furnishing materials and increase any potential health hazards.^ The influences of environmental, architectural and temporal factors on the presence of indoor formaldehyde and other organic compounds were investigated in conjunction with the Texas Indoor Air Quality Study of manufactured housing. A matched pair of mobile homes, one with electric heating and cooking utilities and the other with propane gas utilities, were used for a series of controlled experiments over a fourteen month period from October, 1982 through November, 1983.^ Over this fourteen month period formaldehyde levels decreased approximately 33%. Daily fluctuations of 20% to 40% were observed even with a constant indoor temperature. An increase in indoor temperature of 8(DEGREES)C doubled the measured formaldehyde concentration. Opening windows resulted in decreases of indoor formaldehyde levels of up to 50%. Studies of the impact of propane as a cooking source showed no increase in formaldehyde levels with stove use.^ The presence and concentration of selected volatile organic compounds is influenced greatest by occupancy. Occupants continually open and close windows and doors, vary the operation and settings (temperature) of air control systems, and vary in their selection of furnishings and use of consumer products, which may act as sources of indoor air contaminants. ^

Pilot study assessment of indoor air quality in two dental settings: Particulate matter and volatile organic compounds

Objective: To assess the indoor environment of two different types of dental practices regarding VOCs, PM2.5, and ultrafine particulate concentrations and examine the relationship between specific dental activities and contaminant levels. Method: The indoor environments of two selected dental settings (private practice and community health center) will were assessed in regards to VOCs, PM 2.5, and ultrafine particulate concentrations, as well as other indoor air quality parameters (CO2, CO, temperature, and relative humidity). The sampling duration was four working days for each dental practice. Continuous monitoring and integrated sampling methods were used and number of occupants, frequency, type, and duration of dental procedures or activities recorded. Measurements were compared to indoor air quality standards and guidelines. Results: The private practice had higher CO2, CO, and most VOC concentrations than the community health center, but the community health center had higher PM2.5 and ultrafine PM concentrations. Concentrations of p-dichlorobenzene and PM2.5 exceeded some guidelines. Outdoor concentrations greatly influenced the indoor concentration. There were no significant differences in contaminant levels between the operatory and general area. Indoor concentrations during the working period were not always consistently higher than during the nonworking period. Peaks in particulate matter concentration occurred during root canal and composite procedures.^

Mercado informal del suelo urbano en Córdoba

El presente artículo se basa en los primeros resultados de un proyecto de investigación, cuyo objetivo general es caracterizar los procesos económicos, legales, urbanos y sociales que se llevan adelante, y los productos que se obtienen a partir de la acción de las familias, en el mercado informal de suelo urbano de la ciudad de Córdoba. La importancia de este proyecto, radica en que la fuente de información esencial, surge de entrevistas cualitativas a ocupantes de villas y asentamientos.

Sobre los aeropuertos verdes: marco para la evaluación ambiental suficiente de una construcción bajo interpretación transversal

En el estudio buscamos caracterizar el análisis de la SOSTENIBILIDAD (Suficiencia) del CICLO DE VIDA de una INFRAESTRUCTURA AEROPORTUARIA centrándonos en la evaluación de los aspectos SOCIALES (de forma Interdisciplinaria o Transversal) que le afectan y considerando todos los AGENTES involucrados (ingenieros/ operadores/ mantenedores/ usuarios/ stakeholders/ etc.). La complejidad de las interacciones entre los edificios y su entorno hace que sea difícil definir y evaluar con precisión la sostenibilidad de un edificio. Las NORMAS AMBIENTALES para la construcción (unas pocas existentes y algunos en fase de desarrollo) se centran en la sostenibilidad ECONÓMICA, SOCIAL Y AMBIENTAL que caracteriza a un edificio, siendo los aspectos socio-económicos difíciles de evaluar. En consecuencia, los métodos existentes para la evaluación de la construcción sostenible (por ejemplo, LEED, BREEAM, SBTool) tienden a superar los aspectos ambientales pues son más fáciles de evaluar de manera cuantitativa. Así desde el punto de vista holístico (global) y utilizando la teoría de sistemas complejos, la sostenibilidad debe ser evaluada, en parte, utilizando los INDICADORES DE SOSTENIBILIDAD SOCIALES Y ECONÓMICOS para cubrir todos los factores de Sostenibilidad. El estudio propone una metodología para valorar la sostenibilidad en la construcción aeroportuaria a través de la evaluación de los indicadores sostenibles de la construcción (SKPIs) sin y superando las carencias presentadas. Para ello hemos implementado una herramienta de evaluación de la sostenibilidad, donde: Puede evaluar, en primer aproximación e independientemente, la sostenibilidad del CICLO DE VIDA de la INFRAESTRUCTURA AEROPORTUARIA Puede COMPLETAR otras herramientas comerciales disponibles (ej. BREEAM, LEED), bajo un enfoque ECONÓMICO-SOCIAL y complementando el enfoque ambiental La evaluación de los KPIs se realiza por medio de TECNOLOGÍAS Y ESTRATEGIAS SOSTENIBLES, cuya aplicación supondría un aumento de la sostenibilidad del edificio La herramienta propuesta considera la complejidad y transdisciplinariedad del problema, fundada en un SISTEMA DE CRÉDITOS fácil de usar. Así el programa diseñado permite el análisis y la comparación del CICLO DE VIDA de la INFRAESTRUCTURA AEROPORTUARIA: Abarcando las etapas de construcción (diseño, operación, mantenimiento, etc.) Incluyendo a todos los agentes de construcción (ocupantes, stakeholders, constructores, etc.) Finalmente, se aporta un ejemplo teórico de una INFRAESTRUCTURA AEROPORTUARIA (Terminal Aeroportuaria) para fijar, demostrar y discutir el estudio presentado Abstract We seek to characterize the sustainability analysis of the life cycle of a building focus us on the evaluation of social aspect. From a holistic point of view and using complex systems theory, sustainability must be evaluated, in part, using social key performance indicator (KPI) to cover all factors of sustainability. The most remarkable of the proposed framework is to provide a methodology to achieve the sustainability in construction through the assessment of social KPIs. Besides we implement a tool to assess sustainability, where this tool could complete other commercial tools available (e.g. BREEAM, LEED). The proposed tool considers the complexity and trans-disciplinary of the problem. The procedure is based on a credit system easy to use. It also allows analysis and comparison of the boundary conditions of the building, embracing construction stages (design, operation), involving all the building agents (occupants, stakeholders, etc.)

Arquitectura de Control para la Conducción Autónoma de Vehículos en Entornos Urbanos y Autovías

Hoy en día, el desarrollo tecnológico en el campo de los sistemas inteligentes de transporte (ITS por sus siglas en inglés) ha permitido dotar a los vehículos con diversos sistemas de ayuda a la conducción (ADAS, del inglés advanced driver assistance system), mejorando la experiencia y seguridad de los pasajeros, en especial del conductor. La mayor parte de estos sistemas están pensados para advertir al conductor sobre ciertas situaciones de riesgo, como la salida involuntaria del carril o la proximidad de obstáculos en el camino. No obstante, también podemos encontrar sistemas que van un paso más allá y son capaces de cooperar con el conductor en el control del vehículo o incluso relegarlos de algunas tareas tediosas. Es en este último grupo donde se encuentran los sistemas de control electrónico de estabilidad (ESP - Electronic Stability Program), el antibloqueo de frenos (ABS - Anti-lock Braking System), el control de crucero (CC - Cruise Control) y los más recientes sistemas de aparcamiento asistido. Continuando con esta línea de desarrollo, el paso siguiente consiste en la supresión del conductor humano, desarrollando sistemas que sean capaces de conducir un vehículo de forma autónoma y con un rendimiento superior al del conductor. En este trabajo se presenta, en primer lugar, una arquitectura de control para la automatización de vehículos. Esta se compone de distintos componentes de hardware y software, agrupados de acuerdo a su función principal. El diseño de la arquitectura parte del trabajo previo desarrollado por el Programa AUTOPIA, aunque introduce notables aportaciones en cuanto a la eficiencia, robustez y escalabilidad del sistema. Ahondando un poco más en detalle, debemos resaltar el desarrollo de un algoritmo de localización basado en enjambres de partículas. Este está planteado como un método de filtrado y fusión de la información obtenida a partir de los distintos sensores embarcados en el vehículo, entre los que encontramos un receptor GPS (Global Positioning System), unidades de medición inercial (IMU – Inertial Measurement Unit) e información tomada directamente de los sensores embarcados por el fabricante, como la velocidad de las ruedas y posición del volante. Gracias a este método se ha conseguido resolver el problema de la localización, indispensable para el desarrollo de sistemas de conducción autónoma. Continuando con el trabajo de investigación, se ha estudiado la viabilidad de la aplicación de técnicas de aprendizaje y adaptación al diseño de controladores para el vehículo. Como punto de partida se emplea el método de Q-learning para la generación de un controlador borroso lateral sin ningún tipo de conocimiento previo. Posteriormente se presenta un método de ajuste on-line para la adaptación del control longitudinal ante perturbaciones impredecibles del entorno, como lo son los cambios en la inclinación del camino, fricción de las ruedas o peso de los ocupantes. Para finalizar, se presentan los resultados obtenidos durante un experimento de conducción autónoma en carreteras reales, el cual se llevó a cabo en el mes de Junio de 2012 desde la población de San Lorenzo de El Escorial hasta las instalaciones del Centro de Automática y Robótica (CAR) en Arganda del Rey. El principal objetivo tras esta demostración fue validar el funcionamiento, robustez y capacidad de la arquitectura propuesta para afrontar el problema de la conducción autónoma, bajo condiciones mucho más reales a las que se pueden alcanzar en las instalaciones de prueba. ABSTRACT Nowadays, the technological advances in the Intelligent Transportation Systems (ITS) field have led the development of several driving assistance systems (ADAS). These solutions are designed to improve the experience and security of all the passengers, especially the driver. For most of these systems, the main goal is to warn drivers about unexpected circumstances leading to risk situations such as involuntary lane departure or proximity to other vehicles. However, other ADAS go a step further, being able to cooperate with the driver in the control of the vehicle, or even overriding it on some tasks. Examples of this kind of systems are the anti-lock braking system (ABS), cruise control (CC) and the recently commercialised assisted parking systems. Within this research line, the next step is the development of systems able to replace the human drivers, improving the control and therefore, the safety and reliability of the vehicles. First of all, this dissertation presents a control architecture design for autonomous driving. It is made up of several hardware and software components, grouped according to their main function. The design of this architecture is based on the previous works carried out by the AUTOPIA Program, although notable improvements have been made regarding the efficiency, robustness and scalability of the system. It is also remarkable the work made on the development of a location algorithm for vehicles. The proposal is based on the emulation of the behaviour of biological swarms and its performance is similar to the well-known particle filters. The developed method combines information obtained from different sensors, including GPS, inertial measurement unit (IMU), and data from the original vehicle’s sensors on-board. Through this filtering algorithm the localization problem is properly managed, which is critical for the development of autonomous driving systems. The work deals also with the fuzzy control tuning system, a very time consuming task when done manually. An analysis of learning and adaptation techniques for the development of different controllers has been made. First, the Q-learning –a reinforcement learning method– has been applied to the generation of a lateral fuzzy controller from scratch. Subsequently, the development of an adaptation method for longitudinal control is presented. With this proposal, a final cruise control controller is able to deal with unpredictable environment disturbances, such as road slope, wheel’s friction or even occupants��� weight. As a testbed for the system, an autonomous driving experiment on real roads is presented. This experiment was carried out on June 2012, driving from San Lorenzo de El Escorial up to the Center for Automation and Robotics (CAR) facilities in Arganda del Rey. The main goal of the demonstration was validating the performance, robustness and viability of the proposed architecture to deal with the problem of autonomous driving under more demanding conditions than those achieved on closed test tracks.

Arquitectura Petite: Charlotte Perriand & Kazuyo Sejima. Una historia transnacional

La tesis revela paralelismos y conexiones entre las arquitectas/diseñadoras Charlotte Perriand (1903-1999) y Kazuyo Sejima (n. 1956), reflejados en una serie de proyectos de pequeña escala que denomino arquitectura petite—mobiliario tecnológico habitable—, resultado de momentos semejantes de cambio social, cultural, económico, industrial y transnacional en Francia en la década de 1920 y en Japón en la década de 1980. Este trabajo dirige su atención a la arquitectura doméstica concebida desde el interior por arquitectos con una formación complementaria en diseño de mobiliario. A su vez, profundiza en la relación que se establece entre el diseño de una casa y el diseño de un mueble, una máquina o un vestido. Los pequeños proyectos, próximos al mobiliario, diseñados por Sejima, no han sido suficientemente estudiados, al igual que los proyectos de arquitectura experimental proyectados por Perriand. Ambas trayectorias analizadas desde estos renovados puntos de vista se encuentran en lo que denominamos arquitectura petite. Surge así un nuevo paradigma espacial en un contexto de poder de lo femenino—en los medios de comunicación—y de intercambio cultural transnacional. Cuando el mobiliario crece y se equipa tecnológicamente para hacerse habitable por un grupo de personas, con cualidades suficientes de confort sensorial, es arquitectura petite. En 2009, Toyo Ito mostró en una conferencia en Madrid, una imagen de Sejima posando en su proyecto Pao I. Justo ochenta años antes, en 1929, Le Corbusier presentó en Buenos Aires la imagen de Perriand posando para su Chaise Longue. La coincidencia de ambas fotografías, junto con la lectura de dos inspiradores artículos de Toyo Ito, “Adèle’s dream” (1984)—cuyo enigmático título utiliza un nombre francés femenino para describir una casa japonesa—y “Simple lines for Le Corbusier” (1994), dieron origen a la hipótesis central de una investigación: la comparación de dos arquitectas, sus maestros y dos objetos pertenecientes a dos momentos y lugares distantes. Perriand y Sejima fueron emblemas del concepto de Nueva Feminidad, ambas tenían éxito en la prensa generalista del momento antes de ser contratadas por Le Corbusier y Toyo Ito respectivamente. Junto a sus maestros de entonces, concibieron dos iconos de la era de la maquina y de la electrónica respectivamente, la Chaise Longue (1928) y Pao I (1985), diseñados para ellas mismas. Perriand y Sejima usaron su propio cuerpo como unidad de medida y su imagen como reclamo publicitario para la promoción de los dos objetos respectivamente. La precisión técnica, materiales de lujo y enfoque de la relajación que compartieron la Chaise Longue y Pao I sugirió un nomadismo lúdico que anticipó el desarrollo posterior de lo que denominamos de arquitectura petite por parte de Perriand y Sejima. Ambos prototipos son los antecedentes de una arquitectura de talla precisa o petite (objetos híbridos entre casa, mueble y máquina con la sensualidad como característica distintiva) que ambas arquitectas han proyectado a lo largo de su carrera, y que aúnan su interés mutuo por las propiedades físicas de los materiales, así como su formación en diseño de mobiliario y su fascinación por la moda. La tesis concluye que la arquitectura petite es la depositaria de los manifiestos de una época, la que sigue a la era de la máquina enunciada por Le Corbusier y a la era de la electrónica descrita por Toyo Ito. En este sentido, la tesis evidencia la forma en la que importantes arquitectos han concentrado ideas ambiciosas en pequeños proyectos. Las características de petite se resumen en el hecho de ser una arquitectura de límites precisos, desmontable y por tanto temporal, que explora el potencial técnico y formal de nuevos materiales importados de otras industrias, incorpora condiciones sensuales propias de su escala antropométrica, y está destinada al ocio de un grupo de personas. A modo de colofón, la tesis descubre la existencia de una historia de ficción que vincula a Charlotte Perriand y Kazuyo Sejima a través de Toyo Ito: “El diario de Adèle”. ABSTRACT This dissertation reveals parallels between the architects/designers Charlotte Perriand (1903- 1999) and Kazuyo Sejima (b. 1956), reflected in a series of small projects I call petite architecture—habitable technological furniture—, which formed during similar periods of social, cultural, economic, industrial and transnational change in France in the 1920s and in Japan in the 1980s. This research focuses on domestic architecture conceived from the inside by architects with additional training in furniture design. At the same time, it explores the relationships established between the design of a house, a piece of furniture, a machine, or a dress. Small architectural projects, close to the furniture, designed by Sejima have not been sufficiently studied, as well as the experimental architectural projects designed by Perriand. Both of their experimental trajectories analyzed from this renovated point of view converge on what we call petite architecture. Thus, it raises a new spatial paradigm in the context of feminine power within the media, as direct consumers, and transnational cultural exchange. When furniture expands and is technologically equipped to the point where it becomes habitable by a group, or groups of people, providing its occupants with sensorial comfort, it is petite architecture. In 2009, at a conference in Madrid, Ito showed a picture of Sejima posing at his Pao I (1985). Just eighty years earlier, in 1929, Le Corbusier exhibited in a conference in Buenos Aires an image of Perriand posing for his Chaise Longue (1928). The coincidence of the two photographs, along with two inspiring articles by Toyo Ito "Adèle's dream" (1984) — whose enigmatic title uses a French female name to describe a Japanese house — and "Simple lines for Le Corbusier" (1994) led to a hypothesis and an investigation comparing the two architects, their mentors, and two objects, each belonging to two distant times and places. Perriand and Sejima were emblems of the concept of New Femininity, both had success in the media of their time before being hired by Le Corbusier and Toyo Ito respectively. Together with their mentors they designed two objects that became icons of the Machine Age and the Electronic Age respectively: the Chaise Longue (1928) and Pao I (1985). Designed "for themselves," Perriand and Sejima used their own bodies as a measuring unit and their image as a publicity stunt to promote the two objects respectively. Both objects are the embryonic capsules of the architecture that pampers the scale or petite (objects that conflate residence, machine and furniture, and have sensuality as a distinctive feature). From the technical precision, luxurious materials, and approach towards relaxation, emerged a playful nomadism, which anticipated the further development of what we call petite architecture. Perriand and Sejima would develop these ideas throughout their career, pooling their interests on the physical properties of materials, formation in furniture design, and their intense interest in fashion. The dissertation concludes that petite architecture is the manifestation of an age, which follows the Machine Age defined by Le Corbusier and the Electronic Age described by Toyo Ito. In this sense, the dissertation demonstrates the way in which important architects have focused their ambitious ideas on small projects. petite characteristics are summarized as being: architecture that pampers the scale, is (de)mountable and therefore temporary, explores the formal and technical potential of novel materials and techniques imported from other industries, incorporates sensual conditions according with its anthropometric scale, and is conceived for the leisure of a group of people. In addition, by way of colophon, the dissertation discovers the existence of a fictional story that links Charlotte Perriand and Kazuyo Sejima through Toyo Ito: "Adèle's Diary".

Elastostatics

In this chapter, we are going to describe the main features as well as the basic steps of the Boundary Element Method (BEM) as applied to elastostatic problems and to compare them with other numerical procedures. As we shall show, it is easy to appreciate the adventages of the BEM, but it is also advisable to refrain from a possible unrestrained enthusiasm, as there are also limitations to its usefulness in certain types of problems. The number of these problems, nevertheless, is sufficient to justify the interest and activity that the new procedure has aroused among researchers all over the world. Briefly speaking, the most frequently used version of the BEM as applied to elastostatics works with the fundamental solution, i.e. the singular solution of the governing equations, as an influence function and tries to satisfy the boundary conditions of the problem with the aid of a discretization scheme which consists exclusively of boundary elements. As in other numerical methods, the BEM was developed thanks to the computational possibilities offered by modern computers on totally "classical" basis. That is, the theoretical grounds are based on linear elasticity theory, incorporated long ago into the curricula of most engineering schools. Its delay in gaining popularity is probably due to the enormous momentum with which Finite Element Method (FEM) penetrated the professional and academic media. Nevertheless, the fact that these methods were developed before the BEM has been beneficial because de BEM successfully uses those results and techniques studied in past decades. Some authors even consider the BEM as a particular case of the FEM while others view both methods as special cases of the general weighted residual technique. The first paper usually cited in connection with the BEM as applied to elastostatics is that of Rizzo, even though the works of Jaswon et al., Massonet and Oliveira were published at about the same time, the reason probably being the attractiveness of the "direct" approach over the "indirect" one. The work of Tizzo and the subssequent work of Cruse initiated a fruitful period with applicatons of the direct BEM to problems of elastostacs, elastodynamics, fracture, etc. The next key contribution was that of Lachat and Watson incorporating all the FEM discretization philosophy in what is sometimes called the "second BEM generation". This has no doubt, led directly to the current developments. Among the various researchers who worked on elastostatics by employing the direct BEM, one can additionallly mention Rizzo and Shippy, Cruse et al., Lachat and Watson, Alarcón et al., Brebbia el al, Howell and Doyle, Kuhn and Möhrmann and Patterson and Sheikh, and among those who used the indirect BEM, one can additionally mention Benjumea and Sikarskie, Butterfield, Banerjee et al., Niwa et al., and Altiero and Gavazza. An interesting version of the indirct method, called the Displacement Discontinuity Method (DDM) has been developed by Crounh. A comprehensive study on various special aspects of the elastostatic BEM has been done by Heisse, while review-type articles on the subject have been reported by Watson and Hartmann. At the present time, the method is well established and is being used for the solution of variety of problems in engineering mechanics. Numerous introductory and advanced books have been published as well as research-orientated ones. In this sense, it is worth noting the series of conferences promoted by Brebbia since 1978, wich have provoked a continuous research effort all over the world in relation to the BEM. In the following sections, we shall concentrate on developing the direct BEM as applied to elastostatics.

Diseño de una vivienda unifamiliar con instalación geotérmica de muy baja entalpía

El objetivo del presente proyecto es el diseño de una vivienda unifamiliar de manera que el aporte de energía no renovable sea el mínimo para conseguir las condiciones de confort óptimas para los ocupantes durante todo el año. Para su diseño se tendrá en cuenta el aporte de energía solar pasiva y el uso de aislantes térmicos a lo largo de la envolvente para la reducción de las necesidades de energía. Se dimensiona una instalación geotérmica para el abastecimiento de calefacción, refrigeración y agua caliente sanitaria (ACS). En este dimensionamiento se incluyen los sondeos geotérmicos, el equipo de bomba de calor y la instalación de suelo radiante. En el estudio de iluminación se analizan las necesidades de alumbrado de la vivienda utilizando luminarias led. Por último se evalúa la viabilidad económica que supone sustituir una instalación de caldera de gasoil por la instalación geotérmica dimensionada y la viabilidad de sustituir luminarias incandescentes por luminarias led. ABSTRACT The purpose of this paper is the design of a single family home with the lowest nonrenewable energy input, so optimum comfort living conditions for the occupants during the whole year can be reached. In order to design the house, both passive solar energy input and the use of thermal insulators will be taken into account. A geothermal installation for the heating, cooling and Domestic Hot Water (DHC) supply will be measured. In this measuring, the boreholls, the heat pump equipment and the radiant floor heating installation are included. In the study of illumination of the house, the lighting needs using LED luminaires are analised. Finally, the economic viability when replacing the installation of a diesel boiler for the measured geothermal installation is assessed, as well as the viability when replacing incandescent luminaires for LED luminaires

Post-­‐occupancy monitoring of two flats in Madrid: development and assessment of a mixed methods methodology

Recent research has shown large differences between the expected and the actual energy consumption in buildings. The differences have been attributed partially, to the assumptions made during the design phase of buildings when simulation methods are employed. More accurate occupancy profiles on building operation could help to carry out more precise building performance calculations. This study focuses on the post-occupancy evaluation of two apartments, one renovated and one non renovated, in Madrid within the same building complex. The aim of this paper is to present an application of the mixed-methods methodology (Creswell, 2007) to assess thermal comfort and occupancy practices used in the case studies, and to discuss the shortcomings and opportunities associated with it. The mixed-methods methodology offers strategies for integrating qualitative and quantitative methods to investigate complex phenomena. This approach is expected to contribute to the growing knowledge of occupants��� behaviour and building performance by explaining the differences observed between energy consumption and thermal comfort in relation to people’s saving and comfort practices and the related experiences, preferences and values.

Evaluación teórico experimental de la influencia de espumas de relleno metálicas como elementos de absorción de energía en perfiles tubulares de pequeño espesor. Su aplicación a vehículos para el transporte colectivo de personas

Los accidentes con implicación de autocares en los que se producen vuelcos ponen de manifiesto la especial agresividad de los mismos, como lo confirman las estadísticas. Como medida para mejorar la seguridad de los Vehículos de Grandes Dimensiones para el Transporte de Pasajeros (V.G.D.T.P.) frente a vuelco fue aprobado por las Naciones Unidas el Reglamento Nº 66 de Ginebra. Este reglamento establece los requisitos mínimos que las estructuras de los vehículos de grandes dimensiones deben cumplir con respecto a vuelco. El reglamento 66 ha supuesto un paso adelante muy importante en relación con la seguridad de los autocares, puesto que especifica por primera vez requerimientos estructurales a este tipo de vehículos, y en general ha supuesto una mejora del vehículo . Por otro lado, a consecuencia de la obligatoriedad de instalación de cinturones de seguridad, existe una unión entre pasajeros y vehículo, pero como no se trata de una unión rígida, hay que contemplar el porcentaje de la masa de los ocupantes que influye en la absorción de energía de la estructura. Además la retención de los ocupantes con cinturones de seguridad influye en la energía a absorber por la estructura del vehículo en dos aspectos, por un lado aumenta la masa del vehículo y en el otro se incrementa la altura el centro de gravedad. Esta situación a conducido a elaborar por parte de las Naciones Unidas la revisión 01 del Reglamento 66, en el que se considera que el 50 % de la masa total de los pasajeros posee una unión rígida con la estructura del vehículo, y por lo tanto debe ser tenida en cuenta si el vehículo posee sistemas de retención. En la situación actual, con limitaciones de peso del vehículo y peso por eje, los elementos de confort, seguridad y espacio para maleteros contribuyen a aumentar el peso del vehículo. Esto unido a la dificultad de introducción de cambios radicales en la concepción actual de fabricación de este tipo de vehículos por suponer unas pérdidas importantes para los fabricantes existentes, tanto en su conocimiento del producto como en su metodología de proceso, conlleva la necesidad cada vez más agobiante de analizar y evaluar otras alternativas estructurales que sin suponer grandes revoluciones a los productos actualmente en fabricación los complementen permitiendo adaptarse a los nuevos requerimientos en seguridad. Recientes desarrollos en la relación costo-beneficio de los procesos para la producción de materiales celulares metálicos de baja densidad, tales como las espumas metálicas, los posiciona como una alternativa de especial interés para la aplicación como elementos de absorción de energía para reforzar estructuras. El relleno con espumas metálicas puede ser más eficiente en términos de optimización de peso comparado con el aumento de espesor de los perfiles estructurales, dado que la absorción de energía se produce en una fracción relativamente pequeña de los perfiles, en las denominadas rótulas plásticas. La aplicación de espumas de relleno metálicas en estructuras de vehículos se está empezando a emplear en determinadas zonas de los vehículos de turismo, siendo totalmente novedosa cualquier intento de aplicación en estructuras de autobuses y autocares. Conforme a lo expuesto, y con el objeto de resolver estos problemas, se ha elaborado el presente trabajo de tesis doctoral, cuyos objetivos son: -Desarrollar un modelo matemático, que permita simular el ensayo de vuelco, considerando la influencia de los ocupantes retenidos con cinturones de seguridad para evaluar su influencia en la absorción de energía de la estructura. -Validar el modelo matemático de vuelco de la estructura mediante ensayos de secciones representativas de la estructura del vehículo y mediante el ensayo de un vehículo completo. -Realizar un estudio de las propiedades de las espumas metálicas que permitan incorporarlas como elemento de absorción de energía en el relleno de componentes de la superestructura de autobuses y autocares. -Desarrollar un modelo matemático para evaluar el aporte del relleno de espuma metálica en la absorción de energía ante solicitaciones por flexión estática y dinámica en componentes de la superestructura de autobuses o autocares. -Realizar un programa de ensayos a flexión estáticos y dinámicos para validar el modelo matemático del aporte del relleno de espuma metálica sobre componentes de la superestructura de autobuses y autocares. . -Incorporar al modelo matemático de vuelco de la estructura, los resultados obtenidos sobre componentes con relleno de espuma metálica, para evaluar el aporte en la absorción de energía. -Validar el modelo de vuelco de la estructura del autobús o autocar con relleno de espuma metálica, mediante ensayos de secciones de carrocería. ABSTRACT Accidents involving buses in which rollovers occur reveal the special aggressiveness thereof, as the statistics prove. As a measure to improve the safety of large vehicles for the transport of passengers to rollover, Regulation 66 of Geneva was approved by the United Nations. This regulation establishes the minimum requirements that structures of large vehicles must comply with respect to rollovers. The regulation 66 has been a major step forward in relation to the safety of coaches, since it specifies structural requirements to such vehicles and has been an improvement for the vehicle. In turn, as a result of compulsory installation of safety belts, there is contact between passengers and vehicle, but as it is not a rigid connection we must contemplate the percentage of the mass of the occupants that impacts on the energy absorption of the structure. Thus, the passengers’ restraining modifies the energy to absorb by the vehicle in two different aspects: On the one hand, it increases the vehicle weight and on the other the height of the center of gravity. This circumstance has taken the United Nations to elaborate Revision 01 of Regulation 66, in which it is considered that the 50 percent of passengers’ mass has a rigid joint together with the vehicle structure and, therefore, the passengers’ mass mentioned above should be highly considered if the vehicle has seat belts. In the present situation, in which limitations in vehicle weight and weight in axles are stricter, elements of comfort, safety and space for baggage are contributing to increase the weight of the vehicle. This coupled with the difficulty of introducing radical changes in the current conception of manufacturing such vehicles pose significant losses for existing manufacturers, both in product knowledge and process methodology, entails the overwhelming need to analyze and evaluate other structural alternatives without assuming relevant modifications on the products manufactured currently allowing them to adapt to the new safety requirements. Recent developments in cost-benefit processes for the production of metallic foams of low density, such as metal foams, place them as an alternative of special interest to be used as energy absorbers to strengthen structures. The filling with metal foams can be more efficient in terms of weight optimization compared with increasing thickness of the structural beams, since the energy absorption occurs in a relatively small fraction of the beams, called plastic hinges. The application of metal filling foams in vehicle structures is beginning to be used in certain areas of passenger cars, being an innovative opportunity in structures for application in buses and coaches. According to the mentioned before, and in order to come forward with a solution, this doctoral thesis has been prepared and its objectives are: - Develop a mathematical model to simulate the rollover test, considering the influence of the occupants held with seat belts to assess their influence on energy absorption structure. - Validate the mathematical model of the structure rollover by testing representative sections of the vehicle structure and by testing a complete vehicle. - Conduct a study of the properties of metal foams as possible incorporation of energy absorbing element in the filler component of the superstructure of buses and coaches. - Elaborate a mathematical model to assess the contribution of the metal foam filling in absorbing energy for static and dynamic bending loads on the components of buses or coaches superstructure. - Conduct a static and dynamic bending test program to validate the mathematical model of contribution of metal foam filling on components of the superstructure of buses and coaches bending. - To incorporate into the mathematical model of structure rollover, the results obtained on components filled with metal foam, to evaluate the contribution to the energy absorption. - Validate the rollover model structure of the bus or coach filled with metal foam through tests of bay sections. The objectives in this thesis have been achieved successfully. The contribution calculation model with metal foam filling in the vehicle structure has revealed that the filling with metal foam is more efficient than increasing thickness of the beams, as demonstrated in the experimental validation of bay sections.