Mineral nitrogen from KCl extractions of soil from the Jena Experiment (Main Experiment up to 30cm depth, year 2003)

As an estimate of plant-available N, this data set contains measurements of inorganic nitrogen (NO3-N and NH4-N, the sum of which is termed mineral N or Nmin) determined by extraction with 1 M KCl solution of soil samples from the main experiment plots of a large grassland biodiversity experiment (the Jena Experiment; see further details below). In the main experiment, 82 grassland plots of 20 x 20 m were established from a pool of 60 species belonging to four functional groups (grasses, legumes, tall and small herbs). In May 2002, varying numbers of plant species from this species pool were sown into the plots to create a gradient of plant species richness (1, 2, 4, 8, 16 and 60 species) and functional richness (1, 2, 3, 4 functional groups). Plots were maintained by bi-annual weeding and mowing. Soil sampling and analysis: Five soil cores (diameter 0.01 m) were taken at a depth of 0 to 0.15 m and 0.15 to 0.3 m of the mineral soil from each of the experimental plots in March, June, and October 2003. Samples of the soil cores per plot were pooled during each sampling campaign. NO3-N and NH4-N concentrations were determined by extraction of soil samples with 1 M KCl solution and were measured in the soil extract with a Continuous Flow Analyzer (CFA, Skalar, Breda, Netherlands).

Total nitrogen from solid phase in the Jena Experiment (Block 2 Main Experiment up to 100cm depth, year 2007)

This data set contains measurements of total nitrogen from the main experiment plots of a large grassland biodiversity experiment (the Jena Experiment; see further details below). In the main experiment, 82 grassland plots of 20 x 20 m were established from a pool of 60 species belonging to four functional groups (grasses, legumes, tall and small herbs). In May 2002, varying numbers of plant species from this species pool were sown into the plots to create a gradient of plant species richness (1, 2, 4, 8, 16 and 60 species) and functional richness (1, 2, 3, 4 functional groups). Plots were maintained by bi-annual weeding and mowing. Stratified soil sampling to a depth of 1m was repeated in April 2007 (as had been done before sowing in April 2002). Three independent samples per plot were taken of all plots in block 2 using a motor-driven soil column cylinder (Cobra, Eijkelkamp, 8.3 cm in diameter). Soil samples were dried at 40°C and segmented to a depth resolution of 5 cm giving 20 depth subsamples per core. All samples were analyzed independently. All soil samples were passed through a sieve with a mesh size of 2 mm. Because of much higher proportions of roots in the soil, the samples in 2007 were further sieved to 1 mm according to common root removal methods. No additional mineral particles were removed by this procedure. Total nitrogen concentration was analyzed on ball-milled subsamples (time 4 min, frequency 30 s-1) by an elemental analyzer at 1150°C (Elementaranalysator vario Max CN; Elementar Analysensysteme GmbH, Hanau, Germany).

Total nitrogen from solid phase in the Jena Experiment (Main Experiment up to 30cm depth, year 2006)

This data set contains measurements of total nitrogen from the main experiment plots of a large grassland biodiversity experiment (the Jena Experiment; see further details below). In the main experiment, 82 grassland plots of 20 x 20 m were established from a pool of 60 species belonging to four functional groups (grasses, legumes, tall and small herbs). In May 2002, varying numbers of plant species from this species pool were sown into the plots to create a gradient of plant species richness (1, 2, 4, 8, 16 and 60 species) and functional richness (1, 2, 3, 4 functional groups). Plots were maintained by bi-annual weeding and mowing. Soil sampling and analysis: Stratified soil sampling was performed in April 2006 to a depth of 30 cm. Three independent samples per plot were taken using a split tube sampler with an inner diameter of 4.8 cm (Eijkelkamp Agrisearch Equipment, Giesbeek, the Netherlands). Soil samples were segmented to a depth resolution of 5 cm in the field, giving six depth subsamples per core, and made into composite samples per depth. Sampling locations were less than 30 cm apart from sampling locations in other years. Samples were dried at 40°C. All soil samples were passed through a sieve with a mesh size of 2 mm. Because of much higher proportions of roots in the soil, the samples were further sieved to 1 mm according to common root removal methods. No additional mineral particles were removed by this procedure. Total nitrogen concentration was analyzed on ball-milled subsamples (time 4 min, frequency 30 s-1) by an elemental analyzer at 1150°C (Elementaranalysator vario Max CN; Elementar Analysensysteme GmbH, Hanau, Germany).

Total nitrogen from solid phase in the Jena Experiment (Main Experiment up to 30cm depth, year 2002)

This data set contains measurements of total nitrogen from the main experiment plots of a large grassland biodiversity experiment (the Jena Experiment; see further details below). In the main experiment, 82 grassland plots of 20 x 20 m were established from a pool of 60 species belonging to four functional groups (grasses, legumes, tall and small herbs). In May 2002, varying numbers of plant species from this species pool were sown into the plots to create a gradient of plant species richness (1, 2, 4, 8, 16 and 60 species) and functional richness (1, 2, 3, 4 functional groups). Plots were maintained by bi-annual weeding and mowing. Soil sampling and analysis: Stratified soil sampling was performed before sowing in April 2002. Five independent samples per plot were taken using a split tube sampler with an inner diameter of 4.8 cm (Eijkelkamp Agrisearch Equipment, Giesbeek, the Netherlands). Soil samples were dried at 40°C and then segmented to a depth resolution of 5 cm giving six depth subsamples per core. All samples were analyzed independently and averaged values per depth layer are reported. Sampling locations were less than 30 cm apart from sampling locations in other years. Subsequently, samples were dried at 40°C. All soil samples were passed through a sieve with a mesh size of 2 mm. Rarely present visible plant remains were removed using tweezers. Total nitrogen concentration was analyzed on ball-milled subsamples (time 4 min, frequency 30 s-1) by an elemental analyzer at 1150°C (Elementaranalysator vario Max CN; Elementar Analysensysteme GmbH, Hanau, Germany).

Analysis of spatial microbial properties from experimental plots of the Jena experiment (September 2010)

The study was carried out on the main plots (Main Experiment) of a large grassland biodiversity experiment, the Jena Experiment. In the main experiment, 82 grassland plots of 20 x 20 m were established from a pool of 60 species belonging to four functional groups (grasses, legumes, tall and small herbs). In May 2002, varying numbers of plant species from this species pool were sown into the plots to create a gradient of plant species richness (1, 2, 4, 8, 16 and 60 species) and functional richness (1, 2, 3, 4 functional groups). Plots were maintained by bi-annual weeding and mowing. This data set consists of standard deviation (SD), mean and stability (stab) of soil microbial basal respiration (µl O2/h/g dry soil) and microbial biomass carbon (µg C/g dry soil). Data were derived by taking soil samples and measuring basal and substrate-induced microbial respiration with an oxygen-consumption apparatus. Samples for calculating the spatial stability of soil microbial properties were taken on the 20th of September in 2010. Oxygen consumption of soil microorganisms in fresh soil equivalent to 3.5 g dry weight was measured at 22°C over a period of 24 h. Basal respiration (µlO2/g dry soil/h) was calculated as mean of the oxygen consumption rates of hours 14 to 24 after the start of measurements. Substrate- induced respiration was determined by adding D-glucose to saturate catabolic enzymes of microorganisms according to preliminary studies (4 mg g-1 dry soil solved in 400 µl deionized water). Maximum initial respiratory response (µl O2/g dry soil/ h) was calculated as mean of the lowest three oxygen consumption values within the first 10 h after glucose addition. Microbial biomass carbon (µg C/g dry soil) was calculated as 38 × Maximum initial respiratory response according to prelimiray studies.

Analysis of temporal microbial properties from experimental plots of the Jena experiment (2003-2014)

The study was carried out on the main plots (Main Experiment) of a large grassland biodiversity experiment, the Jena Experiment. In the main experiment, 82 grassland plots of 20 x 20 m were established from a pool of 60 species belonging to four functional groups (grasses, legumes, tall and small herbs). In May 2002, varying numbers of plant species from this species pool were sown into the plots to create a gradient of plant species richness (1, 2, 4, 8, 16 and 60 species) and functional richness (1, 2, 3, 4 functional groups). Plots were maintained by bi-annual weeding and mowing. This data set consists of standard deviation (SD), mean and stability (stab) of soil microbial basal respiration (µl O2/h/g dry soil) and microbial biomass carbon (µg C/g dry soil). Data were derived by taking soil samples and measuring basal and substrate-induced microbial respiration with an oxygen-consumption apparatus. Samples for calculating the temporal stability were taken every year in May/June from 2003 to 2014, except in 2005. Oxygen consumption of soil microorganisms in fresh soil equivalent to 3.5 g dry weight was measured at 22°C over a period of 24 h. Basal respiration (µlO2/g dry soil/h) was calculated as mean of the oxygen consumption rates of hours 14 to 24 after the start of measurements. Substrate- induced respiration was determined by adding D-glucose to saturate catabolic enzymes of microorganisms according to preliminary studies (4 mg g-1 dry soil solved in 400 µl deionized water). Maximum initial respiratory response (µl O2/g dry soil/h) was calculated as mean of the lowest three oxygen consumption values within the first 10 h after glucose addition. Microbial biomass carbon (µg C/g dry soil) was calculated as 38 × Maximum initial respiratory response according to prelimiray studies.

Models for Lateral Dynamic Interaction of High-Speed Trains and Bridges

In this work a methodology for analysing the lateral coupled behavior of large viaducts and high-speed trains is proposed. The finite element method is used for the structure, multibody techniques are applied for vehicles and the interaction between them is established introducing wheel-rail nonlinear contact forces. This methodology is applied for the analysis of the railway viaduct of the R´ıo Barbantino, which is a very long and tall bridge in the north-west spanish high-speed line.

Local burning velocity in a Bunsen jet flame

A PIV-based system has been set-up for the simultaneous measurement of the local burning velocity of premixed flames and the flame stretch due to the flame front curvature and the incoming flow strain rate. For moderately short jet flames, these measurements allow an indirect determination of the Markstein length, according to Clavin and Joulin (C–J) theory. For tall flames, the flame curvature becomes relatively large in a region around the tip where the C–J theory breaks down. However, our experiments confirm the appearance of a new linear relation between burning velocity and curvature at the flame tip. This relation defines a new proportionality factor which is probably associated to the evolution from rounded tips to slender tips when the jet velocity is increased.

The Dynamics of High-Speed Railway Bridges: A Review of Design Issues and New Research for Lateral Dynamics

The dynamic effects of high-speed trains on viaducts are important issues for the design of the structures, as well as for the consideration of safe running conditions for the trains. In this work we start by reviewing the relevance of some basic design aspects. The significance of impact factor envelopes for moving loads is considered first. Resonance which may be achieved for high-speed trains requires dynamic analysis, for which some key aspects are discussed. The relevance of performing a longitudinal distribution of axle loads, the number of modes taken in analysis, and the consideration of vehicle-structure interaction are discussed with representative examples. The lateral dynamic effects of running trains on bridges is of importance for laterally compliant viaducts, such as some very tall structures erected in new high-speed lines. The relevance of this study is mainly for the safety of the traffic, considering both internal actions such as the hunting motion as well as external actions such as wind or earthquakes [1]. These studies require three-dimensional dynamic coupled vehicle-bridge models, and consideration of wheel to rail contact, a phenomenon which is complex and costly to model in detail. We describe here a fully nonlinear coupled model, described in absolute coordinates and incorporated into a commercial finite element framework [2]. The wheel-rail contact has been considered using a FastSim algorithm which provides a compromise between accuracy and computational cost, and captures the main nonlinear response of the contact interface. Two applications are presented, firstly to a vehicle subject to a strong wind gust traversing a bridge, showing the relevance of the nonlinear wheel-rail contact model as well as the dynamic interaction between bridge and vehicle. The second application is to a real HS viaduct with a long continuous deck and tall piers and high lateral compliance [3]. The results show the safety of the traffic as well as the importance of considering features such as track alignment irregularities.

Efectos dinámicos laterales en vehículos y puentes ferroviarios sometidos a la acción de vientos transversales

En las últimas décadas el aumento de la velocidad y la disminución del peso de los vehículos ferroviarios de alta velocidad ha provocado que aumente su riesgo de vuelco. Además, las exigencias de los trazados de las líneas exige en ocasiones la construcción de viaductos muy altos situados en zonas expuestas a fuertes vientos. Esta combinación puede poner en peligro la seguridad de la circulación. En esta tesis doctoral se estudian los efectos dinámicos que aparecen en los vehículos ferroviarios cuando circulan sobre viaductos en presencia de vientos transversales. Para ello se han desarrollado e implementado una serie de modelos numéricos que permiten estudiar estos efectos de una forma realista y general. Los modelos desarrollados permiten analizar la interacción dinámica tridimensional tren-estructura, formulada mediante coordenadas absolutas en un sistema de referencia inercial, en un contexto de elementos _nitos no lineales. Mediante estos modelos se pueden estudiar de forma realista casos extremos como el vuelco o descarrilamiento de los vehículos. Han sido implementados en Abaqus, utilizando sus capacidades para resolver sistemas multi-cuerpo para el vehículo y elementos finitos para la estructura. La interacción entre el vehículo y la estructura se establece a través del contacto entre rueda y carril. Para ello, se han desarrollado una restricción, que permite establecer la relación cinemática entre el eje ferroviario y la vía, teniendo en cuenta los posibles defectos geométricos de la vía; y un modelo de contacto rueda-carril para establecer la interacción entre el vehículo y la estructura. Las principales características del modelo de contacto son: considera la geometría real de ambos cuerpos de forma tridimensional; permite resolver situaciones en las que el contacto entre rueda y carril se da en más de una zona a la vez; y permite utilizar distintas formulaciones para el cálculo de la tensión tangencial entre ambos cuerpos. Además, se ha desarrollado una metodología para determinar, a partir de formulaciones estocásticas, las historias temporales de cargas aerodinámicas debidas al viento turbulento en estructuras grandes y con pilas altas y flexibles. Esta metodología tiene cuenta la variabilidad espacial de la velocidad de viento, considerando la correlación entre los distintos puntos; considera las componentes de la velocidad del viento en tres dimensiones; y permite el cálculo de la velocidad de viento incidente sobre los vehículos que atraviesan la estructura. La metodología desarrollada en este trabajo ha sido implementada, validada y se ha aplicado a un caso concreto en el que se ha estudiado la respuesta de un tren de alta velocidad, similar al Siemens Velaro, circulando sobre el viaducto del río Ulla en presencia viento cruzado. En este estudio se ha analizado la seguridad y el confort de la circulación y la respuesta dinámica de la estructura cuando el tren cruza el viaducto. During the last decades the increase of the speed and the reduction of the weight of high-speed railway vehicles has led to a rise of the overturn risk. In addition, the design requests of the railway lines require some times the construction of very tall viaducts in strong wind areas. This combination may endanger the traffic safety. In this doctoral thesis the dynamic effects that appear in the railway vehicles when crossing viaducts under strong winds are studied. For this purpose it has been developed and implemented numerical models for studying these effects in a realistic and general way. The developed models allow to analyze the train-structure three-dimensional dynamic interaction, that is formulated by using absolute coordinates in an inertial reference frame within a non-linear finite element framework. By means of these models it is possible to study in a realistic way extreme situations such vehicle overturn or derailment. They have been implemented for Abaqus, by using its capabilities for solving multi-body systems for the vehicle and finite elements for the structure. The interaction between the vehicle and the structure is established through the wheel-rail contact. For this purpose, a constraint has been developed. It allows to establish the kinematic relationship between the railway wheelset and the track, taking into account the track irregularities. In addition, a wheel-rail contact model for establishing the interaction of the vehicle and the structure has been developed. The main features of the contact model are: it considers the real geometry During the last decades the increase of the speed and the reduction of the weight of high-peed railway vehicles has led to a rise of the overturn risk. In addition, the design requests of the railway lines require some times the construction of very tall viaducts in strong wind areas. This combination may endanger the traffic safety. In this doctoral thesis the dynamic effects that appear in the railway vehicles when crossing viaducts under strong winds are studied. For this purpose it has been developed and implemented numerical models for studying these effects in a realistic and general way. The developed models allow to analyze the train-structure three-dimensional dynamic interaction, that is formulated by using absolute coordinates in an inertial reference frame within a non-linear finite element framework. By means of these models it is possible to study in a realistic way extreme situations such vehicle overturn or derailment. They have been implemented for Abaqus, by using its capabilities for solving multi-body systems for the vehicle and finite elements for the structure. The interaction between the vehicle and the structure is established through the wheel-rail contact. For this purpose, a constraint has been developed. It allows to establish the kinematic relationship between the railway wheelset and the track, taking into account the track irregularities. In addition, a wheel-rail contact model for establishing the interaction of the vehicle and the structure has been developed. The main features of the contact model are: it considers the real geometry

Analysis of lateral dynamics of railway vehicles on viaducts with coupled models

The study of lateral dynamics of running trains on bridges is of importance mainly for the safety of the traffic, and may be relevant for laterally compliant bridges. These studies require 3D coupled vehicle-bridge models, and consideration of wheel to rail contact, a phenomenon which is complex and costly to model in detail. We describe here a fully nonlinear coupled model, described in absolute coordinates and incorporated into a commercial finite element framework. Two applications are presented, firstly to a vehicle subject to a strong wind gust traversing a br idge, showing the relevance of the nonlinear wheel-rail contact model as well as the interaction between bridge and vehicle. The second application is to a real viaduct in a high-speed line, with a long continuous deck and tall piers with high lateral compliance. The results show the safety of the traffic as well as the relevance of considering the wind action and the nonlinear response.

Investigación experimental del flujo aerodinámico sobre helipuertos embarcados

La investigación del flujo aerodinámico sobre helipuertos embarcados se encuentra estrechamente relacionada con la operación segura de las aeronaves, pues las condiciones del flujo que tiene lugar en ese entorno pueden exceder los límites para los que están certificadas dichas aeronaves. El ambiente aerodinámico en las inmediaciones de un barco es altamente complejo y se encuentra influenciado por gran número de factores (chimeneas, antenas, mástiles, etc.) relacionados con la configuración específica del propio barco. El flujo objeto de investigación corresponde a la estela que se desarrolla sobre la cubierta de vuelo de una fragata, el cual está fuertemente influenciado por la superestructura de la misma, y que cualitativamente es similar al flujo que tiene lugar entre edificios altos o helipuertos situados en áreas urbanas, pues comprende estructuras tipo caja, con bordes afilados, que generan flujos tridimensionales altamente turbulentos. En esta Tesis se aborda el estudio del problema desde el punto de vista experimental, mediante simulación en túnel aerodinámico y medida de las variables del campo fluido sobre maquetas de fragatas a escala reducida. Las herramientas empleadas para tal cometido, han sido técnicas experimentales, tales como la visualización del flujo, la velocimetría láser por imágenes de partículas, la anemometría láser Doppler y los scanners electrónicos de presión, que han permitido investigar el flujo problema con objeto de obtener información, y adquirir así, un conocimiento más profundo de dicho flujo. La explotación de este conocimiento, ha dado lugar al diseño de una nueva solución, basada en la modificación de geometría básica de la fragata, por medio del cambio de la curvatura del techo del hangar, permitiendo suavizar el escalón descendente que se produce aguas abajo del mismo. Las geometrías modificadas han sido ensayada en túnel mediante la misma metodología empleada para la fragata original, de modo que, ha podido establecerse un análisis comparativo, para valorar la efectividad de la solución propuesta, el cual ha mostrado resultados satisfactorios, retirando el flujo adverso de la zona de operación de helicópteros y desplazándolo hacia el hangar, donde resulta menos peligroso, de modo que se reduce la carga del piloto y los riesgos de accidente durante las operaciones a bordo de embarcaciones. ABSTRACT The investigation of aerodynamic flow above the ship’s heliports is directly related to the aircraft safe operation, because the environment flow conditions may exceed the aircraft certification limits. Aerodynamic ship’s environment is highly complex and it is influenced by a large number of factors (stacks, antennae, masts, …) related to each specific ship configuration. The flow under investigation occurs into the wake produced above the flight deck of a frigate, that is strongly influenced by the superstructure. This flow is similar to one produced around tall buildings or heliports located in urban areas, thus in both of them, the air is flowing around sharp-edges box-like structures, producing three-dimensional and highly turbulent flows. This Thesis studies the problem from an experimental point of view, by means of wind tunnel simulations and measurements of the flow field around reduced scale frigates models. Tools used in this work are the experimental techniques, as flow visualization, particle image velocimetry, laser Doppler anemometry and pressure electronic scanners. These techniques provide information about the flow in order to obtain a more complete insight of this kind of flows. The exploitation of this insight is used for the design of a new flow control concept, based on the modification of the basic frigate geometry. This new design consists in the hangar roof curvature modification that produces a smoothing of the descendent step located downstream the hangar. Modified geometries are tested in wind tunnel by means of the same methodology as the original frigate, thus a comparative analysis is established in order to perform an assessment of effectiveness. This analysis has shown good results in displacing the adverse flow from the helicopter operation path to the nearest hangar region, reducing the pilot load and the accident risks during on board operations.

An interactive web-based learning assistant for structural analysis of continuous beams

There are significant levels of concern about the relevance and the difficulty of learning some issues on Strength of Materials and Structural Analysis. Most students of Continuum Mechanics and Structural Analysis in Civil Engineering usually point out some key learning aspects as especially difficult for acquiring specific skills. These key concepts entail comprehension difficulties but ease access and applicability to structural analysis in more advanced subjects. Likewise, some elusive but basic structural concepts, such as flexibility, stiffness or influence lines, are paramount for developing further skills required for advanced structural design: tall buildings, arch-type structures as well as bridges. As new curricular itineraries are currently being implemented, it appears appropriate to devise a repository of interactive web-based applications for training in those basic concepts. That will hopefully train the student to understand the complexity of such concepts, to develop intuitive knowledge on actual structural response and to improve their preparation for exams. In this work, a web-based learning assistant system for influence lines on continuous beams is presented. It consists of a collection of interactive user-friendly applications accessible via Web. It is performed in both Spanish and English languages. Rather than a “black box” system, the procedure involves open interaction with the student, who can simulate and virtually envisage the structural response. Thus, the student is enabled to set the geometric, topologic and mechanic layout of a continuous beam and to change or shift the loading and the support conditions. Simultaneously, the changes in the beam response prompt on the screen, so that the effects of the several issues involved in structural analysis become apparent. The system is performed through a set of web pages which encompasses interactive exercises and problems, written in JavaScript under JQuery and DyGraphs frameworks, given that their efficiency and graphic capabilities are renowned. Students can freely boost their self-study on this subject in order to face their exams more confidently. Besides, this collection is expected to be added to the "Virtual Lab of Continuum Mechanics" of the UPM, launched in 2013 (http://serviciosgate.upm.es/laboratoriosvirtuales/laboratorios/medios-continuos-en-construcci%C3%B3n)

Lateral Dynamic Models for High-Speed Railway Bridges and Vehicles

The analysis of the running safety of railway vehicles on viaducts subject to strong lateral actions such as cross winds requires coupled nonlinear vehicle-bridge interaction models, capable to study extreme events. In this paper original models developed by the authors are described, based on finite elements for the structure, multibody and finite element models for the vehicle, and specially developed interaction elements for the interface between wheel and rail. The models have been implemented within ABAQUS and have full nonlinear capabilities for the structure, the vehicle and the contact interface. An application is developed for the Ulla Viaduct, a 105 m tall arch in the Spanish high-speed railway network. The dynamic analyses allow obtaining critical wind curves, which define the running safety conditions for a given train in terms of speed of circulation and wind speed

Extending the expressiveness of fuzzy logic languages

En el trabajo que aquí presentamos se incluye la base teórica (sintaxis y semántica) y una implementación de un framework para codificar el razonamiento de la representación difusa o borrosa del mundo (tal y como nosotros, seres humanos, entendemos éste). El interés en la realización de éste trabajo parte de dos fuentes: eliminar la complejidad existente cuando se realiza una implementación con un lenguaje de programación de los llamados de propósito general y proporcionar una herramienta lo suficientemente inteligente para dar respuestas de forma constructiva a consultas difusas o borrosas. El framework, RFuzzy, permite codificar reglas y consultas en una sintaxis muy cercana al lenguaje natural usado por los seres humanos para expresar sus pensamientos, pero es bastante más que eso. Permite representar conceptos muy interesantes, como fuzzificaciones (funciones usadas para convertir conceptos no difusos en difusos), valores por defecto (que se usan para devolver resultados un poco menos válidos que los que devolveríamos si tuviésemos la información necesaria para calcular los más válidos), similaridad entre atributos (característica que utilizamos para buscar aquellos individuos en la base de datos con una característica similar a la buscada), sinónimos o antónimos y, además, nos permite extender el numero de conectivas y modificadores (incluyendo modificadores de negación) que podemos usar en las reglas y consultas. La personalización de la definición de conceptos difusos (muy útil para lidiar con el carácter subjetivo de los conceptos borrosos, donde nos encontramos con que cualificar a alguien de “alto” depende de la altura de la persona que cualifica) es otra de las facilidades incluida. Además, RFuzzy implementa la semántica multi-adjunta. El interés en esta reside en que introduce la posibilidad de obtener la credibilidad de una regla a partir de un conjunto de datos y una regla dada y no solo el grado de satisfacción de una regla a partir de el universo modelado en nuestro programa. De esa forma podemos obtener automáticamente la credibilidad de una regla para una determinada situación. Aún cuando la contribución teórica de la tesis es interesante en si misma, especialmente la inclusión del modificador de negacion, sus multiples usos practicos lo son también. Entre los diferentes usos que se han dado al framework destacamos el reconocimiento de emociones, el control de robots, el control granular en computacion paralela/distribuída y las busquedas difusas o borrosas en bases de datos. ABSTRACT In this work we provide a theoretical basis (syntax and semantics) and a practical implementation of a framework for encoding the reasoning and the fuzzy representation of the world (as human beings understand it). The interest for this work comes from two sources: removing the existing complexity when doing it with a general purpose programming language (one developed without focusing in providing special constructions for representing fuzzy information) and providing a tool intelligent enough to answer, in a constructive way, expressive queries over conventional data. The framework, RFuzzy, allows to encode rules and queries in a syntax very close to the natural language used by human beings to express their thoughts, but it is more than that. It allows to encode very interesting concepts, as fuzzifications (functions to easily fuzzify crisp concepts), default values (used for providing results less adequate but still valid when the information needed to provide results is missing), similarity between attributes (used to search for individuals with a characteristic similar to the one we are looking for), synonyms or antonyms and it allows to extend the number of connectives and modifiers (even negation) we can use in the rules. The personalization of the definition of fuzzy concepts (very useful for dealing with the subjective character of fuzziness, in which a concept like tall depends on the height of the person performing the query) is another of the facilities included. Besides, RFuzzy implements the multi-adjoint semantics. The interest in them is that in addition to obtaining the grade of satisfaction of a consequent from a rule, its credibility and the grade of satisfaction of the antecedents we can determine from a set of data how much credibility we must assign to a rule to model the behaviour of the set of data. So, we can determine automatically the credibility of a rule for a particular situation. Although the theoretical contribution is interesting by itself, specially the inclusion of the negation modifier, the practical usage of it is equally important. Between the different uses given to the framework we highlight emotion recognition, robocup control, granularity control in parallel/distributed computing and flexible searches in databases.