Vitreoretinal Interface Changes in Geographic Atrophy.

PURPOSE Geographic atrophy (GA) is the end-stage manifestation of atrophic age-related macular degeneration (AMD). The disease progresses slowly over time, eventually causing loss of central vision. Its cause and pathomechanism are not fully known. Previous studies have suggested that vitreoretinal traction (VRT) may contribute to the progression of neovascular AMD. The aim of this study was to examine whether an association between changes at the vitreoretinal interface (VRI), in particular traction (VRT), and the characteristics and progression of GA in eyes with dry AMD can be established. DESIGN Clinic-based prospective cohort study. PARTICIPANTS A total of 97 patients (age range, 61-90 years; mean, 78.4 years) with GA secondary to dry AMD were enrolled. Patients exhibiting neovascular signs on fluorescein angiography in either eye were excluded. METHODS The VRI changes were examined using spectral-domain optical coherence tomography (SD-OCT). Characteristics of GA were examined using fundus autofluorescence (FAF) imaging. All imaging was performed using a Spectralis SLO+OCT device (Heidelberg Engineering, Heidelberg, Germany); GA area was measured using the Region Finder (Heidelberg Engineering) software native to the Spectralis platform. MAIN OUTCOME MEASURES Area and increase in area of GA. RESULTS A total of 97 eyes were examined. Vitreoretinal traction was found in 39 eyes (40%). The GA area at baseline was 6.65±5.64 mm(2) in eyes with VRT and 5.73±4.72 mm(2) in eyes with no VRT. The annual rate of progression of GA area progression was 2.99±0.66 mm(2) in eyes with VRT and 1.45±0.67mm(2) in eyes without VRT. Differences between groups in both parameters were statistically significant (n = 97 total number of eyes; P<0.001). Multiple regression analysis confirmed this finding (B = 0.714, P<0.001; F3,93 = 72.542, P<0.001; adjusted R(2) = 0.691) CONCLUSIONS: Our results indicate an association between VRT and an increased rate of progression of GA area in dry AMD. Monitoring VRT may contribute to an improved estimate of the prospective time of visual loss and to a better timing of emerging therapies in dry AMD.

Cell force measurements in 3D microfabricated environments based on compliant cantilevers.

We report the fabrication, functionalization and testing of microdevices for cell culture and cell traction force measurements in three-dimensions (3D). The devices are composed of bent cantilevers patterned with cell-adhesive spots not lying on the same plane, and thus suspending cells in 3D. The cantilevers are soft enough to undergo micrometric deflections when cells pull on them, allowing cell forces to be measured by means of optical microscopy. Since individual cantilevers are mechanically independent of each other, cell traction forces are determined directly from cantilever deflections. This proves the potential of these new devices as a tool for the quantification of cell mechanics in a system with well-defined 3D geometry and mechanical properties.

X-ray image calibration and its application to clinical orthopedics.

X-ray imaging is one of the most commonly used medical imaging modality. Albeit X-ray radiographs provide important clinical information for diagnosis, planning and post-operative follow-up, the challenging interpretation due to its 2D projection characteristics and the unknown magnification factor constrain the full benefit of X-ray imaging. In order to overcome these drawbacks, we proposed here an easy-to-use X-ray calibration object and developed an optimization method to robustly find correspondences between the 3D fiducials of the calibration object and their 2D projections. In this work we present all the details of this outlined concept. Moreover, we demonstrate the potential of using such a method to precisely extract information from calibrated X-ray radiographs for two different orthopedic applications: post-operative acetabular cup implant orientation measurement and 3D vertebral body displacement measurement during preoperative traction tests. In the first application, we have achieved a clinically acceptable accuracy of below 1° for both anteversion and inclination angles, where in the second application an average displacement of 8.06±3.71 mm was measured. The results of both applications indicate the importance of using X-ray calibration in the clinical routine.

Osteo-odonto-keratoprosthesis (OOKP) and the testing of three different adhesives for bonding bovine teeth with optical poly-(methyl methacrylate) (PMMA) cylinder.

AIM Preparation of the lamina during osteo-odonto-keratoprosthesis (OOKP) design is complex, and its longevity and watertightness important. To date, only acrylic bone cements have been used for bonding the optical cylinder to the tooth dentine. Our aim was to evaluate different dental adhesives for OOKP preparation. METHODS Specimens of bovine teeth were produced by preparing 1.5-mm thick dentine slices with holes having a diameter of 3.5 mm. Each group (n=10 per group) was luted with either classic poly-(methyl methacrylate) (PMMA) bone cement, universal resin cement or glass ionomer cement. All specimens underwent force measurement using a uniaxial traction machine. RESULTS The highest mean force required to break the bond was measured for PMMA bone cement (128.2 N) followed by universal resin cement (127.9 N), with no statistically significant difference. Glass ionomer cement showed significantly lower force resistance (78.1 N). CONCLUSIONS Excellent bonding strength combined with easy application was found for universal resin cement, and thus, it is a potential alternative to acrylic bone cement in OOKP preparation.

A conceptual model of compensation/decompensation in lumbar segmental instability

Lumbar spinal instability (LSI) is a common spinal disorder and can be associated with substantial disability. The concept of defining clinically relevant classifications of disease or 'target condition' is used in diagnostic research. Applying this concept to LSI we hypothesize that a set of clinical and radiological criteria can be developed to identify patients with this target condition who are at high risk of 'irreversible' decompensated LSI for whom surgery becomes the treatment of choice. In LSI, structural deterioration of the lumbar disc initiates a degenerative cascade of segmental instability. Over time, radiographic signs become visible: traction spurs, facet joint degeneration, misalignment, stenosis, olisthesis and de novo scoliosis. Ligaments, joint capsules, local and distant musculature are the functional elements of the lumbar motion segment. Influenced by non-functional factors, these functional elements allow a compensation of degeneration of the motion segment. Compensation may happen on each step of the degenerative cascade but cannot reverse it. However, compensation of LSI may lead to an alleviation or resolution of clinical symptoms. In return, the target condition of decompensation of LSI may cause the new occurrence of symptoms and pain. Functional compensation and decompensation are subject to numerous factors that can change which makes estimation of an individual's long-term prognosis difficult. Compensation and decompensation may influence radiographic signs of degeneration, e.g. the degree of misalignment and segmental angulation caused by LSI is influenced by the tonus of the local musculature. This conceptual model of compensation/decompensation may help solve the debate on functional and psychosocial factors that influence low back pain and to establish a new definition of non-specific low back pain. Individual differences of identical structural disorders could be explained by compensated or decompensated LSI leading to changes in clinical symptoms and pain. Future spine surgery will have to carefully define and measure functional aspects of LSI, e.g. to identify a point of no return where multidisciplinary interventions do not allow a re-compensation and surgery becomes the treatment of choice.

Dislocability of localization devices for nonpalpable breast lesions: experimental results

Purpose. For accurate resection of nonpalpable malignant breast lesions with a tumor-free resection rim, an exact and stable wire localization is essential. We tested the resistance towards traction force of different localization devices used in our clinic for breast lesions in two types of tissue. Materials and Methods. Eight different commercially available hook-wire devices were examined for resistance towards traction force using an analogue spring scale. Results. Most systems showed a high level of movement already under small traction force. Retractable systems with round hooks such as the Bard DuaLok , the Fil d'Ariane, and the RPLN Breast Localization Device withstood less traction force than the other systems. However, the Bard DuaLok system was very resistant towards a small traction force of 50 g when compared to the other systems. The Ultrawire Breast Localization Device withstood the most traction force in softer tissue and Kopans Breast Lesion Localization Needle withstood the most force in harder tissue. Conclusion. The Ultrawire Breast Localization Device and Kopans Breast Lesion Localization Needle withstood the most traction force. In general retractable systems withstand less traction force than nonretractable systems.

The Effects Of Reinforcement Inclusions On Wear Tolerance, Playing Quality And Physical Properties In A Silt Loam And Sand Rootzone Matrix

Reinforcement inclusions have been advocated to alleviate wear, compaction, and unstable surfaces in sports fields, but little research on the effects of these materials has been conducted in the USA. Experiments were established on a native silt loam and a sand rootzone matrix, seeded with a Kentucky bluegrass (Poa pratensis L.) blend, at the Joseph Troll Turf Research Center, University of Massachusetts, Amherst, USA to determine the effects of reinforcement inclusions on wear, surface hardness, traction, ball roll, ball bounce resilience, water infiltration rate, soil bulk density, air porosity, total porosity, and root weights. Three types of reinforcement inclusions (Sportgrass, Netlon, Turfgrids) were tested along with a non-reinforced control in a three year study. The treatments were set out in a randomized complete block design with four replications in both soils. No inclusion provided less wear or greater infiltration or air-filled porosity relative to the control. Reinforcement inclusions showed significant differences, however, in surface hardness, traction, and ball roll relative to the control, although this varied with the time of year. Infiltration rates, airfilled porosity, total pore space, bulk density, hardness, traction, ball roll, and ball rebound were greater on the sand rootzone than on the silt loam. Significant correlations were present between soil bulk density, surface hardness, traction, and ball roll. Based on our study, the use of reinforcement inclusions to provide better wear tolerance for sand or native soil athletic fields is not warranted. Certain playing surface characteristics, however, may be slightly improved with the use of reinforcement inclusions. The use of sands for sports surfaces is justified based upon the improvement in playing quality characteristics and soil physical properties important to a good playing surface.

Grain entrainment and transport rates of magnetic minerals of coastal sediment samples from the Bay of Plenty, New Zealand

Heavy (magnetic & non-magnetic) minerals are found concentrated by natural processes in many fluvial, estuarine, coastal and shelf environments with a potential to form economic placer deposits. Understanding the processes of heavy mineral transport and enrichment is prerequisite to interpret sediment magnetic properties in terms of hydro- and sediment dynamics. In this study, we combine rock magnetic and sedimentological laboratory measurements with numerical 3D discrete element models to investigate differential grain entrainment and transport rates of magnetic minerals in a range of coastal environments (riverbed, mouth, estuary, beach and near-shore). We analyzed grain-size distributions of representative bulk samples and their magnetic mineral fractions to relate grain-size modes to respective transport modes (traction, saltation, suspension). Rock magnetic measurements showed that distribution shapes, population sizes and grain-size offsets of bulk and magnetic mineral fractions hold information on the transport conditions and enrichment process in each depositional environment. A downstream decrease in magnetite grain size and an increase in magnetite concentration was observed from riverine source to marine sink environments. Lower flow velocities permit differential settling of light and heavy mineral grains creating heavy mineral enriched zones in estuary settings, while lighter minerals are washed out further into the sea. Numerical model results showed that higher heavy mineral concentrations in the bed increased the erosion rate and enhancing heavy mineral enrichment. In beach environments where sediments contained light and heavy mineral grains of equivalent grain sizes, the bed was found to be more stable with negligible amount of erosion compared to other bed compositions. Heavy mineral transport rates calculated for four different bed compositions showed that increasing heavy mineral content in the bed decreased the transport rate. There is always a lag in transport between light and heavy minerals which increases with higher heavy mineral concentration in all tested bed compositions. The results of laboratory experiments were validated by numerical models and showed good agreement. We demonstrate that the presented approach bears the potential to investigate heavy mineral enrichment processes in a wide range of sedimentary settings.

A three-dimensional dynamical model of Amundsenisen icefield, Svalbard.

Amundsenisen is an ice field, 80 km2 in area, located in Southern Spitsbergen, Svalbard. Radio-echo sounding measurements at 20 MHz show high intensity returns from a nearly flat basal reflector at four zones, all of them with ice thickness larger than 500m. These reflections suggest possible subglacial lakes. To determine whether basal liquid water is compatible with current pressure and temperature conditions, we aim at applying a thermo mechanical model with a free boundary at the bed defined as solution of a Stefan problem for the interface ice-subglaciallake. The complexity of the problem suggests the use of a bi-dimensional model, but this requires that well-defined flowlines across the zones with suspected subglacial lakes are available. We define these flow lines from the solution of a three-dimensional dynamical model, and this is the main goal of the present contribution. We apply a three-dimensional full-Stokes model of glacier dynamics to Amundsenisen icefield. We are mostly interested in the plateau zone of the icefield, so we introduce artificial vertical boundaries at the heads of the main outlet glaciers draining Amundsenisen. At these boundaries we set velocity boundary conditions. Velocities near the centres of the heads of the outlets are known from experimental measurements. The velocities at depth are calculated according to a SIA velocity-depth profile, and those at the rest of the transverse section are computed following Nye’s (1952) model. We select as southeastern boundary of the model domain an ice divide, where we set boundary conditions of zero horizontal velocities and zero vertical shear stresses. The upper boundary is a traction-free boundary. For the basal boundary conditions, on the zones of suspected subglacial lakes we set free-slip boundary conditions, while for the rest of the basal boundary we use a friction law linking the sliding velocity to the basal shear stress,in such a way that, contrary to the shallow ice approximation, the basal shear stress is not equal to the basal driving stress but rather part of the solution.

Simulation of Freight Trains Equipped with Partially Filled Tank Containers and Related Resonance Phenomenon

To study the fluid motion-vehicle dynamics interaction, a model of four, liquid filled two-axle container freight wagons was set up. The railway vehicle has been modelled as a multi-body system (MBS). To include fluid sloshing, an equivalent mechanical model has been developed and incorporated. The influence of several factors has been studied in computer simulations, such as track defects, curve negotiation, train velocity, wheel wear, liquid and solid wagonload, and container baffles. SIMPACK has been used for MBS analysis, and ANSYS for liquid sloshing modelling and equivalent mechanical systems validation. Acceleration and braking manoeuvres of the freight train set the liquid cargo into motion. This longitudinal sloshing motion of the fluid cargo inside the tanks initiated a swinging motion of some components of the coupling gear. The coupling gear consists of UIC standard traction hooks and coupling screws that are located between buffers. One of the coupling screws is placed in the traction hook of the opposite wagon thus joining the two wagons, whereas the unused coupling screw rests on a hanger. Simulation results showed that, for certain combinations of type of liquid, filling level and container dimensions, the liquid cargo could provoke an undesirable, although not hazardous, release of the unused coupling screw from its hanger. The coupling screw's release was especially obtained when a period of acceleration was followed by an abrupt braking manoeuvre at 1 m/s2. It was shown that a resonance effect between the liquid's oscillation and the coupling screw's rotary motion could be the reason for the coupling screw's undesired release. Possible solutions to avoid the phenomenon are given.Acceleration and braking manoeuvres of the freight train set the liquid cargo into motion. This longitudinal sloshing motion of the fluid cargo inside the tanks initiated a swinging motion of some components of the coupling gear. The coupling gear consists of UIC standard traction hooks and coupling screws that are located between buffers. One of the coupling screws is placed in the traction hook of the opposite wagon thus joining the two wagons, whereas the unused coupling screw rests on a hanger. This paper reports on a study of the fluid motion-train vehicle dynamics interaction. In the study, a model of four, liquid-filled two-axle container freight wagons was developed. The railway vehicle has been modeled as a multi-body system (MBS). To include fluid sloshing, an equivalent mechanical model has been developed and incorporated. The influence of several factors has been studied in computer simulations, such as track defects, curve negotiation, train velocity, wheel wear, liquid and solid wagonload, and container baffles. A simulation program was used for MBS analysis, and a finite element analysis program was used for liquid sloshing modeling and equivalent mechanical systems validation. Acceleration and braking maneuvers of the freight train set the liquid cargo into motion. This longitudinal sloshing motion of the fluid cargo inside the tanks initiated a swinging motion of some components of the coupling gear. Simulation results showed that, for certain combinations of type of liquid, filling level and container dimensions, the liquid cargo could provoke an undesirable, although not hazardous, release of an unused coupling screw from its hanger. It was shown that a resonance effect between the liquid's oscillation and the coupling screw's rotary motion could be the reason for the coupling screw's undesired release. Solutions are suggested to avoid the resonance problem, and directions for future research are given.

Simulation model for the study of overhead rail current collector systems dynamics, focused on the design of a new conductor rail

Overhead rigid conductor arrangements for current collection for railway traction have some advantages compared to other, more conventional, energy supply systems. They are simple, robust and easily maintained, not to mention their flexibility as to the required height for installation, which makes them particularly suitable for use in subway infrastructures. Nevertheless, due to the increasing speeds of new vehicles running on modern subway lines, a more efficient design is required for this kind of system. In this paper, the authors present a dynamic analysis of overhead conductor rail systems focused on the design of a new conductor profile with a dynamic behaviour superior to that of the system currently in use. This means that either an increase in running speed can be attained, which at present does not exceed 110 km/h, or an increase in the distance between the rigid catenary supports with the ensuing saving in installation costs. This study has been carried out using simulation techniques. The ANSYS programme has been used for the finite element modelling and the SIMPACK programme for the elastic multibody systems analysis.

Improved design of an overhead rail current conductor for application in underground lines

Overhead rail current collector systems for railway traction offer certain features, such as low installation height and reduced maintenance, which make them predominantly suitable for use in underground train infrastructures. Due to the increased demands of modern catenary systems and higher running speeds of new vehicles, a more capable design of the conductor rail is needed. A new overhead conductor rail has been developed and its design has been patented [13]. Modern simulation and modelling techniques were used in the development approach. The new conductor rail profile has a dynamic behaviour superior to that of the system currently in use. Its innovative design permits either an increase of catenary support spacing or a higher vehicle running speed. Both options ensure savings in installation or operating costs. The simulation model used to optimise the existing conductor rail profile included both a finite element model of the catenary and a three-dimensional multi-body system model of the pantograph. The contact force that appears between pantograph and catenary was obtained in simulation. A sensitivity analysis of the key parameters that influence in catenary dynamics was carried out, finally leading to the improved design.

Ultrasonic sensors in urban traffic driving-aid systems

Currently, vehicles are often equipped with active safety systems to reduce the risk of accidents, most of which occur in urban environments. The most prominent include Antilock Braking Systems (ABS), Traction Control and Stability Control. All these systems use different kinds of sensors to constantly monitor the conditions of the vehicle, and act in an emergency. In this paper the use of ultrasonic sensors in active safety systems for urban traffic is proposed, and the advantages and disadvantages when compared to other sensors are discussed. Adaptive Cruise Control (ACC) for urban traffic based on ultrasounds is presented as an application example. The proposed system has been implemented in a fully-automated prototype vehicle and has been tested under real traffic conditions. The results confirm the good performance of ultrasonic sensors in these systems. ©2011 by the authors.

Estudio del comportamiento del hormigón de alta resistencia reforzado con fibras de acero frente al impacto de proyectiles

En la presente investigación se buscó estudiar el efecto de la adición de fibras metálicas como refuerzo en hormigones de alta resistencia, y en especial su comportamiento frente al impacto de proyectiles. Se efectuó el estudio sobre un hormigón de alta resistencia (HAR), analizando los aspectos mecánicos, durabilidad y trabajabilidad para su colocación en obra. Las pruebas de laboratorio se llevaron a cabo en el Laboratorio de Materiales de Construcción de la Escuela Técnica Superior de Caminos Canales y Puertos de la UPM y los ensayos balísticos en la galería de tiro cubierta del Polígono de Experiencia de Carabanchel, adscrito a la Dirección General de Infraestructura del Ministerio de la Defensa. La caracterización del HAR empleado en el estudio se centró en los aspectos de resistencias mecánicas a compresión, tracción, flexotracción, tenacidad a flexotracción, punzonamiento, retracción, fluencia, temperatura interna y resistencia al impacto de proyectiles, siempre buscando de manera primordial analizar el efecto de la adición de fibras en el hormigón de alta resistencia. El programa de ensayos balísticos comprendió la fabricación de 47 placas de hormigón de diferentes espesores, desde 5 a 40 cm., 26 de dichas placas eran de HAR con una adición de fibras metálicas de 80 kg/m3, 11 de ellas eran de HAR sin fibras y 10 de un hormigón de resistencia convencional con y sin fibras; sobre dichas placas se efectuaron diversos impactos con proyectiles de los cuatro calibres siguientes: 7.62 AP, 12.70 M8, 20 mm APDS y 25 mm APDS. Las pruebas mostraron que el HAR presenta una mayor resistencia a los impactos de proyectiles, aunque sin la adición de fibras su fragilidad es un serio inconveniente para su utilización como barrera protectora, la adición de fibras reduce considerablemente la fragmentación en la cara posterior “scabbing” y en menor medida en la cara anterior “spalling”. También se incrementa la capacidad del hormigón a la resistencia de múltiples impactos. Se efectuó un estudio de las diferentes formulas y modelos, en especial el modelo desarrollado por Moreno [60], que se vienen utilizando para el diseño de barreras protectoras de hormigón contra impacto de proyectiles, analizando su viabilidad en el caso del hormigón de alta resistencia, hormigón para el cual no fueron desarrolladas y para el que no existen bases de cálculo específicas. In this research we have tried to study the effect of adding metallic fibres as a means of reinforcing high strength concrete, and especially its behaviour when impacted upon by projectiles. The study was carried out using high strength concrete (HSC), analysing its mechanical facets, durability and malleability when used in construction. The laboratory tests took place in the Laboratorio de Materiales de Construcción of the Escuela Técnica Superior de Caminos Canales y Puertos of the Universidad Politécnica de Madrid, and the ballistic tests were carried out in the covered shooting gallery of the Polígono de Experiencias in Carabanchel (Madrid), belongs to the Departamento de Infraestructura of the Ministerio de Defensa. The aspects of the HSC studied are its mechanical strength to compression, traction, flexotraction, resilience to flexo-traction, shear strength, creep, shrinkage, internal temperature and strength to the impact of projectiles, always looking to analyse the effect of adding fibres to HSC. The ballistic testing process required the construction of 47 concrete plates of different thicknesses, from 5 to 40 cm, 26 made which HSC containing of 80 kg/m3 metallic fibres of, 11 made of HSC without fibres, and 10 made with concrete of normal strength with and without fibres. These plates were subjected to a variety of impacts by four projectile, 7.62 AP, 12.70 M8, 20 mm APDS and 25 mm APDS. The results showed that HSC has a greater resistance to the impact of projectiles, although without the addition of fibres, its fragility makes it much less suitable for use as a protective barrier. The addition of fibres reduces considerably frontal fragmentation, known as “scabbing”, and to a lesser extent causes fragmentation of the reverse side, known as “spalling”. In addition, the concrete’s capacity to resist multiple impacts is improved by its letter ductility. A study was carried out on the various formulae and models used to design protective concrete barriers impacted on by projectiles, analysing their viability in the case of HSC for which they were not developed and for which no specific calculations exist.

Optimización de la densidad de energía en vigas de material compuesto (PRF) sometidas a flexión pura

Las necesidades energéticas actuales requieren el desarrollo de tecnologías eficaces y eficientes en producción, transporte y distribución de energía. Estas necesidades han impulsado nuevos desarrollos en el ámbito energético, entre los cuales se encuentran sistemas de almacenamiento de energía. El avance en ingeniería de materiales permite pensar en la posibilidad de almacenamiento mediante deformación elástica de vigas. Concretamente se parte de un concepto de mecanismo acumulador de energía basado en la deformación elástica de resortes espirales a torsión. Dichos resortes se pueden considerar como elementos vigas sometidos a flexión pura y grandes deflexiones. Esta Tesis de centra en el diseño y optimización de estos elementos con el fin de maximizar la densidad de energía que son capaces de absorber. El proceso de optimización comienza con la identificación del factor crítico del que depende dicho proceso, en este caso de trata de la densidad de energía. Dicho factor depende de la geometría de la sección resistente y del material empleado en su construcción. En los últimos años ha existido un gran desarrollo de los materiales compuestos de tipo polimérico reforzados con fibras (PRF). Estos materiales están sustituyendo gradualmente a otros materiales, como los metales, debido principalmente a su excelente relación entre propiedades mecánicas y peso. Por otro lado, analizando las posibles geometrías para la sección resistente, se observó que la más adecuada es una estructura tipo sándwich. Se implementa así un procedimiento de diseño de vigas sándwich sometidas a flexión pura, con las pieles fabricadas en materiales compuestos tipo PRF y un núcleo que debe garantizar el bajo peso de la estructura. Se desarrolla así un procedimiento sistemático que se puede particularizar dependiendo de los parámetros de entrada de la viga, y que tiene en cuenta y analiza la aparición de todos los posibles modos de fallo posibles. Así mismo se desarrollan una serie de mapas o ábacos de diseño que permiten seleccionar rápidamente las dimensiones preliminares de la viga. Finalmente se llevan a cabo ensayos que permiten, por un lado, validar el concepto del mecanismo acumulador de energía a través del ensayo de un muelle con sección monolítica, y por otro validar los distintos diseños de vigas sándwich propuestos y mostrar el incremento de la densidad de energía con respecto a la alternativa monolítica. Como líneas futuras de investigación se plantean la investigación en nuevos materiales, como la utilización de nanotubos de carbono, y la optimización del mecanismo de absorción de energía; optimizando el mecanismo de absorción a flexión pura e implementando sistemas que permitan acumular energía mediante la deformación elástica debida a esfuerzos de tracción-compresión. ABSTRACT Energy supply requires the development of effective and efficient technologies for the production, transport and distribution of energy. In recent years, many energy storage systems have been developed. Advances in the field of materials engineering has allowed the development of new concepts as the energy storage by elastic deformation of beams. Particularly, in this Thesis an energy storage device based on the elastic deformation of torsional springs has been studied. These springs can be considered as beam elements subjected to pure bending loads and large deflections. This Thesis is focused on the design and optimization of these beam elements in order to maximize its density of stored energy. The optimization process starts with the identification of the critical factors for the elastic energy storage: the density. This factor depends on the geometry of the cross section of the beam and the materials from which it is made. In the last 20 years, major advances in the field of composite materials have been made, particularly in the field of fiber reinforced polymers (FRP). This type of material is substituting gradually metallic materials to their excellent weight-mechanical properties ratio. In the other side, several possible geometries are analyzed for its use in the cross section of the beam; it was concluded that the best option, for maximum energy density, is using a sandwich beam. A design procedure for sandwich beams with skins made up with FRP composites and a light weight core is developed. This procedure can be particularized for different input parameters and it analyzes all the possible failure modes. Abacus and failure mode maps have been developed in order to simplify the design process. Finally several tested was made. Firstly, a prototype of the energy storage system which uses a monolithic composite beam was tested in order to validate the concept of the energy storage by elastic deformation. After that sandwich beam samples are built and tested, validating the design and showing the increase of energy density with respect to the monolithic beam. As futures research lines the following are proposed: research in new materials, as carbon nanotubes; and the optimization of the energy storage mechanism, that means optimizing the pure bending storage mechanism and developing new ones based on traction-compression mechanisms.