No abstract

In order to approach properly a wide variety of issues concerning urban large passenger transport vehicles, such as the design of the bus structure, the comfort of passengers, the non-collision injury risk and the operating characteristics of the bus, detailed knowledge of the loads that the buses support when operating is required. These loads depend on numerous factors such as the geographic and urban features of the city where they operate, the type of route and the driver. All these factors provide the nature of these loads with a wide variability, and so studies based on experimentally obtained data during representative periods of operation must be developed. The main objective of the present paper is to carry out a representative characterization of the operating loads supported by large passenger transport vehicles during normal operation. It is with this aim that a study of the longitudinal accelerations and lateral accelerations to which large passenger transport vehicles are subjected was conducted over urban routes by using the data collected by the Global Positioning System. An extensive assessment of recorded data was carried out to evaluate whether the precision and the sample rate of the Global Positioning System were sufficient to characterize these accelerations accurately. To ensure that the sample was representative, data for an operation time of more than 600 h were recorded using 10 different models of large passenger transport vehicles operating over 13 different urban routes. From all the position data recorded, the instant longitudinal accelerations were calculated using second-order central differentiation, and the lateral accelerations were obtained using first-order central differentiation and the curvature radius. All the calculated accelerations were then subjected to data processing developed on an ad-hoc basis to filter the information that did not refer to accelerating manoeuvres. After this data-processing procedure, it was verified that both the lateral accelerations and the longitudinal accelerations fit normal probability distributions with a minimum margin of error (maximum differences of 0.165 m/s2 for lateral accelerations and 0.038 m/s2 for longitudinal accelerations).

El sistema de créditos ECTS unido al rápido desarrollo de las nuevas tecnologías favorecen un cambio de metodologías docentes. En ellas se promueve el trabajo autónomo, pero en el caso de la asignatura de Interpretación Consecutiva, los alumnos demandan actividades más guiadas que les permitan desarrollar las habilidades necesarias para su labor de intérpretes. En los últimos años, el vídeo análisis ha ido perfilándose como una valiosa herramienta en el ámbito educativo. Por eso, se ha diseñado una propuesta didáctica en la que se combina este recurso con un diario de aprendizaje que permita desarrollar la metacognición del alumnado, con el objetivo de mejorar sus capacidades de observación, análisis y reflexión y, en consecuencia, controlar su propio aprendizaje. Abstract "Video analysis: a new approach towards consecutive interpreting didactics" The ECTS credit system together with the rapid development of new technologies favor a change in teaching methodologies allowing students greater autonomy and responsibility. In a Consecutive Interpretation course, students demand more guided activities that allow them to develop the necessary skills for their work as interpreters. In recent years, video analysis has emerged as a valuable tool in the field of education. For this reason, a didactic proposal has been designed in which this resource is combined with a learning diary that allows students to develop metacognition, with the aim of improving their observation, analysis and reflection skills and, consequently, controlling their own learning.

The finite element analysis of tubular structures is typically based on models constructed employing beam-type elements. This modeling technique provides a quick and computationally efficient option for calculation. Nevertheless, it shows a series of limitations related to the simplicity of this type of element, among which the inability of accounting for the stiffness behavior at the joint level is of notable importance when modeling complex tubular structures. Despite these limitations, the alternative of simulating complex tubular structures with shell- or volume-type elements is highly costly due to the complexity of the modeling process and the computational requirements. Previous research has proposed alternative beam models that improve the estimations when modeling these structures. These research validations were limited to simple models. This paper presents a validation process utilizing a previously developed beam T-junction model in a complex tubular structure, intended to be representative for buses’ and coaches’ upper structures. Results obtained reveal that the accuracy of beam element type models can be significantly improved with the adequate implementation of elastic elements to account for the real junction stiffness.

The paper aims to characterise the strain concentration of welded junctions subjected to elastic loads using digital image correlation (DIC). When measuring such small strains and heterogeneous strains fields with DIC, a compromise between noise and accuracy arises where a suitable choice of the image processing settings becomes crucial to obtain accurate results. An extensive study of the influence of the different processing parameters was carried out to ensure the best trade-off between accuracy and noise. A practical application was later performed with the found optimal settings; welded specimens were subjected to uniaxial and biaxial loads to assess possible influence of the strain state on the strain concentration. Results show a great variability of the strain concentration along the weld bead base, evidencing a significant influence of local geometrical characteristics. On the other hand, the strain state influence was found to be moderate, or almost inexistent for lower strain concentrations.