This thesis deals with the aerodynamic analysis and shape modifications of the ARES aircraft. The analysis focuses on the evaluation lift, drag, and pitching moment coefficient, and further to identify the locations of stripping stream which is characterized by high drag. Before the analysis calibration of the CFD solver is done with the model, which has been measured in the wind tunnel. The aim of calibration is to verify the accuracy and veracity of the methodology used in mesh creation and calculated values. Calculated values are compared with measured data. The shape modifications of the aircraft are focused on conceptual design of the suction inlets for cooling radiators and engine aircraft. Aerodynamic analysis is performed with the modified model in order to determine the variation of lift, drag and pitching moment coefficient from its original configuration.

Mass spectrometers have proven to be vital to understanding the Solar System and the planets within it. Spacecraft containing mass spectrometers have been sent to numerous remote places and have determined important information about the atmospheric composition of Venus, Earth, Mars, Jupiter, and Saturn, along with other celestial bodies. Such results have shown a variety of small neutral molecules, such as CH4 NH3, H2O, CO2, and CO, neutral radicals such as atomic O, H, and N, and a host of small ions, such as H+, N+, and NH4+. Closed ion source inlets, which allow for the detection of these small neutral molecules, contain a spherical antechamber that allows the neutrals to thermalize with the walls of the chamber through many successive collisions before they are introduced into the ionization region of the spacecraft mass spectrometer. These collisions, however, energetically excite neutral molecules and lead to many chemical changes, such as racemization, ionization, or even dissociation. When these changes occur, smaller neutrals can be produced, even if they were not in the original sample from the atmosphere or surface. As a result, the determination of the true composition of an atmosphere or a surface is cast into doubt. Herein is given a brief description of mass spectrometry in space research and how the closed ion source has greatly assisted this process. Dissociation and other chemical changes caused by the high velocity impacts that occur in closed source antechambers is also addressed. A theoretical approach to understanding such dissociative processes that occur after high energy collisions in closed source antechambers is described and undertaken. Chapter 2 describes a proof-of-concept study using hexane as a representative molecule and determines the velocity at which widespread dissociation of hexane molecules is likely to occur in closed source antechambers. This same theoretical process is then utilized in Chapter 3 with many more members of the n-alkane family to probe what effect molecular weight has on the amount of dissociation. Alkanes of both higher and lower molecular weight than hexane (C6H14) are used to show the effect as a function of molecular weight. In all cases, it was found that the velocity at which half of the incoming neutral n-alkane molecules dissociate is roughly the same for all molecular weights studied. This result is then applied to current and future space research through a proposed hardware solution, which will reduce the amount of dissociation and a discussion of how this effect may be seen in the results obtained from future mission instruments. Lastly, future work with different molecular weights and with successive collisions (the second, third, fourth, etc.) is described. This future work will further expand the present study to show how different functional groups, which may be partly responsible for higher-than-expected levels of NH3 and CO2, are affected after a high velocity, high energy impact.

This study is concerned with a 29km long barrier island system along the New Brunswick coast of Kouchibouguac Bay. Over the past 150 years these islands have been retreating shorewards and have been affected by storm wave action. The changes in the island configuration, the characteristics of the island topography and the seasonal variations in the beach profile suggests that these islands are similar to better known ones along the United States coastline. The sediment characteristics of these islands reveal that there is an interplay of wind and wave processes on the sands, an interplay that is constantly mixing beach, dune and lagoon sands. The dominant southwest winds in summer cause most of the beach and dune sands to take on the characteristics of wind affected sands while the fall and spring storms impart characteristics of wave deposition to the beach sands at these times. The sediment characteristics revealed seasonal changes in the islands but simulation modelling of the energy distribution of waves in the bay after wave refraction accounts for most of the long term change in the island configuration. This modelling emphasizes field work which revealed that not all parts of the islands are affected by the same storm waves. Nort-northeast waves have a better chance of affecting the southern part of the bay while more easterly approaching waves will only influence the northern part. Over a period of time form 1894 to 1964, wave refraction modelling also shows that much of the change in the configuration of South Beach can be accounted for by wave refraction over a changing offshore bathymetry. Storm wave action thus accounts for most of the change in island configuration but the change around the inlets is most likely dependent upon the ability of these inlets to maintain stability at all times. Richibucto Inlet has achieved a stable equilibrium between the strength of the tidal currents passing through the inlet and the amount of incoming longshore drift, so that its position has remained static over the last 30 years. It is unlikely that Blacklands Gully or Little Gully have achieved this stability. / Thesis / Master of Science (MS)

O presente estudo modificou o modelo parabólico da forma em planta de equilíbrio de Medellín et al., 2009, proposto para praias de enseada com desembocaduras, incorporando um parâmetro relacionado à dinâmica costeira, que seria o volume de areia necessário para formar a praia emersa próxima à desembocadura. Foram escolhidas 27 desembocaduras na costa brasileira e obtidos parâmetros da dinâmica costeira e estuarina, através de imagens do Googleearth e dados de ondas e marés astronômicas dos programas SMC-TOOLS e WXTide32, respectivamente. O modelo parabólico foi aplicado e não se ajustou adequadamente, com diferenças com relação à linha de costa de 20-40m até 80m. Logo, foi realizada sua adaptação à costa brasileira, apresentando uma moderada a baixa dispersão dos coeficientes A e B de 77 % e 64%, respectivamente. Sua validação apresentou ajuste bom a satisfatório, com diferenças médias de 5m até máximas de 15m com relação à linha de costa. Posteriormente, foi realizada a modificação do modelo parabólico que minimizou a dispersão dos coeficientes A e B com um ajuste de 98 % e 81%, respectivamente. Sua validação apresentou um ajuste excelente a bom, com diferenças médias de 3-5m até máximas de 10m com relação à linha de costa. / This study modified the equilibrium plan form formulations proposed by Medellín et al., (2009) to embayments beachs with inlets, by incorporating a parameter related to coastal dynamics, that would be the volume of sand required to build the aerial beach close to the inlet. For this study 27 embayments beaches with inlets were chosen on the Brazilian coast and obtained parameters of dynamics coastal and estuarine, through GoogleEarth images and waves and astronomical tide datas series by the SMC-TOOLS and WXTide32 programs, respectively. The Medellín parabolic model was applied and did not fit properly, with differences regarding the shoreline of 20-40m up to maximum of 80m. Therefore, their adaptation to the Brazilian coast was carried out, which showed a moderate to low dispersion of the coefficients A and B of 77% and 64%, respectively. Their validation showed good to satisfactory fit, with mean differences regarding the shoreline of 5m up to maximum of 15m. Subsequently, the modification of the parabolic model was carried out which minimized the dispersion of the coefficients A and B with a fit of 98% and 81%, respectively. Their validation showed an excellent to good fit, with mean differences regarding the shoreline of 3-5m up to maximum of 10m.

O presente estudo modificou o modelo parabólico da forma em planta de equilíbrio de Medellín et al., 2009, proposto para praias de enseada com desembocaduras, incorporando um parâmetro relacionado à dinâmica costeira, que seria o volume de areia necessário para formar a praia emersa próxima à desembocadura. Foram escolhidas 27 desembocaduras na costa brasileira e obtidos parâmetros da dinâmica costeira e estuarina, através de imagens do Googleearth e dados de ondas e marés astronômicas dos programas SMC-TOOLS e WXTide32, respectivamente. O modelo parabólico foi aplicado e não se ajustou adequadamente, com diferenças com relação à linha de costa de 20-40m até 80m. Logo, foi realizada sua adaptação à costa brasileira, apresentando uma moderada a baixa dispersão dos coeficientes A e B de 77 % e 64%, respectivamente. Sua validação apresentou ajuste bom a satisfatório, com diferenças médias de 5m até máximas de 15m com relação à linha de costa. Posteriormente, foi realizada a modificação do modelo parabólico que minimizou a dispersão dos coeficientes A e B com um ajuste de 98 % e 81%, respectivamente. Sua validação apresentou um ajuste excelente a bom, com diferenças médias de 3-5m até máximas de 10m com relação à linha de costa. / This study modified the equilibrium plan form formulations proposed by Medellín et al., (2009) to embayments beachs with inlets, by incorporating a parameter related to coastal dynamics, that would be the volume of sand required to build the aerial beach close to the inlet. For this study 27 embayments beaches with inlets were chosen on the Brazilian coast and obtained parameters of dynamics coastal and estuarine, through GoogleEarth images and waves and astronomical tide datas series by the SMC-TOOLS and WXTide32 programs, respectively. The Medellín parabolic model was applied and did not fit properly, with differences regarding the shoreline of 20-40m up to maximum of 80m. Therefore, their adaptation to the Brazilian coast was carried out, which showed a moderate to low dispersion of the coefficients A and B of 77% and 64%, respectively. Their validation showed good to satisfactory fit, with mean differences regarding the shoreline of 5m up to maximum of 15m. Subsequently, the modification of the parabolic model was carried out which minimized the dispersion of the coefficients A and B with a fit of 98% and 81%, respectively. Their validation showed an excellent to good fit, with mean differences regarding the shoreline of 3-5m up to maximum of 10m.

To advance the design of hypersonic vehicles, high-fidelity multi-physics CFD is used to characterize 3-D scramjet flow-fields in two novel streamline traced configurations. The two inlets, Jaws and Scoop, are analyzed and compared to a traditional rectangular inlet used as a baseline for on/off-design conditions. The flight trajectory conditions selected are Mach 6 and a dynamic pressure of 1,500 psf (71.82 kPa). Analysis of these hypersonic inlets is performed to investigate distortion effects downstream with multiple single cavity combustors acting as flame holders, and several fuel injection strategies. The best integrated scramjet inlet/combustor design is identified. The flow physics is investigated and the integrated performance impact of the two innovative scramjet inlet designs is quantified. Frozen and finite rate chemistry is simulated with 13 gaseous species and 20 reactions for an Ethylene/air finite-rate chemical model. In addition, URANS and LES modeling are compared to explore overall flow structure and to contrast individual numerical methods. The flow distortion in Jaws and Scoop is similar to some of the distortion in the traditional rectangular inlet, despite design differences. The baseline and Jaws performance attributes are stronger than Scoop, but Jaws accomplishes this while eradicating the cowl lip interaction, and lessening the total drag and spillage penalties. The innovative inlets work best on-design, whereas for off-design, the traditional inlet is best. Early pressure losses and flow distortions in the isolator aid the mixing of air and fuel, and improve the overall efficiency of the system. Although the trends observed with and without chemical reactions are similar, the former yields roughly 10% higher mixing efficiency and upstream reactions are present. These show a significant impact on downstream development. Unsteadiness in the combustor increases the mixing efficiency, varying the flame anchoring and combustion pressure effects upstream of the step.

Because the volume of flow through an inlet is proportional to the tidal range and the area of the tidal basin, Texas tidal inlets have some of the largest tidal basins relative to their entrance area of any inlet. Matagorda Bay at Pass Cavallo has an area of about 200 square miles, but only a mean diurnal tidal range of about 1.1 feet. From tide gage records the most important events modifying tidal currents in Pass Cavallo are the numerous wind tides each year that occur most frequently during the cooler months, November through May. Wind tides are most noticeable in Matagorda Bay because the astronomical tidal range is small, the fetch long (10-20 miles) and the depth only about 12 feet. Hurricanes and river floods that would raise water levels in Matagorda Bay by even 0.5 foot occur too infrequently to affect equilibrium conditions in the inlet. Pass Cavallo has passed through three time periods since 1856: 1856-1930, 1930-1965, and post 1965. Each time period was characterized by a different, and subsequently smaller tidal discharge, cross-sectional area and tidal channel length. The tidal discharge decreased between 1929 and 1935 when the Colorado River delta cut off part of east Matagorda Bay to reduce the tidal area of Matagorda Bay, and in 1965, the Matagorda Ship Channel was dredged across Matagorda Peninsula to reduce the volume of water passing through Pass Cavallo. Other features that changed with decreasing discharge, but remained stable during each time period, were the channel pattern, and location and shape of the Gulf bar and Pelican Island. During all three periods Pass Cavallo maintained stable cross-sectional shape, and tidal flow by-passing characteristics, except during the post 1965 when neither tidal flow by-passing nor bar by-passing were dominant. Since 1856 Pass Cavallo has remained geographically stable relative to its width. The axial trough has migrated southwestward about 1000 feet during the past 100 years--or about 1/9th the distance between Matagorda Peninsula and Matagorda Island. Shorelines adjacent to the inlet also have tended to move southwestward, but at a faster rate than the axial trough. Along the western side of the pass, shoreline erosion is related to jetties interrupting sediment transport southward from the western shoreline of Matagorda Bay, and to storms eroding the constructional beach extending northward from Matagorda Island. The modern flood delta at Pass Cavallo consists of a large, sandy platform, that is lobate into Espiritu Santo Bay with salt marsh, storm-tidal flats and tidal channels. The flood delta is located to the side of the channel pattern of Pass Cavallo, and appears to be active only during the high tides of hurricanes, tropical storms and "northers". There are three informal physiographic provinces on the flood delta, each one reflecting a different sediment supply and energy regime inherent in each bay and in the Gulf. 1) The Gulf of Mexico Province has the largest and best-developed intertidal beaches, surge channels, storm-tidal flats and mounds of all three provinces. Sand is the dominant sediment. 2) Matagorda Bay Province includes large marsh islands and tidal channels with fewer large vegetated mounds. Shell is very abundant in mounds, and a storm-tidal flats contain more mud and encroaching salt marsh than in the Gulf province. 3) Espiritu Santo Bay Province is composed mostly of sandy mud or muddy sand sediment, with the exception of erosional shell beaches that face a north or south fetch of 1 to 2 miles. This is the richest area biologically, consisting mostly of salt marsh and grassflats. / text

<p>Air intakes are a fundamental part of all high speed airbreathing propulsion concepts. The main purpose of an intake is to capture and compress freestream air for the engine. At hypersonic speeds, the intake’s surface and shock structure effectively slow the airflow through ram-air compression. In supersonic-combustion ramjets, the captured airflow remains supersonic and generates complicated shock structures. The design of these systems require careful evaluation of proposed operating conditions and relevant aerodynamic phenomena. The physics of these systems, such as the intake’s operability range, mass capture efficiency, back-pressure resiliency, and intake unstart margins are all open areas of research. </p> <p><br></p> <p>A high speed intake, dubbed the Indiana Intake Testbed, was developed for experimentation within the Boeing-AFOSR Mach 6 Quiet Tunnel at Purdue University. This inward-turning, mixed compression intake was developed from osculating axisymmetric theory and uses a streamtracing routine to create a shape-transitioned geometry. To account for boundary layer growth, a viscous correction was implemented on the intake’s compression surfaces. This comprehensive independent design code was pursued to generate an unrestricted geometry that satisfies academic inquiry into fluid dynamic interactions relevant to intakes. Additionally, the design code contains built-in analysis tools that are compared against CFD calculations and experimental data. </p> <p><br></p> <p>Two blockage models were constructed and outfitted with Kulite pressure transducers to detect possible intake start and unstart effects. Due to an error in the design code, the preliminary blockage models’ lower surfaces were oversized. The two intake models were tested over a freestream Reynolds number sweep, under noisy and quiet flow, at one non-zero angle of attack, and at a singular back-pressure condition. Back-pressure effects acted to unstart the intake and provide a comparison between forced-unstart and started states. The experimental campaign cataloged both tunnel starting and inlet starting conditions, which informed the design of the finalized model. The finalized model is presented herein. Future experiments to study isolator shock-trains, shock-wave boundary layer interactions, and possible instances of boundary layer transition on the intake’s compression surface are planned. </p>

<p>This is a thesis work proposed by Sweco System in order to carry out a study related to the heating system of a circular fuel oil storage tank or cistern. The study tank is a 23m diameter and 18m height with a storage capacity of around 7500m3 of Eo5 heavy fuel oil. The content ought to be at a minimum storage temperature of 50ºC so that the fuel oil is fluid enough and operation labors can be adequately performed. In fact, these types of heavy fuel oils have fairly high viscosities at lower temperatures and the heating and pumping system can be compromised at temperatures below the pour point. For this purpose a heating system is installed to maintain the fluid warm. So far the system was operated by an oil burner but there are plans to its replacement by a District Heating-heat exchanger combo. Thereby, tank heating needs, flow and thermal patterns and heat transfer within it are principally studied.</p><p> </p><p>Tank boundaries are studied and their thermal resistances are calculated in order to dimension heat supply capacity. The study implies Finite Elements (Comsol Multiphysics) and Finite Volume (Fluent) analysis to work out some stationary heat transfer by conduction cases on some parts and thermal bridges present on these boundaries. Afterwards both cooling and heating processes of the fuel oil are studied using several strategies: basic models and Computational Fluid Dynamics (CFD). CFD work with Fluent is focused on optimizing inlet and outlet topologies. Understanding the cooling process is sought as well; Fluent CFD transient models are simulated in this way as well. Additionally the effect of filling levels is taken into account leading to a multiphase (fuel oil and air) flow cases where especially heating coupling of both phases is analyzed.</p><p> </p><p>Results show that maximum heat supply needs are around 80kW when the tank temperature is around 60ºC and 70kW when it is around 50ºC. Expectedly the main characteristic of the flow turns out to be the buoyancy driven convective pattern. K-ε turbulence viscous models are applied to both heating and cooling processes showing thermal stratification, especially at the bottom of the tank. Hotter fluid above follows very complex flow patterns. During the heating processes models used predict fairly well mixed and homogenous temperature distribution regardless small stratification at the bottom of the tank. In this way no concrete inlet-outlet configuration shows clear advantages over the rest. Due to the insulation of the tank, low thermal conductivity of the fluid and vast amount of mass present in the tank, the cooling process is slow (fluid average temperature drops around 5.7 ºC from 60ºC in 15 days when the tank is full and ambient temperature is considered to be at -20ºC) and lies somewhere in the middle between the solid rigid and perfect mixture cooling processes. However, due to stratification some parts of the fluid reach minimum admissible temperatures much faster than average temperature does. On the other hand, as expected, air phase acts as an additional thermal resistance; anyhow the cooling process is still faster for lower filling levels than the full one.</p> / <p>El presente proyecto fue propuesto por Sweco Systems para llevar a cabo un estudio relacionado con el sistema de calefacción de una cisterna o tanque de almacenamiento de fuel oil circular. Dicho tanque tiene 23 m de diámetro  y 18 m de altura con una capacidad de almacenamiento de alrededor de 7500 m³ de Eo5 fuel oil pesado. El contenido mantenerse a una temperatura mínima de 50 ºC de manera que el fuel oil es suficientemente fluido para que las labores de operación puedan ser ejecutadas adecuadamente. De hecho, estos tipos de fuel oil pesado tienen altas viscosidades a bajas temperaturas y, por tanto, tanto los sistemas de calefacción y como el de bombeo pueden verse comprometidosr a temperaturas por debajo del pour point. Con este fin un sistema de calefacción es instalado para mantener el fluido suficientemente caliente. Hasta el momento, el sistema era operado por un quemador de fuel, sin embargo, hay planes que éste sea sustituido por un combo intercambiador de calor-District Heating. Por lo tanto, principalmente son estudiadas las necesidades de calefacción así como los flujos térmicos y fluidos.</p><p>Se estudian las fronteras del tanque, y sus respectivas resistencias térmicas son calculadas con el fin de dimensionar la capacidad necesaria de suministro de calor. El estudio implica Elementos Finitos (Comsol Multiphysics) y Volúmenes Finitos (Fluent) para elaborar análisis estacionarios de transferencia de calor por conducción en algunos casos. Existen puentes térmicos en las paredes y su importancia es también anallizada. Posteriormente se estudian tanto los procesos de calentamiento y enfriamiento del fuel oil utilizando diversas estrategias: modelos básicos y Dinámica de Fluidos Computacional (CFD). El trabajo con CFD se centra en la optimización de topologías de entradas y salidas del sistema. También es solicitado entender el proceso de enfriamiento; En este sentido, se simulan modelos CFD transitorios de Fluent. Además, el efecto de los niveles de llenado se tiene en cuenta dando lugar a estudios de flujo multifase (fuel oil y aire), haciendo hincapié en el análisis de acoplamiento de transferencia de calor entre las dos fases.</p><p>Los resultados muestran que las necesidades de calefacción máximas son de alrededor de 80kW cuando la temperatura del tanque es de alrededor de 60 º C y 70kW cuando está alrededor de 50 ºC. Como era de esperar, la principal característica de este tipo de flujos es la convección natural resultante de las fuerzas de flotabilidad. Se aplican modelos turbulentos k-ε a los procesos de calentamiento y enfriamiento, mostrando estratificación térmica, sobre todo en la parte inferior de la cisterna. El líquido más caliente que se sitúa encima muestra complejos patrones de flujo. Durante los procesos de calentamiento, los modelos utilizados predicen un buen mezclado y distribución homogénea de la temperatura independientemente de esta pequeña estratificación en la parte inferior de la cisterna. De esta manera, ninguna concreta configuración de entradas-salidas simuladas muestra claras ventajas sobre el resto. Debido al aislamiento de la cisterna, la baja conductividad térmica del fluido y la gran cantidad de masa presente en el tanque el proceso de enfriamiento es lento (la temperatura media del fluido desciende 5.7 º C desde 60 º C en 15 días cuando el tanque está lleno y la temperatura ambiente es de -20 º C) y se encuentra en algún lugar en medio de los procesos de enfriamiento del sólido rígido y perfecta mezcla. Sin embargo, debido a la estratificación, algunas partes el líquido alcanzan la temperatura mínima admisible mucho más rápido que la media de temperatura. Por otra parte, como se esperaba, la fase de aire actúa como una resistencia térmica adicional, de todos modos, el proceso de enfriamiento es aún más rápido para niveles de llenado más bajos que el lleno.</p>

This is a thesis work proposed by Sweco System in order to carry out a study related to the heating system of a circular fuel oil storage tank or cistern. The study tank is a 23m diameter and 18m height with a storage capacity of around 7500m3 of Eo5 heavy fuel oil. The content ought to be at a minimum storage temperature of 50ºC so that the fuel oil is fluid enough and operation labors can be adequately performed. In fact, these types of heavy fuel oils have fairly high viscosities at lower temperatures and the heating and pumping system can be compromised at temperatures below the pour point. For this purpose a heating system is installed to maintain the fluid warm. So far the system was operated by an oil burner but there are plans to its replacement by a District Heating-heat exchanger combo. Thereby, tank heating needs, flow and thermal patterns and heat transfer within it are principally studied.   Tank boundaries are studied and their thermal resistances are calculated in order to dimension heat supply capacity. The study implies Finite Elements (Comsol Multiphysics) and Finite Volume (Fluent) analysis to work out some stationary heat transfer by conduction cases on some parts and thermal bridges present on these boundaries. Afterwards both cooling and heating processes of the fuel oil are studied using several strategies: basic models and Computational Fluid Dynamics (CFD). CFD work with Fluent is focused on optimizing inlet and outlet topologies. Understanding the cooling process is sought as well; Fluent CFD transient models are simulated in this way as well. Additionally the effect of filling levels is taken into account leading to a multiphase (fuel oil and air) flow cases where especially heating coupling of both phases is analyzed.   Results show that maximum heat supply needs are around 80kW when the tank temperature is around 60ºC and 70kW when it is around 50ºC. Expectedly the main characteristic of the flow turns out to be the buoyancy driven convective pattern. K-ε turbulence viscous models are applied to both heating and cooling processes showing thermal stratification, especially at the bottom of the tank. Hotter fluid above follows very complex flow patterns. During the heating processes models used predict fairly well mixed and homogenous temperature distribution regardless small stratification at the bottom of the tank. In this way no concrete inlet-outlet configuration shows clear advantages over the rest. Due to the insulation of the tank, low thermal conductivity of the fluid and vast amount of mass present in the tank, the cooling process is slow (fluid average temperature drops around 5.7 ºC from 60ºC in 15 days when the tank is full and ambient temperature is considered to be at -20ºC) and lies somewhere in the middle between the solid rigid and perfect mixture cooling processes. However, due to stratification some parts of the fluid reach minimum admissible temperatures much faster than average temperature does. On the other hand, as expected, air phase acts as an additional thermal resistance; anyhow the cooling process is still faster for lower filling levels than the full one. / El presente proyecto fue propuesto por Sweco Systems para llevar a cabo un estudio relacionado con el sistema de calefacción de una cisterna o tanque de almacenamiento de fuel oil circular. Dicho tanque tiene 23 m de diámetro  y 18 m de altura con una capacidad de almacenamiento de alrededor de 7500 m3 de Eo5 fuel oil pesado. El contenido mantenerse a una temperatura mínima de 50 ºC de manera que el fuel oil es suficientemente fluido para que las labores de operación puedan ser ejecutadas adecuadamente. De hecho, estos tipos de fuel oil pesado tienen altas viscosidades a bajas temperaturas y, por tanto, tanto los sistemas de calefacción y como el de bombeo pueden verse comprometidosr a temperaturas por debajo del pour point. Con este fin un sistema de calefacción es instalado para mantener el fluido suficientemente caliente. Hasta el momento, el sistema era operado por un quemador de fuel, sin embargo, hay planes que éste sea sustituido por un combo intercambiador de calor-District Heating. Por lo tanto, principalmente son estudiadas las necesidades de calefacción así como los flujos térmicos y fluidos. Se estudian las fronteras del tanque, y sus respectivas resistencias térmicas son calculadas con el fin de dimensionar la capacidad necesaria de suministro de calor. El estudio implica Elementos Finitos (Comsol Multiphysics) y Volúmenes Finitos (Fluent) para elaborar análisis estacionarios de transferencia de calor por conducción en algunos casos. Existen puentes térmicos en las paredes y su importancia es también anallizada. Posteriormente se estudian tanto los procesos de calentamiento y enfriamiento del fuel oil utilizando diversas estrategias: modelos básicos y Dinámica de Fluidos Computacional (CFD). El trabajo con CFD se centra en la optimización de topologías de entradas y salidas del sistema. También es solicitado entender el proceso de enfriamiento; En este sentido, se simulan modelos CFD transitorios de Fluent. Además, el efecto de los niveles de llenado se tiene en cuenta dando lugar a estudios de flujo multifase (fuel oil y aire), haciendo hincapié en el análisis de acoplamiento de transferencia de calor entre las dos fases. Los resultados muestran que las necesidades de calefacción máximas son de alrededor de 80kW cuando la temperatura del tanque es de alrededor de 60 º C y 70kW cuando está alrededor de 50 ºC. Como era de esperar, la principal característica de este tipo de flujos es la convección natural resultante de las fuerzas de flotabilidad. Se aplican modelos turbulentos k-ε a los procesos de calentamiento y enfriamiento, mostrando estratificación térmica, sobre todo en la parte inferior de la cisterna. El líquido más caliente que se sitúa encima muestra complejos patrones de flujo. Durante los procesos de calentamiento, los modelos utilizados predicen un buen mezclado y distribución homogénea de la temperatura independientemente de esta pequeña estratificación en la parte inferior de la cisterna. De esta manera, ninguna concreta configuración de entradas-salidas simuladas muestra claras ventajas sobre el resto. Debido al aislamiento de la cisterna, la baja conductividad térmica del fluido y la gran cantidad de masa presente en el tanque el proceso de enfriamiento es lento (la temperatura media del fluido desciende 5.7 º C desde 60 º C en 15 días cuando el tanque está lleno y la temperatura ambiente es de -20 º C) y se encuentra en algún lugar en medio de los procesos de enfriamiento del sólido rígido y perfecta mezcla. Sin embargo, debido a la estratificación, algunas partes el líquido alcanzan la temperatura mínima admisible mucho más rápido que la media de temperatura. Por otra parte, como se esperaba, la fase de aire actúa como una resistencia térmica adicional, de todos modos, el proceso de enfriamiento es aún más rápido para niveles de llenado más bajos que el lleno.