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The purpose of this paper is to describe a procedure to simulate impact-driven liquid jets by computational fluid dynamics (CFD). The proposed CFD model is used to investigate nozzle flow behavior under ultra-high injection pressure and jet velocities generated by the impact driven method (IDM).

A CFD technique was employed to simulate the jet generation process. The injection process was simulated by using a two-phase flow mixture model, while the projectile motion was modeled the moving mesh technique. CFD results were compared with experimental results from jets generated by the IDM.

The paper provides a procedure to simulate impact-driven liquid jets by CFD. The validation shows reasonable agreement to previous experimental results. The pressure fluctuations inside the nozzle cavity strongly affect the liquid jet formation. The average jet velocity and the injection pressure depends mainly on the impact momentum and the volume of liquid in the nozzle, while the nozzle flow behavior (pressure fluctuation) depends mainly on the liquid volume and the impact velocity.

Results may slightly deviate from the actual phenomena due to two assumptions which are the liquid compressibility depends only on the rate of change of pressure respected to the liquid volume and the super cavitation process in the generation process is not taken into account.

Results from this study will be useful for further designs of the nozzle and impact conditions for applications of jet cutting, jet penetration, needle free injection, or any related areas.

This study presents the first success of employing a commercial code with additional user defined function to calculate the complex phenomena in the nozzle flow and jet injection generated by the IDM.

This paper aims to present an experimental investigation of an active flow control solution mounted at rear of a sport utility vehicle (SUV) with the objective of drag reduction, thanks to a selection of flow control parameters leading to a pressure increase on the tailgate.

A flow control design of experiments was conducted with a pulsed jet system mounted on the top and sides of the rear window of the vehicle. The wall pressure, instantaneous velocity and drag were measured with this prototype in a wind tunnel. A dynamic modal decomposition (DMD) analysis of the pressure enables to describe the pressure fluctuations. Fluid dynamic computations show relation between pressure and velocity fields.

Measurements with this prototype in the wind tunnel revealed small improvements in drag for the best flow control configurations. This small benefit is because of the core of the upper span wise vortex further away from the rear window than the lower span wise vortex. These small improvements in drag were confirmed with pressure measurements on the rear window and tailgate. The DMD analysis of the surface pressure showed a low frequency pendulum oscillation on the lower area of the tailgate, linked with low velocity frequencies in the shear layers near the tailgate.

Experimental and numerical results show interest to increase pressure at bottom of the rear end of this SUV prototype. The dynamic description of the wall pressure shows importance of flow control solutions reducing pressure fluctuations at low frequencies in the lower area of the tailgate.

The purpose of this study is to compare two unsteady actuators: an oscillator and a sweeping jet. Both actuators can produce an oscillating jet of different amplitudes and frequencies without any moving parts, making them an attractive actuator concept. The Coanda effect phenomenon can explain the operating principles of these two unsteady actuators.

A numerical study was conducted to compare the amplitudes and frequencies of fluidic and sweeping jet (SJ) oscillators to obtain an efficient actuator to control separated flows at high Reynolds numbers. For this goal, two-dimensional unsteady Reynolds-averaged Navier-Stokes simulations were carried out using computational fluid dynamics (CFD) fluent code to evaluate the actuator performances. The discrete fast Fourier transform method determined the oscillation frequencies.

The oscillation frequencies gradually increase as the inlet pressure increases. The characteristics and dimensions of the vortices produced in the mixing chamber and feedback loops vary overtime when the injected fluid is swept sideways. The frequencies supplied by the SJ are stronger than those obtained by the fluidic oscillator, which may contribute to improving the aerodynamic performance at a lower power supply cost.

The existence of the splitter in the fluidic oscillator led to the production of separate pulses, which would be useful in various industrial applications, including active control of combustion and mixing processes while other applications such as flow separation control require SJs. With the latter actuator higher and interesting frequencies can be obtained, leading to efficient flow control.

Discusses the problem definition and solving strategies contained in the TRIZ methodology. Constructed around the findings of over 1,500 person years of research, and the systematic extraction of knowledge from nearly 3 million of the world’s strongest patents, the Russian Theory of Inventive Problem Solving, TRIZ, has identified a number of design contradiction‐eliminating strategies, and distinct and predictable technology evolution patterns. These patterns and their use in the context of current and projected future manufacturing methods and systems are discussed.

This paper aims to present an optimization method of the input driving signal of a piezoelectric inkjet printhead to improve droplet consistency and increase jetting frequency.

The optimization target is the transient pressure in the nozzle caused by the input driving signal, which directly generates the droplets. After demonstrating the linearity of the driving input and system pressure, an analytic model as a transfer function was developed, allowing calculation of the pressure vibration in the nozzle for an arbitrary input. Different patterns of input signal were parameterized and applied into the optimizing function, which represents the difference between the ideal and the actual pressure vibration. By determining the function minimum, the optimized parameters of the input signal were estimated.

Optimization results of different input patterns were compared and verified by the numerical model of the printhead, and it was revealed that the optimization method that combined the quenching pulse and an increased falling time interval was more effective than use of a single method.

After the process of optimization, a new type of input signal to the piezoelectric inkjet printhead was showed. By this method, the frequency of the printhead could be increased without losing consistency of droplets.

THE aerodynamic sessions of this year's Annual Meeting were not quite as dramatic as in some preceding years. But how can such sessions remain always at the highest pitch? Aeroplane designers have broken through the sonic barrier and aerodynamicists now understand far better compressibility effects and supersonics. One cannot expect every year a startling announcement of the kind that von Kármán used to make, that the drag coefficient would actually drop in supersonic flight, or that camber contributes nothing to lift at the highest speeds. This intellectual calm is only temporary. Rocket flight at a hundred miles altitude where molecules become individuals will bring tine new problems. So will the design of artifificial satellites. But for the time being, research men and engineers must present papers that dig deep but do not strike out into new territory. Also it is barely possible that there is another reason for the less exciting character of the aerodynamic papers—the word ‘Restricted’. For example, in one session it appeared that the fuel consumption of a jet‐propelled helicopter is still restricted information. To mark things ‘Re‐stricted’ or ‘Confidential’ can become a tiresome habit. However, there was no lack of the striking in other directions. What, for example, could be more intriguing than a session entitled Human Engineering in Aviation? Aeronautics is not all a matter of physics, mathematics, design and innumerable gadgets. It is more than fitting that psychologists, teachers, physicians should play their part and make the life of the pilot an easier one. Of course, the engineers do occasionally develop ‘gadgets’ that help the pilot, as witness the remarkable Sperry Zero Reader (discussed in the Instruments Session), and Air‐Borne Radar (Air Transport Session) that seems to be coming into its own.

DEVELOPMENT efforts in both the B‐70 and F‐111 programmes have demonstrated that steady‐state pressure distortion considerations are no longer sufficient to determine if the inlet/engine components of the propulsion system are compatible and operate in a stable manner for all flight conditions. Modern high speed aircraft operate in modes where the effects of shocks and boundary layers produce an inlet distortion environment which has considerable temporal variation. Early in a programme, the engine manufacturer must determine design requirements to enable operation with combined steady and unsteady flow distortions.

ACCORDING to historical records the earliest known drawings for an aerial machine that can be classified under the heading of helicopter were made in the fifteenth century by the world renowned Italian scientist and artist Leonardo da Vinci (1452–1519). Probably the Chinese had been making their helicopter toy for some considerable time before da Vinci commenced his experiments. This toy consisted of two feathers, joined together by means of a cork or soft wood boss, to form a crude type of propeller which was pushed up a threaded stick so that upon leaving the stick the propeller rotated at high speed and continued to screw itself up in the air. When the speed of rotation decreased the propeller slowly windmilled down to the ground. A similar toy is still being sold today.

The purpose of this paper is to examine entropy generation rate in the flow and temperature field due pulsed impinging jet on to a flat plate. Heat transfer of pulsed impinging jets has been investigated by many researchers. Entropy generation is one of the parameters related to the second law of thermodynamics which must be analyzed in processes with heat transfer and fluid flow in order to design efficient systems. Effect of velocity profile parameters and various nozzle to plate distances on viscous and thermal entropy generation are investigated.

In this study, the flow and temperature field of a pulsed turbulent impinging jet are simulated numerically by the finite volume method with appropriate boundary conditions. Then, flow and temperature results are used to calculate the rate of entropy generation due to heat transfer and viscous dissipation.

Results show that maximum viscous and thermal entropy generation occurs in the lowest nozzle to plate distance and entropy generation decreases as the nozzle to plate distance increases. Entropy generation in the two early phase of a period in the most frequencies is more than steady state whereas a completely opposite behavior happens in the two latter phase. Increase in the pulsation frequency and amplitude leads to enhancement in entropy generation because of larger temperature and velocity gradients. This phenomenon appears second and even third peaks in entropy generation plots in higher pulsation frequency and amplitude.

The predictions may be extended to include various pulsation signal shape, multiple jet configuration, the radiation effect and phase difference between jets.

The results of this paper are a valuable source of information for active control of transport phenomena in impinging jet configurations which is used in different industrial applications such as cooling, heating and drying processes.

In this paper the entropy generation of pulsed impinging jet was studied for the first time and a comprehensive discussion on numerical results is provided.

The bulk of jet engine noise developed at high powers arises from the turbulent mixing of the jet efflux in the surrounding air, as judged from model experiments, and has a continuous spectrum with a single flat maximum. The high frequency sound arises from fairly close to the orifice, and reaches its maximum intensity at fairly large acute angles to the jet direction. Lower frequency noise arises from lower down stream and its maxima make smaller acute angles with the jet axis. The possible origins are briefly discussed in view of Lighthill's theory and refraction effects. The most intensesound has a wave‐length of the order of three or four exit diameters, and originates between five and ten diameters from the orifice. A semi‐empirical rule of noise energy depending on the jet velocity to the eighth power and the jet diameter squared gives a rough estimate of the noise level for both cold and heated jets. Further noise from heated or supersonic jets may occur through eddies travelling at supersonic speed and so producing small Shockwaves. Model experiments have shown that interaction between shock‐wave configurations in choked jets and passing eddy trains generates sound and this initiates further eddies at the orifice. The directional properties of this sound are quite distinctive, the maximum being in the upstream direction. Methods of reducing jet noise are briefly discussed.