CHAPTER-5

RESULTS AND DISCUSSION

5.1 OBSERVATION TABLES:
5.1.1 Shock tubes analysis.
P4
P1

5.1.2 Effect on Shock Wave Properties with Changing

(Inviscid

Model)
Table 5.1: Effect on Shock wave Properties with changing P4/P1
%
Compr
ession

Mac
h
No

88

Simulated Values
P2/P
1

P5/P
1

2.2

6.03

23.2

90

2.41

5.40

92

2.62

7.66

94

2.88

9.47

96

3.03

11.2
4

25.3
4
35.0
5
48.0
6
61.7
9

P4/P
1
14.4
2
16.8
23.4
2
37.8
6
49.0
5

Theoretical Values

T2/T
1

T5/T
1

1.86

2.86

1.93

2.99

2.13

3.36

2.38

3.90

2.63

4.36

T2/T
1
1.86

T5/T
1
2.88

2.04

3.32

2.54

3.80

2.92

4.44

2.71

4.83

P2/P
1
5.48
5.61
7.84
9.51
10.5
4

From the above table the Mach number is a direct function of driver pressure

ratio

P4
)
P 1 , variation of which is obtained by varying percentage compression

in driver volume.
5.1.3 Effect on Shock wave Properties with changing

P4
P1

(Viscous Model)

Table 5.2: Shock wave Properties with changing P4/P1 (Viscous model)
%Compression

Simulated Values

44

P5/P
1
20.4
5
26.8
5
34.9
7
46.0
4
49.0
0

Mach
No

P2/P
1

88

2.29

5.45

90

2.4

5.93

92

2.60

7.46

94

2.88

9.43

96

3.202

11.8
96

P5/P
1
18.7
6
21.7
2
29.0
2
39.6
8
47.5
8

P4/P
1
14.8
1

T2/T
1

T5/T1

1.9

2.86

16.8

1.97

3.03

2.2

3.53

2.52

4.16

2.81

4.73

24.4
8
38.1
8
44.9
5

The table describes the effects of viscosity on various parameters of shock waves.
Similar to the in-viscid model, in viscous model also shock wave properties are
direct function of Mach number.
5.1.4 Comparison between Viscous Flow & In-viscid Flow for Constant P4/P1
Table 5.3: Comparison between Viscous Flow & In-viscid Flow for Constant P4/P1

Properties

In-viscid

Viscous

Mach Number
P2/P1

2.62
7.66

2.60
7.46

P5/P1

35.05

29.02

T2/T1
T5/T1

2.13
3.36

2.2
3.53

On comparing viscous and in-viscid models, shock properties i.e. shock strength
is less and temperature ratio is more in viscous model than in in-viscid model
because of viscous effects.
5.1.5 Effect of Varying Diameter of shock tube on Shock Wave Properties
Table 5.4: Effect of Varying Diameter of shock tube on Shock Wave Properties
Simulated Values
Diameter
(m)

Mach
No

P4/P1

P2/P1

45

P5/P1

T2/T1

T5/T1

0.05

5.76

0.025

5.65

0.01

3.27

0.005

3.2

0.001

3.02

222.07

8.33

14.86

7.33

15.09

50.34

3.24

4.82

13.32

45.39

3.16

4.66

13.52

45.39

76.019

184.76

78.96

168.77

12.33

188.5
69.5
58.62
53.49

4.96
3.16

From the above table, it can be inferred that, the Mach number is less in smaller
diameter shock tubes because; the viscous effects are more when diameter is
small.
5.1.6 Effect of Varying Length of Shock Tube on Shock Wave Properties
Table 5.5: Effect of Varying Length of Shock tube on Shock Wave Properties
Length of Shock
Tube (m)

Simulated Values
P2/P1

P5/P1

P4/P1

T2/T1

T5/T1

0.7

Mac
h No
3.03

11.84

47.67

62.4

2.79

4.57

0.8

3.08

12.33

50.34

69.5

2.94

4.82

0.9

3.20

12.63

51.24

71.5

3.1

5.00

1.4

3.1

11.43

44.66

68.4

3.3

5.34

From the above table, it can be inferred the variation of shock wave properties
with the variation of length of the shock tube under constant diameter and driver
pressure ratio.
5.2 GRAPHS:
5.2.1 Shock tubes Analysis

46

Point A
Point B

Pressure Profile
with Diaphragm Velocity 100 m/s

P re ssu re (P a )

1.2 10

1 10

8 10

6 10

4 10

2 10

-2 10
0
0 10

2 10

-3

4 10

-3

6 10

-3

8 10

-3

10 10

-3

-3

12 10

14 10

-3

-3

16 10

Flow Time (s)

Fig 5.1: Pressure Profile with Diaphragm Velocity of 100m/s

When diaphragm moving with a velocity of 100m/s, pressure variation across
above mentioned points is as shown in the graph (Fig 5.1). This shows there is an
increase of 0.5bar pressure at both point A and point B, with that magnitude it
cannot be consider as a shock wave but it can be considered as a pressure wave.

47

Point A

Pressure (pa)

Point B
6 10

5 10

4 10

3 10

2 10

1 10

Pressure Profile
With Diaphragm Velocity 600 m/s

0
5

-1 10
0
0 10

1 10

-3

-3

2 10

3 10

-3

4 10

-3

5 10

-3

6 10

-3

7 10

-3

Flow Time (s)

Fig 5.2: Pressure Profile with Diaphragm Velocity of 600m/s

So to obtain the shock wave, the velocity of diaphragm is increased from 100m/s
to 600m/s. Now there is an increase of 5.6bar and 3.6 bar pressure at point A and
point B respectively (as shown in fig 5.2). But still this cannot be call as a shock
wave because it reached those values in 200 to 240s, which should be around
less than 100 s to call it as a shock wave.
This is because of insufficient mass flow at point B because of not having
instantaneous rise of pressure near diaphragm, which is instantaneous in practical
scenario by sudden bursting of diaphragm.

48

Point A
Point B

Pressure Profile

Point C
Point D 7
3.5 10
3 10

Pressure (pa)

2.5 10
2 10

1.5 10
1 10

5 10

0
6

-5 10
0
-6
-3
-3
-3
-3
-3
-3
-3
0 10 500 10 1 10 1.5 10 2 10 2.5 10 3 10 3.5 10 4 10

Flow Time (s)

Fig 5.3: Pressure Profile for All Points

From the above graph (fig5.3) it can be observe that, the pressure rise is 50bar at
point A and this rise is obtained in time 150 s . Hence we can say it as a shock
wave.
Mach number
From definition, mach no =

velocity of shock air

velocity of soundair

To calculate velocity of shock, two points have been considered (i.e. point A and
point B from fig 5.3) and enlarged in fig 5.4.

49

Point A

Pressure (pa)

Point B
2.5 10

2 10

1.5 10

Pressure Profile

T
1 10

5 10

-5 10

1 10

-3

-3

1.1 10

-3

1.1 10

-3

1.2 10

-3

1.3 10

Flow Time (s)

Fig 5.4: Enlarged Pressure Profile for Points A and B
Time taken by shock to travel from point A to Point B is 200 s .
Velocity

of

shock

time taken by shock

Distance between two points( S)
travel between these 2 points (T )

0.5
6
20010

= 2500 m/s
Mach number =

2500
347

= 7.2

50

P2

Primary Shock Strength ( P 1

From fig 5.5 it can be observed that, at point A the rise of pressure at two different
times, the ratio of first pressure rise to initial pressure in the shock tube is known
as primary shock strength. This can be calculated as below:

Point B

Pressure Profile

Pressure (pa)

6.6 10

5.28 10

3.96 10

2.64 10

1.32 10

0
-3
1 10

-3

1.1 10

1.2 10

-3

-3

1.3 10

-3

1.4 10

-3

1.5 10

Flow Time (s)

Fig 5.5: Primary Pressure Rise at Point B

6
As shown in the graph (Fig5.6) the pressure rise is (P) = 5.6* 10 Pa

P2 = 5.6* 106 + 101325Pa (i.e. initial pressure P1 =101325)

= 6701325 Pa

P2

Primary Shock strength ( P 1

=

6701325
101325

P5

Reflected Shock Strength ( P 1

51

= 65.11

The ratio of second pressure rise to initial pressure in the shock tube is known as
reflected shock wave pressure. From the graph (fig5.6) the pressure rise of
reflected shock is (P) =2.03* 10

Pa

7
P5 = 2.03* 10 + 101325Pa

= 20401325 Pa

P5

Therefore Reflected shock strength ( P 1

Pressure (pa)

Point B

1.68 10

1.26 10

8.4 10

4.2 10

20401325
101325

= 201.35.

Pressure Profile

Reflected
Shock

Primary
Shock

0
0 10

500 10

-6

1 10

-3

-3

1.5 10

2 10

-3

-3

2.5 10

3 10

-3

-3

3.5 10

4 10

-3

Flow Time (s)

Fig 5.6: Primary and Reflected Pressures Rise at Point B
T2

Primary Shock Temperature Ratio ( T 1

It is the ratio of temperatures of primary shock to the initial temperature in shock
tube. This is calculated as below:

52

From the graph (fig5.7), it can be observed that primary shock temperature is
raised to 4150K from 300K

T2
T1

4150
300

= 13.83
T5

Reflected Shock Temperature Ratio ( T 1

It is the ratio of reflected shock temperature to initial temperature in shock tube.
This is calculated as:
From the graph (fig5.7), it can be observed that secondary shock temperature is
raised to 4740K from 300K

T5
T1

4740
300

= 15.8

53

Point B

Temperature Profile

4740

3792

Temperature (K)

Reflected Shock
Temperature
2844

Primary Shock
Temperature
1896

948

0
-6
-3
-3
-3
-3
-3
-3
-3
500 10 1 10 1.5 10 2 10 2.5 10 3 10 3.5 10 4 10

Flow Time (S)

Fig5.7: Primary and Reflected Temperature Rise at Point B

Effect on Shock Wave Properties with Changing

P4
P1

(Inviscid Model)

The Mach number is a direct function of driver pressure ratio

P4
)
P1

which is

as shown in fig 5.8 studied the all variations with respect to the Mach number than
driver pressure ratio.
The following result which are shown in this section ( i.e fig 5.8 to fig 5.12).

54

Mach No

For constant Diameter 0.01 m

and length 0.7 m of shock tube

3.2

Mach No

2.8

2.6

2.4

2.2

2
10

15

20

25

30

35

40

45

50

P4/P1

Fig 5.8: Driver Pressure Ratio Vs Mach No.

P2/P1_Simulated Values
P2/P1_Theoretical Values

For constant Diameter 0.01 m

and length 0.7 m of shock tube
12

11

P2/P1

10

5
2

2.2

2.4

2.6

2.8

Mach No

Fig 5.9: Mach No. Vs Primary Shock Strength

55

3.2

P5/P1 Simulated Values

P5/P1 Theoretical Values

For constant Diameter 0.01 m

and length 0.7 m of shock tube

70

60

P5/P1

50

40

30

20

10

0
2

2.2

2.4

2.6

2.8

3.2

Mach No

Fig 5.10: Mach No. Vs Reflected Shock Strength

T2/T1 Simulated Values
T2/T1 Theoretical Values

For constant Diameter 0.01 m

and length 0.7 m of shock tube

2.8

T 2 /T 1

2.6

2.4

2.2

1.8

1.6
2

2.3

2.5

2.8

Mach No

Fig 5.11: Mach No. Vs Primary Shock Temperature Ratio

56

T5/T1 Simulated Values

T5/T1 Theoretical Values

For constant Diameter 0.01 m

and length 0.7 m of shock tube

T 5 /T 1

4.5

3.5

2.5
2

2.2

2.4

2.6

2.8

3.2

Mach No

Fig 5.12: Mach No. Vs Reflected Shock Temperature Rati

From the above graphs (fig5.8 to fig5.12), it can be conclude that, the primary
P2
P5

shock strength ( P 1 , reflected shock strength ( P 1 , primary shock

T2

temperature ratio ( T 1

T5

and reflected shock temperature ratio ( T 1

are

direct function of Mach number and there are some variations in simulation
results with theoretical results because the mass flow not instantaneous.
P2

The variation occurred in simulated values of primary shock strength ( P 1 ,

P5
T2

reflected shock strength ( P 1 , primary shock temperature ratio ( T 1

57

and

T5

reflected shock temperature ratio ( T 1

on comparison with the theoretical

values are less than are equal to 10%, 26%, 18% and 10% respectively.
Effect on Shock wave Properties with changing

P4
P1

(Viscous Model)

In real world scenario fluid inside shock tube exhibits viscosity, which affects
shock wave properties, this section (fig5.13 to fig5.17) describes the effects of
viscosity on various parameters of shock waves.

Mach No

For constant Diameter 0.01 m

and length 0.7 m of shock tube

3.4

M ach No

3.2

2.8

2.6

2.4

2.2
10

15

20

25

30

35

40

P4/P1

Fig 5.13: Driver Pressure Ratio Vs Mach No.

58

45

P2/P1 Simulated Values

For constant Diameter 0.01 m

and length 0.7 m of shock tube
12

11

P2/P1

10

5
2.2

2.4

2.6

2.8

3.2

3.4

Mach No

Fig 5.14: Mach No. Vs Primary Shock Strength

P5/P1 Simulated Values

For constant Diameter 0.01 m

and length 0.7 m of shock tube
50

45

P5/P1

40

35

30

25

20

15
2.2

2.4

2.6

2.8

Mach No

59

3.2

3.4

Fig 5.15: Mach No. Vs Reflected Shock Strength

T2/T1 Simulated Values

For constant Diameter 0.01 m

and length 0.7 m of shock tube
3

2.8

T2/T1

2.6

2.4

2.2

1.8
2.2

2.4

2.6

2.8

3.2

3.4

Mach No

Fig 5.16: Mach No. Vs Primary Shock Temperature Ratio

T5/T1 Simulated Values

For constant Diameter 0.01 m

and length 0.7 m of shock tube
5

T 5 /T 1

4.5

3.5

2.5
2.2

2.4

2.6

2.8

3.2

Mach No

Fig 5.17: Mach No. Vs Reflected Shock Temperature Ratio

60

3.4

Similar to the in-viscid model, in viscous model also shock wave properties are
direct function of Mach number.
From the above graphs (fig5.13 to fig5.17), it can be conclude that, the primary
P2
P5

shock strength ( P 1 , reflected shock strength ( P 1 , primary shock

T2
T5

temperature ratio ( T 1
and reflected shock temperature ratio ( T 1
are
direct function of Mach number
Effect of Varying Diameter of shock tube on Shock Wave Properties
This section (from fig5.18 to fig5.22) will explain the effect of varying diameter
P4

on shock wave properties under constant driver pressure ratio ( P 1 .

From the below graph (fig 5.18), it can be inferred that, the Mach number is less
in smaller diameter shock tubes because; the viscous effects are more when
diameter is small.

61

For Constant P4/P1

Mach No
6

M ach No

5.5

4.5

3.5

3
0
0 10

10 10

-3

-3

20 10

-3

30 10

-3

40 10

-3

50 10

60 10

-3

Diameter of Shock tube (m)

Fig 5.18: Diameter of Shock Tube Vs Mach No.

P2/P1

for constant P4/P1

80

70

P2/P1

60

50

40

30

20

10
0
0 10

10 10

-3

20 10

-3

30 10

-3

40 10

-3

50 10

-3

60 10

-3

Diameter of Shock tube (m)

Fig 5.19: Diameter of Shock Tube Vs Shock Strength

From above graph the primary pressure ratio is direct function of diameter of
shock tube

62

P5/P1

For Constant P4/P1

200
180
160

P5/P1

140
120
100
80
60
40
0
0 10

10 10

-3

20 10

-3

30 10

-3

40 10

-3

-3

50 10

60 10

-3

Diameter of Shock tube (m)

Fig 5.20: Diameter of Shock Tube Vs Reflected Shock Strength

From above graph the reflected shock strength is direct function of diameter of
shock tube

T2/T1

For constant P4/P1

T2/T1

3
0
0 10

-3

10 10

20 10

-3

-3

30 10

-3

40 10

-3

50 10

-3

60 10

Diameter of Shock tube (m)

Fig 5.21: Diameter of Shock Tube Vs Primary Shock Temperature Ratio

63

T5/T1

for constant P4/P1

16

14

T5/T1

12

10

4
0
0 10

10 10

-3

20 10

-3

-3

30 10

40 10

-3

50 10

-3

60 10

-3

Diameter of Shock tube (m)

Fig 5.22: Diameter of Shock Tube Vs Reflected Shock Temperature Ratio

As the shock wave properties are direct function of Mach number, these properties
are also lower in magnitude in smaller diameter shock tubes compared to the
larger diameter ones (As depicted in fig5.19 to fig5.22).The variation of shock
wave properties also very less with at larger diameter shock tubes.
Effect of Varying Length of Shock Tube on Shock Wave Properties
The graphs (From Fig 5.23 to fig 5.27) describe the variation of shock wave
properties with the variation of length of the shock tube under constant diameter
and driver pressure ratio.
From (fig 5.23), it can inferred that, Mach number is increasing with the increase
in length of shock tube up to certain value of the shock tube length and then its
decreases ,this is because of insufficient mass flow and driver pressure ratio.

64

Mach No

For Constant Dia of 10mm and Constant P4/P1

3.25

M ach No

3.2

3.15

3.1

3.05

3
-3
600 10

800 10

-3

1 10

1.2 10

1.4 10

1.6 10

Length of Shock tube (m)

Fig 5.23: Length of Shock Tube Vs Mach No.

P2/P1

For constant P4/P1

12.8

12.6

P2/P1

12.4

12.2

12

11.8

11.6

11.4
-3
600 10

800 10

-3

1 10

1.2 10

1.4 10

1.6 10

Length of Shock tube (m)

Fig 5.24: Length of Shock Tube Vs Primary Shock Strength

65

From above graph the Primary shock strength is increases as length of

shock tube increases

P5/P1

For constant P4/P1

52
51
50

P5/P1

49
48
47
46
45
44
-3
600 10

800 10

-3

1 10

1.2 10

1.4 10

1.6 10

Length of Shock tube (m)

Fig 5.25: Length of Shock Tube Vs Reflected Shock Strength

From above graph the reflected shock strength is increases as length of
shock tube increases

T2/T1

For constant P4/P1

3.4

3.3

T 2 /T 1

3.2

3.1

2.9

2.8

2.7
-3
600 10

800 10

-3

1 10

1.2 10

Length of Shock tube (m)

66

1.4 10

1.6 10

Fig 5.26: Length of Shock Tube Vs Primary Shock Temperature Ratio

From above graph the primary shock temperature ratio is increases as
length of shock tube increases

T5/T1

For constant P4/P1

5.4

5.2

T5/T1

4.8

4.6

4.4
-3
600 10

800 10

-3

1 10

1.2 10

1.4 10

1.6 10

Length of Shock tube (m)

Fig 5.27: Length of Shock Tube Vs Reflected Shock Temperature Ratio
From above graph the reflected shock temperature ratio is increases as
length of shock tube increases

5.2.2 Analysis on Micro Jets

For a diaphragm velocity of 1 m/sec the fluid velocity at outlet is 120m/sec (refer
fig 5.28) which is matching with the practical data with an error of 16.67%.

67

V_exit 1m/sec_D3_d300

Diaphragm velocity 1 m/sec

140

Velocity m/sec

120

100

80

60

40

20

0
0

0.0002

0.0004

0.0006

0.0008

0.001

Flow Time (sec)

Fig 5.28: Velocity of Fluid at the Exit for a Diaphragm Velocity of 1m/sec
For a velocity of 2m/s is given to the diaphragm which shows velocity of fluid
160m/s at exit, and after the diaphragm velocity becomes zero, velocity of fluid at
68

exit drops continuously but it is not instantaneous which is because of

compressibility nature of fluid. Also the pressure is increased to 1.25 bar and then
decreased slowly, (fig 5.29 and fig 5.30).
D3_d100

Pressure (pascal)

Diaphragm velocity 2 m/sec

1.25 10

1.2 10

1.15 10

1.1 10

1.05 10

1 10

0.001

0.002

0.003

0.004

0.005

0.006

0.007

0.008

Time (sec)

Fig 5.29: Pressure of Fluid for Compressible Air at the Exit

69

D3_d100_air

Diaphragm velocity 2 m/sec

200

Velocity m/sec

150

100

50

0
0

0.001

0.002

0.003

0.004

0.005

0.006

0.007

0.008

Time (sec)

Fig 5.30: Velocity of Fluid for Compressible Air at

Exit

70

V_Exit_D3
mm
V_Exit_D4
mm
V_Exit_D5
3500
mm

Diaphragm Velocity 1m/s

3000

Velocity (m/s)

2500
2000
1500
1000
500
0
-500
0
0 10

50 10

-6

-6

-6

-6

-6

-6

-6

100 10 150 10 200 10 250 10 300 10 350 10 400 10

-6

Flow Time (s)

Fig 5.31: Velocity of Fluid at Exit for Variable Inlet Diameter

From the (fig 5.31) it can be observed that the velocity of fluid is proportional to
initial diameter i.e. increase in initial diameter will lead to increase in fluid at exit
because of increased mass flow

71

V_Exit_L3.5mm
V_Exit_L4.5mm
V_Exit_L5.5mm

Diaphragm Velocity 1m/s

2500

Velocity (m/s)

2000

1500

1000

500

-500
0
0 10

-6

-6

-6

-6

-6

-6

-6

50 10 100 10 150 10 200 10 250 10 300 10 350 10 400 10

-6

Flow Time (s)

Fig 5.32: Velocity of Fluid for Variable length of Cylinder

From the graph (fig 5.32), it can be observed that there is a little variation in the
velocity of fluid at exit i.e. velocity is more when length has increased, this is
because of change in compression volume of larger cross section of micro jet
design.

72

V_Exit_d0.1mm
V_Exit_d0.2mm
V_Exit_d0.3mm

Diaphragm velocity 1m/s

2500

Velocity (m/s)

2000

1500

1000

500

-500
0
0 10

50 10

-6

-6

-6

-6

-6

-6

-6

100 10 150 10 200 10 250 10 300 10 350 10 400 10

-6

Flow Time (s)

Fig 5.33: Velocity of Fluid for Variable Outlet Diameter

73

velocity of the jet at exit

Velocity of Fluid At Exit for Varying Diameter

v e lo c ity ( m /s e c )

2000

1500

1000

500

0
-3
50 10

100 10

-3

150 10

-3

200 10

-3

250 10

-3

300 10

-3

350 10

-3

Diameter (m)

Fig 5.34: Velocity of Fluid at Exit for Variable Outlet Diameter

V_3,0_D4mm
V_3,0.0005_D4mm
V_3,0.001_D4mm

Diaphragm Velocity 2m/s

16

V elocity (m /s)

14
12
10
8
6
4
2
0
0
0 10

-6

50 10

-6

-6

-6

-6

-6

-6

100 10 150 10 200 10 250 10 300 10 350 10 400 10

-6

Flow time (s)

From
the graph (fig5.33 & fig5.34), it can be observed that, the fluid velocity at exit is
inversely proportional to exit diameter, i.e. the decrease in diameter will lead to
the increase in fluid velocity at exit, which is because of increased value of initial
diameter to exit diameter ratio lead to the increased mass flow.

74

Fig 5.35: Velocity of Fluid across Diameter of the Cylinder

From the above graph (fig 5.35), it can inferred that the velocity of fluid is
maximum at center where as the velocity of fluid is less nearer to the wall
compared to the center, because viscosity effects is more nearer to the wall.

75