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Job Kurian
Chapter-3
Module 3 Lectures 13 - 18
Shock Tube
Keywords: Moving shocks, shock tube, Rankine Hugoniot equations, shock
velocity, gas particle velocity in shock tube, diaphragm pressure ratio, reflected shock,
shock tube boundary layer, observation time in shock tubes.
Topics
3.0 Introduction
3.1 The shock tube
3.2 Shock tube equations
3.3 Comparison between shock heating and isentropic heating
3.4 Particle velocity behind moving shock
3.5 Dependence of shock strength on diaphragm pressure ratio
3.6 Reflected shocks
Reflected shock parameters
3.7 Viscous effects and the shock tube boundary layer
3.8 Observation time in shock tube
3.9 Interaction of reflected shock and the contact surface
3.10 Shock tube diaphragm and bursting techniques
3.11 Measurement of shock speed
1
Dept. of Aerospace Engg., Indian Institute of Technology, Madras
Experimental Aero(Gas) dynamics Prof. Job Kurian
Chapter-3
3.0 Introduction
The shock tube is a device in which a plane propagating shock is produced in a long tube by
the abrupt rupturing of the diaphragm separating one section of the tube at higher pressure than
that in the other section. This device, developed after a series of studies and experiments in mid
1800s started with the realization that waves from explosions travel at a velocity faster than the
sound waves. In 1948 Sir George Stokes discussed the instability of finite amplitude sound
waves. Paul Vieille (1899) measured the speed of the pressure pulse generated in a glass tube
in which a thin diaphragm across a pressure ratio of 27atm was burst. This pioneering work on
bursting diaphragm shock tube led others to follow similar experiments with different aims.
Payman, Shepherd and other colleagues of Mines Research Board did a series of investigations
on the ignition of explosive gas mixtures by shock waves. The first research paper making use
of shock tube was published by the Royal Society and authored by Payman and Shepherd
(1946). During the post 2nd world war period, led by many Universities around the globe the
shock tube was developed as a tool for aeronautical research.
2
Dept. of Aerospace Engg., Indian Institute of Technology, Madras
Experimental Aero(Gas) dynamics Prof. Job Kurian
Chapter-3
Fig.3.1 (a) The shock tube (b) The shock tube wave diagram
(c) Temperature history in the shock tube at time t1
(d) Pressure history in the shock tube at time t1
3
Dept. of Aerospace Engg., Indian Institute of Technology, Madras
Experimental Aero(Gas) dynamics Prof. Job Kurian
Chapter-3
Simultaneously an expansion fan travels in to the driver section. The wave diagram in Fig 3.1b
shows these wave systems. The regions in the wave diagram are designated as 1, 2, 3 and 4.
Region 1 represents the initial conditions in the driven section. The conditions of gas in this
region are denoted by subscript 1.The Region 2 corresponds to the shocked gas conditions. The
region between the contact surface and the expansion fan is referred to as 3. Region 4
represents the conditions of the initial high pressure driver gas.
The shock tube is a versatile experimental facility for the study of gaseous phenomena at
elevated temperature and pressure. Along with the wave diagram, which is in the (x-t) plane,
the diagrams showing the temperature and pressure history in the shock tube along its length
are given in Fig.3.1c and 3.1d at time. The temperature and pressure history corresponds to a
particular time t1 on the wave diagram. As shown in the figures, the experimental gas is
brought almost instantly to a known and high temperature in region 2 and held at steady
temperature and pressure for a few hundred micro sec. Usually there is some mixing and inter
diffusion of gases at the contact surface so that the temperature fall is less sudden, than in the
ideal case.
4
Dept. of Aerospace Engg., Indian Institute of Technology, Madras
Experimental Aero(Gas) dynamics Prof. Job Kurian
Chapter-3
Consider the conservation equations and the other thermodynamic equations as follows:
continuity ρ1 u1 = ρ2 u2 ….……3.3
momentum p1 + ρ1u12 = p2 +ρ2u22 ……….3.4
1 1
energy h1 + u12 = h2 + u22 ……….3.5
2 2
h = c PT
R p
= T = ………3.6
-1 -1ρ
p1 1 2 p2 1 2
+ u1 = + u
-1ρ1 2 -1ρ2 2 2
5
Dept. of Aerospace Engg., Indian Institute of Technology, Madras
Experimental Aero(Gas) dynamics Prof. Job Kurian
Chapter-3
ρ1 p2 - ρ2 p1 -1
Using equations 3.3 to 3.6 u1 and u2 are eliminated from the equations =
ρ2 p2 - ρ1p1 +1
-1 p2
+
ρ2 +1 p1
= ……………. 3.8
ρ1 -1 p2
+1
+1 p1
The equations 3.7 and 3.8 are the Rankine - Hugoniot equations
From continuity and momentum equations
p2 ρ1 u12 ρ1
= 1+ 1- ……………… 3.9
p1 p1 ρ2
u1 WS
Define M1 = = ……………. 3.10
c1 c1
Equation 3.10 is applicable when v1 the particle velocity ahead of the moving shock is zero, in
other words when shock is propagating in to still air
p1
c1 = RT1 =
ρ1
u1
M1 =
c1
Using equation 3.6 and 3.10
1
ρ 2
M1 = u1 1
p1
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Dept. of Aerospace Engg., Indian Institute of Technology, Madras
Experimental Aero(Gas) dynamics Prof. Job Kurian
Chapter-3
2 u12 ρ1
M =
1
p1
ρ1
M12 = u12 ………….. 3.11
p1
Substitute equation 3.11 in 3.9 to write
p2 ρ
= 1+ M12 1- 1 ……………….. 3.12
p1 ρ2
Combining the equations 3.13 and 3.14 with the perfect gas equation gives
2 -1 -1 2
M -
T2 1 2
M1 +1
= 2 …………………3.15
+1 2
2
T1
M1
2
7
Dept. of Aerospace Engg., Indian Institute of Technology, Madras
Experimental Aero(Gas) dynamics Prof. Job Kurian
Chapter-3
8
Dept. of Aerospace Engg., Indian Institute of Technology, Madras
Experimental Aero(Gas) dynamics Prof. Job Kurian
Chapter-3
Across the shock front there is an increase of entropy, for an adiabatic process.
T T
dQ 2
dT 2 dv
ΔS = = cV +p
T T1
T T1
T
ΔS
compression ΔS 0 by a factor exp between the same limits. Compression by a
P
c
Isentropic
p2 Shock
Compression
p1 Wave T2 K M1
T2 K
9
Dept. of Aerospace Engg., Indian Institute of Technology, Madras
Experimental Aero(Gas) dynamics Prof. Job Kurian
Chapter-3
u1 -u2 = - v1 - v 2
= v 2 - v1
ρ2
=
+1 M1 = u1 = WS - v1
2
ρ1 -1 M12 +2 u2 WS - v 2
ρ2 +1 M12
=
ρ1 2 1+ -1M2
1
2
u1 = M1 c1
-1 M12 +2
u2 = u1 2
+1 M1
-1 M12 +2
u2 = M1 1
c 2
+1 M1
-1 M12 +2
u2 -u1 = c1 -M1
+1 M1
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Dept. of Aerospace Engg., Indian Institute of Technology, Madras
Experimental Aero(Gas) dynamics Prof. Job Kurian
Chapter-3
2c1 M12 -1
u1 -u2 =
+1 M1
2c1 1
= M1 -
+1 M1
2c1 1
v2 = M1 - +v1 …………….3.17
+1 M1
2c1 1
v2 = M1 - = 2280m/s
+1 M1
M2 = 1.79
For M1 = 10
T2
20.388 (From Gas Tables)
T1
T2 = 6116.4 c 2 = 1567m/ s
2×347.5
v2 = 10- 0.1 = 2866m/s = 1.829
2.4
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Dept. of Aerospace Engg., Indian Institute of Technology, Madras
Experimental Aero(Gas) dynamics Prof. Job Kurian
Chapter-3
For M1 = 25
-1 -1
M12 - M12 +1
=
T2 2 2
+1 2
2
T1
M1
2
=
1.4 625-0.2 0.2 625+1
1.44 625
=
874.8 126 = 122.47
900
T2 = 36741
T2 = 191.68×20.04
C2 = 3842.21m/s
2×347.5 1
v2 = 25 - ×24.96
2.4 25
7228
= 1.88
3842
What is shown above is that increase of shock velocity (Ws) and consequently the shock Mach
number will not correspondingly raise the Mach number after the shock (M2) based on v2.
Understandably, the reason is the increase in the post shock temperature (T 2) and the value of
speed of sound (c2) after the shock to high values.
12
Dept. of Aerospace Engg., Indian Institute of Technology, Madras
Experimental Aero(Gas) dynamics Prof. Job Kurian
Chapter-3
Fig.3.4 Wave diagram and the gas properties along the shock tube at time t1
Driver gas at a high pressure p4 in region 4 is being expanded through the expansion fan to a
lower pressure p3 behind the contact surface. Limits of expansion fan are formed by the head
and tail of rarefaction wave.
[Ref: The production of High Temperature Gases in Shock Tube Rester, Lin, Kantowitz
Th. App. Phy. Vol 29 (Dec 1952) PP 1390-1399]
dv
Expansion is an isentropic process. Applying Newton’s 2nd law, F = m to a one
dt
dimensional fluid element of thickness dx. Under the action of a sound wave travelling at a
velocity c, we get
13
Dept. of Aerospace Engg., Indian Institute of Technology, Madras
Experimental Aero(Gas) dynamics Prof. Job Kurian
Chapter-3
dv
- dp = ρdx = ρc dv ……………… (3.18)
1
dx
c
ρ dx m
1
dx dt
c
If an ideal gas with constant specific heats undergoes a change of state the entropy change ΔS
of the gas is
Tf p
ΔS = cP ln - Rln f
Ti pi
dT dp
In differential form dS = cP -R
T p
c2
c 2 = RT ie T =
R
14
Dept. of Aerospace Engg., Indian Institute of Technology, Madras
Experimental Aero(Gas) dynamics Prof. Job Kurian
Chapter-3
2c dc
dT =
R
dT 2c dc 2dc
= = ………………………………………...(3.20)
T c2 c
R
R
Combining (3.19) and (3.20)
dp 2c P dc
= ……………………………………….. (3.21)
p Rc
c dv 2cPdc
From (4) - =
p Rc
c 2 Rdv ρ p Rdv
2cP dc = =
p ρ p
R
2cP dc = 2 dc = - R dv
-1
R 2
cP = ie dc +dv = 0
-1 -1
2 2
c4 + v4 = c3 + v 3
4
-1
3
-1
On each side of the contact surface, the particle velocities and pressures must be continuous,
since there is no gas flow across the interface.
15
Dept. of Aerospace Engg., Indian Institute of Technology, Madras
Experimental Aero(Gas) dynamics Prof. Job Kurian
Chapter-3
v3 = v2 and p3 = p2
As v4 = 0 and 4 = 3
2 2
c4 = c +v
4 -1 4 -1 3 2
4-1
c3 = c 4 - v2
2
From adiabatic gas law
2 4
p4 c 4 4-1 p4
= = p 3 = p2
p3 c 3 p2
2 4
4 -1
p c4
4 = ……………………………………. (3.22)
p2 4-1
c4 - v2
2
2c1 1
v2 = M1 - ………………………………………. (3.23)
1+1 M1
p2 2 M12 - -1
Combining these equations with equation for = leads to
p1 +1
2
- 4
p4 2 1 M - 1 -1
4-1 c1 1
4-1
2
1
1- ……………………… (3.24)
1 +1 1+1 c 4 1 M1
= M-
p1
4-1 c1 1 ( 1 1) c 4
1- 1
M - 0 M1
1+1 c 4
M1
( 4 1) c1
Strongest shocks are obtained for driver with
1) High speed of sound
2) Low specific heat ratio
16
Dept. of Aerospace Engg., Indian Institute of Technology, Madras
Experimental Aero(Gas) dynamics Prof. Job Kurian
Chapter-3
(a) (b)
(c) (d)
Fig.3.6 Incident and reflected shocks: (a&c) Laboratory fixed coordinates,
(b&d) Shock fixed coordinates
17
Dept. of Aerospace Engg., Indian Institute of Technology, Madras
Experimental Aero(Gas) dynamics Prof. Job Kurian
Chapter-3
The subscript 5 refers to the reflected gas properties. The gas flows into the shock front with a
relative velocity u2 where
u2 = WR +v 2
In the reflected shock region v5 = 0. This means that the gas gives all its kinetic energy (K.E)
on passing through the front thus increasing the properties of the state of the gas. This can be
seen as an ever extending column which advances out from the end wall of the tube and
contains a gas at high temperature; density and pressure. The particle velocities relative to the
reflected shock at different sections can be written.
u5 = WR - v 5 WR
u12 = WR +v 2
Equations relating to reflected shock may be written analogy with those with incident shock.
For incident shock
2c1 1
u1 -u2 = v 2 - v1 = M1 -
+1 M1
u1 = WS
u2 = WS - v 2
u2 -u5 = v 2 + v 50
2c 2 1
= MR -
+1 MR
2c1 1 2c 2 1
v2 = M1 - = MR - …..…………………… (3.25)
+1 M1 +1 MR
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Dept. of Aerospace Engg., Indian Institute of Technology, Madras
Experimental Aero(Gas) dynamics Prof. Job Kurian
Chapter-3
2 -1
c2 p2 -1 p2 -1 p2
= 1+ + ………………………(3.27)
1
c p1 +1 p1 +1 p1
ρ5
can be written by analogy
ρ2
-1 p5
+
ρ5 +1 p2
= ……………………….(3.30)
ρ2 -1 p5 +1
+1 p2
Similarly,
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Dept. of Aerospace Engg., Indian Institute of Technology, Madras
Experimental Aero(Gas) dynamics Prof. Job Kurian
Chapter-3
+1 p5
+
T5 p5 -1 p2
= ……………… (3.31)
T2 p2 +1 p5
-1 p2
1+
=
T1 +1 M12
The ratio of speeds can be written as
2 p1
2+
WR -1p2
=
WS +1 p1
-
-1 p2
20
Dept. of Aerospace Engg., Indian Institute of Technology, Madras
Experimental Aero(Gas) dynamics Prof. Job Kurian
Chapter-3
contact surface in to the expanding driver gas and becomes zero again at the head of the
rarefaction fan. Schematic of the boundary layer formed is shown in Figure 3.13. Important
effects of formation of the boundary layer are the following.
1. Kinetic energy is dissipated as heat in the retarding layer of the boundary layer and this
is conveyed to walls as by heat transfer.
2. Deceleration of the shock front.
3. Acceleration of contact surface.
One of the important effects of the formation of boundary layer is its reducing effects of the
useful observation time in shock tube experiments.
21
Dept. of Aerospace Engg., Indian Institute of Technology, Madras
Experimental Aero(Gas) dynamics Prof. Job Kurian
Chapter-3
Fig.3.8 (x,t) diagram of the shock tube indicating the different waves
22
Dept. of Aerospace Engg., Indian Institute of Technology, Madras
Experimental Aero(Gas) dynamics Prof. Job Kurian
Chapter-3
Fig.3.9 (b)
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Dept. of Aerospace Engg., Indian Institute of Technology, Madras
Experimental Aero(Gas) dynamics Prof. Job Kurian
Chapter-3
Time available for measurements in the reflected shock region can be improved.
Fig.3.9 (c)
Fig.3.9 Interaction of reflected shock with the contact surface
(a) c2 > c3 (b) c2<c3 (c) c2= c3
Speed of sound in regions 2 and 3. The schematic of the wave systems generated based on the
values of c2 and c3 is shown in Figures 3.9 (a) and (b). As shown in Fig.3.9a when c2 > c3, the
reflected shock after passing through the contact surface enters a region of higher Mach
number. The resultant properties in the region 3 would be greater than those in regions 2.This
is physically not feasible and in order to make the pressures on either side of the contact
surface an additional shock system is generated in region 5. The opposite effect is there
corresponding to the situation in Fig.3.9b where c2<c3.The resultant wave system in the
reflected shock region is an expansion wave. In both the cases, flow in the reflected shock
region is disturbed by the additional waves generated. In order to have larger observation times
behind the reflected shock c2 is designed to be same as c3.This is called ‘tailoring’ of the shock
24
Dept. of Aerospace Engg., Indian Institute of Technology, Madras
Experimental Aero(Gas) dynamics Prof. Job Kurian
Chapter-3
tube contact surface. The wave system when c2=c3 is shown in Fig.3.9c.Tailoring enhances the
observation time behind the reflected shock.
************************************
25
Dept. of Aerospace Engg., Indian Institute of Technology, Madras
Experimental Aero(Gas) dynamics Prof. Job Kurian
Chapter-3
Exercises
Answer the following
1. With the help of the wave diagram explain the waves in the shock tube on rupture of its
diaphragm.
2. Graphically show the variation of the ratios of temperature, pressure and density across
the moving shock against the shock Mach number.
3. Derive an equation for the gas particle velocity behind the moving shock.
4. The gas particle velocity behind the moving shock increases with increasing shock
speed, but the corresponding Mach number does not. Why?
5. What is the equation for the diaphragm pressure ratio in terms of the shock Mach
number
6. For the given pressure ratio across the diaphragm of a shock tube, how can shocks of
different strengths be generated?
7. What the feature of gas behind the reflected shock?
8. Sketch the boundary layer developed in the shock tube on diaphragm rupture.
9. What factors decide the observation time in a shock tube?
10. What is the effect of boundary layer on the observation time?
11. Unless special care is taken, the reflected shock does not pass through the contact
surface without additional waves. Elucidate.
12. Why is shock velocity measurement very important in shock tube experiments? How is
the velocity measured conventionally?
26
Dept. of Aerospace Engg., Indian Institute of Technology, Madras