en موتور احتراق داخلی Internal Combustion Engines (ICE, ...) پژوهشي Research <p style="margin: 8px 0px; text-align: justify; line-height: normal; text-justify: kashida; text-kashida: 0%;"><span new="" style="margin: 0px; font-family: " times=""><font color="#000000" size="3">In this study, <span style="margin: 0px;">modeling of</span> a fuel jet which has been injected by high pressure into a <span style="margin: 0px;">low-pressure</span> tank <span style="margin: 0px;">are</span> investigated. Due to the initial conditions and the geometry of this case and similar cases (like CNG injectors in internal combustion engines (ICE)), the barrel shocks and Mach disk are observed. Hence <span style="margin: 0px;">a turbulence</span> and transient flow will be expected with lots of shocks and waves. According to the <span style="margin: 0px;">increasing</span> usage of this type of injectors in ICE, more studies should be conducted to find the most accurate and beneficial models for modeling <span style="margin: 0px;">this phenomenon</span>.</font></span></p> <font color="#000000"><span new="" style="margin: 0px; line-height: 115%; font-family: " times="">In order to find an accurate and beneficial turbulence model ,in this study, three </span><span new="" style="margin: 0px; line-height: 115%; font-family: " times="">Reynolds-averaged Navier&ndash;Stokes (</span></font><span new="" style="margin: 0px; line-height: 115%; font-family: " times=""><font color="#000000">RANS) turbulence models (</font><span style="margin: 0px; color: black;">SST k-&omega;, RNG and standard k</span></span><font color="#000000"><span style="margin: 0px; top: 4.5pt; line-height: 115%; font-family: "><v:shapetype coordsize="21600,21600" filled="f" id="_x0000_t75" o:preferrelative="t" o:spt="75" path="m@4@5l@4@11@9@11@9@5xe" stroked="f"> <v:stroke joinstyle="miter"> <v:f eqn="if lineDrawn pixelLineWidth 0"> <v:f eqn="sum @0 1 0"> <v:f eqn="sum 0 0 @1"> <v:f eqn="prod @2 1 2"> <v:f eqn="prod @3 21600 pixelWidth"> <v:f eqn="prod @3 21600 pixelHeight"> <v:f eqn="sum @0 0 1"> <v:f eqn="prod @6 1 2"> <v:f eqn="prod @7 21600 pixelWidth"> <v:f eqn="sum @8 21600 0"> <v:f eqn="prod @7 21600 pixelHeight"> <v:f eqn="sum @10 21600 0"> </v:f></v:f></v:f></v:f></v:f></v:f></v:f></v:f></v:f></v:f></v:f></v:f> <v:path gradientshapeok="t" o:connecttype="rect" o:extrusionok="f"> <o:lock aspectratio="t" v:ext="edit"> </o:lock></v:path></v:stroke></v:shapetype><v:shape id="_x0000_i1025" style="width:13.8pt; height:15pt" type="#_x0000_t75"> <v:imagedata chromakey="white" o:title="" src="file:///C:UsersMOHAMM~1AppDataLocalTempmsohtmlclip1�1clip_image001.png"> </v:imagedata></v:shape></span><span new="" style="margin: 0px; line-height: 115%; font-family: " times="">)</span><span new="" style="margin: 0px; line-height: 115%; font-family: " times=""> and </span><span new="" style="margin: 0px; line-height: 115%; font-family: " times="">large eddy simulation (</span><span new="" style="margin: 0px; line-height: 115%; font-family: " times="">LES) turbulence model were compared by the fuel jet characteristics in three regions (outlet of the n<span style="margin: 0px;">ozzle,</span> at Mach disk and at the downstream of the flow). Although the L<span style="margin: 0px;">ES </span>model needs more time for each test, the results are more reliable and accurate. On the other hand, RANS turbulence models have lots of errors (more than 10 percent) especially for predicting the characteristics of fuel jet at Mach disk.</span></font> High-pressure injection,Turbulence models,Reynolds-averaged Navier-Stokes ( RANS), large eddy simulation (LES),Mach disk,Fuel jet 2949 2957 http://ase.iust.ac.ir/browse.php?a_code=A-10-372-1&slc_lang=en&sid=1 amirhasan kakaee kakaee_ah@iust.ac.ir 180031947532846002366 180031947532846002366 Yes Iran University of Science and Technology mohammadreza karami mrk.mei77@gmail.com 180031947532846002367 180031947532846002367 No Iran University of Science and Technology