Understanding multi-stage HCCI combustion caused by thermal stratification and chemical three-stage auto-ignition

The Homogeneous Charge Compression Ignition (HCCI) concept shows great potential for improving engine efficiency and reducing pollutant emissions. However, the operation with this concept in Internal Combustion (IC) engines is still limited to low speed and load conditions, as excessive Pressure Rise Rates (PRR) are generated with its fast auto-ignition. To overcome this limitation, the use of moderate thermal and charge stratification has been promoted. This leads to multi-stage ignition, and thus a potentially acceptable PRR. Recently Sarathy et al. (2019), three-stage auto-ignition has been emphasized as a chemical phenomenon where the thermal runaway is inhibited during the main ignition event. The current paper demonstrates experimental evidence on this phenomenon observed during n-heptane and n-hexane auto-ignition at lean diluted conditions in a flat piston Rapid Compression Machine (RCM). Multi-stage ignition events caused by either chemical kinetics or by the well-known thermal stratification of this type of RCM are clearly identified and differentiated. The combination of these two factors seems to be a suitable solution to overcome PRR limitations.     

Experimental and modeling study of the autoignition characteristics of commercial diesel under engine-relevant conditions

Knowledge of the autoignition characteristics of diesel fuels is of great importance for understanding the combustion performance in engines and developing surrogate fuels. Here ignition delays of China's stage 6 diesel, a commercial fuel, were measured in a heated rapid compression machine (RCM) under engine-relevant conditions. Gas-phase autoignition experiments were carried out at equivalence ratios ranging from 0.37 to 1.0, under compressed pressures of 10, 15, and 20?bar, and within a temperature range of 685–865?K. In all investigated conditions, negative temperature coefficient (NTC) behavior of the total ignition delays is observed. The autoignition of the diesel fuel exhibits pronounced two-stage characteristics with strong low-temperature reactivity. Experimental results indicate that the total ignition delays shorten with increasing compressed pressure, oxygen mole fraction and fuel mole fraction. The first-stage ignition delays are mainly controlled by compressed temperature and also affected by oxygen mole fraction and compressed pressure but show a very weak dependence on fuel mole fraction. Correlations describing the first-stage ignition delay and the total ignition delay were proposed to further clarify the ignition delay dependence on the multiple factors. Additionally, it is found that the newly measured ignition delays well coincide with and complement the diesel ignition data in the literature. A recently developed diesel mechanism was used to simulate the diesel autoignition on the RCM. The simulation results are found to agree well the experimental measurements over the whole temperature ranges. Species concentration analysis and brute force sensitivity analysis were also conducted to identify the crucial species and reactions controlling the autoignition of the diesel fuel.     

Experimental and kinetic modeling study on auto-ignition properties of ammonia/ethanol blends at intermediate temperatures and high pressures

The auto-ignition properties of ammonia (NH₃)/ethanol (C₂H₅OH) blends close to engine operating conditions were investigated for the first time. Specifically, the ignition delay times (IDT) of ammonia/ethanol blends were measured in a rapid compression machine (RCM) at elevated pressures of 20 and 40 bar, five C₂H₅OH mole fractions from 0% to 100%, three equivalence ratios (ϕ) of 0.5, 1.0 and 2.0, and intermediate temperatures between 820 and 1120 K. The measurements reveal that ethanol can drastically promote the reactivity of ammonia, e.g., the auto-ignition temperature with merely 1% C₂H₅OH in fuel decreases accordingly around 110 K at 40 bar as compared to that of neat ammonia. Moreover, the promotion efficiency of ethanol is higher than hydrogen and methane with a factor of 5 and 10 under the same condition. Different dependences of IDT on the equivalence ratio were observed with different ethanol fractions in the blends, i.e., the IDTs of the 5%, 10% and 100% C₂H₅OH in fuel decrease with an increase of ϕ, but an opposite trend was observed in the mixture with 1% C₂H₅OH. A new chemical kinetic mechanism for NH₃/C₂H₅OH mixtures was developed and it is highlighted that the addition of cross-reactions between the two fuels is necessary to obtain reasonable simulations. Basically, the newly developed mechanism can reproduce the measurements of IDT very well, whereas it overestimates the reactivity of the stoichiometric and fuel-rich mixture with 1% C₂H₅OH in fuel. The sensitivity, reaction pathway, as well as rate of production analysis indicated that the ethanol addition to ammonia fuel blends provides key interaction pathways and enriches the O/H radical pool which further promotes the auto-ignition process.     

Effect of methane on pilot-fuel auto-ignition in dual-fuel engines

The ignition behavior of n-dodecane micro-pilot spray in a lean-premixed methane/air charge was investigated in an optically accessible Rapid Compression-Expansion Machine at dual-fuel engine-like pressure/temperature conditions. The pilot fuel was admitted using a coaxial single-hole 100?µm injector mounted on the cylinder periphery. Optical diagnostics include combined high-speed CH₂O-PLIF (10?kHz) and Schlieren (80?kHz) imaging for detection of the first-stage ignition, and simultaneous high-speed OH* chemiluminescence (40?kHz) imaging for high-temperature ignition. The aim of this study is to enhance the fundamental understanding of the interaction of methane with the auto-ignition process of short pilot-fuel injections. Addition of methane into the air charge considerably prolongs ignition delay of the pilot spray with an increasing effect at lower temperatures and with higher methane/air equivalence ratios. The temporal separation of the first CH₂O detection and high-temperature ignition was found almost constant regardless of methane content. This was interpreted as methane mostly deferring the cool-flame reactivity. In order to understand the underlying mechanisms of this interaction, experimental investigations were complemented with 1D-flamelet simulations using detailed chemistry, confirming the chemical influence of methane deferring the reactivity in the pilot-fuel lean mixtures. This shifts the onset of first-stage reactivity towards the fuel-richer conditions. Consequently, the onset of the turbulent cool-flame is delayed, leading to an overall increased high-temperature ignition delay. Overall, the study reveals a complex interplay between entrainment, low T and high T chemistry and micro-mixing for dual-fuel auto-ignition processes for which the governing processes were identified.     

Impact of nitric oxide on n-heptane and n-dodecane autoignition in a new high-pressure and high-temperature chamber

A New One Shot Engine (NOSE) was designed to simulate the thermodynamic conditions at High Pressure-High Temperature like an actual common-rail diesel engine in order to study the compression ignition of spray. The volume of the combustion chamber provided with large optical windows simplified the implementation of various optical diagnostics. The advantage of this kind of set-up in comparison to pre-burn or flue chambers is that the initial gas mixture can be well controlled in terms of species and mole fraction. The purpose of this work was to investigate the impact of nitric oxide (NO) on ignition delay (ID) for two fuels with different cetane numbers: n-heptane, and n-dodecane. In the thermodynamic conditions chosen (60?bar and over 800–900?K), NO had a strong effect on ID, with increases in NO tending to reduce the ignition delay. Results showed that ID and Lift-Off Length (LOL) presented the same trend as a function of temperature and NO concentration. Experimentally, at 900?K the ignition of n-dodecane was promoted by NO up to 100?ppm, whilst higher NO levels did not further promote ignition and a stabilization of the value has been noticed. For n-heptane, stronger promoting effects were observed in the same temperature conditions: the ignition delays were monotonically reduced with up to 200?ppm NO addition. At a lower temperature (800?K) the inhibiting effect was observed for n-dodecane for [NO] greater than 40?ppm, whereas only a promoting effect was observed for n-heptane. The experimental results of LOL showed that NO shortened LOL in almost all cases, and this varied with both the NO concentration and the mixture temperature. Thus, fuels with shorter ignition delays produce shorter lift-off lengths.     

Methodology to account for multi-stage ignition phenomena during simulations of RCM experiments

RCM experiments are used to investigate the ignition behavior of fuels at engine relevant conditions. Modern designs utilize pistons with crevice volumes machined around the circumference of the crown in order to suppress boundary layer effects during the volumetric compression process. While piston crevices have been successful in controlling heat loss from the reaction chamber gases and improving the overall homogeneity of the reacting mixture, multi-stage ignition events can be sufficiently perturbed by spatial non-uniformities and there can be substantial gas flow into the crevice volume due to the preliminary, or low-temperature heat releases. Ignition delay times can be lengthened by up to 25% as a result of these effects. These features are difficult to incorporate into 0D chemical kinetic simulations where volumetric expansion curves from non-reacting experiments are often used to prescribe the heat loss characteristics of reacting chamber mixtures. A new methodology is presented here to account for multi-stage ignition phenomena during simulations of RCM experiments. The approach and a range of demonstrative examples are presented in this study.     

Cavity-enhanced absorption sensor for carbon monoxide in a rapid compression machine

A sensor based on cavity-enhanced absorption spectroscopy (CEAS) was implemented for the first time in a rapid compression machine (RCM) for carbon monoxide concentration measurements. The sensor consisted of a pulsed quantum cascade laser (QCL) coupled to a low-finesse cavity in the RCM using an off-axis alignment. The QCL was tuned near 4.89 µm to probe the P(23) ro-vibrational line of CO. The pulsed mode operation resulted in rapid frequency down-chirp (6.52 cm⁻¹/µs) within the pulse as well as a high time resolution (10 µs). The combination of rapid frequency down-chirp and off-axis cavity alignment enabled a near complete suppression of the cavity coupling noise. A CEAS gain factor of 133 was demonstrated in experiments, resulting in a much lower noise-equivalent detection limit than a single-pass arrangement. The sensor thus presents many opportunities for measuring CO formation at low temperatures and for studying kinetics using dilute reactive environments; one such application is demonstrated in this work using dilute n-heptane/air mixtures in the RCM. The formation of CO during first-stage ignition of n-heptane was measured over 802–899 K at a nominal pressure of 10 bar. These conditions correspond to the NTC region of n-heptane and such results provide useful metrics to test and compare the predictions of low-temperature heat release by different kinetic models.     

Autoignition of varied cetane number fuels at low temperatures

The reactivity of six kerosene based control fuels, specifically formulated for cetane number variation, are investigated by measuring ignition delay time in a heated rapid compression machine. Cetane numbers vary from 30 to 55 (increment of 5) while holding other properties relatively constant by adjusting chemical group composition. Main cetane variation was controlled through the distribution of normal alkanes and isoalkanes, which was fine-tuned using additives. Other fuel properties such as density, viscosity, H/C ratio, etc. were balanced using cyclic compounds and aromatics. Fuels were tested in the RCM at compressed pressures of P_c=?10 and 20?bar, equivalence ratios of ??=?0.25, 0.5 and 1.0, in the low to intermediate temperature range (620?K?≤?T_c?≤?730?K). Relations between cetane number and ignition delay time have been evaluated at multiple test conditions, and further analysis on multistage ignition has been conducted. Ignition delay times of fuels with higher cetane numbers are shorter at these temperatures for most conditions. First stage ignition delay time measurements have been observed to be relatively insensitive to P_c, ?, and fuel type, while deviations in overall ignition delay times are mainly attributed to second stage ignition delay time, impacted by variations in the first stage temperature. Control fuels of this type offer an opportunity to be used in practical experiments to determine the impact of cetane number on combustion dynamics.     

Global reaction mechanism for the auto-ignition of full boiling range gasoline and kerosene fuels

Compact reaction schemes capable of predicting auto-ignition are a prerequisite for the development of strategies to control and optimise homogeneous charge compression ignition (HCCI) engines. In particular for full boiling range fuels exhibiting two stage ignition a tremendous demand exists in the engine development community. The present paper therefore meticulously assesses a previous 7-step reaction scheme developed to predict auto-ignition for four hydrocarbon blends and proposes an important extension of the model constant optimisation procedure, allowing for the model to capture not only ignition delays, but also the evolutions of representative intermediates and heat release rates for a variety of full boiling range fuels. Additionally, an extensive validation of the later evolutions by means of various detailed n-heptane reaction mechanisms from literature has been presented; both for perfectly homogeneous, as well as non-premixed/stratified HCCI conditions. Finally, the models potential to simulate the auto-ignition of various full boiling range fuels is demonstrated by means of experimental shock tube data for six strongly differing fuels, containing e.g. up to 46.7% cyclo-alkanes, 20% napthalenes or complex branched aromatics such as methyl- or ethyl-napthalene. The good predictive capability observed for each of the validation cases as well as the successful parameterisation for each of the six fuels, indicate that the model could, in principle, be applied to any hydrocarbon fuel, providing suitable adjustments to the model parameters are carried out. Combined with the optimisation strategy presented, the model therefore constitutes a major step towards the inclusion of real fuel kinetics into full scale HCCI engine simulations.     

Experimental and kinetic modeling studies on the auto-ignition of methyl crotonate at high pressures and intermediate temperatures

Biofuels, including biodiesel have the potential to partially replace the conventional diesel fuels for low-temperature combustion engine applications to reduce the CO₂ emission. Due to the long chain lengths and high molecular weights of the biodiesel components, it is quite challenging to study the biodiesel combustion experimentally and computationally. Methyl crotonate, a short unsaturated fatty acid methyl ester (FAME) is chosen for this chemical kinetic study as it is considered as a model biodiesel fuel. Auto-ignition experiments were performed in a rapid compression machine (RCM) at pressures of 20 and 40 bar under diluted conditions over a temperature range between 900 and 1074 K, and at different equivalence ratios (? = 0.25, 0.5 and 1.0). A chemical kinetic mechanism is chosen from literature (Gaïl et al. 2008) and is modified to incorporate the low-temperature pathways. The mechanism is validated against existing shock tube data (Bennadji et al. 2009) and the present RCM data. The updated mechanism shows satisfactory agreement with the experimental data with significant improvements in low-temperature ignition behavior. The key reactions at various combustion conditions and the improved reactivity of the modified mechanism are analyzed by performing sensitivity and path flux analysis. This study depicts the importance of low-temperature pathways in predicting the ignition behavior of methyl crotonate at intermediate and low temperatures.     

Measurement of time histories of stable intermediates during first stage ignition of n-heptane and its two isomers in a shock tube

We report the first shock tube measurements of formaldehyde (CH₂O) during the first stage ignition of n-heptane, 2-methylhexane and 3,3-dimethylpentane, in highly diluted fuel/oxygen mixtures in the pressure range of 7–10 atm and temperature range of 700–880 K. Combined time histories of all carbonyl (–C = O) species, CO and fuel were also measured simultaneously in an effort to study the impact of fuel structure on the concentration and the rate of evolution of first stage ignition products. Of the three isomers studied in this work, n-heptane was found to be the fastest, while 3,3-dimethylpentane was found to be the slowest. The differences in the time scale of formation, and plateau concentration of the intermediates between the isomers across the entire range of test conditions suggests a strong dependency of the measured time histories to fuel structure. These species therefore act as markers of the Negative Temperature Coefficient (NTC) behavior of fuels and can be used as targets for developing semi-empirical, hybrid chemistry models of complex, multi-component petroleum derived gasoline and jet fuels. The time histories reported in this work should prove very useful in the refinement of detailed kinetic models of n-heptane, and development of rate rules for branched alkane isomers.     

Autoignition of gasoline and its surrogates in a rapid compression machine

The analysis and interpretation of the combustion chemistry is greatly simplified by using simple mixtures of pure components, referred to as surrogates, in lieu of fully-blended transportation fuels, such as gasoline. Recognizing that the ability to model autoignition chemistry is critical to understanding the operation of Homogeneous Charged Compression Ignition engines, this work is an attempt to experimentally and computationally assess the autoignition responses of research grade gasoline and two of its proposed surrogates reported in the literature using a rapid compression machine (RCM), for the low-to-intermediate temperature range and at high pressures. The first surrogate studied is a three-component mixture of iso-octane, n-heptane, and toluene. The second is a four-component mixture that includes an olefin (2-pentene), in addition to the ones noted above. Ignition delay times of stoichiometric mixtures, for gasoline and the two surrogates in air, are measured using an RCM for pressures of 20 and 40 bar, and in the temperature range of 650–900 K. The four-component surrogate is found to emulate the ignition delay times of gasoline more closely when compared to the three-component surrogate. Additionally, the experimental data are compared against the computed results from a recently developed surrogate model for gasoline combustion. A good agreement between the experimental and computed results is observed, while discrepancies are also identified and discussed.     

Counterflow ignition and extinction of FACE gasoline fuels

The demand for petroleum-derived gasoline in the transportation sector is on the rise. For better knowledge of gasoline combustion in practical combustion systems, this study presents experimental measurements and numerical prediction of autoignition temperatures and extinction limits of six FACE (fuels for advanced combustion engines) gasoline fuels in counterflow flames. Extinction limits were measured at atmospheric pressures while the experiments for autoignition temperatures were carried out at atmospheric and high pressures. For atmospheric pressure experiment, the fuel stream consists of the pre-vaporized fuel diluted with nitrogen, while a condensed fuel configuration is used for ignition experiment at higher chamber pressures. The oxidizer stream is pure air. Autoignition temperatures of the tested fuels are nearly the same at atmospheric pressure, while a huge difference is observed as the pressure is increased. Unlike the ignition temperatures at atmospheric pressures, minor difference exists in the extinction limits of the tested fuels. Simulations were carried out using a recently developed gasoline surrogate model. Both multi-component and n-heptane/isooctane mixtures were used as surrogates for the simulations. Overall, the n-heptane/isooctane surrogate mixtures are consistently more reactive as compared the multi-component surrogate mixtures. Transport weighted enthalpy and radical index analysis was used to explain the differences in extinction strain rates for the various fuels.     

Study of a non-equilibrium pulsed nanosecond discharge at atmospheric pressure using coherent anti-Stokes Raman scattering

Time-resolved CARS measurements of rotational and vibrational temperatures of nitrogen in nanosecond pulsed discharge at atmospheric pressure are reported. Experiment is first performed with a discharge in pure air where spatial and temporal evolution of temperature distribution is recorded by delaying the probe lasers relative to the discharge pulse in the range 10 ns to 1 ms. The experiments demonstrate that a strong vibrational non-equilibrium can be sustained in N₂ at 1 bar. The effect of different colliding partners on the vibrational relaxation of N₂ is studied for discharges in CH₄/air mixtures with different equivalence ratio. The observed temperature distributions suggest that thermal equilibrium is not fully achieved in this mixture. Effect of the discharge on the ignition of a premixed CH₄/air flame is also investigated for various equivalence ratio.     

1-庚烯/空气的高压层流火焰传播研究

本文使用定容圆柱形燃烧弹,在初始温度373 K和初始压力1、2、5、10 atm的条件下,对当量比从0.7到1.5的1-庚烯/空气混合物的层流火焰传播进行了研究.利用记录的纹影图像处理得到层流火焰传播速度和马克斯坦长度.基于先前报道的1-己烯燃烧反应动力学模型,发展了1-庚烯的模型.该模型验证了本工作测量的1-庚烯层流火焰传播速度数据及文献中的1-庚烯着火延迟时间数据.通过开展敏感性分析和路径分析,帮助理解了1-庚烯在不同压力下的高温化学及其对层流火焰传播的影响.另外,比较了1-庚烯/空气和先前报道的正庚烷/空气的层流火焰传播.由于更强的放热性及反应活性,1-庚烯/空气的层流火焰传播速度在绝大多数条件下均快于正庚烷/空气的结果.     

Application of an aerosol shock tube to the measurement of diesel ignition delay times

Shock tube ignition delay times were measured for DF-2 diesel/21% O₂/argon mixtures at pressures from 2.3 to 8.0 atm, equivalence ratios from 0.3 to 1.35, and temperatures from 900 to 1300 K using a new experimental flow facility, an aerosol shock tube. The aerosol shock tube combines conventional shock tube methodology with aerosol loading of fuel-oxidizer mixtures. Significant efforts have been made to ensure that the aerosol mixtures were spatially uniform, that the incident shock wave was well-behaved, and that the post-shock conditions and mixture fractions were accurately determined. The nebulizer-generated, narrow, micron-sized aerosol size distribution permitted rapid evaporation of the fuel mixture and enabled separation of the diesel fuel evaporation and diffusion processes that occurred behind the incident shock wave from the chemical ignition processes that occurred behind the higher temperature and pressure reflected shock wave. This rapid evaporation technique enables the study of a wide range of low-vapor-pressure practical fuels and fuel surrogates without the complication of fuel cracking that can occur with heated experimental facilities. These diesel ignition delay measurements extend the temperature and pressure range of earlier flow reactor studies, provide evidence for NTC behavior in diesel fuel ignition delay times at lower temperatures, and provide an accurate data base for the development and comparison of kinetic mechanisms for diesel fuel and surrogate mixtures. Representative comparisons with several single-component diesel surrogate models are also given.     

An experimental and kinetic modeling study of the auto-ignition of natural gas blends containing C1–C7 alkanes

Ignition delay time measurements for multi-component natural gas mixtures were carried out using a rapid compression machine at conditions relevant to gas turbine operation, at equivalence ratios of 0.5–2.0 in ‘air’ in the temperature range 650–1050 K, at pressures of 10–30 bar. Natural gas mixtures comprising C₁–C₇ n-alkanes with methane as the major component (volume fraction: 0.35–0.98) were considered. A design of experiments was employed to minimize the number of experiments needed to cover the wide range of pressures, temperatures and equivalence ratios. The new experimental data, together with available literature data, were used to develop and assess a comprehensive chemical kinetic model. Replacing 1.875% methane with 1.25% n-hexane and 0.625% n-heptane in a mixture containing C₁–C₅ components leads to a significant increase in a mixture's reactivity. The mixtures containing heavier hydrocarbons also tend to show a strong negative temperature coefficient and two-stage ignition behavior. Sensitivity analyses of the C₁–C₇ blends have been performed to highlight the key reactions controlling their ignition behavior.     

Ignition delay measurements of four component model gasolines exploring the impacts of biofuels and aromatics

This study explores the impacts of combinations of biofuel (ethanol, isobutanol and 2-methyl furan) and aromatic (toluene) compounds in a four component fuel blend, at fixed research octane number (RON) on ignition delay measured in an advanced fuel ignition delay analyzer (AFIDA 2805). Ignition delay measurements were performed over a range of temperatures from 400 to 725 °C (673 to 998 K) and two chamber pressures of 10 and 20 bar. The four component mixtures are compared to primary reference fuels at RON values of 90 and 100. The ignition delay measurements show that as the aromatic and biofuel concentrations increased, two stage ignition behavior was suppressed, at both initial chamber pressures. But both RON 100 (isooctane) and RON 90 reference fuels showed two stage ignition behavior, as did fuel mixtures with low biofuel and aromatic content. RON 90 fuels showed stronger two stage ignition behavior than RON 100 fuels, as expected. Depending on the type of biofuel in the mixture, the ignition delay at low chamber temperatures could be far greater than for the reference fuels. In particular, for the RON 100 mixtures at either 10 or 20 bar initial chamber pressure, the ignition delay at 400 °C (673 K) for the high level blend of 2-methyl furan and toluene (30 vol% of each) exhibited an ignition delay that was 10 times longer than for neat isooctane. The results show the strong non-linear octane blending response of these three biofuel compounds, especially in concert with the kinetic antagonism that toluene is known to display in mixtures with isooctane. These results have implications for the formulation of biofuel mixtures for spark ignition and advanced compression ignition engines, where this non-linear octane blending response could be exploited to improve knock resistance, or modulate the autoignition process.     

Effects of fuel stratification on ignition kernel development and minimum ignition energy of n-decane/air mixtures

Fuel-stratified combustion has broad application due to its promising advantages in extension of lean flammability limit, improvement of flame stabilization, enhancement of lean combustion, etc. In the literature, there are many studies on flame propagation in fuel-stratified mixtures. However, there is little attention on ignition in fuel-stratified mixtures. In this study, one-dimensional numerical simulation is conducted to investigate the ignition and spherical flame kernel propagation in fuel-stratified n-decane/air mixtures. The emphasis is placed on assessing the effects of fuel stratification on the ignition kernel propagation and critical ignition condition. First, ignition and flame kernel propagation in homogeneous n-decane/air mixture are studied and different flame regimes are identified. The minimum ignition energy (MIE) of the homogeneous n-decane/air mixture is obtained and it is found to be very sensitive to the equivalence ratio under fuel-lean conditions. Then, ignition and flame kernel propagation in fuel-stratified n-decane/air mixture are investigated. The inner equivalence ratio and stratification radius are found to have great impact on ignition kernel propagation. The MIEs at different fuel-stratification conditions are calculated. The results indicate that for fuel-lean n-decane/air mixture, fuel stratification can greatly promote ignition and reduce the MIE. Six distinct flame regimes are observed for successful ignition in fuel-stratified mixture. It is shown that the ignition kernel propagation can be induced by not only the ignition energy deposition but also the fuel-stratification. Moreover, it is found that to achieve effective ignition enhancement though fuel stratification, one needs properly choose the values of stratification radius and inner equivalence ratio.     

On the influence of hydrogen on the low-temperature reactivity of n-pentane, 1-pentene and 3-pentanone: an experimental and modeling study

Hydrogen can be blended with other surrogate fuels to avoid its hazard as a highly flammable and explosive gas. The effect of hydrogen addition on the ignition delay times of n-pentane, 3-pentanone, and 1-pentene was investigated by measuring the ignition delay times in a rapid compression machine. The experiments were performed at pressures of 10, 15, and 20 bar, equivalence ratios 0.5 and 1 and for temperatures ranging from 650 to 970 K. The molar ratios of hydrogen in the fuel mixtures were 0, 25 and 50%. The experimental data were simulated using recent models from literature, yielding good agreement. The overall observations conclude to a minor effect of hydrogen addition in the case of n-pentane and 3-pentanone, resulting in a decrease of the reactivity when the mole fraction of hydrogen increases. Hydrogen does however not impact the ignition delay times of 1-pentene significantly. Kinetic analysis is performed to shed light into the processes responsible for this phenomenon.