Flame Development Research Articles

Investigation on the potential of using carbon-free ammonia and hydrogen in small-scaled Wankel rotary engines

As a zero-carbon fuel and hydrogen carrier, ammonia has received much attention for its excellent carbon reduction potential. To explore the feasibility of zero-carbon ammonia as fuel for in small-scaled Wankel rotary engines, a computational fluid dynamics model coupled with a kinetic mechanism was established and validated. It is found that the fuel mixture cannot be ignited when the hydrogen substitution ratio (HSR) is less than 5%. Increasing HSR shortens flame development period and intensifies combustion. When HSR is greater than 12.5%, the fuel can be burned up, and the position of peak heat release rate remains close to 20°EA aTDC. Elevated HSR leads to higher NO emissions but lower NO2 and N2O emissions. As expected, advancing ignition timing (IT) significantly enhances combustion efficiency and reduces emissions. Advancing the IT results in a slight increase in the unburned area at the rear of combustion chamber, coupled with a rapid decrease in the unburned area at the front, collectively reducing unburned fuel. When IT is advanced from −5 to −35°EA aTDC, emissions and performance increase rapidly, whereas when advanced to −45°EA aTDC, both are nearly unchanged and combustion efficiency decreases.

Experimental observation of the TJI-initiated HPDI gas combustion: Vertically crossed flame jet and methane jet

In the field of natural gas marine engines, the high-pressure direct injection (HPDI) technology is widely used to achieve emission reduction while maintaining equivalent thermal efficiency and power output compared to diesel engines. In these engines, the in-cylinder combustion is primarily initiated by the diesel spray flame near the top dead center (TDC). In the present work, pre-chamber turbulent jet ignition (TJI) is employed to substitute diesel injection to initiate the combustion of HPDI methane jets. The optical experiments of ignition and flame development in the TJI-HPDI system with various injector configurations and injection/ignition control parameters are conducted in a constant-volume combustion chamber (CVCC). It is revealed that with the increase of injection-ignition delay(ti), three ignition modes are observed sequentially: methane jet suppresses ignition, methane jet first suppresses ignition then promotes flame propagation, and direct ignition and promoted flame propagation. The effect of various injection-ignition delays and injection pulse width were explored. The injection-ignition delay significantly influences the combustion characteristics such as heat release rate, while the injection pulse width influences the duration of the lifted jet flame. The flame lift-off length first decreases and then increases due to variations in thermodynamic conditions and oxygen concentration. With a larger-nozzle injector, the critical injection-ignition delay to initiate the main chamber combustion is significantly reduced. Moreover, the use of different nozzle diameters leads to varying levels of turbulent intensity in the methane jet, which in turn affects the combustion behavior.

Numerical study on the propagation of CH4/H2 flame in a pipeline under different H2 enrichment conditions

The flame characteristics of CH4/H2/air mixture were simulated and studied by continuously increasing the amount of hydrogen in a fixed volume pipeline segment. The parameters and intermediate product changes of different flame stages were given. Under the condition of lean oxygen, the competition between hydrogen and methane for OH radicals weakened the reaction process of CO+OH=CO2+H, resulting in the residual of unreacted intermediate products CO in the flame after region. The extremely fast reaction rate in the later stage of flame development causes CO concentration to quickly decrease below the equilibrium value. The phenomenon of adiabatic flame temperature occurs in the later stage of the flame. The concentration peak values of H and OH radicals have significant differences at different stages under the same hydrogen concentration conditions. This study found the influence characteristics of different hydrogen addition amounts and fuel concentrations on explosion stages in a limited volume.

Improving the lean burn performance of a high compression ratio methanol engine by multiple-injection

Methanol is a promising fuel for achieving carbon neutrality in sectors requiring internal combustion engines. The multiple-injection approach is effective in reducing cycle-to-cycle variations and improving the performance of methanol engines under lean burn conditions. This study proposes a concept for transforming diesel engines into methanol engines with flexible injection and lean burning capabilities. This study fills the research gap in the study of lean methanol combustion in swirl combustion chambers. The effects of 22 different multiple-injection strategies on combustion characteristics, emission performance, and combustion stability are experimentally assessed in a direct-injection spark ignition engine with an excess air ratio (λ) of 1.35. Each multiple-injection strategy is comprehensively evaluated using a merit function and compared with the baseline case that uses single injection. The results show that the double- and triple-injection strategies substantially shorten the durations of combustion and flame development. Therefore, a higher effective expansion ratio is obtained. Meanwhile, the cycle-to-cycle variation in the IMEP decreases from 4.2% of the baseline to 1.49% at T8. CO and HC emissions deteriorate; however, NOx and CO2 emissions under triple injection are lower than those under the baseline. The T7 case with triple injection achieves the highest thermal efficiency, which is 6.8% higher than that for the baseline case. Overall, triple injection achieves higher merit function values, which indicates a better capability to improve lean-burn performance than double injection.

Computational investigation of methanol pre-chamber combustion in a heavy-duty engine

This work explored the potential of methanol pre-chamber combustion (PCC) for heavy-duty engine applications. An optical engine experiment was conducted to visualize the jet flame development. The measured pressure traces and natural flame luminosity images were also used for the validation of three-dimensional computational fluid dynamics simulations. It was demonstrated that the main chamber (MC) combustion was successfully established by the reactive jet issued from the pre-chamber. Compared to methane PCC in our previous study, the distributed reacting jets were significantly thinner, in particular at the learner condition. The active PCC mode, which comprises enrichment of the mixture in the pre-chamber (PC) by means of direct methane injection, was effective in improving the engine performance. However, excessive PC fueling ratio (PCFR) resulted in lower thermal efficiency due to the higher wall heat transfer and combustion losses. In addition, the effects of various PC and piston geometries on the methanol/methane PC combustion were evaluated. The combination of an optimized PC and a flat piston yielded the highest thermal efficiency owing to the relatively lower combustion and wall heat transfer losses. At engine loads higher than 12.5 bar indicated mean effective pressure, exhaust gas recirculation must be implemented to avoid end-gas autoignition and reduce nitric oxides (NOx) emissions. As expected, the increase in (CR) further promoted engine work because of the higher expansion ratio. With CR of 13 and 14, higher thermal efficiency and lower NOx emission were simultaneously achieved under both intermediate and high loads when the engine was operating at the pure methanol PC combustion mode.

Inhibition effect of NH4H2PO4 on explosion flame propagation of aluminum alloy dust cloud

To investigate the inhibitory effect of NH4H2PO4 on the flame propagation of aluminum alloy dust clouds, experiments were conducted in cylindrical vertical ducts. High-speed cameras were employed to capture the explosion flames of aluminum alloy dust clouds under the coupled effect of NH4H2PO4 with different concentrations and particle sizes. The flame propagation behavior of NH4H2PO4/aluminum alloy dust was analyzed, and mathematical models were developed to describe the maximum distance and maximum velocity of NH4H2PO4 inhibition on the flame propagation of aluminum alloy dust clouds. Additionally, the inhibition characteristics of NH4H2PO4 on aluminum alloy dust explosions were studied in a 20 L spherical explosion container, and the thermal decomposition properties of NH4H2PO4 and aluminum alloy particles were investigated using a simultaneous thermal analyzer. Furthermore, the inhibition process of NH4H2PO4 on aluminum alloy dust was explored. The results demonstrate that the concentration of NH4H2PO4 has a greater impact on the inhibition effect on aluminum alloy dust, while the particle size has a smaller influence. Generally, as the concentration of NH4H2PO4 increases, the flame propagation distance and flame development rate decrease, leading to an enhanced inhibitory effect. The addition of NH4H2PO4 slows down the peak pressure of aluminum alloy dust explosions, resulting in a longer duration and smaller peak values of the “double-peak” pressure structure. When the particle size of NH4H2PO4 decreases and the concentration increases, the possibility of the “double-peak” structure decreases, forming a single-peak structure with lower peak values and pressure rise rates. The decomposition temperature of NH4H2PO4 precedes the combustion temperature of aluminum alloy particles. NH4H2PO4 absorbs thermal energy from the reaction system, exerting an inhibitory effect on aluminum alloy dust. The research findings provide valuable references for optimizing explosion suppression parameters and improving powder explosion suppression techniques.

Optical characterization of ethanol spray flame on a constant volume combustion chamber

Studying pure ethanol spray flame has the potential to achieve the carbon neutrality vision. This paper studies the effects of fuel injection masses (12, 24, 36 mg) and fuel injection pressures (30, 40, 50 MPa) on ethanol spray flame on an optically visualized constant volume combustion chamber. Further compared with the spray flame of methanol and n-butanol. The combustion characteristics and flame development process were revealed by flame self-illumination high-speed imaging method, and the soot distribution was revealed by wavelength integration two-color method. Results show that ethanol spray flame presents an unstable yellow flame with many wrinkles. Small injection masses exist a partial flame-quenching phenomenon. As injection mass increases, the soot lift-off length decreases, and the flame brightness, soot concentration, and ignition delay increase. The high soot concentration areas locate upstream of the flame, and there is almost no soot downstream. Increased injection pressure increases the soot lift-off length and decreases the flame brightness. The ignition delay is shortened from 8.388 ms to 6.955 ms when injection pressure increases from 30 MPa to 40 MPa. But higher injection pressure has a negligible effect on reducing ignition delay. Finally, an ethanol spray combustion conceptual model is proposed. This paper gives particular guiding significance to the future use of carbon-neutral ethanol in diesel engines.

Acceleration characteristics of composite flame in the initial stage of gas/coal dust explosion and analysis of disaster intensification

To clarify the strengthening mechanism of gas/coal dust coupling explosion disasters, a 20 L spherical explosion test system, high-speed schlieren, and PIV analysis were used to study the acceleration characteristics and pressure change of composite flames in the initial stage of gas/coal dust explosion, and the flow field characteristics were also analyzed. The results showed that methane concentration had the most important influence on the formation and development of composite flame. When the methane concentration was 7.5% and 9%, the composite flame propagation showed obvious acceleration characteristics and developed spherically, the flame boundary was clear and smooth, with the whole flame being continuous and bright white. Meanwhile, the Markstein length of composite flame is positive, and increased with the increase of methane concentration and dust particle size but decreased with the increase of coal dust mass concentration, the Markstein length for 9% gas concentration was 7 times larger than 6% gas concentration, indicating the increase of gas concentration can obviously inhibit the instability of composite flame, which prolonged the residence time of coal dust particles in the composite flame, resulting in the enhancement of the pyrolysis of coal dust and improvement of explosion intensity. The PIV test results of 9% gas/coal dust explosion showed that due to the high initial explosion intensity, the negative pressure in the center of the composite flame made most of the coal dust particles undergo centripetal movement, and a large number of coal dust particles gathered around the front of the flame. At the same time, a large number of large vortices in opposite directions were formed around the front of the flame, which promoted rapid contact between the coal dust surface and oxygen and intensified the combustion reaction. The research results can provide guidance for the prevention and control of gas/coal dust composite explosion disasters.

Combustion Regimes in Turbulent Non-Premixed Flames for Space Propulsion

Direct numerical simulations of non-premixed fuel-rich methane–oxygen flames at 20 bar are conducted to investigate the turbulent mixing burning of gaseous propellants in rocket engines. The reacting flow is simulated by using an EBI-DNS solver within an OpenFOAM frame. The transport of species is resolved with finite-rate chemistry by using a complex skeletal mechanism that entails 21 species. Two different flames at low and high Reynolds numbers are considered to study the sensitivity of the flame dynamics to turbulence. Regime markers are used to measure the probability of the flow to burn in premixed and non-premixed conditions at different regions. The local heat release statistics are studied in order to understand the drivers in the development of the turbulent diffusion flame. Despite the eminent non-premixed configuration, a significant amount of combustion takes place in premixed conditions. Premixed combustion is viable in both lean and fuel-rich regions, relatively far from the stoichiometric line. It has been found that a growing turbulent kinetic energy is detrimental to combustion in fuel-rich premixed conditions. This is motivated by the disruption of the local premixed flame front, which promotes fuel transport into the diffusion flame. In addition, at downstream positions, higher turbulence enables the advection of methane into the lean core of the flame, enhancing the burning rates in these regions. Therefore, the primary effect of turbulence is to increase the fraction of propellants burnt in oxygen-rich and near-stoichiometric conditions. Consequently, the mixture fraction of the products shifts towards lean conditions, influencing combustion completion at downstream positions.

Characterization of in-cylinder spatiotemporal flame and solid particle emissions for ethanol-gasoline blended in gasoline direct injection engines

Stricter regulations for internal combustion engines have necessitated the inclusion of eco-friendly fuels with conventional ones to reduce gas and solid emissions. Gasoline direct injection (GDI) engines, however, have been found to produce more particle number and mass emissions than port fuel injection engines. To address this, bioethanol fuel has been selected as an additive eco-friendly fuel for gasoline, with the aim of reducing particle emissions. In this study, we quantitatively characterize in-cylinder spatiotemporal flame to feature combustion performance and particle emissions for ethanol fuel in the GDI combustion chamber. We examined three engine combustion modes differed in equivalence ratio and injection strategy to produce various combustion results to quantify combustion performance and particle emission characteristics. Using an eight-channel non-intrusive flame luminosity sensor in one cylinder, we measured the flame front and its propagation direction. At the tailpipe, we measured particulate emissions using an engine exhaust particle sizer and a micro soot sensor coupled with a catalytic stripper that removed semi-volatile compounds. Our study found that increasing ethanol fuel content for different combustion modes resulted in distinct combustion and flame development. The particle size distribution also showed different patterns at each combustion mode, depending on the ethanol content. Lean combustion modes yielded high diffusion flame intensity compared to stoichiometric combustion mode, which resulted in a larger amount of particle formation. The physical properties of ethanol fuel were found to predominantly determine the fuel-air mixture quality, combustion process, and flame development at each combustion mode. An increase in ethanol fuel content at lean-homogeneous mode resulted in higher diffusion flame intensity and larger particle emissions. Our comparative study of flame and solid particles for ethanol fuel content improves the understanding of in-cylinder combustion processes and their correlations.

Experimental study on gas explosions of methane-air mixtures in a full-scale residence building

The field tests were carried out in a full-scale residence building with volume of 105 m3 to reveal the hazards and mechanism of methane-air mixture explosions. The real layout and variations of gas concentration, initial state and ignition position are considered in the explosion tests. The pressure–time histories and flame development of each test were recorded and analyzed. The concentration distribution was also measured by using the fixed concentration sensors and mobile robots. It is found that when the methane diffuses freely in the resident buildings, concentration stratification can be observed in the vertical direction and the concentration of region with height of 0.64 ∼ 2.38 m is within the explosive limit in the 9.5 vol% case. In the real scenario, the maximum overpressure of gas explosions in residence buildings is less than 10 kPa due to the effective venting of doors and windows. The concentration of 9.5 vol%, uniform gas distribution and ignition position in room 2 can bring about more intensive gas explosions and in turn result in higher overpressure loads and stronger external flame propagation. What is more, the acoustic oscillation is significantly restrained by the disturbance on the acoustic field caused by the effective venting, gas stratification and obstacle distribution in residence buildings.

Experimental investigation on shock wave propagation and spontaneous ignition of high-pressure hydrogen release through a sho (ϸ)-shaped extension tube into the atmosphere

The geometry of the extension tube has a great influence on the shock wave propagation and spontaneous ignition of high-pressure hydrogen release in this paper, piezoelectric pressure transducers, photodiodes and a high-speed camera are used to study the shock wave propagation and spontaneous ignition of high-pressure hydrogen released to the downstream sho (ϸ)-shaped extension tube. Experimental results show that the intensity of the leading shock wave is weakened due to the presence of branches when it propagates in the straight section of the sho-shaped tube, and a strong reflected shock wave is generated in the bend section. Spontaneous ignition is more prone to occur in the bend section than in the straight section, with a large optical signal value and long flame duration. However, due to the complex structure of the extension tube, there are still cases of the hydrogen flame extinguishing inside the tube even under high burst pressure. The flame detection time after the leading shock wave at the measured positions decreases with increasing burst pressure, and the time in the bend section is greater than that of the straight section. Radial flame expansion, flame separation, downstream flame extinction and upstream flame development, primary jet fire and secondary jet fire are successively observed outside the tube.

Insights into the effect of different macromolecular architectures on the charring ability of polyethylene

The induction period preceding the ignition is a fundamental stage in controlling the protection of polymeric materials from fire. In fact, at this stage, the formation of a non-pyrolyzable carbonaceous layer (char) onto the material surface could prevent the development of a sustained flame, hence delaying or preventing polymer burning. In this work, the charring ability of four samples of high- and low-density polyethylene was evaluated in different scenarios, namely isothermal oxidative conditions and cone calorimetry tests at different heat fluxes, aiming at assessing the possible influence of the polymer macromolecular architecture on their charring ability. First, the selected polymers were characterized from a thermal and rheological point of view; the obtained results allowed for disclosing the different microstructure of the materials, in terms of molecular weight and possible presence of short- or long-chain branching. Then, isothermal thermogravimetric analyses and cone calorimetry tests were performed, demonstrating a different charring ability of the investigated polyethylenes. Finally, the observed behaviours were correlated to the different chemical structure and to the specific macromolecular architecture of the polymers, allowing a systematic evaluation of the relationship between the molecular weight or the presence of branched structures and the mechanism and rate of char formation.

Development of a hydrogen-air flame in a vertical channel with a horizontal diaphragm

Development of a hydrogen-air flame in a vertical channel with a horizontal diaphragm

Experimental Study on the Dynamic Combustion Behavior of Thin Fuel Layer Caused by Instantaneous Leakage of Ethanol and Gasoline

ABSTRACT This paper presents an experimental and theoretical research on the instantaneous leakage fire of ethanol and gasoline. A horizontal substrate without vertical boundaries was used, and the leaked fuel could spread freely. The fuel leakage volume was set from 7 mL to 75 mL, and the ignition time was set from 10 s to 40 s. Results showed that the fuel thickness in this study is observed less than 1 mm and decreases continuously throughout the whole process. Different fuels showed different combustion behaviors in same cases. For ethanol, its combustion does not change the surface morphology, and the combustion process includes three stages, namely spreading, quasi-stable and shrinking. The quasi-stable stage is caused by the dynamic balance between flame development and fuel consumption. The quasi-stable burning rate of ethanol leakage fire is about 70–90% to pool fire with same diameter, however, their flame heights are similar. Theoretical analysis was conducted on the heat radiation absorption in the fuel, and found that at longer ignition times, the smaller absorption ratio caused by the lower thickness plays a more important role than the larger radiation feedback from the larger burning area. For gasoline, the soot from insufficient combustion adheres to the substrate impeded the flow of fuel during combustion process, and the burning area includes two parts, i.e. the center constant flame and flash flames intermittently appearing at the edge. The burning area, burning rate and flame height of gasoline decrease continuously during the whole combustion process. In addition, some interesting phenomena are observed before extinguishing, such as the revolved flash flame for gasoline, and the relevant explanations have been attempted.

A One-Dimensional Numerical Model for High-Performance Two-Stroke Engines

Computer software that simulates the thermodynamic and gas dynamic properties of internal combustion engines can play a significant role in the design and optimization of internal combustion engines. In the present work, a quasi-dimensional numerical model for two-stroke engines is presented. Particular attention was paid to reporting in-cylinder models, combustion (turbulent with flame development and flame–wall interaction), and turbulence (K-k-ϵ model), with the addition of tumble- and squish-generated turbulence that is quite common in such engines. The aim was to reduce the role of the calibration constants, which are fundamental for correlating the models with the experiments, and relations for calculating the tumble ratio and turbulent scales were reported. A one-dimensional model for manifolds is also presented (solving the Euler equations), using the second-order Roe Riemann solver with some improvements, paying particular attention to the source terms, such as area variation. Additionally, a new approach to the end-pipe boundaries, which would reduce the mass conservation error, is reported. The engines tested were two kart two-stroke engines, used for racing purposes: the IAME X30 engine and the IAME Screamer III KZ engine. A comparison between the model results and the experimental data was made, and good accordance was observed, with a root mean square error of about 0.5 kW and providing good accuracy in evaluating changes, such as the combustion chamber squish area and the exhaust pipe length.

Combustion characteristics and misfire mechanism of a passive pre-chamber direct-injection gasoline engine

Engine combustion characteristics and misfire phenomena in a turbocharged direct-injection gasoline engine with a pre-chamber are studied through multi-dimensional modeling of the engine and jet combustion in a pre-chamber vessel. The results show that the high-speed jets generated by the pre-chamber after spark ignition result in multiple ignition spots and enhanced flow turbulence in the main combustion chamber, accelerating the subsequent turbulent flame propagation. It is also found that the momentum of the gas jets directly correlates with the main chamber combustion phasing and duration, which means that varying the design parameters of the pre-chamber to generate higher jet momentum can produce faster flame propagation and better combustion phasing, improving the engine’s thermal efficiency. On the other hand, flame quenching phenomena at the engine low-load conditions were captured in the simulation with the reaction-mechanism combustion model, whose predictivity of jet flame quenching was verified by the pre-chamber vessel experiments. It was found that, in addition to the unfavorable lower in-cylinder pressure and temperature, leaner fuel–air mixture, weaker turbulence, and wall heat losses would lead to slower flame development in the pre-chamber and the jet flame to quench in the main chamber, resulting in engine misfire or ignition instability. The simulation further verified that flame quenching could be mitigated by using a heat-insulated pre-chamber, improving air–fuel mixing in the main chamber and pre-chamber with advanced fuel injection timing, and igniting the mixture at a higher gas temperature and pressure with advanced spark timing.

Influence of fuel injection parameters at low-load conditions in a partially premixed combustion (PPC) based heavy-duty optical engine

The study examined the effects of second injection timings and fuel injection pressures (FIPs) in a double-injection based partially premixed combustion (PPC) using a single-cylinder heavy-duty optical diesel engine equipped with two different configurations, namely all-metal and optical. The thermodynamic analysis of energy balance, exhaust emissions, and particulates characterization was conducted in an all-metal engine configuration. For the same base engine architecture, high-speed natural combustion luminosity, cool-flame, and electronically excited hydroxyl (OH*) chemiluminescence, and planar laser-induced fluorescence (PLIF) imaging of formaldehyde (HCHO-PLIF) were applied in the optical configuration. Additionally, 1D modeling using GT-Power was utilized to examine the distribution of heat transfer losses through the individual cylinder boundaries. The experiments were conducted at low-load conditions at a fixed fuel mean effective pressure (MEPfuel) using a primary reference fuel with a volumetric mixture of 50% n-heptane and 50% iso-octane (PRF50). The results demonstrated that for a fixed first injection, the second injection timing of −6°CA aTDC is the most favorable condition due to increased gross indicated efficiency, reduced exhaust losses, decreased uHC/CO/soot emissions with a slight compromise on heat losses and NOx emissions. Among the tested FIPs of 1200, 1500, and 1800 bar, 1500 bar showed higher efficiency, and overall lower energy losses and exhaust emissions. At higher FIPs, the overall flame development process revealed reduced luminous intensity with dispersed signals formed downstream of the nozzle due to increased premixed combustion. For 1800 bar FIP, both cool-flame and HCHO signals showed an increased rate of reaction zones close to the bowl-wall region from where the OH radicals developed. Not only the initial low- to high-temperature reaction transition was faster for 1800 bar FIP but the signal decay of HCHO signals by OH radicals was also rapid in the late cycle. These findings explained the root cause of increased heat transfer losses and higher uHC/CO emissions at 1800 bar FIP.

Optical Study on Spark Plug Gap in Extending Methane Lean Combustion Limits under High Ignition Energy Conditions

<div>Lean combustion has the potential to achieve high thermal efficiency for internal combustion engines. However, natural gas (NG) engines often suffer from slow burning rates and large cyclic variations when adopting lean combustion. In this study, the effects of spark plug gaps (SPGs) on methane lean combustion are optically investigated under high ignition energy conditions. Synchronization measurements of in-cylinder pressure and high-speed photography are performed for combustion analysis. The results show that large SPGs with high ignition energy exhibit great improvement in engine combustion stability and power capability. Under ultra-lean conditions, a large SPG with a high ignition energy of 150–200 mJ can extend the lean limit to 1.55. Combustion images indicate that this is contributed by the enlarged initial flame kernel, which promotes early flame propagation. Besides, an empirical criterion is adopted to quantify the underlying mechanism, and the results confirm that a more stable early flame development with a faster burning rate can be obtained by a larger SPG and higher ignition energy under lean conditions. Therefore, a large SPG is an effective way to improve combustion stability and thermal efficiency for NG engines.</div>

Explosion dynamics of premixed LPG/H2 fuel in a confined space

To reveal the impact law of H2 on the kinetics of LPG explosion reaction, a list of explosion experiments were conducted in a 10 L duct with LPG/H2 as the research object. The influence of H2 volume fraction on the explosion characteristics of LPG was investigated, and analyzed the combustion mechanism of mixed-gas. Results indicate that the flame development of LPG/H2 mixed under different RH conditions is divided into four different development modes. The Pmax increase, and the explosion relief pressure decrease as the RH elevates. The effect of equivalence ratio on the Thermo-Diffusive instability and Darrieus-Landau instability of LPG/H2 mixture is large. Under the same conditions, there is a noticeable discrepancy in the flame duration and explosive pressure duration. The chain reaction (R2: H2 + OOH + H, R3: H2 + OHH2 + OH), which produces a significant amount of H, OH important radicals and boosts the reaction activity, is the principal way that hydrogenation affects the reaction of LPG/H2 gas combination. The impact of H2 on LPG in terms of reaction mechanism is explained and confirmed by the fact that hydrogenation encourages the rise of the sensitivity coefficient of the fundamental reactions of the LPG/H2 mixture explosion.