Application Of Exhaust Gas Recirculation Research Articles

Stratified premixed combustion optimization of a natural gas/biodiesel dual direct injection engine

The natural gas (NG) stratified premixed combustion mode (NSPC) demonstrates significant potential for improving thermal efficiency and lowering emissions when compared to the NG mixing-limited combustion mode (NMLC). In this study, the NSPC for a NG/biodiesel dual direct injection engine was optimized through numerical simulation. The initial evaluation of biodiesel as the pilot fuel reveals its capacity to reduce soot and CO emissions while simultaneously increasing thermal efficiency in comparison with pure diesel. The subsequent examination delved into the effects of the injection timing of biodiesel and natural gas on mixture distribution, combustion, and emissions characteristics. The findings indicates that a well-balanced combination of moderate injection timing of natural gas and slightly delayed injection timing of biodiesel results in significantly lowered CO and soot emissions while maintaining high thermal efficiency, but with a trade-off of increased NOx emissions. The engine performance was further refined through the integrated application of exhaust gas recirculation (EGR) and pilot fuel pre-injection. Achieving a high thermal efficiency of 42.5%, minimal CO emissions at 1.5 g/kWh, soot emissions below 1 × 10−4 g/kWh, and NOx emissions less than 2 g/kWh, is achieved by configuring the start of injection for natural gas and biodiesel at −56°CA ATDC and −10°CA ATDC, respectively, with a biodiesel pre-injection ratio of 30%, and an EGR rate of 36%.

Experimental exploration of hydrogen fuelled dual fuelled CRDI equipped diesel engine coupled with exhaust gas recirculation using ANN approach

The usage of diesel engines in the automobile and agricultural industries is growing daily. Therefore, this study aims to reduce the rate of exhaust emissions from water-cooled 4-stroke-single cylinder CRDI-equipped diesel engines by using hydrogen along with the exhaust gas recirculation (EGR) technique. The results proved that the dual-fuelled diesel engine enriched with 6 ms of hydrogen flow rate and 10% EGR promotes excellent engine characteristics. However, the reduced NOX emission was observed from 10% EGR application. Compared to pure diesel, the proposed dual fuel combination promotes 56.3%, 33%, 15.38%, 40% and almost 50% reduction in HC, CO, NOX, CO2 and smoke emissions. Similarly, the engine performances, such as brake thermal efficiency (BTE) and brake specific energy consumption (BSEC), have also been improvised. The maximum increment achieved for BTE is 7.6%, and the maximum reduction achieved for BSEC is 8.12%. Besides, the ANN model predicts the engine performance and emissions with a correlation coefficient of 0.964, 0.945, 0.98, 0.807, 0.979, 0.900, and 0.90 for BTE, BSEC, CO, CO2, NOX, HC and smoke respectively. A root mean square error (RMSE) of less than 1 was observed for the ANN prediction model, indicating that both the actual and predicted results agree better.

Numerical study on effects of EGR on combustion and NOx emissions of gasoline blended dissociated methanol gas engine

Exhaust gas recirculation (EGR), which can reduce NOx emissions effectively, has been widely studied in engines, but there are few studies using EGR on gasoline blended dissociated methanol gas (GDM) engines. To reduce the NOx emissions of GDM engines, investigation is conducted based on numerical simulation in this study. The accuracy of the engine numerical model is first validated through experimental data, and then the effects of EGR on GDM engine performance are studied, including combustion characteristics and NOx emissions. Numerical simulation results show that the application of EGR reduces the cylinder pressure and the heat release rate of GDM engine, and delays the corresponding crank angle of their peak value respectively. The application of EGR also delays the combustion center, and extends the ignition delay and combustion duration. As EGR rate increases, the NOx emissions decrease significantly. This study offers valuable insights into the potential application of EGR technology in GDM engines.

Experimental investigation to study combustion and emission characteristics of diesel engine by application of EGR and heated intake air

Diesel engines are widely used over petrol engine due to their higher torque and higher thermal efficiency. However, the major problem of diesel engine is that it produces carbon dioxide which contribute in greenhouse gas emissions. The recent stringent norms about engine pollution needs to focus on the techniques to reduce the exhaust emissions. The exhaust gas loss is an important loss which affect the performance of engine fueled with diesel. The attempt of implementing systematic designed exhaust gas recovery system was examined for various test modes of diesel engine. A heat exchanger of counter current shell and tube type based heat recovery technique was developed and implemented to heat intake air of the engine and the effects of heated air on diesel engine characteristics studied. The exhaust gas recirculation(EGR) method was also employed for 6 % & 12 % EGR with and without heat exchanger and studied its effects on engine characteristics. The experimentation was conducted on kirloskar make four stroke diesel engine for varying load and at constant speed 1500 rpm for six different test modes of diesel including base diesel test mode. The six modes tested were 1: Base Engine (Diesel WHE) 2. Base Engine test mode withoutHeat Exchanger and with 6 % EGR (DIESEL WHE 6 % EGR) 3.: Base Engine test mode withoutHeat Exchanger and with 12 % EGRN(DIESEL WHE 12 % EGR) 4: Engine withHeat Exchanger (DIESEL HE 0 % EGR) 5: Engine test mode DIESEL HE 6 % EGR) 6. Engine test DIESEL HE 12 %EGR. The experimental results indicate that mechanical efficiency increased by 8.3 % for test mode of Diesel WHE 12 % EGR than base engine condition. The application of heat exchanger indicated improved CO2 emission in the engine exhaust The test mode of diesel WHE 12 % EGR reported higher in cylinder pressure and higher amount of heat release 52.5 J/ °CA at full load.

Experimental study on morphology, nanostructure and oxidation reactivity of particles in diesel engine with exhaust gas recirculation (EGR) burned with different alternative fuels

Experiments were conducted at a diesel engine with exhaust gas recirculation (EGR), and the particulates produced by the combustion of Fischer-Tropsch (F-T) diesel, biodiesel as well as diesel were collected. The influences of fuel characteristics upon the morphology, nanostructure and oxidation reactivity of particles were explored by high-resolution transmission electron microscope (HRTEM), Raman spectroscopy (RS) and thermogravimetry (TGA). The results show that compared with diesel, F-T diesel particulates possess smaller fractal dimension (Df) and fringe tortuosity (Tf), lower the area ratio of D1 peak to G peak (AD1/AG) and half peak width of D1 peak (D1-FWHM), longer fringe length (La), shorter separation distance (d), higher oxidation characteristic temperature and apparent reactive energy (Ea), while biodiesel particulates exhibit the opposite features. Among the samples, F-T diesel particulates display the highest graphitization degree and the lowest oxidation reactivity, biodiesel particulates present the most disorderly nanostructure and are more easily oxidized. The application of EGR increases the agglomeration degree, reduces the graphitization degree and oxidation characteristic temperature, and enhances the oxidation reactivity of particulate. Compared with the particulates collected without EGR, the Ea of FT diesel, biodiesel, and diesel particulates are reduced by 36.7%, 41.2%, and 37.5% as the EGR rate is 30%.

Air preheating and exhaust gas recirculation as keys to achieving an enhanced fuel water content range in stratified downdraft gasification

The strict fuel water content requirements inhibit the breakthrough of small-scale stratified downdraft gasification CHP plants. The present work was conducted to enlarge the allowable fuel water content range in a wood-chip-driven downdraft gasifier with a nominal fuel load of 90 kW. Specifically, the range was enhanced to include wetter and drier fuel using the methods of air preheating and continuous exhaust gas recirculation (EGR). In this study, three dry (i.e., 8 m%, 5 m%, 2 m%) fuel water content levels were tested with EGR rates ranging from 0 to 62.5 l∙min−1, and three wet fuels (i.e., 8 m%, 17 m%, 21 m%) were tested at three different air temperatures (i.e., 20 °C, 60 °C, 100 °C). Three novel findings were obtained: (1) Air preheating successfully shifted the flame front upward, enlarging the applicable maximum fuel water content from 18 m% to 21 m%, but the gas quality slightly worsened in terms of LHV and tars. (2) The application of EGR lowered the fuel water content limit from 8 m% to 2 m% and even increased the cold gas efficiency and reduced the tar content in the product gas. (3) The evaluations revealed that the flame front must be positioned within a relatively narrow range and close to the reactor throat to ensure steady operation. A safe and long-lasting operating point for each fuel water content was determined. The results of this work indicate that an enhanced fuel flexibility will be possible in stratified downdraft gasifiers in the near future.

Study on effects of combustion and exhaust of diesel fuel and diesel water emulsion fuel according to exhaust gas recirculation application in diesel engine

Study on effects of combustion and exhaust of diesel fuel and diesel water emulsion fuel according to exhaust gas recirculation application in diesel engine

Numerical investigation on the compressor for gas-entraining diffuser EGR

Exhaust Gas Recirculation (EGR) is an effective way to reduce nitrogen oxide (NO x) emissions, and the EGR application increases the engine backpressure to some extent. In this paper, a new EGR method named gas-entraining diffuser EGR was proposed to reduce pumping loss. It introduces the exhaust gas into the compressor diffuser inlet where the static pressure is the lowest without blades fouled by exhaust gas. As a result, lower pressure at the turbine upstream can achieve EGR. Then, a newly designed induced structure not only introduces exhaust gas into the compressor diffuser but also reduces the energy loss caused by EGR application. Furthermore, the performance of compressor with different induced angles of the induced structure was investigated using simulation method. Results showed that the compressor’s adiabatic efficiency was the best when the induced angle was 20°. Regarding the induced angle of 20°, the adiabatic efficiency drop of compressor was in the range of 0.8%–12%. Approximately 10% of the adiabatic efficiency drop was caused by the induced structure, the other was mainly from the flow loss and mixing loss in diffuser system. The induced structure mainly affected the static pressure difference between induced structure inlet and impeller outlet ([Formula: see text]). When the impeller mass flow was 0.23 kg/s, [Formula: see text] was 11.21, 13.95, 15.59, 17.18 kPa respectively with corresponding induced angles of 20°, 30°, 40°, 50°. The primary energy loss leading to the adiabatic efficiency drop of compressor with induced structure occurred in diffuser system. It was caused by the mixing process of induced gas and impeller exit gas, and the enhanced effect from the shroud side’s impeller jet-wake and volute tongue.

Numerical prediction of the performance and emission of downsized two-cylinder diesel engine for range extender considering high boosting, heavy exhaust gas recirculation, and advanced injection timing

This study investigates the feasibility of a diesel engine to be applied as a power generator to extend the driving range of electric vehicles by evaluating the combustion and emission characteristics of the engine in the process of converting an existing diesel engine to a downsized diesel engine. The study was conducted under a wide range of operating conditions from 1250 to 2500 RPM. In addition, a simulation was performed to analyze the thermal characteristics of the engine under the application of exhaust gas recirculation (EGR) and the responsiveness of the combustion performance to an increase in the boost pressure. The EGR application caused ignition delay and reduced nitrogen oxide (NOx) emissions due to the low combustion temperature. In addition, the increase in boost pressure proved the feasibility of a downsized diesel engine to be used as power generator by improving the lowered performance with the application of EGR. By applying an appropriate advanced injection timing at the maximum load under each operating condition, both the combustion performance and brake-specific fuel consumption were improved; moreover, the NOx emission met the EURO-VI emission regulation. Through verification of the performance and emission of a downsized diesel engine, it was proved that the downsized diesel engine is an effective electric vehicle for power generators.

Research of Exhaust Gas Recirculation on Commercial Turbocharged Gasoline Direct Injection Engine With Intense Tumble Flow

Abstract The application of exhaust gas recirculation (EGR) technology on gasoline direct injection (GDI) engines can suppress knocking, reduce fuel consumption, and reduce NOx emissions. The effects of EGR with enhanced intake tumble flow, on the combustion phase, combustion duration, knock index and combustion cycle variation of the engine, were studied at two speeds of 1500 r/min and 2000 r/min from low to medium and to full load. The research shows that although the commercial engine has been well calibrated and optimized, the optimization of EGR and enhanced tumble flow together with the optimization of the ignition angle can improve the engine's economy and emission characteristics, while maintaining relatively fast burning speed and low combustion cycle variation. From medium to heavy load, the economy can be improved by 2.6–10%, and the minimum fuel consumption can be reduced to 213 g/kW. h. Under heavy load conditions (brake mean effective pressure (BMEP) more than 14 bars), power performance deteriorates due to insufficient boost performance. The 5–20% EGR rate brings 10% power loss. EGR combined with tumble intake has a significant effect on reducing the engine's NOx and CO, with average reductions of 60% and 22%, but HC increased by 32%.

Influence of EGR on a CI engine running on 20% blend of jatropha biodiesel

Abstract Biodiesels are becoming famous as an elective fuel due to their emission qualities. But still, there are some issues with the exhaust emission from biodiesel. The emission like CO, HC and CO2 reduces with biodiesel, but the NOx outflow increases with biodiesel. The present study involves the application of exhaust gas recirculation (EGR) to diminish NOx. The J20 (20% blend of Jatropha biodiesel) is utilised as a fuel in a CI engine for this investigation. The emissions like CO, HC, CO2 and NOx and 20% EGR are noted down at 10% and 20% EGR. The load is varied from 0% to 100%. The NOx is reduced significantly, but the CO, CO2, HC and smoke increases on applying Exhaust Gas recirculation (EGR).

Experimental investigation on the characteristics and performance of homogeneous charge induced ignition(HCII) on a multi-cylinder heavy-duty engine

This paper is focused on the characteristics and performance of HCII in conditions close to practical engine operating. For this purpose, extensive experiments have been conducted on a modified six-cylinder heavy-duty diesel engine, with six-cylinder HCII, high pressure exhaust gas recirculation(EGR) loop and appropriate pressure rise rate. The experiments mainly include two aspects. Firstly, gasoline ratio(GR), EGR ratio and start of injection(SOI), are studied to summarize the combustion and emission characteristics of HCII. Secondly, European steady state cycle(ESC) test is conducted to evaluate HCII performance over the whole engine map.Results suggest that large GR is beneficial to effective thermal efficiency(ETE) or/and nitrogen oxide(NOx) and smoke emissions, however, it is limited by maximum pressure rise rate at low load and uncontrollable ignition time at high load. Similarly, the application of EGR can improve gasoline combustion and decrease NOx emission, while it cannot be too much because of decreased ETE at low load and uncontrollable ignition time at high load. Meanwhile, SOI can be advanced to 40 crank angle degree(CAD) before top dead center(BTDC) to achieve extremely low NOx and smoke emissions and relatively high ETE. However, this strategy can only be applied to B25 and C25 points. Finally, great success is achieved by HCII in ESC test. Just with diesel oxidation catalyst(DOC), the weighted specific emissions of NOx, particulate matter(PM), hydrocarbon(HC) and carbon monoxide(CO) can be 1.841 g/(kW·h), 0.024 g/(kW·h), 0.115 g/(kW·h) and 0.896 g/(kW·h) respectively.

Enhancement of energy efficiency by exhaust gas recirculation with oxygen-rich combustion in a natural gas combined cycle with a carbon capture process

To enhance the energy efficiency in a natural gas combined cycle (NGCC) integrated with a chemical solvent-based carbon capture process (CCP), application of exhaust gas recirculation (EGR) with oxygen-rich (oxygen + air) combustion was studied. As the first step, performance of the CCP and its impact on the efficiency of the NGCC were evaluated by validated rigorous models. Net power generation of an NGCC with a CCP was 533 MW at 90% capture rate. Total capture cost was approximately 46.5 USD/ton of CO2. When the EGR, known to improve the performance, was applied, enhancement of the net power generation was limited by 1% (538 MW) because utilization of excessive EGR can be a problem for stable operation of the gas turbine in NGCC. To further improve the EGR, therefore, feasibility of oxygen-rich (oxygen + air) combustion was investigated. The net power generation increased up to 555 MW, which improved about 4% than the original case. In addition, the results indicated that the unconditional mixing of oxygen can rather reduce the net power generation, and optimal composition of the oxygen-rich mixture gas is important. This study exhibited potential ways to improve the efficiency of an NGCC with a CCP.

Performance Optimization of a Diesel Engine with a Two-Stage Turbocharging System and Dual-Loop EGR Using Multi-Objective Pareto Optimization Based on Diesel Cycle Simulation

The effects of an electric supercharger (eS) and a dual-loop exhaust gas recirculation (EGR) system on a passenger car’s diesel engine’s emissions and fuel efficiency under various worldwide harmonized light-duty vehicles test procedure (WLTP) reference operation points were investigated using a one-dimensional engine cycle simulation, called GT-Power. After heavy EGR application, the in-cylinder pressure and temperature declined due to a dilution effect. As eS power and rpm increased, the brake-specific fuel consumption (BSFC) decreased because the effects of the air flow rate increased. However, it was unavoidable that nitrogen oxide (NOx) emissions also increased due to the higher in-cylinder pressure and temperature. To induce more EGR to the intake system, a dual-loop EGR system was applied with eS at different low-pressure EGR (LP-EGR) fractions (0, 0.25, 0.5, 0.75, and 1.0). Under these conditions, a design of experiment (DoE) procedure was carried out and response surface plots of the BSFC and brake-specific NOx (BSNOx) were prepared. A multi-objective Pareto optimization method was used to improve the trade-off in results between the BSFC and BSNOx. Through optimization, optimal Pareto fronts were obtained, which suggested design parameters for eS power and rpm to control the engine under various LP fraction conditions.

Control and optimization of spark ignition–controlled auto-ignition hybrid combustion based on stratified flame ignition

Spark ignition–controlled auto-ignition hybrid combustion, also known as spark assisted compression ignition, is of considerable interest in gasoline engines because of its potential to enlarge the operating range of gasoline diluted combustion. However, it was found that the spark ignition–controlled auto-ignition hybrid combustion process was often characterized with large cycle-to-cycle variations. In this research, a new approach by combining the traditional second-order derivative method and Wiebe function fitting method was proposed to identify different heat release stages of spark ignition–controlled auto-ignition hybrid combustion. The heat release characteristics of the spark ignition–controlled auto-ignition hybrid combustion based on stratified flame ignition strategy and its control methods were investigated in detail. The effect of control parameters, including spark timing, direct injection ratio and dilution strategy, on improving the thermal efficiency and decreasing the variation of heat release trace in spark ignition–controlled auto-ignition hybrid combustion based on stratified flame ignition strategy was analysed. The advance of flame propagation ending point and the increase in the average heat release rate in flame propagation stage benefitted the fuel economy and reduced the variations of heat release in spark ignition–controlled auto-ignition hybrid combustion. Although the increase in direct injection ratio contributed to the stability of heat release in the spark ignition–controlled auto-ignition hybrid combustion based on the stratified flame ignition strategy, the thermal efficiency of spark ignition–controlled auto-ignition hybrid combustion cannot be effectively optimized due to the decrease in combustion efficiency. The application of exhaust gas recirculation and air dilution could decrease the variations of heat release process and increase the thermal efficiency of spark ignition–controlled auto-ignition hybrid combustion based on stratified flame ignition strategy.

Evaluation of exhaust gas recirculation techniques on a high-speed direct injection diesel engine using first law analysis

The effects of different exhaust gas recirculation (EGR) strategies on engine efficiency and the resulting energy flows at two speed/load conditions (1500 r/min/6.8 bar net indicated mean effective pressure (nIMEP) and 1750 r/min/13.5 bar nIMEP) were studied using a first law analysis approach. The EGR strategies tested were as follows: cooled high-pressure exhaust gas recirculation (baseline), the application of exhaust gas recirculation with the swirl flap closed and the use of exhaust gas recirculation under constant λ conditions. The closed swirl flap exhaust gas recirculation strategy reduced brake efficiency under high load conditions and increased heat transfer to the coolant for both load cases. Soot and CO emissions increased at high load, however, with an increase in NOx relative to the baseline case. The constant λ exhaust gas recirculation strategy reduced brake efficiency under low load, as well as the heat flow to the coolant for both load cases. The constant λ exhaust gas recirculation strategy benefited smoke emissions and increased combustion exhaust gas recirculation tolerance, albeit with a penalty in NOx emission.

Simultaneous Application of Exhaust Gas Recirculation and Non-Constant Injection Rates to Reduce NOx and Soot Emissions in Diesel Engines

A combination of EGR and variation of injection rate has been used to keep both NOx and soot emissions at an acceptable level. To do so, a two-dimensional multi-zone phenomenological diesel engine combustion model has been developed. The model consists of several sub-models for spray development, fuel atomization, evaporation, combustion, and emission formation. The fuel spray is divided into several small packets called zones, and consequently, the equations for conservation of mass and energy are solved for each individual zone at each time step, from which the cylinder temperature and pressure are calculated. Additionally, the formation of emissions is tracked as soon as the combustion starts. Moreover, parallel processing programming techniques have been utilized, which reduce the computational time of the model considerably, making it a fast and reliable tool for combustion simulation. Using the model, different rates of EGR are applied, which as expected shows a noticeable decrease in NOx emissions. Thanks to the modular design of the model, injection profile can be changed easily. Instead of using a constant rate injection, three different injection patterns are used. First, an upward step profile is used, in which fuel is initially injected with a lower and then with a higher rate. After that, a downward step profile was applied, which injects the fuel first with a lower and then a higher rate. Finally, a combination of the above profiles is used, i.e., the fuel is injected initially at a low rate, and then, the injection rate is increased, and finally decreased again. It is shown that use of EGR with a combined injection pattern at the same time can keep the NOx and soot emissions of the diesel engine at an acceptable level.

Performance Emission and Combustion Characteristics of CRDI Engine Operating on Jatropha Curcas Blend With EGR

The present experimental study uses dual cylinder common rail direct injection (CRDI) engine fuelled by Jatropha curcas biodiesel blends produced through Transesterification process along with application of water cooled exhaust gas recirculation (EGR) rates. Performance, emissions and combustion properties of an engine at constant speed were measured and analysed. The improvement in brake thermal efficiency (BTE) along with reduction in carbon monoxide (CO), unburned hydrocarbons (UBHC) and smoke opacity were observed for the B20 biodiesel blend with a marginal increase in oxides of nitrogen (NOx). EGR application has reduced the NOx emissions and peak pressure inside the combustion chamber due to lower flame temperature. Combining B20 blend ratio with 15% EGR rate has the potential to achieve ultra-low NOx without affecting other type of diesel engine exhaust emissions by maintaining same efficiency level.

EGR control on operation of a tar tolerant HCCI engine with simulated syngas from biomass

In combined heat and power plants operated with biomass syngas, the removal of condensible tars is a necessary but expensive step (up to one third of the installation and maintenance costs). This step is required because the syngas has to be cooled down to avoid knocking in the spark ignition engines traditionally used in such plants. To remove the tar condensation problem, we developed an alternative system based on an Homogeneous Charge Compression Ignition (HCCI) engine operated at intake temperatures above the tar dew point. To address the challenge of power derating of such engine setups, the current paper focuses on the application of Exhaust Gas Recirculation (EGR) as a control parameter that would indirectly allow the improvement of the engine performance. Based on a conservative estimate of tar dew points, HCCI combustion was studied at an intake temperature of 250°C using synthetic biomass syngas and synthetic EGR on a mono-cylinder HCCI engine operated at 1000 RPM. The effects of charge dilution, thermal and kinetic damping due to the EGR gases were also analysed to understand their main effects. The use of EGR successfully increased the maximum achievable Indicated Mean Effective Pressure from 2.5bar at EGR=0% up to 3.3bar at EGR=25%, through damping the maximum pressure rise rate and allowing higher equivalence ratios.

Carbon capture on micro gas turbine cycles: Assessment of the performance on dry and wet operations

The large employment of renewable energies requires flexible, efficient and low-carbon production from fossil fuels. From all non-renewable power production routes, the electricity produced with micro Gas Turbines (mGTs) running on natural gas has a very high load flexibility and the lowest CO2 emissions. However, if we want to move towards full carbon clean power production, then CO2 in the exhaust must be captured. In this scenario, mGTs coupled with a Carbon Capture (CC) plant could be a suitable option, but only a few numerical and experimental analyses are available which assess their real potential.The low concentration of CO2 in the mGT exhaust gas is disadvantageous from a CC point of view, however the concentration can be increased by performing Exhaust Gas Recirculation (EGR). Furthermore, the efficiency loss introduced by the CC plant can also be reduced by using the concept of micro Humid Air Turbine (mHAT).In this study, both the dry and the wet operations of the Turbec T100 coupled with a chemical-absorption plant are simulated and compared using the software Aspen Plus®. The goal of these simulations was to investigate state-of-the-art measures which could be applied to small-scale generation to assess what the energy impact of a carbon clean production would be.Simulation results show that applying EGR to a mGT or mHAT can reduce the exhaust gas mass flow rate by 50% and it can increase the concentration of CO2 by three times the traditional cycle. The humidification of the mGT can entirely compensate for the efficiency losses of the EGR application. Both cycle performances are strongly affected by the thermal input from the stripping process, decreasing the global electric efficiency by around 7.9 absolute percentage points in the mGT case and by 8.3 absolute percentage points in the mHAT case in full load conditions. The results of this paper can be used as a starting point for new cycle concepts between the mGT and CC plant.