4pplied Thermal Engineering Vol. 16, No. 2. pp.

163 173, 1996

Pergamon

1359-.4311(95)00047-X

Copyright (: 1995 Elsevier Science Ltd

Printed in Great Britain. All rights
1359-4311/96 $9.50 +

ENHANCEMENT
OF PERFORMANCE
OF GAS TURBINE
E N G I N E S BY I N L E T A I R C O O L I N G A N D
COGENERATION
SYSTEM
Yousef S. H. Najjar
Mechanical Engineering Department (Thermali. King Abdulaziz University, P.O. Box 9027,
Jeddah 21413. Saudi Arabia
I Received with re|'i~lo~ 14 .lanuarv 1995)

Abstract It is known that the cflic|ency of the gas turbine engine is relatively low at design point and
it deteriorates further at part Mad and at off-design high ambient temperatures.
Therefore, this v, ork comprises the study of adding an inlet air precooler connected to the evaporator
of an aqua ammonia absorption chiller which is driven by the tail-end heat recovered from the engine
exhaust gases. A heat reco,,ery boiler is used to partly recover the exhaust heat before entering the
generator of the chiller. The performance of this combined system, namely power, efficiency (q) and
specific fuel consumption I.~/i ) is studied and compared ~ith the simple cycle. The variables in this
parametric study are maiM? compressor pressure ratio ir~ L turbine inlet temperature (ToO and ambient
temperature ( 7~ ).
Results show that the combined system achieves gains m power, rL, and .ffbo, of about 21.5, 38 and
27"7%. The performance of the combined system shows less sensitivit.~ to variations in operating variables.
Thcrmoeconomic e~aluation shows that the combined system is viable

KeywordsGas

turbines, performance, air cooling~ cogeneration.

NOM

A~
AP b

AP~.~
APH R B,~

E~
E,

Eth
.J

h
m
gfl~

M
H

Q~
rc
r~

L
X

EN(I.ATU

enthalpy of combustion [kJ kg]

pressure drop in the combustor [bar]
pressure drop in the gas side of the generator [bar]
pressure drop in the gas side of the heat reco~er~ boiler [bar]
polytropic efficiency of the compressor
polytropic efficiency of the turbine
mechanical efficient:,
overall efficiency of the combined cycle
thermal efficiency of the gas turbine cycle
fuel air mass ratio [kg~ k g ]
enthalpy [kJ kg]
mass of refrigerant xapour [kg s|
mass of steam flov, [kg s)
total mass in absorpl|on c3cle [kg s|
polytropic index
absolute pressure [ba|l
energy recovered in heat r e c ~ e r y boili [kJl
compressor pressure r:3.tw,
turbine pressure ratio
specific fuel consumption [kg t kwh]
ambient temperature [K}
turbine inlet temperature [K[
concentration o f a r n m o n i a in solution [kg N H kg solution|

Greek letter.~

effecti~ enes.,
S|~bscripls
a

d
E
G

R E

air. ambient, absorber

burner, boiler
compressor, condenser
dephlegmator
evaporator
generator
!(,3

reserved
.00

164
g
gt

h
m
N
P
pr
ref

Y S H, Najjar

combustion gas
gas turbine
heat exchanger (regenerator)
mean value
net
pump

precooler
refrigerant
sol
solution
0[, 02, etc. state condition of gas turbine engine
1. 2, etc.
state condition of refrigeration machine

INTRODUCTION
In the World Energy Council, in Montreal, 1989, it was stated that fossil fuels will continue to be
the mainstay of the world energy supply. The development of environmentally-friendly technologies geared to conserving these resources is the key.
It is known that the efficiency of the gas turbine engine is relatively low at design point and it
deteriorates further at part load and at off-design, when the ambient air temperature increases. The
present trend in design is towards improving efficiency and power output by increasing engine
pressure ratio and turbine inlet temperature: this, however, results in an increase of NOx as the
undesired pollutant.
Thus it is no surprise to find that cogeneration has become a 'hot' subject for gas turbines. About
30% of the stationary gas turbine machines installed today are cogeneration applications. As little
as 5 years ago, 10% of the machines were cogeneration applications [1].
It is known that variations of atmospheric conditions, such as temperature, humidity and
pressure, are important factors in gas turbine performance. Thermodynamic analyses revealed that
thermal efficiency and specific output decrease with an increase of humidity and ambient
temperature [2]. An extensive study was undertaken on the effect of humidity on engine
performance and correlations were formulated [3]. Recently, El-Hadik [4] carried out a parametric
study on the effects of ambient temperature, pressure, humidity and turbine inlet temperature on
power and thermal efficiency. He concluded that the ambient temperature has the greatest effect
on gas turbine performance, which increases with the turbine inlet temperature and pressure ratio.
Reductions of power and efficiency due to a I K temperature change were found to be around 0.6
and 0.18% respectively [5, 6].
As mentioned previously, the gas turbine engine can be used in a cogeneration system, utilizing
the heat from the exhaust gases to drive an absorption refrigeration system to produce cool air
or chilled water, both of which can be utilized in different applications [7 9].
An effective method of overcoming the problem of NO,. and improving the performance is
precooling of the inlet air. The increased density of the cooled air increases the mass flow through
the engine, resulting in a significant increase in gas turbine power output, with a slight improvement
in efficiency. The NO, emission is reduced. A further consequence of precooling the inlet air is that
maintenance costs are reduced, as these depend heavily on the temperature of the hot section [10].
Improvements in power and efficiency due to inlet-air precooling are enhanced further as the
ambient temperature increases [11]. The increase in air mass flow also increases the flow rates of
fuel and combustion gases and, hence, the amount of recoverable waste heat is increased. Inlet-air
precooling also reduces the impact of surges in the front stages of the compressor when running
at part load.
Furthermore, the variations of specific power and efficiency with ambient temperature are
reduced as a result of inlet air precooling. The optimum pressure ratios for maximum power and
efficiency become higher than those of the conventional regenerative cycle [12]. It is possible,
therefore, to utilize air precooling in conjunction with larger engines. It was found for aircraft
engines that the positive effect of precooling increases with increasing compressor pressure ratio
[13]. In gas turbine cogeneration plants, air precooling reverses the drop in power-to-heat ratio
usually seen with increasing ambient temperatures [14].
Various suction-air configurations have been studied [15] to overcome the main drawbacks of
the gas turbine engine, i.e. fairly poor thermal efficiency, and the significant variation of thermal

Enhancing gas turbine engine performance

165

efficiency and specific power with variations in ambient temperature. The most practical method
used to date for inlet-air cooling is evaporative cooling, with its subsequent increase in mass flow
through the turbine and the heat recovery boiler, thus boosting power and steam production [16].
The system presently in use is the conventional wetted rigid media system, although a direct mixing
evaporative cooling system has also been suggested [17]. However, evaporative systems are excellent
in regions of high temperature and low humidity [18].
There is growing interest in using the absorption system of refrigeration for inlet air precooling
[12]. In cogeneration systems, inlet cooling was found to reverse the drop in power-heat ratio with
increasing ambient temperature, and increase capacity at the cost efficiency [19]. An absorption
refrigeration system was proposed [10] that utilized the exhaust waste heat, whereby 200 kW/MW
of refrigeration needed by a mechanical chiller was saved.
Hufford [20] reported a two-stage lithium-bromide absorption chiller that runs on turbine
exhaust. The highest and lowest allowable exhaust gas temperatures were 870 and 260C,
respectively. Nasser and EI-Kalay [21] proposed a similar system of heat-recovery cooling system
to conserve energy in gas turbine power stations located in the Arabian Gulf. The authors claimed
that the useful power output may thus be increased by more than 20% during summer without
consuming more fuel. However, there is considerable concern about the possibility of using such
high temperatures (260 C and above) in a lithium-bromide system without crystallization.
4

Compress or I

J
Turbine

Heat Recovery Boiler

Dephlegmator

@
@

___lConda,,er
Heat Exch. 1

M|voporator

@
@

Generator

S)

I
Pump

Pump

Fig. 1 Schematicdrawing of the combined sFstem with precooling.

166

Y . S . H . Najjar
Table l. Operating variables including design point
Operating variables
Tos [K]
r~
T, [K]

Design point
1100
6
303

1200
8
308

1300
10
313

1400
12
318

A study [22] on inlet-air cooling showed that the absorption system offers less cost per kilowatt
and a shorter payback period than mechanical systems. The author further stated that the
installation of cooling coils in the engine inlet airstream is not complicated; coils using 7C chilled
water can be designed with an overall pressure drop of 1 in. of water at rated inlet airflow. The
cooling coils with drift eliminators must be downstream of the inlet air filters.
Recently, it has been reported that the primary application of chillers is base-load gas turbine
plants, but for a peaking station an ice-storage system was chosen where low-cost off-peak electric
power was used during high-cost peaking situations [18]. As such, it is similar to compressed air
storage. In an ammonia-based cycle approximately 24 kW-h of electrical energy is required to
generate 1 ton of ice, with each ton having the ability to cool approximately 4000 kg of air from
40C down to 7C.
Precooling of the inlet air by waste-heat absorption refrigeration (WHAR), however, has
substantial potential due to the following factors:
(a) since there is no need to use vapour-compression refrigeration in WHAR, power will be saved
at the rate of 200 kW/MW of refrigeration when compared with the vapour-compression
system [10];
(b) there is no need to utilize chloro-fluoro-carbons with WHAR, which are currently heavily
implicated in the erosion of the ozone layer and the creation of the atmospheric greenhouse
effect [9];
(c) W H A R permits the use of a combined gas turbine-steam turbine configuration, supplying
back-pressure steam to a single-effect absorption chiller;
(d) in the case when the cooling load increases, the steam turbine may be omitted and the
high-pressure steam is fed directly to a double-effect chiller [9].
In conclusion, air precooling may be implemented by evaporative cooling [16] or by using a cycle
configuration adopting the bleed-air system [15]. A further possibility is the utilization of an
absorption refrigeration machine that is driven by the heat recovered from the exhaust gases of
the engine [12]. The latter heat-recovery method can be modified to have a waste-heat boiler in
the exhaust duct of the steam power-plant. The tail-end gases coming from the waste-heat boiler
can be used to power the generator of the absorption machine [10].
P E R F O R M A N C E ANALYSIS
Figure 1 shows a schematic drawing of the combined system comprising a gas turbine engine
with heat-recovery boiler and absorption chiller to cool the intake air to the engine. Figure 2 shows
T

(O3)

Fig. 2. T - s diagram for the combined system with precooling.

Enhancing gas turbine engine performance

167
(04)

/...~'~
J

225 C J

515 C

TTDJ: 265 C

|0 b o r

8 bor

( o ~ ) ~

100 C

HEAT RECOVERED, %
Fig. 3. Temperature ~s percent of heat reco,mred in the heat-recovery boiler.

the T - s diagram of the system including the pressure drops incurred in the components through
which the gas flows. Performance calculations were made at the design point of r~ = 10,
T03 = 1300 K and T~ = 313 K, in addition to off-design conditions covering a wide range of these
variables, as shown in Table 1.
The polytropic efficiency of the compressor and turbine were calculated according to ref. [23]:
E~. = 1 - [0.04 + (r - 1)150].
E~ = l - [0.03 + (r: - 1)/180].
The specific heats for both air and exhaust gases were considered variable and calculated, at the
average temperature along the compression and expansion processes, from polynomials published
by the National Research Council o f C a n a d a [24]. The average temperature and specific heat were
matched by iteration, then the compressor or turbine work is calculated.
Calculations were carried-out for the basic gas turbine engine and the combined system for
comparison. The heat transfer in the heat-recovery boiler was analyzed and the T-h diagram at
the design point condition is shown in Fig. 3. The temperature o f the exhaust gas of the engine
drops to a b o u t 2 2 5 ' C in the heat-recovery boiler.
The absorption system used aqua a m m o n i a solution to reduce the chilled water temperature to
the minimum possible. The exhaust gas at 225 C is used directly in the generator, thus avoiding
80

I
12

70

60
:E

I.U

50

40

O. . . . . . .
30

20

"-O--. . . .

To3- 1400K

A To3 = 1200K

To3 = 1300K

I
6

COMPRESSOR

-~-'O

To3 = 1100K

I
8

PRESSURE

I
10

14

RATIO

Fig. 4. Comparison of power variation for a simple and a combined cycle vs rc with T0~as a parameter.

168

Y S. H. N~jar

0.56

I~
O

0.52 -

' '

'1

TO3 = 1 1 0 0 K

/', To3 = 1200K

[]

Tos = 1300K

To3 =

1400K

>,..
Z
g,J
r~
I.L
IJ..
W
,,-I

,.=,

O. 48 "
C
O
M
SYST E M

O. 44

0.40 i
0.36

,,, ~---=~-- == = : ; - : ~

"zl--

SIMPLE
CYCLE

0.32
0.2~
4

,<C.~.:.-- :o- ......

-o- .......

-o

10

11

12

13

14

COMPRESSOR PRESSURE RATIO

Fig. 5. Comparison of thermal efficiency variation for simple and combined cycles vs r~ with T03 as a
parameter.
crystallization which occurs in LiBr systems. Pressure d r o p in different c o m p o n e n t s o f the
a b s o r p t i o n system was considered [25] to enable predicting p e r f o r m a n c e to be as realistic as
possible: APpr = 0.005 Pa, A P b = 0.02 Po2, APHRB = 0.0233 P04, APG, = 0.005 P05; heat exchanger:
APh,8, = 0.08 P0s, AP,.10, = 0.008 Pro, APh.~ = 0.008 P02: condenser: AP~,8 = 0.057 Pv,; e v a p o r a t o r :
APE, m = 0.07 Pg: a b s o r b e r : AP,. l = 0.058 Pi0b; generator: APG,4 = 0.07 P3 a n d APG,7 = 0.08 P3.
Table 2 shows the resulting values o f pressure, t e m p e r a t u r e , c o n c e n t r a t i o n and e n t h a l p y at the
different p o i n t s a r o u n d the a b s o r p t i o n system.
P e r f o r m a n c e results include p o w e r and

Eo, =

t-

0.30

i,,,. 0.28
O

I
I
TO3 = 1 1 0 0 K

To3 = 1 2 0 0 K

&%:.:.

0.26 -

I']/e,t+ Qb'qgt -- H/~

,f. AH~.

~.-~

......

Q.

[]

!
TO3 = 1 3 0 0 K

To3=

1400K

.-O--- - ~ ~__~..O

:"---"-"~-C-----~

"~ 0 . 2 4 U3

L, 0 . 2 2 ..J
LIJ

,,_ 0.2
--

U
LtJ

0.18

m 0.1 6

L
5

L
6

I
7

=
8

~
9

I
10

~
11

~
12

I
13

14

COMPRESSOR PRESSURE RATIO

Fig. 6. Comparison of sf: variation for a simple and a combined cycle vs r~ with T~ as a parameter.

Enhancing gas turbine engine performance

169

Table 2. Absorption system data obtained from the analysis

State

P [kPa]

T [ cI

3453372
2020 81
2004.64
1864.3152

3854

4
"~
I~
7
7t:

8a
,~
I~1
10.'
i/)/,

k g NH~']
x Xkg~F]

h [kJ/kg]

043
0.43
0.43
0.24
0.24
0,24
(I.995
0.995
0 995
(I.995
(I.995
0.995
0.995
0.995

73.45
71.9929
235.195
471.33
68.05
68,05
1293.95
1293.32
195.36
193.95
193.95
1265.4
1261.43
1261.43

1(i3.99
14273

1~44
[ 696.73
16(10
1587 2
42~
39~ 25
3666
~66 6

46.25
43 064
4(1 26
40.56
(I
II
~ 68

36001
14"~: + Q~~lg, - Wp
Table 3 shows a comparison of percentage improvement resulting from using the combined system
with intake-air cooling, As noticed, improvements of about 21% in power, 1.4% in thermal
efficiency and 28% in overall efficiency are achieved. It is noteworthy that power increase is the
result of reduction in air inlet temperature, which reduces compressor work and increases the air
mass flow. Furthermore, the performance of absorption chillers is evaluated at the design point
as follows:
C O P = Q~.Q(} = 42.25 79.71 = 0.52

COP~ d -

Tt

T~-- TE

x T .-- T,: = 1.69.

Ti

System effectiveness = COP COP,d = 0.308, where ('OP and COP,d are actual and ideal coefficients
o f performance.

DIS('USSION

OF

RESULTS

Results were obtained firstl3, at design point, where the main variables were assigned the values
of re= 10, T0~ = 1300K and T , - - 3 1 3 K. Off-design performance, especially at part load, was
calculated by varying the main variables parametrically over a wide range. Results pertaining to
the combined cycle and its comparison with the basic engine only are presented.
Figures 4 - 6 show the variation of power and overall thermal efficiency (qov) and specific fuel
consumption (,ffbo~) vs compressor pressure ratio ~r<.) with turbine inlet temperature (/'o3) as a
parameter, whereas the ambient temperature (T,) remains at the design value of 313 K. The
enhancement of power and improvement of fuel economy as T~)3increases are clearly noticed. The
figures also show the improvement in power. 77~,,and .~/b,, in the combined system with precooling
over the simple gas turbine cycle. Average values of improvements are 21.5, 38 and 27.7%,
respectively. The increase in pow, er is mainly clue to the reduction of compressor power
requirements, whereas the improvements in ~l,,, and s/b,,, arc due to net power increase and
utilization of waste heat.
Table 3 ( ~ , m p a n s o n of performance at the design point
Performance
Po~er
[~AWI
~)'~
[kg kWh]
E:~
!/i,,
[kg kWh]
E~h....

Withnul cooling
5(I

With cooling

Percentage improvement

60 7497

21.4994

0 2419

0 2~,~5

1.4055

t~.35

(I 3549
i} I "749

1.4000
27.7

0.484

38.28

170

Y . S . H . Najjar

66

O Ta = 303K
Ta = 318K

64

~ Ta = 308K

O Ta = 313K

62
60
58
56
i,IJ

54
52-

O .,-~

--

-~_~

-~-~...~

50-

--..:

4846

"0

44

I
6

I
7

I
8

I
9

COMPRESSOR

, l,
10

PRESSURE

I
11

I
12

l,
13

14

RATIO

Fig. 7. Comparison of power variation for a simple and a combined cycle vs re with T~ as a parameter.

Figures 7 9 show the variation of power, r/th and ,~fc vs r~ with T. as a parameter, whereas T03
is at the design value. The relative improvement in power increases with Ta; however, the influence
of variation of T~ on qth and sfc is marginal. They also show similar improvements in performance
in the combined system, with T, as a parameter.
A sensitivity analysis has been carried out and consequently the relative importance of the
operating variables on performance for both systems are shown in Tables 4 and 5. In general, it
is noticed that the sensitivity is reduced in the case of the combined system.

0.57

O Ta = 303K
I

Ta = 308K

O Ta = 313K

Ta = 318K

0.53
0.49
Z
bJ

0.45
LL.
I.L
W

0.41

.J

]E

0.37

Pc

LU
I},,- 0 . 3 3
0.29
0.25

I
6

I
8

COMPRESSOR

I
10
PRESSURE

I
12

14

RATIO

Fig. 8. Comparison of thermal efficienc~y variation for a simple and a combined cycle vs r c with T. as a
parameter.

E n h a n c i n g gas turbine engine performance

0.30

3= 0.28

171

Ta = 303K

i'-I T a = 3 1 3 K

Ta = 308K

Ta = 318K

w=.

0.28
Z

(2_
~ 0.24
IE

0
U

0.22

w 0.20

...-I
1.1.

1,1_

0.18

LU
Q..

0.16
4

,I

10

12

COMPRESSOR PRESSURE R A T I O
Fig. 9. C o m p a r i s o n of ~/~. variation for simple and c o m b i n e d cycle vs r~ with T, as a parameter.

THERMOECONOMIC ANALYSIS
Economic evaluation is based on 1 kg/s of air taken in by the engine. Hence final conclusions
could be applied to gas turbine engines over a wide range of power. The following assumptions
were considered. Absorption machines cost $2400/ton of refrigeration, where 11.732 tons are
produced in the present system. The cost of the HRB was taken as $1 million/0.269 m~/3 [26]. The
cost of a large simple-cycle gas turbine engine is about $500 kW, where the power increment due
to cooling, in this system, is 28.22 kW. Estimated cost of fuel is 1.15 c/kWh, and that of steam is
$6.0/ton [27]. The lower heating value of the diesel fuel is 42517 kJ/kg. The cost of electricity is
6.0c/kWh. Electric power generation systems are expected to have a high utilization factor.
Therefore, this system is assumed to operate 20 h/day, 365 days/year giving 7300 h/year operation.
Maintenance cost is assumed to increase due to the added components; however, engine
maintenance cost decreases when running at lower intake temperatures, hence it was assumed that
this item remains unchanged. As seen in Table 6 the payback period = 3.7 years, which is within
the lifetime of the added equipment. Hence, investment in such a system is justified, especially in
remote, hot areas.

Table 4 Relative change in performance for 10'%

reduction in operating variables r , T(,~ and 7~ for a
simple cycle.
Performance

Power

sic

-2%

~1.2%

1.7%

7~,~

231o

* 35%

3.5%

+2%

0.750

Eth

+0.6%

Table 5. Relative change in performance for 10%

reduction m operating variables r , T,,~ and T~ for a
combined system
Performance

Power

-1%

1~
7~

-21.5%
+0.5%

.#co~

E,~ o~

+2%

-1.2%

+3%
0.0%

-1%
0.0%

172

Y. S. H. Najjar
Table 6 Results of economic evaluation ol the
cogeneration system per 1 kg/s of engine air flow
Items

Cost ($)

Investment-added cost
Absorption !M cl
Suction air-cooler
Heat-recover 5 hollel It RB
Investment suhlotal
Engineering and sundries (10%)
Saving by phasing om new engine
Net investment

28158
5000
70156
103314
+ 1033I
- 14110
99536

Running cost I$ 3calb

Added fuel co~t
Sa~ing in elecmc~l?
Saving m steam

5711
4 12360
4 20088

Net annual satm~ ~$)

26737

Payback period I s c a ~

37

C()N(LUSIONS

1. Suction air precooling in a combined system improves power output by about 21%, overall
thermal efficiency (qo,) by about 38% and overall specific fuel consumption by 28%.
2. Performance of the combined system is relatively less sensitive to variations in operating
variables.
3. Thermoeconomic evaluation shous thal the combined system is viable.
Acknowledgement

The author would like to ackno~/edge thc help received from Mr J. Hussein.

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Enhancing gas turbine engine performance

173

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Congress, June 1989, Ontario. Canada

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