Patent Description:
Conventional power systems, whether internal or external combustion, burn fuel with air and generally vent the combustion products (exhaust / flue gas) to the air (or via underwater interface to the air). This is true of natural gas, gasoline, and diesel piston engines, and also of gas turbines, jet engines, or even steam boiler-based power plants. Emissions of the untreated flue gas to the air, while simple to execute, is not desirable for environmental reasons. Gases such as SO2, NOx, CO, HC (unburned hydro carbon) and more recently CO2 are defined as pollutants and are regulated. In special purpose applications, in particular for undersea applications, the requirement to tie the system exhaust pressure to the ambient pressure (elevated backpressure) can lower engine cycle efficiency significantly. In other special purpose applications, in particular at higher altitudes, the requirement to tie the system pressure to the ambient pressure (reduced inlet pressure) can reduce specific power significantly, and may also impact efficiency.

As a result, there has been a desire to become non-emissive and/or to have less of an adverse impact from the local ambient pressure, and much prior work on various closed or semi-closed power systems has occurred, resulting in a long list of patents. Historically (in the first part of the <NUM>'s) this work was mostly related to the special purpose applications, more recently it is mostly about the ability to provide higher efficiency and/or effectively control emissions or even capture system emissions, in particular CO2. <CIT>, also by this inventor, provides the history and citation of relevant patents.

Pyrolysis and gasification systems generally fall into two categories: continuous feed machines, or batch (autoclave) type machines. The preferred machine will depend on the feedstock and to a large degree whether that feedstock can be effectively transported by conveyor, screw or other means into the reaction zone; when it is possible, the continuous feed type machine is preferred. <CIT>, with parent and child patents, provides a thorough set of citations to over a dozen patent and non-patent documents in this area. <CIT>, also by this inventor, describes a cycle piston engine power system which is designed to be non-emissive and produces a CO2 product for use in other applications. <CIT>) relates to fuel injectors for gasifiers, where the fuel injectors are cooled by a cooling gas passed through a cooling gas conduit. <CIT>) discloses a thermal conversion pyrolysis reactor system for use in continuous-flow type pyrolysis reactions. <CIT> provides a method of combusting fuel in a compression-ignition engine, and a combustion unit for doing the same.

The levels of CO<NUM> in the atmosphere are rising, and that rise correlates to rapid industrial development beginning in the 20th century, with levels rising from -<NUM> ppm, in the <NUM>'s to over <NUM> ppm today. Systems which are much more than carbon neutral, and in fact highly carbon negative, but which still generate power are of interest since their operation at scale and over time would start to correct atmospheric CO<NUM> levels.

Carbon dioxide is a regulated pollutant in many locations. Other greenhouse gases such as NOx, and other components of engine exhaust, to include unburnt HC / methane, are also highly regulated. Fossil fuel burning engines, such as, for example, piston engines, gas turbines, or fossil fuel fired boilers produce between a little less than +<NUM> (+<NUM>,<NUM> lb. ) to more than +<NUM> (+<NUM>,<NUM> lb. ) of CO<NUM> per MW-hour of energy production.

Renewable power, from sources such as, for example, hydro, wind, and solar are thought of as carbon neutral, since these sources emit zero CO<NUM> per MW-hr during operation. Nuclear power has the same carbon neutral attribute during operation; however, both renewable and nuclear are still carbon positive due to carbon release that occurs as a result of system fabrication, construction, and other support activities during operation.

Use of a renewable fuel, such as, for example, landfill gas, digester gas, bio-matter derived gas, in an engine is also thought of, or defined by regulators, as carbon neutral. Nevertheless, many of these engines have exhaust which is released to the atmosphere, and these "renewable fuels" create exhausts that are actually quite high in CO<NUM>. Landfill gas is probably the worst, since it is about <NUM>% CO<NUM> to start with, it physically results in +<NUM> (+<NUM>,<NUM> lb. ) CO<NUM> / MW-hr release to the atmosphere. This is more than almost any coal plant, but still landfill gas power is thought of as renewable and carbon neutral.

Pyrolysis, the thermal decomposition of materials at elevated temperatures can create a carbon neutral fuel for the piston or turbine engine. The potential exists to create carbon negative power systems, which are both good for the environment, and lucrative for the developer / operator, by combining pyrolysis technology with carbon capture.

However, there are a number of problems and inefficiencies with pyrolysis which this invention seeks to address. In addition, the integration of present invention with semi-closed cycle engines will address similar problems and inefficiencies. These issues, include, but are not limited to: high cost of pyrolysis equipment due to exotic alloys used in construction; high portion of high value (gaseous) fuel that the pyrolysis system produces that must be used to sustain the required temperatures; lack of value from pyrolysis oil / tar generated from certain feedstocks; and emissions, to include CO<NUM> emissions and other regulated pollutants, from the burners used to sustain the required temperatures in pyrolysis reactors.

The semi-closed cycle (SCC) also has strengths and weaknesses which are addressed via this invention, via both SCC improvements and via the integration with pyrolysis. Those issues, include, but are not limited to: operation with levels of exhaust gas recirculation (EGR) that are too high can lead to creation of carbonic acid, as a result of CO<NUM> dissolving in any liquid water that might occur in the SCC; operation with high levels of EGR also typically requires a high purity oxygen source to compensate for the inert components, leading to higher oxygen cost and exotic oxygen plants; high EGR levels, when combined with higher purity oxygen mixtures, result in a working fluid which is radically different than air in terms of both density (due to molecular weight and other factors) and specific heat ratio; a working fluid radically different from air will in general require significant engine modifications in a piston engine (for example: compression ratio, valve timing) and in the case of a gas turbine new turbo machinery designed specifically for the SCC working fluid (for example: the high pressure supercritical CO2 turbines vs. air breathing conventional gas turbines); unless oxygen is wasted, the SCC will tend to have a lower exhaust O2 level than "design point" in excess air machines, to include lean burn piston engines and gas turbines; and if exhaust O2 levels are allowed to drop, to compensate for the additional working fluid brought back into the cycle via EGR, and to save on O2 plant costs, then at some point those levels will be too low to sustain combustion at all (O2 limit for flammability in methane is around <NUM>%) and in nearly all cases modification to the engine control system and in the gas of the gas turbine combustion is required.

The invention provides an improved system of carbon sequestration in a pyrolysis system, as defined in claim <NUM>. To achieve this and other advantages and in accordance with the purpose of the invention, as embodied, the invention includes, in one aspect an improved pyrolysis piston engine semi closed cycle power system. A further aspect of this invention is that the system be compact, capable of operation at higher than ambient exhaust pressures, and that engine operation, heat recovery, oxygen generation, and gas clean-up be integrated in a fashion that improves efficiency and lowers capital cost.

The invention (<NUM>) improves the efficiency of the pyrolysis process, consuming less of the produced fuel to maintain temperature, <NUM>) reduces the capital cost outlay for pyrolysis systems, and pyrolysis system related auxiliary components, <NUM>) produces engine power in a manner that uses both the oil and fuel from the pyrolysis process, <NUM>) captures carbon from the engine exhaust, <NUM>) captures carbon and other pollutants from the pyrolysis exhaust, <NUM>) operates the semi-closed cycle power system in a manner which does not require new major engine components (pistons / heads for piston engines or turbo machinery for gas turbines), or other significant engine modifications, <NUM>) lowers and optimizes the cost of the semi-closed cycle, combined with pyrolysis, or standalone, and <NUM>) widens the range of acceptable fuels in both the pyrolysis system and traditional engines, and <NUM>) improves the efficiency of the carbon capture process. The combination of the aforementioned attributes will result in a highly net carbon negative power system when operating with a renewable feedstock, such as wood or municipal solid waste.

The Method and System of Carbon Sequestration described herein includes: an engine, of internal or external combustion type, operating on the semi -closed cycle, capable of burning fuel and generating power; a pyrolysis system, pre-heated by the engine exhaust, consuming excess oxygen in that exhaust, and operating at a lower temperature than is typical in pyrolysis systems, and consuming a small portion of the generated fuel, with all pyrolysis burner flue gas mixed with engine exhaust gas; a waste heat to power system, which generates additional electricity, while optionally providing hot dry gas for gas cleanup system regeneration; an exhaust cooling and water condensation system; a gas cleanup system, which dehydrates, compresses, and purifies the captured CO<NUM>; an engine intake box, which creates an artificial atmosphere to support engine operation, such that engine design does not require changes to operate on this cycle, this cycle including, from the engine's perspective a nearly indistinguishable artificial atmosphere, with lower N<NUM> compensated for by higher CO<NUM> to support combustion and engine operation; and an "oxygen plant" which has a real purpose in this cycle of removing a portion of the nitrogen from air, not providing high purity oxygen.

The invention starts with the engine, which generally falls into one of three types, the rich burn piston engine, the lean burn piston engine, or the small gas turbine.

In the rich burn engine, which could be naturally aspirated, supercharged, and or turbo charged, the fuel mixture is controlled to create a fuel "air" mixture which is nearly stoichiometric, i.e. perfectly balanced, so that the products of ideal combustion are CO<NUM> and water (H<NUM>O). In practice, the air fuel ratio controller is set to maintain a fixed CO or O<NUM> level in the exhaust, generally in the range of <NUM>% CO (slightly rich) to <NUM>% O<NUM> (slightly lean). A rich burn engine, operating with air and natural gas, will typically produce an exhaust mixture which is about <NUM>% CO<NUM>, with the balance mostly nitrogen and water vapor. Rich burn engines are always spark ignited.

A lean burn piston engine could include both compression ignition and spark ignition types. There are also "dual fuel" diesel engines wherein the diesel is ignited by compression ignition, which provides the equivalent of a spark, igniting the gaseous mixture. The lean burn engines generally run with a lambda value of <NUM> to <NUM>. The rich burn engine is designed around lambda <NUM>, the perfect stoichiometric ratio of fuel and oxygen. While running on air (<NUM>% O<NUM>), a lambda <NUM> rich burn engine will have essentially zero O<NUM> in the exhaust, while lambda <NUM> will have -<NUM>%, while lambda <NUM> (<NUM>% excess air) will have -<NUM>% O<NUM>. Diesel engines at part load, and gas turbines at all loads will generally have even higher exhaust O<NUM> levels, which also importantly means they have lower CO<NUM> levels, making carbon capture more difficult.

In the SCC, a combination of cooled EGR, which returns CO<NUM>, N<NUM>, and some H<NUM>O from the exhaust to the engine intake and air with some of the nitrogen removed create an artificial atmosphere, and hence working fluid, for the engine. This recirculation of exhaust concentrates CO<NUM>, which enables the economic capture of carbon. Typical engine exhaust O<NUM> and CO<NUM> levels are shown in <FIG>. , in all cases with <NUM>% O<NUM> (air or air equivalent including EGR) being supplied to the engine.

After condensation of the water, the CO<NUM> purity increases, and the last case represents about <NUM>% CO<NUM> in the cooled EGR stream. In lean burn machines, piston or gas turbine, the <NUM>-<NUM>% O<NUM> in the exhaust reduces the concentrations of CO<NUM> shown above in the SCC cases. The exhaust, which is typically <NUM> (<NUM>,<NUM> deg. F) in a rich burn engine, is then cooled, in some cases with that exhaust heat used to generated additional power, ultimately to the point where most of the combustion water condenses and is separated.

The cooled exhaust is still saturated in water vapor, typically at <NUM> - <NUM> (<NUM>-<NUM> deg. F), with <NUM> (<NUM> deg. F) being a design point inlet temperature good for piston engines. The cooled exhaust is mixed with the air, and or air and "oxygen" (enriched air with a portion of the nitrogen removed) to create the artificial atmosphere for the engine. Simulation and test data (for the rich burn) have shown that with modest levels of oxygen enrichment, of <NUM>- <NUM>%, with <NUM>-<NUM>% preferred, and with as a result more modest levels of EGR, that the engine will run quite well, without compression ratio or timing changes, and with little or no noticeable difference in specific fuel consumption.

A portion of the cooled EGR stream is diverted into the Gas Cleanup System (GCS) which has two functions. First, the rate at which exhaust is removed determines indirectly the rate at which the rest is recirculated, so the GCS helps manage EGR levels and engine intake CO<NUM> levels. Secondly, even in the case of the <NUM>% O<NUM> source, the concentration of raw CO<NUM> in the EGR stream is too low for commercial applications or even economic sequestration. As a result, the GCS also has the functions of dehydrating the raw CO<NUM> , and purifying the CO<NUM> by separating it from N<NUM>, Ar, and O<NUM> that may still be present. Lastly, the GCS includes the components required to pressurize the CO<NUM> for sequestration or customer application. The GCS could be an amine-based CO<NUM> adsorption, molecular sieve capture, distillation (phase separation based), or combination. The choice of GCS technology is tied to the CO<NUM> levels, system size, and in some cases captured CO<NUM> specifications. Simple phase separation of CO<NUM> will require a high enough partial pressure of CO<NUM> exists that separation can occur without requiring cryogenic temperature, so <NUM>- <NUM>% CO<NUM> is preferred with modest levels of compression. Amines and molecular sieves will physically work with very low CO<NUM> concentrations, including the <NUM> ppm of CO<NUM> in air, but for these processes to be economical greater than <NUM>% CO<NUM> is required, hence, the SCC is required, more so for lean burn engines and gas turbines than rich burn, but some level of SCC and EGR is required to optimize any of these engines for carbon capture.

An enabling technology for economic carbon capture in the SCC is the oxygen plant, or more correctly the nitrogen removal plant. The engines employed in the SCC, regardless of whether they are rich burn piston, lean burn piston, or gas turbine, have a fixed design point, or range of acceptable operation, which requires a certain range of flowrate of working fluid. If one adds CO<NUM> to the working fluid via cooled EGR, unless one is trying to achieve a change in engine operations (this is sometimes done to reduce emissions) then one has to compensate for the additional CO<NUM>, which is inert in the engine processes, by removal of about the same amount of N<NUM> (also inert) from the air. The type of oxygen plants can include but are not limited to Pressure Swing Absorption (PSA), Vacuum Pressure Swing, Absorption (VPSA), Membrane, or cryogenic distillation. All of the aforementioned, other than membrane (in a single stage) are capable of producing ><NUM>% purity O<NUM>, the membrane plant produces <NUM>-<NUM>% O<NUM>, but also produces high purity N<NUM> at the same time. Of the four types, at the scale the invention is focused on, the VPSA has the best specific power, but second highest cost, and the membrane has the lowest cost, but worst specific power. The PSA and membrane have the advantage that they can produce O<NUM> at modest pressures (<NUM> - <NUM> kPag) (<NUM>-<NUM> psig) without use of a booster compressor.

The hot exhaust needs to be cooled as part of the process, but can also be used as a source of heat to help regenerate molecular sieve beds or amines in the GCS, the exhaust waste heat is also used to drive a waste heat to power system, which will help offset the other auxiliary power requirements associated with the invention. As per <CIT>, it is possible to design the waste heat to power system, in this case using CO<NUM> as the working fluid, and also bleed hot CO<NUM> into the GCS to regenerate the system, or use GCS captured CO<NUM> to augment working fluid in the waste heat to power system. Most waste heat to power systems prefer higher temperatures, and there are also techniques within <NUM>,<NUM>,<NUM> that increase exhaust temperature, modestly.

Finally, a pyrolysis system is part of this invention. Methods exist, in some cases patented, in others as known state of the art and articles of commerce, to generate fuels for piston engines or turbines via pyrolysis. Pyrolysis is the thermochemical decomposition of organic material, for example wood or municipal solid waste, in a vessel essentially devoid of oxygen at elevated temperatures. The thermal decomposition of biogenic and non-biogenic materials results in: <NUM>) a low BTU gas (typically a blend of H<NUM>, CO, CH<NUM> and CO<NUM>), <NUM>) in some cases an oil, and <NUM>) in all cases a char / carbon solid product. All three products of pyrolysis have value, even the solid. In fact, the "charcoal" briquettes often used for outdoor grilling are manufactured via pyrolysis of wood.

A problem with prior art pyrolysis techniques is that a large fraction of the produced fuel, usually the gas, is consumed to maintain heat for the process, this is fine if your goal is charcoal briquettes, but not helpful if the goal is to run an engine. In this invention, the hot SCC exhaust, typically <NUM> (<NUM>,<NUM> deg F), but generally between <NUM> (<NUM> deg F) and <NUM> (<NUM> deg F) depending on engine type, is used in lieu of air in the pyrolysis system burner. In the case of the rich burn engine, this will require some additional O<NUM> be injected into the SCC exhaust, but in the case of the lean burn engines or gas turbine, sufficient O<NUM> exists in the exhaust to support combustion yielding the required temperatures for pyrolysis. Better yet, consuming that O<NUM> will make our GCS system, per unit CO<NUM> captured, smaller, since CO<NUM> concentration will increase.

Specifically, for example, a lean burn engine, of about <NUM>. 7MW (<NUM>,<NUM> hp) might have <NUM>% O<NUM> in the exhaust, at <NUM> (<NUM> deg F), while operating on the SCC with <NUM>% purity O<NUM> before EGR. Adding fuel (from the pyrolysis) to this exhaust will raise the temperature to <NUM> (<NUM>,<NUM> deg F), and will increase hot CO<NUM> percentage to <NUM>%, significantly reducing the size of the GCS.

Pyrolysis typically requires temperatures within the reaction zone, of <NUM> - <NUM> (<NUM>-<NUM> F), consistent with the <NUM>+°C (<NUM>,<NUM>+ deg. F) firing temperature from the burner above. Typically, the designer will push temperature as high as possible, to increase gaseous component production, and to reduce the quantity of liquids or char. As a result, materials like Inconel are used in pyrolysis reactors. At elevated temperatures, <NUM> - <NUM> (<NUM>- <NUM> F), the Inconel or other exotic nickel alloys will have an allowable strength in terms of creep or time to rupture which is ~10X that of a typical stainless. These materials also have ~10X the cost of the typical stainless.

A reduction in the process temperature by ~<NUM> (-<NUM> deg F) will still process the feedstock, but will produce more oil / tar, and less gas, but enable the use of stainless steel. The presence of the oxygen in the exhaust, and ability to augment in the combustion zone with higher purity oxygen, enables the use of the pyrolysis oil as the heating fuel, so even though we can lower reaction temperatures within the pyrolysis reactor, and hence the temperature of the screw and other stressed components, we still produce about the same amount of net gas for use in the engine, since we do not use that gas to maintain reaction temperatures.

Lastly, even with the operation of the pyrolysis unit at lower temperatures, the exhaust from the pyrolysis unit will still be at higher temperature than the exhaust from the SCC engine would have otherwise been, and the flowrate of that exhaust is also slightly higher. The net result is that the power that can be produced in the waste heat to power component of the design is now increased, as a result of the addition of the pyrolysis subsystem. The combination of the aforementioned creates value in terms of getting to a highly carbon negative power system, at reduced capital and operating cost.

In summary, the invention is directed towards a semi-closed cycle carbon negative power system which includes an engine: rich or lean burn, piston or turbine; for generating power and exhaust gas; a molecular sieve based oxygen plant; a mixing vessel to allow mixtures of oxygen, cooled exhaust gas, and air to be created as the artificial atmosphere working fluid for the engine; a method of cooling the exhaust, combined with an exhaust water separator and demister; a molecular sieve based dehydration unit, operating on the TSA process, employing engine exhaust waste heat, directly or indirectly; and a molecular sieve based capture unit, operating on the Vacuum Pressure Swing Absorption (VPSA) process, wherein process gas is also used to regenerate Thermal Swing Absorption (TSA) beds.

Further the semi-closed cycle carbon negative power system includes a pyrolysis unit, with the following characteristics: a burner designed to consume excess oxygen from engine exhaust; a burner designed to use liquid pyrolysis products; a burner exhaust that is combined with the engine exhaust, enabling subsequent carbon capture, creating non-emissive pyrolysis system lower temperature operation, consistent with stainless steel construction, and increased oil/tar production In the cases where the SCC engine "dual fuel" (diesel natural gas) vs. spark ignition, additional pyrolysis oil produced can be used in lieu of or to augment diesel.

The invention also includes a waste heat to power unit, ideally CO<NUM> based, and operating on the Brayton cycle; wherein: a pressure ratio sufficient to cool exhaust to <NUM> (<NUM> F) is employed; hot CO<NUM> bleed is used to regenerate portions of the system molecular sieves.

The invention also includes the oxygen plant operating via the membrane process, generating O<NUM> at a purity of <NUM>-<NUM>% in a single stage; the oxygen plant operating via the Pressure Swing Absorption (PSA) or Vacuum Pressure Swing Absorption (VPSA); mixed O<NUM> and air levels between <NUM>-<NUM>% O<NUM>, yielding <NUM>% CO<NUM> purity from rich burn engines; and requiring no engine changes. And, with mixed O<NUM> and air levels between <NUM>-<NUM>% O<NUM>, yielding <NUM>% CO<NUM> purity from lean burn engines, and greater purity from rich burn engines, requiring changes to engine control parameters only, no internal mechanical changes; with less than <NUM>% O<NUM> purity at the engine inlet, requiring engine control (lambda setting) changes only.

The invention is also directed towards where low O<NUM> purity is compensated for by direct O<NUM> injection to portions of the engine; and where lower than desired exhaust O<NUM> purity is compensated for by direct O<NUM> injection to portions of the pyrolysis burner; and when operated with low O<NUM> purity, <NUM>-<NUM>% O<NUM>, such that the molecular weight and other key gas properties, such as specific heat ratio and density, remain compatible with the range of operation of small gas turbines, without change in turbo machinery or significant efficiency impact.

The invention also includes operation with reduced EGR and increased O<NUM>, to enable piston engine operation on very low BTU fuels, generally as low as l/<NUM>rd of the normal minimum for that engine, typically to <NUM> MJ/m<NUM> (<NUM> BTU/SCF). Alternatively, the invention includes operation with increased EGR and in some cases reduced O<NUM>, to enable piston engine operation, without knock or de-rate, on high BTU fuels, generally as high as that of pure propane or higher, up to <NUM> MJ/m<NUM> (<NUM> BTU/SCF).

The subject matter which is regarded as the invention is particularly pointed out and distinctly claimed in the claims at the conclusion of the specification. The foregoing and other objects, features, and advantages of the invention are apparent from the following detailed description taken in conjunction with the accompanying drawings in which:.

The present invention is now described more fully with reference to the accompanying drawings, in which an illustrated embodiment of the present invention is shown. The present invention is not limited in any way to the illustrated embodiment as the illustrated embodiment described below is merely exemplary of the invention, which can be embodied in various forms within the scope of the claims, as appreciated by one skilled in the art. Therefore, it is to be understood that any structural and functional details disclosed herein are not to be interpreted as limiting, but merely as a basis for the claims and as a representative for teaching one skilled in the art to variously employ the present invention within the scope of the claims. Furthermore, the terms and phrases used herein are not intended to be limiting but rather to provide an understandable description of the invention.

Where a range of values is provided, it is understood that each intervening value, to the tenth of the unit of the lower limit unless the context clearly dictates otherwise, between the upper and lower limit of that, range and any other stated or intervening value in that stated range is encompassed within the invention. The upper and lower limits of these smaller ranges may independently be included in the smaller ranges is also encompassed within the invention, subject to any specifically excluded limit in the stated range. Where the stated range includes one or both of the limits, ranges excluding either both of those included limits are also included in the invention.

Although any methods and materials within the scope of the claims and similar or equivalent to those described herein can also be used in the practice or testing of the present invention, exemplary methods and materials are now described.

The present invention generally relates to a system of operating a compression ignition, spark ignition, rich or lean burn reciprocating piston engine, or lean burn gas turbine, in a semi-closed cycle, in a manner which is non-emissive, and which produces products, to include CO<NUM> at pressure and power, while processing its own fuel or a fuel for others via pyrolysis. The power system is fed with an integrated molecular sieve-based air separation unit which provides oxygen. (Alternatively, it could be fed with a membrane-based air separation unit, or a cryogenic based air separation unit).

Exhaust gas from the engine is reheated to consume O<NUM>, and to provide a heat source for a pyrolysis reactor, the combined exhaust, from the engine and pyrolysis burner (e.g., CO<NUM> , N<NUM>, Ar, O<NUM>, and water vapor, in various percentages) is recirculated to provide a combustion diluent and working fluid. System high grade waste heat is used to cool the exhaust (part of the process) and to generate additional power via a sub/super critical CO<NUM> Brayton cycle. Generated product, CO<NUM> is compressed, purified, and provided at pressure for the user, and also as a working fluid in the heat recovery system. The heat recovery system also in turn provides dry hot CO<NUM> for use in regenerating the gas purification thermal swing adsorption molecular sieves.

It is to be appreciated the invention is of particular use wherein both power and CO<NUM> at pressure are required for a process. Enhanced Oil Recovery is an example of such a process. It is further to be appreciated that the invention is applicable to two stroke or four stroke piston engines, rich or lean burn, rotary piston engines, or small gas turbines. Medium speed engines (which have greater time for the combustion process), and especially engines tolerant of operation at high "boost" (intake manifold) net mean effective pressure (such as medium speed opposed piston engines or heavy duty low to medium speed four stroke engines) are suited to the cycle but the invention is not to be understood to be limited to such medium speed engines.

Turning now descriptively to the drawings, in which similar reference characters denote similar elements throughout the several views:
<FIG> schematically illustrates the basic components of a generic SCC power system, including N<NUM> removal, GCS, and compression. Referring to <FIG>, item <NUM> represents the engine, which consumes fuel, to produce power and an exhaust while breathing air (conventionally) or while breathing an artificial atmosphere, created by the combination of components of the SCC. Rich burn, spark ignited piston engines are a subset of the engines that could be used as item <NUM>. Lean burn, spark or compression ignited piston engines are a subset of the engines that could be used as item <NUM>. Lean burn engines are available in two or four stroke configurations. Some of the compression ignition variants are also offered dual fuel. Lean burn engines are available in small sizes, but the incentive herein would be to use a larger medium speed (<NUM> rpm) lean burn engine.

The small gas turbine, which is also technically a lean burn engine, is a subset of the engines that could be used as item <NUM>. The engine of item <NUM> could in theory have an exhaust oxygen level anywhere in the zero (rich burn) to <NUM>% range (compression ignition engine at idle), but practically, <NUM>-<NUM>% is the norm for piston engines, with <NUM>-<NUM>% the norm for turbine engines, when air is used or more specifically when the oxygen content at the engine inlet is -<NUM>%.

Still referring to <FIG>, the engine item <NUM>, feeds a system, item <NUM>, which cools the exhaust (in certain cases while performing other functions), which then feeds an exhaust water separator, item <NUM>, that ultimately separates most of the combustion water from the exhaust via condensation. The gaseous components of the exhaust are split within or downstream of item <NUM> and fed to item <NUM>, the intake subsystem, and item <NUM>, the gas cleanup subsystem.

Still, referring to <FIG>, item <NUM> is a subsystem which provides an oxygen stream, typically <NUM>-<NUM>% O<NUM> if a membrane plant or <NUM>% O<NUM> if a PSA or VSPA plant, or <NUM>% O<NUM> if a cryogenic plant, to item <NUM>, the intake subsystem, which facilitates the mixing of the O<NUM> source, the cooled exhaust recirculation, and optionally air, to create the artificial atmosphere for the engine.

Still referring to <FIG>, items <NUM>, 6A, 6B, refer to stages that would occur in the gas cleanup system (GCS). These stages in the GCS can occur in differing order, depending on the raw CO<NUM> purity and system design, but generally it would be dehydration, item <NUM>, followed by capture, item 6A, followed by compression, item 6B, to yield a CO<NUM> product of ∼<NUM>% purity, at high pressure or stored as a liquid under pressure. The details of these processes will be discussed subsequently herein.

Referring also to <FIG>, which schematically illustrates the components of an SCC Piston Engine power system, with PSA O<NUM> generation, SC CO<NUM> waste heat to power, and a GCS employing both TSA and phase separation. Referring to <FIG>, item <NUM>, analogous to item <NUM> of <FIG>, is the engine. Still referring to <FIG>, item <NUM>, the waste heat to power or "CO<NUM> SC Turbine Heat Recovery" subsystem cools the exhaust. Still referring to <FIG>, item <NUM>, is the exhaust water separator, which feeds cooled exhaust, with most of the water removed, back to the intake subsystem, item <NUM>. The item <NUM> subsystem receives oxygen from item <NUM>, which as depicted was a PSA oxygen plant, but which could have also been membrane, VPSA, or cryogenic.

Still referring to <FIG>, item <NUM> is the GCS, this GCS, as depicted, has a dehydration portion based on a TSA process, followed by refrigeration, to liquefy and separate the CO<NUM> by phase separation. Item <NUM> could have also been all molecular sieve, amine based, or a combination. Finally, referring to <FIG>, item <NUM> is the compressor, a subset of the item <NUM> oxygen plant, but in this case directly connected to the engine rather than electrically driven.

Still referring to <FIG>, this design, with <NUM>-<NUM>% CO<NUM> purity in the EGR loop, is consistent with a high purity O<NUM> source, in this case of about <NUM>% from the PSA, without mixing air at item <NUM>. These high raw CO<NUM> levels enable the phase separation GCS approach.

Referring also to <FIG> the FIG. schematically illustrates the basic components of a generic continuous feed pyrolysis reactor. Referring to <FIG>, item <NUM> is the feedstock, which is fed into an inlet hopper and related components item <NUM>. The feedstock for pyrolysis may include anything which is thermally decomposable in the temperature range of the equipment, e.g. plastic, tires, municipal solid waste, auto shredder residue, and in accordance with the invention includes renewable feedstock streams, e.g. wood, paper, bio-mass, and other renewable waste streams. When the feedstock has a lower temperature decomposition point, and no ash content, like plastic, and when a continuous feed pyrolysis unit is used, it is important to also include ash, or an ash containing feedstock adder, like coal, so that there is a mechanical means to carry the feedstock through the process.

Still referring to <FIG>, the pyrolysis reaction chamber is essentially a pipe, item <NUM>, surrounded by a heating jacket, item <NUM>, with a screw fitted, item <NUM>, to carry the materials at slow speed through the process, feeding into a separator vessel, item <NUM>.

Still referring to <FIG>, a burner, item <NUM>, fitted to the heating jacket, item <NUM> , provides heat to the process, external to the pipe <NUM>, such that the materials are exposed to heat only, in a near zero oxygen environment. The burner <NUM> is fed with air or an oxygen containing stream via item <NUM>, and with a fuel, item <NUM>. Baffles, items <NUM>, exist within the jacket <NUM> to enable to some degree a counter flow heat exchange process from the burner <NUM> to the feedstock pipe, item <NUM>. The pyrolysis burner exhaust, item <NUM>, is typically vented to atmosphere.

Still referring to <FIG>, the separator portion of the system provides item <NUM>, the gaseous product, item <NUM>, the liquid / tar product, and item <NUM>, the char product to receiving equipment, not shown. In our preferred embodiment, item <NUM>, the liquid product, which is not normally of much value, is provided as the fuel at item <NUM>, or at least augments the fuel at item <NUM>.

Referring also to <FIG>, the FIG. schematically illustrates that an actual implementation of the pyrolysis system is more complex, and can include multiple burners, exhausts, baffles, ducting, and components associated with the preparation of the feedstock.

Referring also to <FIG> the FIG. schematically illustrates at the system level the components and arrangement of components in the invention, to include the SCC engine subsystem, pyrolysis subsystem, waste heat to power sub system, exhaust cooling and water separation subsystem, SCC intake subsystem, oxygen / nitrogen removal subsystem, gas cleanup subsystem with compression, and pyrolysis oxygen admission valve.

Still referring to <FIG>, item <NUM> is the engine subsystem, which feeds hot exhaust gas, in the preferred embodiment, containing oxygen, from <NUM>-<NUM>%, but nominally <NUM>%, to the burner of the pyrolysis subsystem item <NUM>. The pyrolysis exhaust, flows from item <NUM>, to item <NUM>, where it rejects heat to the SC CO<NUM> Turbine Waste Heat to Power subsystem.

Still referring to <FIG>, from the waste heat to power system, item <NUM>, the exhaust, now with additional raw CO<NUM>, and reduced O<NUM>, flows into the exhaust water separator, item <NUM>, where the majority of the combustion water is condensed. This cooled exhaust is split into two streams, a portion of which flows to the intake assembly, item <NUM>. Item <NUM>, the intake assembly, mixes the cooled exhaust, air, and oxygen from item <NUM> to create the artificial atmosphere, for the engine, item <NUM>.

Still referring to <FIG>, a portion of the flow from item <NUM> is provided to the gas cleanup subsystem, item <NUM>. Within item <NUM>, the raw CO<NUM> is dehydrated, purified, compressed, and stored. Finally, item <NUM>, a valve, is used to provide additional oxygen to subsystem <NUM>, the pyrolysis subsystem, in those instances where engine exhaust is not sufficient alone (generally this is the case with rich burn engines only). The specifics of these subsystems, and their operation, leading to the claims, will be discussed in association with the more detailed FIG. s to follow.

Referring also to <FIG>, the FIG. illustrates the engine subsystem, item <NUM>, of <FIG>. Still referring to <FIG>, a shaft driven supercharger, or blower, item <NUM> (optional), feeds working fluid to the compressor of a turbo charger, item <NUM> (optional), to the engine, item <NUM>. The engine <NUM> is coupled to the load, or in most cases to the generator, item <NUM>. The turbo charger, item <NUM> (optional), turbine exhaust is fed to subsequent systems via item <NUM>, the exhaust line. Typically, the engine, item <NUM>, or engine intake, whether item <NUM> or <NUM> when present, is fed with very slightly sub-atmospheric pressure. Engine exhaust backpressure, at item <NUM>, is generally only <NUM> - <NUM> (<NUM>-<NUM>" inches) of water higher than intake. However, the absolute pressure at the item <NUM> intake, or item <NUM> discharge, could be several atmospheres, with some engines running at turbo boost conditions that are >207kPag (><NUM> psig). It is recognized by those with experience in engine design, that cooling often exists between components, not shown herein, and which would in most cases not be changed as a part of the SCC. Intercoolers, which cool hot gas, would often exist between the supercharger, item <NUM>, and turbo compressor, item <NUM>. Aftercoolers, which also cool hot gas, would often exist between the turbo compressor, item <NUM>, and the engine, item <NUM>. Multiple stage turbo chargers, or multiple turbo chargers in parallel, are common and are not precluded herein.

As will be discussed later, operating sub-system <NUM>, the intake subsystem, at a positive pressure, including a pressure as high as "turbo boost" pressure, and in doing so enable the engine <NUM>, to provide its rated output, without the use of component items <NUM>, <NUM>, or <NUM>, or the coolers associated with those components. When this is done, the temperature at item <NUM> would be higher, since it will be representative of item <NUM> inlet, not item <NUM> discharge, which in a medium speed engine at rated power are different by about <NUM> (<NUM> deg F). It will be appreciated the efficiency of the follow-on subsystems can be further increased, engine maintenance cost reduced, and reliability is improved.

Referring also to <FIG> the FIG. illustrates the waste heat to power and exhaust water separator subsystems of <FIG>. Referring to <FIG>, subsystem <NUM>, the super / sub critical CO<NUM> Brayton cycle waste heat to power generator, receives the high temperature engine exhaust at point <NUM> via <NUM> when the pyrolysis is present, and cools it via the hot-side heat exchanger, <NUM>. This results in conditions at point <NUM>, the Sub-system <NUM> turbine inlet, of <NUM> (<NUM> F) (about <NUM> (<NUM> deg F) lower than exhaust temperature), and supercritical pressure, nominally 41MPaA (<NUM> psia).

Still referring to <FIG>, sub-system <NUM> uses pure CO<NUM> as the working fluid. The fluid is expanded through turbine <NUM> to 8MPaA (<NUM> psia) (at design point), driving generator <NUM> and compressor <NUM>. Low side heat exchanger <NUM> cools the supercritical CO<NUM> to approximately <NUM> (<NUM> F) at point <NUM>. The working fluid (CO<NUM>) is recompressed in compressor <NUM>, and is provided at approximately 41MPaA (<NUM> psia), <NUM> (<NUM> F) to the heat exchanger <NUM>. The net result is that piston engine exhaust has been cooled from <NUM> (<NUM> F) at point <NUM> or <NUM> to <NUM> (<NUM> F) at point <NUM>. Note, all these pressures and temperatures are estimates at design point, and would vary with load. Also note, a closed supercritical CO<NUM> Brayton cycle heat recovery system is controlled via management of the load at generator <NUM> (runs at constant speed, hence constant pressure ratio), and by varying the total mass in the cycle. While 8MPaA (<NUM> psia) inlet, 41MPaA (<NUM> psia) outlet might be the compressor design point at full power, at <NUM>/10th power one would expect nominally <NUM> MPaA (<NUM> psia), and 4MPaA (<NUM> psia) at the same points - and cycle efficiency would in theory be unchanged (in fact it degrades slightly, since the cycle is closer to optimum at supercritical pressures). Other choices in pressure ratio, and heat exchanger design pressure are of course possible. The pressure ratio of <NUM> is not optimum for the Brayton cycle alone, but gives reasonably low compressor exit temperatures, enabling good use of the available engine or engine and pyrolysis sub-system exhaust waste heat.

Still referring to <FIG>, subsystem <NUM>, the exhaust water separator, item <NUM>, consists of a liquid sump, item <NUM>, which usually includes a submersible high flow pump, and level control system (not shown). The hot water from item <NUM> is cooled, via heat exchanger, not shown, and injected into line <NUM> upstream of this subsystem. This enables the <NUM> (<NUM> deg F) discharge temperature from item <NUM>, line <NUM>, to be reduced quickly, to ~<NUM> (-<NUM> F), using to ~<NUM> (-<NUM> F) water from item <NUM>. Different design points on water temperature, flow rate, and change in temperature as a result of water spray are possible, and seasonal variation, and power level-based variation, are likely to occur. The exact water temperature, and hence gas temperature, within subsystem <NUM> are selected to manage the water vapor partial pressure, so that condensation of water is prevented at all points in the engine, and so that corrosion does not occur. Item <NUM> also includes baffles plates, item <NUM>, and demister pad, item <NUM>, which work in concert to provide a saturated, but gaseous cooled exhaust, at the item <NUM> EGR line.

Referring also to <FIG>, the FIG. illustrates the SCC intake, oxygen plant (nitrogen removal) subsystems, and the additional O<NUM> to pyrolysis valve shown in <FIG> (items <NUM>, <NUM> and <NUM>). Referring to <FIG>, the cooled exhaust, item <NUM>, with water removed (other than vapor) enters the intake subsystem, item <NUM>, which creates the artificial atmosphere for the engine, at item <NUM>. The intake subsystem consists of a pressure vessel, item <NUM>, with a water drain for any condensate, which is fed air, item <NUM>, optionally through a blower, item <NUM>. When the blower, item <NUM>, is present, it is possible to operate the SCC EGR system at positive pressure, up to the normal rated turbo boost pressure for the engine. When the blower is not present, the item <NUM> vessel is normally open to air, and runs slightly sub atmospheric, drawing in air as is required.

Still referring to <FIG>, the subsystem <NUM> intake subsystem receives oxygen, from <NUM>-<NUM>+% purity, depending on oxygen source type and design point, at valve <NUM>. This oxygen line is also provided via valve <NUM> to the pyrolysis burner (sub system <NUM>) in those instances where the burner requires additional oxygen. Also, it is recognized that a pyrolysis system may have multiple burners, and hence the potential exists for multiples of item <NUM>. Furthermore, in some engines, it may be advantageous to operate that engine with the bulk O<NUM> level at item <NUM> substantially lower than <NUM>%, however the flammable limit of the fuel of choice and oxygen (e.g. methane minimum O<NUM> level is <NUM>%) may dictate that additional O<NUM> is bled into the engine at a spark cell, or combustor can, especially to aid in starting, or off design point operation.

Still referring to <FIG>, the oxygen subsystem, item <NUM> is depicted as follows. Air, item <NUM>, is fed to a blower, item <NUM>, and then to a valve assembly, item <NUM>, which depending on timing then flows into molecular sieve vessels, item <NUM>. The molecular sieves absorb N<NUM> preferentially and a stream of enriched oxygen (reduced N<NUM>) is provided via valve assembly <NUM>, to buffer tank <NUM>, leading to the discharge valve, item <NUM>.

Still referring to <FIG>, periodically, the molecular sieve vessels <NUM> will be saturated with N<NUM> and other undesired components of air, and when it is saturated, or calculated to be approaching saturation, the active vessel is switched via valve assembly items <NUM> and <NUM>. Frequently equalization valves, item <NUM>, are opened briefly to prevent surging or bed lift due to rapid pressure changes. The bed not on line is recharged (N<NUM> and other contaminants removed), via valve assembly item <NUM> and vacuum pump item <NUM>. Typically, the pressure ratio on a VPSA oxygen plant is <NUM> or <NUM> to <NUM>, hence a 52kPaA (<NUM> psia) vacuum at item <NUM>, is matched by a ~<NUM>+ kPaA (76kPag) (-<NUM>+ psia (<NUM> psig)) blower at item <NUM>.

Referring also to <FIG> the FIG. illustrates the GCS subsystem <NUM> shown in <FIG>. Referring to <FIG>, a two-stage molecular sieve-based GCS is depicted. Before discussing the details of subsystem <NUM>, it is important to discuss system design and operational trades. As per <CIT> and other work, it is possible to design a SCC power system with raw CO<NUM> levels in the cooled exhaust that exceed <NUM>%. In theory, with a <NUM>% O<NUM> source, and no air admission, it would be possible to have nothing but CO<NUM> and water vapor in item <NUM>. The purity of CO<NUM> would then be mostly a function of the partial pressure of water. If line <NUM> was at 103kPaA (<NUM> psia), and partial pressure of water was 21kPaA (<NUM> psia), ~<NUM> (-<NUM> deg F), then we would have <NUM>% CO<NUM> by volume in line <NUM>. In this case, it would be preferred from the GCS perspective to just compress, dehydrate, and liquefy the CO<NUM>, exactly as is depicted in <FIG>. Taken to an extreme, if in some other type of engine, line <NUM> were at greater than 2MPaA (<NUM> psia), then the CO<NUM> purity would be at <NUM>%, before the GCS. Both of these power systems, with <NUM>% or <NUM>% raw CO<NUM>, would require a near <NUM>% O<NUM> source, which can pretty much only be cryogenic, and which would make it quite costly, especially at the scale focused on by this invention. The invention is further focused on distributed power, vs. large stationary power plants, this is tied to both the need to be proximate with the source of fuel, and with the location for CO<NUM> sequestration or use. As a result, though one could in theory apply this invention and technology in a broad range, the discussion herein will be focused on mobile or semi-permanent or modular power systems, to include piston engines, or rich burn or lean burn type, generally with outputs from ~<NUM> kW to ~<NUM> MW each, and small gas turbines, from small industrial machines to smaller aero derivative gas turbines, generally well under <NUM> MW in output. As a result, our invention is but one use of these machines, and our invention is too small to justify significant (if any) changes to the designs of these machines from an economic perspective, as a result, our invention stresses the pyrolysis and SCC components in a direction which result in as few modifications to the standard engines as is possible.

Alternatively, lower cost oxygen sources, or smaller oxygen sources, where that oxygen is blended with air at subsystem <NUM>, radically reduce oxygen plant costs. Operation with low purity oxygen also opens up an entirely new class of oxygen sources, membranes, which struggle to produce oxygen levels of greater than <NUM>% by volume. Use of lower purity O<NUM> will increase GCS costs, but there is still a net savings. These lower oxygen purity cases, with lower raw CO<NUM> levels, can still be made compatible with economically viable GCS systems, and with changes to engine parameters in terms of molecular weight, specific heat ratio, intake density, such that the engine operation with the SCC falls within the parameters of the original engine design. In some cases, where the engine is already running with a fairly high CO<NUM> level in the exhaust, the level of oxygen enrichment and SCC recirculation is quite low.

For example, an engine run with exhaust CO<NUM> near <NUM>%, air breathing. This is too low for an economically viable molecular sieve capture, but not radically so. A modest increase in O<NUM> levels to <NUM>% prior to EGR will enable <NUM>% raw CO<NUM> levels, and with <NUM>% we get <NUM>% raw CO<NUM>.

The table shown in <FIG> shows simulated results for a lean burn medium speed engine, in the <NUM> MW class. As can be seen, modest O<NUM> levels, of <NUM> to <NUM>%, are sufficient to get CO<NUM> levels after water removal to near <NUM>%, and that is while exhaust O<NUM> is kept at the design conditions of Lambda <NUM>. It is reasonable to lower this number, still lean burn, but consistent with the flammability index, and get CO<NUM> levels to <NUM>%, almost 5X air breathing.

Similar results are of course the case for gas turbines, which are exclusively lean burn. Given that the oxygen plant is the most expensive part of the invention, optimization of the system will often occur with lower levels of oxygen, but larger GCS systems. In the case of the gas turbines, since exhaust O<NUM> levels are normally <NUM>-<NUM>%, deviation from design point O<NUM> is often required to get to the same levels of raw CO<NUM> above, but these deviations are not unreasonable.

More significantly perhaps, SCC EGR increases intake density due to presence of CO<NUM>, but it reduces it due to presence of water, and due to higher temperatures. The net change in intake density is not significant, and in fact is within the range of the gas turbine design, even for relatively large EGR ratios, since so much of the EGR flow is still N<NUM>. The most significant change for the small industrial gas turbine, or small aero derivative turbine, especially for single shaft designs, is that of de-rate due to higher than ISO inlet temperatures. These de-rates are significant, up to <NUM>% of rated power, but the alternative avoided is design of a completely new gas turbine, for a small market, at a small size, which is clearly a non-starter.

Results from chemical process flowsheet simulation of the SCC with EGR on a small industrial gas turbine, with methane fuel (no pyrolysis) are summarized in <FIG> and indicate that with the mixture of O<NUM> and air, and large amounts of SCC EGR, we can both concentrate CO<NUM>, enabling the GCS operation, with only very modest changes in molecular weight. This will get much better in terms of CO<NUM> concentration when the pyrolysis is added. Note: the cases with the SCC atmosphere lower than <NUM>% will require direct admission of the O<NUM> into the combustor, which in this particular turbine is easily achieved.

With the above as background, referring again to <FIG>, subsystem <NUM>, as depicted, consists of a two-stage molecular sieve-based dehydration and capture system. Item <NUM> is a blower, with a typical discharge pressure of <NUM> - <NUM> kPaA (<NUM>-<NUM> psia). In the instances where line <NUM> is already operating at this pressure or greater, this component is not required, and is replaced by a control valve. The blower, item <NUM> includes a discharge heat exchanger, and water separator, to drop out additional liquid water. Molecular sieve vessels <NUM> are served by valve manifolds <NUM> and <NUM>, driven by timers, to feed the appropriate vessel <NUM>. The vessels, the most common number in our designs is <NUM>, are all serviced by ports <NUM>, and <NUM>. Item <NUM> connects to a hot dry gas supply, which could be provided directly via a port at the subsystem <NUM> turbine <NUM>, or could be provided alternative as follows later herein.

Still referring to <FIG>, the port at item <NUM> is vented to the atmosphere, and will consist of water vapor, and inert gas. Three vessels are the norm since this enables one vessel to be on process, one being heated with hot dry gas to regenerate, and one cooling off passively getting ready to process again. This can also be accomplished with two vessels, but the vessel size has to be a little greater.

The absorption process creates heat, <NUM>. 2MJ/kg (<NUM> BTU/lb. ) on molecular sieves <NUM>, so the effluent dry gas from the TSA is fed into the next stage, the VPS A capture system, via heat exchanger <NUM>. As currently implemented, the GCS is served by a chilled water loop, but air-cooled heat exchangers are possible, depending on system location and other specifications.

Still referring to <FIG>, items <NUM>, served by valve manifolds <NUM>, <NUM>, and <NUM>, are the VPSA capture vessels. These are loaded with molecular sieves that captures CO<NUM>, CO, HC, NOx, and are oversized, and as such capture all regulated pollutants, making the system non-emissive. The levels of CO, HC, and NOx, normally a problem in engine exhaust in terms of release to the atmosphere (ppm levels), are not a problem for the sequestration or EOR application. Vacuum pump <NUM> periodically removes the captured CO<NUM> and other trace gases, and delivers it via a heat exchanger <NUM> to a buffer tank <NUM>, then on to a multi-stage compressor <NUM> and storage tank <NUM>.

Referring also to <FIG> there is shown one method for providing a carbon negative power system in accordance with the present invention described herein. Three input steps drive the method flow chart, Step <NUM> projects power requirements; Step <NUM> projects fuel source, and Step <NUM> projects CO<NUM> requirements. Step <NUM> is used for determining SCC needed, step <NUM>. The projected CO<NUM> requirement is also used with projected power requirements, step <NUM> to select engine size and type, step <NUM>. Determining SCC, step <NUM>, is used with step <NUM>, determining Fuel LHV and other engine requirements to determine the O<NUM> purity required and the size of the O<NUM> plant, step <NUM>, which drives the selection of the GCS method, step <NUM> and the size of the GCS plant, step <NUM>. Steps <NUM> and <NUM> lead to step <NUM> which minimizes the combined size and power required of the GCS and O<NUM> plants. Step <NUM> compares system net power, fuel rate, and CO<NUM> rate to requirements, the output of step <NUM> drives step <NUM>, sizing the waste-heat-to- power system. The projected fuel source, step <NUM> determines if pyrolysis is needed and step <NUM> along with step <NUM>, engine selection and sizing determine Pyrolysis sizing. Step <NUM> refines and optimizes and as necessary reiterates via path <NUM> before building and operating the carbon negative power system <NUM>.

There are other system attributes and unique benefits that can only be discussed at the system level, referencing multiple FIG. The ability to use a fuel in an engine is tied to that engines fuel specification, which could include, obvious things like pressure and temperature, but also minimum heating value, maximum heating value, methane number, Wobbe Index (WI), contaminant levels (e.g. H<NUM>S), among other parameters. The ability to change the artificial atmosphere, to include lower or higher than <NUM> % oxygen purity, or greater or lesser EGR, can change the tolerance of the engine. Specifically: CO<NUM> reduces knock, so hotter fuels can be used with more EGR; inerts in the fuel, or said another way low fuel heating value, can be compensated for by removing inerts from the artificial atmosphere, by reduction of EGR, increase of O<NUM>, or both; flame out situations, due to low O<NUM>, or other mixture related problems, can be compensated for by adjusting the bulk artificial atmosphere, or by direct injection of O<NUM> (e.g. into the combustor can or spark cell).

Pyrolysis, especially lower temperature pyrolysis, will not make perfect pipeline quality fuels, and will make fuels that change as a function of feedstock, which unless you are supporting some type of factory will tend to vary seasonally and with weather (moisture levels, chemical composition). The ability of the SCC engine to adjust to varying fuel parameters enables the more complete use of the pyrolysis feedstock resource.

Operation at higher SCC EGR pressures, which are still less than turbo boost pressure, which seems like a radical change in engine design, is actually very beneficial to this cycle. All of the plumbing gets smaller, components such as blower <NUM> are eliminated, the power level at blower <NUM> is lower than blower <NUM> would have been, the higher pressure reduces the relative partial pressure, and hence water vapor content, and often the oxygen plants have the inherent ability to delivery O<NUM> at this modest pressure.

Elimination of the turbo charger, via operation at higher SCC pressures, will enable an increase in the aheady increased pyrolysis efficiency, since exhaust will be hotter by ~<NUM> (-<NUM> deg F), and will also tend to increase the amount of power that can be generated via subsystem <NUM>, the waste heat to power subsystem.

Lean burn piston engines are more efficient than rich burn piston engines, but have a problem in the SCC associated with high exhaust O<NUM> levels. As described herein, the combination of the lean burn piston engine with pyrolysis solves that problem, and also makes the pyrolysis system non-emissive.

Claim 1:
A semi-closed cycle power system for net carbon negative operation, the power system comprising:
an engine subsystem (<NUM>) including an engine (<NUM>) producing exhaust;
a semi-closed-cycle (SCC) oxygen plant subsystem (<NUM>) connected to the engine subsystem (<NUM>);
an intake subsystem (<NUM>) connected to the SCC oxygen plant subsystem (<NUM>);
a carbon capture gas cleanup system (GCS) (<NUM>) connected to the SCC oxygen plant subsystem (<NUM>);
a pyrolysis subsystem (<NUM>) producing exhaust and connected to the engine subsystem (<NUM>);
a waste-heat-to-power subsystem (<NUM>) connected to the pyrolysis subsystem (<NUM>) to receive the exhaust from the pyrolysis subsystem (<NUM>);
an exhaust water separator subsystem (<NUM>) connected to the waste-heat-to-power subsystem (<NUM>);
an inlet hopper (<NUM>) receiving a renewable feedstock;
characterised in that the semi-closed cycle power system further comprises a pyrolysis reaction chamber, the pyrolysis reaction chamber comprising:
a pipe (<NUM>);
a heating jacket (<NUM>) surrounding the pipe;
a separator vessel (<NUM>), wherein the separator vessel (<NUM>) provides a liquid/tar product (<NUM>), a gaseous product (<NUM>), and a char product (<NUM>);
a screw (<NUM>) concentric with the pipe for moving material through the pipe (<NUM>) to the separator vessel (<NUM>); and
a burner (<NUM>) connected to the heating jacket (<NUM>), and wherein the separator vessel (<NUM>) is connected to the burner (<NUM>) and wherein the burner is designed to use the liquid/tar product (<NUM>) provided from the separator vessel (<NUM>) and the exhaust from the engine (<NUM>).