Locomotive exhaust duct assembly

Abstract

Embodiments include a stowing mechanism including a stowing assembly on a capture car. The stowing assembly can include an adjustable section comprising a first end and a second end. The stowing assembly can also include one or more extension actuators extending along a length of the adjustable section, where the one or more extension actuators are configured to extend and retract the adjustable section. The stowing mechanism can also include a lift mechanism operatively coupled to the stowing assembly. Some embodiments include a locomotive exhaust duct assembly including a first exhaust duct segment configured to be attached to a locomotive, a second exhaust duct segment configured to be attached to a capture car, and the stowing mechanism. Some embodiments include a locomotive exhaust treatment system including a locomotive and a capture car. The locomotive exhaust treatment system can also include the exhaust duct assembly and the stowing mechanism.

Description

RELATED APPLICATIONS

[0001] This application is a continuation-in-part of U.S. patent application Ser. No. 19 / 225,873, filed Jun. 2, 2025, which claims the benefit of U.S. Provisional Patent Application No. 63 / 738,134, filed Dec. 23, 2024, the entire contents of each of which are incorporated herein by reference.FIELD

[0002] This disclosure generally relates to locomotive engines. More particularly, the present disclosure relates to an exhaust duct assembly for transmitting locomotive engine exhaust gas from a locomotive engine.BACKGROUND

[0003] Locomotive engine exhaust includes various chemical species, which may be regulated by government agencies. For example, locomotive engine exhaust can include hydrocarbons (HC), oxides of nitrogen (NOx), particulate matter (PM), carbon monoxide (CO), and carbon dioxide (CO2). Governmental regulations can vary, but in many jurisdictions, the locomotive engine exhaust may be emitted into the atmosphere without treatment. For example, uncontrolled locomotive engine emissions may satisfy the Environmental Protection Agency (EPA) Tier 0+ emissions standards. There are beneficial effects of removing some or all such harmful chemicals from locomotive engine exhaust before emission into the atmosphere (e.g., meeting stricter governmental regulations in specific jurisdictions, decreasing air pollution generally, facilitating capture of carbon dioxide, etc.).SUMMARY

[0004] In general, this disclosure is directed to locomotive engines and, more particularly, to an exhaust duct assembly for transmitting exhaust gas from a locomotive engine. In one example, the present disclosure includes a stowing mechanism for a locomotive exhaust duct assembly. The stowing mechanism can include a stowing assembly on a capture car. The stowing assembly can include an adjustable section, where the adjustable section includes a first end and a second end. The stowing assembly can also include one or more extension actuators extending along a length of the adjustable section, where the one or more extension actuators are configured to extend and retract the adjustable section. The stowing mechanism can also include a lift mechanism operatively coupled to the stowing assembly, where the lift mechanism is configured to lift and lower the stowing assembly into and out of a stowed position.

[0005] In another example, the present disclosure includes a locomotive exhaust duct assembly. The exhaust duct assembly can include a first exhaust duct segment configured to be attached to a locomotive. The exhaust duct assembly can also include a second exhaust duct segment configured to be attached to a capture car, where the first exhaust duct segment and the second exhaust duct segment are releasably couplable to each other. The exhaust duct assembly can also include a stowing mechanism. The stowing mechanism can include a stowing assembly on the capture car. The stowing assembly can include an adjustable section, where the adjustable section includes a first end and a second end. The stowing assembly can also include one or more extension actuators extending along a length of the adjustable section, where the one or more extension actuators are configured to extend and retract the adjustable section. The stowing mechanism can also include a lift mechanism operatively coupled to the stowing assembly, where the lift mechanism is configured to lift and lower the stowing assembly into and out of a stowed position.

[0006] In another example, the present disclosure includes a locomotive exhaust treatment system. The locomotive exhaust treatment system can include a locomotive and a capture car. The locomotive exhaust treatment system can also include an exhaust duct assembly. The exhaust duct assembly can include a first exhaust duct segment configured to be coupled to the locomotive. The exhaust duct assembly can also include a second exhaust duct segment configured to be coupled to the capture car, where the first exhaust duct segment and the second exhaust duct segment are releasably couplable to each other. The exhaust duct assembly can also include a stowing mechanism. The stowing mechanism can include a stowing assembly on the capture car. The stowing assembly can include an adjustable section, where the adjustable section includes a first end and a second end. The stowing assembly can also include one or more extension actuators extending along a length of the adjustable section, where the one or more extension actuators are configured to extend and retract the adjustable section. The stowing mechanism can also include a lift mechanism operatively coupled to the stowing assembly, where the lift mechanism is configured to lift and lower the stowing assembly into and out of a stowed position.

[0007] The details of one or more examples are set forth in the accompanying drawings and the description below. Other features, objects, and advantages will be apparent from the description and drawings, and from the claims.BRIEF DESCRIPTION OF DRAWINGS

[0008] The following drawings are illustrative of particular embodiments of the present invention and, therefore, do not limit the scope of the invention. The drawings are not necessarily to scale (unless so stated) and are intended for use in conjunction with the explanations in the following detailed description. Embodiments of the invention will hereinafter be described in conjunction with the appended drawings, wherein like numerals denote like elements.

[0009] FIG. 1 is a schematic diagram of a locomotive and a capture car, according to an embodiment.

[0010] FIG. 2 is a schematic diagram of an exhaust duct assembly, according to an embodiment.

[0011] FIGS. 3A and 3B are schematic diagrams of an exhaust duct assembly, according to an embodiment.

[0012] FIG. 4 is an example inlet joint, according to an embodiment.

[0013] FIG. 5 is an example inlet joint, according to an embodiment.

[0014] FIG. 6 is an example bypass valve, according to an embodiment.

[0015] FIG. 7 is an example section of a vibration structure, according to an embodiment.

[0016] FIG. 8 is an example quick disconnect coupler, according to an embodiment.

[0017] FIG. 9 is an example quick disconnect coupler, according to an embodiment.

[0018] FIG. 10 is an example flexible coupling in a capture car segment of the exhaust duct assembly, according to an embodiment

[0019] FIG. 11 is an example flexible coupling in a capture car segment of the exhaust duct assembly, according to an embodiment.

[0020] FIG. 12 is an example flexible coupling in a capture car segment of the exhaust duct assembly, according to an embodiment.

[0021] FIGS. 13-24 illustrate various operations of a first example stowing mechanism, according to an embodiment.

[0022] FIG. 25 is a locomotive and capture car with a second example stowing mechanism, according to an embodiment.

[0023] FIGS. 26-33 illustrate various operations of the second example stowing mechanism, according to an embodiment.

[0024] FIGS. 34A-D are various views of an angular alignment mechanism, according to an embodiment.

[0025] FIGS. 35A-C are various views of a radial alignment mechanism, according to an embodiment.

[0026] FIG. 36 is an example outlet joint, according to an embodiment.

[0027] FIGS. 37A-37B are schematic diagrams of the segments of the exhaust duct assembly, according to an embodiment.

[0028] FIG. 38 is a flowchart of a method of transmitting locomotive engine exhaust, according to an embodiment.DETAILED DESCRIPTION

[0029] The following detailed description is exemplary in nature and is not intended to limit the scope, applicability, or configuration of the invention in any way. Rather, the following description provides some practical illustrations for implementing exemplary embodiments of the present invention. Examples of constructions, materials, dimensions, and manufacturing processes are provided for selected elements, and all other elements employ that which is known to those of ordinary skill in the field of the invention. Those skilled in the art will recognize that many of the noted examples have a variety of suitable alternatives.

[0030] In some embodiments, to realize the various beneficial effects of removing some or all such harmful chemicals from locomotive engine exhaust before emission into the atmosphere (e.g., meeting stricter governmental regulations in specific jurisdictions, decreasing air pollution generally, facilitating capture of carbon dioxide, etc.), an aftertreatment system (ATS) can be used to treat locomotive engine exhaust. In particular, the ATS can remove some or all of the HC, NOx, PM, and CO from locomotive engine exhaust. The ATS may be located on a capture car that is separate from the locomotive. The capture car can be connected mechanically to the locomotive to ensure that the capture car moves along with the locomotive. An exhaust duct assembly can transmit the locomotive engine exhaust from the locomotive to the capture car (also known as a ‘tender car’). In many examples, the capture car can house a carbon capture system (CCS) that removes carbon dioxide from the locomotive engine exhaust. However, in order for the carbon capture system to effectively remove carbon dioxide from the locomotive engine exhaust, the ATS may first need to remove some or all of the HC, NOx, PM, and CO. Removal of such chemicals can reduce air pollutants associated with the exhaust while also mitigating the risk of fouling, plugging, or other unwanted interactions and / or effects on the CCS associated with the chemicals.

[0031] As noted, locomotives produce exhaust gas, which can be treated to reduce the quantity of various gases and / or particulate matter associated with the exhaust gas. The conditioning and treatment of the exhaust gas can be completed to improve emissions of the locomotive (e.g., to comply with governmental regulations). In addition, the exhaust gas can be processed to reduce emission of CO2. However, carbon capture systems can require the filtering and / or removal of gases and / or particulate matter such as HC, NOx, PM, and CO prior to the processing of the CO2, which can improve CO2 capture. Therefore, in some instances, an ATS can be used to remove some or all of the HC, NOx, PM, and CO from locomotive engine exhaust.

[0032] FIG. 1 illustrates a railcar system 10, including a locomotive 110 and a capture car 120, that is configured to process locomotive exhaust. For instance, to process exhaust from the locomotive 110, a car, referred to herein as a capture car 120, can be connected / coupled to the locomotive 110 (and can move along with the locomotive 110). The capture car 120 can receive exhaust from the locomotive 110 (for example, through the exhaust duct assembly 115, discussed further herein) and can process the exhaust. Although the capture car 120 is depicted as a single car, the capture car 120 could instead include a plurality of cars (for example, two cars).

[0033] In some applications, the locomotive 110 can be a diesel-powered system. The locomotive 110 and capture car 120 can be in fluidic communication with one another. An exhaust duct assembly 115 can direct the flow of exhaust from the locomotive 110 to the capture car 120. The exhaust duct assembly 115 can be made of materials and / or coatings configured to withstand high exhaust temperatures. In some applications, the hardware may be made of materials configured to withstand temperatures of about 200 degrees Celsius to about 600 degrees Celsius (e.g., stainless steel).

[0034] The locomotive exhaust can have a variety of characteristics. In some applications, the unprocessed locomotive exhaust can achieve Tier 0+ EPA locomotive emissions standards. Tier 0+ emission standards can include particulate matter requirements such as 8.0 g / bhp-hr NOx, 0.22 g / bhp-hr PM, 1.0 g / bhp-hr HC, and 5.0 g / bhp-hr CO. However, as noted, it can be desirable to further reduce the emissions of locomotives by treating and / or processing the locomotive exhaust.

[0035] The capture car 120 can include various components and / or modules for treatment of the locomotive exhaust. Each of the components for exhaust treatment can be a part of a modular skid (not pictured). The modular skid can be mounted to a locomotive chassis 18. The modular skid can include, for example, a generator 20, an aftertreatment system (ATS) 22, a conditioning module 24, a pressurization module 26, an adsorption module 28, a vacuum module 30, a liquification module 32, and a storage module 34. The capture car 120 can also include fuel storage tanks 36 and diesel exhaust fluid 38, or DEF, for the ATS 22. The DEF can be an aqueous urea solution.

[0036] The auxiliary power generator 20 of the capture car 120 can be configured to power the various capture car modules. In some examples, the generator 20, also referred to herein as a “genset,” can have multiple generator units. The capture car 120 requires electrical power to operate the exhaust processing equipment thereon. As the capture car 120 does not rely on the locomotive engine to provide power, one or more electrical generator units are included in the capture car 120. In some instances, the genset 20 can have three generator units. The generator unit(s) can be diesel generators. These generator units can be configured to meet emissions levels in compliance with any relevant regulatory requirements, such as Tier 3 or Tier 4 emissions standards.

[0037] In some embodiments, the modular skid can include additional components for the processing of locomotive exhaust. For example, the exhaust can be conditioned via a conditioning module 24. The conditioning process can include cooling and drying the exhaust. The system can include a pressurization module 26 configured to control the engine back pressure. CO2 can be captured in adsorbent pellets via adsorption module 28. The pellets can have pores configured to capture the CO2. A vacuum module 30 can be used to extract the CO2 from the adsorbent pellets. The CO2 can be compressed and cooled such that the CO2 liquifies as it is captured via a liquification module 32. Once liquified, the CO2 can be stored in a storage module 34 on the capture car 120. In some embodiments, the conditioning module 24, pressurization module 26, adsorption module 28, vacuum module 30, liquification module 32, and storage module 34 may be considered part of the CCS. For instance, as discussed herein, the exhaust may go through the ATS 22 to remove PM, HC, CO, and NOx from the exhaust, and then the remaining exhaust may then go through the CCS (including modules 24, 26, 28, 30, 32, 34, etc.) to remove carbon dioxide from the exhaust.

[0038] While the capture car 120 and its corresponding ATS 22 and / or CCS (e.g., including modules 24, 26, 28, 30, 32, 34, etc.) can be extremely beneficial by effectively removing carbon dioxide (as well as some or all of the HC, NOx, PM, and CO) from locomotive engine exhaust (thus reducing air pollutants associated with the exhaust while also mitigating various risks and unwanted effects on the CCS associated with the various chemicals), it may be difficult to transport the exhaust from the locomotive car 110 to the capture car 120.

[0039] Thus, FIGS. 2, 3A, and 3B illustrate examples of a locomotive exhaust treatment system 100 with an exhaust duct assembly 115 for effectively transporting exhaust from the locomotive car 110 to the capture car 120. In some embodiments, while not depicted in FIG. 2, 3A, or 3B, the locomotive exhaust treatment system 100 may further include the various components of the capture car 120 depicted in FIG. 1. For example, the locomotive exhaust treatment system 100 can include the capture car 120 with a generator 20, ATS 22, and CCS (including conditioning module 24, pressurization module 26, adsorption module 28, vacuum module 30, liquification module 32, storage module 34, etc.).

[0040] In some embodiments, as depicted in both FIGS. 1 and 2, a locomotive car 110 (referred to herein as locomotive 110) is positioned next to a capture car 120. A mechanical coupling 150 can connect the locomotive 110 and the capture car 120 together. When coupled, the capture car 120 can move along rail tracks as the locomotive car 110 moves.

[0041] The locomotive 110 has a locomotive engine that produces exhaust gas (locomotive exhaust (LE)). The duct assembly 115 can receive locomotive exhaust (LE) (also referred to herein as, simply, exhaust), transport the exhaust to the capture car 120 and provide the exhaust to a carbon capture system (CCS) housed in the capture car 120. As discussed herein, the CCS can remove carbon dioxide (and other gases) from the exhaust and store the carbon dioxide. In this way, carbon dioxide can be removed from the exhaust while both the locomotive 110 and the capture car 120 are moving together. In some embodiments, as discussed herein, the capture car 120 can include an aftertreatment system (ATS) (for example, ATS 22) to remove various chemicals from the exhaust such as PM, HC, CO, and NOx. This can be done before the exhaust goes through the CCS, in some instances, as the PM, HC, CO, and / or NOx could have negative effects on the CCS.

[0042] The duct assembly 115 can be coupled to and / or configured to be attached to each of the locomotive 110 and the capture car 120. In some examples, the duct assembly 115 can be made of two segments (discussed further herein) such as segment 317 and segment 319 (depicted in FIG. 3A). One segment (segment 317) can be coupled to and / or configured to be attached to the locomotive 110, and the other segment (segment 319) can be coupled to and / or configured to be attached to the capture car 120. The first and second segment (317 and 319) can be coupled together (for example, releasably couplable to each other) so that exhaust can flow all the way through the first segment 317 and then into the second segment 319. For instance, the exhaust duct assembly 115 can have an inlet joint (also referred to herein as an expansion joint) 125 where exhaust flows 112 into the duct assembly 115 and through the first and second segments (317 and 319) of the duct assembly 115. The exhaust can flow 112 from the locomotive 110 engine exhaust / exhaust stack / turbo outlet, in some instances. The exhaust can also flow 122 into the capture car 120 where, for example, it can continue along the duct assembly 115 and exhaust flow depicted in FIG. 1. In some embodiments, the exhaust duct assembly 115 can have an outlet joint 155 to connect the duct assembly 115 to the capture car 120, and the exhaust can flow through the outlet joint 155 to the capture car 120.

[0043] In some embodiments, the exhaust can flow through the duct assembly 115 (of the locomotive 110 and the capture car 120) and can enter an ATS (such as ATS 22). In some instances, after being processed by the ATS 22, the remaining exhaust can be transported to (and through) a CCS to remove the CO2 from the exhaust. In some embodiments, the exhaust may be transported only through an ATS. In some embodiments, the exhaust may be transported only through a CCS. As discussed herein, the ATS and / or CCS are on the capture car 120.

[0044] In some embodiments, the exhaust duct assembly 115 can include a bypass valve 130 to help control and / or divert exhaust flow through the duct assembly 115. For example, the bypass valve 130 can permit the locomotive exhaust to continue flowing through the duct assembly 115 and / or can divert some or all of the locomotive exhaust. This can help prevent some or all of the exhaust from flowing through the duct assembly 115 in instances when it is not desirable to (for example, when the CCS and / or ATS are not running and / or not running at full capacity, when the locomotive 110 is not connected to the capture car 120, etc.). In some embodiments, the bypass valve 130 can be near and / or proximate to the inlet joint 125. In some embodiments, the bypass valve 130 can be in line with (for example, longitudinally aligned along a transverse plane with) the inlet and / or the inlet joint 125. In some embodiments, the bypass valve 130 can include a bypass valve outlet that is in fluid communication with the atmosphere. In some embodiments, the bypass valve 130 can be a part of the first segment of the duct assembly 115 (i.e., the segment coupled to the locomotive 110), as the bypass valve 130 can help prevent exhaust from being transported to the capture car 120 and its corresponding CCS, ATS, etc. in situations where it is not desirable for the exhaust to flow through the CCS, ATS, etc. Therefore, in some instances, the bypass valve 130 can emit some or all of the exhaust to the atmosphere rather than transmitting to the ATS, CCS, etc.

[0045] In some embodiments, the duct assembly 115 can include one or more exhaust duct support legs 127 to help support the duct assembly 115. FIGS. 3A and 3B depict a plurality of support legs 127. In some instances, the support legs 127 can be in a region of the duct assembly 115 near the inlet joint 125 and / or the bypass valve 130. In some embodiments, the duct assembly 115 can include one or more rear end pipe supports 138 towards the second segment 319 of the duct assembly 115. In some instances, as depicted in FIGS. 3A and 3B, the pipe supports 138 can be in a region between the first segment 317 and the second segment 319 of the duct assembly 115.

[0046] The duct assembly 115 can include an elongated duct through which the locomotive exhaust passes. The elongated duct can be attached to an upper portion of the locomotive car 110 via a mounting structure, in some embodiments. In some embodiments, the mounting structure can be a vibration structure 135. The vibration structure 135 can couple the locomotive 110 to the duct assembly 115 (e.g., the elongated duct of the duct assembly 115). In some embodiments, the vibration structure 135 can help absorb or dampen vibration and prevent the duct assembly 115 from experiencing too much vibration fatigue.

[0047] As discussed herein, the duct assembly 115 can include a plurality of segments, such as a first exhaust duct segment 317 coupled to the locomotive 110 and a second exhaust duct segment 319 coupled to the capture car 120. Therefore, the locomotive 110 and the capture car 120 can be coupled by both mechanical coupling 150 as well as a coupler (for example, which couples the first segment and the second segment of the duct assembly 115). However, there may be instances where the first and second segment need to easily and / or quickly disconnect. A quick disconnect coupler 140 with a quick disconnect mechanism allows for the flexibility of detaching the CCS and / or the capture car from one locomotive and attaching to another locomotive of similar specifications of the Railroad's fleet depending on operational needs. The quick disconnect coupler 140 can also have a secondary function of providing a breakaway for the locomotive 110 to the capture car 120. For example, an operator may disconnect the mechanical coupling 150 that joins the locomotive car 110 to the capture car 120 but inadvertently neglect to disconnect the first and second segments of the duct assembly 115. In such instances, if the locomotive 110 were to begin moving along the rail, the duct assembly would not be robust enough to pull the capture car 120 with the locomotive 110. Therefore, to help prevent damage to the duct assembly 115, the duct assembly 115 can include the quick disconnect coupler 140. The quick disconnect coupler 140 can be a coupler (that couples / connects the first segment 317 and second segment 319 of the duct assembly 115) with a quick disconnect mechanism. The quick disconnect mechanism can cause the first segment of the duct assembly 115 to separate from the second segment of the duct assembly 115, in certain instances, thereby preventing the duct assembly 115 from being damaged. Therefore, in some instances, the quick disconnect coupler 140 is configured to releasably couple the first exhaust duct segment 317 and the second exhaust duct segment 319.

[0048] Because the locomotive 110 and capture car 120 can be attached with a coupler, there can be relative displacements observed between the locomotive 110 and the capture car 120 due to irregularities in the tracks, while making a turn over a curved rail section, etc. Therefore, in some embodiments, the duct assembly 115 can include a flexible coupling 145 to accommodate such displacements. In some embodiments, the flexible coupling 145 can be in the second segment 319 of the duct assembly 115 (i.e., the segment coupled to the capture car 120), and thus can be referred to as a capture car flexible coupling 145. In some embodiments, while the flexible coupling can be located in the second segment 319 of the duct assembly 115 (i.e., the second exhaust duct segment), the flexible coupling can also be configured to couple the first exhaust duct segment 317 to the second exhaust duct segment 319.

[0049] In some embodiments, the duct assembly 115 can include a stowing mechanism 142 either in addition to or alternative to the flexible coupling 145. The stowing mechanism 142 can lower the second segment of the duct assembly 115 (i.e., the segment of the duct assembly 115 that is part of the capture car 120) into a stowed position (for example, in instances when the capture car 120 is not connected to the locomotive 110) and can raise the second segment of the duct assembly 115 into an operational position (for example, in instances when the capture car 120 is connected to the locomotive 110). In some embodiments, when the stowing mechanism 142 is in addition to the flexible coupling 145, the stowing mechanism 142 can be raising and / or lowering the flexible coupling 145 portion of the second segment.

[0050] The various components of the duct assembly 115 and the locomotive exhaust treatment system 100 may be further discussed herein.

[0051] For instance, FIGS. 4 and 5 illustrate examples of an inlet joint 125, according to some embodiments. In some embodiments, the inlet joint 125 can be an expansion joint. As depicted in FIGS. 2, 3A, and 3B, the inlet joint 125 can be at the junction between the duct assembly 115 and the locomotive engine exhaust / exhaust stack / turbo outlet. As the locomotive 110 rides along a rail with the engine operational, the exhaust stack can experience significant vibration. This vibration can tend to disrupt the connection between the duct assembly 115 and the locomotive 110 and can even cause the duct assembly 115 to become disconnected from the locomotive 110. Therefore, the duct assembly 115 can include the inlet joint 125 to counteract such tendencies. In some embodiments, the inlet joint 125 is a flexible inlet joint such as an exhaust stack flexible connection. The flexible inlet joint 125 can include bellows 426 and / or 526 to absorb vibration so as to not transfer vibration to the rest of the duct assembly 115 (thus making the connection / inlet joint 125 a flexible inlet joint 125). The inlet joint 125 can include various structures / elements. For example, in some instances (as depicted in FIG. 4), the inlet joint 125 can have sharp corners, whereas in other instances (as depicted in FIG. 5) the inlet joint 125 can have more rounded corners. In another example, in some instances (as depicted in FIG. 4), the inlet joint 125 can have a single section of bellows 426, whereas in other instances (as depicted in FIG. 5) the inlet joint 125 can have a plurality of sections (e.g., section 526a and section 526b) of bellows 526. The bellow 426, 526 can extend around the perimeter of the inlet joint 125, in some instances. By having a flexible inlet joint 125, the duct assembly 115 can be more securely attached to the locomotive 110 and less vulnerable to being detached inadvertently due to vibration.

[0052] As discussed herein, another component of the duct assembly 115 (e.g., the first segment of the duct assembly 115) can be a bypass valve 130. FIG. 6 illustrates an example bypass valve 130, according to an embodiment. As discussed herein, the bypass valve 130 can help control and / or divert exhaust flow through the duct assembly 115. For example, the bypass valve 130 can permit the locomotive exhaust to continue flowing through the duct assembly 115 and / or can divert some or all of the locomotive exhaust. In some embodiments, as depicted in FIG. 6, the bypass valve 130 can include dampers 632 such as high temperature louver dampers 632 as part of the bypass valve 130 and the duct assembly 115. In some embodiments, the bypass valve 130 can include damper(s) 632 and louver(s).

[0053] The louver dampers 632 can permit the locomotive exhaust to continue flowing through the duct assembly 115 or can divert some or all of the locomotive exhaust. For instance, when the first and second segments of the duct assembly 115 are connected to each other and the carbon capture system (CCS) and / or aftertreatment system (ATS) are running at full capacity, the louver dampers 632 are typically closed so that as much of the exhaust as possible is transmitted through the duct assembly 115 to the capture car 120 (and its CCS and / or ATS). In some instances, it may be desirable to prevent some or all of the exhaust from passing through the duct assembly 115. For instance, if the carbon capture system is not running at full capacity (or not running at all), the bypass valve 130 may be switched to bypass the duct assembly 115 and / or the capture car 120. For example, the louver dampers 632 may be partially or fully open to permit exhaust to flow out of the top of the duct assembly 115 and not transmit further toward the capture car 120. In situations in which the first segment of the duct assembly 115 is not connected to the second segment (e.g., when the locomotive 110 is not connected to the capture car 120), the louver dampers 632 may remain opened to divert exhaust out of the duct assembly 115. In some embodiments, the louver dampers 632 can be opened, closed, partially opened, etc. through electrical / pneumatic or mechanical control 634.

[0054] Referring now to FIG. 7, an example section of a vibration structure 135 is illustrated, according to an embodiment. As discussed herein, the duct assembly 115 can include an elongated duct through which the locomotive exhaust passes. The elongated duct can be attached to an upper portion of the locomotive 110 via a vibration structure 135 that couples the locomotive 110 to the duct assembly 115 (e.g., the elongated duct of the duct assembly 115).

[0055] In some embodiments, the vibration structure 135 can include an upper element 736 that provides a rigid connection to the elongated duct / duct assembly 115, as well as a lower element 738 that provides a rigid connection to the upper portion of the locomotive 110. In some embodiments, the upper element 736 is a duct plate including a second fastener opening, the duct plate coupled to the duct assembly 115 (e.g., a first duct segment of the duct assembly 115). In some embodiments, the lower element 738 is a locomotive plate including a first fastener opening, the locomotive plate coupled to the locomotive 110.

[0056] In some examples, the upper element 736 extends along the elongated duct most of the length or all of the length in which the elongated duct aligns with the upper portion of the locomotive 110. Similarly, the lower element 738 may extend along the upper portion of the locomotive 110 most of the length or all of the length in which the upper portion of the locomotive 110 aligns with the elongated duct and / or duct assembly 115.

[0057] In some embodiments, the vibration structure 135 can include flexible coupling 737 that couples the upper element 736 to the lower element 738. For instance, as the locomotive 110 travels along a rail, the locomotive 110 can experience significant vibration. The lower element 738 of the vibration structure 135, due to its rigid connection to the upper portion of the locomotive 110, can likewise experience significant vibration. Therefore, it may be beneficial to have a component that can absorb or dampen the vibration to help prevent the duct assembly 115 from experiencing too much of the vibration, which can negatively affect the performance of the duct assembly 115. The flexible coupling 737 is one such component. In some embodiments, the flexible coupling 737 is damping coupling 737 that absorbs or dampens the vibration and reduces the amount of vibration that the duct assembly 115 experiences.

[0058] In some embodiments, as depicted in FIG. 7, the flexible coupling 737 can be an isolation spring (referred to herein as isolation spring 737). In some embodiments, the isolation spring 737 can comprise a coil of rope / cable that passes through the upper element 736 and the lower element 738 in alternating fashion. For example, the rope can be disposed within the fastener opening(s) of the upper element 736 and the lower element 738 (e.g., the first fastener opening(s) of the lower element 738 and the second fastener opening(s) of the upper element 736). In some examples, the rope can be made of braided stainless steel. As noted, as the locomotive 110 travels along a rail, the locomotive 110 can experience significant vibration, as well as the lower element 738 of the vibration structure 135. The flexible coupling / isolation spring 737 can absorb or dampen the vibration. For instance, as the lower element 738 rises and falls with the locomotive 110, the coiled rope can prevent some of that rising and falling from transferring to the upper element 736. As a result, the elongated duct of the duct assembly 115 can experience much less of the vibration than the locomotive 110 experiences.

[0059] FIGS. 8 and 9 illustrate examples of a quick disconnect coupler 140, according to some embodiments. As discussed herein, there may be instances where segments of the duct assembly 115 may need to be quickly and / or easily disconnected in order to prevent damage to the duct assembly 115. A quick disconnect coupler 140 with a quick disconnect mechanism allows for the flexibility of detaching the CCS and / or the capture car 120 from one locomotive 110 and attaching to another locomotive of similar specifications of the Railroad's fleet depending on operational needs. The secondary function of the quick disconnect coupler 140 can be to provide a breakaway for the locomotive 110 to the capture car 120. For example, an operator may disconnect the mechanical coupling 150 that joins the locomotive 110 to the capture car 120 but inadvertently neglect to disconnect the first and second segments of the duct assembly 115. In such instances, if the locomotive 110 were to begin moving along the rail, the duct assembly 115 would not be robust enough to pull the capture car 120 with the locomotive 110. The quick disconnect coupler 140 can cause the first segment of the duct assembly 115 to separate from the second segment in such instances, thereby preventing the duct assembly 115 from being damaged.

[0060] In some embodiments, the quick disconnect coupler 140 is a coupler that couples together the first and second segments of the duct assembly 115, and includes a quick disconnect mechanism. In some embodiments, the quick disconnect coupler 140 includes a first connector 842 connected / coupled to the locomotive 110 and a second connector 844 connected / coupled to the capture car 120. The first connector 842 and the second connector 844 can be removably couplable to each other (for example, through a quick disconnect mechanism).

[0061] In some embodiments, the quick disconnect coupler 140 can include an alignment mechanism to ensure flanges on the first segment and the second segment (of the duct assembly 115) are aligned for proper sealing when joined together. The alignment mechanism can include a first alignment ring 930 and a second alignment ring 940, in some instances. In some embodiments, the quick disconnect coupler 140 includes locking rings and / or locking rods to help lock / seal the first and second segments of the duct assembly 115. For instance, quick disconnect coupler can include a locking ring on the first segment and a complimentary locking ring on the second segment which when locked together would ensure sufficient sealing force is achieved. For example, the second alignment ring 940 could be a locking and alignment ring 940 that can both lock and align. In this example, the locking and alignment ring 940 could be the locking ring (940) on the first segment, and the second segment could include a locking ring 910. In some embodiments, either in addition to or replacing one or more locking rings, the quick disconnect coupler 140 can include one or more locking rods. FIG. 9 depicts example locking rods 920. In some embodiments, the quick disconnect coupler 140 can include sliding rod(s) 950. Quick disconnect coupler 140 can include a pipe retraction mechanism or a pipe swivel mechanism to retract or fold the pipe connection in the second segment into the capture car 120 footprint to avoid any overhang of the second segment when the locomotive is disconnected, in some instances. In some embodiments, either as part of the quick disconnect coupler 140 or coupled with the quick disconnect coupler 140, the duct assembly 115 can include a stowing mechanism 142. This will be discussed further herein in relation to FIGS. 13-24.

[0062] Referring again to FIG. 2, since the locomotive 110 and capture car 120 are attached with a quick disconnect coupler 140, there can be relative displacements observed between the locomotive 110 and the capture car 120 due to irregularities in the tracks, and / or while making a turn over a curved rail section. Therefore, in some embodiments, the duct assembly 115 can include a flexible coupling 145 (e.g., in the first segment or the second segment) to accommodate such displacements. FIGS. 10, 11, and 12 depict example flexible couplings 145. In some embodiments, the flexible coupling 145 can have similar attributes as the flexible inlet joint 125 described herein. The flexible coupling 145 can decrease the likelihood of vibrations experienced by the capture car 120 during travel causing the duct assembly 115 to become disconnected from the capture car 120.

[0063] FIG. 10 illustrates an example flexible coupling 145 in the second segment of the duct assembly 115, according to an embodiment. Flexible coupling 145 can include one or more spherical joints 1046 (such as a ball-and-socket joint, for example) to allow for relative angular displacement between the locomotive 110 and the capture car 120. In some embodiments, as depicted in FIG. 10, a flexible coupling 145 can include a plurality of spherical joints 1046a and 1046b. FIG. 11 illustrates an example flexible coupling 145 including a translational piping joint 1146 to allow for linear relative displacement between locomotive 110 and capture car 120. In some examples, the flexible coupling 145 can include both a spherical joint and a translational piping joint. For example, locomotive exhaust can flow through the quick disconnect coupler 140, then through the spherical joint (e.g., 1046), and then through the translational piping joint (e.g., 1146).

[0064] FIG. 12 illustrates an example flexible coupling 145 with a first swivel joint 1210a, a linear translation joint 1215, and a second swivel joint 1210b. In some embodiments, the linear translation joint 1215 is the same as or similar to the translational piping joint 1146. In some embodiments, although FIG. 12 may depict swivel joints 1210a and 1210b (referred to collectively as swivel joints 1210), the flexible coupling could instead include an assembly of two gimbal expansion joints (for example, in place of the swivel joints 1210) and the linear translation joint 1215. In some instances, the flexible coupling 145 can also include a retraction mechanism and / or a swivel mechanism to either retract or fold the flexible coupling 145 into the capture car 120 footprint to avoid overhanging flexible piping when the locomotive 110 is disconnected from the capture car 120. An example retraction mechanism is the stowing mechanism 142 discussed herein. In some embodiments, the flexible coupling 145 can also include a hose. As an example, the hose can be of stainless steel construction. An example hose is depicted in FIGS. 13-24.

[0065] As discussed herein, the duct assembly 115 can include a stowing mechanism 142 to stow the second segment in a stowed position and / or swing / raise the second segment into an operational position (also referred to herein as a functional position). The stowing mechanism 142 can be considered a part of the quick disconnect coupler 140, in some instances, or can be coupled with the quick disconnect coupler 140. In some instances, the stowing mechanism 142 can be considered a part of the flexible coupling 145, coupled with the flexible coupling 145, and / or in place of the flexible coupling 145. When actuated, the stowing mechanism can allow the flexible piping of the second segment 319 (for example, a hose portion of the second segment 319) to swing / raise into place to connect with the first segment 317, as well as to lower into a stowed position when the capture car 120 is disconnected from the locomotive 110. This can avoid any overhanging components on the capture car 120 while disconnected to the locomotive 110.

[0066] FIGS. 13-24 illustrate the stowing mechanism 142 and its various operations, according to an embodiment. For instance, FIGS. 13-14 can illustrate a coupling operation, FIGS. 15-17 can illustrate a lifting operation and its intermediate and final structures and / or phases, FIGS. 18-19 can illustrate a latching operation and its intermediate and final structures and / or phases, and FIGS. 20-24 can illustrate a lowering operation and its intermediate and final structures and / or phases. In some embodiments, the stowing mechanism 142 can be a part of and / or combined with the quick disconnect coupler 140 and / or the flexible coupling 145. For example, the stowing mechanism 142 can include lowering at least the flexible coupling 145 portion of the second segment 319 into a stowed position when the capture car 120 is disconnected from the locomotive 110 and raising at least the flexible coupling 145 portion of the second segment 319 into an operational position when the capture car 120 is connected to the locomotive 110.

[0067] FIG. 13 illustrates the stowing mechanism 142 prior to any connection / coupling between the locomotive 110 and the capture car 120. In FIGS. 13-24, the flexible coupling 145 is depicted as including a hose, and the hose is raised and / or lowered to and from a stowed position 1350. While the flexible coupling 145 is depicted as including a hose, the stowing mechanism 142 can be executed with flexible coupling 145 other than a hose. In some embodiments, the flexible coupling 145 (i.e., the flexible hose) can be referred to as an adjustable section, as its position is adjustable (for example, it can be raised, lowered, etc.).

[0068] When the locomotive 110 and the capture car 120 are separated (i.e., not connected), the first segment 317 and the second segment 319 of the duct / duct assembly are also not connected. Further, the second segment 319 (i.e., the segment that is a part of the capture car 120) can be in a stowed position 1350 to avoid any overhanging components on the capture car 120. In some instances, as depicted in FIG. 13, when the second segment 319 is in a stowed position 1350, a portion of the second segment 319 may be bent and / or curved downwards to prevent the second segment from extending outwards from the footprint of the capture car 120.

[0069] In some embodiments, the stowing mechanism 142 includes a latching mechanism 1344 and a lifting mechanism 1346. The lifting mechanism 1346 can also be a lowering mechanism when the second segment 319 is being lowered from an operational position (discussed further herein) into a stowed position 1350. The latching mechanism 1344 can be a part of the locomotive 110 and the lifting mechanism 1346 can be a part of the capture car 120, in some instances. In some embodiments, the latching mechanism 1344 can include a lever 1344a (and / or some other type of control) in order to execute the actual locking of the first segment 317 and the second segment 319. In some embodiments, as depicted in FIG. 13, the first segment 317 can include a flexible bellow joint 1352 to enable longitudinal expansion and / or contraction during relative motion between the locomotive 110 and the capture car 120. The flexible bellow joint 1352 can be considered a part of the stowing mechanism 142, in some instances.

[0070] In some embodiments, the lifting mechanism 1346 includes a crank 1346a and / or some other type of rotational control 1346a to control the lifting and lowering of the second segment 319 and / or the lifting mechanism 1346 itself. In some embodiments, the crank 1346a controls the movement of an end portion 1346b of the lifting mechanism 1346 along a path 1347 on a track 1348. Moving / cranking the end portion 1346b of the lifting mechanism 1346 along the track 1348 can also move other portions of the lifting mechanism 1346 as well as the second segment itself, as discussed further herein.

[0071] In some embodiments, as discussed herein, besides the connection of the first segment 317 and the second segment 319, the locomotive 110 and the capture car 120 can also be connected through mechanical coupling 150. To mechanically couple the locomotive 110 and the capture car 120 (i.e., through mechanical coupling 150), the locomotive 110 and the capture car 120 may need to move towards each other (as shown by arrows 1349). FIG. 14 illustrates the system after the locomotive 110 and the capture car 120 have been moved together (again, shown by arrows 1349) and mechanically coupled 150. In some embodiments, as discussed herein, the second segment 319 may remain in a stowed position 1350 until the locomotive 110 and the capture car 120 are mechanically coupled 150.

[0072] FIGS. 15-17 show intermediate steps / positions of the stowing mechanism 142 while the lifting mechanism 1346 is lifting the second segment 319 into an operational position. For instance, as depicted in FIG. 15, when crank 1346a (of the lifting mechanism 1346) is rotated in a counterclockwise direction 1549, the end portion 1346b may move along the track 1348 towards the crank 1346a (as shown by arrow 1548), which can start raising the lifting mechanism 1346 (and its components) and thus start raising the second segment 319. The lifting mechanism 1346 can be coupled / connected to the second segment 319, therefore moving the lifting mechanism 1346 can move / position the second segment 319. FIGS. 16-17 illustrate the further raising of the second segment 319 due to counterclockwise 1549 rotations of the crank 1346a.

[0073] FIG. 18A illustrates the stowing mechanism 142 when the second segment 319 (or at least the flexible coupling 145 portion of the second segment 319) has been fully raised by the lifting mechanism 1346 into an operational position 1860. When the second segment 319 is in an operational position 1860, the second segment 319 (or at least the flexible coupling 145 portion of the second segment 319) may be in a horizontal position with its opening aligned with the opening of the first segment 317. Further, in the operational position 1860, the end portion 1346b of the lifting mechanism 1346 may be in a position on the track 1348 closest to the crank 1346a. When the second segment 319 is in its stowed position, the end portion 1346b of the lifting mechanism 1346 may be in a position on the track 1348 farthest (or at least farther) away from the crank 1346a. In the operational position 1860 depicted in FIG. 18A, the first segment 317 and the second segment 319 may be ready for coupling. In some embodiments, as depicted in FIG. 18A, the first segment 317 and the second segment 319 can be coupled / connected using quick disconnect coupler 140.

[0074] FIG. 18B depicts example steps for coupling the first segment 317 and the second segment 319 using the quick disconnect coupler 140. In intermediate stage 1840a, the openings of the first segment 317 and the second segment 319 are aligned but not yet coupled / connected. In intermediate stage 1840b, the first segment 317 and second segment 319 can be pushed together (for example, by moving the first segment 317 towards the second segment 319; shown by arrow 1849a) in order to eliminate any space between the first segment 317 and the second segment 319 and have the two segments (317, 319) contacting each other. In stage 1840c, the first segment 317 and the second segment 319 can be locked together by rotating the first segment 317 in the direction shown by arrow 1849b. As discussed herein in relation to the quick disconnect coupler 140, the quick disconnect coupler 140 can include locking rings and / or locking rods to help lock / seal the first and second segments (317, 319, respectively) of the duct assembly 115. Stage 1840c of FIG. 18B illustrates the locking of quick disconnect coupler 140 locking rings.

[0075] In FIG. 19, the first segment 317 and the second segment 319 have been coupled / connected and locked via the quick disconnect coupler 140 (as depicted in FIG. 18B). However, to help further seal the connection between the first segment 317 and the second segment 319, the stowing mechanism 142 can include a latching mechanism 1344 on the locomotive 110 that latches the segments (317 and 319) together once they are connected. As depicted in FIG. 19, once the segments (317 and 319) have been coupled / connected, the lever 1344a of the latching mechanism 1344 can be moved in a downward direction (shown by arrow 1949). This moves portion 1344b of the latching mechanism 1344 downward and portion 1344c of the latching mechanism 1344 upwards, thus latching the first segment 317 and the second segment 319 together.

[0076] Once the first segment 317 and the second segment 319 are locked and latched together, the lifting mechanism 1346 can be returned into a stowed position so that the lifting mechanism 1346 is not extended beyond the footprint of the capture car 120 and is not in the way of any processes and systems. Further, returning the lifting mechanism 1346 to a stowed position helps protect the lifting mechanism 1346 from damage during the normal operations of the locomotive 110 and the capture car 120.

[0077] As depicted in FIG. 20, to start lowering the lifting mechanism 1346 to a stowed position, the lifting mechanism 1346 can be detached from the second segment 319 (for example, portion 1346c of the lifting mechanism 1346 can be detached from the second segment 319). Then, the crank 1346a can be rotated in a clockwise direction 2049 so that the end portion 1346b moves away from the crank 1346a (shown by arrow 2048), which can start lowering the lifting mechanism 1346 (and its components). If the lifting mechanism 1346 was still connected to the second segment 319 and if the second segment 319 was not coupled to the first segment 317, this process would also lower the second segment 319 into its stowed position 1350. However, because the second segment 319 and the first segment 317 are coupled and the lifting mechanism 1346 is detached from the second segment 319, turning the crank 1346a in a clockwise direction 2049 lowers just the lifting mechanism 1346 (and not the second segment 319). FIGS. 21-23 illustrate additional intermediate steps / positions of the stowing mechanism 142 while the lifting mechanism 1346 is being lowered into a stowed position.

[0078] FIG. 24 illustrates the stowing mechanism 142 once the lifting mechanism 1346 has been lowered into stowed position 2450. When the lifting mechanism 1346 is in its stowed position 2450, no portions of the lifting mechanism 1346 may extend beyond the footprint of the capture car 120, thus helping protect the lifting mechanism 1346. In some instances, to help secure the lifting mechanism 1346 in its stowed position 2450, the lifting mechanism 1346 can be locked into position by pushing the lifting mechanism 1346 towards the capture car 120 (shown by arrow 2448). This locks the lifting mechanism 1346 in the stowed position 2450. Once the lifting mechanism 1346 is locked, the locomotive 110 and the capture car 120 are ready for operation.

[0079] To move the second segment 319 from its operational position 1860 back to its stowed position 1350, the lifting mechanism 1346 can be unlocked from its stowed position 2450, and the crank 1346a can be turned counterclockwise in order to raise the lifting mechanism 1346 back to the second segment 319. The lifting mechanism 1346 (e.g., portion 1346c of the lifting mechanism 1346) can also be reconnected to the second segment 319. Additionally, the first segment 317 and the second segment 319 can be disconnected from each other by moving the lever 1344a in an upwards direction (to unlatch the segments (317, 319)), rotating the first segment 317 in a direction opposite direction 1849b (depicted in FIG. 18B), and moving the first segment 317 away from the second segment 319 (i.e., in a direction opposite direction 1849a (depicted in FIG. 18B)). Once the first segment 317 and the second segment 319 are detached and the lifting mechanism 1346 is attached to the second segment 319, the second segment 319 can be lowered by rotating the crank 1346a in a clockwise direction (the same as and / or similar to the process of lowering the lifting mechanism 1346). This can lower the second segment 319 to the stowed position 1350, which can prepare the capture car 120 for disconnection from the locomotive 110.

[0080] The stowing mechanism discussed and depicted in FIGS. 13-24 is one example (referred to herein as a first example) stowing mechanism. FIGS. 25-35C discuss a second example stowing mechanism. The first example stowing mechanism has a hose structure that can swing / raise and lower into and out of its stowed position, as discussed herein. The hose structure may have a single separation point (also referred to as a separation end) and can disconnect and reconnect to the first segment 317 through its separation end (i.e., open end). The second end of the hose structure may remain connected to the second segment 319. Alternatively, the second example stowing mechanism uses a detachable adjustable section and / or adjustable coupling that can disconnect from both the first segment 317 and the second segment 319, resulting in two separation points / ends of the adjustable section. This allows the adjustable section to be stowed almost flush against the second segment. In some instances, the second example can be more simple to manufacture, compared to the first example stowing mechanism, and can achieve a smaller and more flush stow position.

[0081] FIG. 25 illustrates the locomotive 110 and the capture car 120 with the second example stowing mechanism 142, according to an embodiment. As discussed herein, the locomotive 110 can include an inlet joint 125, a bypass valve 130, a vibration structure 135, and a first segment 317 of the duct assembly 115. Mechanical coupling 150 can connect the locomotive 110 to the capture car 120. The capture car 120, as discussed herein, can include a second segment 319 of the duct assembly 115. When the duct assembly 115 is in its operational position, as illustrated in FIG. 25, the first and second segments 317, 319 are connected to form a single duct assembly 115 extending along the locomotive 110 and the capture car 120. It is desirable to have a stowing mechanism to retract, fold, or otherwise stow flexible coupling 145 into the capture car 120 footprint to avoid overhanging flexible piping when the locomotive 110 is disconnected from the capture car 120.

[0082] In some embodiments, as discussed herein, the second segment 319 can include flexible coupling 145. As an example, the adjustable section 2505 can be flexible bellows, in some instances. In some instances, the stowing mechanism can be considered a part of the flexible coupling 145, coupled with the flexible coupling 145, and / or in place of the flexible coupling 145. In some embodiments, the flexible coupling 145 can include an adjustable section 2505. In alternative embodiments, the adjustable section 2505 can be in addition to or instead of the flexible coupling 145. In some embodiments, a seal 2506 (such as a high temperature seal) can be at one or more ends of the adjustable section 2505. For example, as illustrated in FIG. 25, a second end of the adjustable section 2505 that connects with the first segment 317 can include a seal 2506. In some embodiments, a first end of the adjustable section 2505 that connects with the second segment 319 can also include a seal (such as seal 2506).

[0083] When actuated or otherwise lifted, the stowing mechanism can allow the adjustable section 2505 of the second segment 319 to raise into place to connect with the first segment 317, as well as to lower into a stowed position when the capture car 120 is disconnected from the locomotive 110. Thus, in various embodiments, the second segment 319 can include actuators 2503a, 2503b (collectively 2503) that are coupled to the adjustable section 2505. Actuators 2503 can be referred to herein as extension actuators. As will be discussed further herein, the extension actuators 2503 can help expand and contract the adjustable section 2505. In some embodiments, the actuators 2503 include a pair of actuators extending lengthwise along the adjustable section 2505 (for example, on opposite sides (e.g., a top side and a bottom side) of the adjustable section 2505). In an exemplary embodiment, the actuators 2503 can be pneumatic actuators or any other type of actuator. In some embodiments, the second segment 319 could include a single extension actuator (i.e., either actuator 2503a or 2503b). For example, in place of a second extension actuator (i.e., in place of either actuator 2503a or 2503b) could be a guide rail or another type of extension mechanism. In some embodiments, the system could include two guide rails or other extension mechanism in place of the extension actuators 2503.

[0084] The second segment 319 can also include an actuator 2502 that can raise and lower the adjustable section 2505 during the stowing mechanism. This actuator 2502 can be an electric actuator, as an example, or any other type of actuator. The actuator 2502 can be referred to herein as a lift actuator 2502, as it can lift and lower the adjustable section 2505. In some embodiments, as an alternative to the lift actuator 2502, the stowing mechanism could include a cable mechanism, a lifting mechanism such as mechanism 1346 (discussed herein), or another type of lifting mechanism. In some embodiments, the first segment 317 and the second segment 319 can each include a latch (2507 and 2501, respectively) to help latch and secure the adjustable section 2505 to the corresponding segments 317, 319. The type of latches 2507 and 2501 discussed herein are exemplary and are not meant to be limiting. For instance, latches 2507 and 2501 can include a latching mechanism such as latching mechanism 1344 (discussed herein), or any other type of latching mechanism. In some embodiments, components such as the latch 2501, the actuator 2502, the actuators 2503, the adjustable section 2505, and the seal 2506 are considered a part of the second segment 319. Additionally, in some instances, components such as the latch 2501, the actuator 2502, the actuators 2503, the adjustable section 2505, and the seal 2506 can be considered a part of the flexible coupling 145, coupled with the flexible coupling 145, and / or in place of the flexible coupling 145.

[0085] FIGS. 26-33 illustrate various operations of the second example stowing mechanism 142, according to an embodiment. For instance, referring now to FIG. 26, the duct assembly is illustrated in a stowed position using the stowing mechanism 142. When in a stowed position, the adjustable section 2505 is unlatched and unsealed from both the first segment 317 and the second segment 319. Specifically, a first end 2601 of the adjustable section 2505 is unlatched and unsealed from the first segment 317 and a second end 2602 is unlatched and unsealed from the second segment 319. Thus, both latch 2501 and latch 2507 may be unlocked / unlatched when in the stowed position. The actuator 2502, also referred to herein as a lift actuator 2502, may be in a resting position (i.e., not being lifted or lowered). In some embodiments, the actuators 2503, also referred to herein as extension actuators 2503, may also be in a resting position (i.e., not being retracted or extended). In some embodiments, the extension actuators 2503 and the adjustable section 2505 may be in an extended position when being stowed. In some embodiments, the components of the second assembly 319 that are stowed and lifted can be referred to herein as a stowing assembly. This can include at least the adjustable section 2505, the actuators 2503, and the seal 2506. In some embodiments, the stowing assembly can further include the latch 2501 and the actuator 2502. In other embodiments, the latch 2501 and the actuator can be coupled / connected to the stowing assembly. In some embodiments, the first end 2601 and the second end 2602 can be referred to as the first end 2601 and the second end 2602 of the stowing assembly.

[0086] As illustrated in FIG. 27, to start lifting the adjustable section 2505 (i.e., to start executing a lifting operation), the extension actuators 2503 can be fully retracted to compress the adjustable section 2505 for maximum install clearance. The retraction is shown by arrows 2731. In some embodiments, a controller is operatively coupled to the various actuators (e.g., 2502, 2503, etc.) and can be used to control the actuators (including the retraction 2731 of the actuators 2503).

[0087] While the actuators 2503 are in their retracted position, the lift actuator 2502 can be used to lift the adjustable section 2505 into position. This is illustrated in FIG. 28. In some embodiments, a controller instructs the lift actuator 2502 to lift the adjustable section 2505. In some instances, lifting the adjustable section 2505 includes swinging the adjustable section 2505 in an arc from its stowed position to its lifted position. FIG. 29 illustrates the adjustable section 2505 once it has been fully lifted. Because the extension actuators 2503 are in a retracted position during the lifting, the adjustable section 2505 is not at risk of hitting or otherwise coming into contact with the first segment 317.

[0088] Once the adjustable section 2505 has been lifted, an opening of the adjustable section 2505 may be fully flush against the capture car 120 and the second segment 319. The opening can be referred to as the second end 2602 (depicted in FIG. 26), in some embodiments. The adjustable section 2505 can be latched to the capture car 120 ducting (i.e., the second segment 319) through latch 2501. This can include, as an example, toggling a latch wheel into a lock position, shown by arrow 3033, which can latch the adjustable section 2505, shown by arrows 3032a and 3032b. The latching is illustrated in FIG. 30.

[0089] As illustrated in FIG. 31, once the adjustable section 2505 is latched to the capture car 120 and the second segment 319, the extension actuators 2503 can be extended (shown by arrows 3131) to push the adjustable section 2505 against the first segment 317, thus pushing the first segment 317 and the second segment 319 of the duct assembly together. Once the open end of the adjustable section 2505 is flush against the first segment 317, the adjustable section 2505 can be latched to the first segment 317 through latch 2507. For example, a latch wheel of latch 2507 can be toggled into a lock position, shown by arrow 3233, thus latching the adjustable section 2505 to the first segment 317, shown by arrows 3232a, 3232b. The latching is illustrated in FIG. 32. The open end can also be referred to as the first end 2601 (depicted in FIG. 26), in some embodiments.

[0090] Once the adjustable section 2505 is fully latched to both the capture car 120 and the locomotive 110 (through latches 2501 and 2507), the adjustable section 2505 (and stowing assembly) may be fully lifted and the duct assembly 115 may be fully connected. As a final step, the extension actuators 2503 can be opened to an ambient position in order to allow the actuators 2503 to extend and contract freely with the adjustable section 2505. This can help prevent breakage during operation of the system (e.g., the duct assembly 115). FIG. 33 and arrows 3331 illustrate the ambient positioning of the extension actuators 2503.

[0091] When using the stowing mechanism 142, particularly during the lifting and extending operations, there can be potential error and misalignment. Therefore, in some embodiments, the system and the stowing mechanism 142 can include one or more alignment mechanisms. For example, the system could experience angular misalignment and / or radial misalignment. Angular misalignment can occur when the adjustable section 2505 and the first segment 317 are not parallel. Radial misalignment can occur when the adjustable section 2505 and the first segment 317 are parallel but do not have a common center line.

[0092] FIGS. 34A-D illustrate an example angular alignment mechanism 3412 and FIGS. 35A-C illustrate an example radial alignment mechanism 3570. To help self-align and correct for misalignment, the angular alignment mechanism 3412 can include a lead-in fork 3414 on the second segment 319 and an alignment fin 3416 on the first segment 317. The lead-in fork 3414 can also be considered to be on and / or coupled to the adjustable section 2505 and the stowing assembly. In some embodiments, as illustrated in FIGS. 34A-D, the lead-in fork 3414 and the alignment fin 3416 may be on the bottom side of the segments 317, 319. The angular alignment mechanism 3412 can self-align up to a 5 degree yaw angle, in some instances. Arrow 3460 illustrates yaw.

[0093] FIGS. 34B-D illustrate an underneath view of the angular alignment mechanism 3412 as the adjustable section 2505 is being extended towards the locomotive 110 and the first segment 317. For instance, as illustrated in FIG. 34B, as the actuators 2503 are extending, there is angular misalignment between the adjustable section 2505 and the first segment 317. The lead-in fork 3414 can include multiple prongs (in this instance, two prongs). As illustrated in FIGS. 34B-D, the prongs can be angular prongs that widen towards the base such that the space between prongs starts out wide and tapers inwards as it gets closer to the adjustable section 2505. This can help give space for the fin 3416 to contact the fork 3414 while also guiding the fin 3416 into alignment through the tapering. Due to the design of the angular alignment mechanism 3412 and the lead-in fork 3414, the mechanism 3412 can self-align up to 5 degrees (shown by angle 3465).

[0094] In FIG. 34B, the lead-in fork 3414 comes into contact with the fin 3416. Due to the design of the fork 3414, as the actuators 2503 and adjustable section 2505 keep extending once the fork 3414 has come into contact with the fin 3416, the fin is guided towards the center of the opening of the fork 3414 (due to the tapered design of the opening). This is illustrated in FIG. 34C. In some embodiments, in addition to the tapered opening, the fork 3414 can include a slot at the narrowest part of the opening that corresponds to a width of the fin 3416. This can help guide and secure the fin 3416 into the correct positioning for alignment between the first segment 317 and the second segment 319. The aligned segments 317, 319 are illustrated in FIG. 34D.

[0095] As discussed herein, another type of misalignment that can occur when connecting the first segment 317 and the second segment 319 is radial misalignment. Therefore, in some embodiments, the stowing mechanism and the system can include one or more radial alignment mechanisms 3570. FIGS. 35A-C illustrate various views of the radial alignment mechanism 3570, according to an embodiment. In some embodiments, as illustrated in FIG. 35A, the radial alignment mechanism 3570 can be positioned at a lead-in end of the adjustable section 2505 and the stowing assembly. The lead-in end is the end of the adjustable section 2505 and the stowing assembly that leads when the stowing assembly (and adjustable section 2505) are being lifted into an operational position. Additionally, the lead-in end can be the end that is extended towards the first segment 317. Although radial alignment mechanism 3570 is shown as being at a top portion of the lead-in end, this is exemplary and is not meant to be limiting. For example, the radial alignment mechanism 3570 could instead be at a bottom portion of the lead-in end and / or at both the top and bottom portions of the lead-in end. In some embodiments, the lead-in end can be the same as the first end 2601 (depicted in FIG. 26), and can be referred to as such. In some embodiments, the radial alignment mechanism 3570 can be included on the opposite end of the adjustable section 2505 (i.e., the end that connects to the capture car 120 and the second segment 319). This can be in addition to or alternatively to the alignment mechanism(s) 3570 positioned at the lead-in end of the adjustable section 2505. In instances where the radial alignment mechanism 3570 is positioned at the capture car end (i.e., the opposite end) of the adjustable section 2505, the radial alignment mechanism 3570 can be positioned at a top portion and / or a bottom portion of the capture car end of the adjustable section 2505.

[0096] In some embodiments, the radial alignment mechanism 3570 includes mating angular interfaces 3541a and 3541b (collectively 3541). In some embodiments, the mating angular interfaces 3541 are in corresponding angular shapes. In some embodiments, the mating angular interfaces 3541 are conical interfaces in corresponding conical shapes. The mating angular interfaces 3541 can include a first angular interface 3541a on the first segment 317 and a second angular interface 3541b on the second segment 319. As illustrated in FIG. 35B, the mating angular interfaces 3541 can allow up to 2 inches (shown by dimension 3542) of radial misalignment in any direction. For example, if the second angular interface 3541b comes into contact with the first angular interface 3541a anywhere within the 2 inch angular area 3542, the angular design of the interfaces 3541 can guide the second angular interface 3541b into alignment with the first angular interface 3541a. In some embodiments, each segment 317, 319 can include a mating component 3546a, 3546b, respectively, to help mate the first segment 317 and the second segment 319.

[0097] In some embodiments, the second segment 319 and the stowing assembly can include a seal 3545a. The seal 3545a can live on the stowing assembly, and in some instances, as illustrated in FIGS. 35A-C, can be positioned at a root of the lead-in end of the stowing assembly. This can help protect the seal 2545a during the lifting and connecting / mating processes. The seal 2545a can result in reduced exhaust gas leakage and ambient air intake into the capture system. Once the angular interfaces 3541 and their corresponding segments 317, 319 are aligned and mated, there may be two resulting seals 3545a, 3545b between the segments 317, 319. For instance, in addition to the seal 3545a (which, as an example, may be a gasket seal), the metal-metal contact between the first angular interface 3541a and the second angular interface 3541b may form a metal-metal seal 3545b at the point of contact. The multiple seals 3545 can help improve the mating and connection between the first segment 317 and the second segment 319 (e.g., the stowing assembly and adjustable section 2505 of the second segment 319).

[0098] In some embodiments, although a single radial alignment mechanism 3570 is illustrated at a top portion of the lead-in end (e.g., the first end), this is exemplary. For example, the radial alignment mechanism 3570 could instead be at a bottom portion of the lead-in end and / or at both the top and bottom portions of the lead-in end, resulting in duplicate radial alignment mechanisms 3570 at the top and bottom portions of the lead-in end of the stowing assembly and adjustable section 2505.

[0099] As discussed herein, the exhaust can flow from the locomotive 110 to the capture car 120 through the exhaust duct assembly 115. For example, when the adjustable section 2505 and the stowing assembly are in an operational position, as illustrated in FIGS. 25 and 33, the exhaust duct assembly 115 can be operational and the exhaust can flow from the locomotive 110 to the capture car 120 through the exhaust duct assembly 115. In some embodiments, the exhaust duct assembly 115 is connected / coupled to the capture car 120 through an outlet joint 155, and the exhaust can flow through the outlet joint 155 to the capture car 120. In some instances, the outlet joint 155 can be at the junction between the duct assembly 115 and the capture car 120. The vibration experienced by the locomotive 110 and capture car 120 can disrupt the connection between the duct assembly 115 and the capture car 120 and can even cause the duct assembly 115 to become disconnected from the capture car 120. Therefore, the duct assembly 115 can include the outlet joint 155 to counteract such tendencies. In some embodiments, the outlet joint 155 is the same as / similar to the inlet joint 125. For instance, the outlet joint 155 can be a flexible outlet joint such as an exhaust stack flexible connection. In some embodiments, the outlet joint 155 can be a joint such as the joint 125 depicted in FIG. 4 and / or FIG. 5.

[0100] FIG. 36 depicts another exemplary outlet joint 155 for the duct assembly 115, according to an embodiment. In some embodiments, the outlet joint 155 can be an expansion joint. In some embodiments, as discussed herein, the duct assembly 115 can be coupled to the capture car 120 to transmit exhaust to the CCS and / or ATS. The duct assembly 115 can include a flexible connection at the junction between the duct assembly 115 and the capture car 120, in some embodiments. This flexible connection can be a flexible outlet joint 155. In some embodiments, the flexible outlet joint 155 includes bellows 3626 to absorb vibration so as to not transfer vibration to the rest of the duct assembly 115. By having the flexible outlet joint 155, the duct assembly 115 can be more securely attached to the capture car 120 and less vulnerable to being detached inadvertently due to vibration.

[0101] As discussed herein, an exhaust duct assembly (such as exhaust duct assembly 115 and / or 2615) can include multiple segments. For example, the exhaust duct assembly can include a first segment connected / coupled to a locomotive and a second segment connected / coupled to a capture car. The first and second segments can be connected / coupled by a coupler (e.g., quick disconnect coupler 140), which can include a quick disconnect mechanism.

[0102] FIGS. 37A-37B illustrate a locomotive exhaust treatment system 3700 and the segments of the duct assembly 3715, according to an embodiment. In some embodiments, locomotive exhaust treatment system 3700 can correspond to locomotive exhaust treatment system 100 (FIGS. 2, 3A, and / or 3B). For example, components 3710, 3715, 3720, 3725, 3735, 3745, 3755, etc. of locomotive exhaust treatment system 3700 (FIGS. 37A-37B) can correspond to components 110, 115, 120, 125, 135, 145, 155, etc. of locomotive exhaust treatment system 100 (FIGS. 2, 3A, and / or 3B), respectively. Further, in some embodiments, first segment 3717 and second segment 3719 can correspond to first segment 317 and second segment 319.

[0103] As depicted in FIGS. 37A and 37B, a first segment 3717 of the duct assembly 3715 is coupled to a locomotive 3710, and a second segment 3719 of the duct assembly 3715 is coupled to a capture car 3720. The first segment 3717 can be coupled to the locomotive 3710 by at least the inlet joint 125 and the vibration structure 3735, in some embodiments. The second segment 3719 can be coupled to the capture car 3720 by at least the outlet joint 155. In some embodiments, the first segment 3717 and the second segment 3719 are connected / coupled by a coupler such as quick disconnect coupler 140. FIGS. 37A and 37B illustrate a disconnect point 3740 between the first segment 3717 and the second segment 3719.

[0104] In some embodiments, as depicted in FIGS. 37A and 37B, the first segment 3717 is the only portion of the duct assembly 3715 that is connected / coupled to the vibration structure 3735, as the first segment 3717 may be the only segment of the duct assembly 3715 that is coupled to the locomotive 3710. In some embodiments, as discussed herein, the second segment 3719 of the duct assembly 3715 is the segment of the duct assembly 3715 that includes the flexible coupling 3745 to accommodate various displacements observed between the locomotive 3710 and the capture car 3720. In some embodiments, the second segment 3719 may be connected / coupled to the capture car 3720 via a vibration structure (e.g., like vibration structure 3735).

[0105] FIG. 38 illustrates a method 3800 of transmitting locomotive engine exhaust, according to an embodiment. In some embodiments, method 3800 can be executed by a railcar system (such as railcar system 10 (FIG. 1)) and / or a locomotive exhaust treatment system (such as locomotive exhaust treatment system 100 (FIGS. 2, 3A, 3B) and / or 2600 (FIGS. 26A-26B)).

[0106] In some embodiments, method 3800 includes operation 3810 to provide an exhaust duct assembly. In some instances, this can be exhaust duct assembly 115 and / or 3715. As discussed herein, the exhaust duct assembly (115, 3715) can include a first exhaust duct segment coupled to a locomotive and a second exhaust duct segment coupled to a capture car. Exhaust can flow from the locomotive, through the exhaust duct assembly (and its corresponding first exhaust duct segment and second exhaust duct segment) to the capture car. As discussed herein, the capture car can include a carbon capture system (CCS) and / or an aftertreatment system (ATS) in order to help remove CO2 and / or other chemicals (such as PM, HC, CO, NOx, etc.) from the exhaust. This helps prevent these chemicals from escaping to the atmosphere and, in some instances, negatively impacting the environment.

[0107] In some embodiments, method 3800 includes operation 3820 to control a flow of exhaust from a locomotive, through the exhaust duct assembly, to a capture car. In some embodiments, as discussed herein, the exhaust duct assembly can include a bypass valve (such as bypass valve 130) to control and / or divert exhaust flow. For instance, the bypass valve can permit the locomotive exhaust to continue flowing through the duct assembly and / or can divert some or all of the locomotive exhaust. In some embodiments, the bypass valve can include a bypass valve outlet in fluid communication with the atmosphere.

[0108] Therefore, in some instances, controlling flow of exhaust from the locomotive can include activating the bypass valve to an open configuration, thereby directing the flow of the exhaust into the atmosphere. This can prevent flow of the exhaust through the duct assembly which, as discussed herein, can be beneficial in some instances. In some embodiments, controlling the flow of the exhaust can include activating the bypass valve to a closed configuration, thereby directing the flow of the exhaust through duct assembly (e.g., the first exhaust duct segment and the second exhaust duct segment) and into the capture car. This can allow the capture car (for example, through the ATS and / or CCS) to remove various chemicals from the exhaust and improve emissions of the locomotive.

[0109] Therefore, advantages of embodiments disclosed herein include effectively transmitting locomotive engine exhaust from the locomotive to a capture car, where the exhaust can be treated to improve emissions of the locomotive and reduce emission of carbon dioxide.

[0110] To facilitate an understanding of the subject matter described herein, many aspects are described in terms of sequences of actions. The description herein of any sequence of actions is not intended to imply that the specific order described for performing that sequence must be followed. All methods described herein may be performed in any suitable order unless otherwise indicated herein or otherwise clearly contradicted by context.

[0111] The use of the terms “a” and “an” and “the” and similar references in the context of describing the subject matter are to be construed to cover both the singular and the plural, unless otherwise indicated herein or clearly contradicted by context. The use of the term “at least one” followed by a list of one or more items (for example, “at least one of A and B”) is to be construed to mean one item selected from the listed items (A or B) or any combination of two or more of the listed items (A and B), unless otherwise indicated herein or clearly contradicted by context. Furthermore, the foregoing description is for the purpose of illustration only, and not for the purpose of limitation, as the scope of protection sought is defined by the application. The use of any and all examples, or exemplary language (e.g., “such as”) provided herein, is intended merely to better illustrate the subject matter and does not pose a limitation on the scope of the subject matter. The use of the term “based on” and other like phrases indicating a condition for bringing about a result, both in any claims and in the written description, is not intended to foreclose any other conditions that bring about that result. No language in the specification should be construed as indicating any non-claimed element as essential to the practice any claimed inventions.

[0112] While specific examples have been provided above, it is understood that the present invention can be applied with a wide variety of inputs, thresholds, ranges, and other factors, depending on the application. For example, the time frames and ranges provided above are illustrative, but one of ordinary skill in the art would understand that these time frames and ranges may be varied or even be dynamic and variable, depending on the implementation.

[0113] As those skilled in the art will understand, a number of variations may be made in the disclosed embodiments, all without departing from the scope of this disclosure. It should be noted that although the features and elements are described in particular combinations, each feature or element can be used alone without other features and elements or in various combinations with or without other features and elements. The methods or flow charts provided may be implemented in a computer program, software, or firmware tangibly embodied in a computer-readable storage medium for execution by a general-purpose computer or processor.

[0114] Thus, embodiments of a locomotive exhaust treatment system and an exhaust duct assembly are disclosed. Although the present invention has been described in considerable detail with reference to certain disclosed embodiments, the disclosed embodiments are presented for purposes of illustration and not limitation and other embodiments of the invention are possible. One skilled in the art will appreciate that various changes, adaptations, and modifications may be made without departing from the spirit of the invention.

Claims

1. A stowing mechanism for a locomotive exhaust duct assembly, the stowing mechanism comprising:a stowing assembly on a capture car, the stowing assembly comprising:an adjustable section, wherein the adjustable section comprises a first end and a second end; andone or more extension actuators extending along a length of the adjustable section, wherein the one or more extension actuators are configured to extend and retract the adjustable section; anda lift mechanism operatively coupled to the stowing assembly, wherein the lift mechanism is configured to lift and lower the stowing assembly into and out of a stowed position.

2. The stowing mechanism of claim 1, further comprising:a first latching mechanism connected to a locomotive; anda second latching mechanism connected to the capture car.

3. The stowing mechanism of claim 1, wherein, when in the stowed position, the first end of the adjustable section is configured to be unlatched from a first exhaust duct segment configured to be attached to a locomotive and the second end of the adjustable section is configured to be unlatched from a second exhaust duct segment configured to be attached to the capture car.

4. The stowing mechanism of claim 1, wherein, in an operational position, the first end of the adjustable section is configured to be latched to a first exhaust duct segment configured to be attached to a locomotive and the second end of the adjustable section is configured to be latched to a second exhaust duct segment configured to be attached to the capture car.

5. The stowing mechanism of claim 1, further comprising:an angular alignment mechanism, the angular alignment mechanism comprising:a lead-in fork coupled to the stowing assembly; anda fin coupled to the a first exhaust duct segment configured to be attached to a locomotive.

6. The stowing mechanism of claim 1, further comprising:a radial alignment mechanism, the radial alignment mechanism comprising:a first angular interface on a first exhaust duct segment configured to be attached to a locomotive; anda second angular interface on the stowing assembly, wherein the first angular interface and the second angular interface are corresponding mating interfaces.

7. The stowing mechanism of claim 6, wherein the first angular interface and the second angular interface are configured to provide a metal-metal seal when mated.

8. The stowing mechanism of claim 6, wherein the radial alignment mechanism further comprises:a seal positioned on the first end of the adjustable section.

9. A locomotive exhaust duct assembly, the exhaust duct assembly comprising:a first exhaust duct segment configured to be attached to a locomotive;a second exhaust duct segment configured to be attached to a capture car, wherein the first exhaust duct segment and the second exhaust duct segment are releasably couplable to each other; anda stowing mechanism, the stowing mechanism comprising:a stowing assembly on the capture car, the stowing assembly comprising:an adjustable section, wherein the adjustable section comprises a first end and a second end; andone or more extension actuators extending along a length of the adjustable section, wherein the one or more extension actuators are configured to extend and retract the adjustable section; anda lift mechanism operatively coupled to the stowing assembly, wherein the lift mechanism is configured to lift and lower the stowing assembly into and out of a stowed position.

10. The exhaust duct assembly of claim 9, wherein, in the stowed position, the first end of the adjustable section is configured to be unlatched from the first exhaust duct segment and the second end of the adjustable section is configured to be unlatched from the second exhaust duct segment.

11. The exhaust duct assembly of claim 10, wherein, when in the stowed position, the adjustable section is configured to be perpendicular to the first exhaust duct segment and the second exhaust duct segment.

12. The exhaust duct assembly of claim 9, wherein, in an operational position, the first end of the adjustable section is configured to be latched to the first exhaust duct segment and the second end of the adjustable section is configured to be latched to the second exhaust duct segment.

13. The exhaust duct assembly of claim 12, wherein, in the operational position, the one or more extension actuators are configured to be in an ambient position such that the one or more extension actuators can move with the adjustable section.

14. The exhaust duct assembly of claim 9, wherein the one or more extension actuators are configured to be in a retracted position prior to the lift mechanism lifting the stowing assembly, resulting in a retracted adjustable section.

15. The exhaust duct assembly of claim 14, wherein the one or more extension actuators are further configured to be in an extended position subsequent to the lift mechanism lifting the stowing assembly, resulting in an extended adjustable section.

16. The exhaust duct assembly of claim 15, wherein the extended adjustable section is configured to be coupled to the first exhaust duct segment and the second exhaust duct segment.

17. A locomotive exhaust treatment system, the system comprising:a locomotive;a capture car;an exhaust duct assembly comprising:a first exhaust duct segment coupled to the locomotive;a second exhaust duct segment coupled to the capture car, wherein the first exhaust duct segment and the second exhaust duct segment are releasably couplable to each other; anda stowing mechanism, the stowing mechanism comprising:a stowing assembly on the capture car, the stowing assembly comprising:an adjustable section, wherein the adjustable section comprises a first end and a second end; andone or more extension actuators extending along a length of the adjustable section, wherein the one or more extension actuators are configured to extend and retract the adjustable section; anda lift mechanism operatively coupled to the stowing assembly, wherein the lift mechanism is configured to lift and lower the stowing assembly into and out of a stowed position.

18. The locomotive exhaust treatment system of claim 17, wherein the stowing mechanism further comprises:a first latching mechanism connected to the locomotive;a second latching mechanism connected to the capture car; andwherein, in the stowed position, the first latching mechanism is configured to be unlatched and the second latching mechanism is configured to be unlatched, resulting in the stowing assembly being unlatched from the first exhaust duct segment and the second exhaust duct segment.

19. The locomotive exhaust treatment system of claim 18, wherein the second latching mechanism is configured to be in a latched position once the lift mechanism has been configured to lift the stowing assembly, resulting in the stowing assembly latched to the second exhaust duct segment.

20. The locomotive exhaust treatment system of claim 19, wherein the first latching mechanism is configured to be in a latched position once the one or more extension actuators have been configured to extend the adjustable section to the first exhaust duct segment, resulting in the stowing assembly latched to the first exhaust duct segment.

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