Patent Document

BACKGROUND OF THE INVENTION  
       [0001]     The present invention relates to capturing exhaust gases and in particular to a bonnet for capturing exhaust gases from a railroad locomotive at rest or in motion at a slow speed.  
         [0002]     Railroad locomotives generally have a large diesel engine coupled to a generator which provides power to drive motors attached to the locomotive&#39;s wheels. For example, a General Motors FP 59 diesel electric locomotive has a 12 cylinder main diesel engine producing approximately 3200 hp. The FP 59 locomotive also includes a second smaller 12 cylinder diesel engine for providing electricity for air conditioning, lights, kitchen facilities, and other auxiliary requirements of a train.  
         [0003]     Substantial quantities of pollutants are produced by locomotives burning diesel fuels. The exhaust produced by an engine burning these fuels is a complex mixture of tens of thousands of gases and fine particulates. The particulates, which make up the commonly observed discharges known as soot or smoke, contain more than forty toxic air contaminants. The exhaust may include arsenic, benzene, and formaldehyde along with other ozone-forming pollutants that are components of smog and acid rain, such as sulfur dioxide (SO 2 ) and nitrogen oxides (NOx). Such contaminates create a substantial health risk to railroad workers and residents of surrounding communities and may physically damage structures and equipment.  
         [0004]     Studies of diseases and health problems tied to air-borne pollutants, including various forms of cancer, have identified geographic clusters with occurrences of such diseases and health problems significantly higher than statistical norms. These geographic clusters have been shown to conform closely to the geographic distribution of emissions plumes from railroad yards and test facilities. Although these health issues have been identified, there is presently no effective system for capturing locomotive emissions in these areas.  
       BRIEF SUMMARY OF THE INVENTION  
       [0005]     The present invention addresses the above and other needs by providing a bonnet which captures exhaust gases from the exhaust pipes of diesel-powered locomotives. The bonnet includes a shell with a compliant fender. One or more of the bonnets are positioned over the exhaust pipe or pipes of the locomotive and are secured to the exhaust pipes or to a top surface of the locomotive. The bonnets are connected to a manifold, and the manifold carries the exhaust gasses to an Emissions Control Unit (ECU) for processing. The bonnets enclose a volume above and/or around the exhaust pipes and the compliant fender closes against the internal or external surface of the exhaust pipe or pipes or against the top surface of the locomotive surrounding the exhaust pipe or pipes. The closing prevents or limits outside air from entering the bonnet and the exhaust gases from being emitted to the atmosphere.  
         [0006]     In accordance with one aspect of the invention, there is provided a bonnet for use with a system for processing diesel locomotive exhaust. The system further includes an Emissions Control Unit (ECU) for processing locomotive exhaust and a manifold connected to the bonnet for carrying the exhaust from the bonnet to the ECU. The bonnet includes a shell for enclosing a volume around a locomotive exhaust pipe, a fender for closing out outside air, and a telescoping or compressing duct for allowing the bonnet to be lowered against a locomotive and raised away from the locomotive. The shell may include a compliant fender for closing out outside air from the shell and electromagnets may be included in the shell for holding the compliant fender against a roof of the locomotive.  
         [0007]     In accordance with another aspect of the invention, there is provided a system for processing diesel locomotive exhaust. The system includes an Emissions Control Unit (ECU) for processing locomotive exhaust, a bonnet for capturing the locomotive exhaust, and a manifold connected to the bonnet for carrying the exhaust from the bonnet to the ECU. The manifold includes at least one parallel duct running parallel to train tracks and a connecting duct connecting the at least one parallel duct to the ECU. The parallel duct is supported by an overhead structure and is preferably approximately centered over the train tracks. The parallel duct includes a slot (or bottom gap) along the bottom of the parallel duct and running the length of the parallel duct. Seals reside along the slot and ordinarily close the slot to prevent the escape of exhaust or the entry of outside air. The bonnet includes a vertical duct connected to a duct transport unit slidably residing in or on the parallel duct, or connected to an extendable inner duct carried within the parallel duct. The duct transport unit is adapted to slide along the parallel duct and to open the seal as the duct transport unit slides to allow for motion of the locomotive. The extendable inner duct extends and retracts within the parallel duct to allow for motion of the locomotive. 
     
    
     BRIEF DESCRIPTION OF THE SEVERAL VIEWS OF THE DRAWING  
       [0008]     The above and other aspects, features and advantages of the present invention will be more apparent from the following more particular description thereof, presented in conjunction with the following drawings wherein:  
         [0009]      FIG. 1  is a locomotive suitable for use with the present invention.  
         [0010]      FIG. 2  depicts a manifold system according to the present invention for collecting locomotive exhaust and carrying the exhaust to an Emissions Control Unit (ECU).  
         [0011]      FIG. 3  shows a truck based manifold system according to the present invention for collecting locomotive exhaust and carrying the exhaust to an ECU.  
         [0012]      FIG. 4  is a truck based manifold system according to the present invention for collecting locomotive exhaust and carrying the exhaust to a parallel duct connected to an ECU.  
         [0013]      FIG. 5  shows a stationary manifold system according to the present invention for collecting locomotive exhaust and carrying the exhaust to an ECU.  
         [0014]      FIG. 6  shows a mobile rail car based system according to the present invention for collecting locomotive exhaust and carrying the exhaust to an ECU mounted on the rail car.  
         [0015]      FIG. 7  is a perspective view of a first embodiment of a bonnet for collecting locomotive exhaust according to the present invention.  
         [0016]      FIG. 7A  is a side view of the first bonnet.  
         [0017]      FIG. 7B  is a top view of the first bonnet and bonnet adjusting apparatus.  
         [0018]      FIG. 7C  is a side view of the first bonnet and the bonnet adjusting apparatus.  
         [0019]      FIG. 8  is a cross-sectional view of the first bonnet taken along line  8 - 8  of  FIG. 7A .  
         [0020]      FIG. 9  is a top view of the bonnet.  
         [0021]      FIG. 10  is a perspective view of a second embodiment of a bonnet according to the present invention.  
         [0022]      FIG. 10A  is a side view of the second embodiment of the bonnet.  
         [0023]      FIG. 11  is a cross-sectional view of the second bonnet taken along line  11 - 11  of  FIG. 1A .  
         [0024]      FIG. 12  is a top view of the second bonnet.  
         [0025]      FIG. 13A  is a side view of a frame and hinge of the bonnet.  
         [0026]      FIG. 13B  is an end view of the frame and the hinge of the second bonnet.  
         [0027]      FIG. 14A  is a front view of the second bonnet adjusted to a first width.  
         [0028]      FIG. 14B  is an end view of the second bonnet adjusted to the first width.  
         [0029]      FIG. 15A  is a front view of the second bonnet adjusted to a second width.  
         [0030]      FIG. 15B  is an end view of the second bonnet adjusted to the second width.  
         [0031]      FIG. 16A  is a front view of the second bonnet adjusted to a third width.  
         [0032]      FIG. 16B  is an end view of the second bonnet adjusted to the third width.  
         [0033]      FIG. 17  is a side view of a parallel duct according to the present invention.  
         [0034]      FIG. 18A  is a cross-sectional view of the parallel duct with a seal closing a slot (bottom gap), taken along line  18 - 18  of  FIG. 17 .  
         [0035]      FIG. 18B  is a cross-sectional view of the parallel duct with a duct transport unit opening the slot by sliding seal elements aside, taken along line  18 - 18  of  FIG. 17 .  
         [0036]      FIG. 18C  is a cross-sectional view of the parallel duct with a flap closing the slot, taken along line  18 - 18  of  FIG. 17 .  
         [0037]      FIG. 18D  is a cross-sectional view of the parallel duct with the duct transport unit opening the slot by sliding the flap aside, taken along line  18 - 18  of  FIG. 17 .  
         [0038]      FIG. 18E  is a cross-sectional view of the parallel duct with an extendable inner duct, taken along line  18 - 18  of  FIG. 17 .  
         [0039]      FIG. 18F  is a cross-sectional view of the parallel duct with a vertical duct extending from the extendable inner duct, taken along line  18 - 18  of  FIG. 17 .  
         [0040]      FIG. 19  is a cross-sectional view of the parallel duct taken along line  19 - 19  of  FIG. 18B , with the duct transport unit pushing the seal open.  
         [0041]      FIG. 20  is a cross-sectional view of the parallel duct taken along line  20 - 20  of  FIG. 18D , with the duct transport unit pushing the flap open.  
         [0042]      FIG. 21  is a cross-sectional view of the parallel duct taken along line  21 - 21  of  FIG. 18F , with sections of the extendable inner duct compressed or extended to accommodate the location and/or motion of the locomotive, and the vertical duct extending into the parallel duct. 
     
    
       [0043]     Corresponding reference characters indicate corresponding components throughout the several views of the drawings.  
       DETAILED DESCRIPTION OF THE INVENTION  
       [0044]     The following description is of the best mode presently contemplated for carrying out the invention. This description is not to be taken in a limiting sense, but is made merely for the purpose of describing one or more preferred embodiments of the invention. The scope of the invention should be determined with reference to the claims.  
         [0045]     The present invention comprises a bonnet for capturing diesel locomotive exhaust, and a system including the bonnet for capturing and processing the diesel exhaust. Recent studies of diseases and health problems tied to air-borne pollutants, including various forms of cancer, have identified geographic clusters with occurrences of such diseases and health problems significantly higher than statistical norms. These geographic clusters have been shown to conform closely to the geographic distribution of emissions plumes from railroad yards and test facilities. The present invention addresses a need for controlling emissions from diesel locomotives while stationary or moving slowly within a rail yard with engines idling or operating at low power (Notch 2) or while stationary in a locomotive test facility and operating at low or full power (to Notch 8) during load testing. By capturing and processing most or all of the exhaust gases for subsequent treatment, the exhaust intake bonnet and exhaust processing system of the present invention permits a significant reduction of particulate matter (PM), nitrogen oxides (NOx), sulfur dioxide (SO 2 ) and volatile organic compounds (VOCs). The present invention may further be utilized to reduce locomotive emissions resulting from port side loading and unloading of containers onto railcars at seaports, or from any activity wherein a locomotive resides in a small area for periods or time with the locomotive engine(s) running.  
         [0046]     A similar problem is the emissions from ocean going vessels. U.S. patent application Ser. No. 10/835,197, filed Apr. 29, 2004 for “Maritime Emissions Control System,” and assigned to the assignee of the present invention, describes a maritime emissions control system which may be transported by barge or vessel to an Ocean Going Vessel (OGV) near or within a harbor. The maritime emissions control system captures and processes a main exhaust flow from the OGV to reduce emissions. The main exhaust flow may be from the OGV&#39;s engine(s), auxiliary engines, generators, and/or any other source of exhaust from the OGV. The &#39;197 application is herein incorporated by reference.  
         [0047]     U.S. patent application Ser. No. 10/941,731, filed Sep. 14, 2004 for “High Thermal Efficiency Selective Catalytic Reduction (SCR) System,” and assigned to the assignee of the present invention, describes an emissions control unit which transfers heat generated in one or more parts of the SCR system which generate heat to other parts of the SCR system which require heat. For example, heat stored in exhaust from a diesel generator is used to convert urea to ammonia used by the SCR system, and/or the diesel generator exhaust may be used to heat the main exhaust flow before entry into the SCR system. Additionally, a heat exchanger is used to transfer heat from a hot clean flow out of the SCR system to the main exhaust flow entering the SCR system. The &#39;731 application is herein incorporated by reference.  
         [0048]     US patent application filed on Mar. 28, 2005 titled “Air Pollution Control System for Ocean-Going Vessels,” and assigned to the assignee of the present invention, describes an emissions control unit having a first system adapted to receive a dirty flow and reduce Particulate Matter (PM) and Sulfur Dioxide (SO 2 ) in the dirty flow to produce a first processed flow from the first system and a second system adapted to receive the first processed flow and to reduce Oxides of Nitrogen (NO x ) in the first processed flow to produce a second processed flow from the second system. The first system and the second system are connected to serially process a gaseous flow to reduce PM, SO 2 , and NO x  in the flow, and by first reducing the PM, SO 2  before the flow enters the NO x  reducing system, the reliability and efficiency of the NO x  reducing system is improved. The system further teaches the use of heat in exhaust from a diesel generator to convert aqueous ammonia, or urea, to ammonia for a selective catalytic reducer, thus reducing energy costs. The application filed Mar. 28, 2005 is herein incorporated by reference.  
         [0049]     The present invention applies similar principles as described in the above incorporated patent applications to the control of emissions from a diesel locomotive  10  as shown in  FIG. 1 . The locomotive  10  has at least one exhaust pipe  12   a  for a main engine, and generally has a second exhaust pipe  12   b  for an auxiliary engine, for example, for supplying power to train cars. Such locomotives  10  may produce a large volume of diesel exhaust while operating. When the locomotive  10  is traveling between destinations the diesel exhaust may be diluted into the air. However, when the diesel locomotive  10  is parked or moving slowly at a train station, at a port or other loading/unloading location, or at a test facility, a large amount of diesel exhaust may be released into a smaller area and present a health risk. This problem is compounded by the fact that locomotive engines are often left running for long periods of time versus stopping and restarting the engines.  
         [0050]     A system according to the present invention for capturing and processing diesel locomotive exhaust is shown in  FIG. 2 . The system includes a bonnet  48  (see  FIGS. 7 and 10 ), an Emissions Control Unit (ECU)  18 , and a manifold for carrying the locomotive exhaust from the bonnet  48  to the ECU  18 . The manifold comprises a system of parallel ducts  32   a  and connecting ducts  32   b . The parallel ducts  32   a  and/or the connecting ducts  32   b  are preferably supported by an overhead structure  33 . The parallel ducts  32   a  run parallel to train tracks  22 , are preferably approximately centered above the train tracks  22 , and are high enough to allow the diesel locomotive  10  to run under the parallel ducts  32   a . Each parallel duct  32   a  includes a slot (or bottom gap)  84  (see  FIGS. 18A-18F ) running along (or parallel to) it&#39;s bottom and running substantially (may not extend to ends) the length of the parallel duct  32   a , and means for containing the captured exhaust in the parallel duct. The bonnet  48  includes or is attached to a telescoping vertical duct  16  (preferably comprising a flexible duct  16  within vertical duct supports  50   a  and  50   b  shown in  FIG. 8 ) or a flexible vertical duct  70  (see  FIG. 10 ). The vertical duct  16  or  70  is connected to a duct transport unit  82  slidably residing in the parallel duct  32   a  (see FIGS.  18 B,  18 D, 19 , and  20 ), or connected to an extendable inner duct  86  (see  FIGS. 18F , and  21 ). The duct transport unit  82  is adapted to slide inside the at least one parallel duct  32   a  and to open a seal  80  or  81  (see  FIGS. 18B and 18D ) as the duct transport unit slides past, wherein the seal  80 ,  81  closes behind the duct transport unit to allow for motion of the locomotive  10 . The extendable inner duct  86  extends and retracts within the parallel duct to allow for motion of the locomotive  10 .  
         [0051]     A second embodiment of the system according to the present invention for capturing and processing diesel locomotive exhaust is shown in  FIG. 3 . The second embodiment includes a truck  26  carrying a tower  28  and connecting ducts  32   b . Arms  30  extend from the tower  28  and duct supports  34  are attached to the arms  30 . Bonnet supports  36  also are attached to the arms  30 . The duct supports  34  support the connecting ducts  32   b  and the bonnet supports  36  support and position the bonnets  48  over the exhaust pipes  12   a  and  12   b  (see  FIG. 1 ). A flexible duct  32   c  is connected between the truck  26  and the ECU  18 . The connecting ducts  32   b  carry the diesel exhaust from the diesel locomotive  10  to the truck  26 , and the flexible duct  32   c  carries the diesel exhaust from the truck  26  to the ECU  18 .  
         [0052]     A third embodiment of the system according to the present invention for capturing and processing diesel locomotive exhaust is shown in  FIG. 4 . The third embodiment includes the truck  26  carrying the tower  28  and the connecting ducts  32   b . The arms  30  extend from the tower  28  and duct supports  34  are attached to the arms  30 . The bonnet supports  36  also are attached to the arms  30 . The duct supports  34  support the connecting ducts  32   b  and the bonnet supports  36  support and position the bonnets  48  over the exhaust pipes  12   a  and  12   b  (see  FIG. 1 ). A second parallel duct  32   d  resides substantially parallel and to the side of the train tracks  22 , and is connected to the ECU  18 . The parallel duct  32   d  includes spaced apart hubs  14 . A flexible duct  32   c  is connected between the truck  26  and one of the hubs  14 . The connecting ducts  32   b  carry the diesel exhaust from the diesel locomotive  10  to the truck  26 , the flexible duct  32   c  carries the diesel exhaust from the truck  26  to the hub  14 , and the parallel duct  32   d  carries the diesel exhaust to the ECU  18 . The third embodiment may accommodate applications where the locomotive  10  is stationary and operating under low or full power such as in a locomotive test stand or facility.  
         [0053]     A fourth embodiment of the system according to the present invention for capturing and processing diesel locomotive exhaust is shown in  FIG. 5 . The fourth embodiment includes a base unit  38  supporting the tower  28  and the connecting ducts  32   b . The arms  30  extend from the tower  28  and duct supports  34  are attached to the arms  30 . The bonnet supports  36  also are attached to the arms  30 . The duct supports  34  support the connecting ducts  32   b  and the bonnet supports  36  support and position the bonnets  48  over the exhaust pipes  12   a  and  12   b  (see  FIG. 1 ). A fixed duct  32   e  is connected between the base unit  38  and the ECU  18 , or the ECU  18  may reside next to the base unit  38 , or be integrated into the base unit  38 . The connecting ducts  32   b  carry the diesel exhaust from the diesel locomotive  10  to the base  38 , and the fixed duct  32   e  carries the diesel exhaust from the base  38  to the ECU  18 . The fourth embodiment may accommodate applications where the locomotive  10  is stationary and operating under low or full power such as in a locomotive test stand or facility.  
         [0054]     A fifth embodiment of the system according to the present invention for capturing and processing diesel locomotive exhaust is shown in  FIG. 6 . The fifth embodiment includes an ECU rail car  42  supporting the tower  28  and a boom  44 . The boom  44  may be pivotally or flexibly mounted to the tower  28  to allow for relative motion between the ECU rail car  42  and the locomotive  10 . The boom  44  is counter balanced by a counter weight  46 . The boom  44  extends over the locomotive  10  and duct supports  34  and bonnet supports  36  are attached to the boom  44 . The duct supports  34  support the connecting ducts  32   b  and the bonnet supports  36  support and position the bonnets  48  over the exhaust pipes  12   a  and  12   b  (see  FIG. 1 ). The connecting ducts  32   b  carry the diesel exhaust from the diesel locomotive  10  to a second ECU  18   a  adapted to reside on the ECU rail car  42 .  
         [0055]     A perspective view of a first bonnet  48   a  is shown in  FIG. 7 . Vertical duct supports  50   a  and  50   b  support the vertical duct  16 . Bonnet supports  36  are attached to the shell  20  for raising and lowering the bonnet  48   a . The bonnet supports  36  may include, for example, cables, lever arms, gear mechanisms, and/or hydraulic mechanisms and are preferably cable. The vertical duct supports  50   a  and  50   b  are preferably telescoping structures. Contract members  59   a  and  59   b  cooperate to adjust the size of the shell  20 . A side view of the bonnet  48   a  is shown in  FIG. 7A .  
         [0056]     A top view of the first bonnet  48   a  and shell  20  adjusting apparatus is shown in  FIG. 7B  and a side view of the first bonnet  48   a  and the shell  20  adjusting apparatus is shown in  FIG. 7C . The shell adjusting apparatus includes a shell adjustment winch with split drums  51  mounted above the contracting members  59   a  and  59   b . A shell adjustment cable  51   a  is drawn or released by operation of the winch  51 . The cable  51   a  is attached to both contracting members  59   a  and  59   b  and draws the contracting members  59   a  and  59   b  together to reduce the shell  20  size and to compress springs  51   b . The springs  51   b  operate to expand the shell  20  when the cable  51   a  is released by the winch  51 , thus urging the shell  20  to a larger size.  
         [0057]     A cross-sectional view of the bonnet  48   a  taken along line  8 - 8  of  FIG. 7A  is shown in  FIG. 8 . The bonnet  48   a  includes the shell  20  for enclosing a volume around the locomotive exhaust pipe  12   a  or  12   b  (see  FIG. 1 ). A lower edge of the shell includes a first fender (or bumper)  56   a  for closing against a top surface (or roof  10   a ) of the locomotive  10 , against an inside surface of one of the exhaust pipes  12   a  or  12   b , or against an outside surface of one of the exhaust pipes  12   a  or  12   b . The fender  56   a  preferably is made from a compliant matrix (e.g., sponge like) material, and more preferably made of a high-temperature silicon foam, encasing a structural member  58  preferably made of carbon-reinforced epoxy or ester or of spring steel. The fender  56   a  surrounds and captures the flexible structural member  58  and the electromagnets  54  and is sufficiently compliant so as to conform to the shape of the locomotive&#39;s roof  10   a . The fender  56   a  also serves to close against the roof  10   a.    
         [0058]     Contracting members  59   a  and  59   b  residing around the perimeter of the shell  20  may be contracted or adjusted to vary the size and/or shape of the shell  20  to accommodate various exhaust tube sizes and various extents of free-space fore and aft of the exhaust pipes  12   a  and  12   b . The adjustment of size and/or shape of the shell  20  may be accomplished by compressing compliant walls of the shell  20  or by sliding surfaces in end panels of the shell  20  which telescope past one another, or by a combination of compliant walls and telescoping end panels. The bonnet  48   a  may be held in place by one or more of gravity, friction, mechanical means or electromagnetic force, and is preferably held in place by electromagnets  54 .  
         [0059]     The vertical duct  16  is attached to the shell  20  to carry diesel exhaust captured by the shell  20  to the parallel duct  32   a  (see  FIG. 2 ) or to the connecting duct  32   b  (see  FIGS. 3, 4 ,  5 , or  6 ). The vertical duct  16  is preferably extendable and retractable to allow raising and lowering of the bonnet  48   a , and is more preferably a telescoping or a stretching duct to allow extension and retraction. An air foil  52  may be included to manage the orderly channeling of the flow of exhaust into the vertical duct  16 . The air foil  52  preferably resides at the entry into the vertical duct  16 , and flairs down and outward from the vertical duct  16 . The vertical duct used with the bonnet  48   a  may alternatively be a flexible vertical duct  70  (see  FIG. 10 ).  
         [0060]     A top view of the bonnet  48   a  is shown in  FIG. 9 . The contracting member  59  may comprise telescoping members  59   a  and  59   b  which cooperate to adjust the perimeter of the shell  20 .  
         [0061]     A perspective view of a second embodiment of a bonnet  48   b  according to the present invention is shown in  FIG. 10 . The bonnet  48   b  comprises a tent  60  formed over and/or attached to a frame  62 . The frame  62  is connected to a hinge  68  preferably running along the peak of the frame. First cables  64  are attached to the hinge  68  and second cables  66  are attached to the frame  62  to provide vertical support to the hinge  68  and the frame  62  independently. The cables  64 ,  66  may be independently raised and lowered, thereby causing the frame  62  to pivot about the hinge  68 , thereby widening and narrowing the frame  62 . A second compliant fender  56   b  resides on a lower edge of the tent  60 . The tent  60  and the fender  56   b  follow the widening and narrowing the frame  62  thereby widening and narrowing the tent  60  to accommodate the locomotive  10 . Magnets  54  reside in the fender  56   b  or in the base of the tent  60  to hold the bonnet  48   b  in place on the locomotive  10 . A side view of the bonnet  48   b  is shown in  FIG. 10A .  
         [0062]     A cross-sectional view of the bonnet  48   b  taken along line  11 - 11  of  FIG. 10A  is shown in  FIG. 11 . The bonnet  48   b  resides over the exhaust pipe  12 , thereby capturing exhaust from the locomotive  10 . A top view of the bonnet  48   b  is shown in  FIG. 12 . The bonnet  48   b  includes telescoping (or overlapping) portions  55  which allow the bonnet  48   b  to retain shape when the bonnet  48   b  is adjusted to different widths. A side view of the frame  62  and hinge  68  is shown in  FIG. 13A , and an end view of the frame  62  and the hinge  68  is shown in  FIG. 13B .  
         [0063]     A front view of the bonnet  48   b  adjusted to a first width is shown in  FIG. 14A , and an end view of the bonnet  48   b  adjusted to the first width is shown in  FIG. 14B . A front view of the bonnet  48   b  adjusted to a narrower width is shown in  FIG. 15A , and an end view of the bonnet  48   b  adjusted to the narrower width is shown in  FIG. 15B . A front view of the bonnet  48   b  adjusted to a wider width is shown in  FIG. 16A , and an end view of the bonnet  48   b  adjusted to the wider width is shown in  FIG. 16B . Thus, by adjusting the cables  64  and  66 , the bonnet  48   b  may be adjusted as necessary to fit various locomotives. The ends of the tent  60  and fender  56   b  may stretch, flex, or otherwise distort as necessary to allow the width of the tent  60  to be adjusted.  
         [0064]     A side view of a portion of the parallel duct  32   a  including a seal  78  is shown in  FIG. 17 . A cross-sectional view of the parallel duct  32   a  taken along line  18 - 18  of  FIG. 17  is shown in  FIG. 18A  wherein the seal  78  comprises opposing tiles  80  closing the slot  84  of the parallel duct  32   a . A second cross-sectional view of the parallel duct  32   a  taken along line  18 - 18  of  FIG. 17  is shown in  FIG. 18B  with a duct transport unit  82  pushing the tiles  80  apart to open the slot  84  to create a moving opening for the vertical duct  16  (or 70).  
         [0065]     A third cross-sectional view of the parallel duct  32   a  taken along line  18 - 18  of  FIG. 17  is shown in  FIG. 18C  wherein the seal  78  comprises two flaps  81  which extend from the sides of the gap  84  downward and towards each other so as to normally close against each other and thereby close the gap  84 . Because the pressure within the parallel duct  32   a  is preferably slightly negative, this negative pressure will tend to close the flaps  81  against each other. If any over-pressure or surge of pressure occurs in the manifold system, the flaps  81  may separate and release the pressure. The flaps  81  will separate and close against the duct transport unit  82  as it passes as shown in  FIG. 18D , closing behind the duct transport unit  82  after it passes.  
         [0066]     A fifth cross-sectional view of the parallel duct  32   a  taken along line  18 - 18  of  FIG. 17  is shown in  FIG. 18E  with a portion of an extendable inner duct  86  closing the slot  84 . A sixth cross-sectional view of the parallel duct  32   a  taken along line  18 - 18  of  FIG. 17  is shown in  FIG. 18F  showing a portion of the extendable inner duct  86  including the vertical duct  16  wherein the vertical duct  16  (or  70 ) is shown extending through the slot  84 .  
         [0067]     A cross-sectional view of the parallel duct  32   a  taken along line  19 - 19  of  FIG. 18B  is shown in  FIG. 19 . Interlocking tiles  80   a  and  80   b  are shown closing the slot  84  (see  FIG. 18A ) before and after the duct transport unit  82 , and the tiles  80   a  and  80   b  are shown pushed apart by the duct transport unit  82 , but sealing against the duct transport unit  82 , in the portion of the parallel duct  32   a  adjacent to the duct transport unit  82 . Thus, the gap  84  is closed solely by the tiles  80   a  and  80   b  before and after the duct transport unit  82 , and the gap  84  is closed by the cooperation of the tiles  80   a  and  80   b  with the duct transport unit  82  in the area occupied by the duct transport unit  82 . The vertical duct  16  (or  70 ) thereby passes between the tiles  80   a  and  80   b  and out of the parallel duct  32   a  to the bonnet  48  to capture exhaust from the exhaust pipes  12   a ,  12   b . Thus, the parallel duct  32   a  allows motion of the duct transport unit  82  within the parallel duct  32   a  while preventing the exhaust from escaping to the atmosphere or outside air from entering the parallel duct  32   a . Channels may be located within the duct transport unit  82  to constrain outward and inward movement of the tiles  80   a  and  80   b . The channels may direct pins or wheels attached to the tiles.  
         [0068]     A cross-sectional view of the parallel duct  32   a  taken along line  20 - 20  of  FIG. 18D  is shown in  FIG. 20 . The flaps  81  are closed against each other to close the slot  84  before and after the duct transport unit  82  (see  FIG. 18C ), and are spread apart but closed against the duct transport unit  82  in the area adjacent to the duct transport unit  82 . The vertical duct  16  (or  70 ) thereby extends out of the parallel duct  32   a  to the bonnet  48  to capture exhaust from the exhaust pipes  12   a ,  12   b . Thus, the parallel duct  32   a  allows motion of the duct transport unit  82  within the parallel duct  32   a  while preventing the exhaust from escaping to the atmosphere or outside air from entering the parallel duct  32   a.    
         [0069]     A cross-sectional view of the parallel duct  32   a  taken along line  21 - 21  of  FIG. 18F  is shown in  FIG. 21 . The extendable inner duct  86  is a linearly extendable duct which allows the vertical duct  16  (or  70 ) to translate along the parallel duct  32   a . The portions of the extendable inner duct  86  on either side of the vertical duct  16  (or  70 ) are generally to some degree compressed as shown by a heavily compressed portion  86   a , and a lightly compressed (or expanded) portion  86   b . The extendable inner duct  86  may also be somewhat stretchable.  
         [0070]     Often, two or more locomotive engines are coupled, and a system having bonnets, ducts, and ECUs for processing locomotive exhaust simultaneously from two or more locomotives is intended to come within the scope of the present invention.  
         [0071]     While the invention herein disclosed has been described by means of specific embodiments and applications thereof, numerous modifications and variations could be made thereto by those skilled in the art without departing from the scope of the invention set forth in the claims.

Technology Category: 7