For anyone wondering what this is, the locomotive's diesel engine turns a generator that sends the electrical power to a resistor grid to simulate being under a load in normal operation. The screaming noise is the fans that blow off the heat from the grid. Normally, that resistor grid is for dynamic braking where the traction motors operate in reverse to slow the locomotive by generating electricity rather than consuming it. The electrical energy has to go somewhere, so, the resistor grid converts the energy to heat.
Maybe I'm not "old school" so this kinda stuff is fascinating and I love how GE took locomotive technology into the 21st century. People say it's crazy loud which is indeed cool, but when you watch the gross HP numbers on that display, it's pretty staggering how much HP you can get given the noise level (obv windows were open etc). I can't even comprehend how many sensors and shunts must be installed all over every inch of that thing... and the way it's able to calculate aux loads from all the fans, compressor, etc is really cool. I wish someone would do a video on all of the fan and shutter operation and how they work, what their power sources are, which fans are for the dynamic grids vs oil, water, etc.. maybe just show them cycling on / off too. And how the ducting works / looks INSIDE the loco. To me that's part of the "power" you feel when a loco passes by, you know there's something big in there with fans that loud. I don't think I've seen a single video even remotely like this though.
It just goes to show how much you know about engines then= fuck all. By your logic you could pull a 10'000 ton unit coal train with a couple of 2000 HP 'blown' big block chevy's developing all of 3'000 pounds feet between them, it aint gona work. You need torque at the crank to turn that big alternator to produce the amps needed for the motors. Horsepower is nothing without the torque, especially on a locomotive.
Horsepower is Horsepower. The blown big block Chevies could be fitted with 8:1 reduction gearboxes to drive the generator, and there would be sufficient torque. 3000 ft*lbs x 8:1 torque multiplication = 24,000 ft*lbs. But the blown Chevies would go BOOM in about 3 minutes.
Andy Harman indeed. reduction gear Box would be torque multiplication but As you say, they wouldnt last to long not to mention the massive fuel consumption!
Those GE machine's certainly make your chest thump, nearest things we have over in the UK are Paxmans in class 56 and English Electric engines in class 37, 40 and 50s
Yes, that's correct. during load tests the electrical output is around 2500 amps even though when motoring you can easily reach 4800-6000 amps on a 4-axle or 7200-9000 amps for a 6-axle. The current shown on the load gauge when moving an engine is just one motor.
God damn I know they are loud but wasn't expecting to blow my surround sound out. Holy shit. I swear on my mother I just had a locomotive sitting in my living room!
the power delivered applies the formula (approx) P=1,73 xU xI xcos phi where p is in kw U the voltage I the total intensity and the cos pHi is the power factor,generally 0,8...0,85. here the power is in hp but the formula virtually applies to this case. the screens have a great lot of data.
Nice sound recording there, I had to turn the volume down right at the beginning so that my cheap PC speakers along with my eardrums wouldn't get damaged.
@Trainaholic2946 I left the rear cab door open hoping to hear more engine, but the whining sound you hear is the DB blowers which are right behind the cab.
We also use the smart screen displays on our 43 and 44 ge locos the self test swich is also in control aria no 1 in the cab next to the auto stop and start cut out
If I wanted to look up pictures of this particular beast what locomotive would I select? I am an airline pilot and yes it does show more system information than the MD-11.
Nice! But I wonder, would not the onboard computer find any faults during normal operation, without a dedicated load test? It seems unlikely that a problem would occur in the yard. Maybe a reason is that a load test is testing the dynamic brakes cooling system also?
Onboard computer would detect faults, but the load test would allow you to validate repairs or just the general operation of the engine, alternator, and auxillary systems at full force without having to move. Better that than setting a locomotive on a train for it to fail on the road :)
all the traction motors are connected parallel to the alternator through large rectifiers. they aren't on individual drives or anything. Unless a traction motor is cutout, if the alternator is putting out, then all 6 traction motors are getting power divided amongst them. Like if you monitor traction motor and alternator output, loading the engine to first notch will result in 1500 amps from the alternator split into 225 amps across each traction motor.
+Eggrollfaceass Sorry, I meant to say "multiple locomotives" larger trains will almost always have multiple locomotives pulling, explain the communication of the throttling and braking between locomotives. Thanks!
+DH4Hobbies After re-reading your original I realize what you meant... I'm an idiot. the most common way is a standardized 27 pin receptacle at the front and back of each engine. it's referred to as the MU receptacle and 27 conductor cables are plugged in connecting each engine. the 27 pins are connected through the engine to the required functions of the locomotive for basic operation. things like directional selection (forward or reverse) governor valves, sand, wheelslip indication, dynamic braking engaging, dynamic braking field excitation, generator field enable, generator field excitation, alarm bell, etc. When selecting first notch in forward the controller basically closes some switches by manipulating levers. when those switches are closed not only does it control the locomotive that the actual switches are in, but it carries the corresponding signals through the receptacles to other engines if they are plugged in. the forward and reverse pins are swapped from one end of the cable to the other and from the front of the locomotive to the back which enables trailing units to be oriented in either direction. also I know I said governor valves were a function... fuel injected engines are standardized to the same ABCD throttle configuration in their computers to give similar engine rpm behavior as if it were actually energizing solenoids in a governor on an old school engine. the brakes are connected through 7 hoses coming out of the front and rear of each engine. the "train brakes" are controlled via the big one in the middle referred to as the trainline. the other six are just two sets of the same 3 hoses that basically link the braking systems between engines so they can all be controlled from the lead engine. when you see locomotives in the middle or at the rear of an engine, they're controlled through Distributed power. it's basically like the MU receptacle I mentioned earlier but the signals are covered to radio signals and sent to the other units via radio waves.
It's dumping in the dynamic resistor brake grids, you can hear the dynamic blowers sound when he is notching the first notch at 0:32 and 0:38, you can hear the increasing speed of the blowers first then the diesel engine increasing.
I'm a little disappointed that it's so easy to dissipate all that power in the onboard load banks. I have new respect for the power of electrical resistance heating. But I like the sound of EMD 2-strokes better.
5 лет назад+1
Can't we just design it for pulling a cable out from the loco and put it into a battery (bank), the power line -- itself -- etc. or anything else on self-load??!
if is three phase multiply to 1,73 (sqrt 3) i calculated and the reult was rhe same as your,but i forgot the three phase. with three phase P=1,73x Ux I x cos phi. 1,73x1224x2544x 0,80=4379kw the apparent power is bigger,dont considerate the power factor(0,80) and the unit is KVA.
yeap,the net horsepower is less,you may considerate the generator efficiency,the control panel efficiency and the traction motors efficiency.. the total efficiency is approx 80%. But in this case use the resistors grid,not the electric motors
@@nomon95 Efficiency in an ES44 is around 92% to 93%. The old first generation diesel-electrics which used DC traction motors and an DC generator were around 80% to 82%. The technology has come a long way since the 1950s.
Too sophisticated...more like a modern jet aircraft than a locomotive...there are literally thousands of sensors in these things, more than half of them being connected to the power plant itself!
Nah. These locomotives are pretty sophisticated. There's all kinds of self limiting logic and circuitry to keep it from overloading itself. You can slam it straight to 8th notch while load testing and it wouldn't make a difference. Plus the grids are just resistors, so if they "blow up" from loading them too fast, they already have a problem and would "blow up" no matter how you loaded them.
Pack Wave no it's not fake... has ur goofy and even been on a locomotive... this is a load test... that sound is 4400 horse power sounding off... why in the fuckin fuck would you think FAKE?
![Quando Rondo - Grow Up [Official Music Video]](http://i.ytimg.com/vi/8zFnCg3BO4Q/mqdefault.jpg)
That engine sounds amazing. You can hear it scream
The scream isn't the engine. It sounds like it's the DB fans.
For anyone wondering what this is, the locomotive's diesel engine turns a generator that sends the electrical power to a resistor grid to simulate being under a load in normal operation. The screaming noise is the fans that blow off the heat from the grid. Normally, that resistor grid is for dynamic braking where the traction motors operate in reverse to slow the locomotive by generating electricity rather than consuming it. The electrical energy has to go somewhere, so, the resistor grid converts the energy to heat.
Im not normally a GE man but that was fucking impressive!!!
Your in luck! That was a GE
Indeed it was.
Maybe I'm not "old school" so this kinda stuff is fascinating and I love how GE took locomotive technology into the 21st century. People say it's crazy loud which is indeed cool, but when you watch the gross HP numbers on that display, it's pretty staggering how much HP you can get given the noise level (obv windows were open etc).
I can't even comprehend how many sensors and shunts must be installed all over every inch of that thing... and the way it's able to calculate aux loads from all the fans, compressor, etc is really cool.
I wish someone would do a video on all of the fan and shutter operation and how they work, what their power sources are, which fans are for the dynamic grids vs oil, water, etc.. maybe just show them cycling on / off too. And how the ducting works / looks INSIDE the loco. To me that's part of the "power" you feel when a loco passes by, you know there's something big in there with fans that loud. I don't think I've seen a single video even remotely like this though.
22,408 pounds feet of torque incase anyone was interested!
wow impressive wondering for a while what kind of torque one of these produced.
It just goes to show how much you know about engines then= fuck all.
By your logic you could pull a 10'000 ton unit coal train with a couple of 2000 HP 'blown' big block chevy's developing all of 3'000 pounds feet between them, it aint gona work.
You need torque at the crank to turn that big alternator to produce the amps needed for the motors. Horsepower is nothing without the torque, especially on a locomotive.
Horsepower is Horsepower. The blown big block Chevies could be fitted with 8:1 reduction gearboxes to drive the generator, and there would be sufficient torque. 3000 ft*lbs x 8:1 torque multiplication = 24,000 ft*lbs. But the blown Chevies would go BOOM in about 3 minutes.
Andy Harman indeed. reduction gear Box would be torque multiplication but As you say, they wouldnt last to long not to mention the massive fuel consumption!
How did you get torque conversion from the Traction motors? Or is this just from the crank,
Those GE machine's certainly make your chest thump, nearest things we have over in the UK are Paxmans in class 56 and English Electric engines in class 37, 40 and 50s
some people say that something sounds like a freight train locomotive have no idea what they are talking about. now that is the sound of power.
Yes, that's correct. during load tests the electrical output is around 2500 amps even though when motoring you can easily reach 4800-6000 amps on a 4-axle or 7200-9000 amps for a 6-axle. The current shown on the load gauge when moving an engine is just one motor.
Eggrollfaceass at what voltage?
@@thegeforce6625 my best guess would be 600 V
God damn I know they are loud but wasn't expecting to blow my surround sound out. Holy shit. I swear on my mother I just had a locomotive sitting in my living room!
Who in the world would dislike this video? I could listen to the sweet beautiful sounds of that engine revving up all night long.
maybe it was the glare?
Wyatt E
Lol Probably.
Holy diagnostic information, BatMan! I would've never guessed there was that much information displayed. Thanks for sharing!
That's all through the maintenance menu. Train crews don't see all that.
Like the sign near throttle ( SAVE FUEL ) LOL
the power delivered applies the formula (approx) P=1,73 xU xI xcos phi where p is in kw U the voltage I the total intensity and the cos pHi is the power factor,generally 0,8...0,85. here the power is in hp but the formula virtually applies to this case. the screens have a great lot of data.
I'm a locomotive mechanic and I just blew up CN 2244 during my load test 8 hours ago lol
oh your the fucker I have to thank, I blew that bastards piston last week lmao
Atleast your a mechanic and can repair it😂😂lol
Oops!
What was the cause of failure?
Amazing locomotive!!!! GEVO!! sound!!!!
Nice sound recording there, I had to turn the volume down right at the beginning so that my cheap PC speakers along with my eardrums wouldn't get damaged.
I LOVE those ES44DCs with those cabs
@Trainaholic2946 I left the rear cab door open hoping to hear more engine, but the whining sound you hear is the DB blowers which are right behind the cab.
It almost peaked at 5,000 hp fucking sweet!!
Holy crap! That sounded absolutely epic!
Ahhhhhhh all the beautiful 4400 HP.
Peaking at nearly 4,700 HP. Nice!
It sounds literally like the GE90 Family !
Wow!!!!! That’s some kick ass power!!!!!
What happened to the burnout at notch 8? You forgot to drop the clutch....
Lol
We also use the smart screen displays on our 43 and 44 ge locos the self test swich is also in control aria no 1 in the cab next to the auto stop and start cut out
I’d positively hate to get a short circuit in that thang!
impressive.. detail information given by the ifd..
very interesting. thank you for posting.
please do a EMD.love these
Pure joy!
So this is how the other half live....
Very cool! 😎
nice sound
Only GE!
If I wanted to look up pictures of this particular beast what locomotive would I select? I am an airline pilot and yes it does show more system information than the MD-11.
GE ES44DC
Thank Alex.
I meant Thanks
Notch 1-5 there was a significant increase in RPM but from 5-8 (went from 995ish to 1058ish between 5 and 8) not much, interesting
Nice! But I wonder, would not the onboard computer find any faults during normal operation, without a dedicated load test? It seems unlikely that a problem would occur in the yard. Maybe a reason is that a load test is testing the dynamic brakes cooling system also?
Onboard computer would detect faults, but the load test would allow you to validate repairs or just the general operation of the engine, alternator, and auxillary systems at full force without having to move. Better that than setting a locomotive on a train for it to fail on the road :)
Then, all of a sudden...blue screen.
You don't need a train sim, you have the real thing.
Awesome video. Thanks for posting!
Absolutely bad ass !!! Thank you
I want one of those screens. Now.
lol
That's some sort of hp
A BEAST
explain how multiple engines are interlinked to receive commands from the front engine to match throttle and speed etc.
all the traction motors are connected parallel to the alternator through large rectifiers. they aren't on individual drives or anything. Unless a traction motor is cutout, if the alternator is putting out, then all 6 traction motors are getting power divided amongst them. Like if you monitor traction motor and alternator output, loading the engine to first notch will result in 1500 amps from the alternator split into 225 amps across each traction motor.
+Eggrollfaceass Sorry, I meant to say "multiple locomotives" larger trains will almost always have multiple locomotives pulling, explain the communication of the throttling and braking between locomotives. Thanks!
+DH4Hobbies After re-reading your original I realize what you meant... I'm an idiot.
the most common way is a standardized 27 pin receptacle at the front and back of each engine. it's referred to as the MU receptacle and 27 conductor cables are plugged in connecting each engine. the 27 pins are connected through the engine to the required functions of the locomotive for basic operation. things like directional selection (forward or reverse) governor valves, sand, wheelslip indication, dynamic braking engaging, dynamic braking field excitation, generator field enable, generator field excitation, alarm bell, etc. When selecting first notch in forward the controller basically closes some switches by manipulating levers. when those switches are closed not only does it control the locomotive that the actual switches are in, but it carries the corresponding signals through the receptacles to other engines if they are plugged in. the forward and reverse pins are swapped from one end of the cable to the other and from the front of the locomotive to the back which enables trailing units to be oriented in either direction. also I know I said governor valves were a function... fuel injected engines are standardized to the same ABCD throttle configuration in their computers to give similar engine rpm behavior as if it were actually energizing solenoids in a governor on an old school engine.
the brakes are connected through 7 hoses coming out of the front and rear of each engine. the "train brakes" are controlled via the big one in the middle referred to as the trainline. the other six are just two sets of the same 3 hoses that basically link the braking systems between engines so they can all be controlled from the lead engine.
when you see locomotives in the middle or at the rear of an engine, they're controlled through Distributed power. it's basically like the MU receptacle I mentioned earlier but the signals are covered to radio signals and sent to the other units via radio waves.
if they are controlled by radio, what happens if you travel through a high interference zone, (train yard, town, ect.)?
Any vids of the load? (or whatever it's dumping the 3MW of power into)
It's dumping in the dynamic resistor brake grids, you can hear the dynamic blowers sound when he is notching the first notch at 0:32 and 0:38, you can hear the increasing speed of the blowers first then the diesel engine increasing.
I'm a little disappointed that it's so easy to dissipate all that power in the onboard load banks. I have new respect for the power of electrical resistance heating. But I like the sound of EMD 2-strokes better.
Can't we just design it for pulling a cable out from the loco and put it into a battery (bank), the power line -- itself -- etc. or anything else on self-load??!
What is the Aux HP? Is that the parasitic HP loss from the other components that are not the main altenator?
just looks like power going to components like fans and air compressors instead of the traction motors
That was not 1.2 MW, that was almost 3 MW... (about 1200V at about 2450A...)
In line with the almost 4000hp reported by the monitor
yoy may multiply by 1,73 and then by 0,8 you obtain 4400kw approx.the alternator is three phase.
So, is the purpose of the dynamic brake running during the load test to have something to put a load on the engine?
the 1.2 mega watt Power house is a live :)
Sound *Jet Engine* !!!!! The BEST Music after EMD-710 !!!!
The whine you're hearing is not the engine.
GEVO also sounds like a Jet Engine !!
That's the DB fans.
It looks like *Mesabi Zephyr's* video !!
I haven't played a train sim since microsoft train simulator. Mostly because I don't have a computer that will handle it.
Please do this with an EMD!!
Looks a little complicated I don't think I would know how to work that thing
Train crews don't see all that info.
L3? What is the Password?
WOW.
TE33A-9999
3MW?
Almost 3,3 MW, to be exact!
João Felipe Oliveira Alves e Silva unbelievable the power in these engines. Would love to hear it in person!
Almost sound v8ish starting out
👍👍👍👍👍👍👍
1:42 2544*1224=3.11 MW The maximum power the engine can develop.
if is three phase multiply to 1,73 (sqrt 3) i calculated and the reult was rhe same as your,but i forgot the three phase. with three phase P=1,73x Ux I x cos phi. 1,73x1224x2544x
0,80=4379kw the apparent power is bigger,dont considerate the power factor(0,80) and the unit is KVA.
God i wish we didnt muffle our GE's in Australia!!
At full throttle, what is the auxiliary horsepower of the engine?
4500-4600 horsepower but remember the engine is powering a generator which powers the traction motors so you could consider it "electric horsepower"
But there's an auxiliary companion alternator! I wanna know how much THIS ONE draws...☺
Are these screens only accessible in Level 3?
Mostly yes
@@onyxpartitian Lowly train crews are not given the password to access that level unless they REALLY need it.
@@GEES44DC I understand that, I believe it's basic engine HP and rpm that are shown to the crews.
Used to love doing this :) love raping my ears with such beauty
Net horsepower is horsepower at the rails correct?
yeap,the net horsepower is less,you may considerate the generator efficiency,the control panel efficiency and the traction motors efficiency.. the total efficiency is approx 80%. But in this case use the resistors grid,not the electric motors
@@nomon95 Efficiency in an ES44 is around 92% to 93%. The old first generation diesel-electrics which used DC traction motors and an DC generator were around 80% to 82%. The technology has come a long way since the 1950s.
Is it an AC-44-CW ??
No.
you keep replying....whos controlling who? keep it up, im having fun. like i said before, what you think means nothing to me.
Too sophisticated...more like a modern jet aircraft than a locomotive...there are literally thousands of sensors in these things, more than half of them being connected to the power plant itself!
GEs are too much to remember, EMD all the way. They're mechanical why do I need a censor to tell me the shitters clogged eh?
@@DrRichtoffen1 🤣
100th like!
Malayalammove
no.....just, no
Bye troll!
you loaded that thing up too fast. you are lucky you didn't blow up the grid.
Nah. These locomotives are pretty sophisticated. There's all kinds of self limiting logic and circuitry to keep it from overloading itself. You can slam it straight to 8th notch while load testing and it wouldn't make a difference. Plus the grids are just resistors, so if they "blow up" from loading them too fast, they already have a problem and would "blow up" no matter how you loaded them.
well i know the p42's i test if you load them to quickly you will sen too much voltage into the grid too fast and blow it.
PingasTheFourth Lol you're the same person who bad mouthed a UP employee because you don't think red zones and 4 point contact exist.
God those units sound like shit.
Does anybody else think this is fake?
Why would it be a fake ?
Dax Marshall They are to saggy to be fake.
Pack Wave no it's not fake... has ur goofy and even been on a locomotive... this is a load test... that sound is 4400 horse power sounding off... why in the fuckin fuck would you think FAKE?
Pure joy!
Bye troll!
Bye troll!
Bye troll!
Bye troll!
Bye troll!
Bye troll!
Bye troll!
Bye troll!
Bye troll!
Bye troll!
Bye troll!
Bye troll!
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Bye troll!