The scream isn't the engine. It sounds like it's the DB fans.

Your in luck! That was a GE

Indeed it was.

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,

That's all through the maintenance menu. Train crews don't see all that.

maybe it was the glare?

Wyatt E Lol Probably.

Lol

Eggrollfaceass at what voltage?

@@thegeforce6625 my best guess would be 600 V

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?

GE ES44DC

Thank Alex.

I meant Thanks

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 :)

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.

just looks like power going to components like fans and air compressors instead of the traction motors

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.)?

The whine you're hearing is not the engine.

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.

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??!

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.

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...☺

That's the DB fans.

electrician

+Eggrollfaceass awesome. Fellow electrician here. I have my application in at NS in Chattanooga, TN waiting to hear something. How do you like railroad work?

+deadeyedickification man I left after 3 years for better pay and a better schedule. I thought I would retire there. but after the non-stop stupidity and ridiculous management I ended up looking elsewhere and came out better. I miss it, and still have friends down there, but my quality of life is better now.

+Eggrollfaceass Yeah I've heard you start out on a rough schedule. That's why I put in for a Signal Maintainer job as well in another yard. I'd like to have that highly coveted railroad retirement, because I won't get much of anything at an industrial plant. I'm already used to working off shifts being I'm the youngest in our crew. If I'm going to be stuck on a shit shift, I'd like to at least get better benefits for it.

+deadeyedickification actually where I worked, signal crews didn't start out too bad schedule-wise, they just traveled a lot. usually in a hotel for 4 days a week but they had three day weekends too. electricians in our shop had to have 30 plus years to work a day shift with at least one day per weekend off. I know the retirement is badass because I thought long and hard about leaving it behind. that's literally the only thing they had that was better than this plant I'm at now. and even still this place matches your 401k dollar for dollar. really it wasn't the schedule or pay that turned me away from the railroad... I loved that shit since I was a kid. but when I saw how poorly managed and how poorly ran it was, and learning that it's not just company-wide but industry-wide, I was pretty disappointed. one guy who used to work there briefly before he left told me "there's better jobs out there, these fuckers just don't know it because their fathers got them hired right out of high school" and he's right. it's a good place to work, but it doesn't live up to the hype. not In my experience anyway. and that's one thing I always wanted to do since I was a kid was work in the railroad industry. they shattered my childhood dreams man. sucked the enjoyment right out of it.

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.

Train crews don't see all that info.

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!

No.

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.

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 🤣

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.

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?