Відео

What would give you that idea? Lol

@@CDROM-lq9iz Very good video, very informative.

@@BillCarson-g4n thank you

@@Osamailyas I actually haven't gotten to hear a roots blown EMD under full load enough times to get a feel for what they sound like. The only blower engines we have left aren't set up for self-loading.

@@TrainboyRR thank you!

@ Your welcome

@@amessman kind of... Dynamic Braking is a complicated subject. On locomotives like the one in the video, the same handle is used for the throttle and dynamic braking controls. Newer control stands have a separate handle for the dynamic brakes (and then desktop controls go back the other way to having one handle but that's a different beast). When you're in dynamic braking the detents for the throttle notches are gone. Minor details but on to your question. There's different styles of dynamic brake control (because nothing is simple) but with the most basic type, the dynamic brake handle controls the amount of field current sent to the traction motors. More field current means more retarding force and also more grid current. A separate circuit limits grid current to 700 amps (depending on the locomotive) to protect the grids. The resistance of the grids is fixed (unless the locomotive has extended range dynamic brakes.) Some locomotives are equipped with a grid current control circuit that limits the current in the grids based on the position of the dynamic brake handle. So the grid current (i.e. braking horsepower) is limited rather than retarding force. You're statement about the throttle not revving the engine is mostly true. During dynamic braking, most locomotives have a circuit that causes the engine to rev to (I think) notch 4 in order to supply more cooling air to the traction motors. It isn't directly controlled by the throttle, but it is kind of indirectly controlled by it. That was probably way more information than you wanted, but hopefully it answered your questions. Thanks for watching!

I definitely won't argue with you about that. If I'd have been less lazy, I'd have made this when I still had the model colored to show components. It also didn't help that I apparently didn't set the light I added to actually show up in the render.

Just to be safe. Not that it matters an insane amount, someone with a eye for detail could figure what locomotive it is pretty easily. Just trying to give them as few reasons as possible to hang me lol.

@@CDROM-lq9iz i could see what you're saying. thanks for actually giving a quick response! P.S, once railfans begin to notice your channel it will boom and i hope it happens soon, and have a good night.

@@Mighty_Goos I'm pretty sure they already make up a decent chunk of my audience lol. You honestly got kinda lucky I happened to look at my analytics and saw your comment lol. Thanks for watching and commenting!

@@CDROM-lq9iz no problem.

@@LeviSheets-s5j I'm not sure if they'd sell it to a museum or not to be honest. If I had the money laying around, and the tools and space to do it, it be willing to rebuild it into a GP38-2 or 39-2. I'd accept the challenge to rewire and rebuild everything lol. Even if it was for a museum that bought it.

It's odd to me too lol. Everything we have is either a Dash-2 or newer, or has been upgraded to Dash-3 controls. Seeing one that predates the Dash-2 stuff but doesn't have the microprocessors is outside my wheelhouse. We do have one random GP9R running around that's a hermaphrodite because it does have a few Dash-2 modules, but still doesn't have Dash-2 switchgear or anything like that. It's a treat to deal with if it ever breaks. I definitely am not near as familiar with the older stuff as you are. I was given an SD45 electrical manual during my apprenticeship, which has some of the modular components, although they still aren't the same as the Dash-2 modules. Also, I'm curious, do the transition control relays just operate based off of the main gen voltage alone or is there some kind of current transducer somewhere? Also also, our GP35s have Series contactors, parallel contactors, and three field shunting contactors. I actually went and found the transition state list; S-FF (Series, Full Field), S-FS1 (Series, Field Shunt 1), S-FS2, S-FS3, S-FS4, S-FS5, S-FS6, S-FS7, P-FF (Parallel, Full Field), P-FS1, P-FS2. So, it's only 11 steps, but still alot. Ok, so there must be some kind of Battery Field Driver hidden somewhere, I just couldn't find it. That is still an older style LR, (the LRs on most of our Dash-2s don't look like that) but without digging out the book I couldn't tell you the names. I would assume that the BFD works with the LR similar to how the SB module on a Dash-2 works with the LR. (i.e. it sees a signal from the throttle control and a signal from the LR, if the throttle signal is higher, it turns on the Battery Field, if the LR signal is higher, it turns off the Battery Field. I honestly don't know if there's a rate control in there (might be what some of those capacitors and resistors are for) or if there's some kind of feedback from the main. For sure, and now that I got myself thinking about it, there probably is a good chunk of those resistors that are for DB and Throttle control circuits.

@@jeffstrains I already forget the date I saw on the air parts but it's somewhere between 5 and 10 I'm pretty sure.

@@CDROM-lq9iz do you where 6981 went? I haven’t seen that locomotive in years either.

​@@jeffstrainsfor as long as I've been working there, the 6981 has been in storage. I have no idea why it's stored or what's broken, but it's been sitting outside the shop for a while.

@@joshthetrainfan I'm not really involved in the decisions for this kind of stuff but a couple factors that I think went into the decision are 1) it's not a Dash-3, and all our other GP35s are Dash-3s, so we don't really carry parts for it anymore. 2) It was already a problem child before being put in storage. It was infamous for randomly failing to load and without the Dash-3 controls, it makes troubleshooting more difficult. 3) The ALCO trucks underneath it are all but impossible to find parts for anymore and it's a heck of a process to convert them to ride on Bloomberg trucks. To be completely honest, if I had like $500,000 laying around for whatever, I would be half tempted to buy the darn thing, gut it, and see if I could "convert" it into a GP38-2 or something like that. I like a challenge and like to think I'm pretty good with the Dash-2 stuff.

@@CDROM-lq9iz Yeah that makes sense..

@@joshthetrainfan Yeah, I'm sure there's plenty of guys at the shop who will breathe a huge sigh of relief when it gets cut up.

@@CDROM-lq9iz I’d say so

@@joshthetrainfan Yeah

I knew someone would know these better than me. I honestly never would have thought to look at the generator busses. That said, our other GP35s have three different sets of field shunting resistors, and a correspondingly high number of transition steps, all controlled by the electronic control system. I appreciate you watching and commenting! And I've heard similar remarks from guys I work with.

Yep. It and the 6354 played the AWVR 1206.

@@CDROM-lq9iz That it was, excellent videos sir, love them.

@@caderamsey8878 Thank You!

@@CDROM-lq9iz no problem, Love those shots where you stuck your camera to see the starter gear turning the fly wheel. so cool. love those EMDS

@@caderamsey8878 Thanks, I was pretty proud when I managed to get that one lol

@@cprs5000 well the short answer is, in low idle the A and D (shutdown) solenoids are energized so the engine slows down but doesn't stop.

The governor will be a number of videos down the line. The next big topic I plan on getting into is air.

I didn't know but after some looking, apparently it was.

Not Will Smith, but Denzel Washington.

There's second starter below the shot I managed to get. I wanna say they're the same as a starter off of something like a semi.

@@CDROM-lq9iz still powerful though

G&W as in, Genesee and Wyoming?

@@hammerofreason9860 Can't say I've heard the term "cushion unit." I'm assuming it's another name for draft gear? I also can't say I've heard of air arcing out a center bearing. That said, that and a spring replacement definitely take I little longer than 60 seconds lol.

@CDROM-lq9iz we did the plates on FI7's. Ya cushion unit/draft gear pretty much the same. We did a bunch of those on log cars. Total pain if the butt plug was really worn and had to be cut out. Most of the time once the cotter was torched the pin would just fall out. KP's, grab irons, brakes, and loose bolts were usually done while we inspected the OB prior the the crew hooking up.

@@hammerofreason9860 ok you being a carman makes sense. That'd be why I haven't heard some of the terms you used. I wrench on locomotives so it's a lot of same, same, but different. I'm also sure your job is a lot more repetitive than mine lol.

@CDROM-lq9iz na. I did locomotive work too. Also was an engineer and conductor. 10yrs on a shortline. Learn all the jobs make all the $

@@hammerofreason9860 that last part definitely makes sense lol

@@PappysPotluck Thanks for watching! And yes, knuckle pins are one of the easier things to do. It's not a very common thing to have break though. I think I've only seen 3 or 4.

Thanks for watching and the comment! And yes on older locomotives it was actually instructed to bar the engine over with the test cocks open to purge any water from the cylinders. However, those older engines had blowers on them, which means the exhaust went straight out the stack. As such rainwater could fall down the stack and accumulate in any cylinder if the exhaust valves are open. On turbocharged engines it's much harder for rain to get into the cylinders so it's rarely an issue. That said, mechanical failures can still let water (cooling water from the engine) get into the cylinders. In my experience, water in the cylinders (like the engineer you mentioned reported, it getting blown out the test cock) is from a cracked head or bad head gasket. I have also seen a cylinder liner catastrophically fail, but that's only been once. Most places water can leak will dump the water into the oil, if it's in the cylinder itself, you're most likely ripping into a PA. Edit: clarification

Thank you!

We do have some that have an AFM, I'm not sure why it's not all one way or the other. That's a decision for people that get paid more than me lol

Thank you!

Thank you!

Thanks for watching! Lol

Good question. Yes the excitation system control system is also in charge of transition control.

Thank you for watching!

I could but, depending on what exactly you're asking for, I'm worried I might get myself in trouble.

@@CDROM-lq9iz Thanks for answer. Im looking for sounds of old emd locomotives. I collect these sounds ( especially inside cab sounds ) and i also have them for train sim. I would like it recorded the way it is I recorded ua-cam.com/video/zK-cW4f5oW0/v-deo.html Could you record it on this way inside gp35 cab? But only if you dont get in any trouble due that, I don't want you have any trouble for that. Greetings

@@1ales1 I might be able to do that. I'll get back to you.

​@@CDROM-lq9izI tried to leave my email address where we talk about small details about that before recording but youtube doesn't let me post with contain my mail address. Can i write here about that details? Greetings

Thanks, I thought that was it, but doubted myself in the moment.