Dynamic brake controls emd sd 40-2
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- เผยแพร่เมื่อ 31 ม.ค. 2020
- Maximum dynamic brake strength is obtained between 19 and 23 MPH, depending on traction motor gear ratio. Below 5 MPH dynamic braking is not very effective. Remember this is for our old DC units. AC units from what I'm told by those
who have run them, have better dynamic braking at lower speeds.
Very interesting. Thankyou for explaining the braking system and showing the resistor banks. I've always wondered.
Your welcome Bob, really glad to hear you liked the video. We
do appreciate your taking the time to check it out and write
in my friend.
My question is, how do you know they're running is there a particular sound?? I'm asking because I live half a block from an active line. And usually hear it coming through.
Totally love this. As a truck driver who is always running heavy I understand the concept of my engine brake and how best to use it...this video explained perfectly how dynamic brakes work on these beasts by converting electrical power into electrical retardation...whereas my Jake converts mechanical power into mechanical retardation
James that's awesome. Glad you enjoyed the show 😊
That was cool seeing inside the locomotive.
The later SD60's with DC traction motors had what was called high capactity extended range dymamic brakes before the AC traction motors Units came into service.
I've heard of that qtrhors, enables the dynamics to work better down to
a lower speed and also work better at a higher speed if I understand
it correctly. Appreciate your taking the time to write in and for
checking out the dynamic brake control video my friend.
I sure have learned a lot from your videos. And you explain it so it is easy to understand. Thank you for that. Steven Sipes
Thank you Steven for the very kind words. That makes me feel
pretty darn good to hear that coming from a man of your stature.
Always appreciate your visiting with us my friend.
Great video! Thank you so much for sharing this. Your videos are the best!
Glad you enjoyed the show Fred, we do appreciate your tuning in
to the channel and watching and for the very nice comment my friend.
Lot's more great videos coming you way so hope you have hit
that notification bell to have Tube keep you informed.
Thanks for the follow up Dave!
Your welcome Jim.
I'll admit I knew that you have to wait 10 seconds after putting the throttle at idle before you move the dynamic handle to set-up, but I didn't know you have to wait 10 more seconds before moving it past that.
Well, guess that was my old habit, i was always easy on the equipment Also, units built after 1969 have an automatic braking delay on them, hope that helps, and thanks for the comment
@@ccrx6700 That explains why in Train Sim World when I'm driving a SD40-2 I put it in dynamic brake and there's about a 10 second delay before I see the amps cranking.
@@stumper661 yep, also when coming off dynamics there a delay before you can throttle up, on your train sim does it also give the nouse the electric motor makes that engafes the circuitry? It like a low whine sound
Alco the Railroad Dog approves of this video. He believes you should be running C636s though. I liked it also.
Thanks Ken, Alco deserves more treats
I’ve never seen one of those control boxes for the trailing locomotives…cool
Great to hear you got to find out something new Ellis. Thank you very much for taking the time to visit with us and may you have a very good day my friend.
@@ccrx6700 thank you for sharing and you do the same
Those Locotrol boxes bring back memories of when I first hired on back in 2002. older BN/BNSF equipment had those. now it's basically hard wired in
Coming from the point of view of an Electric Vehicle that has "Regenerative Braking," it seems like a lost opportunity to not have a battery or capacitor bank to save the energy generated by braking, that can be called upon when acceleration is needed, to save wear on the diesel motor.
Guessing that with the age of these Locos, that was not something that was really thought about?
Interesting video :-).
It is not feasible. How could you store so much energy? Even if you had a huge bank of batteries they would deplete very quickly once you got on the throttle again.
Now on an electric train that has overhead wires then you basically generating electricity for the city.
You are correct, the amount of storage would be incredible. Bat powered locos okay for short/yard type work where they can be
plugged in and charged frequently but the tech for long haul just isn't there
yet
So do the dynamics basically just slow the traction motors down? Does it work kind of like a jake brake on a diesel only slowing electrical output? I've always wanted to learn more about dynamic brakes, great video thanks for posting👍🏼
In pulling traction motors are just that electrical motors. In dynamics the traction motors are changed to now being generators, that means in a way of speaking they work as retarders do like on those huge dump trucks, they create resistance which tetards the driving wheels, thus slowing the loco down
They also create a lot of heat which is dissapated thru the dynamic brake resistor grids located on top of the loco near the middle on these older emd's, has same effect as jake, but jake works by decompressing engine by holding exhaust valves, hope that helps explain
You explained that perfectly! Thanks👍🏼
Just to add a little what ccrx 6700 said. The generator on the diesel engine has to be disconnected from the traction motors and then the traction motors connected to the resistor grid. There's a motorized electrical contactor assembly that does this, and that is the 10 second delay required. The motorized contactor switches over these connections. The dynamic control lever in 'set up' does that. (You also have to pause ten seconds coming out of dynamic braking back to normal power operation)
Then the amount of retardation is controlled by controlling the amount of motor field current. Moving the lever applies more field, making the tractive motors generate more and more current into the resistor grid.
@@mikefochtman7164 Mike what a Superb explanation sir! Thank you for that. 👍👍👍
Nice closeup. I also noticed the power end of the ammeter had some time-limited range for power in the red area. Probably only allowed to operate in that area for a short time to avoid overheating?
Anyway, good content and nice video, hope you keep up the good stuff. :)
Glad you enjoyed Mike 😊
The red-zone on the ammeter is actually referred to as the "short time limit". You can only operate whilst drawing that much current for a maximum of one hour before the traction motors will start to overheat.
Hi! I just found your channel, can I ask a few questions regarding SD40-2 operating prodecures? I like train sims, but they rarely give you any info on how to properly operate your locomotive to simulate real-life operations.
1)As I heard from other people your front (direction of travel) headlight should always be on "Bright" settings, but what about your rear-facing headlight? Should it be on if you just run "light engine", and what if you do haul freight cars behind you, should it still be on? If so, should it be set to Brigth/Mid/Dim?
Dithch light, as I understand sholud always be on (since they already depend on the reverser handlt position to actually activate). Please correct me if I'm wrong.
2) Number lights - should they be turned on the whole time, or just at night?
3) Platform lights/step lights. Should you turn them on at all times, or just at night, or just when you actually need them?
4) Is it a a common practice to change cabs every time while changing direction of travel during switching at yards if you do it with 2 engines set up as a multiple units?
5) Should the cab light be always on during night operations? I guess it have to be so, otherwise it will be hard to find controls handles, since they are not lit up in the same way as guages can be.
6) Are there a minimal speed required for dynamic breaks?
7) How common is it for all of the above to change from one company to the other (UP & CSX for example).
Rear light on if loco is EOT unit, not on when pulling cars. Not all ditch lights are wired in the same way, ours have a manual switch
and are supposed to flash when the horn is blown. Not all RR's
are required to have ditch lights, depends on whether they have
crossings or not and the speed at which they go over crossings.
We are not required to have them by law, but we do anyway.
Most RR have number lights on all the time. We only turn on
step lights after dark.
Our push pull system here always ends up with the short nose
forward when hauling loads, long nose forward with empties.
They pull in and load and when the train is loaded the opposite
loco is right there for them, so no running around is needed.
No one runs here with the cab lights on after dark, unless they
can't find their lunch bucket.... LOL
Dynamic braking works best on our old EMD's from 24 MPH down,
below 7 MPH they are largely ineffective. 1 loco has split
dynamic brake cooling grids which does allow for better braking
down to about 4 mph.
All RR's have their own unique operating rules you would have to
read each RR;s operating rule book to find out what you are lookinig for, I can only tell you what we do here.
You ask a lot of questions
@@ccrx6700 Thanks a lot for the info, sorry for the sheer amount of question.
Just want to clarify one more thing, i suppose my initial question was a little bit ambiguous. If I am tasked with switching duties in the yard, and given 2 SD40-2 set up as MU (coupled long hood to long hood) for that task, should I change cab every time i change the divection of thavel (i.e. i stoped beyond the switch, throwed it to the other track and now i want to reverse to couple to the car consist that require moving)?
P.S. It just facinates me how things are done different in different conuntries, I shurely love my country's railroads, but you just can't deny that US RR's have their own charm (especially US signalling, that is thully something special).
Is this basically the same with other similar 4 & 6 locomotives (for EMD engines
Yep, at least for the older emd's.
Hey @ccrx6700, do you suppose you could show the dynamic brake transfer switch and related switchgear in operation at some point? I've worked on older EMDs with relay-logic controls but I've never had the opportunity to see the electrical guts of a more modern dash-2 unit aside from the card-edge modules in the cab.
The older EMDs just use ordinary power contactors for DB set-up and in some cases for reversing, but it sounds like the newer units utilize a motor-operated drum switch. I would love to see and hear that some time.
I'm also curious about the load regulation scheme on the newer units. Do they still use the old commutator-type rheostats or have they moved on to solid-state PWM? Does the new system still take direction from the hydraulic governor or does it operate independently? Thanks.
I will certainly do that if I ever get the chance heavy iron. Yes our
locos use a motor driven switch but I'm not sure exactly where it
is located, but you can hear it when you go to dynamic braking. I have
no idea what the newer locos use, our newest one was built in 1978.
Very grateful my friend for your taking the time to visit with us
and check out the video.
@@ccrx6700 Say, on an unrelated note; I know you do a lot of track maintenance work... Do you have any experience with construction of brand new track? I volunteer with a small museum and we are looking to build a little oval track around the perimeter of our farm field when funding and manpower permit. I figure you're probably a good brain to pick on that subject! The power track tools we have are basic - a pneumatic spiker, a skid-steer for moving things around, a couple of gasoline powered hack saws and rail drills that all need to be rebuilt before use, etc. Got access to most of the materials except ballast. Small volunteer operation on a shoestring budget.
If you're looking for a video idea, I'd love to get your take on the subject. :)
@@heavy-iron ive never done new track construction but sounds like your on the right track. Air spiker you will love having! Best of luck and let me know how it turns out 👍😊
I would not say we know ho to run the loco, rather how, not stop it, but how to slow it down!
That kind of brakes were the main braking system on our Swedish trams for some time. The mechanic brake was used stop it at the very last part.
Train handling skills is an art acquired over time and experience
running. Thank you so much for visiting with us and watching the video. May you have a most blessed day my friend.
@@ccrx6700 It sure is! Autumn and plenty of leaf on the rails... or a first light rains....
Very interesting info. Anyone know what the voltage level is during dynamic braking (700A @ V?)?
Glad you enjoyed Scott. Thank you for taking the time to write in
and for checking out the video my friend.
Nice video! How much braking power does dynamic brakes produce? I'd imagine it'll be hundreds of kilowatts or even few megawatts.
Thank you and glad you enjoyed. You've posed a question that I
do not know the answer to, but now it is very curious to me,
am gonna have to do some research on that. Braking power on
the gauge is read in amps so have no idea how to figure that
to what you are asking.
@@ccrx6700 Just have to know the voltage involved then multiply that by the amps, if it's 600 volts and you're braking at 600 amps, that would be 360,000 watts.
Can you activate the application break and independent break while dymantic is activated?
Yes sir you can. Good question and we appreciate your writing in
and for watching Roger.
If you went past 10 pounds on the indepentent brake it would drop the dynamic brake.
What would cause 600+ amps in notch 1 db breaking cant figure it out on this ge locomotive ,
Mike, i would have no clue, that is wild but i know nothing bout ge, i will ask a friend who engineer for NS and see if he would know. What model ge is your loco?
What happens if you throw the dynamic brake handle to set up while engine is not running?
nothing happens
the switchgear will still rotate positions, but yeah, not much is going to happen lol
Is there away you could put these in order by number letters. I just finished of one of your vacation video.
Oh my I'll have to give that some thought, I'm not sure if it can
be done, I'll see.
But if the dynamic brakes and the throttle uses differant levers, how did the csx 8888 engineer put the train on full throttle?
Hollywood my friend. Anything as Bugs Bunny said in Space Jam is possible in a Hollywood production.... LOL Thanks so much
Maximus Saximus for taking in the video today.
He didnt
All that down hill energy going to waste in heat. Why haven't battery cars been added to capture it after all these years???
Great question Dale! On some newer locos specially the all electric powered ones they have instead of calling it dynamic braking its called regenerative braking where the current produced is fed back into the third rail or catenary lines. Also on the latest technology they are experimenting with battery operated locos which feeds the current back into charging the batteries.
They could use the current on these older locos to help charge the batteries but they have an auxiliary generator which already does that like the alternator does on your car.
TT
Your very welcome North Detroit. Thank you so much for taking the time to watch and write in my friend.
man these controls are so old💀
1966 on this one eVolt Genius, an oldie but goodie. Thank you for taking the time to pay us a visit and may you have a very good day my friend.
@@ccrx6700 man that was really polite
@@frommarkham424 😊👍