The EMD F59PHI is a common diesel-electric locomotive on passenger trains in North America, built originally by General Motors Electro-Motive Division (EMD), now built by the successor company, Electro-Motive Diesel, which is owned by Progress Rail Services, itself a division of Caterpillar. First built in 1994, the locomotive is a 3,200 hp (2.4 MW) B-B diesel-electric locomotive intended for service on North American mainlines. This locomotive is equipped with a turbocharged EMD 12-710G3C-EC, a 12-cylinder, 2 stroke diesel engine (prime mover). The main (traction) alternator converts mechanical energy from the prime mover into electrical energy that is distributed through a high voltage cabinet to direct current traction motors. Each of the four traction motors is directly geared to a pair of driving wheels. The gear ratio of the traction motors (model D87BTR) to wheel axle determines the maximum operating speed of the locomotive; a standard F59PHI has a gear ratio of 56:21 which provides a top speed of 110 mph (180 km/h).
The F59PHI has a fully enclosed carbody which provides protected walkways for easy access to the engine room and trailing units. This arrangement allows routine maintenance while the locomotive is in service. The noteworthy aspect of this locomotive's exterior is the use of composites to present a streamlined appearance.
To supply electrical power for passenger service, the F59PHI is equipped with a secondary electrical generator referred to as the Head End Power (HEP) unit. The head-end generator generates AC power at 480 V, 60 Hz AC, and can be rated between 500 and 750 kW (670 and 1,010 hp) to provide power to the passenger carriages for lighting, electric heating, and air conditioning. The head-end generator is powered by a second diesel engine dedicated to it. With this arrangement, the prime mover is not burdened by head-end power generation and consequently is used solely for supplying tractive effort.
When it debuted for Caltrans in late 1994, the F59PHI was the first locomotive in the United States which met California's stringent emission standards.
This file has a Special feature providing the sounds and operation of the Head End Power unit. This is used on the prototype loco to provide electricity to the coaches as these locos are almost always used in passenger service.
To engage HEP you must be stopped in Idle. Pressing F26 (Shift 2) will engage the HEP unit and allow the prime mover to run at a higher RPM.
When in stations often the engineer will go into Standby mode to preserve fuel and to allow the noise levels to come down a little. Pressing F27 on the throttle once HEP has already been engaged will allow the prime mover to come down a little. Again this can only be done while sitting still as on the prototype there is not enough RPM to provide power to the coaches and traction motors at the same time in Standy Mode.
This EMD 12-cyl 710G3A-HEP file would be appropriate for the following locomotives:
F59PH, F59PHI, And others...
This project is a normal idle version. It has a single turbo late (silenced) exhaust stack.
File also contains an "Isolation Switch" Mode on F15 when Standing Still.
Pressing F15 while not moving will lower the prime mover and lock the motor. F15 must be turned off to begin moving.
Another Mode is "Reverser In Center Position". When pressing F24 while stopped, the motor will lock so you can throttle through the notches like the prototype in neutral. F24 must be turned off to begin moving.
You can still use F26 and F27 for manual notching. You have to keep both F26 and F27 off before pressing F28 to turn on manual notching. Once F28 is on, you can use F26 to notch up and F27 to notch down. F26, F27, and F28 must be turned off to return to normal mode.
This project has "Load" mode. When turning on F29 with F15, F24, F26, F27, F28 off, the prime mover goes into load mode. While you are using load mode, the prime mover will notch up 1 or more notches based on primary load settings(CV104). The throttle notches up using speed instead of requested speed while using the load feature. F29 must be turned off to return to normal mode.
This file has a Special feature providing the sounds and operation of the Head End Power unit. This is used on the prototype loco to provide electricity to the coaches as these locos are almost always used in passenger service.
To engage HEP you must be stopped in Idle. Pressing F26 (Shift 2) will engage the HEP unit and allow the prime mover to run at a higher RPM.
When in stations often the engineer will go into Standby mode to preserve fuel and to allow the noise levels to come down a little. Pressing F27 on the throttle once HEP has already been engaged will allow the prime mover to come down a little. Again this can only be done while sitting still as on the prototype there is not enough RPM to provide power to the coaches and traction motors at the same time in Standy Mode.
Passenger Horn Pack 1
Horns (SoundCV9):
CV163=0 Nathan K-5LA Ed2
CV163=1 Nathan P-5A-OC
CV163=2 Nathan P01235-OC
CV163=3 Leslie SL-4T
CV163=4 IEC-Holden K-3L
CV163=5 Nathan K-5L
CV163=6 Nathan K-5LA
CV163=7 Nathan P-5A
CV163=8 Nathan P01235
CV163=9 Leslie S-4T
CV163=10 Nathan K-3L
CV163=11 Nathan P-2
CV163=12 Nathan K-3H
CV163=13 Leslie RS-5T-RRO Ed2
CV163=14 Nathan K-5LA (NJT)
CV163=15 Nathan K-5LA (Metra)
EMD 3rd Generation Bell Template Pack 1
Bells (SoundCV10):
CV164=0 EMD 8475495 Steel Bell 037
CV164=1 EMD 8475495 Steel Bell 046
CV164=2 EMD 8475495 Steel Bell 056
CV164=3 Graham-White E-Bell 006
CV164=4 Graham-White E-Bell 009
Auto Bell:
Many Second and Third Generation locomotives have been fitted with an Automatic Bell that is triggered when the horn is blown. In MANY cases this cannot even be bypassed on modern locos. Before the FRA mandated this feature on new locomotives the bell was of course turned on and off separately. Some locomotives were delivered with a manual bell and have been converted to an automatic bell. This creates a challenge in sound file creation.
We realize that not every loco with a particular prime mover had this feature. As such we have built in an option to turn the feature on and off. We will set the default in the file to be what is most appropriate for the particular file.
To turn the feature OFF - Auto Bell OFF:
1. Remove the Auto bell sound slot from the function mapping chart
CV31 = 16, CV32 = 8
----------------------
CV311 = 4
2. Change the sound configuration of the Auto bell sound slot
CV31 = 16, CV32 = 1
----------------------
CV287 = 0
To turn the feature ON - Auto Bell ON:
1. ADD the Auto bell sound slot from the function mapping chart
CV31 = 16, CV32 = 8
----------------------
CV311 = 12
2. Change the sound configuration of the Auto bell sound slot
CV31 = 16, CV32 = 1
----------------------
CV287 = 1
Auto Bell Timer:
The Bell timer is amount of time the bell will play after the horn if the auto timer is active. The timer is broken down into 1/4 of a second increments.
CV169=4 - 1 Second
CV169=8 - 2 Seconds
CV169=12 - 3 Seconds
CV169=16 - 4 Seconds
CV169=20 - 5 Seconds - Default
Etc...
3rd Generation Brake Squeal Template Pack 1
Brake Squeal (SoundCV11)
CV165=0 Composition Shoe #1
CV165=1 Composition Shoe #2
EMD 3rd Generation Air Dryer Template Pack 1
Air Dryer (SoundCV12)
CV166=0 GP60 Air Dryer 1
CV166=1 SD60E Air Dryer 2
CV166=2 SD70M-2 Air Dryer 3
CV166=3 SD70MAC Air Dryer 4
S0573 - Release Notes
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V-8 R-7:
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- description mispelling fix
- description brake squeal error fix
- soundslot brake squeal spelling mistake
- remastered prime mover
- updated prime mover comment
- new horn template pack "Passenger Horn Pack 1"