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{{Short description|Way of controlling trains}}
{{About|the train control technology|multiple unit vehicles|Multiple unit}}
{{More citations needed|date=April 2009}}
[[File:Bielefeld_Jul_2012_4_(Hauptbahnhof).jpg|thumb|250px|Two [[ICE 2]] trains operating in multiple-unit train control in [[Bielefeld]], [[Germany]]]]
'''Multiple-unit train control''', sometimes abbreviated to '''multiple-unit''' or '''MU''', is a method of simultaneously controlling all the traction equipment in a [[train]] from a single ___location—whether it is a [[multiple unit]] comprising a number of [[Self-powered car|self-powered]] passenger cars or a set of locomotives—with only a control signal transmitted to each unit. This contrasts with arrangements where electric motors in different units are connected directly to the power supply switched by a single control mechanism, thus requiring the full traction power to be transmitted through the train.
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==Origins==
[[File:South Side Elevated Railroad car 1.jpg|thumb|South Side Elevated Railroad car #1, one of the cars that Frank Sprague converted to MU operation in Chicago]]
Multiple unit train control was first used in [[electric multiple unit]]s in the
===The Liverpool Overhead Railway===
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==Locomotive applications==
[[File:F40PH Illustrated Hoses and Cables.png|thumb|[[Via Rail]] [[EMD F40PH]] locomotive with image edited to illustrate the ___location and functions of the various receptacles and hoses featured on many AAR Standard North American locomotives. The communication jumpers (outermost yellow) are exclusive to passenger locomotives and are omitted from freight locomotives.]]
Sprague's MU system was adopted for use by [[
In the early days of diesel electric MUing there were numerous
Terms used in North America are A unit and B unit where the B or "booster" unit does not have a control cab; [[slug (railroad)|slug]] where the B unit has traction motors powered by the "mother" unit via extra connections; and [[
Most modern [[diesel locomotive]]s are now delivered equipped for MU operation, allowing a consist (set) of locomotives to be operated from one cab. Not all MU connections are standardized between manufacturers, thus limiting the types of locomotives that can be used together. However, in North America there is a high level of standardization between all railroads and manufacturers using the [[Association of American Railroads]] (AAR) system which allows any modern locomotive in North America to be connected to any other modern North American locomotive.<ref>{{ cite web | url=http://railway-technical.com/trains/rolling-stock-index-l/diesel-locomotives/us-locomotive-mu-control.html | title=US Locomotive MU Control {{!}} The Railway Technical Website }}</ref> In the [[United Kingdom]] several
Modern locomotive MU systems can be easily spotted due to the large MU cables to the right and left of the [[Railway coupling|coupler]]. The connections typically consist of several air hoses for controlling the [[air brake (rail)|air brake]] system, and an electrical cable for the control of the traction equipment. The largest hose, located next to the coupler, is the main air brake line or "train line". Additional hoses link the air compressors on the locomotives and control the brakes on the locomotives independently of the rest of the train. There are sometimes additional hoses that control the application of sand to the rails.
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==Passenger train applications==
[[File:E2 Series and E3-2000 Shinkansen in multiple-unit train control at Utsunomiya Station 130812 1-2.jpg|thumbnail|Two Japanese [[Shinkansen]] trains operating in multiple-unit train control]]
Modern [[electric multiple unit]] and [[diesel multiple unit]] vehicles often utilise a specialised [[Railway coupling|coupler]] that provides
There are a few designs of fully automatic couplers in use worldwide, including the [[Scharfenberg coupler]], various [[Janney coupler|knuckle]] hybrids (such as the [[Tightlock coupling|Tightlock]], used in the UK), the [[
Multiple control technology is also used in [[push-pull train]]s operating with a standard locomotive at one end only. Control signals are either received from the cab as normal, or from a [[Control car|cab car]] at the other end that is connected to the locomotive by cables through the intermediate cars.
In the United States, [[Amtrak]] often operates one to three diesel locomotives on routes outside the [[Northeast corridor]] with only one operator.
[[File:СМЕ из ЗиУ-9 в Ленинграде.jpg|thumb|Two [[ZiU-9]] trolleybuses operating in multiple-unit control in [[Saint Petersburg]], [[Soviet Union|USSR]]]]
In the [[USSR]], increased capacity in public transport was necessary, but the local industry had not developed sufficiently to match world trends, such as by the production of articulated
So the invention by Veklych was borrowed by many trolleybus companies, in particular, Donetsk, [[Kherson]], [[Mykolaiv]], [[Trolleybuses in Minsk|Minsk]], [[Tallinn Tram and Trolleybus Company|Tallinn]], [[Riga]], [[Saint Petersburg|St. Petersburg]], [[Novosibirsk]] and many other cities.
▲== In trolleybuses ==
▲In the [[USSR]], increased capacity in public transport was necessary, but the local industry had not developed sufficiently to match world trends, such as by the production of articulated trolleybuses, the first of which was the SVARZ-TS, built in 1959 to 1967. It was not until 1963 that the next articulated trolleybus was produced, the [[ZIU-683|ZiU-683]].<ref name=":0">{{Cite web|title=Троллейбусные поезда: советская транспортная экзотика|url=http://www.gruzovikpress.ru/article/13591-trolleybusnye-poezda-sovetskaya-transportnaya-ekzotika/|url-status=live|access-date=2021-07-09|website=[[Gruzovik Press]]}}</ref> Hence, during this period, to satisfy passenger demand, research started to produce trolleybuses connected in multiple working, which had first successfully run in [[Kiev]] in June 12, 1966. This system was designed by Vladimir Veklich, and connected two [[MTB-82|MTB-82D]] trolleybuses.<ref>{{Cite web|title=Именно по Киеву курсировали первые в мире троллейбусные поезда|url=https://fakty.ua/208269-trollejbus|access-date=2021-07-09|website=fakty.ua|language=uk}}</ref> Although other cities had tried to engineer similar systems, their solutions often resulted in rapid wear of traction motors, due to the vehicles never being intended for such use.<ref name=":0" />
The design of the rotating joint was similar to that of a tram with rods and hinges; both trolleybuses would have their motors and brakes controlled by the driver in the front.<ref name=":0" /> They also allowed for coupling and decoupling in
With the retirement of the [[MTB-82]] trolleybuses, the system was also adapted to the [[Škoda 9Tr|Skoda 9Tr]] and the [[ZiU-5]]. Due to the lack of need for it, the rapid decoupling system was excluded. From 1973, trolleybuses in Riga also used the coupling of Skoda 9Tr trolleybuses. They would be the longest working coupled Skoda trolleybuses, used until 2001. In 1976, a three trolleybus coupling was tested in
Throughout its use, the implementation of trolleybus trains have been used in [[Saint Petersburg]], [[
==See also==
{{colbegin}}
*[[Diesel locomotive]]
*[[Multiple working|Multiple working (UK)]] (the system as used in UK)
*[[Push-pull train|
*[[Railway air brake]]
*[[Brake (railway)|Railway brakes]]
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