Multiple-unit train control: Difference between revisions

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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}}

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==Locomotive applications==

[[File:F40PH Illustrated Hoses and Cables.png|thumb|[[Via Rail]] [[EMD F40PH]] Locomotivelocomotive 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 [[diesel–electric locomotive]]s and [[electric locomotive]]s in the 1920s; however, these early control connections were entirely pneumatic. Today's modern MU control utilizes both pneumatic elements for brake control and electric elements for throttle setting, dynamic braking, and fault lights.

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==In trolleybuses==

[[File:СМЕ из ЗиУ-9 в Ленинграде.jpg|thumb|Two [[ZiU-9]] trolleybuses operating in multiple-unit control in [[Saint Petersburg|Leningrad]], [[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 [[trolleybus]]es, 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/|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 [[Kyiv]] on June 12, 1966. This system was designed by Ukrainian engineer VladimirVolodymyr VeklichVeklych, 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|date=5 November 2015 |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" />

So the invention by VeklichVeklych was borrowed by many trolleybus companies, in particular, Donetsk, [[Kherson]], Nikolaev[[Mykolaiv]], [[Trolleybuses in Minsk|Minsk]], [[Tallinn Tram and Trolleybus Company|Tallinn]], [[Riga]], Leningrad (now[[Saint Petersburg|St. Petersburg)]], [[Novosibirsk]] and many other cities.

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 3–5 minutes, which was intended such that at the end of peak hours, the trolleybuses could be split again into two. However, due to the abundance of trolleybuses and electricity, there was rarely a need to do so.<ref name=":0" />

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 Kyiv, but due to sufficient transport, it did not receive further development. With the transition to the next generation of trolleybuses, the [[ZiU-9|ZiU-682]], these couplings were once again necessary for higher capacity transport, since the [[ZIU-683|articulated version]] met constant delays. Although 810 trains were created in various Soviet republics, not a single one has survived in original state.<ref name=":0" />

Throughout its use, the implementation of trolleybus trains have been used in [[Saint Petersburg]], [[Odesa]], [[Donetsk]],<ref>{{Cite web|title="Одесса на колёсах". ЗиУ-9/682|url=http://odessatrolley.com/ZIU-9.htm|access-date=2021-07-09|website=odessatrolley.com}}</ref> [[Samara]],<ref>{{Cite web|title=Самаратранс.info: Самара троллейбус поезда — Общественный транспорт Самарской области|url=http://samaratrans.info/wiki/index.php/%D0%A1%D0%B0%D0%BC%D0%B0%D1%80%D0%B0_%D1%82%D1%80%D0%BE%D0%BB%D0%BB%D0%B5%D0%B9%D0%B1%D1%83%D1%81_%D0%BF%D0%BE%D0%B5%D0%B7%D0%B4%D0%B0|access-date=2021-07-09|website=samaratrans.info}}</ref> [[Novosibirsk]],<ref>{{Cite web|title=История развития новосибирского наземного электротранспорта :: О предприятии :: МКП "ГорЭлектроТранспорт"|url=http://get-nsk.ru/about/history/|access-date=2021-07-09|website=get-nsk.ru}}</ref> [[Omsk]],<ref>{{Cite web|title=1988 год. Первый троллейбусный поезд|url=http://transport-ks.cc.ua/history/history_troll_1988.htm|url-status=dead|archive-url=https://web.archive.org/web/20171014012608/http://transport-ks.cc.ua/history/history_troll_1988.htm|archive-date=2017-10-14}}</ref> [[DnepropetroskDnipro]], [[Kharkiv]], [[Moscow]], [[Kemerovo]], [[Trolleybuses in Sumy|Sumy]], [[Chelyabinsk]], [[Mykolaiv|Nikolaev]] and [[Krasnodar]].<ref name=":0" />

==See also==