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Multiple-unit train control: Difference between revisions

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→Locomotive applications: Added image pointing out the layout of MU cables/hoses on a North American locomotive. Simillar to the image of the Class 40 on the seperate Multiple Working article.
→Locomotive applications: hyphen to en dash for disjunction; link to redirect
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==Locomotive applications==
[[File:F40PH Illustrated Hoses and Cables.png|thumb|[[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 [[diesel-electricdiesel–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.
 
In the early days of diesel electric MUing there were numerous systems; some were compatible with one another, but others were not. For example, when first delivered, many [[EMD F-unit|F units]] lacked MU cables on their noses, allowing only for MUing through the rear of the locomotive. That meant that if a train needed four locomotives and there were four [[A unit]]s and no [[B unit]]s, a train would require two train crews as the four A units could not be multiple-unit-controlled, except as two groups of two.
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