Multiple-unit train control: Difference between revisions

Revision as of 05:52, 9 March 2018

Revision as of 06:04, 9 March 2018

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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.

In the early days of diesel electric MUing there were numerous different 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 need four locomotives and there were four [[A unit]]s and no [[B unit]]s that, a train would require two train crews as the four A units could not be multiple -unit -controlled, except as two groups of two.

Terms used in North America are A unit and B unit where the B or "slave" 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 [[Cow-calf]] for [[switcher]] units. A [[Control Car Remote Control Locomotive]] has remote control but not traction equipment.