Multiple Unit Control:

Coaches which are fitted with traction motors are called motor coaches. For suburban services it is usual to
use more than one motor coaches. MU trains are better suited for high speed running than locomotive hauled
trains.
Main advantage of using multiple trains is the flexibility of operation. We can have lengths of trains according
to traffic density to be handled at different times of the day.

At the time of heavy traffic a number of motor coaches along with trailer coaches are used. On the other hand
at the time of light traffic, the train can be split up.

Other advantages of multiple unit trains are; due to the fact that such train having no limitation of number of
driving axles, are developing high tractive effort and therefore capable of achieving high acceleration rate so
much required by the suburban services.

Therefore unlike in locomotive, whole of the traction capacity is not tied to locomotive but can be distributed
over a number of coaches required to handle the traffic. In such an eventuality it becomes necessary that all
the traction motors of different motor coaches should be controlled from one point.

One such scheme is shown in fig. employing master controller which control the sequence of closing of
contactors of all the motors through cables. There being more than one master controller, it becomes
necessary to have interlock so that only one master controller can be operated at a time.
Control cables running throughout the length of the coach are coupled at the end of the coach by means
of the special coupler. In order to illustrate the principle of MU control and to avoid complications master
control shown in fig. explain only the principle of plain rheostatic starting.

In next step some of the starting resistance will be taken out of the circuit of all the motors by controller
of unit No.1 in the same way other operations will be carried out by controller of unit no.1 which will be
same and simultaneous for each unit.

Multiple unit control for three motor coach units is shown in fig. The controller of any one unit can be
employed for master control over the whole train. If control of unit No.1 is operated to start the motor, it
is seen from fig. that relay 1 of all units are energized, whole of the starting resistance is placed in series
with the motors and all the motors start simultaneously.
 Simple Master Controller (Dead Man’s handle):

Master controller usually incorporates “Dead man’s

handle”, the function of which is to stop the train in
case driver becomes unconscious.

This consist of a contact attached to the knob of

the controller handle as shown in fig. below. In case
driver release the hold of the controller handle, it
will open the circuit of the operating solenoids. This
will lead to the opening of the motor circuit and
bringing train to a stop by automatic application of
brakes.
 Master Controller (Drum Type)

Drum controllers are used when an operator is controlling the motor directly. The drum controller is used to
start, stop, reverse, and vary the speed of a motor.
A drum controller consists of a series of contacts mounted on a movable cylinder. The contacts, which are
insulated from the cylinder and from one another and are properly interconnected, are called movable
contacts.

There is another set of contacts, called stationary contacts, located inside the controller. These stationary
contacts are arranged to touch the movable contacts as the cylinder is rotated.

A handle, keyed to the shaft for the movable cylinder and contacts, is located on top of the drum controller.
This handle can be moved either clockwise or counter clockwise to give a range of speed control in either
direction of rotation.
A drum controller with two steps of resistance is illustrated in fig. The contacts are represented in a flat
position in this schematic diagram to make it easier to trace the circuit connections.

To operate the motor in the forward direction, the set of contacts on the right must make contact with
the centre stationary contacts. Operation in the reverse direction requires that the set of movable
contacts on the left makes contact with the centre stationary contacts.

Note in figure that there are three forward positions and three reverse positions to which the controller
handle can be set.
 The circuit path for the first forward position is as
Forward Direction
follows:

1. Movable fingers a, b, c, and d contact the

stationary contacts 7, 5, 4, and 3.

2. The current path is from the positive side of the

line to contact 7, from 7 to a, from a to b, from b
to 5, and then to armature terminal A1.

3. After passing through the armature winding to

terminal A the current path is to stationary
contact 6, and then to stationary contact 4.

4. From contact 4 the current path is to contact c,

to d, and then to contact 3.

5. The current path then goes through the

armature resistor, to the series field, and then
back to the negative side of the line.
On the second forward position of the controller handle, part of the resistance is cut out.

The third forward position cuts out all of the resistance and puts the armature circuit directly across the
source voltage.
Reverse Direction The circuit path for the first reverse position is as follows:

1. Movable fingers a, b, c, and d contact the stationary

contacts 7, 6, 5, and 3.

2. The current path is from the positive side of the line

to contact 7, from 7 to a, from a to b, from b to 6,
and then to armature terminal A2.

3. After passing through the armature winding to

terminal A1 the current path is to stationary contact
5, and then to contact c.

4. From contact c the current path is to contact d, and

then to contact 3

5. The current path then goes through the armature

resistor, to the series field, and then back to the
negative side of the line.
On the second reverse position of the controller handle, part of the resistance is cut out.

The third reverse position cuts out all of the resistance and puts the armature circuit directly across the
source voltage.