Seems over-praise is offered in this video to -exactly as you say - a very simple system. It's much the same as a JCB's front bucket - you either keep the paralellogram arrangement OR you put identical quadralaterals together but flip one, and you'll get the same effect - the collector plate would remain level.
@@terryjimfletcher The world is build off a collection of these ingenious changes. The current end result was not obvious but a result of iterative improvements. The video was quite neutral and on point.
I love how this channel break down complexity by begining with a simple model, explaining the disavantage of this model and adding something to solve that disavantage, and keep doing this ultil fully explaining how the system works
Hi. I am a train driver from Germany. Thanks for this very interesting video. I am not aware that both pantographs have to be raised at high speeds. Different regulations may apply in other countries. In Germany, the front pantograph must be raised if there are wagons with dangerous goods behind the locomotive, or wagons with plastic sheeting, or another locomotive. Because of flying sparks. In addition, the second pantograph is a fallback. There is a sensor in the contact strip that responds if the contact strip breaks. Then this pantograph is unusable. In the case of a locomotive, both pantographs may only be raised if the overhead line is icy. Then the top speed is limited to 110 km/h.
In Czech republic at 3kv DC part of network is the second pantograph used when accelerating a heavy train to prevent local melting of catenary, there are over thousand of amperes going trough when starting a heavy train. Also used when standing in stations to prevent the same issue.
The video author meant that at high speeds you want to raise the pantograph on the back of the train, so that's why you need two. He didn't say that you raise both at high speed. Those special rules are quite interesting though, thanks for sharing
Also if the train has new automobiles on the the car directly behind the locomotive, only the front pantograph must be raised. Sparks from the rear pantograph could cause damage to the windshields and paint job on the automobiles.
Not quite, as maxono1 said it's to give you one for each direction of travel - having two raised in high speed running can cause vibrations and resonance in the line between them. This has caused some odd issues with UK train designs, as in past decades engineers were uncomfortable running high voltage cables through passenger cars, which led to the APT tilting train having the locomotive in the middle, basically dividing the train in two
Premium grade video. Good, clean, simple and clear video explanations. Starting with the basics and slowly building up to the final solution. This is what video tutorials should be about.
As a mechanic on the Siemens S-70, SD160 & SD100 I agree with and appreciate how simple the explanation in this video is. I’ll be sure to pass this on to newer mechanics.
BME here. I can’t help but notice the mechanics of the pantograph is a good representation of how the musculoskeletal system maintains stillness and balance.
I believe there is a lot to learn from nature's designs. E.g. Bodies of insects are simple, effective machines with a lot of flexibility and adjustability built in. For instance, if nature had to evolve a pantograph, it would probably use a flexible cartilage instead of the metal arm, it would naturally evolve thicker padding at the carbon plate, it would make the lower joint flexible too and there would be a lot of redundancy, so that if a pantograph arm got stuck in the wire, it would tear off easily and another would grow in its place after a few weeks. God forbid, one day in the far future, we are able to grow bone and tissue to engineering specifications, we would have organic materials instead of metal. Then all of nature's lessons in mechanical durability would be applied and we would create "living" trains and such.
More stuff I never thought to ask about, brilliantly explained. Trains in my area (south of England) don't have pantographs (because we have an electrified third rail) but I see these in other parts of the country.
This channel is one of the best. Actually going down to the very details is a structured and incremental fashion. Simplifying things in a way that is not misrepresented. Really really appreciate this channel.
Very nice video, to mention that the rear pantograph is usually connected also because if an accident happens, the front pantograph would have fallen on all of those devices on top of the locomotive
I used to work in overhead line design. A guy I worked with designed a system in the uk where the lift is air powered and if a carbon came off the pan it released the air pressure dropping the pan to prevent damage to the line.
ADD has been around for a good while. I too know someone who put the idea forward through British Rail's OWLs scheme that was adopted on Cl.90 and 91 locos in the early nineties.
I Lisbon and Porto (both in Portugal) there are still trams with the trolley pole collectors, but with a wheel instead off a grooved head. In Lisbon there are also some that have both the trolley pole collector and a modern pantograph as they share lines with more modern tram.
The two pantographs are used not only when changing direction, but for different electric systems as well. Like direct and alternating current ( it's the case in Russia, and, as I know, in some EU countries, like Austria, Czech Republic, Germany, Poland). Different countties, different historical periods, different standarts.
In EU there are locomotive with four pantograph. That's because there are different countries with the same electric system that need different pantograph
In the end of the video, actually some engines have 2 pantographs for different voltages. In France, for example the BB7200 has 2 pantographs for 1500V DC (1 pantograph would drain too much current when starting to move a long train) The BB15000 has only one pantograph of 25000V AC And the BB22200 has 2 pantographs, one for 1500VDC and one for 25000VAC (+ when starting under 1500VDC) These 3 engines are from the same family
The showed Railjet locomotives has also 3 pantographs :) 2 for 25kV AC 50Hz and 15kV AC 16 2/3 Hz and another for DC systems, for example 1500V or 3kV DC. The EuroSprinter series has also a 4 pantograph version for all systems, it is called for ES64U4, where the U4 indicates, it can use 4 diferential systems. And this uses 4 pantographs. The ES64U2 version has only 2 or 3 pantographs :)
DC-only locomotives often raised both pantographs when starting, to balance the heavy current draw. As the train picked up speed, the front pan (usually) was dropped.
Even among systems using the same voltage, there are physical differences among the overhead catenary systems. For example: Germany (DB), Austria (ÖBB), and Switzerland (SBB) all use 15 kV 16⅔ Hz. DB and ÖBB both use catenary that zigzags 400 mm either side of the track centerline, or 800 mm in total - a parameter called "stagger". Both systems use a contact bar 1950 mm wide. SBB's stagger is half that of DB and ÖBB; SBB uses a contact bar 1450 mm wide.
Wow..this is an incredibly helpful video for mechanical engineers. This would certainly help us to have a better clarity in Kinematics of Machines subject. Thanks a lot 😀
About a year ago I've been wondering how these work and wasn't able to find a good explanation online. Glad one exists now. Curious choice of train though, I wouldn't have expected to see our Railjets in a learn engineering video, that gave it an almost eerie sense of familiarity.
Using a pantograph on the back side is also a safety feature. If it breaks, it's pieces will just fall behind and the locomotive can proceed to the next station using the front one. If the front one breaks, it's pieces will likely also damage one on the back, or some electrical equipment on the roof, and the entire line will become blocked until a working locomotive arrives to pull it to the station.
Also if you use the front pantograph when going forward and anything should happen to it at high speed , it will come crashing down over the rear pantograph damaging it, leaving you with no power whatsoever.
Indian railways runs double stack container train on electric lines. Please clear that too. How they made elongated Pantograph & what are issues related to it. Thank you from India for sharing knowledge.
One of the things this misses is that on some SNCF and Korail trains, they actually keep the collector hollow and run the pneumatics through it. As the carbon top wears down, or is otherwise impacted by something on the catenary, the air leaks out and collapses the pantograph, bringing the train to a halt. This is an important safety feature as if left up, it could rip the catenary, or damage the carriage.
From KG to PG. From Kinder Garten to Post Graduation. The adaptability of the Pantograph to changes in levels of Traction and form an effective conduit for the heavy electric power from source to the motor is well detailed for easier understanding. The surge current aspect as and when the pantograph makes and breaks the supply system is worth appreciating resulting in a sparkless phenomena. The alignment and supports system with the holding system, governed by mathematics of Catenary Curves also play an important role in keeping the traction wire to remain horizontal throughout the stretch. It is a perfect example of an integrated engineering marvel of Team Work. I rate this video 10/10. RangarajaN, Jersey City, Jul 02, 2022
in bullet train, there are even more pantographs on coaches for example, Japanese bullet train has 10 cars (2 trailers and 8 coaches) car no. 1 and car no. 10 (trailers) have pantographs as mentioned in the video but also car no 3 and car no. 7 would also have pantographs even they are just coaches but rest coaches no. 2, 4, 5, 6, 8, 9 would not have pantographs.
Japanese bullet trains are EMUs, that is every car has motors. There is no "locomotive" or "coaches" in a train set. Every car has its own propulsion and can carry passengers (At least in theory. Depending on the configuration, some cars may be pure coaches)
Typical the Restaurant have his own power supply. Some trains use secondary power supply or extra supplies for WiFi, internet, computer, network switch, hot water, aso. So all the system are independent - not that a broken router break the engine...
The 500 Series _Shinkansen_ used an unconventional pantograph design that a fusion of the one shown in 1:35 with the 'horns' shown in 8:05, but surrounded by a pyramid-like structure (or a sleeker fin-like one instead on the newer E5 to 7 models) on the roof to protect it from being blown over by aerodynamic drag. P
So lucidly explained. Fantabulous demo backed up with concepts and reasons. As enticing as railway journey Hats off to you and team for gargantuan efforts to make it easier for us to understand the complex mechanism.
Thank you. I am working as a translation manager for ALSTOM and had the Panto, as we lovingly call "him" for translation (I always say "Hi Panto", when one of our trams passes by) - now I understand much better.
Explore indian pantographs.. they have gaps at the point of poles. So train get power for few secs and lose power for few seconds and it goes on It's incredible how it works..
I'm passionate about public transport and I would say that this video is amazing, although I have pieces of knowledge about the pantograph. It's similar to those on trams.
You can easily see how advanced the pantograph technology is on the shinkansen, and why they went trough the trouble they did resulting in the cool and weird designs of today
The high speed trains have another consideration because the trains themselves are going around a corner at an angle. The pantograph probably has to be adapted to also be horizontal in those cases.
An apparently simple mechanism has such a complex development history. The collective genius of the railway engineers!👍 Many thanks for the lucid explanation and fascinating graphics.
I love it how you took the pride of the Austrian railways, the Taurus, and put all sorts of silly current collectors on it. 🙂 It ought to be mentioned that the French class 15000 (25 kV AC) has a single pantograph, whereas the class 22200 (1.5 kV DC and 25 kV AC bi-currant) has two pantographs that both point in the same direction. The orientation of the pantographs is a bit of a mixed bag in these "nez cassés" locomotives.
Great video. Worth noting that the OHL voltage can vary considerably. For example in Victoria, Australia, we use approx 1500VDC for trains and something like 650VDC for trams. Higher voltage is more efficient, but our system is older.
Sorry, but the taurus type lok have reversed pantographs ;) Let see the orientation of the pantographs on a Railjet lok: it is not the same, as shown from 8:55. And the reason, why loks use the rear pantograph is not the aerodynamics. The real reason is not that: if the train uses the front pantograph, and it breaks (for any reasons), it can also break the rear panto, and also other equipment on the roof. When the train uses the rear, and it breaks, the train can go next with the front pantograph. But there is a case, where the front pantograph is used: the tank trains, filled with flammable substances. Because at the contact point can sparks occur and these sparks can give flame to the trailers, it is common, to use the front pantograph and/or extra protective car between the locomotive and the first car to protect the cargo.
Hey, the trolley-pull collector--that's how the San Francisco buses work! That rope is why kids can run behind a bus and yank the collector off the wire! Good times.
The use of two pentagraphs is a safety feature as well. If the OTL is warn, it might tangle the pentagraph and rip it of the roof of the engine. Then it’s quit handy to have a second set! 😅
A pantograph is called a pantograph because of the linkage mechanism that resembles a drawing tool of the same name. I don’t know the history of overhead conductors on trains, but it can only have been called a pantograph for as long as it has had this type of linkage.
These videos are amazing! I have no foundation in engineering, and no previous interest in trains, and I understood everything and really enjoyed learning it! One question: Instead of adding adding the balancing rod to create a second four-bar mechanism, couldn't the collector head's surface just be domed, so it'd be able to be in contact with the line at a much greater number of angels? Or is it important that there's a wide surface making contact with the wire?
The engineering involved is extremely clever, and the explanations nicely clear. However there is an implication throughout that the pantograph mechanism was invented for this purpose yet it it is far older than electric trains, or indeed any trains at all! Pantograph from the Greek παντ- "all" and γραφ- "to write" is a copying instrument the earliest description we have is by Hero of Alexandria who lived 10-70CE, two millennia ago. The principle of keeping two points at a regulated attitude to each other by mechanical means is at least that old and likely older as Hero describes something already known. Applying this principle to a modern engineering problem was an act of genius even if it wasn't entirely novel invention.
I read somewhere that in Belgium the royal train was pulled by 2 locomotives with all 4 pantographs up, no matter what the length or weight of the train was.
Sangat menarik, cara kerja kereta api listrik. Salam dari railfans Indonesia Very interesting, how the electric train works. Regards from Railfans Indonesia🇮🇩
I am a train driver from Romania, here, we use the back pantograph, because, if it brakes, it would fall out of the locomotive. If the one in front is used and it breaks, then all of the electrical equipment on the locomotive would break in pieces 😊
From what I heard, the main reason why using the pantograph at rear side, is that in case there are something tangled or hung on the line, the falling stuff won't drop onto and damage equipments on the roof of the locomotive.
I really like this video, and as a train enthusiast I'm happy to have learned more detailed info about this key component of electric trains, as well as appearance of the Austrian Federal Railways Railjet train - a railway beauty from my country :) But, it does pain me to see the inaccurate position and direction of the pantographs displayed on the ÖBB Type 1116/Siemens Eurosprinter ES64/U2 locomotive, one of my favourites. They are reverse, and the reason for front/or back in this case are explained in a comment by another viewer. Also, the operating voltage varies from country to country and between train systems, while this specific type can run two: 25kV AC as mentioned, or 15kV AC at 16 ⅔Hz in Austria, Germany and Switzerland. Vienna Trams and Underground on the other hand, for example, run on 600V resp. 750V (DC). All Trams and one Underground line use overhead lines with those pantographs. Just some side info, "Um, actually" style ;-)
![[MV] A leap of faith...ความเชื่อใจครั้งสุดท้าย (From "Petrichor the series")](http://i.ytimg.com/vi/U1piZH2CNXA/mqdefault.jpg)
Even as a train engineer I'm fascinated how much engineering is behind a pantograph which seems like a very straight-forward simple mechanism.
Seems over-praise is offered in this video to -exactly as you say - a very simple system. It's much the same as a JCB's front bucket - you either keep the paralellogram arrangement OR you put identical quadralaterals together but flip one, and you'll get the same effect - the collector plate would remain level.
It is simple. It’s a system of springs and hydraulics.
"Simplicity is the highest form of sophistication."
It took us decades to arrive at this design.
@@terryjimfletcher The world is build off a collection of these ingenious changes. The current end result was not obvious but a result of iterative improvements.
The video was quite neutral and on point.
Is my dream job to be train engineer
I love how this channel break down complexity by begining with a simple model, explaining the disavantage of this model and adding something to solve that disavantage, and keep doing this ultil fully explaining how the system works
😑😑😑😑😑😑
If the system works then why are people driving wrong
Like a real engineer would
@SebiTalent04 why are people using gasoline cars if it clearly isn't working for everyone
I seem to remember an old instructional video on Differentials that did the same thing...
No sponsor, sub-begging, stupid jokes... just clean, to the point quality content.
You don't think content creators deserve to be compensated for the time they put into educating people?
@@DaimyoD0 never said that
Perfect yt channel ever mahnn og og
@@flexo3333 you meant that
@@imnemo2327 Why didn't I say it then? Enlighten me.
Hi. I am a train driver from Germany. Thanks for this very interesting video. I am not aware that both pantographs have to be raised at high speeds. Different regulations may apply in other countries. In Germany, the front pantograph must be raised if there are wagons with dangerous goods behind the locomotive, or wagons with plastic sheeting, or another locomotive. Because of flying sparks. In addition, the second pantograph is a fallback. There is a sensor in the contact strip that responds if the contact strip breaks. Then this pantograph is unusable. In the case of a locomotive, both pantographs may only be raised if the overhead line is icy. Then the top speed is limited to 110 km/h.
In Czech republic at 3kv DC part of network is the second pantograph used when accelerating a heavy train to prevent local melting of catenary, there are over thousand of amperes going trough when starting a heavy train. Also used when standing in stations to prevent the same issue.
The video author meant that at high speeds you want to raise the pantograph on the back of the train, so that's why you need two. He didn't say that you raise both at high speed.
Those special rules are quite interesting though, thanks for sharing
Also if the train has new automobiles on the the car directly behind the locomotive, only the front pantograph must be raised. Sparks from the rear pantograph could cause damage to the windshields and paint job on the automobiles.
Not quite, as maxono1 said it's to give you one for each direction of travel - having two raised in high speed running can cause vibrations and resonance in the line between them. This has caused some odd issues with UK train designs, as in past decades engineers were uncomfortable running high voltage cables through passenger cars, which led to the APT tilting train having the locomotive in the middle, basically dividing the train in two
There is a lot that is not correct in this video - including "both pantographs have to be raised at high speeds." That is not true, at all.
Premium grade video. Good, clean, simple and clear video explanations. Starting with the basics and slowly building up to the final solution. This is what video tutorials should be about.
Seems weird to say "why have 2 pantographs" when everyone knows trains can reverse, it's not rocket science!
It's hard to keep the consistency without any sponsors..
Great guys
Perfect focused explanation without any useless talk,,,
Loved the way animation created and explained
I never knew that pantographs existed or that they were this interesting.
As a mechanic on the Siemens S-70, SD160 & SD100 I agree with and appreciate how simple the explanation in this video is. I’ll be sure to pass this on to newer mechanics.
BME here. I can’t help but notice the mechanics of the pantograph is a good representation of how the musculoskeletal system maintains stillness and balance.
I believe there is a lot to learn from nature's designs.
E.g. Bodies of insects are simple, effective machines with a lot of flexibility and adjustability built in.
For instance, if nature had to evolve a pantograph, it would probably use a flexible cartilage instead of the metal arm, it would naturally evolve thicker padding at the carbon plate, it would make the lower joint flexible too and there would be a lot of redundancy, so that if a pantograph arm got stuck in the wire, it would tear off easily and another would grow in its place after a few weeks.
God forbid, one day in the far future, we are able to grow bone and tissue to engineering specifications, we would have organic materials instead of metal. Then all of nature's lessons in mechanical durability would be applied and we would create "living" trains and such.
@@anandsharma7430 by the time we start growing bio-pantographs, trains will be an artifact 😂
More stuff I never thought to ask about, brilliantly explained. Trains in my area (south of England) don't have pantographs (because we have an electrified third rail) but I see these in other parts of the country.
This channel is one of the best. Actually going down to the very details is a structured and incremental fashion. Simplifying things in a way that is not misrepresented. Really really appreciate this channel.
Very nice video, to mention that the rear pantograph is usually connected also because if an accident happens, the front pantograph would have fallen on all of those devices on top of the locomotive
I used to work in overhead line design. A guy I worked with designed a system in the uk where the lift is air powered and if a carbon came off the pan it released the air pressure dropping the pan to prevent damage to the line.
ADD has been around for a good while. I too know someone who put the idea forward through British Rail's OWLs scheme that was adopted on Cl.90 and 91 locos in the early nineties.
I Lisbon and Porto (both in Portugal) there are still trams with the trolley pole collectors, but with a wheel instead off a grooved head. In Lisbon there are also some that have both the trolley pole collector and a modern pantograph as they share lines with more modern tram.
The two pantographs are used not only when changing direction, but for different electric systems as well. Like direct and alternating current ( it's the case in Russia, and, as I know, in some EU countries, like Austria, Czech Republic, Germany, Poland). Different countties, different historical periods, different standarts.
I figured redundancy too.
It's simpler to get a slow train to a maintenance depot under its own power instead of towing a slow train.
In EU there are locomotive with four pantograph. That's because there are different countries with the same electric system that need different pantograph
In the end of the video, actually some engines have 2 pantographs for different voltages. In France, for example the BB7200 has 2 pantographs for 1500V DC (1 pantograph would drain too much current when starting to move a long train)
The BB15000 has only one pantograph of 25000V AC
And the BB22200 has 2 pantographs, one for 1500VDC and one for 25000VAC (+ when starting under 1500VDC)
These 3 engines are from the same family
The showed Railjet locomotives has also 3 pantographs :) 2 for 25kV AC 50Hz and 15kV AC 16 2/3 Hz and another for DC systems, for example 1500V or 3kV DC. The EuroSprinter series has also a 4 pantograph version for all systems, it is called for ES64U4, where the U4 indicates, it can use 4 diferential systems. And this uses 4 pantographs. The ES64U2 version has only 2 or 3 pantographs :)
DC-only locomotives often raised both pantographs when starting, to balance the heavy current draw. As the train picked up speed, the front pan (usually) was dropped.
Even among systems using the same voltage, there are physical differences among the overhead catenary systems. For example: Germany (DB), Austria (ÖBB), and Switzerland (SBB) all use 15 kV 16⅔ Hz. DB and ÖBB both use catenary that zigzags 400 mm either side of the track centerline, or 800 mm in total - a parameter called "stagger". Both systems use a contact bar 1950 mm wide. SBB's stagger is half that of DB and ÖBB; SBB uses a contact bar 1450 mm wide.
@@smwca123 I'm curious about it that's interesting! Is it documented? I can't find that stagger parameter online
B/c Germany and Austria unified their railways after Anschluss, while Switzerland developed it's own standards, electrifying the networks earlier
After watching these videos, I'd love to do my engineering again...
And really gonna like to study again... 😍
Wow..this is an incredibly helpful video for mechanical engineers. This would certainly help us to have a better clarity in Kinematics of Machines subject. Thanks a lot 😀
Amazing technology
Lots of love ❤️
From Nepal 🇳🇵
About a year ago I've been wondering how these work and wasn't able to find a good explanation online. Glad one exists now. Curious choice of train though, I wouldn't have expected to see our Railjets in a learn engineering video, that gave it an almost eerie sense of familiarity.
Using a pantograph on the back side is also a safety feature. If it breaks, it's pieces will just fall behind and the locomotive can proceed to the next station using the front one. If the front one breaks, it's pieces will likely also damage one on the back, or some electrical equipment on the roof, and the entire line will become blocked until a working locomotive arrives to pull it to the station.
Also if you use the front pantograph when going forward and anything should happen to it at high speed , it will come crashing down over the rear pantograph damaging it, leaving you with no power whatsoever.
That's common sense I suppose 💀💀
That is why the front pantograph is manually lowered by the driver. The driver's judgement is always important.
Indian railways runs double stack container train on electric lines.
Please clear that too.
How they made elongated Pantograph & what are issues related to it.
Thank you from India for sharing knowledge.
One of the things this misses is that on some SNCF and Korail trains, they actually keep the collector hollow and run the pneumatics through it. As the carbon top wears down, or is otherwise impacted by something on the catenary, the air leaks out and collapses the pantograph, bringing the train to a halt. This is an important safety feature as if left up, it could rip the catenary, or damage the carriage.
Other design, common for example in Germany, is using a small brass tube within the carbon collector.
Nice illustration.. I had chance to work with the company who manufacturing the compressors to supply air to pantograph mechanism. Really nice video.
I wondered about this mechanism a week before. Now it's here in my youtube recommendation list
.
NGL, while I love the wonderful animation, it's always a delight to see some of the people involved in the channel
0:51 dude just despawned into dust. this clip is some great meme material
From KG to PG. From Kinder Garten to Post Graduation. The adaptability of the Pantograph to changes in levels of Traction and form an effective conduit for the heavy electric power from source to the motor is well detailed for easier understanding. The surge current aspect as and when the pantograph makes and breaks the supply system is worth appreciating resulting in a sparkless phenomena. The alignment and supports system with the holding system, governed by mathematics of Catenary Curves also play an important role in keeping the traction wire to remain horizontal throughout the stretch. It is a perfect example of an integrated engineering marvel of Team Work. I rate this video 10/10. RangarajaN, Jersey City, Jul 02, 2022
I must have missed the bit about
?in-rush current?
, i only saw the mechanical development of pantographs.
I always liked the diamond pantograph like the GG-1's just my opinion. Have a great day everyone
in bullet train, there are even more pantographs on coaches
for example, Japanese bullet train has 10 cars (2 trailers and 8 coaches) car no. 1 and car no. 10 (trailers) have pantographs as mentioned in the video but also car no 3 and car no. 7 would also have pantographs even they are just coaches but rest coaches no. 2, 4, 5, 6, 8, 9 would not have pantographs.
Japanese bullet trains are EMUs, that is every car has motors. There is no "locomotive" or "coaches" in a train set. Every car has its own propulsion and can carry passengers (At least in theory. Depending on the configuration, some cars may be pure coaches)
Typical the Restaurant have his own power supply. Some trains use secondary power supply or extra supplies for WiFi, internet, computer, network switch, hot water, aso. So all the system are independent - not that a broken router break the engine...
The 500 Series _Shinkansen_ used an unconventional pantograph design that a fusion of the one shown in 1:35 with the 'horns' shown in 8:05, but surrounded by a pyramid-like structure (or a sleeker fin-like one instead on the newer E5 to 7 models) on the roof to protect it from being blown over by aerodynamic drag. P
So lucidly explained.
Fantabulous demo backed up with concepts and reasons.
As enticing as railway journey
Hats off to you and team for gargantuan efforts to make it easier for us to understand the complex mechanism.
Thank you. I am working as a translation manager for ALSTOM and had the Panto, as we lovingly call "him" for translation (I always say "Hi Panto", when one of our trams passes by) - now I understand much better.
Simply awesome teaching... gratitude for whole team🙌👍
Explore indian pantographs.. they have gaps at the point of poles. So train get power for few secs and lose power for few seconds and it goes on
It's incredible how it works..
This channel is Indian !
by IIT Delhi student Graduate 😊
@@svanimation8969 really?
Yes. See the channel description @@dudeimstoned5141
Интересно и понятно всё объяснили, спасибо
Great video. Great animations. Thank you sir for such valuable content.
one of the true lions of youtube
I love these, whoever you are we need this!
The concept of pantograph is completely clear.. Thanks for the animation and explanation
I'm passionate about public transport and I would say that this video is amazing, although I have pieces of knowledge about the pantograph. It's similar to those on trams.
As Austrian it's nice to see that you use an ÖBB train
Ich denk's mir auch - auf den Railjet können wir schon stolz sein
You can easily see how advanced the pantograph technology is on the shinkansen, and why they went trough the trouble they did resulting in the cool and weird designs of today
The high speed trains have another consideration because the trains themselves are going around a corner at an angle. The pantograph probably has to be adapted to also be horizontal in those cases.
An apparently simple mechanism has such a complex development history. The collective genius of the railway engineers!👍 Many thanks for the lucid explanation and fascinating graphics.
I love it how you took the pride of the Austrian railways, the Taurus, and put all sorts of silly current collectors on it. 🙂
It ought to be mentioned that the French class 15000 (25 kV AC) has a single pantograph, whereas the class 22200 (1.5 kV DC and 25 kV AC bi-currant) has two pantographs that both point in the same direction. The orientation of the pantographs is a bit of a mixed bag in these "nez cassés" locomotives.
This is an incredibly well explained video with fantastic graphics. Well done and thank you!
u r deceived
A perfect example of something that many of us have thought little about..........until now!
Engineer's team is really appreciable.......
Great video.
Worth noting that the OHL voltage can vary considerably.
For example in Victoria, Australia, we use approx 1500VDC for trains and something like 650VDC for trams.
Higher voltage is more efficient, but our system is older.
This is the same technology that allows the mechanical drawing drafter instrument to maintain parallel lines
Thank you for this very interesting video!
This would have been very useful for showing applications in my Fluid Mechanics as well as Mechanisms & Kinematics classes.
Sorry, but the taurus type lok have reversed pantographs ;) Let see the orientation of the pantographs on a Railjet lok: it is not the same, as shown from 8:55. And the reason, why loks use the rear pantograph is not the aerodynamics. The real reason is not that: if the train uses the front pantograph, and it breaks (for any reasons), it can also break the rear panto, and also other equipment on the roof. When the train uses the rear, and it breaks, the train can go next with the front pantograph. But there is a case, where the front pantograph is used: the tank trains, filled with flammable substances. Because at the contact point can sparks occur and these sparks can give flame to the trailers, it is common, to use the front pantograph and/or extra protective car between the locomotive and the first car to protect the cargo.
The French BB15000 series has only one pantograph. Apparently SNCF considered that all that was needed.
Yes, locos also use the front pantograph if they pull car coaches for a similar reason.
Hey, the trolley-pull collector--that's how the San Francisco buses work! That rope is why kids can run behind a bus and yank the collector off the wire! Good times.
Starting from the first iterations of an invention is a great way to explain things. Wish I saw it more.
To everyone hardwork behind this awesome video hats off!!!
The use of two pentagraphs is a safety feature as well.
If the OTL is warn, it might tangle the pentagraph and rip it of the roof of the engine.
Then it’s quit handy to have a second set! 😅
Great video! Does it matter if the single-arm pantograph's arm faces forwards or backwards? Is that also related to the drag?
Railjet (C) by OEBB, State railway of Austria 🇦🇹 In Austria we call the diamondpanthograph, scissor's-panthograph ;-)
This is why I love mechanical engineering
Sir you're really doing a brilliant job .
Make a video on wireless transmission of electric current .
Thank you.
Now I learn more about the Pantograph and great Thanks.
Thank you for this video on the mechanism of a pantograph.
Vids made by geniuses are the best - And this vid is one of them!
Great illustration 👏👍
have travelled on train for many years, proud to know only now how pantograph worked
A pantograph is called a pantograph because of the linkage mechanism that resembles a drawing tool of the same name. I don’t know the history of overhead conductors on trains, but it can only have been called a pantograph for as long as it has had this type of linkage.
These videos are amazing! I have no foundation in engineering, and no previous interest in trains, and I understood everything and really enjoyed learning it!
One question: Instead of adding adding the balancing rod to create a second four-bar mechanism, couldn't the collector head's surface just be domed, so it'd be able to be in contact with the line at a much greater number of angels? Or is it important that there's a wide surface making contact with the wire?
Legends have already seen this
Excellent presentation. Highly educative. Thanks for providing information.
The engineering involved is extremely clever, and the explanations nicely clear. However there is an implication throughout that the pantograph mechanism was invented for this purpose yet it it is far older than electric trains, or indeed any trains at all! Pantograph from the Greek παντ- "all" and γραφ- "to write" is a copying instrument the earliest description we have is by Hero of Alexandria who lived 10-70CE, two millennia ago. The principle of keeping two points at a regulated attitude to each other by mechanical means is at least that old and likely older as Hero describes something already known. Applying this principle to a modern engineering problem was an act of genius even if it wasn't entirely novel invention.
Excellent graphics and animation. Makes subfect easy to understand.
I wish there was a section on how tilting trains maintain pantograph contact
The answer is the pantograph is on a table which tilts in the opposite direction to the train
I love the animation of the ÖBB Railjet for these videos!
Seeing and understanding this concept it feels so good i love trains and knowing how it works is just awesome
The way you are explaing in the video is awesome sir thank you
I read somewhere that in Belgium the royal train was pulled by 2 locomotives with all 4 pantographs up, no matter what the length or weight of the train was.
Pantograph alone has many versions to be perfect.. so good engineer does not complaint.. but seek for solution for the next improvement..
This was a really interesting video thanks. I’m not an engineer, but am a train user and so it is interesting to see how the pantograph works.
Sangat menarik, cara kerja kereta api listrik. Salam dari railfans Indonesia
Very interesting, how the electric train works. Regards from Railfans Indonesia🇮🇩
Since seeing this video i have always been watching pantograph when I see trains
Good, this is the simple mechanism used in umbrellas
Very excellent demonstration
Thanks
Beautiful description...
A model for other you tubers dealing with technical matters..
Very impressed with the knowledge and quality of videos
Thanks lesics
I think ,this channel is best in this universe,what an explanation sir...🙌
I watched this entire video with sound off and still understood everything. That goes to show the quality of the graphics of this video.
I will use these on all my trains from now on.
I am a train driver from Romania, here, we use the back pantograph, because, if it brakes, it would fall out of the locomotive. If the one in front is used and it breaks, then all of the electrical equipment on the locomotive would break in pieces 😊
EXCELLENT EXCELLENT NEWS WORK
2:53-3:17 absolutely floored me, beautiful
The last minute is fascinating
Thank you so much for teaching me something new today.
Wow. Very useful video. Every doubt cleared in a single video ❤
From what I heard, the main reason why using the pantograph at rear side, is that in case there are something tangled or hung on the line, the falling stuff won't drop onto and damage equipments on the roof of the locomotive.
I got engineering chills everytime I heard... "However ! , "
Damn, thanks. Not sure how you produced this amazing demonstration, but, wow.
I really like this video, and as a train enthusiast I'm happy to have learned more detailed info about this key component of electric trains, as well as appearance of the Austrian Federal Railways Railjet train - a railway beauty from my country :)
But, it does pain me to see the inaccurate position and direction of the pantographs displayed on the ÖBB Type 1116/Siemens Eurosprinter ES64/U2 locomotive, one of my favourites.
They are reverse, and the reason for front/or back in this case are explained in a comment by another viewer.
Also, the operating voltage varies from country to country and between train systems, while this specific type can run two: 25kV AC as mentioned, or 15kV AC at 16 ⅔Hz in Austria, Germany and Switzerland.
Vienna Trams and Underground on the other hand, for example, run on 600V resp. 750V (DC). All Trams and one Underground line use overhead lines with those pantographs.
Just some side info, "Um, actually" style ;-)
Great engineering amazing concept and real application