Pantograph and overhead catenary at high speed
Вставка
- Опубліковано 7 вер 2024
- A pantograph interacting with the overhead catenary and its elements - section insulators, intersections and neutral sections at speed up to 160 km/h.
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I am amazed at how the overhead lines cope being how fragile they look.
Each wire is at least an inch thick
It’s all down to the material used. in UK contact wire has area of around 25 sq mm which gives a cross section of roughly 10mm
Just to give an idea of the strength the tensions are typically between 9 and 20 kN (2,000 and 4,500 lbf) per wire
The humble pantograph, one of those creations that, when one stops to think about what it has to do, it suddenly becomes a very impressive piece of equipment!!
Interesting, it looks almost as is the overhead lines intentionally drift side to side to prevent wear on any one point in the contact pad. Never noticed that before.
Yes, they are intentionally mounted like that. The national railways in my country (Netherlands) even experimented with different ways of mounting the wires. Besides 2 wires running parallel to eachother all the time, while zig-zagging from side to side, they also tested with 2 wires with varying width between them (instead of zig-zagging, they continously got closer and further apart from eachother again).
The complexity of the last system lead to the further adaption of the standard zig-zag configuration.
It's pretty neat when you think about all the engineering that went into stuff like this. Contact pressure of the whole mechanical system is specified to very tight limits (I think 18 kilo's maximum upwards pressure in the Netherlands) to prevent wear to both the wire and contact shoes as much as possible (and to prevent catastrofic failures to the overhead line equipment as well), the pantographs have to lower and rise within tightly set limits (to avoid damaging sparks/arcs to occur), everything has to be mounted isolated and on top of that is has to sustain high wind pressure while keeping upwards pressure stable...
Sir - may I thank you for your continued uploads and for the care you take to set up the cameras and to convey the technical information. Please continue!
Back in the early 2000's I once took the train on a sub-zero degree celsius winter day. As the train departed, I saw an array of a light show from the arcing pantograph. A while later the loc driver raised the second pantograph, this had an immediate effect of reducing the thunderbolt show to almost zero. The catenaries were contaminated with frost throughout the whole trajectory, that caused the first pantograph to spark like crazy.
Do the lights flicker in the train when you lower the pantograph?
Trainfan1055 maybe yes
yes they do, and the brighter ones get turned off. i was wondered why they disconnect from the electricity line when coming to the city, now i realise! :)
Yes
That bridge in the beginning though requiring a pantograph lowering or it'll get torn off :')
There was signal (trafic sign), first "Prepare to pantograph lowering" (0:20) and then "Pantograph lowering (0:35).
@@kamilblazek4000 why did they do that?
@Leonardo Sestan lower the panto graph. Was it because the bridge was too low and the wasn't enough space above?
@Leonardo Sestan oh that I didn't know
@@PanosSkarp this bridge is quite old, from before the line was electrified
On the Elizabeth line and Thameslink the contact wire is replaced by an overhead conductor rail in tunnel sections.
Mesmerizing - have seen it many times and never tire of it
The speed amazed me.
Is there any advantage in having the pantograph trail the direction of travel rather than lead it?
I was wondering if, as leading in this video, there might be a greater risk of snagging the overhead line if there was some defect. Thanks.
I was thinking the same thing. You'd think that when it faces forward, the force would push upward and could damage the line.
Single arm pantographs are optimised to behave equally in both directions. The friction between the catenary and the pickup shoe is neglectible.
Thanks for your response. I wondered because the Pendulono units here in the UK have two pantographs, but only one is in use, as far as I have seen thus far. Perhaps the two pantographs cover the possibility of getting stranded in a section gap.
It's mostly for redundancy. If one pantograph gets damaged you can continue the trip with the other one.
Hassan Burrows While not the case in this instance, mutiple pantographs can also create vertical oscillations that may cause interactions that would damage to the pantographs/overhead lines.
Restrictions will be specific to the lines and stock running on said lines, but generally above 100mph the less pantographs the better.
Just great. I really like these videos.
Just awesome, Thanks for sharing
..one of the hardest job on the train...has the panto.
So satisfying to look at...
Very nice
Please attach your camera front on the train please
Lots of the videos in TC Rail's profile are made with camera, attached that way exactly!
Check his profile out - videos are awesome!
tri maa ki chut ma land pakistani ki
train station Parvomayi, Balgarijia ? nice salutes from your neighbourhood Romania
I believe it is Plovdiv train station, mate...
AC voltage or DC voltage used in this catenary?
0:40 how does the Pantograph know to lower itself ahead of the low tunnel?
at 0:20 you can see a blue sign that signals "prepare to lower pantograph" to the train driver, afterwards you see another blue sign with a horizontal rectangle that means "lower the pantograph". Plus I imagine the train driver has been on this route hundreds of times and knows when to lower it by heart.
At beginning the arm drops from contact as the locomotive goes under bridges.
An arc-cellent video. ♡ T.E.N.
yeeee - plovdiv!
And Stara Zagora, and Parvomay :)
Диву даюсь - как всё точно подвешено и установлено!
FANTASTIC CAPCHER
Why was the pantograph lowered?
@@hwfq34fajw9foiffawdiufhuaiwfhw so what?
We don't do that here. That's why I thought it was weird.
And I've seen it at higher speeds but maybe more head room
@@PanosSkarp bridge was to low
Zajebisty filmik widzę że macie tak samo jak w Czechach jazda na bok z opuszczeniem pantografu ile jechałeś coś koło 160??
How often do they typically need to change out the insert on the pantograph?
About every 50 000 - 100 000 km.
@@TC-Rail Interesting. Thanks for the reply!
I'm just curious, the electricity transmitted is AC right? So where's the neutral wire connected?
It is connected to rails
Can be AC or DC depending on the operator, some use AC others use DC. In both cases the running rails also act as the neutral wire. There are some exceptions, London Underground for example have dedicated neutral rails.
You mean negative. And yes, that's the rails. They are the return to the system.
на колко време трябва да се сменя графита ?
This TGV or Amtrak?
Neither, looks like somewhere in Eastern Europe judging by the apartment blocks in the background.
It's Bulgaria (BDZ) :)
Wowwww amazing
I'm surprised that when the driver lower the pantograph the train does not lose power
at that point the train is just coasting, using its kinetic energy, it still has batteries, but there is no power to the traction engines
Amazing
what loco was this?
Второто видео от кой град е ( с многото блокове от лявата страна)? От останалите разпознавам голяма част от гарите по линията Пловдив - Първомай.
Стара Загора
Which. country ?
Great video ;-)
Panto down when hit neutral section area?
Indeed. 0:35 - 0:50
Low clearance.
Nothing to do with neutral section.
I am intrigued as to why the pantograph went down at 0:35. Either a fault on the pantograph itself or the driver could cause that to happen.
The blue sign (inside the catenary) with the horizontal white bar on it signals the driver to lower the pantograph. The other one with the vertical white bar at 0:54 signals that the pantograph can be raised again. This is used e.g. when the train has to drive below an obstacle thats so low that the overhead wire would risk touching it (or to prevent the current to jump over the air into the obstacle, creating a ground fault), so the wire has to be lowered. To avoid a collision of the wire or the pantograph with the obstacle, the pantograph has to be lowered too, so that it can't push the wire or itself into the obstacle.
You can see the lowered overhead wire under the bridge. If you compare the free space there with the height of the pantograph you can see that it would collide with the bottom of the bridge.
Does the engine receive power and work normally when it's lowered or the train just moves on inertia?
When the pantograph isn't connected to the overhead wire the engine doesn't receive power and the main switch will turn off. During this time the train moves on inertia. And yes, sometimes it happens that trains stop inside this zones and can't accelerate again. In this case they have to be pulled out by e.g. a diesel locomotive.
lol imagine what a pain must be to wait for a diesel locomotive to arrive there and rescue the train (unless it's just transporting cargo)
Thanks for the explanation
Its not true. In locomotive have emergency keys for this zones. With them driver put the voltage in the catenary.
Brother video lo unna engines start cheyadam Ela Telugu lo video cheyande brother electrical engine
Гара Пловдив???
И аз така мисля
Nice nice one
What country is it?
In Bulgaria
@@sickpilot thanks :)
Wow 👏
This is wrong positioning ?
Nope
Is this in Ukraine?
This is Bulgaria.
Разпознах гара Пловдив и гара Стара Загора за другите не знам.
Тази червената в края е на Първомай 100%
Kon sa loc0 hai?
Wap 5
I can't read Russian letters, where is this?
It's Bulgaria and those are not Russian letters, those are Cyrillic.
Та не,это фейк,если б поезда так ездили,этот пантограф давно уже проводом бы распилило
Man. That isnt fake
this is Indian railways or not
Not. Bulgarian railways, The engine is romanian made class 46
No
Bulgaria
@@angeldimchev291 i'm pretty sure it's a Skoda. The 46 has a louder ventilation and in most cases different pantos
160km/h isn't high speed ;)
100mph, it ain't slow either