working principle of pantograph | how does pantograph works? 

You are doing a very good job, and are to be commended for that. I feel you left out some important parts, but I understand this is an introductory video, and you need to keep it short.

You've made great video

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That's a great description thanks, but what about completing the circuit, only one side of the power comes from the pantograph (positive?) where does the other side (negative?) come from, the rails?

Great introductory video, very good animation and commentary 👏👌 1:52 - carbon strips alao wear out faster, while rubbing against the catenary wires that are made of copper alloys. The former are easier to replace than the copper wires, that would require extensive efforts, besides being very expensive.

Yep.

Correct 💯

Very true.

Logical…but not obvious. Thank You !

In Poland they are central 🤔

There is 2type of panto graph but, we only type of in many places ,it was very rare to see the 2 nd type of pantograph So, it was proved that we should not comment the wrong lessons Untill we learn tq

Very interesting. May be you know, why double arm panthographs are seldom in Use now, mainly in trams and old trains?

@@pavelyudin8832 They are more complex, requiring more joints and space on the roof. Also more moving mass which can be a problem at high speed. So generally the simpler and more lightweight solution is preferred. Nevertheless the first generation of Italian ETR 500 was built with "double arm" pantographs which used to be preferred in Italy, perhaps offering more stability or better conductivity of high amperages? Second generation power cars were built with single-arm pantographs though.

@@uncinarynin Thank you for answer. All trains built in USSR have double arm pantographs. And sometimes they have onle one strip plank contact with wire. Working princip is simple. It is difficult for me to understand how single arm pantographs mecanism works - I mean how moving parts interact in up and dowmn moving.

@@pavelyudin8832 Usually you have two bars in the lower half ("single arm" is a simplification). They are not parallel, the two joints at the "knee" are closer together than those at the base. That means as the pantograph is raised, the upper half changes its angle and the highest point moves in approximately a vertical line (actually a lemniscate: a slight S curve). The tension spring or air spring at the base will push up the pantograph with a certain force. There is another bar at the upper half that will make sure the contact piece is approximately horizontal as it is raised or lowered. It is hard to explain in words and would perhaps better need another video to show? Also remarkable, despite their shape these pantographs work equally well in both directions. Sometimes they have little "wings" to adjust them aerodynamically and make sure the force always remains the same, even with the aerodynamic effects of high speed.

@@uncinarynin Thank you! You can find needed words to explain! Joint in "knee" of thin rod of lower arm does not change its position during arising in this video at 2:43. So it seems to me not correct and make difficult to understand working princip. So real video capture of moving pantograph is better. But I understood. Upper part of pantograph arises with higher speed but lower force. Also I found at home old drawing pantograph and played with it. If you know another video about pantograph it would be great if you share it with me. In russian textes this type (single arm) usually named half-pantograph, this termin is not strictly correct, but make it easy to define the type of mentioned mechanism. The view of single-arm pantograph seems to me more beautiful and interesting may be because of assotiations with modern trains. Also I noticed that 2-arm pantographs are not replaced with 1-arm pantographs. And do you know about tubes with compressed air in AGV train pantographs. This give protection of overhead wires in case of broken pantograph.

There are actually 3 types: an overhead system (and I don't mean a wired system like here in the video), a midrail system and a sideways rail system and in the metro of Lyon (though I thought Paris had that too) a variation to it, so it can run on tires and is guided along with it. (There also combined ones nl.wikipedia.org/wiki/Derde_rail#/media/Bestand:EalingCommon3.jpg). The sideways rail is being used by underground trains like in The Nederlands. commons.wikimedia.org/wiki/File:Third_rail_vienna_2.jpg (it's also showing what's inside).

Third rail is not suitable for main line operation. It effective only in Urban rail system.

That’s because the rear pantograph faces much less air drag when compared to the front one, as the incoming air is dispersed “outwards” as it moves to the back of the loco.

@@dibendu.s Thanks for your reply. I think that you are answering the question: "why is the front pantograph not used" whereas I am asking why do some locos have both pantographs facing the same way? Normally the pantographs would face in opposite direction to one another. It would be interesting to see airflows around a pantograph at high speed. I wouldn't be surprised if some of the vortices emanating from the front pantograph (if it is used) actually strike the rear pantograph.

Circuit is completed via the rails (negative current)

@@blue9multimediagroup Yup.Thats why trolley buses have two polls,one for positive and negative

The rails

got any proof?

CAD & MAYA