Where the electric train gets the power?

Question

Where the electric train gets the power?

Answer 1

an extra rail on the ground, typically. sometimes from overhead lines

Answer 2

From the track or an overhead line.

Answer 3

Depends on the type of train.

Some, like subways, get power from a third rail under the train.

Others, like trolleys and many European trains, get power from an overhead wire.

Still others, such as locomotives use diesel engines to turn electic generators that power large electric motors to turn the wheels.

Answer 4

Either from an overhead line or from a third rail.

Answer 5

In the UK there are three main electrification systems.

The first is the overhead line system. For the UK mainline railway this is energised at 25kV AC, though light rail systems like the Tyne & Wear Metro uses 1500V DC. The current is collected from an arm on the train roof called a pantograph. For mainline electric trains using the 25kV AC system, the current is passed through a transfomer to step the voltage down to a useable level and then distributed among the various train systems like traction motors, air compressor and on-train services. To complete the circuit, the current passes out through the train wheels into the track where it is passed up through track bonds to a return current wire and back to the feeder station.

The other electrification system used on the UK mainline and some light rail systems is the 3rd rail system which is most commonly seen in southern England. On the mainline, this is energised at 750V DC with the current collected from shoes on the train bogies (trucks). This is an older system than the overhead line and somewhat less efficient. Because the voltage is so much lower, the current (amps) has to be much higher.

The third system is used on the London Underground (LU) and is called the 4th rail system. This is similar to the 3rd rail, but instead of a single conductor rail there are two; one on the outside of the running rails and one in the centre. I'm not sure of the exact voltages, but the LU 4th rail system runs at a nominal 660V DC with a positive rail and a negative rail, one energised at just over 400V DC and the other at just over 200V DC. The reason for this is that running a single 660V DC conductor rail through often wet metal-lined tunnels would cause disasterous power leakages and interfere with the signalling and communication equipment. However, by having two lives rails this can be avoided.