Railway support insulators should be able to withstand higher levels of mechanical stress as well as operate in a variety of environments, including temperature changes.

Radiant has a long-standing supplier connection with a number of well-known international railway technology companies. This is built on a foundation of not only trust, but also regular internal audits.

Radiant manufactures third rails and rolling stock insulators for railways, including railcars and locomotives (Pin-Insulators, Pantograph Support Insulators).

Radiant manufactures insulation for both mainline and metro locomotives. The biggest brands in pantograph production, as well as a considerable number of train operating organisations, are among our customers. The biggest brands in pantograph manufacturing, as well as a considerable number of train operating companies, are among our customers.

Radiant can make roof top bushings that are either customised to fit particular specifications or designed wholly new in partnership with the customer, in addition to typical goods such as support insulators and third rail insulators.

The cycloaliphatic outdoor cast-resin passed the EN 45545 and UL 94 V0 tests. For selected models, we also give fire and smoke certifications in compliance with ASTM D2196, D229, D2303, and D495 standards.

Our references and certificates prove to our capacity to think beyond the box, as well as our performance and dependability.

Post Insulators, Pantograph Insulators, Roof Insulators, Third Rail Insulators, and Bushings are just a few of the goods we make to use them in the following fields.

  • E- locomotives
  • Tramways
  • Metro systems
  • Electronic mobility
  • traffic Infrastructure
Radiant manufactures third rails and rolling stock insulators for railways including railcars and locomotives

A pantograph is a device that collects power from an overhead tension line and is mounted on the roof of an electric train. The wire tension determines whether it lifts or lowers. A single wire is often utilised, with the return current flowing through the track. This is a typical current collector. A single wire is usually utilised, with the return current flowing through the track.

The pantograph is spring-loaded, and it draws electricity by pushing a contact shoe up against the underpart of the contact line. The electrical return is provided by the steel rails of the tracks. The contact shoe slides along the wire as the train travels, potentially causing acoustic standing waves in the wires, which can break the contact and reduce current collection. This means that contiguous pantographs are not authorised on some systems.

Pantographs with overhead wires are presently the most common way for modern electric trains to gather current because, while more brittle than a third-rail system, they allow for higher voltages.

The compressed air that is formed from the braking system of the vehicle supplies power to the Pantographs. The arm is maintained in the down position by a catch in the second instance to prevent loss of pressure. When using roof-mounted circuit breakers for high-voltage systems, the same air supply is used to "blow out" the electric arc.

A single or double arm can be found on a pantograph. Double-arm pantographs are often heavier and require more power to raise and lower, but they are also more fault-tolerant.

Material Requirement

Contact wires constructed of hard-drawn electrolytic copper and copper alloy are widely used around the world due to their better conductivity, tension, hardness, and resistance to temperature change and corrosion of copper and copper alloy.

Copper alloy, Metal-impregnated carbon, Steel, and Pure carbon are the materials commonly used to construct Pantograph strips. The surfaces of carbon strips are smooth, with no rough edges that could abrade the contact wire. The rough surfaces of copper and steel strips are similar to those of a finishing file. The strip and contact wire will be abraded quickly when grinding on this rough surface.

Carbon strips have been shown to be the best material for contact wires made of copper and copper alloys. Carbon strips have good self-lubrication and arc resistance and can meet the dynamic needs of high-speed pantographs and overhead contact line systems, as well as the requirements of pantograph and overhead contact line system life cycle extension. Its conductivity, on the other hand, is less than ideal.

Temperatures may exceed the limit at some parts of the contact wire due to temperature rise caused by static contact at a stand. Furthermore, carbon strips are brittle when mechanically collided. A high-speed pantograph is always equipped with an ADD to prevent the pantograph from continuing to run after the carbon strip has been damaged. When the strip breaks, ADD will fleetly lower the pantograph to reduce the compass of the pantograph and overhead contact line accident.

Mechanical friction and electric abrasion combine to generate strip and contact wire abrasion. Mechanical friction will be severe when the pantograph and overhead contact line contact force is too great. Electric friction, on the other hand, will be significant if it is too tiny. This means that maintaining optimum pantograph and overhead contact line contact force is vital to ensuring the pantograph and overhead contact line system's maximum life cycle.

Application of Pantographs in Urban Rail Transit

Urban rail transit is diverse, and depending on the objective, it can be categorised as urban railway, suburban railway, subway, light rail, urban tram, monorail, PMM, airport rail connection, and new transportation systems. The backbone of urban public transportation is urban rail transit. Pantographs, overhead contact line current collections, and shoe-rail current collections are all used to power urban rail transit vehicles.

To acquire electricity directly through contact, metro and light rail vehicles using pantograph and overhead contact line current-collection systems must use pantographs installed on the roof and overhead contact lines. Contact lines typically have a nominal voltage of DC1.5 kV. Because the contact lines' voltage is low, the flow of current collected by pantographs is high. Furthermore, the pantograph's geometrical profile is short in order to meet metro standards for structural gauges and rolling stock gauges. This means that metro and light rail vehicle pantographs are not the same as mainline pantographs.

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