POWER GENERATION USING RAILWAY TRACK

A Project Report

Submitted in partial fulfilment of the

Requirements for the award of the degree

Of
Bachelor of Technology
In
Mechanical Engineering
By
Ram Milan Upadhyay (1328040043)

Randhir Chaubey (1328040044)

Suraj Gain (1328040053)

Varundeep Singh (1328040057)

Under the Supervision of

Mr. Pradeep Barthwal (Head of Mechanical Department)

Mr. Ashish Chaudhary (Asst. Professor & Project Guide)

DEPARTMENT OF MECHANICAL ENGINEERING

APEX INSTITUTE OF TECHNOLOGY
Rampur-244901, Uttar Pradesh, INDIA
2017
 CERTIFICATE

I hereby declare that the work which is being presented in the project entitled “Power
Generation Using Railway Track” in the partial fulfilment of the requirements for the award
of the degree of Bachelor of Technology in Mechanical Engineering, has been carried out in
Department of Mechanical Engineering at Apex Institute of Technology, Rampur, Uttar
Pradesh. The matter embodied in this project report is not being submitted for the award of any
other degree or diploma.

Ram Milan Upadhyay

Randhir Chaubey

Suraj Gain

Varundeep Singh

This is to certify that above statement made by the candidate is correct in the best of our
knowledge.

Mr. Pradeep Barthwal

(Head of Mechanical Department)

Mr. Ashish Chaudhary

(Asst. Professor & Project Guide)

Date: / /2017

ii
 ACKNOWLEDGEMENT

I express my deepest sense of gratitude towards my supervisor Mr. Ashish Chaudhary, Asst.
Professor Department of Mechanical Engineering, Apex Institute of Technology, Rampur, for
their patience, inspirational guidance, constant encouragement, moral support and keen interest
in my project work.
I express my sincere gratitude to Mr. Pradeep Barthwal, Head of Mechanical Engineering
Department for his kind attitude in understanding and fulfilling every need during the course of
my project work.
I am indebted to the faculty members for their encouraging and caring words, which
contributed directly or indirectly in a significant way towards the progress and development of
this project
I also have been lucky to have some of classmate who never hesitated to render their help at the
time of some critical difficulties and spared their time whenever required. I express my thanks
for their help in need. I am equally thankful to the departmental staff and institute staff for their
support.
I owe a debt of gratitude to my parents, for their consistent support, patience, and
encouragement during my education.
Last but not least, I am thankful to the Almighty who gave me the strength and health for
completing the work.

Ram Milan Upadhyay

Randhir Chaubey

Suraj Gain

Varundeep Singh

iii
 ABSTRACT

In this project, we are generated power by energy harvesting arrangement simply running on
the railway track for power applications. Today there is a need of Non-conventional energy
system to our nation. The energy obtain from railway track is one source of to generate non
conventional energy because there is no need of fuel as a input to generate the output in the
form electrical power and these is done by using simple gear drive mechanism. These
mechanism carries the flap, rack and pinion, gears, freewheel, flywheel, DC generator, battery.
The main focus of this arrangement is the harvesting large amount of power from railway track
which can be used to power the track side infrastructures which has power rating up 8 to 10
watts or more.

iv
 CONTENTS

CERTIFICATE ii

ACKNOWLEDGEMENT iii

ABSTRACT iv

LIST OF FIGURE vii

LIST OF TABLE viii

1. INTRODUCTION 1-4

1.1 Block diagram 2

1.2 Components used 2
1.3 Hardware Description 3
1.3.1 Railway Track arrangement 3
1.3.2 Rack and Pinion 3
1.3.3 Chain Drive 3
1.3.4 Flywheel 3
1.3.5 Freewheel 3
1.3.6 DC Generator 3
1.3.7 Battery 3
1.4 Software implementation 4
1.5 Project design 4

2. LITERATURE REVIEW 5-18

3. DESIGN AND CALCULATION 19-26

3.1 Design and calculation of components used 19

3.1.1 Gear wheel design and calculation 19
3.1.2 Sprocket wheel design and calculation 19
3.1.2.1 The specifications of the regular sprocket wheel 20
3.1.2.2 Free wheel specification 20
3.1.3 Chain drive design 21
3.1.4 Spring design 21
v
 3.1.5 Shaft design 22
3.1.6 Bearing design 23
3.1.7 DC generator 23
3.1.8 Design of base and railway track arrangement 24
3.2 Assembly and working 25
3.2.1 Assembly of the model 25
3.2.2 Working procedure 26

4. RESULT AND DISCUSSION 27

5. CONCLUSION 28

6. REFERENCES 29-31

vi
 LIST OF FIGURE

Figure 1.1 Block diagram 2

Figure 1.2 Project design in CATIA 4

Figure 1.3 Top, Front and side view design in CATIA 4

Figure 3.1 Spur gear 19

Figure 3.2 Sprocket wheel 20

Figure 3.3 Free wheel 20

Figure 3.4 Chain 21

Figure 3.5 Spring 22

Figure 3.6 Shaft 22

Figure 3.7 Bearing 23

Figure 3.8 DC generator 23

Figure 3.9 Base and railway track arrangement 24

Figure 3.10 Square cross-section pipe 24

Figure 3.11 Assembly of the model from one side 25

Figure 3.12 Assembly of the model from other side 25

Figure 3.13 Working model 26

vii
 LIST OF TABLE

Table 4.1 Result obtained on the basis of flap deflection 27

viii
CHAPTER 1.

INTRODUCTION
Commuter rail and subway are including railway transportation which plays an important role
in the economy and quality everyday life. To facilitate policymakers and transportation into
making informed decisions on operating transportation systems, it is essential that railway
track-side equipment (signal lights, wireless communication monitoring devices, positive train
control, etc.) are well maintained and operated. When train moves over the track, the track
deflects vertically due to load exerted by the train’s bogies. The vertical displacement of the
track under the weight of a passing train can connected regenerative devices i.e. a vibration
energy harvester. The generated power can be stored into the battery and used to power track
side equipments. Railroad energy harvesting is no trivial disturbance. The mechanical motion
converter in our design feature a flywheel integrated along output shaft. Given typical track
input, the flywheel is designed for maintain the generator speed close to optimal value. The
electrical generator will no longer operate at discontinuous speeds, producing more energy
efficiently. The reduce impact force on component during operation, trading off for larger
initial starting force. The flywheel is also enabling the harvester to produce more a continuous
DC power output without electrical converter component when train move over the track. This
type of continual power output is more easily utilized and converted. The main focus of our
aim is to harvest a larger amount of power from the rail. We are harvesting large amount of
energy from power track side equipment which has power rating up 8 to 10 watts or more. To
accomplish this goal, an electromagnetic based harvester may be appropriate.
When a train moves over the track, the flap deflects in downward direction due to the load
exerted by the train’s bogies. The flap is moving in a downward direction the spring which is
attached to flap get compress in downward direction and hence rack is also move in downward
direction and due to these pinion get rotates and therefore bigger freewheel rotated because
both are mounted on same shaft. As there is a rotation of bigger freewheel then the smaller
freewheel is also rotated through chain drive. The freewheel and flywheel are mounted on same
shaft therefore the flywheel also rotated. The flywheel is attached to the shaft of the generator
so if the flywheel will rotated then there is a rotation shaft generator and power get generated
and that power is stored into the battery.
It is observed that the electrical power is in great demand, we as electrical engineer should be in
discovered for new idea of power generation. As energy can never be created or destroyed, we
should transform it into the form that we can used to supply for railway station equipment light,
fan, signal light etc. we can implement this system at both entry and leaving point in the
railway station This arrangement can be used in different application like in foot step or speed
breaker at school, colleges and highway for generation ways of electrical energy. So that the
power production rate is increased and demand at particular area can be fulfilled.
It is observed that the electrical power is in great demand. We can use this system to supply
electricity for railway stations equipment like light, fan, signal light etc. This arrangement can
be used in different application like in foot step or speed breaker at school, colleges and

1
highway for generation ways of electrical energy. So that the power production rate is
increased.
This arrangement is slightly modified to construct in foot step and this arrangement is fixed in-
• Schools.
• Cinema theatres.
• Shopping complex and many other buildings.

1.1 Block diagram

Fig 1.1 Block diagram

1.2 Components used

• Railway track arrangement

• Chain sprocket mechanism
• Flap
• Freewheel
• Return spring
• Flywheel
• Rack and pinion mechanism
• DC Generator
• Shaft
• Battery

2
1.3 Hardware Description

1.3.1 Railway Track arrangement

A railroad or railway is a track where the vehicle travels over two parallel steel bars, called as
rails. The rails support & guide the wheel of the vehicles, which are traditionally either train or
trams.

1.3.2 Rack and Pinion

Rack & pinion used rotational motor to affect the linear motion via a rack & pinion
combination. They are used frequently in long travel applications that require high stiffness &
accuracy.

1.3.3 Chain Drive

Chain drive is used for transmitting mechanical power from one place to another place. It is
often used to convey power to the wheel of vehicle. The power is transmitted by roller chain,
known as the chain drive.

1.3.4 Flywheel

A flywheel is a rotating mechanical device that is used to store rotational energy and also
maintain the constant speed. Flywheels have moment of inertia and thus resist changes in
rotational speed. The amount of energy stored in a flywheel is proportional to the square of its
rotational speed. Energy is transferred to a flywheel by application of a torque to it, thereby
increasing its rotational speed, and its stored energy.

1.3.5 Freewheel

In mechanical or automobile engineering freewheel or overrunning clutch is a device in a

transmission that disengages the driveshaft from the driveshaft rotate from the driven shaft
rotate faster than the driveshaft. An overdrive is sometimes mistakenly called as freewheel.

1.3.6 DC Generator

An electrical generator is a device that converts mechanical energy to electrical energy,

generally using electromagnetic induction. The source of mechanical energy may be a
reciprocating or turbine steam engine, water falling through a turbine or waterwheel, an internal
combustion engine, a wind turbine, a hand crank, or any other source of mechanical energy.

1.3.7 Battery

To charge a battery from AC we need a step down transformer, rectifier, filtering circuit,
regulator to maintain the constant voltage then we can give that voltage to the battery to charge
it. Think if you have only DC voltage and charge the lead acid battery, we can do it by giving
that DC voltage to a DC-DC voltage regulator and some extra circuitry before giving to the
lead acid battery.
3
1.4 Software implementation

This project is design in CATIA V5. CATIA (an acronym of computer aided three-dimensional
interactive application) is a multi-platform software suite for computer-aided design (CAD),
computer-aided manufacturing (CAM), computer-aided engineering (CAE) and 3D, developed
by the French Company Dassault Systèmes.

Fig 1.2 Project design in CATIA

1.5 Project design

Fig 1.3 Top, Front and side view design in CATIA

4
CHAPTER 2.

LITERATURE REVIEW
John Erik Hershey et al. (Dec 12, 2006) [1]: An electrical power generation system comprises
variable capacitor and a power source. The electrical power generation system is configured to
generate electric power via movements of the rail. The power source is used in the form of a
generator to prime the variable capacitor that effectively multiplies the priming energy of the
power source by extracting energy from the passing vehicle. By alternately priming the variable
capacitor using charge from the power source and discharging it at a later time in a cyclic
manner to change the capacitance, a significantly large amount of electrical energy is produced
due to change in capacitance than from the power source itself.

Thomas P. Galich (Jan 9, 2001) [2]: An energy platform system for generating electrical
energy from the weight of a moving vehicle. The system comprises a fluid bed containing a
volume of fluid which is compressible by the weight of the moving vehicle driven the recover.
A circulation system is in fluid communication with the fluid bed for receiving the fluid forced
from within the bladder. The circulation system is operable is operable to translate the energy
of the fluid circulated there through into mechanical energy. The platform system additionally
comprises a generator cooperatively engaged to the circulation assembly and operable to
convert the mechanical energy of the circulation system into electrical energy. It is further
contemplated that electricity may be produced by the movement of a vehicle over a platform
mechanically coupled to a linear generator. Accordingly, the linear generator moves in relation
to the movement of the platform such that the linear generator is operative to generate an
electrical current thereby.

William M. Kaufman (Mar 26, 2002) [3]: A system for extracting energy from the passing
wheels of a railcar, converting the energy to into rotation of a shaft in first and second
directions, converting the rotation of the shaft into electrical energy and storing any excess
generated electricity. A pivoting member includes a shaft, first and second arms extending from
the shaft, and contact elements at the ends of the arms. The vertical reaction force imparted to
the wheels of a passing railcar may be minimized by among other techniques, orienting the
pivoting member so that the contact elements move in a horizontal plane and by coupling the
contact elements to the ends of the pivoting member arms via respective journal bearings.

Thomas P. Galich (Apr 23, 2002) [4]: A force stand for an energy platform system which is
operative to generate electrical energy from the weight of a moving vehicle. The force stand
comprises a vertical beam and an electricity producing stage moveably attached thereto. The
translation of the stage on the beam is operative to produce electrical energy. The force stand
further comprises a drive assembly mechanically coupled to the stage and the energy platform.
The drive assembly is configured to translate the stage upwardly on the beam as the vehicle
moves over the energy platform system and translate the stage downwardly when the vehicle is
not moving over the energy platform system. In this respect, the stage produces electricity as it
is moved both upwardly and downwardly on the vertical beam in order to produce a constant
flow of electricity. In the preferred embodiment, the drive assembly may be either a hydraulic
5
cylinder or a scissor lift operative to translate the stage upwardly. The stage is translated
downwardly by the weight of stage.

J. Comput et al. (June 22, 2012) [5]: The constant spread of commercial trades on railways
demand development of alternative diagnostic systems, which are suitable to applications
without electric supply and convenient for the industrial development and diffusion, which
means low cost, good reliability, and high integrability. Similarly, it is possible to install
navigation and traceability systems (for instance, by the use of global positioning systems GPS
transmitters) to control on demand the travel history of the train and even that of each coach
separately. Recent studies demonstrated the possibility to generate directly onboard the electric
power needed to the supply of simple diagnostic systems based on low power sensors and
integrated wireless transmission modules. The design of this kind of generators is based on the
idea of converting the kinetic energy of train vibration to electric energy, through appropriate
energy harvesters containing electromechanical transducers dimensioned ad hoc. The goal of
this work is to validate the design procedure for energy harvesters addressed to the railway
field. The input vibration source of the train has been simulated through numerical modelling
of the vehicle and the final harvester prototype has been tested on a scaled roller rig. The
innovative configuration of magnetic suspended proof mass is introduced in the design to fit the
input vibration spectra of the vehicle. From the coupled study of the harvester generator and the
vehicle, the effective output power of the device is predicted by means of a combination of
experimental and simulation tests. The generator demonstrated the ability to supply a basic
sensing and transceiving node by converting the kinetic energy of a train vibration in normal
travelling conditions.

Arthur B. Chiappetti (Aug 25, 1981) [6]: In a vehicular energy producing system including
an electrical generating device and being adapted to be mounted on an undercarriage of a heavy
vehicle, a support bracket mounted on the undercarriage for supporting the electrical generating
device, and a clutch mounted on the undercarriage. The clutch is driven by the rotation of the
wheels of the undercarriage to in turn drive the electrical generating device. A transmission
drivingly connects the clutch and the generating device.

Richard M. Lusby Email et al. (Dec 27, 2009) [7]: Efficiently coordinating the movement of
trains on a railway network is a central part of the planning process for a railway company.
This paper reviews models and methods that have been proposed in the literature to assist
planners in finding train routes. Since the problem of routing trains on a railway network entails
allocating the track capacity of the network (or part thereof) over time in a conflict-free
manner, all studies that model railway track allocation in some capacity are considered
relevant. We hence survey work on the train timetabling, train dispatching, train platforming,
and train routing problems, group them by railway network type, and discuss track allocation
from a strategic, tactical, and operational level.

Phillip P. Bridwell (Dec 19, 1978) [8]: A system for utilizing the weight and momentum of
moving vehicles to produce usable energy comprising a fluid displacement pump positioned
either under a moveable plate in a roadway or between the rail and rail bed in a railway which
compresses a fluid such as air or hydraulic fluid as the vehicle passes over, a low pressure line

6
for supplying fluid to the pump chamber, a high pressure outlet line communicating with the
chamber and connected to a manifold which is supplied with high pressure fluid from a number
of other Energy similar pumps and which directs the fluid to an energy conversion device such
as a fluid motor and electric generator, or a fluid motor driving an air compressor, or to a fluid
motor driving machinery in a factory or other industrial plant.

E. Agenjos et al. (2009) [9]: Diesel-electric traction is a well known and established
technology for railways operators, but this alternative has a considerable uncertainty for the
future because electric traction has a considerable superiority. Besides, diesel-electric engines
waste energy when resistive braking is used. This non-regenerative braking decreases the
overall efficiency by 10–20%. With these premises it is important to develop new strategies to
increase the energy efficiency of diesel-electric haulage. To reach a better efficiency, a
locomotive with energy storage (battery, super-capacitors) is theoretically proposed. Besides,
the possibility of using a lower thermal engine (from other diesel locomotives out of use) with
energy storage devices is considered too. This solution reduces diesel consumption and CO2
emissions while being economically viable. It supposes an efficient energy management
because the diesel-electric locomotive could acts as a dispersed mobile generation (DMG) unit
when working under electric overhead lines, and it can be used as a distributed resource for this
specific electric power system.

Haim Abramovich et al. (Oct 12, 2010) [10]: The present invention relates to an apparatus
system and method for power harvesting from a railroads using piezoelectric generator. The
invention is to provide a system and a method for power harvesting comprising a plurality of
piezoelectric devices embedded in a railroad sleeper or attached to railroad rails and configured
to produce electrical power when a train traverses their locations. The system includes a power
conditioning unit and electrical conductors connecting said piezoelectric to said power
conditioning unit. Harvested energy may be used locally in proximate Top the energy
generation location, stored for later use or transferred to be used in remote location.

Yong Jiang et al. (Sep 26, 2014) [11]: An enormous amount of energy is generated by railway
cars when applying regenerative braking in train stations. This article discusses the methods for
absorbing, storing, and using the energy produced by regenerative braking. Two methods are
proposed: 1) regenerative energy is fed back to the distribution grid for supplying stationary
loads at train stations and 2) regenerative energy is used to charge railway car-mounted storage
containers, which can also supply stationary loads or be transported elsewhere for supplying
remote loads. The working principles and topological structures of the two methods are
introduced. In addition, main circuits and corresponding control systems are simulated, and
analyses are conducted to validate the proposed methods for train stations in China.

Nikolaus Laing (Aug 22, 1978) [12]: A rail vehicle including means for converting energy
released during braking of the vehicle to stored potential energy which may be subsequently
used to impart acceleration to the vehicle. Pressure accumulators are utilized where the
accumulators include a gas which is compressed by braking forces and where the heat of the
compressed gas is stored in latent heat storage elements contained within the accumulators. The

7
track upon which the vehicle rides comprises a hermetically closed tubular chamber enclosing
the vehicle and which is filled with water vapour to reduce drag on the vehicle.
A method of propelling a rail vehicle including the steps of recovering the brake energy
produced during braking to a stop, storing this energy and then using the energy to accelerate
the vehicle from the stop.

M. Ph. Papaelias et al. (October 21, 2008) [13]: Rails are systematically inspected for internal
and surface defects using various non-destructive evaluation (NDE) techniques. During the
manufacturing process, rails are inspected using automated optical cameras and eddy current
sensing systems for any surface damage, while the presence of internal defects is assessed
through ultrasonic inspection. Similarly, ultrasonic transducers and magnetic induction sensors
have been extensively used by the rail industry for the inspection of rails in-service. More
recently, automated vision techniques and hybrid systems based on the simultaneous use of
pulsed eddy current probes and conventional ultrasonic probes have been introduced for the
high-speed inspection of rail tracks. Other NDE techniques, such as electromagnetic acoustic
transducers, laser ultrasonic, guided waves, and alternating current field measurement probes,
are also under development for application in the rail industry.
This paper comprehensively reviews NDE methodologies in use around Europe and North
America for rail defect detection. This includes a detailed overview of the background theory
and the techniques used to incorporate condition data into maintenance procedures. It also
presents a review of the current state-of-the-art in NDE of railways coupled with a discussion
of future developments and novel inspection methodologies in the field.

Victor V. Krylov (March 10, 2000) [14]: Ground vibrations generated by super fast trains are
studied theoretically, taking into account the contribution of each sleeper of the track subjected
to the action of the carriage wheel axles. It is shown that a very large increase in vibration level
may occur if the train speed exceeds the velocity of Rayleigh surface waves in the ground, a
situation which might arise, for example, with TGV passenger trains for which speeds over 500
km/h have been achieved on the experimental track in France. The results are illustrated by
numerically calculated graphs of spatial distributions and frequency spectra of ground
vibrations generated by trains moving with different speeds. Simple mitigation measures based
on waveguide effects for ground vibrations are suggested.

Hee-Soo Hwang (Nov 6, 1998) [15]: This paper presents an approach to identify a fuzzy
control model for determining an economical running pattern for a high-speed railway through
an optimal compromise between trip time and energy consumption. Since the linguistic model
is intuitive and informative to railway operators, they can easily implement a control strategy
for saving energy. The approach includes structure identification and parameter identification.
It is proposed to utilize a fuzzy c-means clustering and a GA hybrid scheme to identify the
structure and parameters of a fuzzy model, respectively. To evaluate the advantages and the
effectiveness of the suggested approach, numerical examples are presented. Comparison shows
that the proposed approach can produce a fuzzy model with higher accuracy and smaller
number of rules than previously achieved in other works. To show the global optimization and

8
local convergence of the GA hybrid-scheme, an optimization problem having a few local
minima and maxima is considered.

Hairong Dong (May 24, 2010) [16]: Research and development on high-speed railway
systems and particularly its automatic control systems, are introduced. Numerical modelling of
high-speed trains in the Chinese high-speed train system and its associate automatic control
systems are described in detail. Moreover, modelling and simulation of train operation systems
are analyzed and demonstrated.

Giorgio De Pasquale et al. (June 22, 2012) [17]: The constant spread of commercial trades on
railways demand development of alternative diagnostic systems, which are suitable to
applications without electric supply and convenient for the industrial development and
diffusion, which means low cost, good reliability, and high integrability. Similarly, it is
possible to install navigation and traceability systems (for instance, by the use of global
positioning systems-GPS-transmitters) to control on demand the travel history of the train and
even that of each coach separately. Recent studies demonstrated the possibility to generate
directly onboard the electric power needed to the supply of simple diagnostic systems based on
low power sensors and integrated wireless transmission modules. The design of this kind of
generators is based on the idea of converting the kinetic energy of train vibration to electric
energy, through appropriate energy harvesters containing electromechanical transducers
dimensioned ad hoc. The goal of this work is to validate the design procedure for energy
harvesters addressed to the railway field. The input vibration source of the train has been
simulated through numerical modelling of the vehicle and the final harvester prototype has
been tested on a scaled roller rig. The innovative configuration of magnetic suspended proof
mass is introduced in the design to fit the input vibration spectra of the vehicle. From the
coupled study of the harvester generator and the vehicle, the effective output power of the
device is predicted by means of a combination of experimental and simulation tests. The
generator demonstrated the ability to supply a basic sensing and transceiving node by
converting the kinetic energy of a train vibration in normal travelling conditions.

KL. Knothe et al. (27 July, 2007) [18]: A review is presented of dynamic modelling of
railway track and of the interaction of vehicle and track at frequencies which are sufficiently
high for the track's dynamic behaviour to be significant. Since noise is one of the most
important consequences of wheel/rail interaction at high frequencies, the maximum frequency
of interest is about 5 kHz the limit of human hearing. The topic is reviewed both historically
and in particular with reference to the application of modelling to the solution of practical
problems. Good models of the rail, the sleeper and the wheel set are now available for the
whole frequency range of interest. However, it is at present impossible to predict either the
dynamic behaviour of the rail pad and ballast or their long term behaviour. This is regarded as
the most promising area for future research.

R.J. Hill (August 6, 2002) [19]: Power is transmitted to electric railway locomotives and
vehicles using DC or single-phase AC networks. The parallel development of traction
technology in industrialized countries has led to a plethora of different electrification systems.

9
This article covers the electrical engineering aspects of DC and single-phase AC traction power
transmission systems.

James Arrowsmith (June 13, 2003) [20]: Commercial firms in industries once under public
ownership generally have well-organized trade unions with significant disruptive capacity, yet
overt conflict are often low despite major change. This paper examines the experience of two
major rail and energy companies after privatisation. The results demonstrate the importance of
sectoral characteristics, and the form of privatisation itself, in shaping industrial relations. The
exercise of strategic choice at firm level also undermines any general industrial relations
‘theory of privatisation’.

William M. Kaufman (March 26, 2002) [21]: A system for extracting energy from the
passing wheels of a railcar, converting the energy to into rotation of a shaft in first and second
directions, converting the rotation of the shaft into electrical energy and storing any excess
generated electricity. A pivoting member includes a shaft, first and second arms extending from
the shaft, and contact elements at the ends of the arms. The vertical reaction force imparted to
the wheels of a passing railcar may be minimized by, among other techniques, orienting the
pivoting member so that the contact elements move in a horizontal plane and by coupling the
contact elements to the ends of the pivoting member arms via respective journal bearings.

Elena Agenjos et al. (June 8-11, 2009) [22]: Diesel-electric traction is a well known and
established technology for railways operators, but this alternative has a considerable
uncertainty for the future because electric traction has a considerable superiority. Besides,
diesel-electric engines waste energy when resistive braking is used. This non-regenerative
braking decreases the overall efficiency by 10–20%. With these premises it is important to
develop new strategies to increase the energy efficiency of diesel-electric haulag. To reach a
better efficiency, a locomotive with energy storage (battery, super-capacitors) is theoretically
proposed. Besides, the possibility of using a lower thermal engine (from other diesel
locomotives out of use) with energy storage devices is considered too. This solution reduces
diesel consumption and CO2 emissions while being economically viable. It supposes an
efficient energy management because the diesel-electric locomotive could acts as a dispersed
mobile generation (DMG) unit when working under electric overhead lines, and it can be used
as a distributed resource for this specific electric power system.

Naoko Momma et al. (September 13, 1994) [23]: A railway control system for controllably
suppressing the maximum output of a railway substation for energy saving in a densified
operation territory and, in which a predetermined upper limit value is established in the output
of a substation. The output of the substation is always monitored by output monitoring
apparatus, and, when the substation output exceeds an upper limit value, control command
apparatus transmits a control command signal to any or several of output control apparatus, a
train group and an operation administration system. The output control apparatus, train group
or operation administration system which receives this signal performs output control or drive
force control or both of them, thereby to limit the output of the substation at or below a
predetermined value. It thus becomes possible to restrain a temporary output peak of a railway
substation and to reduce the installed capacity. Further, with drive force regulation among a

10
train group, an operation method having little overcapacity by gradual acceleration and
deceleration is applied to each train, thus realizing energy saving along the entire route.

Zhongping Yang et al. (June 21-24, 2010) [24]: By analyzing the traction technologies used
in existing locomotives and high speed trains, the development and current situation of traction
technology were described, and some urgent problems which need to be solved were presented.
Firstly DC motor traction technologies used in Chinese railway were introduced, the
development process of DC to AC motor traction locomotives were summarized. Secondly
several types of CRH (China Railway High-speed) high speed trains had been compared from
the various technical aspects such as main circuit structures, MT ratio, DC link loop. Finally,
some studies which should be carried out for the future are presented.

Ajith Kuttannair Kumar (October 7, 2008) [25]: A hybrid energy railway vehicle system
having a traction motor with a dynamic braking mode of operation for dynamically braking the
traction motor and for generating dynamic braking electrical energy and an electrical energy
storage system that is in electrical communication with the traction motor and that stores
dynamic braking electrical energy generated by the traction motor. The system also has a
hybrid energy railway vehicle with a plurality of wheels wherein the traction motor has a
motoring mode of operation for driving one of the wheels in response to electrical input energy.
A converter selectively provides stored electrical energy from the energy storage system to the
traction motor as electrical input energy for driving one or more of wheels. The hybrid energy
railway vehicle is optionally equipped computer readable medium having computer executable
instructions for controlling the operation of the hybrid energy railway vehicle and a processor
configured to control the operation of the railway vehicle as a function of at least one of a
plurality of operating modes.

A.J. Griffin (September 25-28, 1989) [26]: In Australia, commercial and operating pressures
are dictating the running of fewer but larger trains for a specified traffic task. The railway
power supply design (and therefore the infrastructure costs) is however governed by the
instantaneous power demands of the train and the spacing between trains. It is far easier to
optimize infrastructure costs and achieve a high load factor on a railway power system which
supplies, European style, many trains each of relatively small magnitude, than to supply a
smaller number of large trains. The problems are further aggravated in Australia by the weak,
radially-fed power systems and the random nature of freight train operations. The author
documents a range of options which can be used, selectively, to optimize the power system
design on a new electrification project, or to enhance an existing AC electrification at any
voltage or frequency. On a new electrification project, these techniques have the potential to
reduce the power supply infrastructure costs by about 10% compared with compared with
conventional systems based on normal European practices.

Mark Fakkema (June 28, 2011) [27]: A power generating system includes a railroad track
configured to define a looped track; a series of railroad cars riding on and extending
substantially the full length of the looped track forming a train loop; a drive gear mounted to
the train loop and having a gear circumference substantially concentric with the looped track;
and several turbine generators secured relative to the ground at the outer periphery of the drive

11
gear, the turbine generators having individual generator pinion gears in meshed driving contact
with the drive gear, so that movement of the train loop around the looped track causes the drive
gear to rotate the generator pinion gears and thereby operate the turbine generators. The turbine
generators preferably are electrically connected by cables to a power station. The train loop and
track preferably include electromagnets for propelling the train loop around the looped track,
and alternatively includes a diesel locomotive.

Jan K. Michalek (April 15, 1997) [28]: The present invention provides a signalling system for
a railroad locomotive, providing the locomotive with the capability to signal its approach to
upcoming railroad crossing signals in order for the crossing signals to activate lights, bells or
similar warning devices. The present invention includes a global positioning system receiver
mounted within the locomotive for the purpose of determining the train location and, therefore,
its proximity to the known locations of railroad crossings. The present invention also includes a
self-diagnostic mechanism within the crossing signal device capable of performing certain
internal checks for proper functioning of the warning devices. Such information, along with a
digitally encoded identification of the particular crossing, is relayed to the locomotive as it
passes the crossing. Thus, maintenance information concerning every railroad crossing so
equipped is automatically collected on the locomotive-based system for frequent interrogation
at service locations, and subsequent crossing-specific maintenance. Also included in the present
invention is the capability to signal the approach of a locomotive directly to specially equipped
motor vehicles. Further embodiments of the present invention include the capability for a
locomotive to signal its position to other locomotives for purposes of collision avoidance.

A.V. Vostroukhov et al. (October 2003) [29]: This paper presents a theoretical study of the
steady state dynamic response of a railway track to a moving train. The model for the railway
track consists of two beams on periodically positioned supports that are mounted on a visco-
elastic 3D layer. The beams, supports, and layer are employed to model the rails, sleepers and
soil, respectively. The axle loading of the train is modelled by point loads that move on the
beams. A method is presented that allows obtaining an expression for the steady-state
deflection of the rails in a closed form. On the basis of this expression, the vertical deflection of
the rails and its dependence on the velocity of the train is analyzed. Critical velocities of the
train are determined and the effect of the material damping in the sub-soil and in the pads on
the track response at these critical velocities is studied. The effect of the periodic in
homogeneity of the track introduced by the sleepers is studied by comparing the dynamic
response of the model at hand to that of a homogenized model, in which the supports are
assumed to be not discrete but uniformly distributed along the track. It is shown that the
vertical deflection of the rails predicted by these models resemble almost perfectly. The elastic
drag experienced by a high-speed train due to excitation of track vibrations is studied.
Considering a French TGV as an example, this drag is calculated using both the
inhomogeneous and homogenized models of the track and then compared to the rolling and
aerodynamic drag.

Arvind A. Daya (Dec 18, 2012) [30]: A rail train actuated energy generating device for the use
along the path of a trains includes “Y” type actuator arm members for transverse disposed,
parallel to rail tracks in a module mounted to the ground, the bottom of each of the actuator arm
12
is tied to a shaft in the module with a one way clutch gears in the module's oil bath. As the train
passes the actuator arms are pushed by “V” type attachments mounted to the edge of train's
undercarriage parallel to the rail, thereby moving the actuator arms randomly as train passes.
This motion of the actuator arm turns the shaft of the actuator arm with the one way clutch
locked turning the gear in the module, thus turning the adjacent sprocket gears with chains.
This process is repeated as the gears continue to turn upon contact that turns gearbox input
shaft whereby the generator.

M.Turan Soylemez et al. (2004) [31]: Simulation is an important part of the design and
optimization of DC rail traction power systems. With the help of simulation, it is possible to
determine possible problems, reduce the design costs and optimize for several design criteria
such as power consumption, passenger flow, and passenger comfort. This paper presents a new
simulation tool that can be used for these purposes while discussing several problems that must
be tackled in writing a rail traction power simulator. Keywords: multi-train simulation,
regenerative braking, DC rail traction systems.

Naoko Momma et al. (Sep 13, 1994) [32]: A railway control system for controllably
suppressing the maximum output of a railway substation for energy saving in a densified
operation territory and, in which a predetermined upper limit value is established in the output
of a substation. The output of the substation is always monitored by output monitoring
apparatus, and, when the substation output exceeds an upper limit value, control command
apparatus transmits a control command signal to any or several of output control apparatus, a
train group and an operation administration system. The output control apparatus, train group
or operation administration system which receives this signal performs output control or drive
force control or both of them, thereby to limit the output of the substation at or below a
predetermined value. It thus becomes possible to restrain a temporary output peak of a railway
substation and to reduce the installed capacity. Further, with drive force regulation among a
train group, an operation method having little overcapacity by gradual acceleration and
deceleration is applied to each train, thus realizing energy saving along the entire route.

Xin Yang et al. (October 10, 2012) [33]: In subway systems, the energy put into accelerating
trains can be reconverted into electric energy by using the motors as generators during the
braking phase. In general, except for a small part that is used for onboard purposes, most of the
recovery energy is transmitted backward along the conversion chain and fed back into the
overhead contact line. To improve the utilization of recovery energy, this paper proposes a
cooperative scheduling approach to optimize the timetable so that the recovery energy that is
generated by the braking train can directly be used by the accelerating train. The recovery that
is generated by the braking train is less than the required energy for the accelerating train;
therefore, only the synchronization between successive trains is considered. First, we propose
the cooperative scheduling rules and define the overlapping time between the accelerating and
braking trains for a peak-hours scenario and an off-peak-hours scenario, respectively. Second,
we formulate an integer programming model to maximize the overlapping time with the
headway time and dwell time control. Furthermore, we design a genetic algorithm with binary
encoding to solve the optimal timetable. Last, we present six numerical examples based on the
operation data from the Beijing Yizhuang subway line in China. The results illustrate that the
13
proposed model can significantly improve the overlapping time by 22.06% at peak hours and
15.19% at off-peak hours.

S. Hillmansen et al. (January 1, 2007) [34]: Concerns over future energy security, energy
costs, and competitiveness with other modes have prompted the railway industry to search for
cost-effective energy efficient traction solutions which will ensure continuing business
feasibility. For non-electrified routes, where the business case for electrification is unfavorable,
traction is usually provided by diesel fuel combustion. Hybridization offers the potential to
achieve a step change in energy efficiency. This article presents an analysis of the potential
benefits of hybridization for rail vehicles. The performance requirements of the energy storage
device in a hybrid rail vehicle which is storage device dominant are derived. A rail vehicle
simulator has been developed in order to compute the drive train duty cycle in typical high-
speed and commuter passenger services. The outputs from the simulator have been inputted
into a series hybrid model, which has been optimized to preserve the state of charge of the
energy storage device over a single typical rail journey. The analysis suggests the energy
savings of up to 28 per cent for high-speed intercity vehicles and 35 per cent for commuter
vehicles are achievable with practical system components. A sensitivity analysis exploring the
effect of the inherent efficiency of the regenerative braking capability and the energy storage
device revealed that primary energy savings are only realized with in/out storage efficiencies of
greater than ∼40 per cent.

Jon Stern (June 3, 2010) [35]: It is frequently suggested that regulation by contract can
effectively substitute for regulation by a specialist regulatory agency for utility service
industries. We examine these arguments and consider legal aspects and the historical
experience of the UK as regards railways and electricity. We conjecture that regulation and
contracts are complements for network industries rather than substitutes so that a regulatory
agency allows for better and simpler contracts, which are easier to monitor, enforce and revise.
This is what would be expected from the theory of incomplete contracts. We demonstrate that
UK historical experience is strongly consistent with this view.

F. Schmid I et al. (May 14-18, 2007) [36]: An appreciation of the requirements and operating
principles of an electric traction system starts from an understanding of the basic physics of
motion. Despite the recent major advances in the capabilities of power electronic converters
and microprocessor controllers, the overall tractive effort vs. speed characteristics are still
much the same as in the early days of electric railways and trains services are subject to the
same limitations, such as adhesion and power limits.

Ajith Kumar (Jan 12, 2006) [37]: A railroad vehicle for carrying freight is described. The
railroad vehicle comprises power regeneration capability through a traction motor linked to a
driving wheel, an electrical energy storage system, a controller that may selectively operate the
traction motor in a motoring mode, a coasting mode, or a dynamic braking mode. In the
dynamic braking mode electrical energy from the traction motor is transmitted to the electrical
energy storage system. The controller is in communication with a communication link that
receives control commands from an external control source and those control commands
indicate the operating mode for a particular period of time.

14
Brakeley Welles II Kenneth (April 29, 2008) [38]: A data gathering apparatus comprises a
power generation device configured to generate power via movement of the rail. The data
gathering apparatus further comprises a sensing device configured to receive power from the
power generation device and to sense at least one property of the rail, wherein the property of
the rail is at least partially defined by a vehicle travelling on the rail.

Yuan Tianchen et al. (November 12, 2014) [39]: This research is focused on energy
harvesting from track vibration in order to provide power for the wireless sensors which
monitor railroad health. Considering that track vibration has vibration energy, a new method is
proposed in the paper to harvest energy based on the piezoelectric effect. The piezoelectric
generator called drum transducer is the key part for track vibration energy harvesting. The
model of drum transducer is established and the simulation results show that it can generate
100 mW in real track situation. In addition, an experiment rig is developed and its vibration
model is also established. The simulation and experiment results show that peak open-circuit
voltage of piezoelectric generator is about 50–70 V at the full load of the train. The whole track
vibration energy harvesting system is analytically modelled, numerically simulated, and
experimentally realized to demonstrate the feasibility and the reliability of the theoretical
model. This paper is the theoretical basis of harvesting, recovering and recycling of the track
vibration energy for track safety.

Karel Mulder et al. (Jan 10, 2014) [40]: Today, technological innovation is often called upon
to deliver solutions to the sustainable development challenges that the world faces. The
integration of different technological systems is promoted as a main option for that goal. By
integrating systems, waste from one system can be used as feedstock for another system,
equipment can be used more efficiently by economies of scale, and/or the service that can be
provided to customers, can increase.
Integration of technological systems is not just a technological challenge. Systems integration
creates new social interdependencies which imply that the previously unrelated systems lose
part of their autonomy. Autonomy of a system is a valuable asset that allows a system some
flexibility when it is confronted with changing conditions. Integration implies that institutional
frameworks have to be created to balance the interests of previously unrelated actors.
Moreover, the technological as well as the social complexity of an integrating system increases,
which makes it harder to manage.
This paper studies the process of systems integration and its related process of creating new
institutional frameworks by analyzing the introduction of large scale hydropower in Western
Sweden and developments that were triggered in this complex systems integration. In 1910, the
first large scale hydropower station was opened in the Göta Älv river at Trollhättan. The
hydropower station was close to the Gothenburg-Stockholm railway line, which was planned to
be electrified. The seasonal excess of electricity was sold at a low price. This attracted
industries that depended on cheap electricity, and Trollhättan became a centre for metallurgical
and electrochemical industry.
The hydropower plant owners aimed at completely regulating the river in order to optimize
power production. However, this implied that the interests of riparians, agriculture, river

15
transport and fisheries would become subordinate to power production. Creating an
institutional framework for this integration lasted 21 years.
This historical analysis identifies three main elements which enabled (or impeded) systems
integration. These were: spatial conditions that provided options for integration, expected
efficiency gains in relation to the anticipated loss of autonomy for the integrating systems,
social processes among the actors involved. Different degrees as well as different types of
systems integration were discerned and the paper develops a typology of systems integration
processes.

Mark Fakkema (June 28, 2011) [41]: A power generating system includes a railroad track
configured to define a looped track; a series of railroad cars riding on and extending
substantially the full length of the looped track forming a train loop; a drive gear mounted to
the train loop and having a gear circumference substantially concentric with the looped track;
and several turbine generators secured relative to the ground at the outer periphery of the drive
gear, the turbine generators having individual generator pinion gears in meshed driving contact
with the drive gear, so that movement of the train loop around the looped track causes the drive
gear to rotate the generator pinion gears and thereby operate the turbine generators. The turbine
generators preferably are electrically connected by cables to a power station. The train loop and
track preferably include electromagnets for propelling the train loop around the looped track,
and alternatively includes a diesel locomotive.

R. A. Smith (July 1, 2003) [42]: A combination of a rapidly increasing world population and
an increasing energy-intensive lifestyle has led to doubts about the sufficiency of natural
resources. The waste products of these economic activities have become large enough to
change the climate of the globe. The demand for transport is characterized by an exponential
increase and a tendency to choose faster modes. These facts give rise to concerns about the
sustainability of present transport practices.
While railways presently offer significant environmental advantages over other modes of
transport, particularly the car, in many areas the gap is closing quickly. Cars are much safer,
more energy efficient and less polluting than a decade ago. Trains in the future will have to
contend with reducing hydrocarbon fuel supplies and much stricter legislation limiting
emissions, particularly diesel particulates. Because the energy environmental performance of
trains depends on the passenger load factor, the areas in which railways excel are high-speed
intercity and commuting. Both these activities are well served by electric traction.
With very few exceptions railway companies have not yet responded to significant
environmental challenges. The oft-stated complacent view, that railways are environmentally
superior to other modes of transport, fails to recognize that the competition is rapidly eroding
their lead.

Carlton Leslie (Aug 31, 2010) [43]: A system for increasing the efficiency of the movement of
a railroad car over a length of rail, including a fluid reservoir for containing a quantity of
efficiency enhancing fluid, a fluid dispensing member, a fluid pump connected in fluidic
communication between the reservoir and the fluid dispensing member for dispensing a
predetermined quantity of fluid through the fluid dispensing member, a microprocessor
16
operationally connected to the fluid pump, and a first sensor for generating a first sensor signal
in response to a railroad car crossing a predetermined section of track and operationally
connected to the microprocessor. The fluid dispensing member is positioned along a railroad
portion substantially equal in length to the circumference of a railroad car wheel to provide a
substantially continuous flow of efficiency enhancing fluid substantially equal in length to the
circumference of a railroad car wheel onto the rail portion when the predetermined quantity of
fluid is dispensed.

William R. Peitzke (March 18, 2014) [44]: A utility grid ancillary services system employs an
inclined track with a utility grid connection system associated with the track. Shuttle units ride
on the inclined track and have a motor/generator and an onboard electrical system for control.
The motor/generator is connected to draw power from or provide power to the utility grid
connection system. A controller in communication with an electric utility controls the onboard
electrical system. Software modules in the controller increase uphill force responsive to a
regulation down command from the utility thereby absorbing additional power from the utility
grid or decreasing the amount of power provided to the grid. The software modules decrease
force in an uphill direction responsive to a regulation up command from the utility thereby
generating additional power to supply the utility grid or decreasing the amount of power
absorbed from the grid.

Wayne H. Murray (Nov 5, 2002) [45]: A rail-car status-indicating assembly is provided for
mounting to the axles of railcars. A solenoid and a magnet are part of the assembly installed
each to one of a non-rotating structure and a rotating structure which co-rotates with the axle so
that each time the solenoid enters the magnets field a current is induced. Preferably, housing
forms the rotating structure for protecting the inductive components. A bearing and pendulum
are mounted within the housing to form a non-rotating structure. Magnetically induced co-
rotation is eliminated by mounting of the electrical components to an offset pivoted structure.
One form of low-power status device is light emitting diodes, electrically connected to the
solenoid for repeated emission of light visible to oncoming motorists. Other embodiments
include use of low power temperature sensors and the use of LEDs to transmit two or more
status condition or via RF transceivers. Alternatively, the housing forms the non-rotating
pendulum structure and the axle rotates a rotary member bearing one of either the solenoid or
magnet.

Patrick D. Kelly (Sept 13, 2011) [46]: An electric generating system uses a zeppelin filled
with helium or hydrogen, and a spinnaker sail, to provide pulling power that will lift a heavy
railcar to an elevated height on a track, such as on a hill or mountainside, or in an elevator-type
shaft in a tall building. When the heavy car reaches the top of the track, it is released, and its
descent drives an electric generator. The generator can be carried by the car, and can send the
power to batteries on the car, or to conductive rails. Alternately, if the car is inert weight, cables
can drive stationary generators. The zeppelin will be inflated and deflated repeatedly, using
equipment to recapture energy during each gas expansion, to help drive subsequent
recompression into high-pressure tanks. The spinnaker sail will use a cable-handling device and
spreader bars to deploy the sail and keep it at an elevated height. Various advantages are
provided compared to wind turbines and pumped-storage hydroelectric facilities.
17
Jefferey Allen Hunter (Oct 27, 2009) [47]: In one exemplary embodiment, an energy
generating module comprises an energy generating device, an enclosure for the energy
generating device, a modular cage, a fuel chamber, an energy-transfer receptacle, and a railcar
chassis. The energy generating module is transportable on rails via the railcar chassis. The
modular cage comprises a peripheral cage secured to the enclosure and one or more multi-
directional extensions extending from the peripheral cage to support the energy generating
device within the enclosure. The multi-directional extensions are movable in multiple
directions as the peripheral cage sways during transportation of the energy generating module
so as to permit the energy generating device to track its inertial position more closely than the
sway of the peripheral cage during transportation of the energy generating module. The energy
generating device is configured to generate an energy output that is transferable by the energy-
transfer receptacle to an energy consuming device.

Lei Zuo et al. (July 19, 2016) [48]: An energy generating device utilizing mechanical
vibration power is provided. The energy generating device includes a first body for
reciprocating according to vibration motions; an anchored second body; a rack coupled to one
of the first body and the anchored second body; a gear assembly engaged with the rack and
coupled to the other one of the first body and the anchored second body such that the gear
assembly drives a generator via a rotational movement in a single direction according to each
of upward and downward movement of the rack relative to the gear assembly; and the
generator engaged with the gear assembly for receiving the rotational movement output from
the gear assembly and outputting a direct current according to the rotational input from the gear
assembly.

Brunekreeft et al. (2014) [49]: What is a good balance between competition and coordination
in network industries? Network unbundling aims to promote competition, but this has to be
balanced against the downside of unbundling: firm-internal coordination falls away and must
be replaced by external market mechanisms. This is a non-trivial task. The cost of flawed
coordination as a result of fragmentation can be substantial and policy should focus more on
the cost of coordination and on governance structures to secure coordination. This paper
examines three persistent sources of flawed coordination: (1) a regulation versus unbundling
dilemma, (2) difficulties with optimal network charging and (3) strategic behaviour resulting in
misaligned incentives. Practical relevance is underlined with lessons from (European)
electricity and railways.

Philip Torchio (Feb 12, 2013) [50]: While all industries depend on the use of power few are
more vitally affected by the circumstances of its use than the transportation industry. In this
industry power not only represents a large item in the total cost of operation but, by the varied
forms and ways in which it can be applied, exercises an important influence in the creation of
conditions favorable to more efficient movement of freight and passengers, improvement in the
standards of service and resultant promotion of the business.

18
CHAPTER 3.

DESIGN AND CALCULATIONS

3.1 Design and calculation of components used

3.1.1 Gear wheel design

In the design of the project, two types of gear wheels have been used. They are spur gear
wheels and sprocket gear wheels.

Fig 3.1 Spur gear

The gear specifications are as follows:
1. Spur gears – 2
2. Number of Teeth – 38 and 11
3. Addendum diameter – 135mm and 40mm
4. Module – 4.0mm
5. Pressure angle –20° full depth teeth
6. Material – cast iron, stainless steel

3.1.2 Sprocket wheel design

Two regular sprocket wheels and a freewheeling sprocket wheel have been used in the model.

19
3.1.2.1 The specifications of the regular sprocket wheel

Fig 3.2 Sprocket wheel

1. Material – stainless steel
2. Addendum diameter –210mm
3. Number of teeth – 48
4. Pitch – 22mm

3.1.2.2 Free wheel specification

Fig 3.3 Free wheel

1) Material – stainless steel
2) Addendum diameter – 100mm
3) Number of teeth – 18
4) Freewheeling – one direction
5) Pitch – 20mm

20
3.1.3 Chain drive design

The chain drive is used between the freewheeling sprocket and the largest of the rest of the two
sprockets. The specifications are as follows:

Fig 3.4 Chain

1. Pitch –12.7mm
2. Roller diameter – 7.95mm
3. Width – 7.85mm
4. Breaking load – 13,800 N (min, ISO Standards for chain number 08A (ANSI-40))

3.1.4 Spring design

The rack when pressed down has to be reset for the next incoming pair of wheels. For this the
rack has to retrace its downward motion in upward direction. This can be achieved by using
springs under the rack. The springs are to be selected such that in downward motion most of the
force due to weight of the train has to be transferred to the pinion and the spring should deform
easily. It should not pose any shock to the rack or the entire assembly because of its nature. As
the weight on the rack is released the spring should reset the rack to its original position.

21
 Fig 3.5 Spring
The specifications of the spring selected are:
1. Wire diameter – 4mm
2. Mean coil diameter – 30mm
3. Number of active coils – 23

3.1.5 Shaft design

In the present model two shafts is used. One is used to mount the gears. Both the shaft has been
mounted on bearings to provide for resistance free rotation about its own axis. The loads acting
on the shaft are that of the weights of the components mounted on the shaft, transmission loads
and self-weight of the shaft.

Fig 3.6 Shaft

The specifications of the shafts are as follows:
Input shaft diameter – 20mm
Input shaft length – 900mm
Output shaft diameter – 30mm
Output shaft length – 1500mm

22
3.1.6 Bearing design

To support the rotation of the shaft in its seat, single sleeve needle roller bearings have been
employed. They are a type of cylindrical roller bearings. The specifications of the bearings are
as follows:

Fig 3.7 Bearing

Input shaft bearing:
Inner diameter – 20mm
Outer diameter – 55mm
Output shaft bearing:
Inner diameter – 30mm
Outer diameter – 60mm

3.1.7 DC generator

An electrical generator is a device that converts mechanical energy to electrical energy, generally using
electromagnetic induction.

Fig 3.8 DC generator

23
The specifications of the DC generator are as follows:
Bearing shaft diameter – 80mm
Speed – 1500rpm
Output voltage – 24V

3.1.8 Design of base and railway track arrangement

We are using square pipe for base and railway track arrangement of cross-sectional area
35×35mm2.

Fig 3.9 Base and railway track arrangement Fig 3.10 Square cross-section pipe
Length of the base – 1100mm
Width of the base – 900mm
Height of the base – 800mm

24
3.2 Assembly and working

3.2.1 Assembly of the model

Fig 3.11 Assembly of the model from one side

Fig 3.12 Assembly of the model from other side

25
3.2.2 Working procedure

As the train passes over the railway track the load acted upon the flap over the track or plant
setup is there by transmitted to rack, pinion and chain sprocket arrangements, were the
reciprocating motion of the track is converted into rotary motion with the help of rack and
pinion arrangement. Then this rotatory motion is then fed on to the gear drives which supply
this motion to the other shaft where chain sprocket and flywheel is mounted. The flywheel
multiplies its speed. This speed which is sufficient to rotate the rotor of a generator is fed into
the generator were an electro motive force is produced that generates electricity. This electrical
power can be stored to a battery. The generated power can be used for the lamps on the railway
station and LCD display or connected to grid and this will be a great boon for the rural villages
too.
Experimentation and Evaluation:-
In the model certain assumptions are made for the sake of model testing. The assumptions are
as follows:
1. The train weight is assumed to be the standard weights that are used to test the performance.
2. The load on the flap is assumed to be vertical and no horizontal components are present.
3. The loads are all sudden loads.

Fig 3.13 Working model

26
CHAPTER 4.

RESULT AND DISCUSSION

The load is allowed to act as sudden load but not impact or gradual. A fixed load is released on
the mechanism and the peak of the voltage reading shown on the multimeter is noted. The
experiment is repeated at least five times and the average of the readings noted is considered to
be the voltage generated by the device when corresponding load is applied. In our project the
average voltage generated is 56 volt.
Table 4.1 Result obtained on the basis of flap deflection
S. No. Deflection of flap(cm) Voltage produced(volt)

1 3 35

2 4 45

3 5 50

4 7 60

5 8 90

From the table 1 and experimental procedure: -

1. With the increase in the load on the rack the output voltage increases.
2. The output varies with the position of the rack.
Realization of Model: -
1. The effectiveness of the model requires a busy track with train that move at average speeds,
track data and effective planning of the usage or storage of the power developed.
2. The flap should not cause damage to the train performance by its presence.
3. Flap is to be employed where train usually go slow or the drivers are forced to go slow
naturally.

27
CHAPTER 5.

CONCLUSION
In this project electrical power was generated at railway track by using rack and pinion
mechanism. This type of power generation is identified to be cheaper than many other
alternatives and the model has less number of parts and the assembly would cost very less with
all the components being available regularly and no model specific parts are to be
manufactured.
It is observed that the electrical power is in great demand, we as mechanical engineer should be
in discovered for new idea of power generation. As energy can never be created or destroyed,
we should transform it into the form that we can used to supply for railway station equipment
light, fan, signal light etc. we can implement this system at both entry and leaving point in the
railway station This arrangement can be used in different application like in foot step or speed
breaker at school, colleges and highway for generation ways of electrical energy. So that the
power production rate is increased and demand at particular area can be fulfilled.

28
 CHAPTER 6.

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