A PROJECT REPORT ON

“POWER GENERATION USING

RAILWAY TRACK”
Submitted By
NABKISHOR KHILAR (1401298278)
NIMESH KUMAR (1401298281)
NIRANJAN MAHTO (1401298205)
RITESH KHATUA (1401298295)
Under the guidance of

Prof. KSHITISH KUMAR DASH

Submitted to
“BIJU PATTANAIK UNIVERSITY OF TECHNOLOGY”

In partial fulfillment of the requirement for the award of the degree of bachelor of technology
(B.Tech)

Department of Mechanical Engineering

Gandhi Institute for Technology, GRAMADHIA, GANGAPADA,
BHUBANESWAR, ODISHA
2017-2018

1
 CERTIFICATE

This is to certify that the project on “POWER GENERATION FROM RAILWAY

TRACK” is a bonafide record of the seminar delivered by NIMESH KUMAR, NABKISHOR
KHILAR, NIRANJAN MAHTO, RITESH KUMAR KHATUA under my supervision and
guidance, in partial fulfillment of the requirements for the award of Degree of Bachelor of
Technology in Mechanical Engineering from GANDHI INSTITUTE FOR TECHNOLOGY,
Bhubaneswar for the year 2017-2018.

HOD Project Coordinator Project guide

Department Of Mechanical
Engineering

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 DECLARATION

We hereby declare that the project report and title ―POWER GENERATION USING
RAILWAY TRACK‖ submitted for the B.tech degree in mechanical engineering is our original work
and the report has not formed the basis for the award of degree, associate ship, bellow ship or any
other similar title.

Place: Bhubaneswar

Date:

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 CONTENTS

Acknowledgement i
Abstract ii
List of figure & list of table iii
Chapter-1
1.1 Introduction 10
1.2 Need for non-conventional energy 11

Chapter-2
2.1 Main Components used 13
2.1.1 Rack and pinion mechanism 13-14
2.1.2 Battery 15-18
2.1.3 Gear box 18-19
2.1.4 Dynamo or generator 20-21
2.1.5 LED lights 21
2.1.6 Rectangular steel frame 22
2.2 Railway track characteristics 23
2.3 Prototype and software implementation 24
2.3.1 Design and prototype 24

Chapter-3
3.1 Literature review 26-30

Chapter-4
4.1 Working principle 32
4.2 Arrangement 33

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Chapter-5

5.0 Calculation 35

5.1 Calculation of rpm ratio in input and output gear 35

5.2 Experimentation and evaluation 36-37

Chapter-6

6.1 Future scope 39

6.2 Application 40
6.3 Advantage 40
6.4 Disadvantage 40
6.5 Conclusion 41
6.6 Reference 42

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 ACKNOWLEDGEMENT

The work presented in this dissertation would not have been possible without the help and support of
a large number of people. The author first expresses his heartiest gratitude to his guide Prof.
KSHITESH KUMAR and supervisor, Designation, Department of Mechanical Engineering,
GANDHI INSTITUTE FOR TECHNOLOGY, Bhubaneswar, Odisha, India for his valuable
guidance, help and encouragement in the course of the present work. The successful and timely
completion of the work is due to his constant inspiration and constructive criticism. I take this
opportunity to express my deepest gratitude to the project coordinator AND HOD Prof.
KSHITESH KUMAR DASH Department of Mechanical Engineering and also faculty members of
the Department of Mechanical Engineering, GIFT, Bhubaneswar for constant advice, useful
discussions, encouragement and support in pursuing the B.Tech work.

The help and cooperation received from the Principal and Dean Academic, GIFT, Bhubaneswar are
gratefully acknowledged.

NABKISHOR KHILAR
NIMESH KUMAR
NIRANJAN MAHTO
RITESH KHATUA

Department Of Mechanical Engineering

Gandhi Institute for Technology,
Bhubaneswar, Odisha

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ABSTRACT

In this project we are generating electrical power by running the train on the railway track. It does
not required any fuel input to generate electrical power as output. This project using simple drive
mechanism such as rack and pinion assembly and chain drive mechanism. This project can be
simply implemented to anywhere in the railway track. 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 12 volt or more.

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List of fig:-

Fig no Figure name Page no

1. Rack and pinion 13

2. Application of rack and 14

pinion diagram

3. Lead acid battery 16

arrangement
4. Charging of lead acid cell 17

5. Gear box 19

6. Dynamo 20

7. Working principle of 21
dynamo generator
8. LED lights 21

9. Steel frames 22

10. Track characteristics 23

diagram
11. CATIA Implementation 24

12. Working of model 32

13. Block diagram 33

14. Arrangement of model 33

List of table:-
Table no Table name Page no
1 Experimentation and 36
evaluation

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Chapter-1

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1.1 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 power is generated with the help of
some simple arrangements of rack and pinion, generator, battery, spring and gear arrangements. 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 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.

Man has needed and used energy at an increasing rate for his sustenance and wellbeing ever since he
came on the earth a few million years ago. Primitive man required energy primarily in the form of
food. He derived this by eating plants or animals, which he hunted. Subsequently he discovered fire
and his energy needs increased as he started to make use of wood and other bio mass to supply the
energy needs for cooking as well as for keeping himself warm. With the passage of time, man started
to cultivate land for agriculture. He added a new dimension to the use of energy by
domesticating and training animals to work for him. With further demand for energy,
man began to use the wind for sailing ships and for driving windmills, and the force of falling
water to turn water for sailing ships and for driving windmills, and the force of falling water
to turn water wheels. Till this time, it would not be wrong to say that the sun was supplying all the
energy needs of man either directly or indirectly and that man was using only renewable sources
of energy.

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1.2 Need for non-conventional energy

Fuel deposit in the will soon deplete by the end of 2020Fuel scarcity will be maximum. Country like
India may not have the chance to use petroleum products. Keeping this dangerous situation in mind
we tried to make use of non-pollutant natural resource of petrol energy. The creation of new source
of perennial environmentally acceptable, low cost electrical energy as a replacement for energy from
rapidly depleting resources of fossil fuels is the fundamental need for the survival of mankind. We
have only about 25 years of oil reserves and 75 – 100 years of coal reserves.

Resort to measure beginning of coal in thermal electric stations to serve the population would result
in global elemental change in leading to worldwide drought and decertification.
The buzzards of nuclear electric-stations are only to will. Now electric power beamed directly by
micro-wave for orbiting satellite. Alternative power stations (s.p.s) provide a cost-effective solution
even though work on alternative photo voltaic and alternative thermo electric energy sources has
been extensively pursued by many countries. Earth based alternative stations suffer certain basic
limitations.
It is not possible to consider such systems and meeting continuous uninterrupted concentrated base
load electric power requirements. Energy plays an important role in the material, social and cultural
life of mankind. The energy needs are increasing day by day. This is the result of population growth
and increase in the standard of living which is directly proportional to energy consumption.

As we know that mankind will be never lacking in energy. Today, it is liquid fluid, tomorrow it may
be uranium with an element of risk. Risk exists where ever there is human activity and production of
energy. Just as the supply of fossil fuel is finite thus there will be the supply of uranium. Perhaps,
uranium would be exhausted quickly if it is used on a large scale.It is therefore, harnessing the
gigantic inexhaustible alternative energy source reduces the dependence on fossil fuels. For the
environmental concerned, the alternative energy harnessing system offers advantages in that, it emits
no pollutants into the atmosphere as they are with the combustion of fossil fuels. Thus, as a long
term option alternative energy system can be considered as an alternate to all the finite fuel system.
Therefore, there is no energy shortage today nor will there be in the near future.
In our project we use track power for domestic use.

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Chapter-2

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2.1 Main components used
1. Rack and pinion
2. Battery
3. Generator
4. Gear box
5. LED
6. Mild steel square bar

2.1.1 Rack and Pinion mechanism:

Rack and pinion animations rack and pinion is a type of linear actuator that comprises a pair of gears
which convert rotational motion into linear motion. The circular pinion engages teeth on a linear
―gear‖ bar–the rack. Rotational motion applied to the pinion will cause the rack to move to the side,
up to the limit of its travel. For example, in a rack railway, the rotation of a pinion mounted on a
locomotive or a rail car engages a rack between the rails and pulls a train along a steep slope.

1. A rack is a gear whose pitch diameter is infinite, resulting in a straight line pitch circle.
2. Involute of a very large base circle approaches a straight line.
3. Used to convert rotary motion to straight line motion.
4. Used in machine tools.

Fig -1 rack and pinion

A rack and pinion is a type of linear actuator that comprises a pair of gears which convert rotational
motion into linear motion. A circular gear called ―the pinion‖ engages teeth on a linear ―gear‖ bar
called ―the rack‖; rotational motion applied to the pinion causes the rack to move, thereby translating
the rotational motion of the pinion into the linear motion of the rack.
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For example, in a rack railway, the rotation of a pinion mounted on a locomotive or a rail car engages
a rack between the rails and forces a train up a steep slope. For every pair of conjugate involute
profile, there is a basic rack. This basic rack is the profile of the conjugate gear of infinite pitch
radius. (I.e. a toothed straight edge.)

A generating rack is a rack outline used to indicate tooth details and dimensions for the design of a
generating tool, such as a hob or a gear shaper cutter.The rack and pinion arrangement is commonly
found in the steering mechanism of cars or other wheeled, steered vehicles. This arrangement
provides a lesser mechanical advantage than other mechanisms such as recirculating ball, but much
less backlash and greater feedback, or steering ―feel‖. The use of a variable rack (still using a normal
pinion) was invented by Arthur E Bishop, so as to improve vehicle response and steering ―feel‖
especially at high speeds, and that has been fitted to many new vehicles, after he created a
specialized version of a net-shape warm press forging process to manufacture the racks to their final
form, thus eliminating any subsequent need to machine the gear teeth. Enclosed steering rack in an
automobile for every pair of conjugate involute profile, there is a basic rack. This basic rack is the
profile of the conjugate gear of infinite pitch radius.

A generating rack is a rack outline used to indicate tooth details and dimensions for the design of a
generating tool, such as a hob or a gear shaper cutter.

Applications

Fig-2 Application of rack and pinion

Rack and pinion combinations are often used as part of a simple linear actuator, where the rotation of
a shaft powered by hand or by a motor is converted to linear motion. The rack carries the full load of
the actuator directly and so the driving pinion is usually small, so that the gear ratio reduces the
torque required. This force, thus torque, may still be substantial and so it is common for there to be a
reduction gear immediately before this by either a gear or worm gear reduction. Rack gears have a
higher ratio, thus require a greater driving torque, than screw actuators.

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2.1.2 Battery

The battery which uses sponge lead and lead peroxide for the conversion of the chemical energy into
electrical power, such type of battery is called a lead acid battery. The

lead acid battery is most commonly used in the power stations and substations because it has higher
cell voltage and lower cost.

Battery (electricity), an array of electrochemical cells for electricity storage, either individually linked
or individually linked and housed in a single unit. An electrical battery is a combination of one or more
electrochemical cells, used to convert stored chemical energy into electrical energy. Batteries may be
used once and discarded, or recharged for years as in standby power applications. Miniature cells are
used to power devices such as hearing aids and wristwatches; larger batteries provide standby power
for telephone exchanges or computer data centres.

Lead-acid batteries are the most common in PV systems because their initial cost is lower and
because they are readily available nearly everywhere in the world. There are many different sizes and
designs of lead-acid batteries, but the most important designation is that they are deep cycle batteries.
Lead -acid batteries are available in both wet-cell (requires maintenance) and sealed no- maintenance
versions.

Lead acid batteries are reliable and cost effective with an exceptionally long life. The Lead acid
batteries have high reliability because of their ability to withstand overcharge, over discharge vibration
and shock. The use of special sealing techniques ensures that our batteries are leak proof and non-
spoilable. The batteries have exceptional charge acceptance, large electrolyte volume and low self-
discharge, which make them ideal as zero- maintenance batteries lead acid batteries are manufactured/
tested using CAD (Computer Aided Design). These batteries are used in Inverter & UPS Systems and
have the proven ability to perform under extreme conditions. The batteries have electrolyte volume,
use PE Separators and are sealed in sturdy containers, which give them excellent protection against
leakage and corrosion.

Construction of Lead Acid Battery

The various parts of the lead acid battery are shown below. The container and the plates are the main
part of the lead acid battery. The container stores chemical energy which is converted into electrical
energy by the help of the plates.

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 1. Container – The container of the lead acid battery is made of glass, lead lined wood, ebonite,
the hard rubber of bituminous compound, ceramic materials or moulded plastics and are
seated at the top to avoid the discharge of electrolyte. At the bottom of the container, there are
four ribs, on two of them rest the positive plate and the others support the negative plates.

The prism serves as the support for the plates and at the same time protect them from a short-
circuit.The material of which the battery containers are made should be resistant to sulfuric
acid, should not deform or porous, or contain impurities which damage the electrolyte.

2. Plate – The plate of the lead-acid cell is of diverse design and they all consist some form of a
grid which is made up of lead and the active material. The grid is essential for conducting the
electric current and for distributing the current equally on the active material. If the current is
not uniformly distributed, then the active material will loosen and fall out.

Fig-3 lead acid battery arrangement

The grids are made up of an alloy of lead and antimony. These are usually made with the transverse
rib that crosses the places at a right angle or diagonally. The grid for the positive and negative plates
are of the same design, but the grids for the negative plates are made lighter because they are not as
essential for the uniform conduction of the current. The plates of the battery are of two types. They
are the formed plates or plante plates and pasted or faure plates. Plante’s plates are used largely for
stationary batteries as these are heavier in weight and more costly than the pasted plates. But the
plates are more durable and less liable to lose active material by rapid charging and discharging. The
plantes plate has low capacity weight-ratio.

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Faure process is much suitable for manufacturing of negative plates rather than positive plates. The
negative active material is quite tough, and it undergoes a comparatively low change from charging
and discharging.

1. Active Material – The material in a cell which takes active participation in a chemical
reaction (absorption or evolution of electrical energy) during charging or discharging is called the
active material of the cell. The active elements of the lead acid are Lead peroxide (PbO2) – It forms
the positive active material. The PbO2 are dark chocolate broom in colour.
2. Sponge lead – Its form the negative active material. It is grey in colour.
3. Dilute Sulphuric Acid (H2SO4) – It is used as an electrolyte. It contains 31% of sulphuric acid.
The lead peroxide and sponge lead, which form the negative and positive active materials have the
little mechanical strength and therefore can be used alone.

4. Separators – The separators are thin sheets of non-conducting material made up of chemically
treated Leadwood, porous rubbers, or mats of glass fibre and are placed between the positive and
negative to insulate them from each other. Separators are grooved vertically on one side and are
smooth on the other side.

Working Principle of Lead Acid Battery

When the sulfuric acid dissolves, its molecules break up into positive hydrogen ions (2H+) and
sulphate negative ions (SO4—) and move freely. If the two electrodes are immersed in solutions and
connected to DC supply then the hydrogen ions being positively charged and moved towards the
electrodes and connected to the negative terminal of the supply. The SO4— ions being negatively
charged moved towards the electrodes connected to the positive terminal of the supply main (i.e.,
anode).

Fig-4

17
Each hydrogen ion takes one electron from the cathode, and each sulphates ions takes the two
negative ions from the anodes and react with water and form sulfuric and hydrogen acid.

The oxygen, which produced from the above equation react with lead oxide and form lead peroxide
(PbO2.) Thus, during charging the lead cathode remain as lead, but lead anode gets converted into
lead peroxide, chocolate in colour.

If the DC source of supply is disconnected and if the voltmeter connects between the electrodes, it
will show the potential difference between them. If wire connects the electrodes, then current will
flow from the positive plate to the negative plate through external circuit i.e. the cell is capable of
supplying electrical energy.

2.1.3 Gear box

An automobile requires high torque when climbing hills and when starting, even though they are
performed at low speeds. On other hand, when running at high speeds on level roads, high torque is
not required because of momentum. So requirement of a device is occur, which can change the
vehicle’s torque and its speed according to road condition or when the driver need. This device is
known as transmission box.

Function of transmission box (gear box) in automobile:

1. Provide the torque needed to move the vehicle under a variety of road and load conditions. It does
this by changing the gear ratio between the engine crankshaft and vehicle drive wheels.

2. Be shifted into reverse so the vehicle can move backward.

3. Be shifted into neutral for starting the engine.

In a gear box, the counter shaft is mashed to the clutch with a use of a couple of gear. So the counter
shaft is always in running condition. When the counter shaft is bring in contact with the main shaft
by use of meshing gears, the main shaft start to rotate according to the gear ratio. When want to
change the gear ratio, simply press the clutch pedal which disconnect the counter shaft with engine
and change connect the main shaft with counter shaft by another gear ratio by use of gearshift lever.
In an gear box, the gear teeth and other moving metal must not touch. They must be continuously

18
separated by a thin film of lubricant. This prevents excessive wear and early failure. Therefor a
gearbox runs partially filled with lubricant oil.

Fig-5 gear box

Plastic gear box

The positive characteristics of plastic gears include being lightweight, non-rusting, quiet, injection
molding enabling low cost and large production, and able to operate without lubrication by mating
with metal gears. On the other hand, low strength, tendency to hold heat, large dimensional change
including backlash compared to metal, etc. are some of the points requiring caution. The degree of
dimensional changes that occur with plastic gears depend on the ability to resist temperature change,
moisture absorption rate and resistance to chemicals.

As far as the applications of plastic gears, they are used in varying industries such as food production
machines, consumer electronics, chemical, toy, and medical equipment industries.

Materials used in plastic gears are, in general, engineering plastics such as polyacetal (POM) and MC
Nylon which is essentially polyamid resin. In addition, U-PE and PEEK can be used.

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2.1.4 Dynamo or generator

Fig 6 Dynamo

Dynamos and Generators convert mechanical rotation into electric power. Dynamo - a device that
makes direct current electric power using electromagnetism. It is also known as a generator, however
the term generator normally refers to an "alternator" which creates alternating current power.

Dynamos and generators work using the wild complex phenomena of electromagnetism.
Understanding the behavior of electromagnetism, its fields and its effects is a large subject of study.
There is a reason why it took 60 years AFTER Volta's first battery to get a good powerful dynamo
working. We will keep things simple to help introduce you to the interesting subject of power
generation.

In the most basic sense a generator/dynamo is one magnet rotating while inside the influence of
another magnet's magnetic field. You cannot see a magnetic field, but it is often illustrated using
lines of flux. In the illustration above lines of magnetic flux would follow the lines created by the
iron filings.

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 Fig 7 Working principle of dynamo of generator

Dynamos, usually driven by steam engine were widely used in power station to generate electricity
for industrial and domestic purposes. They have since been replaced by alternators.

Large industrial dynamos with series and parallel (shunt) windings can be difficult to use together in
a power plant, unless either the rotor or field wiring or the mechanical drive systems are coupled
together in certain special combinations. It seems theoretically possible to run dynamos in parallel to
create induction and self sustaining system for electrical power.

2.1.5 LEDS (Light Emitted Diodes)

A light-emitting diode (LED) is a two-lead semiconductor light source. It is a p-n
junction diode that emits light when activated. When a suitable voltage is applied to the
leads, electrons are able to recombine with electron holes within the device, releasing energy in the
form of photons. This effect is called electroluminescence, and the color of the light (corresponding
to the energy of the photon) is determined by the energy band gap of the semiconductor. LEDs are
typically small (less than 1 mm2) and integrated optical components may be used to shape
the radiation pattern.

Fig 8 LEDS

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2.1.6 Rectangular steel frame
A hollow structural section (HSS) is a type of metal profile with a hollow tubular cross section. The
term is used predominantly in the United States, or other countries which follow US construction or
engineering terminology.

HSS members can be circular, square, or rectangular sections, although other shapes such as
elliptical are also available. HSS is only composed of structural steel per code.

HSS is sometimes mistakenly referenced as hollow structural steel. Rectangular and square HSS are
also commonly called tube steel or structural tubing. Circular HSS are sometimes mistakenly
called steel pipe, although true steel pipe is actually dimensioned and classed differently from HSS.
(HSS dimensions are based on exterior dimensions of the profile; pipes are also manufactured to an
exterior tolerance, albeit to a different standard.) The corners of HSS are heavily rounded, having a
radius which is approximately twice the wall thickness. The wall thickness is uniform around the
section.

Fig 9 Steel frame

HSS, especially rectangular sections, are commonly used in welded steel frames where members
experience loading in multiple directions. Square and circular HSS have very efficient shapes for this
multiple-axis loading as they have uniform geometry along two or more cross-sectional axes, and
thus uniform strength characteristics. This makes them good choices for columns. They also have
excellent resistance to torsion.

HSS can also be used as beams, although wide flange or I-beam shapes are in many cases a more
efficient structural shape for this application. However, the HSS has superior resistance to lateral
torsional buckling.

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2.2 Railway track characteristics
The velocity, frequency, and magnitude of displacement will depend on: the load exerted by the
train, speed at which trains are moving, track substructure (ballast composition, underground soil)
properties, nature of service of the train, and maintain.

Fig 10 track characteristics

A. Properties relevant for harvester input

Properties Relevant for Harvester Input Energy harvester design is based upon information drawn
from train and railroad dynamics. When the loaded trainmoving over the track, the track will displace
vertically as shown.

nce history of a track. The normal load exerted by the freight train wheels on the track is 20 to 30
kips [23, 24, 25]. Average track displacements range from 7mm to 12mm . Track displacements go
as high as 25mm, which has been recorded for regions servicing trains of over 300 kips weight .
Usually freight trains have different cart lengths so the distance between bogies is not uniform. For a
train moving at 40 mph, track vibration frequencies can fall between 1.6 Hz to 4Hz, depending on the
distance between bogies and the distance separating wheel pairs of a bogie .

Estimation of Available Energy

The normal force used is between 89 to 133 kN, the total distance moved by the track is estimated to
be between 20 mm and 28 mm. For a train with160m length between bogies moving at a speed of
40km/hr, an average available power of 3kw to 5kw can be harvested from railroad track deflections.
Considering the goal to power equipment with up to 100 Watts rating, we only use less than 3% of
the available power of the track.

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2.3 Prototype and software implementation

Fig-11 CATIA implementation

In this project we are using CATIA V5 for designing and modelling our arrengements. CATIA
Stands for (an acronym of computer aided three-dimensional interactive application); it 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.

2.3.1Design and prototype

One of the main motivations for development of proposed MMR prototype was to achieve high
efficiency in energy transformation. In previous design, we found out that the major efficiency losses
were from: frictional losses in bearings, shaft component misalignments, and frictional losses due to
gear meshing. While each bearing contributed to 4%-8% of the friction losses, depending on its
location in the harvester. Each gear engagement roughly contributed up to 10% efficiency loss.
Component misalignment issues during assembly could cause further losses in efficiency. As a
result and conclusion, the direction of improving design was simplification of the MMR mechanism.
As shown in figure 4.4, an illustration of MMR mechanism is provided for direct comparison.
Frictional losses were reduced by achieving MMR function by an optimized single-shaft design,
furthermore, improved design further reduced gear, bearing quantity and eliminated misalignment
issues.

24
Chapter-3

25
3.1Litreture 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
26
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 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.

27
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 linefor 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 nenergy 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

28
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 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.

29
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

30
Chapter-4

31
4.1 Working principle

The track electricity generator is speciallyplanned to design and fabricate the conversion unit
for utilizing the available unconventional energy source. That is tremendously available
energy in low intensity with ample quantity can be utilized. This machine converts
reciprocating motion in to rotary motion. The power is stored in rack and pinion in dynamic
energy and that energy will rotate alternator that generate electricity

The complete diagram of the track power generation is given above. Only one step is
inclined in certain small angle which is used to generate the power. The power is
converted into electrical energy by proper driving arrangement. The rack & pinion, spring
arrangement is fixed at the inclined step. The spring is used to return the inclined step in same
position by releasing the load. The gear wheel is coupled to the generator shaft with the help
of another gear wheel. The generator is used here.

Fig 12 working of model

32
4.2 Arrangement

Fig 13 block diagram

This arrangement is placed below the railway track. When train is passing on the track then
there minute displacement will occur and due to that displacement and the position of the
rack goes forward in the direction of railway and pinion will rotate. Firstly the motion of the
rack and pinion is transalatory in nature and then this rotation is converted into the linear or
rotary motion with the help of spur gear. The rack and pinion and spur gear mounted on the
different shaft i.e., shaft 1. When pinion will move then the sprockets will rotate at constant
velocity ratio and this spur gear will be connected to the other gear with the help of
compound shaft drive. Pinion, large and small gear as well as generator are counted by gear
mechanism. When the first gear rotated then automatically spur gear arrangement will rotate
the other gears by gear mechanism. This rotational energy of gears will be given to the
generator through large and small gear and this energy finally converted into electrical energy
by generator.

Fig 14 Arrangement of model

33
Chapter-5

34
5.0 Calculation

5.1 Calculation of rpm ratio in input and output gear :

No. of teeth in Rack=82

No. of teeth in pinion=38
Arrangement of 2 and 3 gear one in compound arrangement
Gear ratio between the rack and pinion is Nr/Nₚ =2.15
After that N₂ /Nr=Tr/T₂ =3.6
So final transmission of velocity ratio from rack to gear will be 8.8 i.e the input to output
ratio is 1:8
From this we get 70v of as voltage .After that we will convert it to DC voltage about 12-15
volt by using rectifier.
6.2 CALCULATION OF RPM
Consider the length of the buggy as 9m
In this project rack having 0.3meter length used i= 1
So rack having 1m length is required a= 1/0.3
In 9 m the no of rack required =1x9/0.3= 30

So the total revolution will be =30x8.8=264

Let the speed of the train will be =20km/hr
As, 20 x 10³m can be arrive in 1hr
So, 1m can be arrived in 1/20x10³ hr
Now 9m will be arrive by 1x9/20x10³=4.5/10⁴ hr
Or,4.5x3600/10⁴ =1.62sec
So total revolution occur in 1.62 sec is =1.62x264=427.68=430rps
So revolution in 60sec 0r 1minute will be=430x60=2500rpm

35
5.2 Calculation for Emf generation :

The emf induced in the armature of an alternator is similar to that of DC Generator.

EMF Induce /Ph, e = ZNØP/60 Volts
Where Z = no. of conductor in series / phase N = Rotation of armature in revolution / min
(rpm) i.e.
N/60 = rps Ø = Flux produced per pole P = no. of pole According to Specification of
Dynamo No. of turns = 1000
Winding material = Copper
Winding = 4 Z = 4 Conductors in series / phase Assuming when
N = 12rpm of magnet = N / 60 rps Assume
Ø =3.6 web/Second per pole
P = 3 no. of Poles
EMF induced = e = ZNØP/60 = 3 x x 3.6 x 4 /60 e = 12volts

5.3 Experimentation and evaluation

In this project we used multimeter to find out the amount of electricity generated and is it
enough for lighted the LEDS or not . We get different voltage in different velocity which are
Listed below.

Velocity of the our dummy train(in m/sec) Multimeter readings(in volts)

5 45
10 55
15 65
20 70
25 75
Table 1 Experimentation

From above experiment we get concluded that the average output emf or voltage from the
railway is 62v.

36
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 62 volt.

37
Chapter-6

38
6.1 Future scope

These new design will lead to more generation in future. And also it will be more optimum
and reliable in use the compact design of the structure leads to easy and compatible mounting
where ever required. These will lead to non-conventional energy generation which would
further be used in the nearby railway infra-structure

 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.
 Mining tracks.

39
6.2 Application

 All highways road speed breaker.

 Footstep arrangement.
 All railway tracks.
 Self-generation power from coach of the train.
 Cardan shaft arrangement.
 End on generation

6.3 Advantage
 No need fuel input.
 This is a non-conventional system.
 It is eco-friendly to the environment.
 Detection of block occupancy.
 Power generation is simple.
 Only initial instalment cost.
 Need minimum effort for maintenance.
 Easily storable power.

6.4 Disadvantages

 Slight inclination is required in the railway track.

 Mechanical moving part is high.
 Initial cost of this arrangement is high.
 Gear should be taken for battery.
 As the number of contact pair increases these leads to friction losses.
 Not recommended for the long life of the system.
 Also more wear and tear maintenance.

40
6.5 Conclusion

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.
This actually a process of the electricity network for generation in way that interactive,
flexible, efficient, which considering cities with major railway connectivity with an average
of twelve railways passing per hours hence large mechanical energy is obtained. Future aim
of the researchis to developed our country by enriching it in utilizing its source in more useful
manner for railroad as well as domestic application so this concept will help to enhance more
[power generation which is green clean and chip readily available energy source.

41
Reference

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Network Based Model for Secure Railway Operations‖, Proc. of the IEEE IPCCC, 2006, pp.
623–626.

[2] Gatin and B. Lhenoret, ―WSN and Energy Harvesting for RailwayApplications‖,
Presentation at Energy Harvesting & Storage USA, Denver, CO., 2009.

[3] H. Abramarich, E. Harash, Milogram, Amit, Azilay, ―Power Harvesting from railways;
apparatus, system and method‖, US patent 7812508, 2008.

[4] John J wang, G.P Penamalli and Lei Zuo, ―Electromagnetic Energy Harvesting from
Train Induced Railway Track Vibrations‖, IEEE, 2012, pp.29-34.

[5] P. Zhang, Masterthesis,―Study of Road Energy and Regenerative Electromagnetic Shock

Absorber‖, SUNY Stony Brook, 2010.

[6] X. Tang, L. Zuo, T. Lin, and P. Zhang, ―Improved Design of Linear Electromagnetic
Transducers for Large-Scale Vibration Energy Harvesting,‖ Smart Structures and Materials:
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[7] X. Tang and L. Zuo, 2009, ―Towards MESO And Macro Scale Energy Harvesting of
Vibration‖,Proceedings of the 2009 ASME International Mechanical Engineering Congress
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[8] Z. Li, Z. Brindak, and L. Zuo, 2011 ―Modeling of an Electromagnetic Vibration Energy
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