POWER GENERATION FROM RUNNING WHEEL OF TRAIN

`
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

EEE,AITS Page 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
1.3 Hardware Description

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.

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.

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.

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.

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.

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.

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.
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

 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
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
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
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
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.
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
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.
 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.

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
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.
 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
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

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
2
35×35mm .

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
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

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

 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.

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.
 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 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.
 CHAPTER 6

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