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 Engincering, has been carried out in Department of Mi inical 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LEDGEMENT Texpress 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. 1 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 Talso have been lucky to have some of classmate who never hesitated to render their help at the time of some cr ‘ical difficulties and spared their time whenever required. I express my thanks for their help in need. Tam equally thankful to the departmental staff and institute staff for their support T 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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 tack 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 u: ng 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 ACKNOWLEDGEMENT ABSTRACT LIST OF FIGURE LIST OF TABLE, 1, INTRODUCTION LI Block diagram 1.2 Components used 1.3. Hardware Description 1.3.1 Railway Track arrangement 1.3.2 Rack and Pinion 1.3.3 Chain Drive 13.4 Flywheel 1.3.5 Freewheel 13.6 DCGenerator 13.7. Battery 4 Software implementation 1.5 Project design 2, LITERATURE REVIEW 3. DES! 3N AND CALCULATION 3.1 Design and calculation of components used 3.1.1 Gear wheel design and calculation 3.1.2 Sprocket wheel design and calculation 3.1.2.1 The s 2 Fr fications of the regular sprocket wheel 312 wheel specification 3.1.3 Chain drive design 3.1.4. Spring design iii iv vii viii 14 www ew on ak ow 5-18 19-26 19 19 19 20 20 21 213.1.5 Shaft design 2 3.1.6 Bearing design 23 3.1.7 DC generator 2 3.1.8. Design of base and railway track arrangement m4 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 Figure 1.2 Project design in CATIA Figure 1.3 Top, Front and side view design in CATIA Figure 3.1 Spur gear Figure 3.2 Sprocket wheel Figure 3.3 Free wheel Figure 3.4 Chain Figure 3.5 Spring Figure 3.6 Shaft Figure 3.7 Bearing Figure 3.8 DC generator Figure 3.9 Base and railway track arrangement Figure 3.10 Square cross-section pipe Figure 3.11 Assembly of the model from one side Figure 3.12 Assembly of the model from other side Figure 3.13 Working model 20 20 21LIST OF TABLE ‘Table 4.1 Result obtained on the basis of flap deflection viii 27CHAPTER 1. INTRODUCTION Commuter rail and subway are including railway tansportation 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, ete.) 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 al 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. tis 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. tis 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highway for generation ways of electrical energy. So that the power production mate 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 1.2 Components used © Railway track arrangement © Chain sprocket mechanism © Flap © Freewheel © Return spring © Flywheel and pinion mechanism meet Fig 1.1 Block diagram y Battery >) LED1.3 Hardware Description 1.3.1 Railway Track arrangement A railroad or ilway is a track where the vehicle travels s, called rails. The rails support & guide the wheel of the vehicles, which are traditionally either train or trams: over two parallel steel 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 batiery 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 ead 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 (CAB) and 3D, developed by the French Company Dassault Syst¥mes. 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 shaff, first and second arms extending from the shafi, 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 s 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. this work 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 tum 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, tain platforming, and tain 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 altemative has a considerable uncertainty for the future because electric traction has a considerable superiori 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 de 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. Besides, diesel-electric engines 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 Joads 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 hea compressed gas is stored in latent heat storage elements contained within the accumulators. The of 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 proc 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 dures. It also 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 Fr we 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. ice. The results Hee-Soo Hwang (Noy 6, 1998) [15]: This paper presents an approach to identity a fuzzy control mode! 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 @ 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 sho 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. hybris na and maxima is considered. scheme, an optin ation problem having a few local 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 tains 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 altemative diagnostic systems, which are suitable to ations 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 tain vibration to electric ctromechanical transducers energy, through appropriate energy harvesters containing el 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 kinet vibration in normal travelling conditions. energy of atra 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 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. of interest RJ. 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 Iso undermines any general industrial relations exercise of strategic choice at firm level “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-clectric 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. Besid diesel-electric engines waste energy when resistive braking is used. This non-regenera 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 e jable. It suppos 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. ve issions while being economically san 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 jon with the traction motor and that stores storage system that is in electrical communi 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 tructions 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 tains 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 tain 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 a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 caus gear {o 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 altematively includes a diesel locomotive. he d e 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 devi 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. ‘es. Such information, along with a ALY. 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 (0 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 cluteh locked turning the gear in the module, thus turning the adjacent sprocket gears with chains. ‘This process is repeated as the gears continue to tum upon contact that tums gearbox input shaft whereby the generator. M.Turan Soylemez et (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] suppressing the maximum output of @ railway substation for energy saving in a dens 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 deceleration is applied to each train, thus re : A railway control system for controllably ied celeration and gradual a ng 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 Let 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 vehi 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 extemal control source and those control commands indicate the operating mode for a particular period of time. 14Brakeley Welles If 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 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 tack situation. In addition, an experiment rig is developed and its vibration mode! 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 legration 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 proc 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 Gota Aly river at Trollhattan, 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 Trollhattan became a centre for metallurgical and electrochemical industry. of systems integration and its related process of creating new ‘The hydropower plant owners aimed at completely regulating the river in order to optimize power production. However, this implied that the interests of ripari wgriculture, river astransport and fisheries would become subordinate to power production, Creating an tutional 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 ‘iency gains in relation to the anticipated loss of autonomy for the i social processes among the actors involved. Different degrees as well as different types of systems integration were discemed and the paper develops a typology of systems integration processes legrating systems, 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 altematively 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 in response to a railroad car crossing a predetermined section of track and opera t sensor for generating a first sensor ignal nally 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 lined 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. yystem employ: san 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 wv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 devi 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 10 be balanced against the downside of unbundling: firm-internal coordination falls away and must be replaced by external market mechanisms. This il 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. sa non-triv’ 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 thi 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 -210m 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 (ANS 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. a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.L.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. on the shaft are that of the weights of the components mounted on the shaft, transmission loads and self-weight of the shaft. ee Fig 3.6 Shaft ‘The loads acting ‘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 rota employed. They are a type of cylindrical roller bearings. The specifi as follows: tion of the shaft in its seat, single sleeve needle roller bearings have been ations of the bearings are Fig 3.7 Bearing Input shaft bearing: Inner diameter ~ 20mm. Outer diameter - $smm 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 35x35mm* Fig 3.9 Base and railway track arrangement Fig 3.10 Square cross-section pipe Length of the base — 1 100mm Width of the base - 900mm Height of the base ~ 800mm. 243.2 Assembly and working 3.2.1 Assembly of the model Fig 3.12 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 toa battery. The generated power ean 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(em) Voltage produced(volt) 1 3 35 2 4 45 + 8 50 4 7 Ci 5 8 90 From the table | 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. aCHAPTER 5. CONCLUSION In this project electrical power was generated at railway tack by using rack and pinion mechanism. This type of power generation is identified to be cheaper than many other altermatives 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. 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