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 Nonconventional energy system to
our nation. The energy obtain from railway track is one source of to generate non conventional
energy because there is no need of fuel as a input to generate the output in the form electrical
power and these is done by using simple gear drive mechanism. These mechanism carries the
flap, rack and pinion, gears, freewheel, flywheel, DC generator, battery. When a train move over
the track, the track deflects in downward direction due to the load exerted by the train’s bogies.
Also due the deflection of track there is a deflection of timber which is place below the track
and therefore the flap is moving in downward direction as 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. 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.
 CONTENTS

TITLE PAGE NO.

1.CERTIFICATE

2.ACKNOWLEDGEMENT

3.ABSTRACT

4.CHAPTER-1 : INTRODUCTION 4-10

1.1 DEFINITION 4

1.2 COMPONENTS USED 5

1.2 HARDWARE DESCRIPTION 5

1.3 CONSTRUCTION 7

1.4 SCOPE OF THE PROJECT 10

1.5 PROBLEM FINDING AND OUTLINE 10

5.CHAPTER-2: LITERATURE REVIEW 11-17

6.CHAPTER-3: MATERIAL AND METHODOLOGY 20-35

3.1 INTRODUCTION 20

3.2 DESIGN CALCULATIONS

3.2.1 SPUR GEAR DESIGN 22

3.2.2 FLYWHEEL DESIGN 23

3.2.3 SHAFT DESIGN 24

3.2.4 CHAIN DRIVE DESIGN 25

3.2.5 RACK AND PINION DRIVE DESIGN 26

3.2.6 SPRING DESIGN 27

3.3 EXPERIMENTAL SETUP 28

3.4 WORKING MECHANISM 28-30

2
 3.5 EXPERIMENTAL METHODOLOGY 30

3.6 CONSTRUCTIVE DETAILS 35

CHAPTER 4:

4.1 EXPERIMENTAL PROCEDURE 44

4.2 RESULTS AND DISCUSSION 45

CONCLUSION

Reference

3
CHAPTER-1

4
 INTRODUCTION
__________________________________________________________

1.1 DEFINITION

Electricity is one of the most widely used forms of energy. Today also there is great scarcity of
electricity. In this study an innovative concept of Generating Electricity from moving vehicles is
presented i.e. Railway Track Power Generator by Using Flip Plate Mechanism. Producing
electricity from a Railway Track power generator is a new concept that is undergoing research.
The number of vehicles on Railway Track is increasing rapidly and if we convert some of the
kinetic energy of these vehicle into the rotational motion of generator then we can produce
considerable amount of electricity, this is the main concept of this project. Today our whole life
style is dependent on electricity. With the increasing population the use of electric power is also
increasing. But we know that the resources to generate electricity are limited, and this has lead to
the energy crisis. During this scenario we need to generate electricity from the things used in
daytodaylife[6]. In this project the speed breakers present on Railway Track s are used to
generate electricity. As we know that vehicles on Railway Track are increasing day by day which
will help us to generate electricity as these vehicles pass through the speed breakers? This
electricity generated can be used for different purpose such as lighting of signals and streetlights
on Railway track etc.

The principle of the electric power generation using sliding mechanism is very simple. It is based
on the same principle as in the case of electricity generation in case of hydroelectric power plant,
thermal electric power plant, nuclear power plant, geothermal energy, wind energy, tidal energy
etc. In all of the above power plant mechanical energy is converted into electrical energy. In this
setup also mechanical energy is converted into electrical power using a D.C. generator. Here the
vertical motion of the top of the sliding plate is converted into the rotational motion, which in
turn rotates the generator and generates electricity.

5
1.2 COMPONENTS USED

Table 1.1

Serial number Components Material Quantity

1 Spur gear Cast Iron ,plastic 4

2 flywheel Cast Iron 1
3 freewheel Stainless steel 1
4 Helical spring High carbon steel 1
C60
5 Rack Cast Iron 1
6 shaft Cast Iron 2
7 Bearing Chrome steel 4
8 Generator - 1

1.3 HARDWARE DESCRIPTION

I. 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.

II) 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.

III) CHAIN DRIVE

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

6
IV) 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.

V) 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.

VI) 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.

VII) 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.

7
1.4 CONSTRUCTION

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 3D, developed by the
French company Dassaultsystem.

Fig 1.2 Software implementation of model

8
Fig 1.3 Top view of model

Fig 1.4 Front view of model

9
Fig 1.5 Side view of model

Fig 1.6 Physical model

10
1.5 SCOPE OF THE PROJECT

The main aim of this project is to develop much cleaner cost effective way of power generation
method, which in turns helps to bring down the global warming as well as reduce the
power shortages. In this project the conversion of the force energy in to electrical energy by
using electromagnetic induction. The control mechanism carries the copper coil, bar
magnetic and dc rechargeable battery.

This can be implemented on railway station to generate electric power.

 In bus station.
 In car parking system.
 In Airports.
 In Lift system.
 In car lifting system.
 In street lights
 Electric escalators

1.6 PROBLEM FINDING AND OUTLINE

Some developing countries and newly-industrialized countries have several hours of

daily power-cuts in almost all cities and villages because the increase in demand for
electricity exceeds the increase in electric power generation. People in these countries may
use a power-inverter (rechargeable batteries) or a diesel/petrol-run electric generator at
their homes during the power- cut. The use of standby generators is common in
industrial and IT hubs. This ultimately increases the shortage of power.

11
CHAPTER 2

12
 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

13
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.

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.

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

14
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

15
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.

HaimAbramovich 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
analysed.

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. Then conducted to
validate the proposed methods for train stations in China.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

16
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

17
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.

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

18
sensing and transceiving node by convertingthe 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.

James Arrowsmith (June 13, 2003) [19]: 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) [20]: 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.

19
CHAPTER 3

20
 MATERIAL AND METHODOLOGY
3.1 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
21
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.

Fig 3.1 Schematic Diagram

22
3.2 DESIGN CALCULATION :-

1.SPUR GEAR:-
Pinion (Driven) :-

Module (m)=1.5

No. of teeth (z)=14

Addendum = 0.3183* Pc.

Pitch circle =Pc=1.5/0.3183=4.712 mm

Diametrical Pitch =Pd=(𝝅/𝑷𝒄)= 3.14/4.712=0.666mm

Tooth Thickness= 0.5 Pc=0.5 *4.712=2.356 mm

Clearance = 0.0794 Pc=0.0794 * 4.712 = 0.374 mm

where , Pc = Circular Pitch

Pitch Circle Diameter= Dp=Tp * m =14 * 1.5 =21 mm

where,Tp=No. of teeth on Pinion

Outside Diameter = (z+2)* m= (16 *1.5)=21 mm

Root dia. = (z-2.5)*m= (11.5*1.5)=17.25 mm

Larger spur gear(driving):-

From observation:-

Np= Speed of pinion =44 rpm

Ng=Speed of driving Gear = 8 rpm

Now, gear transmission ratio

Np/Ng=Tg/Tp

So,44/8 =Tg/14

So, Tg=7

Module(m)=1.5

23
No. of Teeth (zg) =77

Pitch circle Diameter = z * pc /𝝅 = 77*4.712/𝜋 = 115.4 mm

Outside Diameter = ((z + 2)Pd/𝝅) = 118.5 mm

Root diameter = (z-2.5) pc / 𝝅 = 111.75 mm

Diametrial pitch (Pd) =Pd=𝝅 /Pc=3.14/4.712 =0.666 mm

2. FLYWHEEL:-
Cs=Fluctuation of speed =0.020

Density of cast iron =𝜌= 7260 kg/m3

Thickness (t)= 0.008

R=Mean radius of the flywheel = 0.09 m

D = Mean diameter of the flywheel =0.18 m

N=speed of flywheel =45 rpm

V= linear velocity of flywheel = 𝜋𝐷𝑁/60 = 𝜋 ∗ 018 ∗ 45/60 =0.424 m/sec

Angular speed of flywheel =𝝎 = 2𝝅N/60 = 𝜋*2 * 45 /60 = 4.71 rad/sec

P (power)= 10 W

M (Mass of the flywheel) = 2𝜋𝑅𝐴 * 𝜌

A=2t2 = 2*(0.008)2 = 0.000128 m2

M=2*𝝅 *0.09*0.000128*07260 = 0.525 kg

Width (b)= 2t =2* 0.008 b=0.016

Maximum fluctuation of energy = ∆𝑬 = MR2 * W2 * Cs

=0.525*(0.09)2 *(4.71)2 *0.020

=0.525*0.0081*22.1841*0.020

=0.0018 N-m

24
3. SHAFT:-
2𝜋𝑁𝑇 𝑇
POWER (P)=(2 ) = 10 = 2 ∗ 𝜋 ∗ 75 ∗ 60 ∗ 100
60

TORQUE(T)=10*60*1000/2∗ 𝜋*75=1273.88 N mm

Now, considering a shaft simply supported at both the ends with load acting at the center ,

Length of the shaft = 295 mm

Now bending moment ,M= WL/4

where ,W= 5*9.81=49.05 N

So,bending moment = 3617.43 N mm

Now, considering when shaft is subjected to combined torque and bending moment including
shock and fatigue factor :-

Diameter of the shaft = (16 * Te/ 𝝅*𝝉 )1/3

Where Te=√[(Km * M)2 + (Kt * T) 2]

= 6688.422 Nmm

Km=combined shock and fatigue factor for bending (1.8)

M= bending Moment (N-mm)

T=Torque

Kt= combined shock and fatigue factor Torsion (1.2)

Now substituting the values in equation

We get diameter of the shaft = 13 mm

25
4. CHAIN DRIVE:-

1. Diameter of the sprocket wheel=210mm

No. of teeth on sprocket wheel=36(Z2)

2. Diameter of pinion (freewheel)=100mm

No. of teeth=18(Z1)

3. Assumed centre distance= C0=330mm

Now; approximate centre distance is multiple of pitches(CP)

[CP=C0/P]

Where, P=Pitch

4. Using; [P=10(60.67/n)2/3];

Where , P=Pitch

As, n1=43 rpm So; P=12.5mm

5. Pitch diameter of pinion =d1= P/sin(180/Z1)= d1= 12.7/sin(180/18)=73.13mm

6. Pitch diameter of wheel sprocket= d2= P/sin(180/Z2)= d2= 12.7/sin(180/36)=145.71mm

7. Actual length of chain =L=80*12.7=1016mm

8. Length of chain in multiple of pitches= Lp= (2+P )+{(Z1+Z2)/2}+{(Z2-Z4)/2π}2/26

= (2+26 )+{(18+36)/2}+{(36-18)/2π}2/26 =79.31mm =80 mm

So, We have used chain of specification :-

ISO Rolon Pitch Roller Dia. Bearing Breaking

area(mm2) Load
08B-2 DR1278 12.7 8.51 100 31800

26
5. RACK AND PINION:-

Module (m)= 2

In order to avoid interference minimum number of teeth on pinion of 20° full depth involute
teeth

T1 =18

Now module (m) = D1 / T1

So, 2 = D1 / 18 = D1=36 mm

Now circular pitch = Pc = ( π D/T) =( π *36 )/T = 6.2 mm ≈ 6.5 mm

Where D1 = diameter of pinion

T1 = number of teeth on pinion

Number of pair of teeth in contact = Length of arc of contact / Pc

Where Pc = circular pitch

Length of arc of contact = length of path of contact / cos ɸ

Where ɸ =pressure angle

Addendum on rack and pinion:-

Using ,A= r sin2 ɸ

Where r = pitch circle radius of pinion

A= addendum

A=18* sin2 20= 2.10 mm

Length of path of contact = √((18+2.10)2 – (18 cos 20)2)

= 10.85 mm

Length of arc of contact =10.85 / cos20 =11.54 mm

Number of pair of teeth ion contact = 11.54 /6.5 =11.77 ≈ 2 or 1 pair

27
6. SPRING:-

Wire diameter = d =4 mm

Mean coil diameter = D=30 mm

Number of active coil = 15

Helical compression spring

C= spring index = D/ d=30 /4 =7.5

Mean diameter of the spring coil

K= 4 C – 1 / 4C -4 = 1.197

Outer diameter of spring coil = D0 = D + d=34 mm

Axial load on the spring = W

Maximum shear stress 𝞽 = 420 N / mm2

𝞽 = K * 8 W C / π d2

W = 𝞽 π d2 / K 8 C = W = 293.95 N

Compression of spring = δ = 8 W C3 * n / Gd = 8* 293.95 *7.53 *15/ 84 *30 = 5.905 mm

For squared and grounded end = n’ = n +2 = 14+2=16

Free length of the spring = n’ d + δ + 0.15 δ =16*4+5.905+0.15 * 5.905 =70.79 mm

Pitch of the coil = free length / (n’ – 1) = 70.79 /(16-1 )=4.719 mm

28
3.3 EXPERIMENTAL SETUP

Fig .3.2

3.4 WORKING MECHANISM

Railway Track Power Generation (RPG) is a system design to capture waste and kinetic energy
from all vehicles. This device converts the kinetic energy of the vehicles into electric energy.
This is done by moving plate installed on the Railway Track , this plate captured very small
movement from the Railway Track surfaces and it transferred to a key way flywheel system.
From hundreds of wheel lies a single flywheel having used to driving machinery. The RPG
included the method of driving one flywheel to another, once it reached predetermining velocity.
The RPG flywheel system has been developed to achieve large amount of moment of inertia in
relatively small space. The captured energy is converted into electricity which is fed into power
grid. In this project the two sliding plates are mounted on the Railway Track surface and these
plates are followed by the sliding mechanism arrangement.

29
 Fig 3.3 Working mechanism

Sliding plates are mounted on the shaft which is attached to the frame via bearing. Spring
arrangement is made for flexible sliding motion of sliding plates when vehicles are moving on
the Railway Track . Frame is installed under the Railway Track . And the shaft rod is connected
to sprocket. This sprocket wills converts sliding motion into rotary motion. This sprocket
arrangement is connected to the gear arrangement. Gear is mounted on the D.C generator. As
wheel of the vehicle reaches upper most position of the plate, plates get slide through guide;
simultaneously shaft moves sliding provide torque to sprocket. The sprocket transmitted this
torque to shaft. Shaft is supported by two bearings attached on wall of frame. The shaft having
gears and flywheel arrangement on shaft through one way bearing. This arrangement functions to
enhance rotation of flywheel for small motion of shaft. The bigger gear has coupled with smaller
gear mounted on the D.C. generator shaft. The d. c. Generator converts the rotation of smaller
gear into electricity.

30
3.5 EXPERIMENTAL METHODOLOGY:- Theory

DESIGN OF MACHINE:-

In our attempt to design a special purpose machine we have adopted a very a very careful
approach, the total design work has been divided into two parts mainly;

 System design
 Mechanical design

System design mainly concerns with the various physical constraints and ergonomics,
space requirements, arrangement of various components on the main frame of machine no
of controls position of these controls ease of maintenance scope of further improvement;
height of m/c from ground etc.

In Mechanical design the components are categoriesed in two parts.

 Design parts
 Parts to be purchased.

For design parts detail design is done and dimensions thus obtained are compared to next
highest dimension which are readily available in market this simplifies the assembly as well
as post production servicing work.The various tolerances on work pieces are specified in the
manufacturing drawings. The process charts are prepared & passed on to the manufacturing
stage. .The parts are to be purchased directly are specified &selected from standard
catalogues.

31
Methodology can properly refer to the theoretical analysis of the methods appropriate to a field
of study or to the body of methods and principles particular to a branch of knowledge. In this
chapter, it talks about the methods use to gather information in order to finish the research. It was
involve the process flow of every step in archive the objective of this project. There are many
methods use in this project such as internet references, interviewing lecturers and technicians and
the most important is group discussion.

Fig.3.4 Methodology

32
 Study of different Research papers

Framing of project setup (Line diagram of the Model)

Dimensioning of frame, Specification of the

component for setting up a conceptual model

Assembling Of different components

Results & disscusion about the error in the

conceptual model

Fig.3.3 Flow Chart For Working Process

3.5.1 SYSTEM DESIGN

In system design we mainly concentrate on the following parameter

i) System selection based on physical constraints

While selecting any m/c it must be checked whether it is going to be used in large scale or
small scale industry in our care it is to be used in small scale industry so space is a major
constrain .The system is to be very compact. The mechanical design has direct norms with
the system design hence the foremost job is to control the physical parameters so that the

33
distinction obtained after mechanical design can be well fitted into that.
ii) Arrangement of various component
Keeping into view the space restriction the components should be laid such that their easy
removal or servicing is possible moreover every component should be easily seen & none
should be hidden every possible space is utilized in component arrangement.

iii) Components of system

As already stated system should be compact enough so that it can be accommodated at a
corner of a room. All the moving parts should be well closed & compact A compact system
gives a better look & structure.

iv) Man –m/c Interaction

The friendliness of m/c with the operation is an important criterion of design. It is application
of anatomical
Following are some e.g. of this section
Design of machine height
Energy expenditure in hand operation
Lighting condition of m/c

v) Chances of failure
The losses incurred by owner in case of failure of a component are important criteria of design.
Factor of safety while doing the mechanical design is kept high so that there are less chances of
failure there over periodic maintenance is required to keep the m/c trouble free.

vi) Servicing facility

The layout of components should be such that easy servicing is possible especially those
components which required frequent servicing can be easily disassembled.

vii) Weight of machine

The total weight of m/c depends upon the selection of material components as well as
dimension of components. A higher weighted m/c is difficult for transportation & in case of

34
major break down it becomes difficult to repair.

3.5.2 MECHANICAL DESIGN

Mechanical design phase is very important from the view of designer as whole success of the
project depends on the correct deign analysis of the problem.
Many preliminary alternatives are eliminated during this phase. Designer should have
adequate knowledge above physical properties of material, loads stresses, deformation, and
failure. Theories and wear analysis, He should identify the external and internal forces acting
on the machine parts.

These forces may be classified as;

a) Dead weight forces
b) Friction forces
c) Inertia forces
d) Centrifugal forces
e) Forces generated during power transmission etc.

Designer should estimate these forces very accurately by using design equations .If he does not
have sufficient information to estimate them he should make certain practical assumptions
based on similar conditions which will almost satisfy the functional needs. Assumptions
must always be on the safer side.

35
3.6 CONSTRUCTIVE DETAILS

3.6.1 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 3.6

The gear specifications are as follows:

1. Spur gears – 2
2. Number of Teeth – 75 and 14
3. Addendum diameter – 160mm and 20mm
4. Module – 1.5mm
°
5. Pressure angle –20 full depth teeth
6. Material – cast iron, plastic

36
3.6.2 Sprocket wheel design
One regular sprocket wheels and a freewheeling sprocket wheel .The specifications of the regular
sprocket wheel

Fig 3.7 Sprocket wheel

1. Material – stainless steel

2. Addendum diameter –210mm
3. Number of teeth – 48
4. Pitch – 22mm

3.6.3 Free wheel specification

Fig 3.8 Free wheel

1) Material – stainless steel

2) Addendum diameter – 100mm
3) Number of teeth – 18
4) Freewheeling – one direction
5) pitch-20mm

37
3.6.4 Chain drive design
The chain drive is used between the freewheeling sprocket and sprocket on the input shaft. The
specifications are as follows:

Fig 3.9 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 08B (ANSI-40))

3.6.5 Spring design

.

Fig 3.10
Specifications of the spring selected are:

1. Wire diameter – 4mm

2. Mean coil diameter – 30mm
3. Number of active coils-15

38
 Fig 3.11 Sectional view of spring.

3.6.6 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 3.12

39
The specifications of the shafts are as follows:
Input shaft diameter – 12mm
Input shaft length – 295mm
Output shaft diameter – 12mm
Output shaft length – 295mm

Fig 3.13

3.7.7 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.

Fig 3.14 bearing

40
Input shaft bearing:

Inner diameter – 10mm

Outer diameter – 12mm
Output shaft bearing:

Inner diameter – 10mm

Outer diameter – 12mm

3.6.7 FLYWHEEL
Mean radius of the flywheel = 0.09 m

Mass of the flywheel = 0.525 kg

Width of the flywheel = 16 mm

Angular speed of the flywheel = 4.71 rad/sec

Fig 3.15 Sectional view of flywheel

41
3.6.8 DC generator
An electrical generator is a device that converts mechanical energy to electrical energy, generally
using electromagnetic induction.

Fig 3.16 DC generator

The specifications of the DC generator are as follows:

Bearing shaft diameter – 20mm

Speed – 1500rpm

Output voltage – 24V

42
3.6.9 Railway Track Arrangement
We are using square pipe for base and railway track arrangement of cross - sectional area
35 mm2 .

Fig 3.16 Base and railway track Fig 3.17 Square cross - section pipe

Width of the base – 300mm

Height of the base – 540mm

Length of base-600mm

Fig 3.18 Front and left view of base

43
CHAPTER-4

44
4.1EXPERIMENTAL 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.

45
4.2 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.

Sl no. Deflection of flap(cm) Voltage produced

1 3 35
2 4 45
3 5 50
4 7 60
5 8 90

Table 4.1 Result obtained on the basis of flap deflection

From the table 4.1 and experimental procedure: -

1. With the increase in the load on the rack the output voltage increases.

2. The output varies with the position of the rack.

Realization of Model: -

1. The effectiveness of the model requires a busy track with train that move at average speeds,
track data and effective planning of the usage or storage of the power developed.

2. The flap should not cause damage to the train performance by its presence.

3. Flap is to be employed where train usually go slow or the drivers are forced to go slow
naturally.

46
 CONCLUSION
____________________________________________________
In this project electrical power was generated at railway track by using rack and pinion
mechanism. This type of power generation is identified to be cheaper than many other
alternatives and the model has less number of parts and the assembly would cost very less with
all the components being available regularly and no model specific parts are to be manufactured.
It is observed that the electrical power is in great demand, we as mechanical engineer should be
in discovered for new idea of power generation. As energy can never be created or destroyed, we
should transform it into the form that we can used to supply for railway station equipment light,
fan, signal light etc. we can implement this system at both entry and leaving point in the railway
station This arrangement can be used in different application like in foot step or speed breaker at
school, colleges and highway for generation ways of electrical energy. So that the power
production rate is increased and demand at particular area can be fulfilled.

47