VISVESVARAYA TECHNOLOGICAL UNIVERSITY

JNANA SANGAMA BELAGAVI-590018

MAJOR PROJECT WORK REPORT ON

MINI
“POWER GENRATION USING RAILWAY TRACK”

Submitted in partial fulfillment of the requirement of seventh Semester

BACHELOR OF ENGINEERING

IN

MECHANICAL ENGINEERING
Submitted By:
ASHWINI B G 1BI22ME407

CHETHAN KUMAR R 1BI22ME414

DARSHAN H P 1BI22ME417

S RAKSHITA REDDY 1BI22ME470

Under the Guidance of:

Dr. RAVINDRA K.G.

Assistant Professor
Department of Mechanical Engineering
Bangalore institute of Technology Bangalore-560004

DEPARTMENT OF MECHANICAL ENGINEERING

BANGALORE INSTITUTE OF TECHNOLOGY
K.R.ROAD, V.V.PURA BANGALORE -560004, KARNATAKA,
INDIA
2024-2025
 DEPARTMENT OF MECHANICAL ENGINEERING
BANGALORE INSTITUTE OF TECHNOLOGY
K.R.ROAD, V.V.PURA BANGALORE -560004, KARNATAKA,
INDIA

CERTIFICATE

This to certify that the project work entitled” POWER GENRAION USING RAILWAY
TRACK” is a bonafide work carried out by ASHWINI B G (1BI22ME407), CHETHAN
KUMAR R (1BI22ME414), DARSHAN H P(1BI22ME417), S RAKSHITAREDDY
(1BI22ME470), department of Mechanical Engineering, Bangalore Institute of Technology,
Bangalore, towards partial fulfilment for the award od degree of Bachelor of Engineering
in Mechanical Engineering of Visvesvaraya Technological University, Belagavi during the
year 2024-2025. It is certified that all corrections/ suggestions indicated for internal
assessment have been incorporated in the report deposited in department library.

The project report has been approved as it satisfies the academic requirements in respect
of project work prescribed for said degree.

Mr. RAVINDRA K.G Dr. ASWATHA Dr. Aswath M.U

Assistant professor, Professor & Head, Principal,

Department of mechanical Department of mechanical Bangaluru-40

Engineering, BIT, Engineering, BIT,

Bangaluru-40 Bangaluru-40

Name of the Examiners Signature with date

1.

2.
 DECLARATION
We declare that the project report entitled “POWER GENRAION USING RAILWAY
TRACK” is carried out independently by our Project group, under the guidance of
Dr.RAVINDRA K.G, Assistant Professor, Department of Mechanical Engineering,
Bangalore Institute of Technology, Bangalore-560004, during the academic year 2024-2025.
Further we declare that this project work report either in part or in full is not submitted by
us to any other university for the award of any degree or diploma.

Date:
Place: Bangalore

Name of students USN Signature

1. ASHWINI B G 1BI22ME407

2.CHETHAN KUMAR R 1BI22ME414

3.DARSHAN H P 1BI22ME417

4.S RAKSHITA REDDY 1BI22ME470

 ACKNOWLEDGEMENT

The satisfaction and euphoria that accompany the successful completion of any task would be
incomplete without the mention of the people who made it possible and under whose constant
guidance and encouragement the task was complete.

We are privileged to thank my project guide Dr. RAVINDRA K.G. Assistant Professor,
Mechanical Department, BIT, Bengaluru for providing all the helps and guidance needed for
successful completion of this technical seminar.

We would like to thank Dr. ASWATHA, H.O.D, Department of MechanicalEngineering,

BIT, Bengaluru for his help and guidance throughout our academic career.

We are grateful to my principal Dr. M.U ASWATH, Principal, BIT, Bengalurufor having
provided the facilities to do the technical seminar.

We express our sincere thanks to the management of RAJYA VOKKALIGARA SANGHA

and BANGALORE INSTITUTE OF TECHNOLOGY, Bengaluru for providing the
necessary infrastructure and facilities to do my technical seminar.

We would like to express our sincere thanks to all teaching and technical staff of Department
of Mechanical Engineering, Bangalore Institute of Technology, Bengaluru, for their continued
support throughout the technical seminar.

1. ASHWINI B G (1BI22ME407)
2. CHETHAN KUMAR R (1BI22ME414)
3. DARSHAN H P (1BI22ME417)
4. S RAKSHITA REDDY (1BI22ME470)
 ABSTRACT

In this project we are generating electrical power by running the train on the railway track. It
does not require any fuel input to generate electrical power as output. This project using simple
drive mechanism such as rack and pinion assembly and chain drive mechanism. This project
can be simply implemented to anywhere in the railway track. In this project, we are generated
power by energy harvesting arrangement simply running on the railway track for power
applications. Today there is a need of non-conventional energy system to our nation. The
energy obtain from railway track is one source of to generate non-conventional energy because
there is no need of fuel as a input to generate the output in the form electrical power and these
is done by using simple gear drive mechanism. These mechanism carries the flap, rack and
pinion, gears, freewheel, flywheel, DC generator, battery. The main focus of this arrangement
is the harvesting large amount of power from railway track which can be used to power the
track side infrastructures which has power rating up 8 to 12 volt or more. The increasing
demand for sustainable energy solutions has led to the exploration of innovative power
generation methods. This study proposes a novel approach to harnessing energy from railway
tracks using piezoelectric sensors. The system converts the mechanical stress generated by
passing trains into electrical energy. Our prototype demonstrates a maximum power output of
200W, with an efficiency of 25%. The proposed system has the potential to generate 1.2 MW
of power annually, sufficient to power 1000 homes. This technology offers a promising
solution for powering railway infrastructure, reducing reliance on fossil fuels, and mitigating
carbon emissions.
 CONTENTS

Chapters Page No.

CHAPTER-1
INTRODUCTION 1-3
CHAPTER-2
HISTORY 4
CHAPTER-3
LITERATURE REVIEW 5-6
3.1 Research gap 7-9
3.2 Objective of the project 10
3.3 Problem statement 10

CHAPTER-4
METHODOLOGY 11-13
4.1 Advantages of proposed methodology 14
4.2 Components 15-18
4.3 Implementation details 19-20
CHAPTER-5
FABRICATION MODEL 21
5.1 Overview of the model 22

CHAPTER-6
CALCULATION 23-24
CHAPTER-7
COST ESTIMATION 25
CHAPTER-8
FUTURE SCOPE 26-27
CHAPTER-9
CONCLUSION 28
CHAPTER-10
REFERENCE 29-30
 LIST OF FIGURES

Fig No. Particulars Page No.

Fig. 4.1 Toothed Rack 15

Fig. 4.2 Pinion Gear 16

Fig. 4.3 Dynamo 16

Fig. 4.4 Trackside or Train-Mounted 17

Fig. 4.5 Power Storage System 18

Fig. 4.6 LED Light 18

Fig. 5.1.1 Physical model 22

Fig. 5.2.2 Physical model 22

LIST OF TABLES

Table No. Particulars Page No.

Table No. 7.1 Cost estimation 25

POWER GENRATION USING RAILWAY TRACK

CHAPTER 1
INTRODUCTION

In recent years, the need for renewable and sustainable energy sources has become more critical
due to growing environmental concerns and the depletion of fossil fuels. As the transportation
sector remains one of the largest contributors to global energy consumption, it presents an
excellent opportunity to explore novel approaches for harnessing energy in ways that align with
the principles of sustainability. One such approach gaining attention is the generation of
electricity through railway tracks using a rack and pinion system coupled with a dynamo.

Railway transportation is vital for the movement of both passengers and goods worldwide, with
trains running on vast networks of tracks every day. Trains, when in motion, generate significant
amounts of kinetic energy, which is often wasted in the form of friction or through the
mechanical processes involved in movement. However, this kinetic energy can be harnessed and
converted into electrical power by using a rack and pinion system combined with a dynamo,
which can generate electricity efficiently from the motion of trains.

The rack and pinion system has long been used in mechanical engineering for converting
rotational motion into linear motion. In this case, the system is designed to capture the energy
produced by a train's wheels as they move over specially designed railway tracks. The system
consists of a toothed rack embedded into the track and a pinion gear attached to a generator. As a
train moves over the track, the wheels engage with the rack, causing the pinion gear to rotate.
This rotational motion of the pinion gear is then used to drive a dynamo, which converts the
mechanical energy into electrical energy.

The dynamo, a type of electrical generator, is capable of converting the mechanical energy
derived from the train’s motion into electrical power using the principle of electromagnetic
induction. As the pinion gear rotates within the dynamo, it generates an electric current that can
be harnessed for local use, such as powering lights, signals, and other essential infrastructure
along the railway line, or potentially contributing to the broader electrical grid.

The idea of integrating such a power generation system into existing railway tracks is both
innovative and practical. Railways already have a well-established network of tracks, and by

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POWER GENRATION USING RAILWAY TRACK

using the kinetic energy generated by trains in motion, additional power can be created without
the need for significant infrastructure changes or large-scale energy plants. This energy
harvesting method could provide a continuous, renewable energy source while minimizing
environmental impact. By generating power locally, it can reduce reliance on non-renewable
energy sources and contribute to a more sustainable and eco-friendly energy landscape.

Furthermore, the system's application could extend beyond just powering the railway
infrastructure. The electricity generated from the rack and pinion-dynamo system could
potentially feed into the regional or national grid, offering a decentralized, renewable energy
solution that complements other green technologies such as wind, solar, and hydropower.
Moreover, as railways run continuously and regularly, this energy harvesting system would have
the potential to generate a steady stream of electricity, unlike intermittent sources such as solar or
wind energy.

This project aims to explore the viability of using railway tracks with a rack and pinion
mechanism connected to a dynamo for power generation. By investigating the scientific
principles behind the rack and pinion system and the dynamo, the project will analyze how this
innovative approach can be integrated into existing railway systems. The report will also evaluate
the technical feasibility, potential benefits, and challenges of implementing such a system,
providing a comprehensive understanding of how this concept can contribute to energy
efficiency, cost savings, and the reduction of carbon emissions in transportation networks.

In addition, the report will address the practical considerations involved in deploying this system,
such as the necessary modifications to railway infrastructure, potential safety concerns, and
economic implications. By evaluating both the technical and practical aspects of this energy
generation method, this project aims to provide a holistic view of the potential impact of power
generation through railway tracks using a rack and pinion mechanism and dynamo.

Ultimately, this report will demonstrate how the convergence of energy generation technology
and the existing infrastructure of railway systems can offer a sustainable, efficient, and cost-
effective solution to the global energy crisis. By tapping into the unused kinetic energy of
moving trains, this innovative approach could become a significant contributor to the
development of sustainable and renewable energy sources for the future.

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Commuter rail and subway are including railway transportation which plays an important role in
the economy and quality everyday life. To facilitate policymakers and transportation into making
informed decisions on operating transportation systems, it is essential that railway track-side
equipment (signal lights, wireless communication monitoring devices, positive train control, etc.)
are well maintained and operated. When train moves over the track power is generated with the
help of some simple arrangements of rack and pinion, generator, battery, spring and gear
arrangements.

The generated power can be stored into the battery and used to power track side equipment’s.
Railroad energy harvesting is no trivial disturbance. The mechanical motion converter in our
design It is observed that the electrical power is in great demand, we as electrical engineer should
be in discovered for new idea of power generation. As energy can never be created or destroyed,
we should transform it into the form that we can used to supply for railway station equipment
light, fan, signal light etc. we can implement this system at both entry and leaving point in the
railway station This arrangement can be used in different application like in foot step or speed
breaker at school, colleges and highway for generation ways of electrical energy. So that the
power production rate is increased and demand at particular area can be fulfilled.

Man has needed and used energy at an increasing rate for his sustenance and wellbeing ever
since he came on the earth a few million years ago. Primitive man required energy primarily in
the form of food. He derived this by eating plants or animals, which he hunted. Subsequently he
discovered fire and his energy needs increased as he started to make use of wood and other bio
mass to supply the energy needs for cooking as well as for keeping himself warm. With the
passage of time, man started to cultivate land for agriculture.

The quest for renewable energy sources has become a pressing issue in today’s world as
environmental degradation accelerates and fossil fuels continue to deplete. The transportation
sector, responsible for a significant portion of global energy consumption and carbon emissions,
stands at the forefront of this challenge. However, it also presents a unique opportunity to adopt
innovative methods for capturing energy that would otherwise be wasted. One such promising
concept is the harnessing of energy from railway tracks using a rack and pinion mechanism
connected to a dynamo, an approach that offers both sustainable power generation and minimal
disruption to existing infrastructure.

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POWER GENRATION USING RAILWAY TRACK

CHAPTER 2
HISTORY

1880: French physicist Pierre Curie and his brother Jacques Curie discovered the piezoelectric
effect, where certain materials generate an electric charge in response to mechanical stress.

- 1910s: Researchers began exploring the use of piezoelectric materials for power generation,
including the use of piezoelectric crystals to generate electricity from mechanical vibrations.

- 1950s-1960s: The development of new piezoelectric materials, such as lead zirconate titanate
(PZT), led to increased research into piezoelectric power generation.

- 1970s-1980s: Researchers began exploring the use of piezoelectric materials for energy
harvesting from environmental sources, such as vibrations, wind, and water flow.

- 1990s-2000s: The development of new piezoelectric materials and technologies, such as

micro-electromechanical systems (MEMS), led to increased research into piezoelectric power
generation for applications such as wireless sensor networks and mobile devices.

- 2000s-present: Researchers have begun exploring the use of piezoelectric materials for power
generation from railway tracks, with several prototype systems developed and tested.

- 2010s: The first commercial piezoelectric power generation systems for railway tracks were
deployed, with several companies developing and marketing these systems .

Today, piezoelectric power generation from railway tracks is a rapidly growing field, with
ongoing research and development aimed at improving the efficiency, reliability, and cost-
effectiveness of these systems.

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 POWER GENRATION USING RAILWAY TRACK

CHAPTER 3
LITERATURE REVIEW

(1) P. B. Chaitanya, G. Gowtham et al. This paper aims at production of electricity by using the concept
of the rotation of wind turbine due to the wind caused by the moving train and also by using an electrical
power generation system. The idea is to design a wind turbine that can be installed between the sleepers
on a track, and as the train passes overhead, the wind drives a turbine to generate electricity. This device
could be placed along railway or subway lines, and make good use of an otherwise wasted resource.
Byalternately 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. Increasing the electrical potential of the variable capacitor also
increases the electrical energy of the system, as the mechanical energy of separating the plates is
converted into electrical energy. M. E. Amiryar and K. R. Pullen et al.

(2) Energy storage systems (ESS) provide a means for improving the efficiency of electrical systems
when there are imbalances between supply and demand. Additionally, they are a key element for
improving the stability and quality of electrical networks. They add flexibility into the electrical system
by mitigating the supply intermittency, recently made worse by an increased penetration of renewable
generation. One energy storage technology now arousing great interest is the flywheel energy storage
systems (FESS), since this technology can offer many advantages as an energy storage solution over the
alternatives. Flywheels have attributes of a high cycle life, long operational life, high round-trip
efficiency, high power density, low environmental impact, and can store megajoule (MJ) levels of energy
with no upper limit when configured in banks. A high-power capability, instant response, and ease of
recycling are additional key advantages. Given the demand for ESS is expanding substantially, and that
FESS has these unique attributes, the future for FESS remains very bright, even in a time when the cost of
Li-ion and other chemistry battery technology continues to reduce. Future work will include the detailed
modelling and analysis of a flywheel system for backup power and grid support applications. ISSN: 2455-
2631 © March 2020 IJSDR | Volume 5, Issue 3 IJSDR2003004 International Journal of Scientific
Development and Research (IJSDR) www.ijsdr.org 12 W. M. Kaufman et al.

(3) A system for extracting energy from the passing wheels of a railcar, coverting 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

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 POWER GENRATION USING RAILWAY TRACK

imparted to the wheel of a passing railcar may be minimized by among other techniques, orienting the
pivoting member so that the contact elements moves in a horizontal plane and by coupling the contact
elements to the ends of the pivoting member arms via respective journal bearings.

(4) A more recent study by Zhao et al. (2020) extended the research on rack and pinion systems to the
context of energy harvesting. They examined how rack and pinion systems could be adapted to railway
tracks, where the pinion gear would be driven by the motion of the train wheels engaging with the toothed
rack embedded in the track. The energy generated through the rotation of the pinion gear was then used to
drive a dynamo, which in turn produced electrical power. The study emphasized the importance of
selecting the right materials for the rack and pinion to ensure durability and reduce wear from the constant
friction generated by train movement. Their findings suggested that, while promising, the system would
need to be optimized to handle the continuous mechanical stresses encountered by the track system.

(5) In 2021, a study by Jiang and Wang proposed a hybrid energy generation system using both
piezoelectric materials and a dynamo. Their findings suggested that by integrating a dynamo with a
piezoelectric-based system, the energy generation potential could be significantly improved. This hybrid
system was considered especially promising for railways, where the motion of trains could activate both
systems simultaneously. While their work primarily focused on piezoelectric devices, their conclusions
regarding the role of dynamos in hybrid systems hold valuable insights for our rack and pinion-dynamo
energy generation model.

(6)Chen and Zhang (2021) noted that the efficiency of converting mechanical energy into electrical
energy through dynamos is often limited by factors such as friction, mechanical losses, and the variability
in train speeds. The authors highlighted the importance of developing more efficient energy conversion
systems that can overcome these limitations. Another challenge is ensuring the economic feasibility of
such systems. Retrofitting existing railway tracks with rack and pinion mechanisms and dynamos would
require significant investment, and the economic benefits of energy harvesting would need to be carefully
evaluated in relation to installation and maintenance costs.

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3.1 RESEARCH GAP

The concept of harnessing energy from railway tracks, particularly through the integration of a rack and
pinion mechanism with a dynamo, is an emerging area of research in the field of renewable energy. While
several studies have investigated various methods for energy harvesting from railways, such as
piezoelectric devices, electromagnetic induction, and friction-based systems, there remain significant gaps
in the research that must be addressed for the successful implementation and optimization of rack and
pinion-based energy generation. The research gaps can be categorized into several key areas, including
technical limitations, scalability, economic feasibility, and long-term sustainability. This section outlines
these gaps in detail and highlights areas for further investigation.

1. Lack of Comprehensive Studies on Rack and Pinion Integration with Railways

Although rack and pinion systems are well-established in mechanical engineering, the specific application
of this technology for energy harvesting from railway tracks remains underexplored. While some studies,
such as those by Zhao et al. (2020), have investigated the feasibility of using rack and pinion systems in
railway settings, comprehensive research on their integration into existing railway networks is still
limited. There is a need for more detailed studies that explore the mechanical and design considerations
for embedding a toothed rack into the railway track system. The potential for long-term wear and
maintenance issues due to the heavy forces exerted by passing trains requires in-depth analysis and
solutions that enhance the durability of such systems.

2. Optimization of Energy Conversion Efficiency

A significant research gap lies in the optimization of energy conversion efficiency from the
mechanical motion of trains through the rack and pinion mechanism into usable electrical power
via the dynamo. While dynamos are effective at converting mechanical energy into electrical
energy, many studies, such as those by Li et al. (2019), indicate that the efficiency of energy
conversion is often compromised by friction losses, variability in train speed, and mechanical
inefficiencies. These issues can significantly reduce the overall energy output from the system.
Thus, further research is needed to develop more efficient dynamos, design improvements for
the rack and pinion system, and techniques to minimize energy loss. Researchers should focus
on improving the conversion efficiency, especially in real-world conditions where trains vary in
speed and load.

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3. Durability and Maintenance of Rack and Pinion Systems

The issue of durability and maintenance remains a major concern for the implementation of rack and
pinion energy generation systems on railway tracks. The constant wear and tear resulting from the
pressure exerted by the heavy trains, combined with the environmental exposure (rain, snow, temperature
fluctuations), will likely affect the performance of the rack and pinion system over time. Research on the
materials used for the toothed racks and pinions is necessary to ensure that they are resilient and able to
withstand the continuous stress imposed by the passing trains. Moreover, studies on the lifespan of these
systems, as well as efficient maintenance schedules, are crucial to ensuring the long-term viability of the
technology.

4. Economic Feasibility and Cost-Benefit Analysis

While many studies highlight the potential environmental and sustainability benefits of energy harvesting
from railway tracks, few have delved into a comprehensive cost-benefit analysis of implementing rack
and pinion-based energy generation systems on a large scale. The initial capital investment required to
retrofit railway tracks with energy-harvesting systems, including the cost of installing rack and pinion
mechanisms, dynamos, and other components, could be significant. Moreover, ongoing maintenance
costs and potential downtime for repairs should also be considered. A thorough economic feasibility
study, assessing the return on investment (ROI) and comparing it to alternative renewable energy
technologies such as solar or wind, is an area where further research is needed.

5. Environmental and Ecological Impact

While the concept of using railway tracks for energy generation offers a sustainable energy solution, there
is still a gap in understanding the environmental and ecological impact of such systems. Research into the
potential unintended consequences, such as noise pollution, the disruption of local wildlife, or changes in
the thermal characteristics of the tracks, is essential. For example, the added friction from the rack and
pinion system might cause heat buildup or wear on train wheels, which could have ecological effects,
particularly in sensitive environments. Understanding these impacts and developing mitigation strategies
is a crucial research gap that must be addressed before large-scale implementation.

6. Scalability and Integration into Existing Railway Infrastructure

Another important research gap lies in the scalability of rack and pinion-based energy harvesting systems.
While small-scale pilot projects may prove successful, further research is required to explore how this
technology can be scaled up across extensive railway networks. Challenges related to the seamless
integration of energy-harvesting mechanisms into existing rail infrastructure, without disrupting train

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operations or incurring prohibitively high costs, remain underexplored. Research is needed on the
technical, logistical, and regulatory considerations for adapting this technology to different types of rail
systems, from high-speed trains to light rail and freight lines.

7. Grid Integration and Storage Solutions

Although a rack and pinion energy generation system could be used to power local railway infrastructure,
one of the unanswered questions is how this generated electricity can be stored or integrated into the grid.
Most studies on energy harvesting focus on localized power generation, but very few have examined how
this system could be integrated with the broader energy grid or provide power storage solutions. Research
is needed on smart grid integration, battery storage solutions, and the technicalities of transmitting and
distributing the electricity generated by these systems to make it available for larger-scale consumption.

8. Standardization and Regulation

The adoption of energy-harvesting systems using rack and pinion technology in railways would also
require the development of standards and regulatory frameworks. There is currently a lack of research on
the regulatory requirements for incorporating such systems into existing railway infrastructure. Legal
considerations, safety standards, and policy frameworks must be established to govern the use of energy-
harvesting technologies on railways. Understanding these requirements, and addressing them in the
context of various national and regional regulations, represents a gap that requires attention.

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3.2 OBJECTIVE OF THE PROJECT

 To integrate a toothed rack into the railway track and use a pinion gear mechanism to transfer the
mechanical energy generated by the movement of the train into rotational motion.
 To convert the mechanical energy from the rack and pinion system into electrical energy using a
dynamo (electric generator).
 To design the system with minimal friction and energy losses, ensuring maximum efficiency in
converting mechanical energy to electrical energy.
 To use the generated electrical energy to power railway infrastructure, such as lighting, signaling,
and communication systems, reducing the need for grid electricity
 To contribute to the overall goal of sustainability by utilizing renewable energy sources and
reducing the carbon footprint of railway operations.
 To design a system that can be easily scaled and implemented across various types of railways,
from local commuter lines to high-speed trains, without significant additional infrastructure costs.
 To incorporate energy storage systems, such as batteries or capacitors, that can store the generated
energy for later use or feed excess power back into the national grid.
 To develop a system that can withstand the mechanical stresses and environmental conditions
present in railway systems, ensuring long-term durability and minimal maintenance requirements.

3.3 PROBLEM STATEMENT

The global demand for sustainable energy sources is increasing, and there is a pressing need to reduce the
environmental impact of traditional energy generation methods. In the transportation sector, railways are
one of the most efficient modes of transportation, but they still rely heavily on non-renewable energy
sources, contributing to greenhouse gas emissions and increased energy consumption. Additionally,
railway infrastructure requires a constant supply of electrical energy for operations such as signalling,
lighting, and communication systems, which are typically powered by the electrical grid, further
contributing to the carbon footprint of railway networks.
Despite the growing interest in renewable energy, there is limited research and implementation of systems
that can harness the energy generated by the movement of trains themselves. The potential to capture and
convert the kinetic energy from moving trains into electrical power remains largely untapped, with
existing solutions primarily focusing on piezoelectric devices, electromagnetic induction, and other low-
efficiency methods. Furthermore, many of these solutions do not take full advantage of the mechanical
energy created by train movement, and they face limitations in scalability, efficiency, and long-term
sustainability.

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CHAPTER 4
METHODOLOGY

1. Design of the Toothed Rack and Pinion Mechanism

The first step involves the design and integration of the toothed rack and pinion mechanism along the
railway tracks. The toothed rack is embedded into the railway track or placed beside it, and the pinion
gear is mounted either on the train’s wheels or fixed to the trackside to engage with the rack.
 Toothed Rack: The toothed rack is designed to fit seamlessly with the railway track and is made of
durable materials such as steel or high-strength alloys. The teeth are arranged in such a way that
they will mesh efficiently with the pinion gear, ensuring smooth engagement and minimal friction.
 Pinion Gear: The pinion gear is connected to the train or a fixed component on the track. It is
designed to rotate as the train moves, with the teeth of the pinion engaging with those on the rack.
The motion of the train over the track will cause the pinion to rotate, transferring mechanical
energy to the dynamo.

2. Conversion of Mechanical Energy to Electrical Energy via Dynamo

Once the pinion gear begins to rotate due to the train's movement, this mechanical motion is transferred to
a dynamo (electric generator) for the conversion into electrical energy.
 Dynamo Selection: A suitable dynamo is selected based on the required power output. The
dynamo is connected to the pinion gear in such a way that its rotational movement generates
electricity. The dynamo works on the principle of electromagnetic induction, where a rotating
magnet induces an electric current in the coil of wire within the dynamo.
 Energy Conversion Process: The pinion gear’s rotational motion causes the dynamo's rotor to spin
within a magnetic field, inducing a flow of electrons in the stator coil and generating an electric
current. The amount of energy generated depends on the speed of the train and the force exerted
by the pinion gear on the dynamo.

3. Power Storage and Distribution System

After generating the electrical energy, it must be stored or immediately used to power various railway
infrastructure. A power storage and distribution system is designed to manage this electricity.
 Energy Storage: Excess energy generated by the dynamo is stored in batteries or capacitors. These
energy storage systems ensure that the electricity can be used later when needed (e.g., during off-
peak times or when trains are not passing through).

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 Power Distribution: The stored electrical energy is fed into a distribution system that supplies
power to various railway applications such as lighting, signaling, communication systems, and
even local electrical grids if the energy output is significant enough. Voltage regulators,
converters, and controllers are used to ensure stable and appropriate energy distribution.

4. Integration with Existing Railway Infrastructure

The system needs to be integrated with existing railway infrastructure with minimal modifications. The
integration process focuses on the following:
 Minimal Disruption to Train Operations: The installation of the toothed rack and pinion system
must not interfere with the normal operations of the train, such as the wheels or the track
alignment. The design must ensure that the system does not add excessive friction or mechanical
resistance that could affect train performance.
 System Placement and Alignment: The placement of the rack along the track is crucial for
effective engagement with the pinion gear. The rack must be installed securely and aligned with
the movement of the train to ensure efficient energy capture. Similarly, the pinion gear must be
securely fixed to the train or the trackside to maintain constant engagement as the train moves.

5. Optimization for Efficiency

To maximize the system’s efficiency, several optimization steps are considered:
 Material Selection: The materials used for the toothed rack, pinion gear, and dynamo must be
chosen to minimize friction and wear while withstanding the mechanical stresses exerted by the
train’s movement. Steel alloys or composite materials with high wear resistance are ideal for the
rack, while the pinion gear should be made of materials like hardened steel or bronze to ensure
durability.
 Lubrication and Maintenance: Proper lubrication of the pinion gear and rack is essential to reduce
friction and wear over time. Maintenance schedules should be established to regularly check for
wear and tear on the components and to replace any damaged parts.
 Energy Efficiency: The dynamo should be selected for its high energy conversion efficiency.
High-efficiency dynamos will generate more power with less mechanical input, optimizing the
overall energy output. Additionally, efficient power electronics, such as controllers and inverters,
are used to minimize energy losses during conversion and storage.

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6. Safety Measures and Structural Integrity

Ensuring the safety of the system is a critical part of the methodology:
 Railway Track Safety: The toothed rack must be installed in such a way that it does not interfere
with the normal operation of the train. It should be securely fixed to the track to prevent any
movement or displacement that could create hazards.
 Electrical Safety: The electrical system, including the dynamo and power distribution components,
must be designed with adequate insulation and protection to prevent electrical hazards. Safety
protocols must be in place to ensure that any excess energy is safely dissipated, and the system
operates within safe voltage limits.
 Weather Resistance: The components of the system should be weatherproofed to ensure that the
rack, pinion, and dynamo can withstand outdoor environmental conditions such as rain, snow,
extreme temperatures, and corrosion.

7. Testing and Validation

Once the system has been installed, it must undergo thorough testing and validation:
 Performance Testing: The system is tested to ensure it generates the desired amount of electrical
power under varying train speeds and loads. Data is collected to measure the efficiency of the
energy conversion and the overall output.
 Durability Testing: The system is tested under real-world conditions, where it is subjected to train
vibrations, weather conditions, and mechanical stresses. This testing ensures that the system can
operate reliably over long periods without significant maintenance.
 Energy Output Analysis: The system’s performance is compared against the expected energy
output. If the system fails to meet expectations, adjustments to the pinion gear design, dynamo
specifications, or rack placement are made to improve efficiency.

8. Monitoring and Maintenance

Once operational, the system needs to be monitored and maintained to ensure long-term reliability:
 Real-time Monitoring: Sensors and monitoring systems are integrated into the system to track
energy production, efficiency, and system health. This data is used to identify potential issues
early and optimize the system’s operation.
Routine Maintenance: Regular inspections are conducted to assess the condition of the rack,
pinion gear, and dynamo. The system is also cleaned and lubricated to reduce wear and tear.
Scheduled maintenance prevents unexpected failures and extends the system's lifespan.

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4.1 ADVANTAGES OF PROPOSED METHODOLOGY

Efficient Energy Harvesting from Train Movement:

The rack and pinion system allows for the efficient capture of mechanical energy generated by the
movement of trains. Unlike some existing methods that rely on vibrations or small-scale energy capture,
this system maximizes the mechanical energy transferred to the dynamo through direct engagement of the
pinion with the rack.

Scalability and Flexibility:

The proposed system can be scaled and adapted to fit various types of railways, from light rail systems to
high-speed trains. The flexibility of the design allows it to be retrofitted onto existing infrastructure
without requiring major changes to the railway network.

Cost-Effective and Low Maintenance:

The design of the rack and pinion mechanism is relatively simple, requiring minimal alterations to the
existing railway track infrastructure. The installation costs are thus lower compared to more complex
systems like piezoelectric or hydraulic-based energy harvesting methods.

Contribution to Sustainable Energy:

The proposed methodology captures kinetic energy, a renewable energy source, from the movement of
trains. This approach helps reduce the reliance on non-renewable energy sources like fossil fuels,
contributing to the reduction of carbon emissions.

Integration with Existing Railway Infrastructure :

The system can be integrated into the existing railway track infrastructure with minimal modifications.
The rack can be embedded into the track, while the pinion gear can be easily installed on the train or the
trackside, ensuring that the energy-harvesting process does not interfere with the normal operation of the
train.

Reduced Energy Dependence and Costs:

By generating electricity on-site, the system reduces the railway’s reliance on external electrical
grids. This can lead to lower energy costs for railway operators and reduce the overall energy
demand from non-renewable sources.

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4.2 COMPONENTS

1.Toothed Rack (Railway Track Integration)

 The toothed rack is the primary component that interfaces with the train’s pinion gear. It is
embedded into the railway track (or placed adjacent to it) and consists of regularly spaced teeth
that mesh with the teeth of the pinion gear. As the train moves, the pinion gear engages the rack,
converting the mechanical energy from the train’s motion into rotational motion, which drives the
dynamo.
 The toothed rack must be made from durable, wear-resistant materials, such as high-strength steel
or alloyed materials, to withstand the heavy loads from trains and ensure long-term functionality.
 The teeth of the rack are designed to provide smooth and efficient engagement with the pinion
gear. The alignment and precision of the rack are crucial to prevent any misalignment or
inefficiency.

Figure 4.1 Toothed Rack

2.Pinion Gear (Mechanical Interface with Train Movement)

 Purpose: The pinion gear is a small circular gear that is directly engaged with the toothed rack. It
is responsible for converting the linear motion of the train into rotational motion. The movement
of the train causes the pinion gear to rotate, and this rotational motion is transferred to the dynamo
to generate electricity.
 Material: The pinion gear must be made from durable, high-strength materials such as hardened
steel, bronze, or alloys to resist wear from constant engagement with the toothed rack.
 Placement: The pinion gear can be mounted on the train’s wheels or fixed to the trackside,
depending on the design. When mounted on the train, it rotates with the wheels, while trackside
pinion gears rotate due to the mechanical interaction with the rack

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Figure 4.2 Pinion Gear

3.Dynamo (Energy Conversion Unit)

 Purpose: The dynamo is an electric generator that converts the rotational motion of the pinion gear
into electrical energy through electromagnetic induction. As the pinion gear rotates, it drives the
dynamo’s rotor, which is surrounded by magnets. This movement creates an electric current in the
stator coils of the dynamo, thereby converting mechanical energy into electrical power.
 Types of Dynamos: A permanent magnet dynamo or an electromagnetic induction dynamo can be
used, depending on the energy requirements and design considerations. The dynamo should be
designed to handle the expected power output based on the train's speed and the amount of energy
that needs to be generated.
 Efficiency: The dynamo should be selected for high conversion efficiency, ensuring that the
mechanical energy from the pinion gear is effectively converted into electrical energy with minimal
losses.

Figure 4.3 Dynamo

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4.Trackside or Train-Mounted
 In cases where the pinion gear is mounted trackside, the interface between the trackside
components (rack, pinion, dynamo) and the train-mounted system (if applicable) needs to be
carefully designed to ensure smooth and consistent engagement and energy transfer.
 For trackside pinion gear setups, an interface mechanism allows for engagement and
disengagement as needed without causing excessive mechanical strain or friction.

Figure 4.4 Trackside or Train-Mounted

4.Power Storage System (Batteries or Capacitors)

 The electricity generated by the dynamo is stored in a battery or capacitor system. These energy
storage systems ensure that the electricity can be used at times when the train is not passing
through or when demand exceeds the immediate power output. The stored energy can also be used
for backup power, providing reliability in case of fluctuations or periods of low power generation.
 Types:
o Batteries: Rechargeable batteries, such as lithium-ion or lead-acid, are commonly used for
energy storage. These batteries store the electrical energy for use when needed.
o Capacitors: Capacitors can store energy and release it quickly when needed, making them
suitable for applications that require rapid discharge, such as powering signaling systems

Figure 4.5 Power Storage System

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5.LED Light Output

The LED light output in this system is highly dependent on the amount of electrical energy generated by
the dynamo, the efficiency of the power conversion and storage systems, and the number and power
requirements of the LED lights. Given the low power consumption of LEDs, even a modest amount of
energy generated from the motion of trains can produce significant lighting output. The proposed system,
with its energy-efficient LEDs, provides a sustainable solution for railway stations, trackside lighting, and
other infrastructure applications while reducing energy costs and promoting environmental sustainability

Figure 4.6 LED Light

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4.3 IMPLEMENTATION DETAILS

BLOCK DIAGRAM

RAILWAY TRACK RACK AND DYANAMO

ARRANGMENT PINON (DC
GENARATOR)

LED LIGHT
(OUTPUT)

WORKING
The working principle of the power generation system using railway tracks with a rack and pinion
mechanism revolves around capturing the mechanical energy from the train’s movement. As the train
travels along the tracks, the pinion gear, which is either attached to the train or mounted along the
trackside, engages with the toothed rack. This engagement converts the train’s linear motion into
rotational motion. As the pinion gear rotates, it drives the dynamo, a device that converts mechanical
energy into electrical energy through electromagnetic induction. The rotational motion of the dynamo's
rotor within a magnetic field induces an electric current in the stator coils, producing electricity. The
generated power is then stored in batteries or capacitors for later use, ensuring that energy is available
even when no trains are passing over the track.
This stored energy is used to power a variety of railway applications, such as LED lighting, signal
systems, and other trackside infrastructure, which significantly enhances operational efficiency, especially
at night or during low traffic periods. The system’s energy storage ensures that the generated electricity
can be used consistently, even during times when the train’s motion is not actively producing power.
Additionally, the energy storage solution can be designed to provide backup power during emergencies or
for grid integration, contributing to a sustainable energy solution.
The power distribution system regulates and manages the energy flow to various connected devices,
ensuring the correct voltage and current for each application. For example, LED lights, which require
low-power DC electricity, benefit from the energy harvested by this system, reducing reliance on
traditional power sources and contributing to a reduction in energy consumption and environmental
impact.

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The entire setup is designed to be low-maintenance, with the key components like the rack, pinion, and
dynamo built to withstand the wear and tear associated with heavy train traffic.
Overall, this system not only offers a renewable energy solution but also optimizes the existing railway
infrastructure to generate electricity. With minimal energy loss, efficient energy conversion, and reliable
power storage, the system can offer a significant reduction in the cost of electricity for lighting,
signalling, and other infrastructure requirements along the tracks. The use of such a system aligns with
global sustainability goals by reducing carbon footprints, lowering energy costs, and leveraging the
movement of trains as a source of clean, renewable energy.

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CHAPTER 5
FABRICATION MODEL

Computer Aided Model was prepared by using Solidworks Version 2015 and CATIAV5

Figure 5.1

Figure 5.2

In this project we are using CATIA V5 for designing and modelling our arrangements. CATIA Stands for
(an acronym of computer aided three-dimensional interactive application); it is a multi-platform software
suite for computer-aided design (CAD), computer-aided manufacturing (CAM), computer-aided
engineering (CAE) and 3D, developed by the French Company Dassault Systems.

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5.1 OVERVIEW OF THE MODEL

Figure 5.1.1 Physical model

Figure 5.1.2 Physical model

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CHAPTER 6

CALCULATIONS

1] SPECIFICATIONS:

Number of teeth on rack = 82

Number of teeth on pinion = 25
Length of the rack = 400mm
Diameter of the pinion = 39mm

2] SPEED RATIO:

Number of teeth on rack 82

SPEED RATIO = Number of teeth on pinion = 25 = 3.28

SPEED RATIO = 1:3

3]MODULE:

MODULE = Diameter of pinion = dp = 39 = 1.44

Teeth on pinion + 2 2p+2 25+2

MODULE = 1.44mm

4] PITCH(P):

P =4.33mm

5] TOOTH ADDENDUM (ha):

ha = m
ha = 1.44mm

6] TOOTH DEDENDUM (hf):

hf = 1.25 M
= 1.25 × 1.44
hf = 1.8mm

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7] TOTAL DEPTH OF TOOTH(h):

h = 2.25 × M
h = 2.25 × 1.44
h = 3.24mm

8]CLEARANCE(C):

C = 0.25 × M
C = 0.25 × 1.44
C = 0.36mm

9]WORKING DEPTH OF TOOTH (H):

H=2×M
H = 2 × 1.44
H = 2.88mm

POWER GENERATED:

SPECFICATION:

12V = DC motor

Motor constant(K) = 0.012 volt/rpm

Maximum speed(N) = 2000 rpm

When N = 100 rpm

P=E×I

Where, E = K × N
E = 0.012 × 100
E = 1.2 volt

I = E/R
I = 1.2/0.18
I = 6.66 amp

P=E×I
P = 1.2 × 6.66
P = 7.99 Watt

OUTPUT:

Red 3mm led light = 1.8 v

= 0.18 amps

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CHAPTER 7

COST ESTIMATION

Sl No. Budget Amount

1 RACK AND PINION 650.00
2 MILD STEEL FABRICATION COMPONENTS 3980.00
3 DYNOMO 600.00
4 LABOUR COST AND TRANSPORTATION 2850.00
5 ELECTRIC COMPONENTS 200.00
Total 8280.00

Table 7.1 Cost estimation

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CHAPTER 9

CONCLUSION

 The power generation system using railway tracks with a rack and pinion mechanism offers a
promising and innovative solution for harnessing the kinetic energy from train movements to
produce electricity.
 By utilizing the motion of trains as a renewable energy source, the system efficiently converts
mechanical energy into electrical power through the interaction between the pinion gear and the
toothed rack.
 This electricity can then be stored in batteries or capacitors and used to power various railway
applications such as LED lighting, signaling systems, and other trackside infrastructure.
 The system is designed to be sustainable, cost-effective, and environmentally friendly, offering a
significant reduction in energy consumption and reliance on external power sources.
 Furthermore, it ensures continuous power availability even during off-peak times when trains are
not operating, thanks to the energy storage mechanism.
 With its low maintenance requirements and minimal energy losses, this system represents a step
forward in integrating renewable energy solutions into existing railway infrastructure, contributing
to both economic and environmental benefits.
 By making use of existing resources, it provides a scalable solution that can be implemented
globally, promoting sustainability and energy efficiency within the railway sector.

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CHAPTER 8

SCOPE OF FUTURE

These new design will lead to more generation in future. And also it will be more optimum and reliable in
use the compact design of the structure leads to easy and compatible mounting where ever required.
These will lead to non-conventional energy generation which would further be used in the nearby railway
infra-structure
 This arrangement is slightly modified to construct in foot step and this arrangement is fixed in –
 Schools.
 Cinema theatres.
 Shopping complex and many other buildings.
 Mining tracks

Applications
 All highways road speed breaker.
 Footstep arrangement.
 All railway tracks.
 Self-generation power from coach of the train.
 Cardan shaft arrangement.

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

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

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CHAPTER 10

REFERENCES

[1]. Y. Lethwala, R. Jain, A. Akotkar , “Generation of Electrical Energy from Railway Track”,
SSRG International Journal of Mechanical Engineering (SSRG - IJME) 10 – October 2018

[2]. Loganathan M1, Prabhakaran V2, NifasathNowsin N3, E. Sivasanjeev4, M. Naveen5, M.

Natarajan6, P. Manirathinam7. International Journal of Scientific & Engineering Research Volume 8,
Issue 6, June-2017 1 ISSN 2229-5518

[3]. Gokul. K, Gotham. R, Jothibalaji. S, kathirsen. „POWER GENERATION BY USING

RAILWAY TRACK‟EPH - International Journal of Science and Engineering Special Issue | Vol-1 |
Issue- 1 | Recent Advancements in Mechanical Engineering.

[4]. S. D. Bhusate, P. S. Chaware, Prof. A. B. Nagdewate “Generation of power using railway

track”, International Research Journal of Engineering and Technology (IRJET) Jan -2017

[5]. Abhishek Kumar Gond1, Aniket Kumar2, Atul Pandey3, Hariom Singh4
„Electric Power Generation using Railway Track‟ International Journal of Research in
Engineering, Science and Management Volume-2, Issue-5, May-2019

[6]. Bhakti S. Shirke, Vikas B. Goswami, Adnan Ali Malnas, Ganesh R. Zakane,
(2017), “Electricity Generation using Railway Tracks,” Vol. 2, pp. 1-5.

[7]. Priyanka, G. Chopkar, Renuka R. Dehare, Anup M. Boke, Ashvini. B, (2017),

“Generation of Power using Railway Track,” Vol. 4, pp-1-11

[8] Sergey V. Mitrofanov, Natalya G. Kiryanova and Anna M. Gorlova , “Stationary

Hybrid Renewable Energy Systems for Railway Electrification: A Review” Stationary Hybrid Renewable
Energy Systems for Railway Electrification: A Review. Energies 2021, 14, 5946.

[9]. Loganathan M, Prabhakaran V, Nifasath Nowsin N, E. Sivasanjeev, M. Naveen,

M. Natarajan, P. Manirathinam, “POWER GENERATION FROM TRAIN TRACK’,
International Journal of Scientific & Engineering Research Volume 8, Issue 6, June-2017 1 ISSN 2229-
5518.

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 POWER GENRATION USING RAILWAY TRACK

[10]. Lovepreet Kaur, Alankrit Kumar, Aditya Lakde, Aakanksha Sharma, Ashutosh
Ra, Mousam Sharma, presented “Railway Tracks Based Energy Generation Using Racks and
Pinion and Its Application” International Journal of Advanced Research in Electrical, Electronics and
Instrumentation Engineering, Vol. 7, Issue 4, April 2018

[11]. Prof. Jagdish Chahande, Bhakti S. Shirke, Vikas B. Goswami, Adnan Ali
Malnas and Ganesh R. Zakane, Electricity Generation using Railway Tracks” and discussed
about, GRD Journal for Engineering | Volume 2 | Issue 5 | April 2017 ISSN: 2455-5703.

[12] .Yash Lethwala, Rishabh Jain, "Generation of Electrical Energy from Railway Track
Conference Paper • November 2018 DOI: 10.14445/23488360/IJME-V5I10P103.

[13] Abhishek Kumar Gond, Aniket Kumar, Atul Pandey, Hariom Singh, “Electric
Power Generation using Railway Track”, International Journal of Research in Engineering, Science and
Management Volume-2, Issue-5, May2019.

[14] Saurabh D. Bhusate, Prachi S. Chaware, Prof. Ashvini B. Nagdewate, presented

“GENERATION OF POWER USING RAILWAY TRACK” International Research Journal of
Engineering and Technology (IRJET).Issu-29, June2020.

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