Abstract

The renewable energy is vital for today’s world as in near future the non renewable sources that we are using are going to get exhausted. Nowadays, we are experiencing an electricity scarcity we are experiencing a Lead in shortage too. So the battery manufacturing cost and resulting end user prices are sky high also a shortage of batteries in the market. We are also experiencing a hike in fuel prices considerably, is bound to go on as time pass by as soon we will be shortage of fuel too. There is an emphasis on using fuel appreciably but nobody is taking care of it.

But we are at least taking the consideration of it and with this we are trying to put a novel concept in the market. The solar train is a step in saving these non renewable sources of energy. In India where weather is mostly sunny and sunlight is available whole year, it’s a very good idea to use solar energy for the purpose of transportation.

We propose an electricity supply system suitable for public transportation. In this

system, solar cells are installed on the rooftop of the trains. We Provide solar panels on the roof of the coach to directly charge the storage battery mounted under slung at each coach. There are many doubts about viability and applicability of such provisions. Nowhere in any of the railways world over, self-generating coaches are in service, therefore, there is no possibility of getting the ready-made technology from abroad and has to be tried and developed in India only. The developed countries are already experimenting use of solar power for road vehicle and aircraft, which gives confidence for its viability. Bendable solar panels which can be pasted on the coach roof without affecting maximum moving dimension will serve the purpose.

The basic principle of solar train is to use energy that is stored in a battery during and after charging it from a solar panel. The charged batteries are used to drive the motor which serves here as an engine and moves the train in forward direction. This idea, in future, may help protect our fuels from getting extinguished.

All recent electric vehicles present drive on AC power supplied motor. The setup requires an inverter set connected to battery through which DC power is converted to AC power. During this conversion many losses take place and hence the net output is very less and lasts for shorter duration of time. Although this is cheaper the setup and maintenance required is much more in AC drive than DC drive.

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1. Introduction

Energy is one of the most vital needs for human survival on earth. We are dependent on one form of energy or the other for fulfilling our needs. One such form of energy is the energy from fossil fuels. We use energy from these sources for generating electricity, running automobiles etc. But the main disadvantages of these fossil fuels are that they are not environmental friendly and they are exhaustible. To deal with these problems of fossil fuels, we need to look at the Non-Conventional Sources of energy. With regard to this idea we have designed a train that runs on solar energy.

Many specifications must to know about solar train from solar array , motor, battery and so on each specification has theory and calculation to mate it function correctly & able to move perfectly. This project a lot depends on solar panel because it using influence if the solar train can drive or not.

Using brain storming techniques to generate ideas , several initial design may be consider a common place to start is with the shape of the train since it will dictate the design of many other system initial designing concept are also developed for chassis design mechanical system design, electric system design, driving train design & solar array design that show promise are investigated further so that design can be compare through trade of studies the concept must be eliminated until a final design can be agreed upon there are many factors to consider to each design, for example:

Weight

Efficiency

Speed

Knowledge about solar array also important because the array is made up of many photovoltaic solar cell that convert sun energy into electricity .the cell types & the dimensions of the array depends on the vehicle size and class.

More over knowledge about drive train in solar powered vehicle is very different from that a conventional car. Throw this project the drive trains consist of electric motor & the means by which the motor power is transmitted to the vehicle to move.

This project is to design a solar powered train with objective as follows:

a) To design use photovoltaic source of power.b) To fabricate & assemble a working proto type model.

The challenges of this project are as follows:

a) Selection of solar panel.

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b) Selection of battery.c) Selection of chassis, selection of motor etc.

Is a vehicle that runs on electricity really environmentally friendly? Table 1 shows composition of electricity generation of India. In India, fossil fuel power generation accounts for over 70% of all electric power. This means that more fossil fuels are consumed, when electric vehicles spread.

The electricity sector in India had an installed capacity of 261.006 GW as of end February 2015 and generated around 961.777 Billion unit for the period April 2014 - February 2015. India became the world's third largest producer of electricity in the year 2013 with 4.8% global share in electricity generation surpassing Japan and Russia. Renewable Power plants constituted 27.80% of total installed capacity and Non-Renewable Power Plants constituted the remaining 72.20%. India generated around 967 TWh of electricity (excluding electricity generated from renewable and captive power plants) during the 2013–14 fiscal. The total annual generation of electricity from all types of sources was 1102.9 TeraWatt-hours in 2013.

If railways, especially light rails, could run on renewable energy such as solar power and wind power, wouldn’t that be truly environmentally friendly? In this document, we propose an exactly environmentally friendly LRT (Light Rail Transit) system using solar energy and we are going to verify feasibility.

Composition of Power Generation in India

Coal 59%

Hydro 17%

Renewable Energy 12%

Natural Gas 9%

Nuclear 2%

Oil 1%

Table- 1

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2. Literature Survey

2.1. Solar powered vehicles

The first solar powered vehicle invented was a tiny 15-inch vehicle created by William G. Cobb of General Motors. Called the Sun mobile, Cobb showcased the first solar powered vehicle at the Chicago Powerama convention on August 31, 1955. The solar powered vehicle was made up 12 selenium photovoltaic cells and a small Pulley electric motor turning a pulley which in turn rotated the rear wheel shaft. The first solar powered vehicle in history was obviously too small to drive.

Now let's jump to 1962 when the first solar powered vehicle that a person could drive was demonstrated to the public. The International Rectifier Company converted a vintage model 1912 Baker electric car (pictured above) to run on photovoltaic energy in 1958, but they didn't show it until 4 years later. Around 10,640 individual solar cells were mounted to the rooftop of the Baker to help propel it.

In 1977, Alabama University professor Ed Passereni built the Bluebirdsolar powered vehicle, which was a prototype full scale vehicle. The Bluebird was supposed to move from power created by the photovoltaic cells only without the use of a battery. The Bluebird was exhibited in the Knoxville, TN 1982 World's Fair.

Between 1977 and 1980 (the exact dates are not known for sure), at Tokyo Denki University, Professor Masaharu Fujita first created a solar bicycle, and then a 4-wheelsolar powered vehicle. The car was actually two solar bicycles put together.

In 1979 Englishman Alain Freeman invented a solar powered vehicle (pictured right). His road registered the same vehicle in 1980. The Freeman solar powered vehicle was a 3-wheeler with a solar panel on the roof.

At the engineering department at Tel Aviv University in Israel, Arye Braunstein and his colleagues created a solar powered vehicle in 1980 (pictured below). The solar powered vehicle had a solar panel on the hood and on the roof of the City car comprised of 432 cells creating 400 watts of peak power. The solar powered vehicle used 8 batteries of 6 volts each to store the photovoltaic energy.

The 1,320 pound solar Citicar is said by the engineering department to have been able to reach up to 40 mph with a maximum range of 50 miles.

In 1981 Hans Tholstrup and Larry Perkins built a solar powered racecar. In 1982, the pair became the first to cross a continent in a solar powered vehicle, from Perth to Sydney, Australia. Tholstrup is the creator of the World Solar Challenge in Australia.

In 1984, Greg Johanson and Joel Davidson invented the Sunrunner solar race car. The Sunrunner set the official Guinness world record in Bellflower, California of 24.7

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mph. In the Mojave Desert of California and final top speed of 41 mph was officially recorded for a "Solely Solar Powered Vehicle" (did not use a battery). The 1986 Guinness book of world records published the official records.

The GM Sunraycer in 1987 completed a 1,866 mile trip with an average speed of 42 mph. Since this time there have been many solar powered vehicles invented at universities for competitions such as the Shell Eco Marathon. There is also a commercially available solar powered vehicle called the Venturi Astrolab. Time will only tell how far the solar powered vehicle makes it with today’s & tomorrow’s technology. Solar powered vehicles combine technology typically used in the aerospace, bicycle, alternative energy and automotive industries. The design of a solar vehicle is severely limited by the amount of energy input into the car. Most solar powered vehicles have been built for the purpose of solar train races. Exceptions include solar-powered cars and utility vehicles.

Solar trains are often fitted with gauges as seen in conventional cars. In order to keep the car running smoothly, the driver must keep an eye on these gauges to spot possible problems. Cars without gauges almost always feature wireless telemetry, which allows the driver's team to monitor the car's energy consumption, solar energy capture and other parameters and free the driver to concentrate on driving. Solar trains depend on PV cells to convert sunlight into electricity. In fact, 51% of sunlight actually enters the Earth's atmosphere.

Unlike solar thermal energy which converts solar energy to heat for either household purposes, industrial purposes or to be converted to electricity, PV cells directly convert sunlight into electricity. When sunlight (photons) strikes PV cells, they excite electrons and allow them to flow, creating an electrical current. PV cells are made of semiconductor materials such as silicon and alloys of indium, gallium and nitrogen. Silicon is the most common material used and has an efficiency rate of 15-20%. Of late, several consulting companies, such as Phoenix Snider Power, have started offering technical and financial services to institutes and teams developing solar powered vehicles worldwide

During the 1990s, regulations requiring an approach to "zero emissions" from vehicles increased interest in new battery technology. Battery systems that offer higher energy density became the subject of joint research by federal and auto industry scientists. Solar powered vehicles were first built by universities and manufacturers. The sun energy collector areas proved to be too large for consumer cars, however that is changing. Development continues on solar cell design and car power supply requirements such as heater or air-conditioning fans.

July 2007 marks the 24th anniversary since Joel Davidson and Greg Johanson set The First Guinness World Record for a 100% solar powered vehicle (no batteries). In 1986, the vehicle was retired and taken apart, but the solar array is still producing electricity for an off-grid home.

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2.2. History of Photovoltaic Cell

Photovoltaic system converts sun light into electricity. The term "photo" is a stem from the Greek "photos," which means "light." "Volt" is named for Alessandro Volta (1745-1827), a pioneer in the study of electricity. "Photo-voltaic," then, could literally mean "light-electricity." Most commonly known as "solar cells," PV systems are already an important part of our lives. The simplest systems power many of the small calculators and wrist watches we use every day. More complicated systems provide electricity for pumping water, powering communications equipment, and even lighting our homes and running our appliances. In a surprising number of cases, PV power is the cheapest form of electricity performing these tasks.[7]

Photovoltaic cells converts’ lighter energy into electricity into atomic level. Although first discovered in 1839, the process of producing electric current in a solid material with the aid of sunlight wasn't truly understood for more than a hundred years. Through the second half of the 20th century, the science has been refined and the process has been more fully explained. As a result, the cost of these devices has put them into the mainstream of modern energy producers. This was caused in part by advances in the technology, where PV conversion efficiencies have improved considerably'.

French physicist Edmond Becquerel first described the photovoltaic (PV) effect in 1839, but it remained a curiosity of science for the next three quarters of a century. At only 19, Becquerel found that certain materials would produce small amounts of electric current when exposed to light. The effect was first studied in solids, such as selenium, by Heinrich Hertz in the 1870s. Soon afterward, selenium PV cells were converting light to electricity at 1% to 2% efficiency. As a result, selenium was quickly adopted in the emerging field of photography for use in light- measuring devices. Major steps toward commercializing PV were taken in the 1940s and early 1950s, when the Czochralski process was developed for producing highly pure crystalline silicon. In 1954, scientists a t Bell Laboratories depended on the Czochralski process to develop the first crystalline silicon photovoltaic cell, which had an efficiency of 4%. The term "photovoltaic" comes from the Greek φῶς (phōs) meaning "light", and "voltaic", meaning electric, from the name of the Italian physicist Volta, after whom a unit of electro-motive force, the volt, is named. The term "photo-voltaic" has been in use in English since 1849.

The photovoltaic effect was first recognized in 1839 by French physicist A. E. Becquerel. However, it was not until 1883 that the first photovoltaic cell was built, by Charles Fritts, who coated the semiconductor selenium with an extremely thin layer of gold to form the junctions. The device was only around 1% efficient. In 1888 Russian physicist Aleksandr Stoletov built the first photoelectric cell (based on the outer

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photoelectric effect discovered by Heinrich Hertz earlier in 1887). Albert Einstein explained the photoelectric effect in 1905 for which he received the Nobel Prize in Physics in 1921. Russell Ohl patented the modern junction semiconductor solar cell in 1946, which was discovered while working on the series of advances that would lead to the transistor.

The modern photovoltaic cell was developed in 1954 at Bell Laboratories. The highly efficient solar cell was first developed by Daryl Chapin, Calvin Souther Fuller and Gerald Pearson in 1954 using a diffused silicon p-n junction. At first, cells were developed for toys and other minor uses, as the cost of the electricity they produced was very high - in relative terms, a cell that produced 1 watt of electrical power in bright sunlight cost about $250, comparing to $2 to $3 for a coal plant.

Solar cells were rescued from obscurity by the suggestion to add them to the Vanguard I satellite. In the original plans, the satellite would be powered only by battery, and last a short time while this ran down. By adding cells to the outside of the fuselage, the mission time could be extended with no major changes to the spacecraft or its power systems. There was some skepticism at first, but in practice the cells proved to be a huge success, and solar cells were quickly designed into many new satellites, notably Bell's own Telstar.

Improvements were slow over the next two decades, and the only widespread use was in space applications where their power-to-weight ratio was higher than any competing technology. However, this success was also the reason for slow progress; space users were willing to pay anything for the best possible cells, there was no reason to invest in lower-cost solutions if this would reduce efficiency. Instead, the price of cells was determined largely by the semiconductor industry; their move to integrated circuits in the 1960s led to the availability of larger boules at lower relative prices. As their price fell, the price of the resulting cells did as well. However these effects were limited, and by 1971 cell costs were estimated to be $100 a watt.

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Block Diagram

Solar Panel DC Motor Wheel Railway Track

Battery Electronic Circuit Sensor

Figure 1

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3. Constructional Detail

3.1. Specification of Block Diagram Of Solar Vehicle

Block diagram of solar vehicle is shown in fig 1 & components of the vehicle are

as follows.

1 Solar Panel

2 DC Motor

3 Battery

4 Wheel

5 Railway Track

6 Chassis

7 Electronic Circuit

8 Battery Indicator

9 Anti-collision Sensor

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3.1.1. Solar Panel

I. What Is Solar Panel?Essentials solar panels are groups of silicon cells used to convert light energy into electricity. Solar panels are thin silicon cells that are grouped together into a simple frame with some wire works. The panels harness daylight and process it for human use by absorbing electrons from the sun’s rays. These electrons help to extract energy from the silicon, which is unstable due to a chemical combination of boron and phosphorus combined in each cell. When the silicon heats up from the sun, it reacts with the other chemical additives and becomes unstable. Then the electrons in the sun are absorbed by the silicon and the unstable silicon elements are forced through the wires established in the panel this becomes D.C. energy.

II. Function of Solar Cells Not only sun is the source of heat & light it is also source of electricity too! Solar

cells also called photovoltaic cells are used to convert sunlight to electricity. Solar cells are used to provide electricity all kinds of equipment, from calculators and watches to roadside emergency phones and recreational vehicles. Solar cell is most commonly made from silica, the same material used to make computer chips. Silicon is one of the Earth’s most common elements, and is a major component of sand and many kinds of rocks. A solar cell is built like a sandwich, with two layers of silicon separated by a thin layer of insulating material. All three layers work together to convert sunlight into electricity.

When sunlight falls on to the solar cell, it produces a small electric charge. Like a battery, the charge is positive on one side of the cell, and negative on the other. A wire connects the two sides of the cell, allowing electricity to flow. This flow, or current, of electricity can be used to power a small light bulb, turn an electric motor, or recharge a battery.

Solar cells are often used in locations where there isn’t any electricity and where electricity is needed in small amounts. In such cases, solar cells are usually connected to batteries, allowing electricity to be stored for use during times when the sun isn’t shining.

A single solar cell is able to produce only a small amount of electricity. But solar cells can be connected together on a multi-cell panel to produce larger amounts of electricity. As with batteries, the more cells that are connected to one another, the greater the current of electricity that can be produced. Solar panels can produce enough electricity to power satellites, recreational vehicles, and equipment for other applications where electricity is used in large amounts.

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III. Material of Photovoltaic Cell Visible light can be directly converted to electricity by a space-age technology

called a photovoltaic cell, also called a solar cell. Most photovoltaic cells are made from a crystalline substance called silicon, one of the Earth’s most common materials. Solar cells are typically made by slicing a large crystal of silicon into thin wafers and putting two separate wafers with different electrical properties together, along with wires to enable electrons to travel between layers. When sunlight strikes the solar cell, electrons naturally travel from one layer to the other through the wire because of the different properties of the two silicon wafers.

A single cell can produce only very tiny amounts of electricity-barely enough to light up a small light bulb or power a calculator. Nonetheless, single photovoltaic cells are used in many small electronic appliances such as watches and calculators.

IV. Photovoltaic CellTo capture and convert more energy from the sun, photovoltaic cells are linked to

form photovoltaic arrays. An array is simply a large number of single cells connected by wires. Linked together in an array, solar cells can produce enough electricity to do some serious work. Many buildings generate most of their electrical needs from solar photovoltaic arrays.

Photovoltaic arrays are becoming a familiar sight along roadsides, on farms, and in the city, whenever portable electricity is needed. They are commonly used to provide power for portable construction signs, emergency telephones, and remote industrial facilities. They are also becoming popular as a way of supplying electricity for remote power applications such as homes and cabins that are located away from power lines, for sailboats, recreational vehicles, telecommunications facilities, oil and gas operations, and sometimes entire villages-in tropical countries, for example.

V. Storing ElectricitySolar panels make electricity in all kinds of conditions, from cloudy skies to full

sunlight, in all seasons of the year. But they don’t work at all during the nighttime! To make electricity available after sundown, the energy must be stored during the day for later use. The usual storage device is a rechargeable battery.

The batteries used with solar arrays must be able to discharge and recharge again many times. They contain special parts and chemicals not found in disposable batteries. They are also usually larger and more expensive than their disposable cousins. Besides solar panels and rechargeable batteries, modem photovoltaic systems are usually equipped with some kind of electronic charge controller. The main job of the charge controller is to feed electricity from the solar panel to the battery.

VI. How Photovoltaic Cell WorkPhotovoltaic cells are marvels of sub-atomic physics. They are constructed by

layering special materials called semiconductors into thin, flat sandwiches, called solar

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cells. These are linked by electrical wires and arranged on a panel of a stiff, non-conducting material such as glass. The panel itself is called a module.

A ray of light consists of a stream of photons-tiny packets of light energy-moving along at around 300,000 kilometers per second. When these energy packets strike the top layer of a solar panel, they bump electrically charged particles called electrons away from their “parent” atoms. These electrons are collected by another layer in the sandwich and passed along to wires that connect to batteries and other appliances. The amount of electricity the panel can produce depends on the intensity of the light.

VII. Energy Flow For A Solar trainThe energy from the sun strikes the earth throughout the entire day. However, the amount of energy changes due to the time of day, weather conditions, and geographic location. The amount of available solar energy is known as the solar isolation and is most commonly measured in watts per meter squared or W / m 2. In India on a bright sunny day in the early afternoon the solar isolation will be roughly around 1000 W / m 2, but in the mornings, evenings, or when the skies are overcast, the solar isolation will fall towards 0 W / m 2. It must understand how the available isolation changes in order to capture as much of the available energy as possible.

There is a general idea how energy flows in a solar train. The sunlight hits the cells of the solar array, which produces an electrical current. The energy (current) can travel to the batteries for storage; go directly to the motor controller, or a combination of both. The energy sent to the controller is used to power the motor that turns the wheel and makes the car moves.

Generally if the car is in motion, the converted sun light is delivered directly to the motor controller, but there are times when there is more energy coming from the may than the motor controller needs. When this happens, the extra energy gets stored in the batteries for later use.

When the solar may can’t produce enough energy to drive the motor at the desired speed, the array’s energy is supplemented with stored energy from the batteries.

Of course, when the car is not in motion, all the energy from the solar may is stored in the batteries. There is also a way to get back some of the energy used to propel the car. When the car is being slowed down, instead of using the normal mechanical brakes, the motor is turned into a generator and energy flows backwards through the motor controller and into the batteries for storage. This is known as regenerative braking. The amount of energy returned to the batteries is small, but every bit helps.

VIII. Solar Array For A Solar trainThe solar array is the vehicle’s only source of power during the cross-country race. The array is made up of many (often several hundred) photovoltaic solar cells that convert the sun’s energy into electricity. Teams use a variety of solar

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cell technologies to build their arrays. The cell types and dimensions of the array are depending on the vehicle size and class.

The cells are wired together to form strings. Several strings are often wired together to form a section or panel that has a voltage close to the nominal battery voltage. There are several methods used to string the cells together, but the primary goal is to get as many solar cells possible in the space available. The solar cells are very fragile and can be damaged easily. It protects the cells from both the weather and breakage by encapsulating them. There are several methods used to encapsulate cells and the goal is to protect the cells while adding the least amount of weight.

The power produced by the solar may varies depending on the weather, the sun’s position in the sky, and the solar array itself. On a bright, sunny day at noon, a good solar train solar array will produce well over 1000 watts (1.3 hp) of power. The power from the may is used either to power the electric motor or stored in the battery pack for later use. In this model the photovoltaic cells arranged in this manner to deliver 12V dc, where each cell has voltage of 1.5v each, the parallel connection of the cells is done to meet the current capacity.

If 12 v then 9 cells are connected in series, here the power requirement is considered to be a 500mA,then the total power output from the panel will be 12*500mA=6w approx, then the panel to be chosen more than this ratings. So that it can sufficiently deliver the required output. The panel should be of 9 W powers output capacity.

Solar cells are almost exclusively based on silicon as the voltage source. Pure (crystalline) silicon is a semiconductor, a crystal, with a regular structure of atoms which are joined by chemical links. By applying energy, for example, absorption of light, it is possible for electrons to be released from their atoms. With silicon, the minimum amount of energy (force) needed for release equals 1.2eV (approx. 5 X 10-26 kWh).

In as far as it interacts with matter; light consists of a beam of particles (photons) which matter on a surface. The energy of a single photon depends on the wavelength (i.e. co lour) of the light: violet photons in shortwave light contain more energy than red photons in light with a relatively large wavelength. The total power of the radiation is calculated from the number photons that hit the irradiated surface per unit of time, multiplied by the energy of individual photons. When light is absorbed, one photon can only transfer its energy to one electron, irrespective of the amount of energy it contains. The only condition for this to happen is that the minimum electron release energy is available.

Solar cells do not consist of pure silicon. The basic material is arranged in layers & purposely polluted (doped) with foreign atoms which have either one electron less (p doping with boron or aluminum) or one electron more (n-doping with phosphor or arsenic) than required for taking up into silicon crystal structure.

Inside the barrier layer exits an electrical field which drives free charge carries caused by irradiation to the electrodes of the solar cell.

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Unfortunately, the resulting electrical current is rather small than might be expected based on the amount of energy that hits the cell surface. The reason is twofold: firstly only about 50% (max.) of the energy contained in the solar spectrum that reaches the earth can be used for photovoltaic conversion. Secondly, the efficiency is limited by such factors as reflections, recombination & other losses. In practice, the overall efficiency of a photovoltaic cell will hardly ever exceed 16%. Higher values of up to 40% are only possible under laboratory conditions.

In general, a distinction is made between three cell types based on silicon: Monocrystalline cells have the highest efficiency (12-15%). These so-called wafers are cut from a cylinder-shaped monocrystal & are recognized by their rounded or broken corners, & their smooth blue-grey surface.

Polycrystalline solar cells are made from silicon cast in blocks. By controlled cooling of these blocks, relatively large crystallites are created which are at right angles to the cell surface. When the block is cut into discs, the surface is opalescent. Polycrystalline cells may be considered as a kind of parallel configuration of monocrystals. Their efficiency is slightly below that of monocrystalline cells at 10 of 13%.

Amorphous silicon is the basic material used for solar cell type with the widest use. With these cells, monosilane (SiH4) is grown in very thin layers on a glass surface. The production process is simple & cost efficient. The silicon layer is totally unstructured, in other words, no crystal is involved. Consequently, the efficiency is relatively low at only 7% (max.). None the less, amorphous cells are well as tablished in low power applications (watches, pocket calculators), mainly because of their low price. A special problem is formed by the long-term stability – in contrast with crystalline cells, the performance of amorphous cells drops after some time, albeit not as quickly as the types manufactured a few years ago.

The main shortcoming of solar cells is the fact that the basic material, silicon, has to be of purity which is almost beyond imagination. This might strike you as odd considering that the resources for silicon are, in principal, unlimited. Furthermore, the material is non-toxic, environmentally clean, & easy to process. Returning to the subject of purity, the ‘pollution’ by foreign atoms are may not exceed 1 ppb (parts per billion). The production of silicon with this degree of purity is expensive & complex. This is reflected not only by the cost, but also by small production volumes of crystalline, pure, silicon.

IX. Cell Type

There are many types of photovoltaic cell, with varying efficiencies. Cost generally increases with efficiency, and cost per watt rises rapidly as efficiency increases.

For applications where there is plenty of space available for cells, efficiency is not usually a great concern and a large array of low efficiency cells is often the best solution.

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But for solar cars (and for satellites) there is a limited area available, and so high efficiency cells are preferred.

The types of the cell that have been used in the solar cars include:

1. Monocrystalline Silicon2. Single Junction Gallium Arsenide (Gaas) 3. Multi-Junction Gallium Arsenide Other types of cells, such as thin-film silicon, polycrystalline silicon and

amorphous silicon, are generally not efficient enough to deliver sufficient power from the limited space available on the surface of a solar car.

Monocrystalline cells have the highest efficiency (12-15%). Sun Power makes cells with efficiencies greater than 21%. Multi-junction gallium arsenide cells are more efficient than silicon cells and its efficiencies up to 28%, but also much more expensive. Higher values of up to 40% are only possible under laboratory conditions.

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Figure.2- Bendable Solar Panel

Figure.3- Solar Panel

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3.1.2 DC Motor

A DC motor is any of a class of electrical machines that converts direct current electrical power into mechanical power. The most common types rely on the forces produced by magnetic fields. Nearly all types of DC motors have some internal mechanism, either electromechanical or electronic; to periodically change the direction of current flow in part of the motor. Most types produce rotary motion; a linear motor directly produces force and motion in a straight line.

DC motors were the first type widely used, since they could be powered from existing direct-current lighting power distribution systems. A DC motor’s speed can be controlled over a wide range, using either a variable supply voltage or by changing the strength of current in its field windings. Small DC motors are used in tools, toys, and appliances. The universal motor can operate on direct current but is a lightweight motor used for portable power tools and appliances. Larger DC motors are used in propulsion of electric vehicles, elevator and hoists, or in drives for steel rolling mills. The advent of power electronics has made replacement of DC motors with AC motors possible in many applications.

Electromagnetic Motor

A coil of wire with a current running through the 6 generates an electromagnetic field aligned with the center of the coil. The direction and magnitude of the magnetic field produced by the coil can be changed with the direction and magnitude of the current flowing through it.

A simple DC motor has a stationary set of magnets in the stator and an armature with one more windings of insulated wire wrapped around a soft iron core that concentrates the magnetic field. The windings usually have multiple turns around the core, and in large motors there can be several parallel current paths. The ends of the wire winding are connected to a commutator. The commutator allows each armature coil to be energized in turn and connects the rotating coils with the external power supply through brushes. (Brushless DC motors have electronics that switch the DC current to each coil on and off and have no brushes.)

The total amount of current sent to the coil, the coil’s size and what it’s wrapped around dictate the strength of the electromagnetic field created.

The sequence of turning a particular coil on or off dictates what direction the effective electromagnetic fields are pointed. By turning on and off coils in sequence a rotating magnetic field can be created. These rotating magnetic fields interact with the magnetic fields of the magnets (permanent or electromagnets) in the stationary part of the motor (stator) to create a force on the armature which causes it to rotate. In some DC motor designs the stator fields use electromagnets to create their magnetic fields which allow greater control over the motor.

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i. Brush

The brushed DC electric motor generates torque directly from DC power supplied to the motor by using internal commutation, stationary magnets (permanent or electromagnets), and rotating electrical magnets.

Advantages of a brushed DC motor include low initial cost, high reliability, and simple control of motor speed. Disadvantages are high maintenance and low life-span for high intensity uses. Maintenance involves regularly replacing the carbon brushes and springs which carry the electric current, as well as cleaning or replacing the commutator. These components are necessary for transferring electrical power from outside the motor to the spinning wire windings of the rotor inside the motor. Brushes consist of conductors.

ii. Brushless

Typical brushless DC motors use a rotating permanent magnet in the rotor, and stationary electrical current/coil magnets on the motor housing for the stator. A motor controller converts DC to AC. This design is mechanically simpler than that of brushed motors because it eliminates the complication of transferring power from outside the motor to the spinning rotor. The motor controller can sense the rotor’s position via Hall effect sensors or similar and precisely control the timing, phase, etc., of the current in the rotor coils to optimize torque, conserve power, regulate speed, and even apply some braking. Advantages of brushless motors include long life span, little or no maintenance, and high efficiency. Disadvantages include high initial cost, and more complicated motor speed controllers. Some such brushless motors are sometimes referred to as “synchronous motors” although they have no external power supply to be synchronized with, as would be the case with normal AC synchronous motors.

iii. Uncommutated

Other types of DC motors require no commutation.

Homopolar motor – A homopolar motor has a magnetic field along the axis of rotation and an electric current that at some point is not parallel to the magnetic field. The name homopolar refers to the absence of polarity change. Homopolar motors necessarily have a single-turn coil, which limits them to very low voltages. This has restricted the practical application of this type of motor.

Ball bearing motor – A ball bearing motor is an unusual electric motor that consists of two ball bearing-type bearings, with the inner races mounted on a common conductive shaft, and the outer races connected to a high current, low voltage power supply. An alternative construction fits the outer races inside a metal tube, while the inner races are mounted on a shaft with a non-conductive section (e.g. two sleeves on an insulating rod). This method has the advantage that the tube will act as a flywheel. The direction of rotation is determined by the initial spin which is usually required to get it going.

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Figure.4- DC Motor

Figure.5- Battery

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3.1.3 Battery

A battery electric multiple unit, battery electric railcar or accumulator railcar is an electrically driven multiple unit or railcar whose energy is derived from rechargeable batteries that drive its traction motors.

The main advantage of these vehicles is their clean, quiet operation. They do not use fossil fuels like coal or diesel fuel, emit no exhaust gases and do not require the railway to have expensive infrastructure like electric ground rails or overhead catenary. On the down side is the weight of the batteries, which raises the vehicle weight and their range before recharging of between 300 and 600 kilometers. Battery electric units have a higher purchase price and running cost than petrol or diesel railcars and need a network of charging stations along the routes they work.

Battery technology has greatly improved over the past 20 years broadening the scope of use of battery trains, moving away from limited niche applications. Despite higher purchase and running costs, on certain lines battery trains make economic sense as the very high cost of full line electrification is eliminated. From March 2014 a passenger battery train has been in operation in Japan. Britain is experimenting with passenger battery trains using lithium batteries.

A solar train uses the battery pack to store energy, which will be at a later time. The battery pack is made up of several individual modules wired together to generate the required system voltage. The types of batteries used include:

Lead-Acid

Nickel-Metal Hydride (NiMH)

Nickel-Cadmium (NiCad)

Lithium Ion

The NiCad, NiMH, and Lithium batteries offer improved power to weight ratio over the more common Lead-Acid batteries, but are more costly to maintain.

The battery pack is made up of several individual modules wired together to generate the required system voltage. Typically, teams use system voltages between 84 and 108 volts, depending on their electrical system. For example, Tesseract uses 512 li-ion batteries, broken down into twelve modules, which are each equivalent to a car battery, but only weigh 5 lbs each. Through an innovative pack design, the batteries are ventilated with even airflow to minimize temperature differences between the modules.

3.1.4 Train Wheel

A train wheel or rail wheel is a type of wheel specially designed for use on rail tracks. A rolling component is typically pressed onto an axle and mounted directly on

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a rail car or locomotive or indirectly on a bogie, also called a truck. Wheels are cast or forged (wrought) and are heat-treated to have a specific hardness. New wheels are trued, using a lathe, to a specific profile before being pressed onto an axle. All wheel profiles need to be periodically monitored to insure proper wheel-rail interface. Improperly trued wheels increase rolling resistance, reduce energy efficiency and may create unsafe operation. A railroad wheel typically consists of two main parts: the wheel itself, and the tire (or tyre) around the outside. A rail tire is usually made from steel, and is typically heated and pressed onto the wheel, where it remains firmly as it shrinks and cools. Monobloc wheels do not have encircling tires, while resilient rail wheels have a resilient material, such as rubber, between the wheel and tire.

Wheel Geometry & Flange

Most train wheels have a conical geometry, which is the primary means of keeping the train’s motion aligned with the track. Train wheels have a flange on one side to keep the wheels, and hence the train, running on the rails, when the limits of the geometry based alignment are reached, e.g. due to some emergency or defect. Some wheels have a cylindrical geometry, where flanges are essential to keep the train on the rail track.

Wheel Related terms Driving wheel: A wheel in contact with the rail that also propels a locomotive. Bogie Flat: A wheel defect where the tread of a wheel has a flat spot and is no longer

round; flats can be heard as regular clicking or banging noises when the wheel passes by. This is caused either by a locked bearing, or a brake that was not fully released before the car was moved, dragging the wheel without turning.

Pony truck: A two-wheel truck (US) or bogie (UK) at the front of a locomotive Sand: granular material poured on the rail in front of the drive wheels to improve

traction. (Sandite is a more specialized form for a similar purpose.) Slippery rail: The condition of fallen leaves or other debris lying on and clinging

to a railroad track that could cause train wheel slippage, resulting in premature wheel wear and train delays.

Torpedo (US): A small explosive device strapped to the top of the rail to alert an approaching train of danger ahead. A torpedo creates a loud noise upon contact with a locomotive wheel, signaling the engineer to reduce speed to 20 mph or less; the train cannot resume its original speed until it has traveled at least a mile beyond where it encountered the device. Traditionally used in pairs to ensure that the sound registered with train crews, torpedoes today are essentially obsolete as modern locomotive cabs’ soundproof construction renders the devices useless.

Trailing wheel

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Wheel Climb: The process of a wheel climbing up and often off the inside or gauge side of the rail. It is a major source of derailments. Wheel climb is more likely to occur in curves with wheels whose flanges are worn or have improper angles. See Rail adhesion.

Wheel Flange: The inner section of a wheel that rides between the two rails. The angle between the wheel tread and flange is often specific to the rail to prevent wheel climb and possible derailments. See Rail adhesion. The wheel flange is part of the wheel tire.

Wheel Tapper: An historical railway occupation; people employed to tap train wheels with hammers and listen to the sound made to determine the integrity of the wheel; cracked wheels, like cracked bells, do not sound the same as their intact counterparts. The job was associated with the steam age, but they still operate in some eastern European countries. Modern planned maintenance procedures have mostly obviated the need for the wheel-tapper.

Wheel Tread- The slightly conical section (often with a 1 in 20 slope) of a railroad wheel that is the primary contact point with the rail.

Wheelset: the wheel-axle assembly of a rail vehicle. The frame assembly beneath each end of a car, railcar or locomotive that holds the wheelsets is called the bogie (ortruck).

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Figure.6- Wheel

Figure.7- Chassis

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3.1.5 Railway Track

The track on a railway or railroad, also known as the permanent way, is the structure consisting of the rails, fasteners, railroad ties (sleepers, British English) and ballast (or slab track), plus the underlying sub grade. It enables trains to move by providing a dependable surface for their wheels to roll. For clarity it is often referred to as railway track (British English and UIC terminology) or railroad track (predominantly in the United States). Tracks where electric trains or electric trams run are equipped with an electrification such as an overhead electrical power line or an additional electrified rail.

1. Structure

1.1 Traditional track structure

Notwithstanding modern technical developments, the overwhelmingly dominant

track form worldwide consists of flat-bottom steel rails supported on timber or pre-

stressed concrete sleepers (railroad ties in the US), which are themselves laid on crushed

stone ballast.

Most railroads with heavy traffic use continuously welded rails supported by sleepers

(ties) attached via base plates which spread the load. A plastic or rubber pad is usually

placed between the rail and the tie plate where concrete sleepers (ties) are used. The rail

is usually held down to the sleeper (tie) with resilient fastenings, although cut spikes are

widely used in North American practice. For much of the 20th century, rail track used

softwood timber ties and jointed rails, and a considerable extent of this track type remains

on secondary and tertiary routes. The rails were typically of flat bottom section fastened

to the ties with dog spikes through a flat tie plate in North America and Australia, and

typically of bullhead section carried in cast iron chairs in British and Irish practice.

Jointed rails were used, at first because the technology did not offer any alternative.

However the intrinsic weakness in resisting vertical loading results in the ballast support

becoming depressed and a heavy maintenance workload is imposed to prevent

unacceptable geometrical defects at the joints. The joints also required to be lubricated,

and wear at the fishplate (joint bar) mating surfaces needed to be rectified by shimming.

For this reason jointed track is not financially appropriate for heavily operated railroads.

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Timber sleepers (ties) are of many available timbers, and are often treated with creosote,

copper-chrome-arsenic, or other wood preservative. Pre-stressed concrete sleepers (ties)

are often used where timber is scarce and where tonnage or speeds are high. Steel is used

in some applications.

The track ballast is customarily crushed stone, and the purpose of this is to support the

ties and allow some adjustment of their position, while allowing free drainage.

1. Ballastless track

A disadvantage of traditional track structures is the heavy demand for

maintenance, particularly surfacing (tamping) and lining to restore the desired track

geometry and smoothness of vehicle running. Weakness of the subgrade and drainage

deficiencies also leads to heavy maintenance costs. This can be overcome by using

ballastless track. In its simplest form this consists of a continuous slab of concrete (like a

highway structure) with the rails supported directly on its upper surface (using a resilient

pad).

There are a number of proprietary systems, and variations include a continuous

reinforced concrete slab, or alternatively the use of pre-cast pre-stressed concrete units

lay on a base layer. Many permutations of design have been put forward.

However ballastless track is very expensive in up-front cost and in the case of existing

railroads requires closure of the route for a somewhat long period. Its whole life cost can

be lower because of the great reduction in maintenance requirement. Ballastless track is

usually considered for new very high speed or very high loading routes, in short

extensions that require additional strength (e.g. rail station), or for ocalized replacement

where there are exceptional maintenance difficulties, for example in tunnels.

1.3. Ladder track

Ladder track utilizes sleepers aligned along the same direction as the rails with rung-

like gauge restraining cross members. Both ballasted and ballastless types exist.

1.4. Continuous longitudinally supported track

Early railways (c.1840s) experimented with continuous bearing rail track, in which

the rail was supported along its length, with examples including Brunel’s Baulk road on

the Great Western Railway, as well as use on the Newcastle and North Shields Railway,[1] on the Lancashire and Yorkshire Railway to a design by John Hawkshaw, and

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elsewhere.[2] Continuous bearing designs were also promoted by other engineers. The

system was trailed on the Baltimore and Ohio railway in the 1840s, but was found to be

more expensive to maintain than rail with cross ties.

Modern applications of continuously supported track include Balfour Beatty’s

‘Embedded Slab Track’ which uses a rounded rectangular rail profile (BB14072)

embedded in a slip formed (or pre-cast) concrete base (development 2000s), the

‘Embedded Rail Structure’, used in the Netherlands since 1976, initially used a

conventional UIC 54 rail embedded in concrete, later developed (late 1990s) to use a

‘mushroom’ shaped SA42 rail profile; a version for light rail using a rail supported in

an asphalt concrete filled steel trough has also been developed (2002).

2. Chassis

A vehicle frame, also known as its chassis, is the main supporting structure of a motor vehicle to which all other components are attached, comparable to the skeleton of an organism.Until the 1930s, virtually every (motor) vehicle had a structural frame, separate from the car’s body. This construction design is known as body-on-frame. Since then, nearly all passenger cars have received unibody construction, meaning their chassis and bodywork have been integrated into one another. The last UK mass-produced car with a separate chassis was the Triumph Herald, which was discontinued in 1971. However, nearly all trucks, buses and pickups continue to use a separate frame as their chassis.

1. Functionsa. To support the vehicle’s mechanical components and bodyb. To deal with static and dynamic loads, without undue deflection or distortion.

These include:

Weight of the body, passengers, and cargo loads.

Vertical and torsional twisting transmitted by going over uneven surfaces.

Transverse lateral forces caused by road conditions, side wind, and steering the vehicle.

Torque from the engine and transmission.

Longitudinal tensile forces from starting and acceleration, as well as compression from braking.

Sudden impacts from collisions.

3.1.6. Circuit Description

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Power Supply – In this project we are using +5v regulated power supply. It is obtained by the 230v ac. This section is covered by these parts:-

3. 12 v step down transformer (500m amp):- Step down transformer is used to convert 230v ac to 12v ac. With current rating of 500 mump.

4. Full wave rectifier: - The full wave Bridge rectifier is used to convert 12 ac to the pulsating dc which is equal to average value.

5. Filter: - Filter is a used to convert pulsating dc to constant dc. It may me capacitor, RC network; inductance depends upon the current following in the circuit or impedance of circuit. But in this system we use capacitor.

6. Linear regulator: - regulator are used the system is used to convert high voltage to +5v constant dc.

Microcontroller:- In this project I have used Atmel 89c51 . Pin no .40 is connected to +5V and Pin

no.20 is connected to GND . Crystal of 12 MHZ is connected to pin no .18 & 19 to provide the clock frequency to micro controller. Switch S1 is connected to pin no.9 which is RST pin. Port P1.0 to P1.7 , Port P3.0 to P3.7 and Port P2.4, P2.5 of microcontroller is connected to Box connector via resistance for the connection of LED. Port P2.0 to P2.3 and P2.6 to P2.7 of microcontroller is connected to Box connector through Transistor with a base resistance.

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Figure.8- Circuit description

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3.1.7. Advance Safety Technology

Anti-collision sensor-

The anti collision device is a self acting microprocessor based data communication device. When installed on locomotive along with a auto breaking unit (ABU), it prevent high speed collision in mid-section, station area & at level crossing gates. The ACD is used both radiofrequency and GPS through satellite. The train is automatically brought to halt if the track ahead is not clear. The train starts breaking 3kms ahead of a blockhead.

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Figure.9- Anti-collision system

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Power Supply System of Indian Railway Coaches

Indian Railways have 46,038 various types of coaches (excluding EMUs and MEMU coaches) and around 3000 of new coaches are being added annually to the system. There are two classes of the coaches called conventional and LHB being manufactured at ICF Perambur and RCF Kapurthala respectively. There are three power supply systems as existing over Indian Railways to provide illumination, fan, air-conditioning and other miscellaneous needs of electricity for travelling passengers. These are

(a) Self Generating (SG) –

2×25 kW alternators for AC coach and 1×4.5 kW for non-AC coach is mounted under slung, driven by a pulley-belt arrangement when driving pulley is mounted on coach axle. Output is rectified and charges 110V DC battery for continuous power supply to AC and non-AC coaches. AC load of roof mounted packaged units is supplied by converting DC into 2×25 kVA inverters. This system is followed over trains having a combination of AC and non-AC coaches.

(b) End-on-Generation (EOG) –

Two power cars each equipped with 2×750 kVA DG sets, one at each end of the train, supplies 3 phase power at 750 V AC power to each electrically interconnected air conditioned coach. The voltage is stepped down to 3 phase 400 V and supplied to standard voltage equipment on each coach. EOG system is followed for fully air conditioned train like Rajdhani, Shatabdi, Duranto, Garib Rath, Premium special trains. Import of LHB class of coaches from Germany is provided with the EOG system with a promise to provide SG system design for indigenous manufacturing. SG technology given was a complete failure and IR is still struggling to develop designs for the last 15 years.

(c) Head-on-Generation (HOG) –

Power is supplied from the train locomotive at the head of the train. The single phase 25 kV transformer of the electric locomotive is provided with hotel load winding which is converted to three phases AC at 750 V using 2×500 kVA inverter and supplied to the same system as that of EOG. In case of Diesel Locomotive, three phase alternator is mounted on the traction alternator and feeds the hotel load. This is the most efficient system as the cost of power is about 25% less as compared to EOG, but the system is still under development for the last 30 years. The other class of trains namely Electrical Multiple Unit and Main Line Electrical Multiple Units employs the same system for coach lighting. The system is similar to what is followed in train-set composition of train having a power unit at head as well as on tail and power the entire load of the coach for comfort.

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Traction Energy- Scenario-

Indian Railways consumed 14.2 Billion-unit electrical energy and 2.6 Billion-liters of diesel oil for electrical and diesel Traction respectively during 2013-14. Responsibility for energy conservation in electrical energy lies with the electric department whereas for diesel oil with the Mechanical Department of Indian Railways.

Traction Energy-

Energy for Electric Traction is consumed to overcome train resistance, grade and curve resistance, provide acceleration, losses in the locomotive during conversion of electric energy into mechanical energy and delivering at the point of contact and optimal use of auxiliary power in the locomotive for cooling of different equipment.There exists scope for energy conservation in many of the items and few of it is explained here.

Auxiliary Load

Transformer, traction motor and power converters use auxiliary power for cooling and is approximately 100kW used in all conditions of full, half traction load and coasting. This makes the efficiency of locomotive highly sensitive on loading pattern. There is ample scope in reducing auxiliary power energy consumption during half load and coasting. Energy consumption towards auxiliaries can be controlled by sensing no and half load condition by traction power or temperature of power equipments and switching on and off auxiliaries accordingly. On tap changer locomotive, a modification can be done wherein cooling motors to stop on zero notch after a time delay of 1 minute and starts working as soon progressed to notch one. Considering average 20% of journey period either stopping or zero notch running, saving of approximately 100Crs is possible on available locomotives of Indian Railways. With advanced instrumentation technologies, it should be possible to measure the tractive effort required and accordingly selection of number of traction motor sufficient to work the train to save on no load losses. Three phase locomotive provides energy saving measures of regeneration during braking but the same is compensated due to continuous much higher auxiliary load. The auxiliary load review is necessary to take an advantageous position of three phase locomotive over conventional locomotive in terms of energy efficiency.

Energy Conservation during Maintenance-

The locomotive is generally kept energized during testing thus consuming approximately 45 kW power. It takes around 4-5 hours for testing and repairs of which HT testing does not take much time. System of external air and locomotive battery supply

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to test the locomotive will help in reducing the pantograph raised time. The Maintenance in charge shall note the energy reading of a locomotive at the time of entering and leaving the shed and benchmark the minimum energy required per month for the purpose of testing.

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4. Design Procedure

A. Solar Panel

Specification of Solar Panel-

The size of solar panel [inch] =12×8

Output voltage of solar panel [V] = 22.05/ 17.48

Current produced by solar panel [A] = 0.835/ .727

Power of the solar panel [W] = V×I

=10 (pass)

Panel efficiency [%] =15

How to Determine the Efficiency of Solar Panels

Solar panels are relatively simple to maintain, but dirt and improper placement

can significantly decrease their power output. In order to ensure you achieve the

maximum value from this product, you should regularly check the efficiency of your

solar panels. There are four steps to determined the efficiency of solar panel these are

1. Measure the area of your solar panels if you do not already know it.

2. Use a solar meter to measure the maximum solar radiation for the exact

location of your solar panels in kilowatts per meter squared. Essentially, this

measures how much power the sun is bringing to your location--i.e., the

maximum power your solar panels could theoretically provide.

3. Use the volt and amp meter to measure the volts and amps produced by your

solar panels. Multiply volts and amps to calculate the power produced by your

solar panels (P = V x A) in kilowatts. Divide the power by the area of your

solar panels in meters squared.

4. Divide the power output of the solar panel (kW/m^2) by the solar input

measured by the solar meter (kW/m^2). Multiply this number by 100 to get a

percent efficiency. Do not be discouraged if it is low--most solar panels

achieve no more than a maximum of 20 percent efficiency.

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Loss details that give the PR value (depend on the site, the technology, and sizing of the system:-

Inverter losses

Temperature losses

DC cables losses

AC cables losses

Shadings (Specific to each site)

Losses weak radiation

Losses due to dust & snow

Other Losses

Calculation of Efficiency of Solar Panel

1. Area of solar panel =12×8 inch

= 12×8×2.54×2.54

= 600 cm2

= 0.06 m2

2. In India on a bright sunny day in the early afternoon the solar isolation will be

roughly around 1000 W / m 2.

3. Power(p) output of solar panel=voltage(v) ×current(I)

= 17.48×0.727

= 12.71 w

Divide the power by the area of your solar panels = 150 w/m2

4. Efficiency of solar panel= power output of solar panel / radiation energy incident

on the solar panel

= 150/1000

= 15%

So efficiency of solar panels 15%

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B. Train Track

Material- Iron

Weight = 5kg

Inner diameter of track [inch] = 24

Outer diameter of track [inch] = 48

Length of track [inch] = 60 + 48

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Figure.10- Track

Figure.11- Chassis with wheel

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C. Chassis

Length of Chassis [inch] = 10

Width of Chassis [inch] = 5

Thickness of chassis [mm] = 1

Material – Iron

Weight = 0.5kg

D. Wheel

Diameter [inch] = 2.5

Width [inch] = 2

Material = Fibre

Weight = 50g

E. Designing of Shaft

Input Voltage of motor =12 volts

Current rating =.717 amp.

Power output of motor = V×I

=12×.717

Power output of motor =8.6 watts.

Power = 2π×N×T 60

8.6 =2 π × 60×T 60

T = 1.37 N-m

T = 1370 N-mm

T = π × fs ×d3

16

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1370 = π × 45 (assuming fs=45 N/mm2 for M.S) 16

d =5.37 mm

Thus for safe design take, d =6 mm.

Hence, the diameter of wheel shaft =6mm.

F. List of Electronics Components

1) Micro controller 89c55wd 1

2) Ic socket 40pin 1

3) Ic Socket 16pin 1

4) Ic 4050 1

5) Battery 12v 1

6) Resistor 12k 4

7) Diode 1n4007 4

8) solar Panel 12-20v 1

9) Ic 7805 1

10) Capacitor 1000m/25v 1

11) capacitor 100m/16v 1

12) Connecting wires

13) IR Sensor 3 terminal 1

14) IR LED 2

15) Ic3 CD4017 1

16) Transistor BC548 2

17) IC socket 16pin 1

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18) Diode 1n4007 2

19) Resistor 1k,1/4w 1

20) Relay 12v 1

G. Battery

Lead-Acid

Nickel-Cadmium (NiCad)

Lithium Ion

Voltage - 12volt

Capacity – 1.2 Ah

H. DC Motor

Input = 12v DC

Speed = 2×200 rpm

DOR = Clockwise

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Figure.12- Train with solar panel on rooftop

Figure.13- Himalayan Queen ( India’s first solar train)

5. Advantage & Disadvantage

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Advantage

Solar energy is renewable and freely available.

Fuel source for Solar Panel is direct and endless so no external fuels required.

Unlimited life of Solar Modules, fast response and high reliability.

Can operate under high temperature and in open.

Inherently short circuit protected and safe under any load condition.

Pollution free.

Minimum Maintenance

Independent working

Noise-free as there are no moving parts.

No AC to DC conversion losses as DC is produced directly.

No transmission losses as installed in the vicinity of the load.

Suitable for remote, isolated and hilly places.

Since it is in modular form, provision of future expansion of capacity is

available.

It can generate powers from milli-watts to several mega watts.

It can be installed and mounted easily with minimum cost.

Solar energy does not cause pollution. However, solar collectors and other

associated equipment / machines are manufactured in factories that in turn cause

some pollution.

It provides zero% carbon emission.

It is estimated that the world’s oil reserves will last for 30 to 40 years. On the

other hand, solar energy is infinite (forever).

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Disadvantage

Initial cost is high

Solar energy can only be harnessed when it is daytime and sunny.

Additional cost for storage battery.

Climatic condition, location, latitude, longitude, altitude, tilt angle, ageing, dent,

bird dropping, etc. affect the output.

It has no self-storage capacity.

Manufacturing is very complicated process.

To install solar panel large area is required.

Solar collectors, panels and cells are relatively expensive to manufacture although

prices are falling rapidly.

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6. Future Scope

Figure.14- Elon Musk, CEO of Tesla Motors and co-founder of SpaceX, revealed a feasibility study for an all-new electric mode of transportation called Hyperloop, which will cost less to build by investors and cost less to use by passengers. Image: Tesla

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Tesla CEO unveils hyperloop: the solar-powered high-speed train of the future

After much anticipation, Tesla's Elon Musk reveals plans for the hyperloop - a fast, sustainable and cost-efficient train system without rails yet topped with solar panels and propelled by both electric motor and air cushion dynamics

An alternative to cars, boats, planes and trains, or the four regular means of travel, the Hyperloop is a highly anticipated design that comes a year after the electric car company leader announced his idea for an advanced type of transport. Musk proposed a solution combining the advantages of air and train travel that could be better than the approved high-speed rail network in California.

The California High-Speed Rail project, to be completed in 2029, is the first such rail system in the United States and it is intended to primarily connect travellers between San Francisco and Los Angeles in less than three hours. 

However, in the Hyperloop document, Musk wrote how he was “quite disappointed” with the planned mass transit. He said, “How could it be that the home of Silicon Valley and [the Jet Propulsion Laboratory] – doing incredible things like indexing all the world’s knowledge and putting rovers on Mars – would build a bullet train that is both one of the most expensive per mile and one of the slowest in the world?” 

The Hyperloop is his answer to this dilemma. Designed by engineers from Tesla and SpaceX, the space transport firm he co-founded, the cutting-edge transportation is an aboveground steel tube system with aluminium capsules or pods that zoom around carrying passengers at a speed of 760 miles per hour, or over 1,220 kilometres per hour.

This is faster than a bullet train or the California High-Speed Rail project that has an estimated rate of 200 miles per hour. 

Musk also compared other factors between the Hyperloop and California project, as well as with other transport options, in the technical section of his design paper. He noted that while road travel may be inexpensive, it is slow and not so eco-friendly. Air travel, on the other hand, is expensive but fast, although not environmentally sound. Rail is likewise expensive, but slow. However, it is the greener option among the three. 

Hyperloop, he underscored, is not a give or take of benefits. The design addresses all requirements of speed, cost and sustainability. 

Tesla Model S keeps NHTSA 5-Star rating amid safety probeGround – breaking air-rail transport relies on all-electric hybrid systemTesla not widens as revenue nearly doubles

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A large part of this is through the self-powering system incorporated in the design, using solar panels atop the tube, enabling the Hyperloop to generate more energy than it needs to operate. The energy is simply stored in battery packs that allow the pods to continue running at night or during days with cloudy or rainy weather. 

More importantly, through the energy collected, the Hyperloop is able to move without rails. There will be an electric compressor system on the nose of the pod that will take in air, and channel it to the holes along the skis at the bottom of the pod. This creates a line of air cushion ‘lifting’ these capsules carrying the passengers. To move forward, magnets are also placed on the skis and an electromagnetic pulse is emitted by an electric motor similar to that of the Tesla Motor S sedan, albeit flat, found below it.

More electric motors will be positioned at each train stop to absorb the pods’ kinetic energy, in effect, slowing it down. 

Aside from this clean technology and the renewable energy source, Musk also considered the resiliency and the impact of the Hyperloop system on the natural environment. The design of the tube system makes use of a system of pylons. With this, he said, “You can dramatically mitigate earthquake risk.” In addition, he explained, “A ground based high speed rail system is susceptible to earthquakes and needs frequent expansion joints to deal with thermal expansion or contraction and subtle, large-scale land movement.”

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7. Conclusion

The solar trains are used at very low scale, at present. Though they have been around for about few years only, the technology is still in the developmental stages. Hence they cannot be used as a practical means of traction. So here is the conclusion that the challenge lies in making it a viable means of transport. Further research is needed in this regard to improve solar panels, increase efficiency, and reduce weight, to improve reliability and to reduce the cost. Research is being carried out on many semi-conductors and their alloys to develop more efficient solar cells. Thus this technology will definitely live up to its potential sometime in the future.

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8. References

1. Renewable energy sources by GN Tiwari

2. http://www.wikipedia.org

3. https://www.railelectrica.com

4. http://www.solarpowerrocks.com

5. http://www.formulasun.org

6. http://photovoltaicsoftware.com/PVsolarenergycalculation

7. http://www.technologystudent.com/energy1/solar7.htm

8. http://www.spacex.com

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