CHAPTER.

1
1. INTRODUCTION

1.1. GENERAL

As the automobile industry developed over the years, there was a great increase in the
number of vehicles resulting in the increase in the number of road accidents. Road
accidents at night time are more serious and result in more fatalities. In the research, we
found that approximately 60% - 70% fatal vehicle - pedestrian accidents take place
at night time. Poor visibility or improper illumination of the roads at road corners,
curves and of surrounding area results in accidents. The main cause of most of the
accidents occurring at night time is generally the driver fails to see the obstacle or the
pedestrian and react in time or apply brakes in time.

The headlamps play a very crucial and major role in the driver‟ s visibility and safe
driving. The existing conventional light systems do not provide illumination in the right
direction on curve roads. Due to this constrain, a need to understand an alternative
technology solution. The fixed lighting pattern of the headlamps create blind spots at
the road corners while turning and it also limits the drivers sight to the emitted light
beam range. Based on this, the Adaptive headlights system has come into being.
Safety is important parameter in today‟ s every vehicle. According to survey done
by the “Institute for Traffic Accidents Research and Data Analysis”, Japan about
70% the road accidents occurs at night time and poor vision at night time is one of the
reason for this.

According to official statistics 141,526 persons were killed and 477,731 injured in
road traffic crashes in India in 2014 (NCRB, 2015). However, this is probably an
underestimate, as not all injuries are reported to the police (Gururaj, G., 2006, Mohan,
D. et al., 2009). The actual numbers of injuries requiring hospital visits may be
2,000,000-3,000,000 persons. The basis for these estimates is given in later section. The
situation in India is worsening and road traffic injuries (RTI) have been increasing
over the past twenty years (Figure 1.1). This may be partly due to the increase in number
of vehicles on the road but mainly due to the absence of coordinated evidence-based
policy to control the problem. These data show that the

1
number of fatalities has continued to increase at about seven per cent a year over the
past decade except over the last couple of years.[1]

Figure 1.1: Road traffic deaths in India 1970 though 2014 (Source: NCRB)[1]

According accident data more accident are occur at the night time so that it is a great
importance to use available technology to contribute to road safety by improving the
visual condition provided by vehicle headlight. It is an active system. The aim of
development in active safety is to reduce the reaction time of the driver by improving
visibility and achieve a significant increase in road safety and driving comfort. Adaptive
headlight system is an a active safety system where the headlamp control orientation
system control rotates the right and left beam headlights independently and keeps
the beam as parallel to the curved path as possible as to provide better night time
visibility. Aim is to improve the vision in front of the vehicle, so that the driver can
judge the vehicles coming from the front side and stop collision. Which is serious
problem along curvy road? The convention headlight system are fixed in position hence
it does not give good vision.

Logic behind developing new headlight system is simply to turn the headlight according
to the rotation of the steering. Such headlight is called as Adaptive headlights Adaptive
headlights have been increasingly introduced for four-wheeled vehicles. The Adaptive
headlights is designed to improve the visibility for the driver in accordance with the
driving conditions by controlling the optical axis of headlamps

2
in coordination with steering wheel operation and/or by using a supplementary light
source in addition to existing headlamps.

This can be achieved in three possible ways .i.e.

1. Mechanical

2. Hydraulic

3. Mechatronics

Figure 1.2: Car 1 without Adaptive headlight system and Car 2 with Adaptive
headlight system[2]

1.1.1. GENERAL PROBLEM

The general problem is to design a system which can amylase road conditions
to identify situation in which adaptive road illumination system could enhance
visibility, and thereby substantially improve safety and/or comfort for road users. The
main goal of this proposed project is to discuss ways in which the present, static vehicle
illumination systems could be improved by making them dynamic more adaptable to
the ever changing road conditions.

3
1.1.2. SPECIFIC ISSUES

Standard headlights shine straight ahead, no matter in which direction the car
is moving. When going around curves, they illuminate the side of the road more than
the road itself. It is proposed design a system to achieve horizontal movement of the
headlamp in accordance turning angle of road thereby illuminating in the proper
direction and to achieve vertical movement of the headlamp in accordance to the
distance from the incoming vehicle or any object, thereby increase drivers‟ visibility
and reduce glare to oncoming vehicles in various traffic scenarios.

1.2. HEADLAMP

A headlamp is a lamp attached to the front of a vehicle to light the road ahead. While it
is common for the term headlight to be used interchangeably in informal discussion,
headlamp is the term for the device itself, while headlight properly refers to the beam
of light produced and distributed by the device.

Headlamp performance has steadily improved throughout the automobile age, spurred
by the great disparity between daytime and night time traffic fatalities: the US National
Highway Traffic Safety Administration states that nearly half of all Traffic related
fatalities occur in the dark, despite only 25% of traffic travelling during darkness.[3]
Other vehicles, such as trains and aircraft, are required to have headlamps. Bicycle
headlamps are often used on bicycles, and are required in some jurisdictions. They can
be powered by a battery or a small generator.

The modern lighting system consists of switches, lamps, wiring harness, and fuses or
circuit breakers. It may be mentioned that the primary purpose of the headlight design
is to produce illumination over considerable distance ahead of the vehicle and enable
the driver to drive at reasonable speeds at night with safety. But the provision should
also be made that the drivers of other vehicles coming from the opposite direction to
not experience a glare. For this purpose a dipped or meeting beam is also provided
for maintaining the reasonable speed with safety without dazzling the coming driver.
To prevent dazzle to the on coming driver during particularly misty or hazy conditions
the light about the horizontal should be cut off. This is called dipping of the head light
beam.

4
In an average car, the lighting system consumes about 70 – 75% of electrical energy
when driven at night. In terms of amperage the consumption may be from 24
– 40 A at night for al purposes including the radio, heater, and transmission controls.

1.2.1. OPTICAL SYSTEMS

1.2.1.1. LENS OPTICS

A light source (filament or arc) is placed at or near the focus of a reflector, which may
be parabolic or of non parabolic complex shape. Fresnel and prism optics moulded into
the headlamp lens refract (shift) parts of the light laterally and vertically to provide the
required light distribution pattern. Most sealed beam headlamps have lens optics.[4]

Figure 1.3: Lens optics, side view. Light is dispersed vertically (shown) and
laterally (not shown)[4]

1.2.1.2. REFLECTOR OPTICS

Starting in the 1980s, headlamp reflectors began to evolve beyond the simple stamped
steel parabola. The 1983 Austin Maestro was the first vehicle equipped with Lucas
Carello's homofocal reflectors, which comprised parabolic sections of different focal
length to improve the efficiency of light collection and distribution.[5]CAD
technology allowed the development of reflector headlamps with non parabolic,

5
complex shape reflectors. First commercialised by Valeo under their Cibié brand,
these headlamps would revolutionise automobile design.[6]

Figure 1.4: Reflector optics, side view[6]

The 1987 US market Dodge Monaco/Eagle Premier twins and European Citroën XM
[7]
were the first cars with complex reflector headlamps with faceted optic lenses.
General Motors' Guide Lamp division in America had experimented with clear lens
Complex reflector lamps in the early 1970s and achieved promising results,[8] but the
US market 1990 Honda Accord was first with clear lens Multi reflector headlamps;
these were developed by Stanley in Japan.[9]

The optics to distribute the light in the desired pattern are designed into the reflector
itself, rather than into the lens. Depending on the development tools and techniques in
use, the reflector may be engineered from the start as a bespoke shape,

or it may start as a parabola standing in for the size and shape of the completed package.
In the latter case, the entire surface area is modified so as to produce individual
segments of specifically calculated, complex contours. The shape of each segment is
designed such that their cumulative effect produces the required light
distribution pattern.[4]

Modern reflectors are commonly made of compression moulded or injection moulded

plastic, though glass and metal optic reflectors also exist. The reflective surface is
vapour deposited aluminium, with a clear over coating to prevent the

6
extremely thin aluminium from oxidizing. Extremely tight tolerances must be
maintained in the design and production of complex reflector headlamps.

1.2.1.3. DUAL BEAM REFLECTOR HEADLAMPS

Satisfactorily illuminate the road ahead without causing glare have long been sought.
The first solutions involved resistance type dimming circuits, which decreased the
intensity of the headlamps. This yielded to tilting reflectors, and later to dual filament
bulbs with a high and a low beam.

In a two filament headlamp, there can only be one filament exactly at the focal point of
the reflector. There are two primary means of producing two different beams from a
two filament bulb in a single reflector.

1.2.1.4. PROJECTOR (POLY ELLIPSOIDAL) LAMPS

In this system a filament is located at one focus of an ellipsoidal reflector and has a
condenser lens at the front of the lamp. A shade is located at the image plane, between
the reflector and lens, and the projection of the top edge of this shade provides
the low beam cut off. The shape of the shade edge, and its exact position in the optical
system, determines the shape and sharpness of the cut off.[4] The shade may be
lowered by a solenoid actuated pivot to provide low beam, and removed from
the light path for high beam. Such optics are known as Bi Xenon or Bi Halogen
projectors. If the cut off shade is fixed in the light path, separate high beam lamps are
required. The condenser lens may have slight fresnel rings or other surface treatments
to reduce cut off sharpness. Modern condenser lenses incorporate optical features
specifically designed to direct some light upward towards the locations of retro
reflective overhead road signs.

Hella introduced ellipsoidal optics for acetylene headlamps in 1911, but following the
electrification of vehicle lighting, this optical technique wasn't used for many decades.
The first modern poly ellipsoidal (projector) automotive lamp was the Super Lite, an
auxiliary headlamp produced in a joint venture between Chrysler Corporation and
Sylvania and optionally installed in 1969 and 1970 full size Dodge automobiles. It used
an 85 watt transverse filament tungsten halogen bulb and was intended as a mid-beam,
to extend the reach of the low beams during turnpike travel

7
when low beams alone were inadequate but high beams would produce excessive
glare.[10]

Figure 1.5: Projector optics, side view[10]

Projector main headlamps first appeared in 1981 on the Audi Quartz, the Quattro based
concept car designed by Pininfarina for Geneva Auto Salon. Developed more or less
simultaneously in Germany by Hella and Bosch and in France by Cibié, the projector
low beam permitted accurate beam focus and a much smaller diameter optical package,
though a much deeper one, for any given beam output. The version of the 1986 BMW
7 Series (E32) sold outside North America was the first volume production auto to use
poly ellipsoidal low beam headlamps.

The main disadvantage of this type of headlamp is the need to accommodate the
physical depth of the assembly, which may extend far back into the engine
compartment.

1.2.2. LIGHT SOURCES

There are two kinds of light sources, namely, the one that emits light and the other that
reflects light. In the case of headlamp used in automobiles, both the things are combines
in A. The filament of the electric lamp is the primary source, while the reflector is
referred to as the secondary source. The intensity, colour and distribution are the
important characteristics of any light source.

8
The headlight is composed of three elements:

1. The light filament that gives off light when a current flows through it.

2. The parabolic reflector that reflect the light in front: and

3. The lens that refracts of distorts the light beam into an illuminating pattern.

1.2.2.1. TUNGSTEN

The first electric headlamp light source was the tungsten filament, operating in a
vacuum or inert gas atmosphere inside the headlamp bulb or sealed beam.
Compared to newer technology light sources, tungsten filaments give off small amounts
of light relative to the power they consume. Also, during normal operation of such
lamps, tungsten boils off the surface of the filament and condenses on the bulb glass,
blackening it. This reduces the light output of the filament and blocks some of the light
that would pass through an un blackened bulb glass, though blackening was less of a
problem in sealed beam units; their large interior surface area minimised the thickness
of the tungsten accumulation. For these reasons, plain tungsten filaments are all but
obsolete in automotive headlamp service.

1.2.2.2. TUNGSTEN HALOGEN

Tungsten halogen technology (also called "quartz halogen", "quartz iodine", "iodine
cycle", etc.) increases the effective luminous efficacy of a tungsten filament: when
operating at a higher filament temperature which results in more lumens output per watt
input, a tungsten halogen lamp has a much longer brightness lifetime than similar
filaments operating without the halogen regeneration cycle. At equal luminosity, the
halogen cycle bulbs also have longer lifetimes. European designed halogen headlamp
light sources are generally configured to provide more light at the same power
consumption as their lower output plain tungsten counterparts. By contrast, many US
based designs are configured to reduce or minimise the power consumption while
keeping light output above the legal minimum requirements; Some US tungsten
halogen headlamp light sources produce less initial light than their
non halogen counterparts.[11]

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1.2.2.3. HALOGEN INFRARED REFLECTIVE (HIR)

A further development of the tungsten halogen bulb has a dichroic coating that passes
visible light and reflects infrared radiation. The glass in such a bulb may be spherical
or tubular. The reflected infrared radiation strikes the filament located at the centre of
the glass envelope, heating the filament to a greater degree than can be achieved through
resistive heating alone. The superheated filament emits more light without an increase
in power consumption.

1.2.2.4. HIGH INTENSITY DISCHARGE (HID)

High intensity discharge lamps (HID) produce light with an electric arc rather than a
glowing filament. The high intensity of the arc comes from metallic salts that are
vapourised within the arc chamber. These lamps are formally known as gas
discharge burners, and have a higher efficacy than tungsten lamps. Because of the
increased amounts of light available from HID burners relative to halogen bulbs, HID
headlamps producing a given beam pattern can be made smaller than halogen headlamps
producing a comparable beam pattern. Alternatively, the larger size can be retained, in
which case the xenon headlamp can produce a more robust beam pattern.

Automotive HID may be called "xenon headlamps", though they are actually metal
halide lamps that contain xenon gas. The xenon gas allows the lamps to produce
minimally adequate light immediately upon start, and shortens the run up time. The
usage of argon, as is commonly done in street lights and other stationary metal halide
lamp applications, causes lamps to take several minutes to reach their full output.

The light from HID headlamps can exhibit a distinct bluish tint when compared
with tungsten filament headlamps.

1.2.2.5. LED

Automotive headlamp applications using light emitting diodes (LEDs) have been
undergoing very active development since 2004.[12][13]

In 2010 the first all LED headlamps with Adaptive high beam and Intelligent Light
System were introduced on the 2011 Mercedes Benz CLSClass:LED High
Performance headlamps.

10
As LED technology continues to evolve, the performance of LED headlamps is
predicted to improve to approach, meet, and perhaps one day surpass that of HID
headlamps.[14] The limiting factors with LED headlamps presently include high
system expense, regulatory delays and uncertainty, and logistical issues created by LED
operating characteristics. As a semiconductor, the performance of an LED is dependent
on its temperature; a given diode will produce more light at a low temperature than at a
high temperature. Thus, in order to maintain a constant light output, the temperature of
an LED headlamp must be kept relatively stable. LEDs are
commonly considered to be low heat devices due to the public's familiarity with
small, low output LEDs used for electronic control panels and other applications
requiring only small amounts of light; However, LEDs actually produce a significant
amount of heat per unit of light output. Rather than being emitted together with the light
as is the case with conventional light sources, an LED's heat is produced at the rear of
the emitters. Unlike incandescent and HID bulbs, LEDs are damaged by high
temperatures; prolonged operation above the maximum junction temperature will
permanently degrade the LEDs and ultimately shorten the device's life.

1.2.2.6. LASER

In 2014 BMW i8 became the first production car to be sold with laser headlights (high
beam function only).[15] The limited production Audi R8 LMX uses lasers for its spot
lamp feature, providing illumination for high speed driving in lowlight conditions.
The light created in this process can be as much as 1,000 times brighter than LEDs while
using about two thirds (or even half) of the power. And thanks to the phosphorous, the
light‟ s color temperature (5,500 - 6,000 K) is quite
close to the one natural daylight offers (around 6,500 K).

1.2.2.7. HALOGEN HEADLAMPS

Halogen headlights are currently the most popular in the automotive world and, in
case you're wondering why does this happen, it's mostly because of their primary
advantage: they're simple and cost effective. First of all, it is made of a glass envelope
capable of resisting very high temperatures, plus a gas, usually a combination of
argon and nitrogen, along with a tungsten filament. In order to create

11
light, the tungsten filament receives electricity from the car‟ s battery and heats up to
around 2,500 degrees Celsius thus starting to glow (incandescence process).

1.3. STEERING

The steering system is a group of parts that transmit the movement of the steering wheel
to the front, and sometimes the rear, wheels. The primary purpose of the steering
system is to allow the driver to guide the vehicle. When a vehicle is being driven straight
ahead, the steering system must keep it from wandering without requiring the driver to
make constant corrections. The steering system must also allow the driver to have some
road feel (feedback through the steering wheel about road surface conditions). The
steering system must help maintain proper tire-to-road contact. For maximum tire life,
the steering system should maintain the proper angle between the tires both during turns
and straight-ahead driving. The driver should be able to turn the vehicle with little effort,
but not so easily that it is hard to control.

1.3.1. TYPES OF STEERING SYSTEMS

Two main types of steering systems are used on modern cars and light trucks: the rack-
and-pinion system and the conventional, or parallelogram linkage steering system. On
automobiles, the conventional system was the only type used until the
1970s. It has been almost completely replaced by rack-and-pinion steering. Many
light trucks continue to use the conventional system.

1.3.1.1. PARALLELOGRAM LINKAGE STEERING SYSTEM

A parallelogram steering linkage is called such because like its name sake the two
sides of the linkage run parallel to each other and are equal in distance. This type of
steering linkage uses four tie rods, one inner and one outer on each side (left and
right), a center link (which runs between the tie rods), an idler arm on the passenger
side, and a pitman arm on the driver side. The pitman arm attaches to the steering gear
output shaft which is also commonly called the pitman shaft. The pitman arm attaches
to the center link and is moved by turning the steering wheel.

The center link transfers the movement from the pitman arm and pitman shaft to the
idler arm on the passenger side. The inner tie rods are mounted to the center link
and transfer steering motion to the steering arms and outer tie rods. All of the

12
joints which mount these components are constructed of small ball and socket joints
to provide the necessary freedom of movement required to maintain control over the
vehicle while it is in motion. The most common type of steering is the parallelogram.
The cross-steer and Haltenberger linkage designs are used on some trucks and
vans.[17]

Figure 1.6: Parallelogram linkage steering system[16]

1.3.1.1.1. WORM AND SECTOR STEERING

The manual worm and sector assembly uses a steering shaft with a three-turn worm
gear supported and straddled by ball bearing assemblies.

Figure 1.7: Worm and Sector steering[18]

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In operation, a turn of the steering wheel causes the worm gear to rotate the sector and
the pitman arm shaft and the movement is transmitted through the steering train to the
wheel spindles.

1.3.1.1.2. WORM AND ROLLER STEERING GEAR

The manual worm and roller steering gear has a three-turn worm gear at the lower end
of the steering shaft as seen in Figure 1.8. Instead of a sector or tapered peg on the
pitman arm shaft, the gearbox has a roller assembly (usually with two roller teeth) that
engages the worm gear. The assembly is mounted on anti-frictional bearings.
When the roller teeth follow the worm, the rotary motion is transmitted to the pitman
arm shaft, pitman arm and into the steering linkage.[19]

Figure 1.8: Worm and roller type steering gear box[19]

1.3.1.1.3. RECIRCULATING BALL AND SECTOR STEERING

With the recirculating ball steering gear illustrated in Figure 1.9, turning forces
are transmitted through ball bearings from a "worm gear" on the steering shaft to a
sector gear on the pitman arm shaft. A ball nut assembly is filled with ball bearings,
which "roll" along grooves between the worm teeth and grooves inside the ball nut.

When the steering wheel is turned, the worm gear on the end of the steering shaft rotates,
and movement of the recirculating balls causes the ball nut to move up

14
and down along the worm. Movement of the ball nut is carried to the sector gear by
teeth on the side of the ball nut. The sector gear then moves with the ball nut to rotate
the pitman arm shaft and activate the steering linkage.

The balls recirculate from one end of the ball nut to the other through ball return
guides.[19]

Figure 1.9: Recirculating ball and sector steering[19]

1.3.1.2. RACK AND PINION STEERING

A typical rack and pinion steering gear assembly consists of a pinion shaft and bearing
assembly, rack gear, gear housing, two tie rod assemblies, an adjuster assembly, dust
boots and boot clamps, and grommet mountings and bolts.

When the steering wheel is turned, this manual movement is relayed to the steering shaft
and shaft joint, and then to the pinion shaft. Since the pinion teeth mesh with the teeth
on the rack gear, the rotary motion is changed to transverse movement of the rack gear.
The tie rods and tie rod ends then transmit this movement to the steering knuckles and
wheels.

15
 Figure 1.10: Rack and pinion steering[17]

1.3.1.3. POWER ASSISTED STEERING SYSTEM

Power steering makes a heavy car respond easily to the steering wheel, whether at
highway speeds or inching into a narrow parking place, and it is normal equipment for
large automobiles. This system requires a power steering pump attached to the engine
and driven by a belt, a pressure hose assembly, and a return line. Also, a control valve
is incorporated somewhere in the hydraulic circuit. "Power steering" is really "power
assisted steering." All systems are constructed so that the car can be steered manually
when the engine is not running or if any failure occurs in the power source. Most power
steering pumps contain a flow control valve, which limits fluid flow to the power
cylinder, and a relief valve which limits pressure according to system demands.

Common types of power assisted steering systems are:

1. Power rack and pinion;

2. Power recirculating ball.

1.3.1.3.1. POWER RACK AND PINION

Power rack and pinion steering assemblies are hydraulic/ mechanical unit with an
integral piston and rack assembly. An diagram of a rack and pinion steering assembly
is illustrated in Figure 16. An internal rotary valve directs power steering fluid flow and
controls pressure to reduce steering effort. The rack and pinion is used to steer the car
in the event of power steering failure, or if the engine (which drives the pump) stalls.

16
When the steering wheel is turned, resistance is created by the weight of the car and
tire-to-road friction, causing a torsion bar in the rotary valve to deflect.

This changes the position of the valve spool and sleeve, thereby directing fluid under
pressure to the proper end of the power cylinder. The difference in pressure on either
side of the piston (which is attached to the rack) helps move the rack to reduce turning
effort. The fluid in the other end of the power cylinder is forced to the control valve and
back to the pump reservoir. When the steering effort stops, the control valve is centred
by the twisting force of the torsion bar, pressure is equalized on both sides of
the piston, and the front wheels return to a straight ahead position.[21]

Figure 1.11: Power rack and pinion steering system[21]

1.3.1.3.2. POWER RECIRCULATING BALL

This power steering gear uses a recirculating ball system in which steel balls act as
rolling threads between the steering worm shaft and the rack piston. The key to its
operation is a rotary valve that directs power steering fluid under pressure to either side
of the rack piston. The rack piston converts hydraulic power to mechanical force. The
rack piston moves up inside the gear when the worm shaft turns right. It moves down
when the worm shaft turns left. During these actions, the steel balls recirculate within
the rack piston, which is power assisted in movement by hydraulic pressure.

17
1.3.2. BRIEF DESCRIPTION OF STEERING PARTS

1.3.2.1. STEERING WHEEL

It is made up of steel ring welded together on a hub with the help of two, three or four
spokes. After welding ring with the spokes is ebonite moulded on it.

1.3.2.2 STEERING COLUMN

This is a hollow steel pipe in which steering shaft is housed. One end of the pipe is fixed
on the steering box, while the other end is usually held with the help of bracket under
the instrument panel.

1.3.2.3 STEERING SHAFT

It is made up of good quality steel. One end is fixed in the steering wheel with the help
of splines or key and kept tight by nut. The other end with worm is secured firmly in
the steering box with the help of bearing placed both on top and bottom. Sometimes,
instead of one shaft, two pieces of shaft are also used.

1.3.2.4 STEERING GEAR BOX

Its function is to convert rotary motion of wheel in to-and-fro motion of drop arm so
that the drag link tied up with drop arm can be pushed or pulled resulting into moving
stub axle to right or left as desired by the driver.

1.3.2.5 DROP ARM

It is forged out of good quality steel. Its one side is provided with splines which
match the spline sector shaft and held on sector shaft by nut. The other end has a tapered
hole in which ball end is held tight with the help of nut.

1.3.2.6 TIE ROD

A tie rod is a slender structural unit used as a tie and (in most applications) capable of
carrying tensile loads only.A tie rod consists of an inner and an outer end. The spokes
on a bicycle‟ s wheels are tie rods. As the ratio of its length to the radius of gyration of
its cross section is normally quite large, it would likely buckle under the action of
compressive forces.

18
The tie rod transmits force from the steering center link or the rack gear to the steering
knuckle. This will cause the wheel to turn. The outer tie rod end connects with an
adjusting sleeve, which allows the length of the tie rod to be adjustable. This adjustment
is used to set a vehicle‟ s alignment angle.

1.3.2.7 RACK AND PINION

A rack and pinion is a type of linear actuator that comprises a pair of gears which convert
rotational motion into linear motion. A circular gear called "the pinion" engages teeth
on a linear "gear" bar called "the rack"; rotational motion applied to the pinion causes
the rack to move relative to the pinion, thereby translating the rotational motion of the
pinion into linear motion.

19
 CHAPTER 2

2. LITERATURE REVIEW
Many numbers of research papers, other documents and articles have already been
thoroughly studied and reviewed by the members for the project. The data obtained
and conclusion acquired from these puts us in position to start with the design and
fabrication work. The literature survey of the project is as follows:

1.Thomas Hohmann, Jr. in his journal “Rotatable vehicle headlights” (20

July, 1982) described that this invention relates to vehicle headlights which rotate to
align the light beam with the direction of the vehicle‟ s wheels. When a vehicle is
travelling a sharp curve or turning a corner, the light beam of a fixedly secured headlight
does not illuminate the path over which the vehicle‟ s wheels are travelling thereby
restricting the driver‟ s visibility. This invention overcomes that defect.[33]

2.Chion-Dong Lin in his journal “Steering wheel controlled car light piloting
system” (16 May 1995) described a steering wheel controlled car light piloting
system including a motor drive controlled by a control circuit linked to the steering
column of the steering wheel of a motor car to turn the lights of the motor car through
a transmission mechanism consisted of hydraulic cylinders, so as to coincide the
positions of the lights of the motor car with the steering direction. You round curve
at night and a small `animal jumps in front of you of the darkness. If you had been able
to see it, you might have been able to avoid it. What would have helped is headlights
that turn when care turns, like BMW‟ s Adaptive Headlights. The adaptive headlights
use a variable headlight control system geared to the driver‟ s position on the road.
This anticipative illumination of the road ahead is based on a system of
sensors and computers.[34]

3.Chien Hung Lee, Taichung Hsien(TW) and San Chi Chang in his journal
“Headlight rotating device for vehicles” (3, April, 2012) describe that for rotating
the headlight device of the vehicle in accordance With the movement of the vehicle‟ s
steering system and for suitably lighting the environment for the vehicle driver While
turning the vehicle.[35]

20
4. Priyanka Dubal and Mr. Nanaware J.D in their journal “Design of Adaptive
Headlights for Automobiles” (March, 2015) describe to improve visibility for driver
and so achieve a significant increase in safety and driving comfort. AFS (adaptive front-
lighting system) used to detect information about corner in advance with help of sensor
which detect the information send it to motor to adjust headlamps to get the lighting
beam which was suitable for the corner. Through this way, it could avoid "blind spot"
caused by the fixed lighting area when coming into the corner, and
improve driving safety.[32]

2.1. RELATED WORK

To our best knowledge, only a few research efforts have been published in this area, yet
there are several such systems being prototyped or deployed in the current market. For
instance, the SmartBeamTM, developed by Gentex [22], uses a customized and forward-
facing CMOS image sensor to acquire images in front of the vehicle, which are then
processed to detect the existence of headlamps of oncoming traffic or taillamps of
preceding vehicles. Appropriate headlamp switching is then performed based on such
detection. With similar ideas, Mobileye developed an adaptive headlight control
system which also considers the scenario of lit/urban areas, while SmartBeamTM does
not.

Recently, Mercedes-Benz announced that it is going to integrate an Intelligent Light

[23]
System and Adaptive High beam Assist system into its future models .
Specifically, such system can adjust the range of the headlamps automatically based
on the distance to oncoming vehicles or moving vehicles in front with their lights on.
Similar research efforts have been proposed before. For instance, employs a fully
variable light distribution to realize a dazzle free high beam by using arrays of LEDs.
Specifically, once another vehicle is detected, only the LED that generates the spot
covering the detected vehicle is turned off, while all other regions are still being
illuminated by other LEDs. Likewise, Konning et al. argue that a more advanced IHC
system should be able to dynamically adapt the position of the illumination cut-off
just below the next vehicle in front of the ego-vehicle [24].

Generally speaking, a common approach to intelligent headlight control is to detect

potential light objects using some image processing algorithms, then apply

21
certain heuristic rules to decide if high beam should be used or not. While such solution
is relatively easier and quicker to develop, it usually suffers from the drawbacks such
as difficult deployment to different geographical regions, lack of robustness to the
change of weather and road conditions, as well as expensive system fine-tuning.
Consequently, machine-learning based approaches become more preferable. One such
effort is reported in [8], where a Real-AdaBoost learning machine is applied to
train 4 classifiers for small/non-small headlight, and small/non small tail light, using
various appearance-based features. Nevertheless, other important features such as
motion are neglected which could have helped boost the learning performance.
Moreover, street lights, as another important light object, are
not considered.[35]

2.2. RECENT DEVELOPMENTS

Technology improves day and day in the field of automobile headlamp construction
and it left out the earlier single electric bulb of the carbon filament type and in place
modern sealed beam headlights are using nowadays. The light circuits of today‟ s
vehicles can consist of more than 50 light bulbs and hundreds of feet of wiring.
Incorporated within these circuits are circuits‟ protector, relays, switches lamps, and
connectors. In addition more sophisticated lighting systems use computers and sensors.
The lighting circuit consists of an array of interior and exterior lights, courtesy lights
and so on. Federal laws largely regulate the lighting circuits, so the systems are similar
between the various manufactures.

2.2.1. HALOGEN LAMPS

The halogen lamps are mostly introduced and consist of tungsten filaments in the
atmosphere of some halogen element such as chlorine, bromine, or iodine. The tungsten
evaporated from the filaments reacts with halogen gas to form tungsten halide,
which is decomposed back into halogen and tungsten due to high temperature at the
filaments, thus causing the tungsten to get redeposit on the filaments. In this way the
life of the bulb is increased.

Besides, the filament can operate at still higher temperature, which increases its light
intensity. However, the halogen attacks metals at cold temperatures. Thus other metals
within the enclosure, viz. the metal shield and the second filament, which

22
is not being used, are attacked by the halogen. To avoid this happening, pure halogen
is replaced by di-bromo methane gas, which does not cause deterioration of the cold
metals. With these headlamps quartz glass is used since ordinary glass tends to crack
due to higher operating temperature.[25]

2.2.2. COMPOSITE HEADLIGHTS

Many of today‟ s vehicles have a halogen head light system using a replaceable bulb.
This system is called composite headlights. By using the composite headlight system,
vehicle manufacturers are able to produce any style of headlight lens by desire.
This improves the aerodynamics, duel economy, and styling of the vehicle. Many
manufacturers vent the composite headlight housing because of the increased
amount of the heat developed by these bulbs.[25] Because the housing is vented,
condensation is not harmful to the bulb and does not affect the headlight operation.
When the headlights are turned on, the heat generated from the halogen bulbs will
dissipate the condensation quickly. On systems using non-vented composite
headlights, condensation is not considered normal. The assembly should be replaced.

2.2.3. HID HEADLAMPS

High Intensity Discharge (HID) headlamps are the latest headlight development. These
headlamps put out three times more light and twice spread on the road then
conventional halogen headlamps. They also use about two-thirds less power to operate
will last two to three times larger.

HID lamps produce light in tooth ultraviolet and visible wavelengths. This advantage
allows highway signs and other reflective materials to glow. This type lamp first
appeared on select models from BMW in 1993, Ford in 1995, and Porche in
1996.These lamps do not relay on growing filament for light. Rather light is provided
as a high voltage bridges an air gap between two electrodes. The presence of inert gas
amplifies the light given off by the arching. More than 15,000 volts are used to jump
the gap between the electrodes. To provide this voltage, only about 80 volts is required
to keep current flow across the gap. The great light output of these lamps allows the
headlamp assembly to be smaller and lighter. These advantages allow designers more
flexibility in body designs as they attempt to make their vehicles more
aerodynamic and efficient.[25]

23
 CHAPTER 3

3. PROPOSED METHODOLOGY
3.1. PROBLEM FORMULATION
3.1.1. PROBLEM DEFINITION

In the Indian context in particular, accidents are in a particular rise at places like
steep turnings and curves especially in four wheelers and heavy vehicles like lorry‟ s
and busses during the night time. In a way to have a financially viable solution to reduce
these accidents, an attempt has been made to design and fabricate a mechanism to
increase the visibility of the path for vehicle driver during night driving.

3.1.2. OBJECTIVE

Aim is to improve the vision in front of the vehicle, so that the driver can judge
the vehicles coming from the front side and stop collision. Which is serious problem
along curvy road? The convention headlight system are fixed in position hence it does
not give good vision. Logic behind developing new headlight system is simply to turn
the headlight according to the rotation of the steering. Such headlight is called as
Adaptive Headlights System.The project work is a solution over the present
mechanism, and includes building and demonstration of adaptive flexible headlight
system for four wheeler.

•To provide smooth and safety ride in curved roads especially in mountains

•To provide mind free ride for the motorist.

•To provide the nation with an accident free roads.

•To manufacture a Low Cost Automation Project.

3.1.3. AIM

Project Aim is to design and fabricate a simple steering controlled head light system,
this device relates to a headlight arrangement connected to the steering and front wheel
assembly of an automobile operable to maintain headlight members and

24
the front wheels pointed in the same direction at all times and it should be an effective
replacement for existing conventional methods. If we steer the vehicle in right direction,
the headlights will also focus to the right. Similarly if we steer vehicle towards left the
headlights focus to left with respect to the rack and pinion mechanism.

3.2. SOLUTION APPROACH

The complete block diagram of the project is given below:-

Literature survey

Problem formulation

Theoretical investigation

Design of model and modification

Selection & purchase of material

Fabrication of Adaptive headlights model

Testing & data collection

Result & Discussion

Conclusion

25
3.3. STEERING SYSTEMS

The steering system is a group of parts that transmit the movement of the steering wheel
to the front, and sometimes the rear, wheels. The primary purpose of the steering
system is to allow the driver to guide the vehicle. When a vehicle is being driven straight
ahead, the steering system must keep it from wandering without requiring the driver to
make constant corrections. The steering system must also allow the driver to have some
road feel.

Two main types of steering systems are used on modern cars and light trucks: the
rack-and-pinion system and the conventional, or parallelogram linkage steering
system. On automobiles, the conventional system was the only type used until the
1970s. It has been almost completely replaced by rack-and-pinion steering.

3.3.1. RACK-AND-PINION STEERING

Rack-and-Pinion steering is a simple system that directly converts the rotation of the
steering wheel to straight line movement at the wheels. The steering gear consists of the
rack, pinion, and related housings and support bearings. Turning the steering wheel
causes the pinion to rotate. Since the pinion teeth are in mesh with the rack teeth, turning
the pinion causes the rack to move to one side. The rack is attached to the steering
knuckles through linkage, so moving the rack causes the wheels to turn.

The rack-and-pinion steering gear box has a pinion, connected to the steering column.
This pinion runs with a rack that is connected to the steering tie rods. This gives a direct
operation. The primary components of the rack and pinion steering system are:

•Rubber Bellows
•Pinion
•Rack
•Inner ball joint or socket
•Tie-rod

26
3.3.1.1. RACK-AND-PINION CONSTRUCTION

The body of a rack-and-pinion steering gear is usually an aluminum casting. The rack
is often held to the vehicle body or frame by two U-shaped brackets that are bolted in
place. Other units are bolted directly to the vehicle with a series of bolts and nuts that
pass through holes in the rack body and the vehicle‟ s frame.

The pinion assembly is a hardened steel gear supported by bearings at the top and
bottom. The rack is also made of hardened steel and moves in slide bearings. Seals
keep the steering gear lubricant from leaking out of the rack-and-pinion assembly.
Figure 3.1 shows a typical manual rack and-pinion gear.[26]

Figure 3.1: One type of manual rack-and-pinion steering assembly.[26]

3.3.1.2. RACK-AND-PINION LINKAGE

Rack-and-pinion linkage connects the gear to the steering knuckles. Rack-and- pinion
linkage is simple, consisting of inner and outer tie rods, Figure3.2.

One end of the inner tie rod is inside the steering gear and is usually threaded into the
end of the rack. A plastic or metal shear pin keeps the tie rod from loosening. Some
tie rods are held in place by a crimp on the inner part of the tie rod assembly.

The inner tie rod is protected from the elements by a flexible rubber bellows, sometimes
called a bellows boot or a boot.[26]

27
 Figure 3.2: Rack-and-pinion steering linkage[26]

The outer part of the inner tie rod is a threaded shaft. The outer tie rod is threaded onto
this shaft and held in place by a locknut, Figure 3.3. Toe adjustment is made by
loosening the locknut and turning the inner rod to shorten or lengthen the tie rod
assembly.[26]

Figure 3.3: Exploded view of a manual rack-and-pinion steering gear assembly.[26]

Note that the inner tie rod end threads (screws) into the outer tie rod end and is
secured with a locknut. (General Motors)

28
3.3.2. STEERING PRINCIPLES AND COMPONENTS
3.3.2.1. ACKERMAN PRINCIPLE

The Ackerman Steering Principle defines the geometry that is applied to all vehicles
(two or four wheel drive) to enable the correct turning angle of the steering wheels to
be generated when negotiating a corner or a curve. Before this principle was developed
the vehicles of the time (horse drawn) were fitted with parallel steering arms and
suffered from poor steering performance. A Mr Rudolf Ackerman is credited with
working out that using angled steering arms would cure these vehicles of such steering
problems.

During turning if I-centers of all wheels meet at a point, then the vehicle will take turn
about that point which results in pure rolling of the vehicle. The condition is called the
Ackerman condition and this principle is known as Ackerman principle.[27]

3.3.2.2. ACKERMAN STEERING MECHANISM

With perfect Ackerman, at any angle of steering, the centre point of all of the circles
traced by all wheels will lie at a common point. But this may be difficult to arrange in
practice with simple linkages. Hence, modern cars do not use pure Ackermann steering
partly because it ignores important dynamic and compliant effects, but the principle
is sound for low speed manoeuvres.

The steering mechanism is used in automobiles for changing the directions of the wheel
axles with reference to the chassis, so as to move the automobile in the desired path.
Usually, the two back wheels will have a common axis, which is fixed in direction with
reference to the chassis and the steering is done by means of front wheels.[27]

In automobiles, the front wheels are placed over the front axles (stub axles) which are
pivoted at the points called pivot point. When the vehicle takes a turn, the front wheels,
along with the stub axles turn about the pivoted points. The back axle and the back
wheels remain straight.

Always there should be absolute rolling contact between the wheels and the road
surface. Any sliding motion will cause wear of tyres. When a vehicle is taking turn,
absolute rolling motion of the wheels on the road surface is possible, only if all

29
the wheels describe concentric circles. Therefore, the two front wheels must turn
about the same instantaneous centre I which lies on the axis of the back wheel.[27]

3.3.2.3. ACKERMAN CONDITION FOR TWO WHEEL

STEERING

Ackerman condition for two wheelCo𝒕𝜹

steering is �
−co𝒕𝜹 =� expressed
/𝑳 as:
o i

Where,

• δo = outer wheel angle

• δi = inner wheel angle

• W = Track width of the vehicle

• B = distance between left and right kingpin centre line
• L = wheel base of the vehicle

Figure 3.4: Ackerman condition for two wheel steering. [27]

30
3.3.2.4. STEERING RATIO

The steering ratio is the number of degrees that the steering wheel must be turned to
pivot the front wheels 1 degree. E.g.: steering ratio 18:1 implies that the front wheels
will turn by 1 degree when the steering wheel turns 18 degree.

The steering ratios generally used with present day steering gears vary from about 12:
1 for cars to about 35: 1 for heavy vehicles. An average overall ratio usually gives about
one and half complete turns of the steering wheel each side of mid position to
apply a full lock of 45 degrees each way on the wheels.

3.3.2.5. TURNING CIRCLE

The turning circle of a car is the diameter of the circle described by the outside wheels
when turning on full lock.

There is no hard and fast formula to calculate the turning circle but an approximate
value can be obtained using the formula:

Turning circle radius = (track/2) + (wheelbase/ sin (average steer angle))

3.3.3. MECHANISMS INVOLVED IN MOTION

TRANSFORMATION:

A mechanism is a group of links interacting with each other through joints to

complete required motion or force transmission.

•Linkage mechanism

•Four bar mechanism

3.3.3.1. LINKAGE MECHANISM

A mechanical linkage is an assembly of bodies connected to manage forces and

movement. The movement of a body or a link is studied using geometry so the link
is considered to be rigid. The connections between links are modelled as providing
ideal movement, pure rotation or sliding for example, and are called joints. A linkage
modelled as a network of rigid links and ideal joints is called a kinematic chain.

31
 Figure 3.5: Linkage mechanism. [28]

3.3.3.2. FOUR BAR MECHANISM

A four bar mechanism consists of four rigid link which are linked in the form of
quadrilateral by four pin joints. A link that makes complete revolution is called crank,
the link opposite to the fixed link is the coupler and forth link is a lever or rocker. From
the four bar mechanism, different versions of each of them can be ob- tained by fixing
any one of the link.

Figure 3.6: General four Bar Linkage. [29]

The parameters in Figure 3.6 are defined as follows

O1 ground point for link 1

O2 ground point for link 2
l1 length of link 1
l2 length of link 2
l3 length of link 3
d1 horizontal (x) distance between ground points for link 1 and link 3
d2 vertical (y) distance between ground points for link 1 and link 3
φ1 angle of link 1 to x axis

32
 φ2 angle of link 2 to x axis
φ3 angle of link 3 to x axis
μ angle between link 2 and link 3
Fc axial force in link 3
Typical terminology for a four bar linkage lables link 1 as the input link, link 2 as
the coupler and link 3 as the output link. Of course, link 3 could just as easily be the
input link. A four bar linkage is described by the two constraint equations. These
equation are given below

These constraint equations state that the sum of distances in x-direction and the sum
of distances in the y-direction.

3.4. HARDWARE/SOFTWARE REQUIREMENTS AND

SPECIFICATION

The project model is a scale down working model not demonstrating the entire vehicle
body but the front axle, steering, headlamps and allied mechanism only.

The project model is made up from

Steering system of Hyundai i10

Headlights
12V Battery and wires
Rack and pinion Gears
Steering Wheels and column
Metallic Flat Bar (Mild steel)
Nut and Bolt
Clamps
Rectangular Hollow bar (Mild steel)
Angular bars (Mild steel)

33
3.4.1. HYUNDAI i10 1.1 MODEL 2007-2013 1st GEN
GENERAL SPECIFICATIONS

Length: 3565 mm

Width: 1595 mm

Height: 1550 mm

Wheelbase: 2380 mm

Front track: 1400 mm

Rear track: 1385 mm

Tire size: 155/80R13

Turning circle: 10.0 m

Pinion dia of rack and pinion steering system=5mm (calculated)

What does 155/80R13 or 155/8013 mean?

155 means the width of the tyre face is 155mm (6.1 inches)

70 means that the size of the sidewall is 80% of the width of the tyre face 13 or R13*
means that the tyre is designed to fit 13 inch rims

Note: The table above shows the calculated circumference, sidewall height, diameter
and other measurements of the 155/80R13 tyre size.

*Your tyre may be labelled R13 or 13.

The R indicates it is a radial tyre, and the dash means it is cross ply tyre.

34
3.4.2. SELECTION OF MATERIAL AND PARTS
SPECIFICATIONS

Material specification are given below:-

S.NO. MATERIAL SPECIFICATION QTY.

40*25*1.5mm
17.5 inch length 3
Rectangular Hollow
30 inch length 4
1 bar
38 inch length 1
(Mild steel)
10 inch length 3
15 inch length 2

Size 10, 1 inch 8

Bolts & Nuts with
2 Size 10,1.5inch 2
Washers.
Size 14,2.5inch 4

40*40*5 mm ,
6
10 inch length

Angular Bar 25*25*4mm

3 4
(Mild steel) 10 inch length
25*25*4 mm
1
17.5 inch length

15*3 mm 1
90 inch length
Metallic Flat bar
4 40*5mm 1
(Mild steel)
40 inch length
40*5mm 9 inch 2

6 Cables 4m 1

Inner dia: 5mm

7 Washers 16
External dia: 20mm

Table 3.1: List of material and parts specification.

35
For Frame

We are using rectangular cross section hollow bar of mild steel of dimensions
40x25x1.5mm. we select angular bar of mild steel of dimension 40*40*5 mm for the
legs of the frame which have all the load. The height of legs is 10 inch. The
properties of mild steel are:

Good weld ability.

Easily available in the market and less costly.

Steering system

We can select any type of steering system according to the application of adaptive
headlights. In our project we select Hyundai i10 manual rack and pinion steering system.
Now a days most of vehicle have rack and pinion steering system which is most widely
used. So we have selected this one.

12 voltage battery and wires

We selected 12 volt battery because it is used in about all the vehicle. so we have
selected this one. And we selected the copper wire which have good electric
conductivity.

Headlight

We select a reflector (parabolic) type headlights. It is only used for the illumination
and to verify our project results.

For four bar Mechanism & linkages

We are using rectangular flat bar of dimension 15*3 mm of mild steel for four bar
mechanism and linkage. It provide good tensile strength.

36
3.5. FABRICATION AND ASSEMBLY:

The implementation of the steering controlled headlight mechanism requires simple

construction and it is very easy process the following are the five steps that have to be
followed in the arrangement of steering controlled mechanism:

Step: 1 Construction of frame

Step: 2 Mounting of Steering Mechanism and Steering Wheels

Step: 3 Fixing of headlights

Step: 4 Imparting rotational movement to the headlights

Step: 5 Connecting headlight and steering

The above five steps include the building of steering controlled headlight mechanism.

3.5.1. CONSTRUCTION OF FRAME:

The construction of frame is on the basis of dimension of vehicle Hyundai i10 1.1

2007-2013 model which we have selected for our project. Frame construction is
accomplished in such a way that it carry the weight of the steering system, linkages
that connect the tie rod with the headlights and headlights. The frames fulfill the
entire dimension requirement which is needed to achieve the target.

All the dimensions of frame is on standard base which is taken from Hyundai i10 1.1

2007-2013 model. The frame is constructed in such a way that the position of rack
and pinion and headlights is same as in the vehicles.

It is made with the help of joining of rectangular hollow bar and angular bars which
provide them strength to withstand the load of steering system and linkages.

To accommodate the various parts firmly to the frame, it is made some adjustments in
order to get sufficient weight balance. The final assembly of frame is as shown

37
 Figure 3.7: Frame of working model of adaptive headlight

3.5.2. MOUNTING OF STEERING MECHANISM AND

STEERING WHEELS

The Rack and pinion steering mechanism we selected for our project. We selected
Hyundai i10 1.1 2007-2013 model rack and pinion steering system for our project
The mounting of the mechanism is very important factor which will result for the
movement of headlights. Lock

Mounting is to done according to the dimension of Rack and Pinion arrangement in the
vehicle i.e. 11 inch above the ground .It should be fix on the frame such that the
height from the ground level is 11 inch. Rack and pinion system fixed above the frame
with the help of nuts and bolts. And steering column are fixed at particular angle as
shown in the figure with the help of nuts and bolts.

The clamping has been done carefully of the Steering mechanism and Steering wheel
so that when the steering wheel turn and perform its function of moving Rack

38
and Pinion properly. And the steering rod is set at an approx inclination so as to
achieve the movement of headlight with the steering system.

The steering wheel is mounted on the frame. The steering wheel is attached to the
steering mechanism through a steering column. Observe that accurate steering ratios are
achieved i.e. between 18:1 to 22:1.

Lock to lock rotation of steering wheel is 3 and 3/4 rotation. And the max rack movment
from centre to onother end is 59 mm approx.

Figure 3.7: After mounting steering mechanism and steering wheels

3.5.3. FIXING OF HEADLIGHTS

The head lights are mounted on a bar whose one end is fixed to a frame and the other
end is connected to a moving bar which is fixed to a special linkage connected
to a rack and pinion mechanism. The headlight is attached at height of 26 inch from the
ground level and distance between the two headlights is maintained at

39
36 inch. These data are taken according to the Hyundai i10 headlights position. It
can be differ according to the car or vehicle.

Figure 3.8: Fixing of headlights

3.5.4. IMPARTING ROTATIONAL MOVEMENT TO THE

HEADLIGHTS

After mounting the headlights the four bar mechanism is attached to headlights.
We fabricate the mechanism used for our project with the help of metallic flat bar.

The biggest problem which has been to move the headlight of left and right with
different angle to achieve the proper visualization the driver. And this we have done or
achieve with the help of parallelogram bar mechanism.

A horizontal bar made of steel as shown in fig is fixed in between the two frames and
a linkage mechanism is connected to the extension of linkages of a rack and pinion
mechanism. This mechanism moves in accordance to the rotation of steering. The two
attachments are linked with each other through a rectangular flat bar having two slots at
both the ends. This bar is fixed at the centre to provide a to and fro motion

40
This mechanism give the result of turning the inner headlight more than outer headlight
with proper difference which is to be required.

Figure 3.9: After Imparting rotational movement to the headlights

3.5.5. CONNECTING HEADLIGHT AND STEERING

After applying all the steps , the last thing is to connect headlight with the steering
wheel,

We first connect the one linkage with four bar mechanism and the other end to the tie
rod. The tie rod is attach to the rack which give the motion on rotating the steering
wheel. The linkage is tightly clamp with tie rod so that it give transverse motion and
transfer it to the four bar mechanism.

And as result we obtain the movement of headlight by rotating the steering wheel.

After completing all the fabrication steps we obtain the ADAPTIVE HEADLIGHT
working model.

The final assembly have done and the final working model of Adaptive Headlights is
shown in figure 3.10 and figure 3.11:-

41
Figure 3.10: Final working model of adaptive headlights(side view)

Figure 3.11: Final working model of adaptive headlights (Front view)

42
 3.6. COST ANALYSIS

Material cost:

AMOUNT
S. NO. PARTS QUANTITY
(Rs)

1 Steering system of Hyundai i10 1 1900

2 Headlights 2 250

Material of construction frame(Mild

3 22 kg 1200
steel bars)

4 Electric wires 4m 80

Material of linkages and four bar

5 3 kg 150
Mechanism

6 Nut and bolts with washer 14 100

7 Clamps 2 80

Table 3.2: List of Material and their cost.

Total Material Cost = Rs. 3760

Labor Cost = Drilling, Welding, Grinding, Power Hacksaw= Rs. 1000.

Total Manufacturing Cost =Total Material Cost + Labor Cost

= Rs.3760 + Rs. 1000

= Rs. 4760.

Total Manufacturing cost = Rs. 4760

43
 CHAPTER 4

4. RESULT AND DISCUSSION

We observed that when the steering wheel is rotated through a certain angle towards
right side of the driver, the head lights are tilted through certain angle between
0-25 degrees to the right with the help of different linkages arranged with respect to the
steering wheel which were discussed earlier. The same features are observed when the
steering wheel is turned to the left side. The inner headlight turn slightly greater angle
than the outer headlights.

4.1. CALCULATION OF ACKERMAN STEERING MECHANISM

Ackerman steering mechanism, RSAB is a four bar chain as shown in figure 4.1.
Links RA and SB which are equal in length are integral with the stub axles. These
links are connected with each other through track rod AB. When the vehicle is in straight
ahead position, links RA and SB make equal angles α with the center line of the vehicle.
The dotted lines in Figure 4.1 indicate the position of the mechanism when the
vehicle is turning left.

Figure 4.1: Ackerman steering gear mechanism

Let AB=l, RA=SB=r; PRA=QSB=α and in the turned position , ARA1= θ and BSB1 =
φ. IE, the stub axles of inner and outer wheels turn by θ and φ angles respectively.

44
Neglecting the obliquity of the track rod in the turned position, the movements of A
and B in the horizontal direction may be taken to be same (x).

Then,

Sin(α+ θ) = (d+x)/r ……………..[1]

Sin(α- φ) = (d-x)/r……………….[2]

On adding eq 1 and eq 2,we get

Sin(α+ θ) +Sin(α- φ) = 2(d/r) = 2sinα……..[3]

Angle α can be determined using the above equation. The values of θ and φ to be
taken in this equation are those found for correct steering using the equation

Cot φ-Cot θ=B/L…………………[4]

Where,

• B = distance between left and right kingpin centre line

• L = wheel base of the vehicle

The above equation 1, 2 & 3 is used for determining of outer and inner headlight
angle mathematically. θ and φ represent inner and outer headlight angle respectively

In our project the above four bar mechanism is used and the following data are
obtained from design is given below:-

c= 890 mm, AB = l=820mm and r = 140mm

d=(c-l)/2=(890-820)/2=35

Sin α=d/r =35/140

α=14.477=14.5(approx)

Sin(14.5+ θ) +Sin(14.5- φ) = 2sin14.5=0.50

x=rack displacement=2*3.14*R*no. of rotation of steering wheel

R=5mm experimental calculated

45
Lock to lock no. of rotation of wheel is = 3¾ rotation

Max rack displacement from centre= 58.8 mm

Steering ratio

The steering ratio is the number of degrees that the steering wheel must be turned to
pivot the front wheels 1 degree. Observe that accurate steering ratios are achieved i.e.
between 18:1 to 21:1.

Turning circle radius = (track/2) + (wheelbase/ sin (average steer angle))

Turning circle radius=5m, wheel base=2380mm and track=1400mm Data taken from
Hyundai i10

From above data we get

Avg. steer angle=32.6 degree

From above data we get following observation table

In below observation table

Positive(+) sign represent : Clockwise rotation or right turn.

Negative(-) sign represent: Anticlockwise rotation or left turn.

46
4.2. OBSERVATION TABLE

Rotation Theoretical Actual headlights

headlights angle angle
of steering Displacement
(In degree) (In degree)
S.NO. wheel of rack (x) (in
(In mm) Left Right Left Right
degree) side side side side

1 0 0 0 0 0 0

2 +90 7.85 3.317 3.323 2.0 2.0

3 +180 15.70 6.589 6.746 5.0 5.0

4 +270 23.56 9.812 10.220 8.0 8.5

5 +360 31.40 13.026 13.812 12.0 13.5

6 +450 39.26 16.243 17.539 15.0 16.0

7 +540 47.12 19.443 21.447 18.0 19.5

8 +675 58.90 24.331 27.620 23 25.5

9 -90 7.85 -3.323 -3.317 -2.0 -2.0

10 -180 15.70 -6.746 -6.589 -5.5 -5.0

11 -270 23.56 -10.220 -9.812 -9.0 -8.0

12 -360 31.40 -13.812 -13.026 -13.5 -12.0

13 -450 39.26 -17.539 -16.243 -16.0 -15.0

14 -540 47.12 -21.447 -19.443 -19.5 -18.0

15 -675 58.90 -27.620 -24.331 -26.5 -23

Table 4.1: Adaptive Headlights data for left and right side turn.

47
4.3. GRAPHICAL REPRESENTATION

Graphical relationship between left and right headlight angle

Figure 4.2: Graph for left and right side headlight turn (actual headlight turn)

Figure 4.3: Graph for left and right side headlight turn (theoretical headlight turn)

48
Graphical relationship between theoretical inner and outer headlight angle

Figure 4.4: Graph for clockwise rotation of steering wheel (on right turn)

Figure 4.5: Graph for anticlockwise rotation of steering wheel (on left turn)

49
4.4. RESULTS

We observed that when the steering wheel is rotated through a certain angle towards
right side of the driver, the head lights are tilted through certain angle between
0-25 degrees to the right with the help of different linkages arranged with respect to the
steering wheel which were discussed earlier. The same features are observed when the
steering wheel is turned to the left side. The inner headlight turn slightly greater angle
than the outer headlights.

An effective steering controlled headlight mechanism was designed, based on

Ackermann Steering mechanism and a live model was developed. Cost analysis was
also done and a new mechanism at nominal cost was presented. This system helps to
move headlights left or right as per requirement along with the turn and can help to
reduce accidents at night on sharp turning and hilly areas.
We observed that when the steering wheel is rotated through a certain angle towards left
or right side of the driver, the headlights are tilted through certain angle. And according
to the angle, headlight of vehicle moves left or right. This project presents the automatic
horizontal movement of the headlamp. This automatic horizontal movement of
headlamp results in proper illumination of the curved road surface. And thus make
driving at night time safe and comfortable.
4.5. ADVANTAGES

Provides Smooth and safety ride in curved roads especially in ghat roads.
Provides mind free ride for the motorist.
Provides the nation with accident free roads.
It requires simple maintenance cares.
This is the improved safety measure introduced in the automobile.
Easy to operate.
Manual power required is less.
Repairing is easy.
Replacing parts is easy.
No need of heavy lubrication

50
4.5. APPLICATIONS

The steering controlled head light mechanism can be applied in heavy vehicles
such as buses, trucks which ride maximum in the ghat roads, sharp turning and
hilly areas.
Specially designed for installing in buses riding in ghat roads, sharp turning
and hilly areas.
This mechanism can also installed in all types of commercial vehicles such as:
Hyundai i10
Daewoo matiz
Maruti
Ambassador
Fiat
Mahindra
Tata, etc.

51
 CHAPTER 5

5. CONCLUSION
The Adaptive Headlights System is a system which regulates automatically the light
distribution of a vehicle. Logic behind developing new headlight system is simply
to turn the headlight according to the rotation of the steering. Few critical design
factors considered during inception stage were ease of availability, affordability
and reliability of the components use. It is also observed that the system can be
accommodated in the current low cost models without major changes.

In the view of forgoing disadvantages inherent in the known types of road

tracking headlamps now present in the prior art, the present invention provides a new
movable vehicle head light construction wherein the same can be utilized for
automatically aiming the head lamps in the same direction of the travel regardless of
the terrain of the road. The further object of the system is, this is susceptible of a low
cost of manufacturing with regard to both cost and labor and which accordingly is
then susceptible of low prices of sale to the public. Adaptive Headlights System appears
to offer potential for a favorable night driving behavior potentially reducing accident
risk, compared to standard headlights.
The Adaptive Headlight System will be an active safety system.
Implementation of this system results in good night time visibility of side of
road during turn and there by comfortable night drive.
Effective utilization of the headlights and reduction in night time road
accidents.
Increases SAFETY for drivers & pedestrians.

52
 CHAPTER 6

6. FUTURE SCOPE
The availability of adaptive headlights in the registered vehicle fleet is predicted
to reach 95 percent in 2044, a recent HLDI study has found. The analysis takes into
account both how quickly automakers are expected to add the feature to new vehicles
and how quickly the makeup of the fleet changes. Having a feature available could
mean that it was offered as an option; it doesn't necessarily mean the vehicle is equipped
with it.

A hypothetical government mandate to include adaptive headlights as standard

equipment on all 2015 and later vehicles would speed up the process by about five years.
If such a requirement were enacted, the fleet would reach 95 percent availability
in 2039, HLDI estimates. Although adaptive headlights have shown benefits, the
government hasn't signaled that it plans to require them.

HLDI performed the same analysis with other driver assistance technologies, including
front crash prevention, lane departure warning, blind spot warning, rear cameras and
rear parking sensors. The study is similar to one HLDI released in 2012, which focused
primarily on an older group of safety features.

Self-leveling headlights have an additional level sensor that determines if the car is tilted
forward or back. For example, if a car is driving over a large bump, when the front of
the car hits the bump, it lifts up. Standard headlights would briefly point up into the
sky until the rear of the car moved over the bump and the car returned to a level position.
You may have noticed this if a car driving behind you at night passed over a bump,
such as a railroad crossing. The other car's headlights would flash briefly, as if the
driver had blinked his or her high beams at you. This is actually the car's headlights
temporarily pointing up and into your eyes instead of down at the road. With a self-
leveling system, electric servomotors react to the level sensor and keep the headlights
aimed down at the road, no matter the position of the car.

53
Dynamic Bending Light (DBL)

Driving on winding roads at night is very challenging. By providing a horizontal

displacement of the light source, DBL answers this challenge in addition to improved
safety and driving comfort. Linear or rotary actuator requires high duty cycles and
compactness to expand the design possibilities of the headlamp.

In the past, most cars have had two front light settings: low and high. In some of today's
high end cars, the high beams are controlled by the adaptive front lighting system in
order to provide a continuous range of light intensity from a low beam level to a full
high beam level.The headlights can also be adjusted vertically. When in traffic, the
low beams are aimed lower to prevent glare for other drivers. When no other cars are
detected, the high beams are aimed higher to shine farther down the road. These
lights are normally controlled by a camera, as described in the "Light Camera" section
above.

Based on camera detection, the dipped beam is adjusted to the distance to the next
oncoming or proceeding vehicle. This technology can increase the illumination distance
of the dipped beam up to 300 m – without glaring other road users. The system switches
automatically to main beam when there are no other road users. Range of vision at
the left edge of the road enhanced by approximately 10 meters, without additional glare
to oncoming drivers or other road users

Innovation: all changes of the light patterns are soft for better adaption and
comfort for the driver„s eyes while driving

Real time calculation of wheel turning in curvy roads with different vehicle
speeds
Extending the technology to dim dip variations
Direct attachment of sensor to wheel to sense the turning angle of wheels
Innovative sensing system for accuracy and continuous turning of headlights.

54
 APPENDIX A
LIST OF FIGURES
FIGURE FIGURE DESCRIPTION PAGE
NO. NO
Figure 1.1: Road traffic deaths in India 1970 though 2014 (Source: 2
NCRB)
Figure 1.2: Car 1 without Adaptive headlight system and Car 2 with 3
Adaptive headlight system
Figure 1.3: Lens optics, side view. Light is dispersed vertically (shown) 5
and laterally (not shown)
Figure 1.4: Reflector optics, side view 6
Figure 1.5: Projector optics, side view 8
Figure 1.6: Parallelogram linkage steering system 13
Figure 1.6: Parallelogram linkage steering system 13
Figure 1.8: Worm and roller type steering gear box 14
Figure 1.9: Recirculating ball and sector steering 15
Figure 1.10: Rack and pinion steering 16
Figure 1.11: Power rack and pinion steering system 17
Figure 3.1: One type of manual rack-and-pinion steering assembly 27
Figure 3.2: Rack-and-pinion steering linkage 28
Figure 3.3: Exploded view of a manual rack-and-pinion steering gear 28
assembly
Figure 3.4: Ackerman condition for two wheel steering 30
Figure 3.5: Linkage mechanism 32
Figure 3.6: General four Bar Linkage 32
Figure 3.7: Frame of working model of adaptive headlight 38
Figure 3.7: After mounting steering mechanism and steering wheels 39
Figure 3.8: Fixing of headlights 40
Figure 3.9: After Imparting rotational movement to the headlights 41
Figure 3.10: Final working model of adaptive headlights(side view) 42
Figure 3.11: Final working model of adaptive headlights (Front view) 42

xi
Figure 4.1: Ackerman steering gear mechanism 44

Figure 4.2: Graph for left and right side headlight turn (actual headlight 48
turn)

Figure 4.3: Graph for left and right side headlight turn (theoretical 48
headlight turn)

Figure 4.4: Graph for clockwise rotation of steering wheel (on right 49
turn)

Figure 4.5: Graph for anticlockwise rotation of steering wheel (on left 49
turn)

xii
 APPENDIX B

LIST OF TABLES

TABLE TABLE DESCRIPTION PAGE

NO. NO
Table 3.1: List of material and parts specification. 35
Table 3.2: List of Material and their cost. 43
Table 4.1: Adaptive Headlights data for left and right side turn 47

13
 APPENDIX C

ABBREVIATIONS

δo = outer wheel angle

δi = inner wheel angle

θ = inner headlights angle
φ = outer headlight angle
x = displacement of rack from centre
B = distance between left and right kingpin centre line
L = wheel base of the vehicle
W = Track width of the vehicle
l1 length of link 1
l2 length of link 2
l3 length of link 3
d1 horizontal (x) distance between ground points for link 1 and link 3
d2 vertical (y) distance between ground points for link 1 and link 3
φ1 angle of link 1 to x axis
φ2 angle of link 2 to x axis
φ3 angle of link 3 to x axis
μ angle between link 2 and link 3
Fc axial force in link 3

14
 APPENDIX D

RTI FATALITIES BY STATE WISE ANALYSIS

Figure 1 shows the total number of fatalities by state and territory from 1971 to 2014.
The states of Nagaland and Sikkim and Union Territories Lakshadweep, Daman & Diu,
Andaman and Nicobar Islands and Dadra and Nagar Haveli have not been included in
the chart as they reported less than 100 fatalities in 2014. Manipur, Meghalaya,
Mizoram, Nagaland, Sikkim, Tripura are small hill states, and the union territories of
Andaman and Nicobar Islands, Dadra and Nagar Haveli, Daman and Diu,
Lakshadweep, Pondicherry, Chandigarh and Delhi union territories which are generally
small and the last two are cities. Therefore, these regions can have different traffic and
fatality patterns.

Andhra shows a decline in the number of fatalities between 2011 and 2014 because the
state was divided in two states (Andhra and Telangana) in 2014. The total of fatalities
in Andhra and Telangana in 2014 was 1,4814 as compared to 1,518 in undivided Andhra
in 2011. In almost all the large states fatalities more than doubled between 1991 and
2014. In Maharashtra, Orissa, Rajasthan, Tripura fatalities increased by 4-6 times,
and in Gujarat, Punjab, Haryana and Assam 8-10 times during the same period.

Figure 2 shows the fatalities per 100,000 populations for states and union territories in
1996 and 2014. Fatality rates per million populations increased in most regions except
in the north eastern hill states and the cities of Delhi and Chandigarh (union territories).
The increase was 40%-50% in Madhya Pradesh, Manipur, Tamil Nadu, Meghalaya,
Uttar Pradesh; 60%-100% in Himachal Pradesh, West Bengal, undivided Andhra
Pradesh, Rajasthan, Karnataka and Orissa; and more than 100% in Haryana, Sikkim,
Assam and Punjab. The reasons for these differences are not known. However,
these data do indicate that there are states with high rates and those with low rates in all
regions of the country.

15
 * Andhra Pradesh was divided into two states (Andhra Pradesh and Telangana) in
2014, this is why Andhra Pradesh shows a decline in fatalities in 2014.
Figure 1: Total number of RTI fatalities by state and union territory from 1971 to
2014 (Source: NCRB).

16
Figure 2: RTI fatalities per 100,000 persons for states and union territories in 1996
and 2014 (Source NCRB).

xvii
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