ADAPTIVE HEADLIGHT SYSTEM

ABSTRACT:
The highest fatal traffic accident rate occurs on curved roads at night time. In most cases,
the late recognition of objects in the traffic zone plays a key role. These facts point to the
importance of the role of automobile forward-lighting systems. In order to provide enhanced
nighttime safety measures, this work aims to design and build a prototype of steerable headlights
by adapting a conventional static headlamp with a very close eye on cost and reliability.
Components that are easily available in the market and suitable for developing a steerable
headlight system were tested. Different kinds of tests were done on critical parts of the system in
order to determine its accuracy, its response time, and the system impact. Finally, the results
acquired from these various tests will be discussed. Any findings and changes that should be
made are discussed and may be useful for future development.
INTRODUCTION:

Because the static headlamp just provides certain illuminating fields for drivers in the nighttime
and is Insufficient to serve for curved roads and intersection, Advanced Front-lighting System
(AFS), has been proposed by many researchers and is catching increasing interest. Over 80
percent of all road traffic accidents occur in darkness and bad weather – a compelling reason to
put efforts into developing the next generation of intelligent lighting systems with multi-
functional swiveling headlamps. The aim is to improve visibility for the driver, thereby
achieving a significant increase in road safety and driving comfort. Various studies on swivel-
beam headlamps have shown up to a 300% increase in the illumination of the driver's gaze point
as the vehicle turns into a corner.

Adaptive headlights are an active safety feature designed to make driving at night or in low-light
conditions safer by increasing visibility around curves and over hills. When driving around a
bend in the road, standard headlights continue to shine straight ahead, illuminating the side of the
road and leaving the road ahead of you in the dark. Adaptive headlights, on the other hand, turn
their beams according to your steering input so that the vehicle’s actual path is lit up.

Similarly, when a vehicle with standard headlights crests a hill, the headlight beams temporarily
point upwards towards the sky. This makes it difficult for drivers to see the road ahead and for
oncoming motorists to see the driver approaching. In contrast, adaptive headlights use a self-
leveling system that points the light beam up or down, according to the position of the vehicle.

Adaptive headlights are also sometimes called active headlights or adaptive front-lighting
systems.

The rate of accident are much and more at the night drive then at the day light, for avoiding the
accidents these concepts are very useful for automobile. The reason has to why focus on the
subject of producing the safety of car is related to the statics and to the expose the serious
consequences of accident in 2014 out of 6,98,451 people from accident 4,882 people dead and
remaining people has injured with a corresponding financial loss in India.
 Adaptive headlight system moves the headlights by turning the vehicle through the steering.
This places light into the turning radius visibility at the cornering improved. The present
invention relates to headlights of an automobile, more particularly to a direction turning device
for headlamps of the vehicle which enables to turn direction synchronously with the rotation of
the steering and hence increasing the safety for driving at night or in the darkness. In the known
technology of the prior art, a headlight of the vehicle has a fixed line of emission which is
aligned with the front direction of the vehicle. Although the effects of "high beam" or "low
beam" can be achieved by adjusting the angle of elevation of the headlamp, the direction of
emission is not adjustable as to the left or right. When the road curves or turns, the corner on
time when the vehicle turns, thereby creating a dead angle of illumination and such lack of
visibility poses danger in driving at night or in darkness.

Therefore, it is highly desirable to invent a device to solve this problem and such device is of
high utility. An object of the present invention is to provide a direction turning device for a
headlight of the vehicle which renders to emission direction of a headlight of an automobile in
synchronization with steering and thus increases the illuminated area upon changes of direction
of the automobile when the automobile makes turns.
LITERATURE REVIEW:

1. Adaptive Headlight System for Accident Prevention by Shreyas, Kirthanaa

Raghuraman1, Padmavathy, S Arun Prasad, G.Devaradjane.

This paper focuses on the design and working of a microcontroller based Adaptive
Headlight System (AHS) for automobiles. The main purpose of this system is to present a cost
effective technique to illuminate blind spots while driving in the night and during the times when
the visibility is reduced significantly so as to make the objects visible in those darkened locations
and thereby prevent accidents. The system functions in accordance to the controlled input from
Atmel AT89S52 microcontroller unit which drives the stepper motors connected to the
headlights. The system is also designed to receive input from the indicator switch wherein a full
turn is achieved by the headlight mirror when the indicator input is given. Also, the adaptive
headlights are automatically switched on when the amount of light measured by a photo diode
falls below a threshold, thereby eliminating the need for the driver to switch on the headlights.
The concept of adaptive headlamps is not new in high end cars like Volvo, BMW, Audi etc.
where in these mechanisms are already employed but a rather different approach have been taken
in doing so.
Thus the adaptive headlight system is an optimal and cost effective solution to prevent
frequent accidents in the nights. The designed system provides step wise turns of the headlamps
on either side based on the controlled input given to the stepper motor attached to the lamps on
either side. The maximum degree of turn achieved on the left headlamp is 37 degrees and on the
right hand side is 43 degrees. The DC generator voltage input ranging from 0-5V triggers the
microcontroller unit thereby it generates equivalent output voltage to the stepper motor. The
stepper motor transduces this voltage value into corresponding turning angles and provides
adequate turn at the bends. Hence this system is reliable and ensures efficient and safe driving. In
future, the adaptive headlight system can be made more efficient by controlling the spread of the
light beam from the head lamps using an ‘automatic range extender’ depending on the vehicle
speed. The beam can be made to diverge when the vehicle is travelling at high speeds and can be
made to converge when the speed is low. Also automatic low beam high beam adjuster can be
incorporated to reduce accidents due to dazzling of lights.
2. A Review Paper On Intelligent Headlight System by Prof. G.S. Dhumal, Abhay N.
Shinde, Abhijeet R. Tad, Akshay A. Andhale, Prashant K. Pawar.

The topic of this project is steering controlled (or directional) headlights, that are usually
a separate set of headlights fitted to road vehicles beside the usual low beam/high beam
headlights and their feature is that they turn with the steering, so that the driver of the vehicle can
see the bend, what he is actually turning into. These type of headlights appeared on production
cars in the1920’s and are still around now a days, but not very popular, although they make night
time driving safer. The most famous car which featured these lights was the Citroen DS (1955-
1975), introduced on the1968 Paris Motor Show. The headlights can be connected to the steering
linkage by means of rods or cables, operated hydraulically by the power steering or now a days
electronically adjusted, even controlled by satellite navigation system. Our project is to make
new and modern Directional Headlights‖ in efficient manner by increasing the light angle.
Directional headlights are those headlights that provide improved lighting especially for
cornering. There are automobiles that have their headlights directly connected to the steering
mechanism so that its lights will follow the movement of the front wheels. Our project comprises
Gear mechanism. Gear mechanism is used to transmit motion and to reduce the no of rotations
from steering rod to cam shaft. According to our project, when the steering steers to the right, the
light bracket at right alone steers to right using spur and bevel gear mechanism and reduction
gears & vice versa.
Before we undertook this project our knowledge about directional headlights was limited.
After doing an extensive research for this project we have a wider knowledge of this field in
automotive technology, learnt useful information about different types of directional headlights.
We have searched the library of the college for relevant books and the internet for additional
information. During the build of an experimental model of directional headlights on a vehicle we
have improved our DIY skills and technical problem solving ability. Carrying out test with the
project vehicle has proved that this concept works and although such lights are not widely used
even nowadays, it does support the driver’s vision during night-time driving, helps to reduce
black spots while cornering and therefore reduces the risk of accidents, by helping to notice
persons or objects hidden in a bend earlier in advance. We are looking forward to see more road
vehicles equipped with directional headlights in serial production.
3. Design of Adaptive Headlights for Automobiles by Priyanka Dubal, Mr. Nanaware J.D.

The highest fatal traffic accident rate occurs on curved roads at nighttime. Night time
driving with conventional headlamps is particularly unsafe. Only 25% of the driving is done at
night but 55% of the driving accidents occur during this period. 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 aim is to improve visibility for driver
and so achieve a significant increase in safety and driving comfort. This calls for a flexible front
light for automobiles to illuminate road ahead in the night at corner. Adaptive front lighting
system (AFS) helps improve driver’s visibility at night time hence achieving enhance safety.
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.
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.
This paper propose the new system which is based on camera as input sensor to adjust the
horizontal rotation of headlamp and this newly proposed Adaptive front lighting system (AFS)
helps to improve driver’s visibility at night time hence achieving enhance safety. The future
work mainly concentrates on to invent a comprehensive AFS system which can be suitable for
complex road conditions including related to this paper. road surface water, corner, highway,
rural road and urban road and so on. The current static headlamp provides illumination in tangent
direction of the headlamp without any consideration towards the turning angle of road and the
distance between incoming vehicle and subject vehicle. The driver is therefore subjected to
insufficient illumination and unreliable or incomplete view of the road. It is therefore imperative
to study new technology. Adaptive front light system (AFS) is an innovative technology and is
being studied by researchers across the globe. The AFS controls the aiming direction and
lighting distribution of the low beams according to turn during cornering or turning and distance
between the incoming and subject vehicle.
4. Adaptive Headlight System Vijay Mandal, Vellington Roy, Deepak Chandra, Shubham
Yadu, Jitendra Yadav.

In present condition, highest fatal road accident occurs during night time. In most cases,
late identification of upcoming objects becomes the main cause. These conditions give the
forward headlight systems a key role in automobiles. In order to improve the visibility of
upcoming objects, this work aims to enhance the front headlight system and build a prototype for
steerable headlight system. It aims to replace the conventional headlight system with a steerable
one. Components of this steerable headlight system were tested. Different types of test were done
to improve its accuracy and response time. Finally the results were discussed and the steerable
headlight system was assembled. Four wheeler driving always carries lots of danger. Many
things are related to vehicles and driving atmosphere like road texture, darkness, visibility, track
unevenness. One of these main problems is darkness and late recognition of upcoming objects.
The conventional headlight fails to give the visibility of the upcoming objects at right time. Our
project tends to improve the visibility of such objects of road or path of turning. This
arrangement consists of mechanical parts like gears arrangements. A prototype will be building
and tested to improve driver's visibility.
The highest fatal road accidents occur on curved road. In most cases, late recognition of
object plays an essential role. This work aims to build headlight systems that improve the
visibility in the direction of travel. Since the ability of a human being to perceive and judge the
distance is considerably impaired at night time, the human eye requires light to see at night time.
An estimated 90% of all drivers make decision on what they see. Therefore drivers are incapable
to see the upcoming objects on the curves and this cause a road accident. Track unevenness is
also a major reason for night time road accident. This unevenness also causes a lot of damage to
the body parts of the vehicle, i.e.; chassis, suspension, wheels etc.
5. SMART ADAPTIVE VEHICLE LIGHTING SYSTEM by Ch Prithviraj, K. Archana
Bhange.

These days the number of accidents is increasing tremendously, especially at night. The
main reasons for such accidents are improper lighting conditions and glare of the vehicle
headlights. Hence this project “Smart Adaptive Vehicle Lighting System” (SAVLS) gives
solution to this problem. In the proposed system two features are implemented. They are (i)
Adaptive Control of Brightness of Headlights (ACBH) (ii) Remote Control of Vehicle
Headlights (RCVH). Brightness of headlights of a vehicle is controlled adaptively based on input
from camera that is headlights of the oncoming vehicle as well as headlights movement is
controlled based on the steering wheel sensor movement, by using the Raspberry pi3 model B
board and processing is done in Open Camera Vision (CV). Headlights are controlled remotely
by making use of Raspberry pi as an Apache Web Server and accessed by either smart phone or
personal computer (PC) through a web browser with internet connection using its IP Address.
In this paper, primarily adaptive control of brightness of headlights is done by capturing
the image of oncoming vehicle headlights and then calculating light intensity. Based on light
intensity brightness of headlight is adjusted in order to avoid glaring and illuminate the path
properly. Secondly Remote access of headlights of a vehicle is successfully controlled through
smart phone connected to internet where it utilizes PHP based web services. This feature will
help the user to find the vehicle whenever there is no proper lighting condition in the parking
lane/cellar. The proposed design has been tested and implemented in real time. This system when
integrated with existing vehicle features can be drawn into a commercial product.
PROBLEM STATEMENT:
The problem is that every time whenever a vehicle arrives from front, the driver is unable to see
so; he has to give some signals so that the driver of the vehicle understands he is not able to
view. Also when the user is driving on a slope from down to top he has to give dipper so that he
can see at the bottom. These problems are aimed to least those problem, every time user has to
control the lights.

NEED:
The most important and safety functions of vehicle are headlamp. There is large disparity
between daytime and night time traffic fatalities. So the light distribution of headlamps should be
able to fulfill all needs such as, no glare, sufficient illumination of light to avoid accidents.
In our daily life, while using vehicle at night we face a problem of blind spot when turning at
corner. Headlamps are parallel to body of vehicle so while turning to left as well as right light
illumination is tangential and insufficient for the driver so there is need of adaptive front light
system in which when vehicle turns left or right at corners of the road headlight also moves
according to turn and will get better light illumination. By using this adaptive front light system
we can avoid accidents up to the 50%.
METHODOLOGY:

Studying the conventional mechanism of headlamp

Studying working of sensors and programming for servo motors

Designing the mechanism for Movement of head lamp

Cad diagram

Material selection for Mechanism

Fabrication of mechanism
Phase I

-We started our work with literature survey.

-Search many research papers from various articles and published journal papers.

- Then we collected all the topic related data from these research papers and studied them in
detailed manner along with the standard reference books and academic books.

-Reference sites:

1. http://explore.ijert.org/
2. http://www.ijetcse.com/
3. http://industrialscience.org/
4. http://www.ijist.net/

-Worked on diff. Mechanisms that can be useful for our project.

-We have done a rough 2D sketch of model in Auto-CAD.

- After the final analysis and material selection we go out in the market to purchase the
required components with required specifications.

- In this purchasing process we approximately estimated the cost required to purchase the
components and for machining.

-We selected standard components.

- Finally, our product will be manufactured in second semester and results and testing will be
carried out.
PHASE II

Actual preparation of project:

-We will complete calculations of remaining parts.

-We will purchase standard components from market.

-We will be done a rough 3D model of our project.

- Manufacturing will be done.

-Assemble will be done.

-Testing of set up will be done.

-Representation of actual theoretical report.

CONCEPTUAL DIAGRAM:

Fig. 1 Working Principle

WORKING PRINCIPLE:

 Headlight is controlled by two sensors.

 First is gravity sensor and second is UV or IR sensor.
 On basis of those two sensors we are going to control two DOF of headlights.
 If the vehicle is climbing the head light will go dipper and if vehicle is travelling upside
down then it will adjust that is will be focus on road.
 Same for the turn, if vehicle is turning right, the focus will be turned to right and vice-
versa.
COMPONENTS USED:

1) Gravity Sensors:

The gravity sensor measures the acceleration effect of Earth's gravity on the device enclosing the
sensor. It is typically derived from the accelerometer, where other sensors (e.g.
the magnetometer and the gyroscope) help to remove linear acceleration from the data. The
Gravity unit is in m/s² like the accelerometer, and they are measured along the X, Y, and Z axes.

When a device with gravity sensor is held up, the source of gravity acceleration is, of course, the
gravity pulls of the Earth. Therefore, when the gravity sensor discloses the X, Y, Z components
of the sensed gravity, one can calculate the tilt of the device relative to the face of the Earth.
Ancient gravity sensors for measuring tilt were made by a small body (e.g. a sphere) that is
tittered to a wire connected to the device. Crude angular scales were used to determine the
inclination of the wire relative to a perpendicular reference line to the Earth.

In modern mobile devices, the physical sensor that measure acceleration is the the accelerometer.
The accelerometer, however, measures all the accelerations that affect the device, which are the
sum of the gravity acceleration and the actual linear acceleration that are associated with the
movement of the device. A crude estimate of the gravity on hand-held device can be made on the
accelerometer reading using a low-pass filter that minimizes the linear acceleration. Remember
that a hand-held device is most of the time stationary, and cannot sustain continuous acceleration
in one direction (unless the user travels within a vehicle that is subjected to wild accelerations).
Therefore, the linear acceleration components in the accelerometer measurement are transient in
nature, with a tendency to return to 0.
 Fig. 2 Gravity Sensor

2) IR sensor:
IR Sensors work by using a specific light sensor to detect a select light wavelength in the Infra-
Red (IR) spectrum. By using an LED which produces light at the same wavelength as what the
sensor is looking for, you can look at the intensity of the received light. When an object is close
to the sensor, the light from the LED bounces off the object and into the light sensor. This results
in a large jump in the intensity, which can be detected using a threshold.

A passive infrared sensor (PIR sensor) is an electronic sensor that measures infrared (IR) light

radiating from objects in its field of view. They are most often used in PIR-based motion
detectors. PIR sensors are commonly used in security alarms and automatic lighting applications.
PIR sensors detect general movement, but do not give information on who or what moved. For
that purpose, an active IR sensor is required.

PIR sensors are commonly called simply "PIR", or sometimes "PID", for "passive infrared
detector". The term passive refers to the fact that PIR devices do not radiate energy for detection
purposes. They work entirely by detecting infrared radiation (radiant heat) emitted by or
reflected from objects.
An infrared sensor is an electronic instrument that is used to sense certain characteristics of its
surroundings. It does this by either emitting or detecting infrared radiation. Infrared sensors are
also capable of measuring the heat being emitted by an object and detecting motion.

Infrared technology is found not just in industry, but also in every-day life. Televisions, for
example, use an infrared detector to interpret the signals sent from a remote control. Passive
Infrared sensors are used for motion detection systems, and LDR sensors are used for outdoor
lighting systems. The key benefits of infrared sensors include their low power requirements, their
simple circuitry and their portable features.

Infrared Radiation Theory

Infrared waves are not visible to the human eye. In the electromagnetic spectrum, infrared
radiation can be found between the visible and microwave regions. The infrared waves typically
have wavelengths between 0.75 and 1000µm.

The infrared spectrum can be split into near IR, mid IR and far IR. The wavelength region from
0.75 to 3µm is known as the near infrared region. The region between 3 and 6µm is known as the
mid-infrared region, and infrared radiation which has a wavelength greater higher than 6µm is
known as far infrared.

The Foundations of Infrared Science

The theory of infrared spectroscopy had been around since F.W. Herschel discovered infrared
light in 1800. Herschel conducted an experiment using a prism to refract light from the sun and
was able to detect the presence of infrared radiation beyond the red part of the visible spectrum
using a thermometer to measure an increase in temperature.

The Types of Infrared Sensors

Infrared sensors can be active or passive and they can be split into two main types:

 Thermal infrared sensors – use infrared energy as heat. Their photo sensitivity is
independent of the wavelength being detected. Thermal detectors do not require cooling
 but do have slow response times and low detection capabilities. Read more about
Thermal Infrared Sensors here.

 Quantum infrared sensors – provide higher detection performance and faster response
speed. Their photo sensitivity is dependent on wavelength. Quantum detectors have to be
cooled in order to obtain accurate measurements.

The Working Principle of Infrared Sensors

The physics behind infrared sensors is governed by three laws:

1. Planck’s radiation law: Every object at a temperature T not equal to 0 K emits radiation

 
2. Stephan Boltzmann Law: The total energy emitted at all wavelengths by a black body is
related to the absolute temperature
 
3. Wein’s Displacement Law: Objects of different temperature emit spectra that peak at
different wavelengths

All objects which have a temperature greater than absolute zero (0 Kelvin) possess thermal
energy and are sources of infrared radiation as a result.

Sources of infrared radiation include blackbody radiators, tungsten lamps and silicon carbide.
Infrared sensors typically use infrared lasers and LEDs with specific infrared wavelengths as
sources.

A transmission medium is required for infrared transmission, which can be comprised of either a
vacuum, the atmosphere or an optical fiber.

Optical components such as optical lenses made from quartz, CaF2, Ge and Si, polyethylene
Fresnel lenses and Al or Au mirrors are used to converge or focus the infrared radiation. In order
to limit spectral response, band-pass filters can be used.
Next, infrared detectors are used to detect the radiation which has been focused. The output from
the detector is usually very small and hence pre-amplifiers coupled with circuitry are required to
further process the received signals.

The Key Applications of Infrared Technology

Night Vision Devices

Infrared technology is implemented in night vision equipment if there is not enough visible light
available to see unaided. Night vision devices convert ambient photons of light into electrons and
then amplify them using a chemical and electrical process before finally converting them back
into visible light. Read more about infrared technology in night vision devices here.

Infrared Astronomy

Infrared astronomy is a field of astronomy which studies astronomical objects that are visible in
infrared radiation. By using telescopes and solid-state detectors, astronomers are able to observe
objects in the universe which are impossible to detect using light in the visible range of the
electromagnetic spectrum.

Infrared observatories have been set up in space such as the Spitzer Space Telescope and the
Herschel Space Observatory have been set up in space. The observatories are not affected by the
absorption of infrared light by water vapor in the Earth's atmosphere.

Infrared Tracking

Infrared tracking, also known as infrared homing, is a missile guidance system which operates
using the infrared electromagnetic radiation emitted from a target to track it. These missile
systems are often known as 'heat-seekers' as infrared is radiated strongly by hot bodies such as
people, vehicles and aircraft.
Art History and Restoration

Infrared reflectography is used by art historians in order to reveal hidden layers in paintings. This
reflectography technique is useful in helping to decide whether a painting is an original version
or a copy, and whether it has been altered by restoration work.

Hyperspectral Imaging

Hyperspectral imaging accumulates and processes information from across the electromagnetic

spectrum and can be used to track nanoparticles inside large living organisms.

Other Key Application Areas

Other key application areas that use infrared sensors include:

 Climatology
 Meteorology
 Photo bio modulation
 Gas detectors
 Water analysis
 Anesthesiology testing
 Petroleum exploration
 Rail safety

Fig. 3 IR Sensor
 3) Servo Motor:

A servomotor is a rotary actuator or linear actuator that allows for precise control of angular or

linear position, velocity and acceleration. It consists of a suitable motor coupled to a sensor for
position feedback. It also requires a relatively sophisticated controller, often a dedicated module
designed specifically for use with servomotors.

Servomotors are not a specific class of motor although the term servomotor is often used to refer
to a motor suitable for use in a closed-loop control system.

Servomotors are used in applications such as robotics, CNC machinery or automated

manufacturing.

A servomotor is a closed-loop servomechanism that uses position feedback to control its motion

and final position. The input to its control is a signal (either analogue or digital) representing the
position commanded for the output shaft.

The motor is paired with some type of encoder to provide position and speed feedback. In the
simplest case, only the position is measured. The measured position of the output is compared to
the command position, the external input to the controller. If the output position differs from that
required, an error signal is generated which then causes the motor to rotate in either direction, as
needed to bring the output shaft to the appropriate position. As the positions approach, the error
signal reduces to zero and the motor stops.

The very simplest servomotors use position-only sensing via a potentiometer and bang-bang

control of their motor; the motor always rotates at full speed (or is stopped). This type of
servomotor is not widely used in industrial motion control, but it forms the basis of the simple
and cheap servos used for radio-controlled models.

More sophisticated servomotors use optical rotary encoders to measure the speed of the output
shaft and a variable-speed drive to control the motor speed.  Both of these enhancements, usually
in combination with a PID control algorithm, allow the servomotor to be brought to its
commanded position more quickly and more precisely, with less overshooting.
Servos are controlled by sending an electrical pulse of variable width, or pulse width modulation
(PWM), through the control wire. There is a minimum pulse, a maximum pulse and a repetition
rate. A servo motor can usually only turn 90° in either direction for a total of 180° movement.
The motor's neutral position is defined as the position where the servo has the same amount of
potential rotation in the both the clockwise or counter-clockwise direction. ATEMGA 328 is 8-
bit microcontroller used as the CPU of the system.

On this system we are going to implement total three features as below

• Turning head lights with steering
• Turn ON/OFF headlight
• Turn Side light ON/OFF

We decided to give first priority to the turning of head lights as that is the event that can occur at
any time. Then second priority goes to turning head lights ON/OFF. And last priority goes to
changing the state of the side indicators. Event of turning the headlight will be triggered with
help of the IR sensor. As we aware with the IR sensor principle we will place two IR sensors on
either side of the steering at the predefined angle. IR transmitter will be connected with steering
and receiver will be places on either side as steering turns transmitter will also get turned and
transmitted signal will be received by the receiver and it will generate pulse that pulse will be
considered as the trigger for indication of turning of steering and accordingly we will start the
rotation of the servo motor. Turning OFF/ON state of the headlight will be decided on the day
light intensity. LDR will be used to sense light intensity when light intensity is less headlights
will gets turned on. Side indicators are used mostly in foggy conditions and that condition can be
determined with help of moisture sensor. And moisture level will be used to turn side light
ON/OFF. In order to execute this we are going to code the micro controller with the embedded C
and Aurdino IDE will be used to compile the code.
 Fig. 4 Servo Motor

4. RACK & PINION:

A rack and pinion is a type of linear actuator that comprises a circular gear (the pinion)

engaging a linear gear (the rack), which operate to translate rotational motion into linear motion.
Driving the pinion into rotation causes the rack to be driven linearly. Driving the rack linearly
will cause the pinion to be driven into a rotation.

For example, in a rack railway, the rotation of a pinion mounted on a locomotive or

a railcar engages a rack between the rails and forces a train up a steep slope.

For every pair of conjugate involute profile, there is a basic rack. This basic rack is the profile of
the conjugate gear of infinite pitch radius (i.e. a toothed straight edge).

A generating rack is a rack outline used to indicate tooth details and dimensions for the design of
a generating tool, such as a hob or a gear shaper cutter.

Rack and pinion combinations are often used as part of a simple linear actuator, where the
rotation of a shaft powered by hand or by a motor is converted to linear motion.

The rack carries the full load of the actuator directly and so the driving pinion is usually small, so
that the gear ratio reduces the torque required. This force, thus torque, may still be substantial
and so it is common for there to be a reduction gear immediately before this by either a gear
or worm gear reduction. Rack gears have a higher ratio, thus require a greater driving torque,
than screw actuators.

Stairlifts

Most stairlifts today operate using the rack and pinion system.[

Steering

Fig. 5 Rack steering in an automobile

A rack and pinion is commonly found in the steering mechanism of cars or other wheeled,

steered vehicles. Rack and pinion provides less mechanical advantage than other mechanisms
such as recirculating ball, but less backlash and greater feedback, or steering "feel". The
mechanism may be power-assisted, usually by hydraulic or electrical means.

The use of a variable rack (still using a normal pinion) was invented by Arthur Ernest
Bishop[2] in the 1970s, so as to improve vehicle response and steering "feel," especially at high
speeds. He also created a low cost press forging process to manufacture the racks, eliminating
the need to machine the gear teeth.

A rack and pinion with two racks and one pinion is used in actuators. An example is pneumatic
rack and pinion actuators that can be used to control valves in pipeline transport. The actuators in
the picture on the right are used to control the valves of large water pipeline. In the top actuator,
a gray control signal line can be seen connecting to a solenoid valve (the small black box
attached to the back of the top actuator), which is used as the pilot for the actuator. The solenoid
valve controls the air pressure coming from the input airline (the small green tube). The output
air from the solenoid valve is fed to the chamber in the middle of the actuator, increasing the
pressure. The pressure in the actuator's chamber pushes the pistons away. While the pistons are
moving apart from each other, the attached racks are also moved along the pistons in the
opposite directions of the two racks. The two racks are meshed to a pinion at the direct opposite
teeth of the pinion. When the two racks move, the pinion is turned, causing the attached main
valve of the water pipe to turn.

Fig. 6 Rack & pinion

DESIGN:

CAD:-

Computer-aided design (CAD) is the use of computer systems (or workstations) to aid in the

creation, modification, analysis, or optimization of a design. CAD software is used to increase
the productivity of the designer, improve the quality of design, improve communications through
documentation, and to create a database for manufacturing. CAD output is often in the form of
electronic files for print, machining, or other manufacturing operations. The
term CADD (for Computer Aided Design and Drafting) is also used.

Its use in designing electronic systems is known as electronic design automation (EDA).

In mechanical design it is known as mechanical design automation (MDA) or computer-aided
drafting (CAD), which includes the process of creating a technical drawing with the use
of computer software.

CAD software for mechanical design uses either vector-based graphics to depict the objects of
traditional drafting, or may also produce raster graphics showing the overall appearance of
designed objects. However, it involves more than just shapes. As in the
manual drafting of technical and engineering drawings, the output of CAD must convey
information, such as materials, processes, dimensions, and tolerances, according to application-
specific conventions.

CAD may be used to design curves and figures in two-dimensional (2D) space; or curves,
surfaces, and solids in three-dimensional (3D) space.

CAD is an important industrial art extensively used in many applications,

including automotive, shipbuilding, and aerospace industries, industrial and architectural
design, prosthetics, and many more. CAD is also widely used to produce computer
animation for special effects in movies, advertising and technical manuals, often called
DCC digital content creation. The modern ubiquity and power of computers means that even
perfume bottles and shampoo dispensers are designed using techniques unheard of by engineers
of the 1960s. Because of its enormous economic importance, CAD has been a major driving
force for research in computational geometry, computer graphics (both hardware and software),
and discrete differential geometry.

The design of geometric models for object shapes, in particular, is occasionally called computer-

aided geometric design (CAGD)

USES:

Computer-aided design is one of the many tools used by engineers and designers and is used in
many ways depending on the profession of the user and the type of software in question.

CAD is one part of the whole Digital Product Development (DPD) activity within the Product
Lifecycle Management (PLM) processes, and as such is used together with other tools, which are
either integrated modules or stand-alone products, such as:

 Computer-aided engineering (CAE) and Finite element analysis (FEA)

 Computer-aided manufacturing (CAM) including instructions to Computer Numerical
Control (CNC) machines
 Photorealistic rendering and Motion Simulation.
 Document management and revision control using Product Data Management (PDM).

CAD is also used for the accurate creation of photo simulations that are often required in the
preparation of Environmental Impact Reports, in which computer-aided designs of intended
buildings are superimposed into photographs of existing environments to represent what that
locale will be like, where the proposed facilities are allowed to be built. Potential blockage of
view corridors and shadow studies are also frequently analyzed through the use of CAD.

CAD has been proven to be useful to engineers as well. Using four properties which are history,
features, parameterization, and high-level constraints. The construction history can be used to
look back into the model's personal features and work on the single area rather than the whole
model. Parameters and constraints can be used to determine the size, shape, and other properties
of the different modeling elements. The features in the CAD system can be used for the variety
of tools for measurement such as tensile strength, yield strength, electrical or electromagnetic
properties. Also its stress, strain, timing or how the element gets affected in certain temperatures,
etc.

TYPES:

There are several different types of CAD, each requiring the operator to think differently about
how to use them and design their virtual components in a different manner for each.

There are many producers of the lower-end 2D systems, including a number of free and open-
source programs. These provide an approach to the drawing process without all the fuss over
scale and placement on the drawing sheet that accompanied hand drafting since these can be
adjusted as required during the creation of the final draft.

3D wireframe is basically an extension of 2D drafting (not often used today). Each line has to be
manually inserted into the drawing. The final product has no mass properties associated with it
and cannot have features directly added to it, such as holes. The operator approaches these in a
similar fashion to the 2D systems, although many 3D systems allow using the wireframe model
to make the final engineering drawing views.

3D "dumb" solids are created in a way analogous to manipulations of real-world objects (not

often used today). Basic three-dimensional geometric forms (prisms, cylinders, spheres, and so
on) have solid volumes added or subtracted from them as if assembling or cutting real-world
objects. Two-dimensional projected views can easily be generated from the models. Basic 3D
solids don't usually include tools to easily allow motion of components, set limits to their motion,
or identify interference between components.

There are two types of 3D Solid Modeling

1. Parametric modeling allows the operator to use what is referred to as "design intent". The
objects and features created are modifiable. Any future modifications can be made by
changing how the original part was created. If a feature was intended to be located from
the center of the part, the operator should locate it from the center of the model. The
feature could be located using any geometric object already available in the part, but this
random placement would defeat the design intent. If the operator designs the part as it
 functions the parametric modeler is able to make changes to the part while maintaining
geometric and functional relationships.
2. Direct or Explicit modeling provide the ability to edit geometry without a history tree. With
direct modeling, once a sketch is used to create geometry the sketch is incorporated into
the new geometry and the designer just modifies the geometry without needing the
original sketch. As with parametric modeling, direct modeling has the ability to include
relationships between selected geometry (e.g., tangency, concentricity).

Top end systems offer the capabilities to incorporate more organic, aesthetics and ergonomic
features into designs. Freeform surface modeling is often combined with solids to allow the
designer to create products that fit the human form and visual requirements as well as they
interface with the machine.

Fig. 5 CATIA Model

 Fig. 6 Drafting of Model

CALCULATIONS FOR ADAPTIVE HEADLIGHT SYSTEM-

Mass of vehicle – 1200 kg

Mass of vehicle with driver – 1280 kg

Mass on front wheel – 0.45 x 1280 = 576 kg

Mass on rear wheel – 704 kg

Coefficient of friction is considered as 0.7

The basic concept is that torque required to turn the wheel should be more than resisting torque
by friction

Force of friction on one wheel = µ x g x corner mass acting on wheel

= 0.7 x 9.81 x 288

= 1977.6 N

We know that steer happens about king pin axis of car

Input torque from ground (on one wheel) = force of friction x perpendicular distance from
contact path to king pin axis

Torque due to friction = 1977 / 52 = 38 Nm

This torque will be equal to lateral push from tie rod

Torque due to lateral push = force on tie rod x 0.094

Force on tie rod = 402 N

As we know tie rod pushing the tire from one side and pulling it from other side

So, Total force on rack – 402 x 2 = 804 N nearly 1000N is considered for safe design

Radius of pinion – 40 mm = 0.04 m

Torque on pinion – 1000 x 0.040 = 40 Nm

Torque on steering wheel – torque on pinion

So, generally above 40 Nm maximum torque is considered for safe design

The amount of torque required for vehicle steering to turn

The minimum amount of torque required to turn the vehicle is 40 N-m.

T = 40 Nm

R = 0.15m

F = T / R = 267 N = Ft

P = 2ΠNT / 60

= 2Π* 30 *40 / 60

= 126 W

II] Spur gear design-

Given:

1. Here we are reducing the speed and increasing the torque by adjusting the gear ratio
accordingly

Np = 30

NG = 30

2. Power transmitted = 126 watt

3. As the power transmitted very low load is also low

We select the grey C.I. material for both gear and pinion

Hence,

(Sut)p = 260 N/mm2 and 197 min ………………..Brinell hardness (H.B.)

(Sut)G = 260 N/mm2 and 197 min ………………..Brinell hardness (H.B.)

4. Let Nf = 1 ……………… (Factor of safety)

Design by considering 200 full depth involute system Ɵ= 200.[design data book pg no. 17.3]

6. Each width of gear and pinion tooth b= 10m (optimum value)

8m<b<12m ……….(range of b)

A] now no of teeth is given as,

G= Np /NG

G=30/30=1

Now, G =Zg /Zp

1= Zg /Zp

Zp= Zg = 18………theoretically

Zp = Zg = 17 …..practically [D.DB = 17.3 pg . no]

B] Beam strength

Бbg = бbg = (Sut)p/3 = 260/3 = 86.66 N/mm2

Lewis form factor,

Yp = 0.848- (2.87/ Zp)

Yp = 0.848- (2.87/ 17)

Yp = Yg = 0.315

So,

i) бbg * Yg = 86.66 * 3.15 = 27.297 N/mm2

Both have same strength

Fb = бbp * Yp mb
= 27.297 * 10m *m

= 272.97 m2

C] wear strength is calculated as,

dp = m Zp

dp = m (17)

dp = (17) m

Q = (2. Zg / Zp + Zg )

Q = (2*17/ 17 + 17 )

Q=1

K = 0.16 [BHN /1002] = 0.16 [197/1002]

K = 0.620

Now,

Fw = dp . b. Q. K

= 17m * 10m * 1m * 0.620

Fw = 105.4m2 N

As Fw > Fb hence gear pair is weaker in pitting

Hence it should be designed against pitting failure

D] Effective load

V = (π dp np/60 * 1000)

= (π *17m*30/60 * 1000)

= 0.0267m m/s
Ft = P/V = (60 / 0.0267m)= (2246.8/m)

Kv = (3/3+v)

= (3/3+ 0.0534m) (for very low accuracy and for v< 10 m/s, table no. 1.13 R.B. Patil)

Feff= (Ka * Km * Ft / Kv)

Here, Ka = 1, Km =1.5 …(std value for lower power transmission)

Feff=(1*1.5)/[3/3+0.0534] * (2246.8/m)

Feff=[(1*1.5)(3+0.0534)/3] * (2246.8/m)

Feff=[(3+0.0534) * 0.5/3] * (2246.8/m)

Feff = [1123.4(3+0.0534m)] / m

But, Fw = Nf * Feff

105.4 * m2 = 3370.2 + 59.98 m

105.4m3 -59.98 m – 3370.2 = 0

m= 3.23

m= 4 (selecting std. available table no. 17.3 page no. 17.2)

Hence, dimension of gear pair will be,

m= 4, Zp = 17, Zg = 17

dp = 4 *17 = 68 mm

dg = 68 mm

a = 68 mm

ha = m=4mm

hf = 1.25 * m= 5 mm
C = 1 m = 1000 mm

hk = 2m = 8mm

h = 9 mm

pt = 423.52 N

pr= 154.15 N

Mt = 9 Nm

Filled radius = 1.6mm

Tooth space=6.283 mm

1) (Mt ) torque transmitted by gears = 40 Nm = 40000 Nmm

2) Tangential component of the resultant tooth force = pt = 2Mt / dp = 1176 N

3) Radial component of the resultant tooth force = pr = pt tanФ= 428.20 N

III] Shaft design-

From Design data book-- (pg no.9.7, table no. 9.8)

Ɵ = 30 per meter length

Ɵ = 584 * Mt*l/Gd4

3 = 584 * 40000 * 200/79300 * d4

d4 = 584 * 9000 * 200/79300 * 3

d= 11.83 mm

d=12mm………………..std. available

Table no. 9.3, ISRO 10, sectional area = 0.785 m2; Mass per meter length = 0.617 kg

COST ESTIMATION:
 Cost estimation may be defined as the process of forecasting the expenses that must be
incurred to manufacture a product. These expenses take into a consideration all expenditure
involved in a design and manufacturing with all related services facilities such as pattern making,
tool, making as well as a portion of the general administrative and selling costs.

PURPOSE OF COST ESTIMATION:

1. To determine the selling price of a product for a quotation or contract so as to ensure a

reasonable profit to the company.
2. Check the quotation supplied by vendors.
3. Determine the most economical process or material to manufacture the product.
4. To determine standards of production performance that may be used to control the cost.

TYPES OF COST ESTIMATION:

1. Material cost
2. Machining cost

Material Cost Estimation

Material cost estimation gives the total amount required to collect the raw material which
has to be processed or fabricated to desired size and functioning of the components.

These materials are divided into two categories.

1. Material for fabrication:

In this the material in obtained in raw condition and is manufactured or processed to
finished size for proper functioning of the component.

2. Standard purchased parts:

 This includes the parts which was readily available in the market like Allen screws etc. A
list is forecast by the estimation stating the quality, size and

standard parts, the weight of raw material and cost per kg. For the fabricated parts.

Machining Cost Estimation

This cost estimation is an attempt to forecast the total expenses that may include
manufacturing apart from material cost. Cost estimation of manufactured parts can be considered
as judgment on and after careful consideration which includes labor, material and factory
services required to produce the required part.

PROCEDURE FOR CALCULATION OF MATERIAL COST:

The general procedure for calculation of material cost estimation is after designing a project,

1. A bill of material is prepared which is divided into two categories.

a. Fabricated components
b. Standard purchased components
2. The rates of all standard items are taken and added up.
3. Cost of raw material purchased taken and added up.

SR. NO. COMPONENT COST

1. Gravity Sensor 1000
2. IR Sensor 200
3. Servomotor 700
4. Frame 1500
5. Rack & pinion 1000

Total Cost = Cost of Components + Cost of Machining = 6000/-

PROCESS SHEET:
Following operations were while fabricate the project

Cutting: -

Cutting is the separation or opening of a physical object, into two or more portions, through the
application of an acutely directed force.

Implements commonly used for cutting are the knife and saw, or in medicine and science the
scalpel and microtome. However, any sufficiently sharp object is capable of cutting if it has a
hardness sufficiently larger than the object being cut, and if it is applied with sufficient force.
Even liquids can be used to cut things when applied with sufficient force (see water jet cutter).

The material as our required size. The machine used for this operation is power chop saw. A
power chop saw, also known as a drop saw, is a power tool used to make a quick,
accurate crosscut in a work piece at a selected angle. Common uses include framing operations
and the cutting of moulding. Most chop saws are relatively small and portable, with common
blade sizes ranging from eight to twelve inches.

The chop saw makes cuts by pulling a spinning circular saw blade down onto a work piece in a
short, controlled motion. The work piece is typically held against a fence, which provides a
precise cutting angle between the plane of the blade and the plane of the longest work piece
edge. In standard position, this angle is fixed at 90°. A primary distinguishing feature of the
mitre saw is the mitre index that allows the angle of the blade to be changed relative to the fence.
While most mitre saws enable precise one-degree incremental changes to the mitre index, many
also provide "stops" that allow the miter index to be quickly set to common angles (such as 15°,
22.5°, 30°, and 45°). The time required for this operation is 50 minutes.

Welding: -

Welding is a fabrication or sculptural process that joins materials, usually metals or

thermoplastics, by using high heat to melt the parts together and allowing them to cool causing
fusion. Welding is distinct from lower temperature metal-joining techniques such as brazing and
soldering, which do not melt the base metal.

In addition to melting the base metal, a filler material is typically added to the joint to form a
pool of molten material (the weld pool) that cools to form a joint that, based on weld
configuration (butt, full penetration, fillet, etc.), can be stronger than the base material (parent
metal). Pressure may also be used in conjunction with heat, or by itself, to produce a weld.
Welding also requires a form of shield to protect the filler metals or melted metals from being
contaminated or oxidized.

Square pipes of different lengths to make frame. The machine used for this operation is electric
arc welding. Electrical arc welding is the procedure used to join two metal parts, taking
advantage of the heat developed by the electric arc that forms between an electrode (metal filler)
and the material to be welded. The welding arc may be powered by an alternating current
generator machine (welder). This welding machine is basically a single-phase static transformer
Suitable for melting RUTILE (sliding) acid electrodes. Alkaline electrodes may also be melted
by alternating current if the secondary open-circuit voltage is greater than 70 V.
The welding current is continuously regulated (magnetic dispersion) by turning the hand wheel
on the outside of the machine, which makes it possible to select the current value, indicated on a
special graded scale, with the utmost precision. To prevent the service capacities from being
exceeded, all of our machines are fitted with an automatic overload protection which cuts of the
power supply (intermittent use) in the event of an overload. The operator must then wait for a
few minutes before returning to work. This welding machine must be used only for the purpose
described in this manual. Read the entire contents of this manual before installing, using or
servicing the equipment, paying special attention to the chapter on safety precautions. Contact
your distributor if you do not fully understand these instructions. The time required for this
operation is 120 minutes.

Drilling: -
Drilling is a cutting process that uses a drill bit to cut a hole of circular cross-section in solid
materials. The drill bit is usually a rotary cutting tool, often multi-point. The bit is pressed
against the work-piece and rotated at rates from hundreds to thousands of revolutions per minute.
This forces the cutting edge against the work-piece, cutting off chips (swarf) from the hole as it
is drilled.

In rock drilling, the hole is usually not made through a circular cutting motion, though the bit is
usually rotated. Instead, the hole is usually made by hammering a drill bit into the hole with
quickly repeated short movements. The hammering action can be performed from outside the
hole (top-hammer drill) or within the hole (down-the-hole drill, DTH). Drills used for horizontal
drilling are called drifter drills.

In rare cases, specially-shaped bits are used to cut holes of non-circular cross-section; a square
cross-section is possible.
Drilled holes are characterized by their sharp edge on the entrance side and the presence of burrs
on the exit side (unless they have been removed). Also, the inside of the hole usually has helical
feed marks.

Drilling may affect the mechanical properties of the work piece by creating low residual stresses
around the hole opening and a very thin layer of highly stressed and disturbed material on the
newly formed surface. This causes the work piece to become more susceptible to corrosion and
crack propagation at the stressed surface. A finish operation may be done to avoid these
detrimental conditions.

For fluted drill bits, any chips are removed via the flutes. Chips may form long spirals or small
flakes, depending on the material, and process parameters. The type of chips formed can be an
indicator of the machinability of the material, with long chips suggesting good material
machinability.
Finishing: -

Finishing is a broad range of industrial processes that alter the surface of a manufactured item to
achieve a certain property. Finishing processes may be employed to: improve appearance,
adhesion or wettability, solder ability, corrosion resistance, tarnish resistance, chemical
resistance, wear resistance, hardness, modify electrical conductivity, remove burrs and other
surface flaws, and control the surface friction. In limited cases some of these techniques can be
used to restore original dimensions to salvage or repair an item.

An unfinished surface is often called mill finish.

The edges with grinder using grinding wheel. The machine used for this operation is hand
grinder. An angle grinder, also known as a side grinder or disc grinder, is a handheld power
tool used for cutting, grinding and polishing. Angle grinders can be powered by an electric
motor, petrol engine or compressed air.

The motor drives a geared head at a right-angle on which is mounted an abrasive disc or

a thinner cut-off disc, either of which can be replaced when worn. Angle grinders typically have
an adjustable guard and a side-handle for two-handed operation. Certain angle grinders,
depending on their speed range, can be used as sanders, employing a sanding disc with a backing
pad or disc. The backing system is typically made of hard plastic, phenolic resin, or medium-
hard rubber depending on the amount of flexibility desired. The time required for this operation
is 20 minutes.
Polishing: -

Polishing is the process of creating a smooth and shiny surface by rubbing it or using a chemical
action, leaving a surface with a significant specular reflection (still limited by the index of
refraction of the material according to the Fresnel equations.) In some materials (such as metals,
glasses, black or transparent stones), polishing is also able to reduce diffuse reflection to minimal
values. When an unpolished surface is magnified thousands of times, it usually looks like
mountains and valleys. By repeated abrasion, those "mountains" are worn down until they are
flat or just small "hills." The process of polishing with abrasives starts with coarse ones and
graduates to fine ones.

The welded joints with hand grinder using grinding wheel. The machine used for this operation
is hand grinder. With refinement, grinding becomes polishing, either in preparing metal surfaces
for subsequent buffing or in the actual preparation of a surface finish, such as a No. 4 polish in
which the grit lines are clearly visible. Generally speaking, those operations which serve mainly
to remove metal rapidly are considered as grinding, while those in which the emphasis is centred
on attaining smoothness are classified as polishing. Grinding employs the coarser grits as a rule
while most polishing operations are conducted with grits of 80 and finer. If polishing is required,
start with as fine grit as possible to reduce finishing steps. There is a wide range of grinding and
polishing tools on the market and advice is available from ASSDA members to assist in
particular applications. Polishing operations are conducted with the abrasive mounted either on
made-up shaped wheels or belts which provide a resilient backing. The base material may be in
either a smooth rolled or a previously ground condition. If the former, the starting grit size may
be selected in a range of 80 to 100. If the latter, the initial grit should be one of sufficient
coarseness to remove or smooth out any residual cutting lines or other surface imperfections left
over from grinding. In either case, the treatment with the initial grit should be continued until a
good, clean, uniform, blemish-free surface texture is obtained. The initial grit size to use on a
pre-ground surface may be set at about 20 numbers finer than the last grit used in grinding, and
changed, if necessary, after inspection. Upon completion of the initial stage of polishing, wheels
or belts are changed to provide finer grits. Polishing speeds are generally somewhat higher than
those used in grinding. A typical speed for wheel operation is 2500 meters per minute. The time
required for this operation is 20 minutes.
SAFETY PRECAUTIONS:

The following points should be considered for the safe operation of machine

And to avoid accidents: -

 All the parts of the machine should be checked to be in perfect alignment.

 All the nuts and bolts should be perfectly tightened.
 The operating switch should be located at convenient distance from the operator so as to
control the machine easily.
 The inspection and maintenance of the machine should be done from time to time.
 All the nuts and bolts should be perfectly tightened.
 The operating switch should be located at convenient distance from the operator so as to
control the machine easily.
 The inspection and maintenance of the machine should be done from time to time.
PLAN OF PROPOSED WORK:
Sr. July Jan
Activity/month Aug Sept Oct Nov Dec Feb March
No 16 17

1 Search of topic

Selection of topic
2 and research
papers

Finalizing of
3
sponsored project

4 Literature review

Basic diagram and

5 study of
components

Cad diagram and

starting the
6
calculation of
components

7 Calculations

Finalizing the
calculations and
8 preparing the final
cad diagram with
dimensions

Starting
9
manufacturing
 Buying the
standard
10
components from
market

11 Testing of model

Rough draft of
12
report

13 Final report

CONCLUSION-
 We have designed and developed a head light system which can adapt according to the
requirements.
 The design is done using CATIA V5 R20 software, and accordingly calculations are
done.

REFERENCES:

1. Adaptive Headlight System for Accident Prevention by Shreyas , Kirthanaa

Raghuraman1, Padmavathy , S Arun Prasad, G.Devaradjane.
2. A Review Paper On Intelligent Headlight System by Prof. G.S. Dhumal, Abhay N.
Shinde, Abhijeet R. Tad, Akshay A. Andhale, Prashant K. Pawar.

3. Design of Adaptive Headlights for Automobiles by Priyanka Dubal, Mr. Nanaware J.D.

4. Adaptive Headlight System Vijay Mandal, Vellington Roy, Deepak Chandra, Shubham
Yadu, Jitendra Yadav.

5. SMART ADAPTIVE VEHICLE LIGHTING SYSTEM by Ch Prithviraj, K. Archana

Bhange.