2014 IEEE International Conference on Vehicular Electronics and Safety (ICVES)
December 16-17, 2014. Hyderabad, India
UNIVERSAL ADAPTIVE HEADLIGHT SYSTEM
Jyotiraman De
Abstract— Today society strongly depends on
transportability of both people and goods and is expected to
grow further in the future. Along with this growth in number of
vehicles on road, need of safety increases. By various analysis it
was found that improper visual at sharp turns during night
time may lead to accidents. Active safety systems can be
designed to avoid these types of accidents and increase degree of
safety in automobiles. In order to facilitate all the vehicles
running on road with dynamic lighting system, this work aims
to design and develop a cheap and effective Universal
Automatic Headlight System. This system will try to control the
beam angle using LED’s based on Steering Wheel rotation. This
will be done by a relay circuit that switches the LED bulbs glow
from 10, 20 and 30 deg. LED bulbs will be used due to their low
power consumption and high power output characteristic. This
system is easily implemented on the bumper and will also take
care of the glare problem faced by the opposite vehicle driver.
I. INTRODUCTION
Actual studies show, that 40 % of all accidents occur at
night although the part of the drives during at night represent
only 20% of all drives. In comparison to the daytime the risk
to be involved in an accident at night is three times higher.
Also when facing situations of poor visibility, vulnerable
road users are particularly exposed i.e. 40% of pedestrian
fatalities occur at dawn. These studies demonstrate that the
road accidents and development of headlights are thus a
matter of great concern [1-4].
The primary task of a headlamp is to illuminate the road
for the driver. Secondary it generates a typical signal aspect
to identify the vehicle for the oncoming traffic. Furthermore
the glare of other road users must be avoided. These tasks
seem to be trivial, but it is not elementary to perform them in
every situation [5-7].
Previous headlamps are almost static systems. They offer
only two possibilities to modify the light distribution –low
beam and high beam. But environment and cars are not
static. They are high dynamic systems with changeable
conditions, for example the weather or the road geometry.
Thus an optimal lighting system should be able to serve
mainly the curved roads and intersections. The development
objective of a modern headlamp is a high dynamic system,
which is able to adapt on a multitude of facts [1-7].
For several years some car manufactures offers adaptive
front lighting systems, for example the dynamic or static
Jyotiraman De is with the Department of Mechanical Engineering, G. H.
Raisoni College of Engineering, Nagpur - 16, India(Phone: 91-
9028570715; e-mail: de_jyotiraman.ghrcemtechcad@raisoni.net)
978-1-4799-1882-9/14/$31.00 ©2014 IEEE
bending light. But up to now these adaptive systems are not
mandatory. Thus only a few cars in the road traffic are
equipped with this technology [2-3].
LED bulbs are emerging advanced lighting solutions with
characteristics of low power consumption and multiple times
more power output than conventional ones. Every power
consumption device in automobile consumes power of
engine indirectly hence reducing its efficiency in terms of
power output. Using LED will consume less power and
increase engine efficiency which will in return improve
mileage of vehicle as an additional advantage.
Studies on various AFS have shown up to a 300%
increase in the illumination level at turning corners and 58%
increase in the driver's ability to recognize an obstacle [3].
AFS systems control the headlight beams during vehicle's
turning from driver’s point of view. This illuminates the
turning radius resulting to amazing improvement of driver's
cornering visibility [1-7]. The vehicle's sensory network also
consists of real-time sensor mounted on steering shaft. Based
on its feedback, AFS equipped LED’s can operate
illuminating with the vehicle's turning angle so that
upcoming curves and intersections receive maximum
illumination. The significant increase in illumination
improves drivers ability to see obstacles and helps reduce
stress and fatigue which might not be possible with static
headlamps.
II. THE DEVELOPED SYSTEM ARCHITECTURE
A control system is represented by using block diagrams.
There are three basic building blocks and each block is used
to represent a stage in control system.
The blocks are:-
INPUT PROCESS OUTPUT
STORAGE
Figure 1. Block diagram of adaptive headlight system
The Input Block- Enters the information into the control
system. It will normally contain a switch or sensor.
The Storage Block-Provides the benchmark value to the
process block to compare both the values and operate
according to it.
The Process Block- Receives the information from the
input block and storage block and uses it to control output
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 block, switching it on or off depending upon the variation
of the input and benchmark value.
The Output Block-Gives out the information or makes
things happen. The output block would normally contain
components that light up, make a noise or move.
Control System can be designed using basic blocks in a
simple and effective way without necessarily knowing too
much about the electronic circuits contained in each block. A
simple control system would normally contain one of each
type of block.
STEERING
POSITION
DATA
LED
SC5
OP-AMP BULBS
IC
RELAY
MULTITURN
PRESET
Figure 2. Block diagram explanation
From the block diagram stated in above figure, our
project consists of 5 block and 6 sections, 1 common block
and 4 blocks in each section. These 5 blocks include from
input data (1 block), predetermined stored data (1 block),
processing data (2 blocks) and output (1 block).
Block 1 which is functioning as an input data section
gives variable resistance output as the shaft rotates. This data
obtained is provided as input to the block 3 which is a low
power operational amplifier IC and is used here as a
comparator. Block 2 consists of multiturn preset which is
used to set the pre-defined value as benchmark. OP-AMP IC
compares the input data and set benchmark value to operate.
Block 3 is most important part of this project because it is
used to differentiate the input value and set value. Block 2 of
each section is provided with different benchmark values
which help to operate block 5 of different section at different
input value. After processing the input data, if allowed is
amplified and sent to block 4, SC5 Relay which will act as
gates for the block 5. Until the current is passed to the relay,
it will not close the switch hence the block 5, LED’s will not
operate and as the current is supplied to the relay it supplies
the current to the block 5, LED’s operates and glows. Block
5 is the medium of interface between the system and user and
will help user to take advantage of the output LED’s.
With the help of dedicated software, components were
added, connected and system was built.
A. Selection of components
The components are enlisted as following:
 Transformer : To deliver 12V AC to the circuit
 Rotary Potentiometer : Act as input in response to
the rotation of steering wheel
 Multiturn Preset : Resist the flow of signal to LED
till the benchmark current is received
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 Resistor : It limits the current passing through LED
 Capacitor : Stores electric charge to smoothly
operate the switch when needed without delay
 Diode : Allow one way flow of electricity. Also to
convert AC to DC
 Transistor : To amplify the small output current from
logic IC to operate high current devices.
 Relay : It is an electrically operated switch
 Integrated circuits : Control the flow of signal to
specified pin for supply to output
B. Working
Process block of the system is self-explanatory about how
the system is going to work. The detail stepwise function of
the circuit is described below:
 Potentiometer acts as an input sensory unit to the
process block. Potentiometer gives variable
resistance output depending upon the shaft position.
Position or angular variation of shaft of
potentiometer results to current variation at output.
 Multiturn preset is used to set the benchmark or the
standard values. It is used to compare with the
incoming value to operate the LED’s as per our
requirement.
 Logic IC is a NOT gate and is used as a comparator.
Two inputs each of sensory unit and multiturn preset
is provided to the logic IC which compares the data
and opens the gate only if the incoming current is
equal to or more than the preset benchmark value
and the current is allowed to pass to the relays.
 Current from logic IC is then supplied to the specific
predetermined supply line according to the set value.
Current flows to the transistor through resistor which
restricts the flow of electric current to limit the
current passing to the LED. Then transistor amplifies
the current from logic IC so that it can operate high
current devices such as LED.
 Now the current flows to the relays through diodes
which are electrical form of valves and act as
unidirectional gates or valves. These diodes are an
important part of the circuit as it prevents the back
flow of electricity. Relays contain some reserved
electricity even after the power supply has been cut
off. This stored electricity if not checked from back
flow, it may cause disturbance to circuit operation.
Also if this reserved electricity is stored then it will
take less time for the relay to operate and hence will
save time and power both.
 12 V DC relay was used which acts as gates and do
not operate until signal is given i.e, current passes
through it. Hence after passing through the
unidirectional valves i.e, diodes, relays supplies the
electricity to the LED’s. This then finally illuminates
the LEDs as shown in Table I.
 TABLE I. SHAFT ANGLE DEPENDENT LED SEQUENCE
Shaft LED Illumination
Angle Sequence (LHS/RHS)
±10° 1 which automotive LEDs will be placed. Keeping in mind the
±20° 2 common base was designed for sample purpose, as seen in
±30° 3 Fig. 4.
III. ASSEMBLY & IMPLEMENTATION
The designed circuit needs a base to be printed. So PCB
was used as a base. The circuit was printed on base and
components were soldered to the conductive foil to complete
the electrical path and circuit.
The logic was implemented firstly on a small prototype
model to verify and evaluate proper functioning of circuits
and connection. Instead of automobile headlight bulbs, small
regular LED bulbs were used for lighting. A small model
was made powered by a power supply to provide 12V DC
externally. Circuit board and potentiometer was kept inside a
box depicting vehicle body. Potentiometer and potentiometer
shaft was assumed to be the steering wheel and steering shaft
of vehicle respectively. Output connections were given to the
LEDs which will be illuminating as provided signal.
Finally the model was powered up and tested. Pictures
were taken for the response of potentiometer rotation at
various angles. These visual results are displayed at Fig. 4.
One can notice that as the shaft of potentiometer was rotated,
bulbs were illuminating one by one. As per the prescribed
preset value, when shaft rotation angle was 10°, 1st bulb
illuminated, as seen in Fig. 3(a). And as the angle was
increased sequentially bulbs started illuminating and at 30°,
2nd bulb illuminated, as seen in Fig. 3(b).
(a)
(b)
Figure 3. LED glow sequentially at (a) 10° and (b) 30°
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IV. FUTURE DEVELOPMENT PROJECT
After successful implementation of the above logic in
hardware, now designing of the base is being carried out on
universal application of Adaptive Headlight System, a
Figure 4. Base material under development to hold LED bulbs
The common base can be fitted on bumper of any vehicle
and due to its rubber base it can take shape of any curved
part of bumper. This will facilitate the implementation of this
idea on any running vehicle.
In order to compact the design we will need to interface
the LED bulbs to the microcontroller chip. This embedded
design will improve the reliability and efficiency of the
system. To further increase the accuracy and reliability,
steering angle sensors will be used which are available for
the dedicated use of measuring steering angle. This will
eliminate the backlash error and other errors associated with
potentiometers.
With all these simple and effective components we can
provide this system to almost all the vehicles in cheap cost
and with slight addition on their system.
Universal adaptive headlight system is also designed
keeping in mind the problem of glare on driver of the vehicle
coming from opposite side.
This system will be placed at the bumper and will have
main motive to illuminate the road during turnings, hence
light beams will be at lower level and will not affect the
opposite driver much as in case of regular headlights.
V. ADVANTAGES
 It’s an cost effective solution for the problem of
night time accidents occurring during curved roads
and intersections
 It can be easily mounted on the running cars and low
cost cars as an accessory
 Enhanced existing functionality of the headlight
system
  Increased visibility to the driver at curved roads and
intersections
 Increased safety for drivers & pedestrians

VI. DISADVANTAGES
 Continuous power supply from the battery for the
sensory circuit
 LED headlights should be properly fitted to the
bumper otherwise will get displaced due to vibration
or shock
 Use of potentiometer as angle sensor is not reliable
due to its error causing tendency with time
 Present prototype is needs to be modified to make it
compatible with all power steering based vehicles.

VII. CONCLUSION
Universal adaptive headlight system serves as a reliable
and efficient system for efficient driving at sharp turns
during night. The system is inexpensive, simple and
dependable assembly. This system provides the ability to
illuminate the road at sharp turns or corners continuously
corresponding to the angular rotation of sensor which is
attached to the steering.
An advantage of the developed headlight system is in its
high adaptability as it can be easily configured to fit on the
bumper in variety of vehicle designs. Simple comparator
based circuit is used which uses very simple logic and makes
it most economical to use. More advanced and compact
version can be developed using microcontrollers and
dedicated steering angle sensors without much increase in
cost.
Adaptive headlight system thus can be used as
accessory in all running vehicles for proper illumination of
road according the driving situation. This ensures higher
degree of active safety in vehicles and assistance to driver.

REFERENCES
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Moen, “Behavioural Adaptation to Adaptive Front Lighting Systems
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Transport Safety and Informatics
[2] Christian Jebas, Karsten Klinger, Uli Lemmer, “New headlamp
technologies”, Proc. of SPIE Vol. 7003 70032A-1
[3] Meftah Hrairi and Anwar B. Abu Bakar, ” Development of an
Adaptive Headlamp Systems”, International Conference on Computer
and Communication Engineering (ICCCE 2010), Kuala Lumpur,
Malaysia,11-13 May 2010
[4] Risto Kulmala,“Observations on the use of the accident causation
approach in assessing the safety effects of systems”, VTT Technical
Research Centre of Finland
[5] Mahendra Dassanayake, Robert Miller, Sleiman Abdelnour, Michael
S. Wrobel Jr. & Jeffery Shannon, “Adaptive Front Lighting System
for Vehicle”, US patent No. US007540638B2, 2 June, 2009
[6] Richard W. Manley, “Movable Vehicle Headlight System”, US patent
No. US006478457B1, 12 November, 2002
[7] Hirofumi Hasumi and Takayuki Furuya, “Vehicle Front Lamp
Steering Controlled Light Distribution System”, US patent No.
US006547424B2, 15 April, 2003

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