Journal Mechanisms and Manipulators, Vol. 5, Nr. 1, 2006, pp.

45 - 50
ARoTMM IFToMM

DESIGN OF AN ADAPTIVE HEADLIGHTS SYSTEM FOR AUTOMOBILES

Rare CRIAN*, Olimpiu TTAR**, Vistrian MTIE***, Dan MNDRU****
*

) Assist. PhD. Student Eng. Technical University of Cluj-Napoca, E-mail: crisanrares@yahoo.com

**
) Lecturer PhD. Eng. Technical University of Cluj-Napoca, E-mail: olimpiut@yahoo.com
***
) Prof. PhD. Eng. Technical University of Cluj-Napoca, E-mail: matiesvistrian@yahoo.com
****
) Prof. PhD. Eng. Technical University of Cluj-Napoca, E-mail: mandrud@yahoo.com

Abstract: Nowadays, the automobile industry is more and more dynamic. The major issue in the design of the automobiles
represents the safety of the transportation. In this idea, this paper presents the issues related to the safety of driving in night
or fog conditions, the comparison between classical lights and adaptive systems, as well as one solution, developed at our
Department which deals with fully integrated solution for positioning of the spot lights which is used as didactical stand. We
presented the principles for command and control of adaptive headlights, in two variants, one which serves as demonstrative
approach commanded from P.C. via Lab View software and one as principle, for implementation with micro controller.

1. Adaptive headlights
The modern automobile is one from the many representative mechatronic products and a good example of
software integration, of the mechanics, electronics and information technology, as the term initially mean by
definition given by Yaskawa Corporation. [1]
A number of innovative implementations given by the support of the mechatronics are the improvement of
the visibility in the night or in the fog conditions based on ultraviolet rays, navigation control, graphic display on
information directly on the window screen, and the adaptive lights. In night or fog conditions, the light devices
are essential to be more and more improved.
The role of the night lights is to assure the needed light on the road without disturbing the other
participants to the traffic. At the classical device, the only adaptation can be made is depending on the
total mass of the automobile, but is purely manually and with the approximation of the driver. This system
is approximative and it doesnt give the best solution because it possess only two stages at the Dacia
Berlina automobile. However, other constructors introduced 3 or 4 positions given by a rotational knob.
But, it appears an uncalculated risk: that when the driver needs more light on the short phase although the
car is not carry greater mass. So, in conclusion, the opposite drivers will be disturbed by the lights
projected directly on their window screens. The solution implemented on the first stage was by
automatically adjusting of the headlight without the control from the driver. The next stage was by
introducing the possibility of directioning the lights depending on the angle of the driver wheels so, the
visibility in curves may be better.
Other improvements, not mentioned here are related to the light bulb in order to obtain greater luminosity
and lower bright.

2. The constructive solution, general principles

The positioning of the light bulb mechanisms has two degree of freedom. The mechanical structure must be
insensible at vibration and shock as much as possible and it must be anti back drive in order to not keep the
electrical current always on the motors in functioning stage.
In the figure 1 is presented the proposed and realized solution for laboratory activities. The main modules
are:
a) positioning in function of the trajectory described
It is realized with a stepper motor (1), which actuates the gear (6), plane gear-theet gear which
rotates the frame 7. On the frame 7 is fixed the light bulb assembly (8). This gear provides an
excellent volume reduction, simplicity in implementation and anti-back drive function. The gears
can be executed by plastic material, and the motor can be sub-dimensioned as volume as well.
b) positioning in function of the mass of the automobile
The stepper motor (5) actuates a linear positioning system composed by a moving screw. On the
translation unit is fixed an element (3) which is in contact with the frame (2). The contact is
maintained through a spring which is not represented in figure 1. By translation of the unit it will be

45

obtained a rotational movement of the frame 2, which will make the angular positioning of the entire
mobile frame which will result in the orientation of the light bulb assembly (8) in a direction
perpendicular on the direction mentioned above.

Fig. 1 3D model of the didactical stand

Once the motor of the automobile has been started, the main computer of the module gives the signals for
assuming the reference positions materialized by two mechanical buttons placed on the structure. On day
conditions, when lights are turned off, no other operation will be required.
When the lights are turned on, periodically (at the rate of approx 1s) the control electronics which will be
designed with microcontrollers - will evaluate the signals from the sensing elements, one placed on the rear axis
of the automobile for actuation of the stepper motor (5), and one placed on the direction lever which will actuate
the stepper motor (1).
The description of the positioning in function of these sensors is a subject for further implementations.
This concept was realized on higher scale than in the real implementation situation in practice, but the
functioning principle is the same. The design for the real application must take care of the volume limitation
given by the car manufacturer.

3. MASS vs. orientation module

The mechanical structure presented in figure 2 is used for orientation of the light depending on the total mass
of the automobile. The structure is composed by the following elements: stepper motor (1), movement screw (2),
translation unit (3), the connection element (4), spring (5), lever (6) and light bulb (7).
Approximately, for an angle of 360, the length modification, measured between the rotational joint at element
7 and 6 and the contact point between the element 6 and 4 is very small thus it will not be taken into
consideration. If above mentioned distance will be noted as R, it can be written the dependency between the
translation unit 4 and the angular displacement of the element 6:
x 4 6 R

(3.1)

p
2

(3.2)

For the helix kinematic joint, it can be written:

x 4 1

46

Fig. 2 Positioning system of the bulb light

So, the angular displacement of the light bulb assembly vs. the angular displacement of the motor shaft is:
1 p
6 1
(3.3)
R 2
0

The angle M for the chosen stepper motor is 1,8 . The following parameters were considered: R = 135 mm,
p = 0,5 mm (helix step). The angular displacement for one step will be 0,130. If the condition that the positioning
will be from 6 to 6 degree, the motor will made a total number of 46 steps.
The stepper motor is chosen by the following parameters: pulse frequency f, motor torque M, step angle M,
and the volume. For this application the stepper motor SST39D1010 was chosen. It has the following
parameters: step angle 1,80, voltage 4,3 V, current 0,85 A, electrical resistance 5 , mass 0,17 kg.
The methodology for verification calculus is presented in [4]. Using this method, it is necessary to calculate if
the functioning point is under the both characteristics traced: starting characteristic and normal functioning
characteristic. The functioning point is defined by the reduced resistant torque and the correction of the
frequency. The characteristics of the motor were traced by the producer of the motor for the unloaded
conditions.
The general expression of the reduced resistant torque is [4]:
M r r M

M i i Fj V j cos( j )

(3.4)

i 1
j1

where: Mrr is the reduced resistant torque, M is the angular velocity of the stepper motor, Mi are the resistant
torques (friction torques), i angular velocity of the kinematic element i, Fj are the applied force on element i
(friction force) and Vj is the linear velocity of the kinematic element j. The angle between the force and velocity is
j.
By replacing in the equation 4, the values resulted from the structural scheme:

V
2

M f 3 2 2 M f 7 6 6 Ff 3
M
M
M
M
p
1 p
2 M f 2 1 M f 3 2 M f 7 6
Ff
R 2
2

M r r 2 M f 2 1

Mrr

(3.5)
(3.6)

For certain application the calculus of the reduced resistant torque is essential for choosing the right stepper
motors. However, in the case presented, the value of the reduced resistant torque is much lower than we
expected.
The correction of the frequency is given by the expression [4]:
f1 f

Im I r
Ir

47

(3.7)

where: f 1 is corrected frequency, Im is the inertia momentum of the motor shaft given by the producer, Ir is the
reduced inertia momentum calculated as will be presented below.
The frequency of pulses applied on motor coils are determined in function of the needed velocity for
positioning, as response time of the mass detection sensor, and for express this the expression 3 derivate in
time will be used:

6 m

1 p

R 2

(3.8)

Assuming that m m f and by replacing in the equation (8) will result:

f 6 R

1 2

m p

(3.9)

The reduced inertia momentum will be calculated with the expression [4]:
1 r 2
I m
2

2 I i i2 2m j v 2j

(3.10)

i 1
j1

Where: Ii is the inertia momentum of the kinematic element i, mj is the mass of the kinematic
element j

I r I m I 2 I 6 6
m

v
m 3 3

(3.11)

The obtained values are presented in the figure 3:

Fig. 3 Verification on the functioning diagrams

4. Electronics schematics for full adaptive light

The didactical stand was designed to operate with command from P.C. A number of previously attempts were
made in order to control the devices from personal computers as presented in [2], [1].
We used the parallel port of the P.C. in order to get the command signal for the power electronics. The
connector j4 is coupled on j5 from the parallel port connector DB25.
Because, the light bulb uses high amount of current, the command schematic must be isolated from the
power electronics.
This is made through electro-magnetic relays, one used for powering the bulb, LS1, and one for switching
form short to long phase, LS2. The command of the relays is made through a NPN power transistor in which
base is applied the command signal from the parallel port.
The fly-back voltages that appear in the coil of the relay are shunted by a fast switching diode.
Each stepper motor is controlled by a integrated circuit, L293D which provides a number a two H bridges in
order to control one bipolar motor [4], [3].
The main advantage of using the stepper motors consists in the open loop control possibility and in the
relative simple and cheap solution implementation.

48

1
9

GND

GND

L293

12

13

GND

GND

1,2EN
3,4EN

J1
1
2
3
4
5
6
7
8

3
6
11
14

1Y
2Y
3Y
4Y

5V

1A
2A
3A
4A

2
7
10
15

MG1
MOTOR STEPPER
1
2
3

VCC2

VCC1

U1

16

12V

1
9

3
6
11
14

1Y
2Y
3Y
4Y

GND

GND

GND

L293

12

13

GND

1,2EN
3,4EN

5V

1A
2A
3A
4A

2
7
10
15

CON8

MG2
MOTOR STEPPER
1
2
3

VCC2

VCC1

U1

16

12V

0
LS1
LS1
12 V

12 V
1

J6

10

1
2

3
8

10
D2

1
5

5
3
8

CON2

D1
V23026-SPDT/SM

V23026-SPDT/SM

1N4007
1

1N4007

Q1
Q1
2N3055
2N3055

J4
2
1

J3

faruri
P1

J2
1
2
3
4
5
6
7
8
CON8

J5
1
2
faruri

1
14
2
15
3
16
4
17
5
18
6
19
7
20
8
21
9
22
10
23
11
24
12
25
13
CONNECTOR DB25

Fig. 4 The control scheme

49

12 V
12 V

1
2
3
4
CON4

5. Program interface
Two snapshots from the program written in Lab view are presented in figure 5. The test program showed the
great precision of positioning and other issues which can appear, thus it takes into consideration as well the
mechanical construction and the programming issues.

Fig. 5 Application program written in LabView

6. Conclusions
The didactical stand proves that the initial aim to construct and develop a cheap solution for integral
positioning of the bulb light depending from the conditions of traffic is possible. For choosing the stepper motor,
a mathematical algorithm must be considered. The construction is focused on electronic design and
programming as well, so from this point of view this projects deals with concepts on integration [1].

7. Future work
The dimensions of the application is relative large, because at the construction we deal with the limitations
given by the technology of realization. A miniaturization in order to be used on the real situation will be made.
The power electronics must be reconfigured as well, including the approach on the stability at low temperatures
and vibrations conditions. The command program will be rewritten in order to be used inside the micro
controller. A closed loop will be made, by using as sensing elements the direction angles and the mobile lever
from the structure of the rear chassis for providing the informations related to the mass of the automobile and
the trajectory of the automobile.

References
1.Maties, V., Mandru, D., Balan, R., Tatar, O., Rusu, C., Technology and Education Mechatronics, Mediamira Press, 2001.
2.Crisan, R., Maties, V., Tatar, O., Design of positioning system based on infra-red remote controller, Scientific Conference
Inter-Ing, Targu-Mures, 2003, pp. 361-364, 2003.
th
3.Crisan, R., Mandru, D., Tatar, O., Studies about command and control systems of stepper motors, The 4 National
Conference Professor Dorin Pavel founder of Romanian hydroenergetics, Sebes, 2004, pp. 643 648, in vol. Science
and Engineering, vol V, AGIR Press, Bucharest, 2004.
4.Mandru, D., Crisan, R., Tatar, O., Noveanu, S., Actuations in Fine Mechanics and Mechatronics, Alma Mater Press, ClujNapoca, Romania, 2004.
5.www. st.com
6.www. shinano.com

50