ST.

JOSEPH’S COLLEGE OF ENGINEERING

CHENNAI-600119.

DEPARTMENT OF MECHANICAL ENGINEERING

STEERING ASSISTED HEAD LIGHT

SUBMITTED BY

V.DINESH

dineshtgode@gmail.com

S.ABINAV VISWANATH

rickky.45@gmail.com
 PRE-FINAL
YEAR

ABSTRACT
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 Cam and Follower mechanism, Gear mechanism and spring

mechanism. Cam and Follower mechanism is used to turn the head lights to right or left

direction, Gear mechanism is used to transmit motion and to reduce the no of rotations from

steering rod to cam shaft. Spring mechanism is used to bring back the follower and head light

bracket to its initial position.

According to our project, when the steering steers to the right, the light bracket at right

alone steers to right using cam & follower mechanism and reduction gears & vice versa. At

the same time the left bracket remains stand still due to the dwell period of the cam. During

the return stroke of cam, the spring mechanism is used to bring the bracket and follower to its

initial position. The reduction gears are used to turn the brackets to the required angle

respective to the steering rotation.

Our project will be useful for vehicles, which are been used in hill areas
 INTRODUCTION

The present invention relates to headlights of an automobile, more particularly to a direction

turning device for headlights of an automobile 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 an automobile has a fixed line of
emission which is aligned with the front direction of the automobile. Although the effects of "high
beam" or "low beam" can be achieved by adjusting the angle of elevation of the headlight, 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 car 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
an automobile 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.
In ancient Directional headlights, When the steering steers to right or left direction, then both
the right and left headlights will steer to the perspective directions. It results in altering the optical axis
of the head light to the vehicle speed and the front road-shape.
But according to our project, when the steering steers to right then the right side of the
headlight bracket steers to right side and the left side headlight bracket remains stationery by cam
mechanism and it is similar for the other side also. Because of this, the optical axis of the headlight is
widened and it is useful for the drivers for safety ride.
 2. LITERATURE REVIEW

Our mechanism is not used elsewhere in any of the vehicles. We

performed a survey on this project with the lorry drivers, who travel to hill stations
often. Based on their queries, we had indulged in this project.
The present invention relates to a vehicle front lamp light distribution
control system and more particularly to a vehicle front lamp light distribution control
system capable of raising visibility at the time of cornering by controlling light
distribution means of the front lamp.
According to Japanese Patent Publication No. H5-23216, Japanese
Patent Application Laid-Open No. H8-183385, Japanese Patent Application Laid-Open
No. H11-78675 and Japanese Patent Application Laid-Open No. H8-192674 a vehicle
head lamp including a fog lamp is provided with a movable reflector and by turning the
movable reflector in the steering direction by an amount corresponding to a steering
angle of the steering wheel, the light distribution pattern of the front lamp is changed in
the direction of vehicle's turn so as to raise visibility at the time of cornering.
However, according to the aforementioned earlier art, the light
distribution pattern of the front lamp is changed in the steering direction of the steering
wheel by an amount corresponding to the steering angle when the vehicle turns on an
intersection or the like, cornering destination cannot be beamed brightly enough before
operating the steering wheel. Therefore, an art capable of beaming the cornering
destination prior to operation of the steering wheel has been demanded.
Czech Tatra and 1920s Cadillacs were early implementer of such a
technique, producing in the 1930s a vehicle with a central directional headlamp. The
American 1948 Tucker Sedan was likewise equipped with a third central headlamp
connected mechanically to the steering system. The 1967 French Citroën DS and 1970
Citroën SM were equipped with an elaborate dynamic headlamp positioning system
that adjusted the headlamps' horizontal and vertical positioning in response to inputs
 from the vehicle's steering and suspension systems, though US regulations required this
system to be deleted from those models when sold in the USA.

3.CONSTRUCTION
The main components used in this project are:
3.1 Spur Gears:

Spur gears are the simplest, and

probably most common, type of gear.
Their general form is a cylinder or disk.
The teeth project radially, and with these
"straight-cut gears", the leading edges of
the teeth are aligned parallel to the axis
of rotation. These gears can only mesh
correctly if they are fitted to parallel
axis.

3.2 Sprockets:

A sprocket is a profiled wheel with

metal teeth that meshes with a chain,
track or other perforated or indented
material. Sprockets are used to transmit
rotary motion between two shafts where
gears are unsuitable or to impart linear
motion to a track, tape etc.
3.3 Cam & follower:

Cams are basically shaped surfaces that

are typically not round follower(possibly
a small wheel) is displaced as it moves
over the surface.

3.4 Steering system:

The most conventional steering
arrangement is to turn the front wheels
using a handle operated steering wheel
which is positioned in front of the driver,
via the steering column, which may
contain universal joints to allow it to
deviate somewhat from a straight line.
Other arrangements are sometimes found
on different types of vehicles, for
example, a tiller or rear wheel steering.
Tracked vehicles such as tanks usually
employ differential steering that is, the
tracks are made to move at different
speeds or even in opposite directions to
bring about a change of course.
3.5 Light bracket: Headlamps must be kept in proper
alignment (or "aim"). Regulations for
aim vary from country to country and
From beam specification to beam
specification. This gives all vehicles
roughly equal seeing distance and all
drivers roughly equal glare.

Framing, in construction known as light

frame construction, is a building
3.6 Frames:
technique based around structural
members, usually called studs, which
provide a stable frame to which interior
and exterior wall coverings are attached,
and covered by a roof comprising
horizontal joists and sloping rafters or
manufactured roof trusses covered by
various sheathing materials. Light frame
material dimensions range from 38 mm
by 89 mm (1.5 by 3.5 inches — i.e. a
two-by-four) to 5 cm by 30 cm (two-by-
twelve inches) at the cross-section, and
lengths ranging from 2.5 m (8 feet) for
walls to 7 m (20 feet) or more for joists
and rafters.

3.7 Chain drive:

 Commonly, mechanical energy from a motor or other source
applied to a sprocket wheel is conveyed by means of an endless chain to another sprocket
wheel for driving a mechanism. Examples of such an arrangement are found in bicycles,
motorcycles, and conveyor belts.
The chain in this application is so designed that each consecutive link fits
over a sprocket, the distance between links being called the pitch. The relative speed of
the wheels varies according to their relative circumferences and, thus, the number of
sprockets on each.

4. WORKING PRINCIPLE:
Our project is to the turn the right light bracket to the right, when the
vehicle turns to right leaving the left bracket to remain in standstill position, and vice
versa.
When the steering steers to the right, a sprocket attached to the steering
rod rotates which in turn connected to the other sprocket through a chain. The sizes of the
sprockets were designed in such a way that, if the smaller sprocket rotates four full
complete rotations the larger sprocket will rotate once. Also the small gear, which is
attached to the same shaft as of the larger sprocket, also rotates along with the sprocket.
A larger gear of the former is chosen, which is twice its diameter, is
meshed to transmit the motion. After this, the rotation of cam is achieved by fixing the
cam in the same shaft of the larger gear. The spherical edged follower is attached to the
cam is used to convert the rotary motion of cam into reciprocating motion. So the right
light bracket moves according to the movement of the follower. At the same time, the
cam at the other end remains in the dwell period, which results in the stand still position
of the light bracket.
The light bracket will returns back to its original position, using the spring
mechanism attached to it.
When the vehicle turns to left, the left bracket alone turns to the left
leaving the right light bracket in standstill position.
 INITIAL HEADLIGHT POSITION FINAL HEADLIGHT POSITION

5. DESIGN CALCULATIONS
5.1. Design calculation for chain drive
Speed of rotation, N1 = 1000 rpm
Speed of rotation, N2 = 250 rpm
Centre distance, a = 800 mm

Gear ratio, i = N1/N2 = 4

istd = 4
Teethes, z1 = 20
Teethes, z2 = i * z1 = 80 teeth

Chain pitch, a = (30 – 50) p

a = 30p => p= 26.67 mm =pmax
a = 50p => p= 16 mm =pmin
Standard pitch, p std =25.4 mm

So the chain selected is 16A1-R80-> simplex

Length of chain,
lp = 2ap + (z1+z2)/2+((z2-z1)/2)2/ap
ap = ao/p = 800/25.4 = 31.49
lp = (2*31.49)+50+(60/2*3.14)2/31.49
= 115.87
= 116 links
Actual length = no. of links * pitch
= 2946.6 mm
Bearing area = 1.79 mm2
Centre distance, a = ((e+√(e2 -8m))/4)p
e = lp – (z1+z2)/2 = 66
m = ((z2-z1)/(2*3.14))2 = 91.18
a = 66+√(((662 – (8*91.18))/4)p = 801.5 mm
5.2. Design calculation for chain drive
Speed of rotation, N1 = 1000 rpm
Speed of rotation, N2 = 250 rpm
Centre distance, a = 1200 mm

Gear ratio, i = N1/N2 = 4

istd = 4
Teethes, z1 = 20
Teethes, z2 = i * z1 = 80 teethes

Chain pitch, a = (30 – 50)p

a = 30p => p= 40 mm =pmax
a = 50p => p= 24 mm =pmin
Standard pitch, p std =25.4 mm

So the chain selected is 16A1-R80-> simplex

Length of chain,
lp = 2ap + (z1+z2)/2+((z2-z1)/2)2/ap
ap = ao/p = 1200/25.4 = 47.24
lp = (2*47.24)+50+(60/2*3.14)2/47.24
= 144.49
= 146 links
Actual length = no. of links * pitch
= 3708.4 mm
Bearing area = 1.79 mm2 Centre distance, a = ((e+√(e2 -8m))/4)p
e = lp – (z1+z2)/2 = 96
m = ((z2-z1)/(2*3.14))2 = 91.18
a = 96+√(((962 – (8*91.18))/4)p
= 1194.5 mm
5.3. Rotation reduction ratios
Steering rotation = 7200
Angle of cam to be tilted = 900
So value of angle to be reduced is in ratio 8:1
The reduction between the sprockets is made as 4:1
So the diameter & teeth of the larger sprocket should be four times that of the smaller
Diameter, d1 = 40 mm
Teethes, z1 = 20
Diameter, d2 = 160 mm
Teethes, z1 = 80
5.4. Design calculation for spur gears
Speed of rotation, N1 = 1000 rpm
Speed of rotation, N2 = 500 rpm
Gear ratio, i = N1/N2 = 2

Assuming the same material for pinion and gear

16Ni 1 Cr80
Life of gear = 20,000 hours
Number of cycles = 20,000*60*N1
= 20,000*60*1000
= 1.2*109 cycles
Young’s modulus, E = 2.15*106 kgf/cm2
= 2.15*105 N/mm2
Design contact stress, [σc] = CR * HRC*Kcl
CR = 310, HRC = 60, Kcl= 1 {from psg tech data book pg.No.8.17}
[σc] = 18.6 * 102 N/mm2

Design bending stress, [σb] = ((1.4*Kbl*σ-1)/(n*Kσ))

N = 2, Kσ = 1.2, Kbl = 1
σ-1 = 0.25σu + 1200
σu = 1000 N/mm2
σ-1 = 47000 N/cm2
[σb] = 274.16 N/mm2
k.kd = 1.3
ko = 1.5(medium shock)
Teethes, z1 = 20
Teethes, z2= i*z1 = 40

5.5. Design calculation for sprockets

Here the rotation reduction ratio is 4:1

So the diameter & teeth of larger sprocket should be four times that of the smaller.
Diameter, d1 = 40 mm [readily available in market]
Teethes, z1 = 20
Diameter, d2 = 160 mm
Teethes, z2 = 80
5.6. Design calculation for cam & follower

OA = initial position of light bracket (7inches)

AB = final position of light bracket
OB = distance moved by the bracket

Stroke length = 102.6 mm

Cam diameter = 150 mm
Follower length = 102.6 mm

5.7. Sprocket & Gear details, we selected due to availability in market:

S.No. Component Material No. of teethes Diameter

1. Small Sprocket Mild steel 20 40

2. Large Sprocket Mild steel 80 160

3. Small Gear Mild steel 20 40

4. Large Gear Mild steel 40 80

6. ADVANTAGES
• Useful for heavy vehicles in hill areas, where hair-pin bends are more.
• Safe riding
• Accident free roads
• Simple in structure
• Mind free driving

7. LIMITATIONS
• Not mandatory for straight roads.

8. APPLICATIONS
• Can be used in all heavy vehicles.
• Can be used in tempo and vans.

9. BIBLIOGRAPHY
1. Book on “Design of Machine Elements” by K.V.NATARAJAN

2. Book on “Design of Transmission Systems” by V.BANDARI

3. PSG Design Data Book.

4. www.wikipedia.com