Adaptive Lightning System For Automobiles 2015/2016

1.0 INTRODUCTION

The number of road accidents has increased by an average of 7.8% annually, with 397,330
cases recorded last year compared with 208,144 cases in 2015.

Transport Minister Dato' Sri Liow Tiong Lai said the rise in the number of road
accidents followed a steep increase of 78.8% in non-injury causing accidents, which amounted
to 163,918 cases, for the last 10 years. [1]

Common road conditions that contribute to car accidents like a vehicle coming in the
opposite direction approaches the vehicle with a high-beam headlight, driver of that vehicle
will experience a glare, which may blind him. When a vehicle is driven on the highway at night,
it is required that light beam should be of high density and should illuminate the road at a
distance sufficiently ahead. However, when a vehicle coming in the opposite direction
approaches the vehicle with a high-beam headlight, driver of that vehicle will experience a
glare, which may blind him in few second. This dazzle effect is one of the major problems
faced by a driver in night driving. To avoid this impermanent blindness, a separate filament is
usually fitted in the dual-filament headlight bulb in a position such that light beam from this
second filament is deflected both down and sideways so that the driver of the oncoming car is
not blinded. In practice, one mechanical dimmer switch is used by the driver to manually select
high (bright) or low (dim) headlight beam. However, this is an awkward task for the driver
especially during peak traffics. [2]

How to approve this prevent condition and solve this an awkward task? The Adaptive
Front-lighting System(AFS) or adaptive lighting control system can avoid the driver is using
overly high-beam headlight to opposite direction driver. Adaptive headlights are an active
safety feature designed to make driving at night or in low-light conditions safer by increasing
visible driver on highway or road when the car opposite auto dim the headlight. [3]

Therefore, our project Adaptive Lighting System for Automobiles is a smart solution
for safe and convenient night driving without the intense dazzling effect and aftermaths.
Adaptive Lighting System for Automobiles needs no manual operation for switching ON and
OFF headlight/downlight (Bright/Dim) when there is a vehicle coming from front at night. It
detects itself whether there is light from the front coming vehicle or not. When there is light
from front coming vehicle, it automatically switches to the downlight and when the vehicle
passes it automatically switch back to headlight.

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2.0 BACKGROUND / LITERATURE REVIEW

2.1 Objectives

1. To create adaptive lighting control system.

2. To reduce accident on road or highway.

3. To build an adaptive lighting control system and execute and demonstrate with simple
instructions.

4. To providing adequate forward visibility on and along the roadway.

2.2 History Of The Adaptive Lightning System For Automobiles

The earliest headlamps were fuelled by acetylene or oil, and were introduced in the late 1880s.
Acetylene lamps were popular because the flame is resistant to wind and rain. The first electric
headlamps were introduced in 1898 on the Columbia Electric Car from the Electric Vehicle
Company of Hartford, Connecticut, and were optional. Two factors limited the widespread use
of electric headlamps: the short life of filaments in the harsh automotive environment, and the
difficulty of producing dynamos small enough, yet powerful enough to produce sufficient
current.

"Prest-O-Lite" acetylene lights were offered by a number of manufacturers as standard

equipment for 1904, and Peerless made electric headlamps standard in 1908. A Birmingham
firm called Pockley Automobile Electric Lighting Syndicate marketed the world's first electric
car lights as a complete set in 1908, which consisted of headlamps, side lamps and tail lights
and were powered by an eight-volt battery.

In 1912, Cadillac integrated their vehicle's Delco electrical ignition and lighting system,
creating the modern vehicle electrical system.

"Dipping" (low beam) headlamps were introduced in 1915 by the Guide Lamp
Company, but the 1917 Cadillac system allowed the light to be dipped with a lever inside the
car rather than requiring the driver to stop and get out. The 1924 Bilux bulb was the first modern
unit, having the light for both low (dipped) and high (main) beams of a headlamp emitting from

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a single bulb. A similar design was introduced in 1925 by Guide Lamp called the "Duplo". In
1927, the foot-operated dimmer switch or dip switch was introduced and became standard for
much of the century. 193334 Packards were equipped with tri-beam headlamps, the bulbs
having three filaments. From highest to lowest, the beams were called "country passing",
"country driving" and "city driving". The 1934 Nash also used a three-beam system, although
in this case, the bulbs were conventional two-filament type, and the intermediate beam
combined low beam on the driver's side with high beam on the passenger's side, so as to
maximise the view of the roadside while minimizing glare toward oncoming traffic. The last
vehicle with a foot-operated dimmer switch were the 1991 Ford F-Series and E-Series
[Econoline] vans. Fog lamps were new for 1938 Cadillacs, and their 1954 "Autronic Eye"
system automated the selection of high and low beams.

Directional lighting was introduced in the rare, one-year-only 1935 Tatra 77a, and later
popularised by the Citroen DS. This made it possible to turn the light in the direction of travel
when the steering wheel was turned, and is now widely adopted technology.

The standardised 7-inch (178 mm) round sealed beam headlamp was introduced in
1940, and was soon required (exactly two per car) for all vehicles sold in the United States,
freezing usable lighting technology in place until the 1970s, for Americans. Because the law
was written to prevent 'bad headlights,' it by design looks backwards and has historically not
been able to deal with improved, innovative designs.

In 1957, the law changed slightly, permitting Americans to possess vehicles with four
5.75-inch (146 mm) round sealed beam headlamps, and in 1974, these lights were permitted to
be rectangular as well.

Clear aerodynamic headlight covers were illegal in the U.S. until 1983, so a work-
around was used for the U.S. market, the pop-up headlight.

Britain, Australia, and some other Commonwealth countries, as well as Japan and
Sweden, also made extensive use of 7-inch sealed beams, though they were not mandated as
they were in the United States. This headlamp format was not widely accepted in continental
Europe, which found replaceable bulbs and variations in the size and shape of headlamps useful
in car design. This led to different front-end designs for each side of the Atlantic for decades.

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2.3 Improvements Of The Adaptive Lightning System For Automobiles

Technology moved forward in the rest of the world. The first halogen lamp for vehicle
headlamp use, the H1, was introduced in 1962 by a European consortium of bulb and headlamp
makers. Shortly thereafter, headlamps using the new light source were introduced in Europe.
These were effectively prohibited in the US, where standard-size sealed beam headlamps were
mandatory and intensity regulations were low. US lawmakers faced pressure to act, both due
to lighting effectiveness and vehicle aerodynamics/fuel savings. High beam peak intensity,
capped at 140,000 candelas per side of the car in Europe, was limited in the United States to
37,500 candela on each side of the car until 1978, when the limit was raised to 75,000. An
increase in high beam intensity to take advantage of the higher allowance could not be achieved
without a move to halogen technology, and so sealed beam headlamps with internal halogen
burners became available for use on 1979 models in the United States. Halogen sealed beams
now dominate the sealed beam market, which has declined steeply since replaceable-bulb
headlamps were permitted in 1983.

High-intensity discharge (HID) systems were introduced in the early 1990s, first in the
BMW 7-series. European and Japanese markets began to prefer HID headlamps, with as much
as 50% market share in those markets, but they found slow adoption in North America. 1996's
Lincoln Mark VIII was an early American effort at HIDs, and was the only car with DC HIDs.

Since U.S. headlight regulations continue to be different from the ECE regulations in
effect in the rest of the world, the disputes over technological innovation continue today,
including over automatic dimming technology.

Because the static headlamp just provides certain illuminating fields for drivers in the
night time 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 percentages 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 swivelling 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 30% increase in the illumination of the
driver's gaze point as the vehicle turns into a corner. The additional corner illumination results
in a 58% increase in the driver's ability to recognize an obstacle.

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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. When driving on the curve road, Adaptive front light system
(AFS) will change the lighting pattern to help enhance night visibility.

Newly developed an adaptive front-lighting system based on CCD which was better
than the traditional one. This new kind of AFS uses CCD image recognition technology to
collect corner information from a certain distance. And then it adjusts different angles of dipped
headlights in advance according to the corner information collected. After that it will fulfil the
pre-regulation of headlamps to ensure light coverage area when coming into a corner and avoid
appearance of lighting visual "blind spot".

2.4 Problems Of The Adaptive Lightning System For Automobiles

Newly developed an adaptive front-lighting system based on CCD which was better than the
traditional one. This new kind of AFS uses CCD image recognition technology to collect corner
information from a certain distance. And then it adjusts different angles of dipped headlights
in advance according to the corner information collected. After that it will fulfil the pre-
regulation of headlamps to ensure light coverage area when coming into a corner and avoid
appearance of lighting visual "blind spot". This way, it can adapt to corner condition in advance
through CCD.

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

Standard headlights shine straight ahead, no matter in which direction the car is moving.
When going around curves, they illuminate the side of the road more than the road itself. it is

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proposed design a system to achieve horizontal movement of the headlamp in accordance

turning angle of road thereby illuminating in the proper direction and to achieve vertical
movement of the headlamp in accordance to the distance from the incoming vehicle or any
object, thereby increase drivers visibility and reduce glare to oncoming vehicles in various
traffic scenarios.

2.5 Literature Review

Forward lighting on vehicles serves a number of objectives that are to be met simultaneously
for the vehicle driver and other roadway users. These include:

1) Responses to Lighting
i. providing adequate forward visibility on and along the roadway
ii. providing peripheral visibility so that potential hazards not yet along the roadway
can be detected
iii. maximizing driver comfort while minimizing discomfort to other drivers
iv. providing attractive appearance

These responses serve as the end objectives of lighting from the user's point of view. In order
to meet these objectives, lighting systems must be developed with the appropriate
characteristics.

2) Characteristics of Lighting

It is not enough to say simply that a forward lighting system should "provide adequate forward
visibility" or "maximize comfort." In order to meet these objectives, specific aspects of lighting
can be manipulated.

These aspects form the palette of the lighting system designer, and include:

i. intensity or illuminance
ii. aim and shape of the beam pattern
iii. location and mounting height of the light sources
iv. effects of dirt and water
v. spectral power distribution or color
vi. system life and reliability

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3.0 METHODOLOGY

3.1 Equipment And Apparatus

1. Computer station with Windows OS and MY1 8085 simulation program

2. One(1) 8085 simulator board

3. Eight(8) LEDs : 2 Red, 4 Yellow, 2Green

4. One(1) common cathode 7-segment LED

5. One(1) power adapter

6. One(1) Breadboard

7. Jumper wires

8. 5 Toggle Switches

Figure 3.1 8085 Simulator Board

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Figure 3.2 common cathode 7-segment LEDs pins label

Figure 3.3 LEDs pin label

Figure 3.4 Demo construction

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3.2 Flow Chart

Figure 3.5 Flow chart of adaptive lightning system for automobiles

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3.3 Process Description

After research and studies have been made, this project is carried based on the process control
flow diagram. The flow diagram in figure 1 explains the process of the adaptive lighting system
for automobiles.

This system uses 3 switches as manual switches (PA0=Power Switch, PA1=Low Lamp
Switch, PA2=High Lamp Switch) and 2 switches as sensor to detect surrounding condition
(PA6=Incoming Car Sensor, PA7=Fog Sensor). 8 LEDs also have been use as car headlamps
(PB0+PB7=High Lamps, PB1+PB2+PB5+PB6=Low Lamps, PB3+PB4=Fog Lamps). Besides
that, 7-segment LED also been used to indicate the state of process and surrounding condition
to control the 8 car headlamps LEDs.

At start-up, the system will compare the value of accumulator with the input value of
Power Switch (PA0). If Power Switch off, it will loop in the Power Switch loop and display
O.F.F at 7-segment LED with all 8 LEDs light off. If Power Switch is on, then it will go to
next Fog Sensor.

When Fog Switch (PA7) is off, it indicates no fog exist at surrounding, the 7-segment
LED will display no. F which means no fog, followed by light off Fog Lamps LEDs (PB3,
PB4), and display F. which means fog exist when Fog Switch (PA7) is on, followed by light
on Fog Lamps LEDs (PB3, PB4).

However, both fog and no fog condition will continue with checking High Lamps
Switch (PA2) and Low Lamps Switch (PA1). If High Lamps Switch (PA2) is off, but Low
Lamps Switch (PA1) is on, the Low Lamps LEDs (PB1+PB2+PB5+PB6) will light up after
the 7-segment LED display no F. L or F. L. If Low Lamps Switch (PA1) is off, but High
Lamps Switch (PA2) is on, it will first check the Incoming Car Switch (PA6) whether is on or
not. When there is no car comes from opposite direction, the High Lamps LEDs (PB0+PB7)
will light up after the 7-segment LED display no F. H or F. H. Inversely, when light comes
from the car in opposite direction, High Lamps LEDs (PB0+PB7) of the automobiles will
quickly change to the Low Lamp LEDs (PB1+PB2+PB5+PB6).

The system will continue function until the system is off by switching off the Power
Switch (PA0).

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4.0 RESULT
4.1 8085 Board

1. All OFF State.

When Power Switch (PA0) is off, all the LEDs (PB0-PB7) will not light up and, O.F.F will
be displayed in 7-segment LEDs (PC0-PC7) which remind that the car is power off. All other
outputs and inputs will not function until the Power Switch is on.

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When Power Switch is ON

2. FOG Sensor / FOG Lamps Switch (PA7)

a. No Fog Condition:

When the Fog Sensor detected NO FOG, Fog Switch (PA7) will be off, the 7-segment
LEDs (PC0-PC7) will display no F. followed by the Green Fog LEDs (PB3, PB4) will not
light on.

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b. Fog Condition:

When the Fog Sensor detected FOG, Fog Switch (PA7) will be on, the 7-segment LEDs
(PC0-PC7) will display F. followed by the Green Fog LEDs (PB3, PB4) will both light on.

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3. LOW Lamps Switch (PA1)

a. No Fog Condition:

When the Fog Sensor detected no FOG with the Low Lamp Switch (PA1) is ON, Fog
Switch (PA7) will be off, the 7-segment LEDs (PC0-PC7) will display no F. L followed by
Green Fog LEDs (PB3, PB4) light off and Yellow Low LEDs (PB1, PB2, PB5, PB6) light
on.

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b. Fog Condition:

When the Fog Sensor detected FOG with the Low Lamp Switch (PA1) is ON, Fog Switch
(PA7) will be on, the 7-segment LEDs (PC0-PC7) will display F. L followed by Green Fog
LEDs (PB3, PB4) and Yellow Low LEDs (PB1, PB2, PB5, PB6) light on.

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4. HIGH Lamps Switch (PA2)

a. No Fog Conditions:

When the Fog Sensor detected no FOG with the High Lamp Switch (PA2) is ON, Fog
Switch (PA7) will be off, the 7-segment LEDs (PC0-PC7) will display no F. H followed by
Green Fog LEDs (PB3, PB4) light off and Red High LEDs (PB0, PB7) light on.

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b. Fog Condition:

When the Fog Sensor detected FOG with the High Lamp Switch (PA2) is ON, Fog Switch
(PA7) will be on, the 7-segment LEDs (PC0-PC7) will display F. H followed by Green Fog
LEDs (PB3, PB4) and Red High LEDs (PB0, PB7) light on.

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5. Incoming Car Sensor/ Incoming Car Switch (PA6)

When there are no cars coming from opposite direction, the Incoming Car Sensor (PA6) will
be off, previous states of light on Lamps and light off Lamps will not affected where they will
stay and remain the same.

However, any states of Lamps will change to Low Lamps when there are cars detected
coming from opposite site. Yellow Low LEDs (PB1, PB2, PB5, PB6) will be light on with or
without Fog LEDs (PB3, PB4) light on.

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When Power Switch is OFF

6. All ON, except Power Switch is OFF

When suddenly switch off the Power Switch (PA0), all the LEDs (PB0-PB7) will be light off,
followed by display O.F.F on the 7-segment LEDs (PC0-PC7). It will be ON again when
switch ON the Power Switch (PA0) again.

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4.2 MY1Sim85

Part 1 : Line 1-35

Part 2 : Line 36-70

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Part 3 : Line 71-105

Part 4 : Line 106-140

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Part 5 : Line 141-161

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5.0 DISCUSSION

Discussion is the process of analysing and synthesising after the mini project done completely
and properly. there was some discussion, try and error about before, during and after the mini
project processing.

5.1 Planning
The planning has been started after a team has been formed. First of all, leader will be chosen
to lead the team to successfully complete the task given until the end of project. Everyone is
together discussing about the titles given and title Adaptive Lightning System For Auto
Mobiles had been chosen, since it can help to improve out life by reducing the road accidents.
Each of group members is given task to help project process going smoothly. Each of the
process is relevant to the previous process, so any mistake in each of process will affect the
next, every parts should be done properly and attentive, and always help each other when
needed without dominant everything.
Tasks is divided as below:
1) Ong Chee Chung - Flow Chart
2) Lau Teng Hui - Programming
3) Siti Zanariah Binti Mesuwan - Circuit Connection and Construction
4) Suriati Binti Subri - Troubleshoot and Correction

5.2 Program Simulation (MY1Sim85)

Program was done step by step following the flowchart. Each of the function/routine is labelled
properly with relevant label. For instance, Power Switch can be labelled as POWERSW, where
POWER means Power, SW means Switch, so readers can be easily understanding what are
been written. Program was run many times until the most successful program done. Nothing
can be done just for one time, learn from failure and do not give up, and finally we are success.
The program satisfied whole team and bring forward to the program execution.
By the way, there were need no of delay when simulation is run inside MYSim85
because it will consume a lot of time of waiting and checking, but it was needed in execution
on the 8085 Board, because the 8085 Board processing too fast as it was about 30MHz. 01H in
MY1Sim simulation can be consider as 3.3333X108 seconds, it was quite fast and may cause
the 8085 board unable to process our instructions/commands.

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5.3 Program Execution (8085 Board)

The team believe that the program would work best if theres only one source of programmer
only as each programmer has they own mindset and way of work that if each person were to
write a code and later combine everyones code at the end, many complications would arise
such as the program flow, the name of subroutines and so on. Every member should be effective
in time managements since our classes is quite packed. Time should be arranged properly to
allow us to do the program execution using 8085 board since the board, equipment and
apparatus are only available in lab. Circuit constructed correctly with accurate program will
enable us have the result on 8085 board same as that simulated in MY1Sim. Program will not
only have one version, it will have two, three or more, because the program need to be improve
to be better and more effective use of PORTs than previous version.

5.4 Program Troubleshoot & Correction

When troubleshooting, make sure each of the port are assigned/connected correctly on the 8085
board based on the program. Other than that, make sure the execution program is executed
correctly. There were two types of errors may occur:
1) 8085 Board burnt out, all port or some equipment unable to function properly.
2) Program execute wrongly, delay not high enough.
For error 1, change from using DC voltage power supply and replaced it with power
adapter that will provide stable DC voltage to 8085 Board and circuits compared to DC voltage
power supply which will be more loosen and lost supply since we use jumper to connect
between them.
For error 2, we choose to use LXI 16-bit data, rather than MVI 8-bit data, because LXI
16-bit data will have higher range of counting up to 65535 times but MVI 8-bit data will count
up to 255 times only before transfer to 8085 board. Hence, LXI 16-bit data can delay up to
about 2milliseconds in one complete looping, but MVI 8-bit data just can delay up to very
small 8.5nanoseconds in one complete looping.

5.5 Future Improvement

Things that we want to improve more for future are:
1) Add on cornering lights to detect the present of people nearby when turn at any corner.
2) Whole system will be automatic, lighting according to surrounding brightness.
3) Use of wide angle and high intensity light to provide more light up area on the road.

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6.0 CONCLUSION

In conclusion, Adaptive lighting system can perform a great deal in reducing the manual
efforts and fatigue of drivers in manual switching of the headlamp frequently and intense
dazzling effect while driving through highways full of moving vehicles. However, vehicles
employed with automatic dippers are not very often seen in cities, and it may be due to lack of
information about the system and also because of giving attention to the people saying that it
is not at all practicable in highways but it is a device with a very bright future. Adaptive lighting
systems are devices, which will attain more and more importance in the forthcoming years.
Offering the prospect of improved vision during night-time driving, adaptive lighting system
has positive implications for road safety and driver comfort. Customer demand is expected to
increase across market sectors, creating opportunities and challenges for established vehicle
lighting suppliers and new entrants. It is possible to make our roads a safe place so that the
driver could drive smoothly and peacefully on the road. Adaptive headlights do not compensate
for unsafe driving or poor road conditions. Drivers must still take extra precautions when
driving at night, and should continue to use safe driving practices at all times. We have to
cooperate each other and play our own role to prevent and simultaneously decrease the number
of road accident in Malaysia.

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7.0 REFERENCES

[1] Hemananthani Sivanandam, Malaysia: Steep Rise in Road Accidence Annually. The
Sun, p.3, August 29,2010. [Online]. Available: http://www.alertdriving.com [Accessed
March 18,2004].
[2] T.K. Hareendran. (2013, April). Adaptive Lighting System for Automobiles [Online].
Available: http://www.electroschematics.com/8773/adaptive-lighting-system-for-
automobiles/ [Accessed: April 12,2016].
[3] J.S.Fulda(2005,Mar). Adaptive headlights. Brain on Board. [Online]. 12(3), pp.12-14.
Available:
http://brainonboard.ca/safety_features/driver_assistance_technology_adaptive_headlights.
php [Accessed April 15,2016]
[4] Darren Cassey (2015, December). History of Automotive Headlamps-Mechanics [Online].
Available: http://www.liquisearch.com/headlamp/histo
ry_of_automotive_headlamps/mechanics [Accessed April 12,2016]
[5] Dan Crney (2013, June). 10 Car Options the Law wont let you have. [Online]. Available:
https://www.yahoo.com/autos/10-car-options-the-law-won-t-let-you-have-
002345087.html [Accessed March 19,2016]
[6] Rumar, Kare (November 2000). "Relative Merits of the U.S. and ECE High-Beam Maximum
Intensities and of Two- and Four-Headlamp Systems". University of Michigan
Transportation Research Institute [Online]. Available:
https://deepblue.lib.umich.edu/bitstream/handle/2027.42/49438/UMTRI-2000-
41.pdf. [Accessed March 13,2016].
[7] Chris Woodyard. (2013, March). Cars LED lighting revolution slowed by regulation
[Online].
Available:http://www.usatoday.com/story/money/cars/driveon/2013/03/10/headlights
-volvo-nhtsa/1973737/ [Accessed: March.19,2016]
[8] Priyanka Dubal and Nanaware J.D (2010, may). Design of Adaptive Headlights for
Automobiles [Online]. Available: http://www.ijritcc.org/download/1428552787.pdf
[Accessed March 24,2016]

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8.0 APPENDIX

Group Photo of Adaptive Lightning System for Automobiles

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Demo Set of Adaptive Lightning System for Automobiles

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