Editing Headlamp (section)

== Beam aim control ==

=== {{Anchor|Headlamp leveling|Headlamp leveling systems}} Headlamp leveling systems ===
[[File:Leuchtweitenregulierung.svg|thumb|200px|Headlamp leveling]]
The 1948 [[Citroën 2CV]] was launched in France with a manual headlamp leveling system, controlled by the driver with a knob through a mechanical rod linkage. This allowed the driver to adjust the vertical aim of the headlamps to compensate for the passenger and cargo load in the vehicle. In 1954, [[Cibié]] introduced an automatic headlamp leveling system linked to the vehicle's suspension system to keep the headlamps correctly aimed regardless of vehicle load, without driver intervention. The first vehicle to be so equipped was the [[Panhard Dyna Z]]. Beginning in the 1970s, Germany and some other European countries began requiring remote-control headlamp leveling systems that permit the driver to lower the lamps' aim by means of a dashboard control lever or knob if the rear of the vehicle is weighted down with passengers or cargo, which would tend to raise the lamps' aim angle and create glare. Such systems typically use [[stepper motor]]s at the headlamp and a rotary switch on the dash marked "0", "1", "2", "3" for different beam heights, "0" being the "normal" (and highest) position for when the car is lightly loaded.

Internationalized [[World Forum for Harmonization of Vehicle Regulations|ECE Regulation]] 48, in force in most of the world outside North America, currently specifies a limited range within which the vertical aim of the headlamps must be maintained under various vehicle load conditions; if the vehicle isn't equipped with an adaptive suspension sufficient to keep the headlamps aimed correctly regardless of load, a headlamp leveling system is required.<ref name="R48">{{cite web|url= http://www.unece.org/fileadmin/DAM/trans/main/wp29/wp29regs/updates/R048r12e.pdf |title=ECE R48 }}&nbsp;{{small|(649&nbsp;KB)}}</ref> The regulation stipulates a more stringent version of this anti-glare measure if the vehicle has headlamps with low beam light source(s) that produce more than 2,000 lumens – xenon bulbs and certain high-power halogens, for example. Such vehicles must be equipped with headlamp self-leveling systems that sense the vehicle's degree of squat due to cargo load and road inclination, and automatically adjust the headlamps' vertical aim to keep the beam correctly oriented without any action required by the driver.<ref name=R48/>

Leveling systems are not required by the North American regulations. A 2007 study, however, suggests automatic levelers on all headlamps, not just those with high-power light sources, would give drivers substantial safety benefits of better seeing and less glare.<ref>{{cite journal|title=Benefits of Headlamp Leveling and Cleaning for Current U.S. Low Beams|journal=UMTRI|date=November 2007|first1=Michael J.|last1=Flannagan |first2=Michael |last2=Sivak |first3=Brandon |last3=Schoettle |url= http://deepblue.lib.umich.edu/bitstream/2027.42/58733/1/100247.pdf|access-date=2010-04-25 }}</ref>

=== Directional headlamps ===
{{more citations needed section|date=May 2011}}
[[File:1928Willys-Knight70A.jpg|thumb|Directional (steering) headlamp (middle) on a 1928 Willys-Knight 70A Touring]]
[[File:Draaiende koplamp.jpg|thumb|upright|Directional (steering) headlamps on a [[Citroën DS]] – the driver can see clearly through curves.]]
These provide improved lighting for cornering. Some automobiles have their headlamps connected to the [[steering]] mechanism so the lights will follow the movement of the front wheels. Czechoslovak [[Tatra (company)|Tatra]] was an 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<ref name="dsgoddess.com">{{cite web|url=http://www.dsgoddess.com/specs/first-directional-headlights/ |title=Myth or fact: The Citroën DS pioneered directional headlights |access-date=2009-11-29 |work=dsgoddess.com |url-status=dead |archive-url=https://web.archive.org/web/20120301105338/http://www.dsgoddess.com/specs/first-directional-headlights/ |archive-date=1 March 2012 }}</ref> with an elaborate dynamic headlamp positioning system that adjusted the inboard headlamps' horizontal and vertical position in response to inputs from the vehicle's steering and suspension systems.

At that time [[Federal Motor Vehicle Safety Standard 108|US regulations]] required this system to be removed from those models sold in the U.S.<ref>{{cite web |url=http://vintagecars.about.com/od/historygreatmoments/a/citroen_ds.htm |title=Citroën DS, a Classic Car 20 Years Ahead of its Time |website=vintagecars.about.com |access-date=11 January 2022 |archive-url=https://web.archive.org/web/20070104231250/http://vintagecars.about.com/od/historygreatmoments/a/citroen_ds.htm |archive-date=4 January 2007 |url-status=dead}}</ref>{{failed verification|date=October 2021}}

The D series cars equipped with the system used cables connecting the long-range headlamps to a lever on the steering relay while the inner long-range headlamps on the SM used a sealed hydraulic system using a glycerin-based fluid instead of mechanical cables.{{Citation needed|date=September 2013}} Both these systems were of the same design as their respective cars' headlamp leveling systems. The cables of the D system tended to rust in the cable sheaths while the SM system gradually leaked fluid, causing the long-range lamps to turn inward, looking "cross-eyed." A manual adjustment was provided but once it was to the end of its travel the system required refilling with fluid or replacement of the tubes and dashpots.{{Citation needed|date=May 2011}}

[[Citroën SM]] non-US market vehicles were equipped with heating of the headlamp cover glasses, this heat supplied by ducts carrying warm air from the radiator exhaust to the space between the headlamp lenses and the cover glasses.{{Citation needed|date=September 2013}} This provided demisting/defogging of the entire interior of the cover glasses, keeping the glass clear of mist/fog over the entire surface. The glasses have thin stripes on their surfaces that are heated by the headlight beams; however, the ducted warm air provides demisting when the headlamps are not turned on. The glasses' stripes on both D and SM cars appear similar to rear windshield glass electric defogger heating strips, but they are passive, not electrified.{{Citation needed|date=September 2013}}

=== {{Anchor|Adaptive front-lighting system (AFS)|Advanced front-lighting system|AFS}} Adaptive front-lighting system (AFS) ===

[[File:Afl.gif|thumb|Advanced front-lighting system on [[Opel Vectra#Vectra C (2002–2008)|Opel Vectra]] C]]

Beginning in the 2000s, there was a resurgence in interest in the idea of moving or optimizing the headlight beam in response not only to vehicular steering and suspension dynamics, but also to ambient weather and visibility conditions, vehicle speed, and road curvature and contour. A task force under the [[EUREKA]] organization, composed primarily of European automakers, lighting companies and regulators began working to develop design and performance specifications for what is known as Adaptive Front-Lighting Systems, commonly ''AFS''.<ref>{{cite web |url= http://www.memagazine.org/backissues/membersonly/june01/features/letlight/letlight.html |title=EUREKA AFS task force |website=Memagazine.org |access-date=2012-01-31 |url-status=dead |archive-url= https://web.archive.org/web/20120219181004/http://www.memagazine.org/backissues/membersonly/june01/features/letlight/letlight.html |archive-date=19 February 2012}}</ref> Manufacturers such as [[BMW]], [[Toyota]],<ref>{{cite web |url=http://www.edmunds.com/apps/vdpcontainers/do/vdp/articleId=83157/pageNumber=1 |title=First Drive: 2004 Lexus RX 330 |website=www.edmunds.com |access-date=11 January 2022 |archive-url=https://web.archive.org/web/20070225065747/http://www.edmunds.com/apps/vdpcontainers/do/vdp/articleId=83157/pageNumber=1 |archive-date=25 February 2007 |url-status=dead}}</ref> [[Škoda Auto|Škoda]],<ref>{{cite web |author=pechmi2 |url= http://www.hella.com/produktion/HellaPortal/WebSite/Internet_cz/Internet_HAT_en/Technology/Development/Development.jsp |title=AFS on Skoda |website=Hella.com |access-date=2012-01-31 |archive-url= https://web.archive.org/web/20120214142900/http://www.hella.com/produktion/HellaPortal/WebSite/Internet_cz/Internet_HAT_en/Technology/Development/Development.jsp |archive-date=14 February 2012 |url-status=dead}}</ref> and [[Vauxhall Motors|Vauxhall]]/[[Opel]]<ref>{{cite web|url= http://www.netcarshow.com/vauxhall/2009-insignia/ |title=AFS on Opel/Vauxhall Insignia |website=Netcarshow.com |access-date=2012-01-31}}</ref> have released vehicles equipped with AFS since 2003.

Rather than the mechanical linkages employed in earlier directional-headlamp systems, AFS relies on electronic sensors, [[transducer]]s, and actuators. Other AFS techniques include special auxiliary optical systems within a vehicle's headlamp housings. These auxiliary systems may be switched on and off as the vehicle and operating conditions call for light or darkness at the angles covered by the beam the auxiliary optics produce. A typical system measures steering angle and vehicle speed to swivel the headlamps.<ref>{{cite web|url=http://www.mvlc.info/tech/afs_abc.html |title=ABCs of AFS |website=Mvlc.info |date=2012-01-27 |access-date=2012-01-31 |url-status=usurped |archive-url=https://web.archive.org/web/20111006135711/http://www.mvlc.info/tech/afs_abc.html |archive-date=6 October 2011 }}</ref> The most advanced AFS systems use [[GPS]] signals to anticipate changes in road curvature, rather than simply reacting to them.

=== {{Anchor|Automatic beam switching|Automatic high beam}} Automatic beam switching ===
Even when conditions would warrant the use of high-beam headlamps, drivers often do not use them.<ref>{{cite report |last1=Mefford |first1=M.L. |last2=Flannagan |first2=M.J. |last3=Bogard |first3=S.E. |title=Real-world use of high-beam headlamps |publisher=University of Michigan Transportation Research Institute |year=2006 |hdl=2027.42/58716 |hdl-access=free}}</ref> There have long been efforts, particularly in America, to devise an effective automatic beam selection system to relieve the driver of the need to select and activate the correct beam as traffic, weather, and road conditions change. [[General Motors Corporation|General Motors]] introduced the first automatic headlight dimmer called the "Autronic Eye" in 1952 on their [[Cadillac]], [[Buick]], and [[Oldsmobile]] models; the feature was offered in other GM vehicles starting in 1953.<ref>{{Cite web|url=http://www.lov2xlr8.no/brochures/olds/53olds/53olds.html|title = Hot Cars}}</ref><ref>[http://www.lov2xlr8.no/brochures/olds/53olds/bilder/20.jpg Brochure] lov2xlr8.no</ref> The system's [[phototube]] and associated circuitry were housed in a gunsight-like tube atop the dashboard. An amplifier module was located in the engine compartment that controlled the headlight relay using signals from the dashboard-mounted tube unit.

This pioneering setup gave way in 1958 to a system called "GuideMatic" in reference to GM's ''Guide'' lighting division. The GuideMatic had a more compact dashtop housing and a control knob that allowed the driver to adjust the system's sensitivity threshold to determine when the headlamps would be dipped from high to low beam in response to an oncoming vehicle. By the early 1970s, this option was withdrawn from all GM models except [[Cadillac]], on which GuideMatic was available through 1988. The photosensor for this system used an amber lens, and the adoption of retro-reflective yellow road signs, such as for oncoming curves, caused them to dim prematurely - possibly leading to their discontinuation.{{Citation needed|date=May 2011}}

[[Ford Motor Company|Ford]]- and [[Chrysler Corporation|Chrysler]]-built vehicles were also available with the GM-made dimmers from the 1950s through the 1980s.{{Citation needed|date=May 2011}} A system called "AutoDim" was offered on several [[Lincoln (automobile)|Lincoln]] models starting in the mid-1950s, and eventually the [[Ford Thunderbird]] and some [[Mercury (automobile)|Mercury]] models{{Vague|date=May 2011}} offered it as well.{{Citation needed|date=May 2011}} Premium [[Chrysler Corporation|Chrysler]] and [[Imperial (automobile)|Imperial]] models offered a system called ''Automatic Beam Control'' throughout the 1960s and early 1970s.{{Citation needed|date=May 2011}}

==== Rabinow dimmer ====
Though the systems based on photoresistors evolved, growing more compact and moving from the dashboard to a less conspicuous location behind the radiator grill, they were still unable to reliably distinguish headlamps from non-vehicular light sources such as streetlights. They also did not dip to low beam when the driver approached a vehicle from behind, and they would spuriously dip to low beam in response to road sign reflections of the vehicle's own high beam headlamps. American inventor [[Jacob Rabinow]] devised and refined a scanning automatic dimmer system impervious to streetlights and reflections,<ref>{{cite web |url=http://museum.nist.gov/exhibits/rabinow/patents.html |title=Jacob Rabinow - patent 2917664 |website=Museum.nist.gov |access-date=20 May 2014 |archive-url= https://web.archive.org/web/20140530000016/http://museum.nist.gov/exhibits/rabinow/patents.html |archive-date=30 May 2014 |url-status=dead}}</ref> but no automaker purchased the rights, and the problematic photoresistor type remained on the market through the late 1980s.<ref>{{cite book |last=Rabinow |first=Jacob |author-link=Jacob Rabinow |title=Inventing for Fun and Profit |publisher=San Francisco Press |date=May 1990 |isbn=978-0-911302-64-6 |url-access=registration |url= https://archive.org/details/inventingforfunp00rabi }}</ref>

==== Bone-Midland lamps ====
In 1956, the inventor Even P. Bone developed a system where a vane in front of each headlight moved automatically and caused a shadow in front of the approaching vehicle, allowing for high beam use without glare for the approaching driver. The system, called "Bone-Midland Lamps," was never taken up by any car manufacturer.<ref>{{cite journal|url= https://books.google.com/books?id=TOEDAAAAMBAJ&pg=PA70 |title=Built in Visor Shades Headlamps |journal=Popular Mechanics |volume=106 |issue=2 |date=August 1956 |page=70 |access-date=29 May 2014}}</ref>

==== Camera-based dimmer ====
{{unreferenced section|date=November 2012}}
Present systems based on imaging [[CMOS]] cameras can detect and respond appropriately to leading and oncoming vehicles while disregarding streetlights, road signs, and other spurious signals. Camera-based beam selection was first released in 2005 on the [[Jeep Grand Cherokee]] and has since then been incorporated into comprehensive [[Automobile safety#Driver assistance|driver assistance]] systems by automakers worldwide. The headlights will dim when a bright reflection bounces off of a street sign.

=== {{Anchor|Intelligent Light System}} Intelligent Light System ===

[[File:Mercedes W176 Intelligent Light System.jpg|thumb|Intelligent Light System on A-Class]]

''Intelligent Light System'' is a headlamp beam control system introduced in 2006 on the [[Mercedes-Benz E-Class (W211)]]<ref>{{cite web |url= https://www.daimler.com/dccom/0-5-1301676-1-1281471-1-0-0-1302066-0-0-135-0-0-0-0-0-0-0-0.html |title=Intelligent illumination technology ensures good vision &#124; Daimler > Company > Tradition > Special Topics |access-date=2015-01-06 |url-status=dead |archive-url= https://web.archive.org/web/20141228044034/http://www.daimler.com/dccom/0-5-1301676-1-1281471-1-0-0-1302066-0-0-135-0-0-0-0-0-0-0-0.html |archive-date=28 December 2014}} Intelligent illumination technology ensures good vision</ref> which offers five different bi-xenon light functions,<ref name="mediadaimler2008">{{cite press release |url= http://media.daimler.com/dcmedia/0-921-614216-1-1147521-1-0-0-0-0-0-11702-0-0-1-0-0-0-0-0.html |title=Daimler: New headlamp and night-view systems |website=Media.daimler.com |date=12 November 2008 |access-date=29 May 2014 |archive-url= https://web.archive.org/web/20140202112035/http://media.daimler.com/dcmedia/0-921-614216-1-1147521-1-0-0-0-0-0-11702-0-0-1-0-0-0-0-0.html |archive-date=2 February 2014 |url-status=dead}}</ref> each of which is suited to typical driving or weather conditions:
* Country mode
* Motorway mode
* Enhanced [[fog lamp]]s
* Active light function ([[Advanced front-lighting system (AFS)]])
* Cornering light function

=== {{Anchor|Adaptive highbeam|Adaptive Highbeam Assist}} Adaptive highbeam ===
''Adaptive Highbeam Assist'' is [[Mercedes-Benz]]'s marketing name for a headlight control strategy that continuously automatically tailors the headlamp range so the beam just reaches other vehicles ahead, thus always ensuring maximum possible seeing range without glaring other road users.<ref>{{cite web |url= http://www.daimler.com/dccom/0-5-1210218-1-1210317-1-0-0-1210228-0-0-135-0-0-0-0-0-0-0-0.html |title= Adaptive Highbeam Assist - the Intelligent Headlamp |access-date= 29 May 2014 |url-status= dead |archive-url= https://web.archive.org/web/20140221114927/http://www.daimler.com/dccom/0-5-1210218-1-1210317-1-0-0-1210228-0-0-135-0-0-0-0-0-0-0-0.html |archive-date= 21 February 2014}}</ref> It was first launched in the [[Mercedes-Benz W212|Mercedes E-class]] in 2009.<ref name="mediadaimler2008"/> It provides a continuous range of beam reach from a low-aimed low beam to a high-aimed high beam, rather than the traditional binary choice between low and high beams.

The range of the beam can vary between 65 and 300 meters, depending on traffic conditions. In traffic, the low beam cutoff position is adjusted vertically to maximise seeing range while keeping glare out of leading and oncoming drivers' eyes. When no traffic is close enough for glare to be a problem, the system provides full high beam. Headlamps are adjusted every 40 milliseconds by a camera on the inside of the front windscreen which can determine distance to other vehicles.<ref>{{cite web|url= http://www.atzonline.com/index.php;do=show/site=a4e/sid=133017103449f0bc10645b9036761195/alloc=3/id=9388 |title=The Car Learns How to See - Camera-Based Assistance Systems |first1=Jürgen |last1=Seekircher |first2=Bernd |last2=Woltermann |first3=Axel |last3=Gern |first4=Reinhard |last4=Janssen |first5=Dirk |last5=Mehren |first6=Martin |last6=Lallinger |publisher=Springer Automotive Media |date=January 2009 |access-date=29 May 2014}}</ref> The [[Mercedes-Benz W221|S-Class]], [[Mercedes-Benz CLS-Class (W218)|CLS-Class]] and [[Mercedes-Benz C-Class|C-Class]] also offer this technology. In the CLS, the adaptive high beam is realised with LED headlamps - the first vehicle producing all adaptive light functions with LEDs. 

This technology is also known as ''Adaptive Driving Beams'' (ADB).<ref name=cnn24>{{Cite web |last=Valdes-Dapena |first=Peter |date=2024-02-15 |title=Headlights are blinding us. Here's why it's mostly an American problem |url=https://www.cnn.com/2024/02/15/cars/headlights-tech-adaptable-high-beams-cars/index.html |access-date=2024-02-15 |website=CNN |language=en}}</ref> Since 2010 some [[Audi]] models with Xenon headlamps are offering a similar system: ''adaptive light'' with variable headlight range control.<ref>{{cite press release |url=http://www.hella-press.com/search_detail.php?text_id=825&archiv=0&language=e&newdir=eng |title=Fascinating light - dynamics through technology and design |publisher=Hella |date=9 February 2010 |access-date=29 May 2014 |url-status=dead |archive-url=https://web.archive.org/web/20140202152126/http://www.hella-press.com/search_detail.php?text_id=825&archiv=0&language=e&newdir=eng |archive-date=2 February 2014}}</ref> In Japan, the [[Toyota Crown]], [[Toyota Crown Majesta]], [[Nissan Fuga]] and [[Nissan Cima]] offer the technology on top level models.

Until February 2022, this technology had been illegal in the US, as FMVSS 108 specifically stated that headlamps must have dedicated high and low beams to be deemed road-legal. An infrastructure bill enacted in November 2021 included language that directs the [[National Highway Traffic Safety Administration]] to amend FMVSS 108 to allow the use of this technology, and set a two-year deadline for implementing this change.<ref>{{cite web|url=https://www.autoblog.com/2021/11/16/adaptive-high-beams-finally-legal/ |title=Adaptive driving beams are finally going to be legal in the U.S. |first=Zac |last=Palmer |website=Autoblog.com |date=November 16, 2021 |access-date=January 3, 2022}}</ref><ref>{{cite web|url=https://www.thedrive.com/news/43146/adaptive-headlights-will-finally-come-to-the-us-thanks-to-the-infrastructure-bill |title=Adaptive Headlights Will Finally Come to the US, Thanks to the Infrastructure Bill |first=Peter |last=Holdereth |website=The Drive |date=November 15, 2021 |access-date=January 3, 2022}}</ref> In February 2022, the NHTSA amended FMVSS 108 allowing adaptive headlights for use in the US.<ref>[https://www.nhtsa.gov/sites/nhtsa.gov/files/2022-02/ADB-Final-Rule-02-01-2022-web.pdf ADB Final Rule] nhtsa.gov</ref> However, the new regulations are quite different from the ones in effect in Europe and Asia and prevent car manufacturers from easily adapting their systems to the US market.<ref name=cnn24/>

=== {{Anchor|Glare-free high beam|pixel light}} Glare-free high beam and pixel light ===
{{main|Outline of object recognition}}
A ''glare-free high beam'' is a camera-driven dynamic lighting control strategy that selectively shades spots and slices out of the high beam pattern to protect other road users from glare, while continuously providing the driver with maximum seeing range.<ref>{{cite web|url=https://paginas.fe.up.pt/~ee04007/tese/docs/AutoIndustrie_gb_ti_lt.pdf|title=Lighting technology|access-date=17 February 2010}}</ref> The area surrounding other road users is constantly illuminated at high beam intensity, but without the glare that would typically result from using uncontrolled high beams in traffic.<ref>{{cite web|url=https://www.youtube.com/watch?v=C6mmQxfqo7o| archive-url=https://ghostarchive.org/varchive/youtube/20211117/C6mmQxfqo7o| archive-date=2021-11-17 | url-status=live|title=Mobileye & Visteon| website=[[YouTube]]| date=9 December 2009|access-date=18 February 2010}}{{cbignore}}</ref> This constantly changing beam pattern requires complex sensors, microprocessors, and actuators because the vehicles which must be shadowed out of the beam are constantly moving. The dynamic shadowing can be achieved with movable shadow masks shifted within the light path inside the headlamp. Or, the effect can be achieved by selectively darkening addressable LED emitters or reflector/mirror elements, a technique known as ''pixel light''.<ref>{{cite web|url=http://www.drivingvisionnews.com/reports/technical-survey-and-regulations/2492-adaptative-lighting-systems |title=Adaptive Lighting Systems |publisher=Driving Vision News |date=2010-08-31 |access-date=2012-01-31}}</ref>

The first mechanically controlled (non-LED), glare-free high beam was Volkswagen's "Dynamic Light Assist" package,<ref>{{cite press release|url=https://www.volkswagen-media-services.com/medias_publish/ms/content/en/pressemitteilungen/2010/02/10/to_the_point__world.standard.gid-oeffentlichkeit.html |title=New Touareg takes the SUV idea into the future|access-date=17 February 2010|archive-url= https://web.archive.org/web/20120303155255/https://www.volkswagen-media-services.com/medias_publish/ms/content/en/pressemitteilungen/2010/02/10/to_the_point__world.standard.gid-oeffentlichkeit.html |archive-date=3 March 2012|url-status=dead}}</ref> which was introduced in 2010 on the [[Volkswagen Touareg]],<ref>{{cite press release|url= http://media.vw.com/index.php?s=43&item=582|title=The New Volkswagen Touareg SUV is One of the Safest Automobiles of All Time|access-date=17 March 2010|archive-url= https://web.archive.org/web/20120313052937/http://media.vw.com/index.php?s=43&item=582|archive-date=13 March 2012|url-status=dead}}</ref> [[Volkswagen Phaeton|Phaeton]],<ref>{{cite press release|url= https://www.volkswagen-media-services.com/medias_publish/ms/content/en/pressemitteilungen/2010/04/22/phaeton_debuts_with.standard.gid-oeffentlichkeit.html |title=Phaeton debuts with new design and new technologies|access-date=22 April 2010|archive-url=https://web.archive.org/web/20110720152841/https://www.volkswagen-media-services.com/medias_publish/ms/content/en/pressemitteilungen/2010/04/22/phaeton_debuts_with.standard.gid-oeffentlichkeit.html|archive-date=20 July 2011|url-status=dead}}</ref> and [[Volkswagen Passat|Passat]]. In 2012, the facelifted [[Lexus LS (XF40)]] introduced an identical bi-xenon system: "Adaptive High-beam System".

The first mechanically controlled LED glare-free headlamps were introduced in 2012 on [[BMW 7 Series (F01)#2012 update|BMW 7 Series]]: "Selective Beam" (anti-dazzle high-beam assistant). In 2013 [[Mercedes-Benz]] introduced the same LED system: "Adaptive Highbeam Assist Plus".

The first digitally controlled LED glare-free headlamps were introduced in 2013 on Audi A8. See [[#LED|LED section]].