Drivers often complain that the glare from newer, ever-brighter headlights blinds them.  The same thing that helps drivers see safely ahead at night compromises the sight and safety of drivers encountering those bright lights.

The National Highway Traffic Safety Administration announced in October that it is considering a dramatic change to the longstanding rules that govern automobile headlights.  If approved, the change — currently in a comment period for final review — would allow auto manufacturers to install adaptive beam headlights on new cars sold in the United States.

Adaptive beam headlights make it possible to drive with high beams on without bothering oncoming motorists.  The high-tech headlights continuously modify and redirect the light emitted from each lamp, moving it away from the eyes of approaching drivers and pedestrians while better illuminating areas where no vehicles are present.

According to a senior engineer for the Insurance Institute for Highway Safety, Matthew Brumbelow, “It would make a really big difference.  The main balancing act with headlights is achieving good visibility for your vehicle without glaring everyone else on the road.  Typically, that’s done with low and high beams, and for the most part, that’s been left to people to decide which is appropriate.”

The problem is that most drivers underuse their high beams.  Studies show that around 80% of drivers fail to use high beams when they should, thereby “overdriving” their low beams, especially at speed.  Overdriving one’s headlights is when the stopping distance exceeds your range of vision.  Objects thereby appear too late to avoid striking them.

While this technology is employed in other markets, including Europe, a U.S. implementation has been stymied in part by Federal Motor Vehicle Safety Standard #108, an equipment standard penned in 1967.  The rule not only regulates how headlights emit light, but also where they are located on a vehicle. NHTSA has made a few amendments to the standard in the past, allowing brighter high beams and making changes aimed at reducing glare for oncoming drivers.

Now that highly controllable LED lighting has become the norm, along with front-facing cameras and sensors, opportunities for adaptive headlights are at the ready. 

Automakers have been paving the way for adaptive lighting, expecting to “turn them on” as soon as federal regulations allow.  Some vehicles, like the Audi A8, already have the technology in place, which can be enabled with a software update when the NHTSA decides on its new ruling.

Depending on the automaker, technologies for adaptive headlights vary.  Audi uses a matrix lighting system in the A8, made up of a number of LEDs that are switched on and off to create different patterns as need dictate.  Other manufacturers employ a mechanical shade over portions of the bulb to direct light.  In all systems, the technology relies on front-facing sensors to detect other vehicles and pedestrians. 

While many vehicles may have components in place — like the camera that makes adaptive cruise control work—the added cost will be the headlamp itself, whether it uses an LED matrix or some form of dynamic mechanical shading.

They will likely be initially only available on higher-priced and luxury models, but hopefully they will make their way to common models, at least as an extra-cost option.

I think their time has come — it can solve both the problem of inadequate visibility during low beam operation and blinding others when failing to prudently dim high beams.

Readers may contact Bill Love via e-mail at precisiondriving@spokesman.com.

Drivers often complain that the glare from newer, ever-brighter headlights blinds them.  The same thing that helps drivers see safely ahead at night compromises the sight and safety of drivers encountering those bright lights.

The National Highway Traffic Safety Administration announced in October that it is considering a dramatic change to the longstanding rules that govern automobile headlights.  If approved, the change — currently in a comment period for final review — would allow auto manufacturers to install adaptive beam headlights on new cars sold in the United States.

Adaptive beam headlights make it possible to drive with high beams on without bothering oncoming motorists.  The high-tech headlights continuously modify and redirect the light emitted from each lamp, moving it away from the eyes of approaching drivers and pedestrians while better illuminating areas where no vehicles are present.

According to a senior engineer for the Insurance Institute for Highway Safety, Matthew Brumbelow, “It would make a really big difference.  The main balancing act with headlights is achieving good visibility for your vehicle without glaring everyone else on the road.  Typically, that’s done with low and high beams, and for the most part, that’s been left to people to decide which is appropriate.”

The problem is that most drivers underuse their high beams.  Studies show that around 80% of drivers fail to use high beams when they should, thereby “overdriving” their low beams, especially at speed.  Overdriving one’s headlights is when the stopping distance exceeds your range of vision.  Objects thereby appear too late to avoid striking them.

While this technology is employed in other markets, including Europe, a U.S. implementation has been stymied in part by Federal Motor Vehicle Safety Standard #108, an equipment standard penned in 1967.  The rule not only regulates how headlights emit light, but also where they are located on a vehicle. NHTSA has made a few amendments to the standard in the past, allowing brighter high beams and making changes aimed at reducing glare for oncoming drivers.

Now that highly controllable LED lighting has become the norm, along with front-facing cameras and sensors, opportunities for adaptive headlights are at the ready. 

Automakers have been paving the way for adaptive lighting, expecting to “turn them on” as soon as federal regulations allow.  Some vehicles, like the Audi A8, already have the technology in place, which can be enabled with a software update when the NHTSA decides on its new ruling.

Depending on the automaker, technologies for adaptive headlights vary.  Audi uses a matrix lighting system in the A8, made up of a number of LEDs that are switched on and off to create different patterns as need dictate.  Other manufacturers employ a mechanical shade over portions of the bulb to direct light.  In all systems, the technology relies on front-facing sensors to detect other vehicles and pedestrians. 

While many vehicles may have components in place — like the camera that makes adaptive cruise control work—the added cost will be the headlamp itself, whether it uses an LED matrix or some form of dynamic mechanical shading.

They will likely be initially only available on higher-priced and luxury models, but hopefully they will make their way to common models, at least as an extra-cost option.

I think their time has come — it can solve both the problem of inadequate visibility during low beam operation and blinding others when failing to prudently dim high beams.

Readers may contact Bill Love via e-mail at precisiondriving@spokesman.com.

Drivers often complain that the glare from newer, ever-brighter headlights blinds them.  The same thing that helps drivers see safely ahead at night compromises the sight and safety of drivers encountering those bright lights.

The National Highway Traffic Safety Administration announced in October that it is considering a dramatic change to the longstanding rules that govern automobile headlights.  If approved, the change — currently in a comment period for final review — would allow auto manufacturers to install adaptive beam headlights on new cars sold in the United States.

Adaptive beam headlights make it possible to drive with high beams on without bothering oncoming motorists.  The high-tech headlights continuously modify and redirect the light emitted from each lamp, moving it away from the eyes of approaching drivers and pedestrians while better illuminating areas where no vehicles are present.

According to a senior engineer for the Insurance Institute for Highway Safety, Matthew Brumbelow, “It would make a really big difference.  The main balancing act with headlights is achieving good visibility for your vehicle without glaring everyone else on the road.  Typically, that’s done with low and high beams, and for the most part, that’s been left to people to decide which is appropriate.”

The problem is that most drivers underuse their high beams.  Studies show that around 80% of drivers fail to use high beams when they should, thereby “overdriving” their low beams, especially at speed.  Overdriving one’s headlights is when the stopping distance exceeds your range of vision.  Objects thereby appear too late to avoid striking them.

While this technology is employed in other markets, including Europe, a U.S. implementation has been stymied in part by Federal Motor Vehicle Safety Standard #108, an equipment standard penned in 1967.  The rule not only regulates how headlights emit light, but also where they are located on a vehicle. NHTSA has made a few amendments to the standard in the past, allowing brighter high beams and making changes aimed at reducing glare for oncoming drivers.

Now that highly controllable LED lighting has become the norm, along with front-facing cameras and sensors, opportunities for adaptive headlights are at the ready. 

Automakers have been paving the way for adaptive lighting, expecting to “turn them on” as soon as federal regulations allow.  Some vehicles, like the Audi A8, already have the technology in place, which can be enabled with a software update when the NHTSA decides on its new ruling.

Depending on the automaker, technologies for adaptive headlights vary.  Audi uses a matrix lighting system in the A8, made up of a number of LEDs that are switched on and off to create different patterns as need dictate.  Other manufacturers employ a mechanical shade over portions of the bulb to direct light.  In all systems, the technology relies on front-facing sensors to detect other vehicles and pedestrians. 

While many vehicles may have components in place — like the camera that makes adaptive cruise control work—the added cost will be the headlamp itself, whether it uses an LED matrix or some form of dynamic mechanical shading.

They will likely be initially only available on higher-priced and luxury models, but hopefully they will make their way to common models, at least as an extra-cost option.

I think their time has come — it can solve both the problem of inadequate visibility during low beam operation and blinding others when failing to prudently dim high beams.

Readers may contact Bill Love via e-mail at precisiondriving@spokesman.com.

Drivers often complain that the glare from newer, ever-brighter headlights blinds them.  The same thing that helps drivers see safely ahead at night compromises the sight and safety of drivers encountering those bright lights.

The National Highway Traffic Safety Administration announced in October that it is considering a dramatic change to the longstanding rules that govern automobile headlights.  If approved, the change — currently in a comment period for final review — would allow auto manufacturers to install adaptive beam headlights on new cars sold in the United States.

Adaptive beam headlights make it possible to drive with high beams on without bothering oncoming motorists.  The high-tech headlights continuously modify and redirect the light emitted from each lamp, moving it away from the eyes of approaching drivers and pedestrians while better illuminating areas where no vehicles are present.

According to a senior engineer for the Insurance Institute for Highway Safety, Matthew Brumbelow, “It would make a really big difference.  The main balancing act with headlights is achieving good visibility for your vehicle without glaring everyone else on the road.  Typically, that’s done with low and high beams, and for the most part, that’s been left to people to decide which is appropriate.”

The problem is that most drivers underuse their high beams.  Studies show that around 80% of drivers fail to use high beams when they should, thereby “overdriving” their low beams, especially at speed.  Overdriving one’s headlights is when the stopping distance exceeds your range of vision.  Objects thereby appear too late to avoid striking them.

While this technology is employed in other markets, including Europe, a U.S. implementation has been stymied in part by Federal Motor Vehicle Safety Standard #108, an equipment standard penned in 1967.  The rule not only regulates how headlights emit light, but also where they are located on a vehicle. NHTSA has made a few amendments to the standard in the past, allowing brighter high beams and making changes aimed at reducing glare for oncoming drivers.

Now that highly controllable LED lighting has become the norm, along with front-facing cameras and sensors, opportunities for adaptive headlights are at the ready. 

Automakers have been paving the way for adaptive lighting, expecting to “turn them on” as soon as federal regulations allow.  Some vehicles, like the Audi A8, already have the technology in place, which can be enabled with a software update when the NHTSA decides on its new ruling.

Depending on the automaker, technologies for adaptive headlights vary.  Audi uses a matrix lighting system in the A8, made up of a number of LEDs that are switched on and off to create different patterns as need dictate.  Other manufacturers employ a mechanical shade over portions of the bulb to direct light.  In all systems, the technology relies on front-facing sensors to detect other vehicles and pedestrians. 

While many vehicles may have components in place — like the camera that makes adaptive cruise control work—the added cost will be the headlamp itself, whether it uses an LED matrix or some form of dynamic mechanical shading.

They will likely be initially only available on higher-priced and luxury models, but hopefully they will make their way to common models, at least as an extra-cost option.

I think their time has come — it can solve both the problem of inadequate visibility during low beam operation and blinding others when failing to prudently dim high beams.

Readers may contact Bill Love via e-mail at precisiondriving@spokesman.com.

Drivers often complain that the glare from newer, ever-brighter headlights blinds them.  The same thing that helps drivers see safely ahead at night compromises the sight and safety of drivers encountering those bright lights.

The National Highway Traffic Safety Administration announced in October that it is considering a dramatic change to the longstanding rules that govern automobile headlights.  If approved, the change — currently in a comment period for final review — would allow auto manufacturers to install adaptive beam headlights on new cars sold in the United States.

Adaptive beam headlights make it possible to drive with high beams on without bothering oncoming motorists.  The high-tech headlights continuously modify and redirect the light emitted from each lamp, moving it away from the eyes of approaching drivers and pedestrians while better illuminating areas where no vehicles are present.

According to a senior engineer for the Insurance Institute for Highway Safety, Matthew Brumbelow, “It would make a really big difference.  The main balancing act with headlights is achieving good visibility for your vehicle without glaring everyone else on the road.  Typically, that’s done with low and high beams, and for the most part, that’s been left to people to decide which is appropriate.”

The problem is that most drivers underuse their high beams.  Studies show that around 80% of drivers fail to use high beams when they should, thereby “overdriving” their low beams, especially at speed.  Overdriving one’s headlights is when the stopping distance exceeds your range of vision.  Objects thereby appear too late to avoid striking them.

While this technology is employed in other markets, including Europe, a U.S. implementation has been stymied in part by Federal Motor Vehicle Safety Standard #108, an equipment standard penned in 1967.  The rule not only regulates how headlights emit light, but also where they are located on a vehicle. NHTSA has made a few amendments to the standard in the past, allowing brighter high beams and making changes aimed at reducing glare for oncoming drivers.

Now that highly controllable LED lighting has become the norm, along with front-facing cameras and sensors, opportunities for adaptive headlights are at the ready. 

Automakers have been paving the way for adaptive lighting, expecting to “turn them on” as soon as federal regulations allow.  Some vehicles, like the Audi A8, already have the technology in place, which can be enabled with a software update when the NHTSA decides on its new ruling.

Depending on the automaker, technologies for adaptive headlights vary.  Audi uses a matrix lighting system in the A8, made up of a number of LEDs that are switched on and off to create different patterns as need dictate.  Other manufacturers employ a mechanical shade over portions of the bulb to direct light.  In all systems, the technology relies on front-facing sensors to detect other vehicles and pedestrians. 

While many vehicles may have components in place — like the camera that makes adaptive cruise control work—the added cost will be the headlamp itself, whether it uses an LED matrix or some form of dynamic mechanical shading.

They will likely be initially only available on higher-priced and luxury models, but hopefully they will make their way to common models, at least as an extra-cost option.

I think their time has come — it can solve both the problem of inadequate visibility during low beam operation and blinding others when failing to prudently dim high beams.

Readers may contact Bill Love via e-mail at precisiondriving@spokesman.com.

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