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New human-machine interfaces are the direct result of digitalization. So also in lighting, new constellations have to be taken into account when looking to the possibilities of giving additional informations to the driver. Lighting and furthermore information given by light is a clear preference during nighttime driving. The global interest in standardization of light driven messages from autonomous vehicles to other traffic participants has opened new research needs in order to prepare full view on such new human-machine interface. In Europe, GTB (Group de Travail de Bruxelles) has established a working group dedicated to this topic. In order to provide a complete picture of the effects of digital light, the question of additional glare contribution by digital informations, i.e. extra projected light in form of patterns, symbols or areas was addressed in this research study. This article will show the investigations on wet and dry road glare while driving with digital informations.

Digitalization in Industry and Society is progressing quickly. Up to now, just 5 static and standard lighting applications have been dominating in the U.S. (Low/High Beam, Daytime Running Lamp Turn Indicator & Position Lamp). The global interest in standardization of light driven messages from autonomous vehicles to other traffic participants has opened new research needs and research findings. In Europe, GTB has established a working group dedicated to this topic. The article will discuss the possible contribution of signalling and lighting functions to Digitalization and Autonomous driving by explaining the first elements of functional definition and research results.

In 2008 the first full LED headlamps arrive to the world markets. Already in 2004 hybrid versions of LED headlamps with single functions like DRL or low beam were introduced. They all differ considerably in style and technology and of course efficiency compared to given headlamps of today. Does LED lighting beat HID in efficiency and performance? And what about halogen? In this paper the influence of styling and technology on energy consumption of front-, rear- and interior lighting will be explained. The necessary new approach in styling will be mentioned. Electronic integration into the car will be shown.

1 In 2008 the first full LED (LED = Light Emitting Diode) headlamp will arrive to the worlds markets, providing all lighting functions with semiconductor based light emitting devices, LED. The first Full LED headlamp differs in style and technology from other headlamps. Target was to find a face that fulfils the demands of the stylists and also gives the possibility to be assembled, to fulfill customer specs and legal requirements. Fulfilling this, the development showed various intermediate steps. As LED is still a evolving technology, mature and fixed technical solutions were and are not always existing. So technical solutions had to be developed under the constraints of new technology and regarding the existing mechanical and electrical environment in the car.

This paper shall give an idea of a lighting strategy a car company could have decided in an senior management circle. It is a medium to long term approach dealing with styling, design, innovation, quality and environmental aspects. Cost influences will be pointed out. It gives examples how different target conflicts could be handled and how or where to find mutual gain. Some “natural” conflicts between styling, engineering and marketing in car development are discussed. The different roles a car company could play in the development process will be shown. Is a car company responsible for the application of parts only or should it take the development leadership? And how could it be in future? Chances and risks will be pointed out.

Light distributions of headlamps are defined as static values. Neither FMVSS nor ECE allow variable beam pattern for low beam headlamps. New electronic systems and sensors available for car applications facilitate a situative. lighting that prepares an optimum lighting for each driving Situatuion. This paper shows the necessity of different beam patterns for certain driving situations. Based on an road geometry analysis and an investigation of objects in the street the optimum ligh! dictrihutionr are carried out for the single situations.

If a tail light bulb burns out, the failure will be detected by an electronic light check module. The missing tail light will be substituted by the stop light function. The luminous intensity of the stop light will be automatically reduced to the tail light level. If a car is equipped with rear fog lights, a faulty brake light can be substituted, similarly by a reduced rear fog light. Today the hazard warning signal has the same frequency as the turn signal indicator. If one side of a car is blocked by for example another car then it is not possible to differentiate between the aforementioned signal types. Therefore the hazard warning information is lost. The suggested new hazard warning signal consists of a double-flash with a short break, the time period is nearly unchanged.

A new electronic headlamp system Litronic (light and electronic) was developed by Bosch and was launched in a first series project by BMW in autumn 1991. The 2nd generation Litronic or Xenon headlamps have been available since mid of 1994 in the new BMW 7 series. The unsurpassed light output of the newly developed high intensity discharge lamp for automotive use results in a significantly improved light pattern produced by a specially adapted low beam projector headlamp. Better visibility and visual guidance will essentially enhance driver's safety and comfort without dazzling other traffic. This paper presents the development of the integrated electronic HID headlamp and discusses light pattern, electronics and headlamp design. Furthermore the application of this headlamp to the car and the specific automotive reqirements as well as the experience from more than 3-1/2 years of original equipment are discussed.