From the Hella web site:
"One of the first light-based assistance systems was the dynamic bend lighting function, which was introduced in 2003. In this system, the light modules rotate according to the steering angle, nearly doubling the range of visibility in a curve.
One advanced development based on dynamic bend lighting is the Adaptive Frontlight System (AFS). This system uses both the steering angle and the vehicle speed as parameters for illuminating the road. Based on this internal information, a cylinder in the VarioX module is used to create various types of light distribution, including town light, country light, adverse weather and motorway light.
The development of the adaptive cut-off line (aCOL) goes one step further. This feature also utilizes data gathered from the vehicle’s surroundings to generate the light distribution. A camera detects oncoming traffic and cars ahead, and a stepper motor turns the cylinder of the VarioX module to the required position within milliseconds. This means that the light cone always ends directly in front of oncoming traffic, or just behind the car ahead of you."
This description from Hella is, I guess, a mini history of the kind of developments they've been working on over the last 1 or 2 decades.
A current implementation based on a fresh-start design would more likely be based on the matrix projection capabilities, replacing gimbals, cylinders, shutters and stepper motors with a completely electronic modification of the projected illumination matrix, I.e. modify the source image rather than electro-mechanically shape and steer the beam.
As mentioned in the Hella blurb, you also need real-time inputs to inform the system of the car's positioning relative to the road curvature, in both X left/right and Y up/down axes, and for anti-dazzle function, inputs about the oncoming car(s). Previously, creation of these signals required a mixture of electromechanical and electro-optical sensors. But now most all of this information can be derived, and more accurately, from the multi-camera video feeds.
So a modern active-headlight design, well-integrated with the car, will be simpler and cheaper in almost every respect. The key functionality is in the matrix (pixel array) of the projector module.
Whether this represents the actual implementation of these Samsung/Hella/Tesla lights, I don't know. But I think it will be, in this upcoming generation or the next. How long it takes for NHTSA to allow full capabilities in the USA is an open and somewhat political question.