JP2009269461A - Dimming control device for vehicle - Google Patents

Abstract

<P>PROBLEM TO BE SOLVED: To appropriately control a light amount in accordance with glare feeling that a vehicle driver actually receives in a dimming control device for a vehicle. <P>SOLUTION: The dimming control device for a vehicle is equipped with an eyestrain degree detection means for detecting the degree of the eyestrain of an own vehicle driver, and a database in which eyestrain degree data at a normal time of the own vehicle driver are recorded. A variation width from the eyestrain degree data at a normal time recorded in the database to the eyestrain degree detected by the eyestrain degree detecting means is calculated. Based on the variation width and a traveling environment of the own vehicle detected by a traveling environment detecting means, an illumination light amount of a headlight of the own vehicle or an incident light amount to a windscreen of the vehicle is controlled. <P>COPYRIGHT: (C)2010,JPO&INPIT

Description

  The present invention relates to a vehicle dimming control device, and in particular, detects glare (easiness of glare) of a vehicle driver to detect the amount of light emitted from the headlight of the own vehicle or the windshield of the own vehicle. The present invention relates to a vehicle dimming control apparatus suitable for controlling the amount of incident light.

  Conventionally, there is known a vehicle dimming control device that inputs the age and discomfort glare luminance of a vehicle driver, detects the luminance of the frontal light film of the driver, and determines the amount of transmitted light of the vehicle glass according to those parameters. (For example, refer to Patent Document 1). In the apparatus described in Patent Document 1, the unpleasant glare luminance that is a reference for determining the amount of light transmitted through the vehicle glass is set to a predetermined value corresponding to age.

In addition, the intensity of light incident on the front of the vehicle is detected by the detection unit, and the detected intensity of light is compared with the reference stored in the recording unit to detect the driver's discomfort and eye fatigue. And the apparatus which controls automatically the state of the headlamp of a vehicle based on the detected degree which the driver | operator feels is known (for example, refer patent document 2). In the device described in Patent Document 2, the reference stored in the recording unit that is necessary for detecting the degree that the driver feels is a value that is input in advance by the driver through the input unit.
JP 2005-35384 A JP 2003-31357 A

  However, the glare sensation of the vehicle driver varies from person to person, and the glare sensation varies depending on the traveling environment of the vehicle. If the standard necessary for determining the amount of light and detecting the degree of feeling by the driver is uniformly determined according to age or based on the driver's prior input, the transmitted light amount cannot be accurately determined or A situation may occur in which the degree of feeling felt by the driver is not detected accurately.

  The present invention has been made in view of the above-described points, and an object thereof is to provide a vehicle dimming control device capable of performing appropriate light amount control according to an actual glare feeling of a vehicle driver. To do.

  The above-mentioned objects are: eye strain detection means for detecting the degree of eye strain of the driver of the vehicle, travel environment detection means for detecting the travel environment of the host vehicle, and detection results of the eye strain detection means. Achieved by a vehicle dimming control device comprising light amount control means for controlling the amount of light emitted from the headlamp of the host vehicle or the amount of light incident on the windshield of the host vehicle based on the detection result of the traveling environment detecting unit. Is done.

  In the invention of this aspect, the amount of light emitted from the headlamp of the host vehicle or the amount of light incident on the windshield of the host vehicle is controlled based on the degree of eye strain of the host vehicle driver and the traveling environment of the host vehicle. Therefore, according to the present invention, it is possible to execute appropriate light amount control in accordance with the glare feeling actually received by the vehicle driver.

  The dimming control device for a vehicle includes a database in which the eye fatigue level data of the driver of the host vehicle is recorded normally, and the light amount control unit is an eye strain detected by the eye strain level detecting unit. The amount of light emitted from the headlamp of the own vehicle or the incident on the windshield of the own vehicle based on the change width from the normal value recorded in the database and the detection result of the traveling environment detecting means If the amount of light is controlled, it is possible to execute an appropriate amount of light control by absorbing individual differences of the vehicle driver with respect to the degree of eye strain.

  The vehicle dimming control device includes a predetermined state detecting unit that detects a predetermined state other than the degree of eye fatigue of the driver of the own vehicle, and the light amount control unit detects the eye strain level detecting unit. Based on the result, the detection result of the traveling environment detection unit, and the detection result of the predetermined state detection unit, the amount of light emitted from the headlamp of the host vehicle or the amount of light incident on the windshield of the host vehicle is controlled. Furthermore, more appropriate light quantity control can be executed.

  By the way, in the above-mentioned vehicle dimming control device, the eye strain detection means detects the number of blinks per unit time, the degree of dryness of the eyeball surface, or the perspective adjustment time as the eye strain. The degree of eye strain of the vehicle driver can be detected and reflected in the control by the light quantity control means.

  In the above vehicle dimming control device, if the traveling environment detection means detects a traveling time zone, weather, presence of traffic jams, or presence of a vehicle with the preceding vehicle as the traveling environment, the traveling environment of the vehicle Can be detected and reflected in the control by the light quantity control means.

  Furthermore, in the above-described vehicle dimming control device, if the predetermined state detecting means detects the age of the driver of the host vehicle or the presence or absence of wearing glasses or contact lenses as the predetermined state, A predetermined state other than the degree of fine fatigue can be detected and reflected in the control by the light quantity control means.

  ADVANTAGE OF THE INVENTION According to this invention, appropriate light quantity control according to the glare feeling which the vehicle driver actually receives can be performed.

  Hereinafter, specific embodiments of the present invention will be described with reference to the drawings.

  FIG. 1 shows a configuration diagram of a vehicle dimming control apparatus 10 according to an embodiment of the present invention. The vehicle dimming control device 10 of the present embodiment is a device that controls the amount of light emitted from the headlamp of the host vehicle or the amount of light incident on the windshield of the host vehicle. As shown in FIG. 1, the vehicle dimming control device 10 includes an electronic control unit (hereinafter referred to as ECU) 12 mainly composed of a microcomputer.

  The ECU 12 is connected to an eye strain sensing unit 14 for detecting the degree of eye strain of the vehicle driver. The eye strain sensing unit 14 includes, for example, a camera that captures the driver's face (especially the eyes), a projector that projects lattice light onto the driver's eyes, and an accomodopoly that measures the time for focusing the eyes. It has a recorder. Note that, for example, the camera and projector of the eye strain sensing unit 14 may be disposed on the steering column, and the accomodopoly recorder may be configured using a vehicle-mounted navigation display or the like.

  The eyestrain sensing unit 14 detects the driver's blink by analyzing the image of the driver's face supplied from the camera, and the number of blinks per unit time based on the timing of the blink detection ( Alternatively, the blink cycle) is measured (detection of blink count). Also, by analyzing the image of the driver's eyeball supplied from the camera while irradiating the driver's eyes in a grid pattern from the projector, the degree of distortion of the grid-shaped reflected light on the eyeball surface can be determined. The degree of dryness of the eyeball surface is measured based on the degree of distortion (tear film stability detection). Furthermore, the focusing time (distance adjustment time) of the driver's eyes is measured by making the Akomodo poly recorder function (distance adjustment time detection).

  The above results measured by the eye strain sensing unit 14 are supplied to the ECU 12. The ECU 12 detects the absolute eye strain of the driver of the vehicle based on the measurement result supplied from the eye strain sensing unit 14. Then, as will be described in detail later, a relative degree of eye strain based on the driver's normal time (actual eye strain degree of the driver) is detected.

  The ECU 12 is also connected with a general sensing unit 16 for detecting a state other than the degree of eye strain of the host vehicle driver. The state other than the degree of eye strain includes, for example, whether or not the driver wears glasses, whether or not a contact lens is worn, and age. The general sensing unit 16 includes, for example, a camera that captures the entire driver's face and eyeballs, a switch that allows the driver to input age and whether or not glasses are worn. For example, the camera of the general sensing unit 16 may be disposed on the steering column, and the switch may be incorporated in the navigation touch display.

  The general sensing unit 16 detects whether or not the driver wears glasses and wears contact lenses by analyzing an image of the driver supplied from the camera, and determines the size of the pupil diameter. Detect and estimate the driver's age. Furthermore, the presence / absence of wearing glasses, the presence / absence of contact lenses, and the age of the driver are specified based on the self-report information input by the switch.

  The result detected and estimated by the general sensing unit 16 is supplied to the ECU 12. The ECU 12 detects various states other than the degree of eye strain of the driver of the vehicle based on the detection / estimation result supplied from the general sensing unit 16.

  The ECU 12 is also connected with an environment recognition sensing unit 18 for detecting the traveling environment of the vehicle. The driving environment of this vehicle includes the driving time zone (specifically, whether it is day / night), weather (specifically, whether it is sunny, rainy, cloudy, snow, etc.), presence or absence of traffic, This refers to the situation where the vehicle is placed, such as whether or not the platoon is running. The environment recognition sensing unit 18 includes, for example, a camera that captures the outside of the vehicle and the windshield, a radar and sonar that radiates radio waves and sound waves to the front of the vehicle, and a radio timepiece that specifies the date and time. For example, the camera of the environment recognition sensing unit 18 may be disposed outside the rear-view mirror stay, and the radar and sonar may be disposed on the front grill of the vehicle.

  The environment recognition sensing unit 18 detects the traveling time zone, the weather, the presence or absence of traffic jams, and the presence or absence of platooning with the preceding vehicle by analyzing images taken from the outside of the vehicle or the windshield supplied from the camera. Further, the presence / absence of a traffic jam and the presence / absence of platooning with the preceding vehicle are detected based on information supplied from a radar or sonar. Further, the traveling time zone is detected based on information supplied from the radio timepiece.

  The result detected by the environment recognition sensing unit 18 is supplied to the ECU 12. The ECU 12 recognizes the traveling environment of the host vehicle based on the detection result supplied from the environment recognition sensing unit 18.

  The ECU 12 is further connected with a light control unit 20 and a light shielding unit 22. The light control unit 20 is a part that adjusts the amount of light emitted from the headlamp of the host vehicle toward the front of the vehicle. The light shielding unit 22 is a part that adjusts the amount of light (light shielding rate) that enters the vehicle from the outside of the vehicle through the windshield of the vehicle using a dimming film. Each of the light control unit 20 and the light shielding unit 22 changes the irradiation light amount or the incident light amount in accordance with an instruction supplied from the ECU 12.

  A database 24 that is a storage device is connected to the ECU 12. The database 24 includes data (specifically, the number of blinks, the surface of the eyeball) indicating the degree of eye strain (absolute) at normal times (that is, when there is almost no eye strain). Data on the degree of dryness and distance adjustment time (which may have a certain range) are recorded in advance, and data indicating the content of the light intensity control to be performed according to the traveling environment of the vehicle. Pre-recorded.

  Next, with reference to FIG. 2 thru | or FIG. 7, operation | movement of the dimming control apparatus 10 for vehicles of a present Example is demonstrated.

  FIG. 2 shows a flowchart of an example of a control routine executed by the ECU 12 in the vehicle dimming control device 10 of the present embodiment. FIG. 3 shows that the vehicle driver begins to feel glare depending on the number of blinks per unit time at that time, the degree of dryness of the eyeball surface, and the perspective adjustment time. The figure which shows that there is an individual difference in each is shown. FIG. 4 derives an index (fatigue coefficient) indicating the relative degree of eye strain relative to normal time from each absolute eye strain of the blink count, the degree of dryness of the eyeball, and the perspective adjustment time. The figure for demonstrating a method is shown. FIG. 5 is a diagram for explaining a method for deriving an index (fatigue coefficient) indicating the ease of driver fatigue from the driving environment. FIG. 6 is a diagram for explaining a method for deriving an index (fatigue coefficient) indicating the ease of fatigue of the driver from a state other than the degree of eye fatigue of the driver. FIG. 7 shows a map used for setting the control level of the light amount control.

  In this embodiment, the eye strain sensing unit 14 detects the number of blinks for measuring the number of blinks per unit time of the host vehicle driver, and detects tear film stability for measuring the degree of dryness of the driver's eyeball surface. In addition, the distance adjustment time detection for measuring the distance adjustment time of the driver's eyes is performed. Then, those detection results are supplied to the ECU 12. Based on the detection result supplied from the eye strain sensing unit 14, the ECU 12 determines the number of blinks per unit time of the vehicle driver, the tear film stability indicating the degree of dryness of the eyeball surface, and the perspective adjustment time. This is detected as a typical degree of eye strain (step 100).

  When the vehicle is driven, the number of blinks of the driver who blinks is smaller than that in the normal state. Therefore, the eyes are easily dried, and the driver's eyes are more likely to accumulate fatigue. Further, when eye fatigue due to driving accumulates due to various factors, the number of blinks increases in order to prevent concentration reduction or to compensate for dry eyes. Furthermore, as eye fatigue accumulates, the time from when the eye is out of focus to when it is in focus is extended. As the eye fatigue accumulates, the driver is more likely to feel dazzling even with a certain amount of light, and the glare feeling deteriorates.

  As described above, the ECU 12 is connected to the database 24 in which data indicating the absolute degree of eye strain at normal times of the driver of the vehicle is recorded in advance. When the ECU 12 detects the number of blinks, the tear film stability indicating the degree of dryness of the eyeball surface, and the perspective adjustment time in step 100, the ECU 12 reads out the normal data of each parameter from the database 24, as described above. The change width of each detected parameter from the normal one is measured (step 102).

  Each of these change widths may actually cause eye strain when the number of blinks is high, the degree of dryness of the eyeball surface is high, or the perspective adjustment time is long, based on normal times. On the other hand, when the number of blinks is small, the degree of dryness of the eyeball surface is low, or the perspective adjustment time is short with reference to the normal time, the driver actually does not experience eye strain As a negative value. In addition, each of these change widths may be the number of blinks, the degree of dryness of the eyeball surface, or the change width of the perspective adjustment time itself, but as shown in FIG. 4, it shows a stepwise level indicating a certain range. May be.

  Then, the ECU 12 detects an index indicating the relative degree of eye strain based on the normal time actually received by the driver based on the measured change width, and sets the index of each parameter. Sum up (step 104). In addition, as shown in FIG. 4, each index indicating the relative degree of eye strain becomes a positive value when the change width is zero or more, and becomes zero when the change width is less than zero. . Accordingly, the total value X of each parameter index is zero or more. The numerical value becomes larger as the change width is larger, that is, in a situation where fatigue is likely to occur.

  In addition, the environment recognition sensing unit 18 performs a process of detecting a traveling time zone, weather, traffic congestion, and the presence of platooning with the preceding vehicle. Then, those detection results are supplied to the ECU 12. Compared to daytime when the driving time is at night, compared to when it is sunny, compared to when it is rainy, compared to when it is not congested, and when driving with the previous vehicle Compared to times, driver fatigue tends to accumulate. Based on the detection result supplied from the environment recognition sensing unit 18, the ECU 12 detects the traveling time zone, weather, traffic congestion, and presence / absence of platooning with the preceding vehicle as the traveling environment, and determines the traveling environment from those parameters. An index indicating ease of fatigue is determined (step 106).

  As shown in FIG. 5, the index indicating the ease of fatigue may be determined in advance for each driving environment and recorded in the database 24. The index takes a value of zero or more and is more likely to be fatigued. growing. For example, when the travel environment of the vehicle is “nighttime”, “sunny”, “running in a row with the preceding vehicle”, and “in traffic jam”, the index value is “4”.

  When the ECU 12 detects the travel time zone as the travel environment, the weather, the presence or absence of traffic congestion, and the presence or absence of platooning with the preceding vehicle, the ECU 12 determines the content of the light amount control to be executed as a measure to reduce the glare of the driver Select (step 108). Note that this selection may be performed based on what is previously determined for each traveling environment and recorded in the database 24 as shown in FIG. For example, when the driving environment of the vehicle is “nighttime”, “rainy”, “non-convoy traveling with the front vehicle”, and “in a traffic jam”, the light shielding treatment of the windshield is a measure of the light amount control to be performed. Selected as content.

  Furthermore, the general sensing unit 16 performs processing for detecting whether the driver wears glasses, whether to wear contact lenses, and age other than the degree of eye strain of the driver of the host vehicle. Then, those detection results are supplied to the ECU 12. When wearing glasses or contact lenses, the driver's fatigue is likely to accumulate as the driver's age is higher than when not wearing it. Based on the detection result supplied from the general sensing unit 16, the ECU 12 detects whether the driver of the vehicle wears glasses, wears contact lenses, and age, and fatigues the driver state from these parameters. An index indicating easiness to perform is determined (step 110).

  As shown in FIG. 6, the index indicating the ease of fatigue may be determined in advance for each driver state and recorded in the database 24, and takes a value of zero or more and is in a situation where fatigue is likely to occur. It gets bigger. The determination of the index is performed with reference to the index recorded in the database 24. For example, when the host vehicle driver is over 40 years old and wearing glasses, the index value is “3”.

  The ECU 12 includes an index indicating the degree of eye strain based on the normal state of the driver of the vehicle detected in steps 104, 106, and 110, and an index indicating the ease of fatigue according to the driving environment. The vehicle driver is multiplied by an index indicating the ease of fatigue according to a state other than the degree of eye strain of the driver (step 112). In this multiplication, any one or two indexes may be weighted. The value obtained by this multiplication is the driving under the current driving environment, which is comprehensively determined from the degree of eye strain based on the driver's normal driving condition, other conditions, and the driving environment of the vehicle. It expresses the feeling of glare of the individual person.

  The ECU 12 determines the control level Lv of the light amount control to be executed as a measure for reducing the glare of the host vehicle driver based on the multiplication value obtained in step 112 (step 114). The relationship between the multiplication value and the control level Lv of the light amount control may be determined in advance and recorded in the database 24 as shown in FIG. 7. The larger the multiplication value, that is, the driver feels. The control level Lv of the light amount control is set so that the amount of light emitted from the headlamp decreases or the amount of incident light on the windshield decreases (the light shielding rate increases) as the degree of light glare increases. Anything can be used. The control level Lv is determined with reference to the relationship recorded in the database 24.

  Then, the ECU 12 executes the content of the light quantity control selected at step 108 at the control level Lv determined at step 114 (step 116).

  For example, when the driving environment of the vehicle is “daytime” and “sunny” and the multiplication value is a value between X2 and X3, the light shielding unit is configured to shield the windshield at the control level Lv2. A command signal is supplied to 22. In this case, the light shielding unit 22 adjusts the amount of incident light that enters the vehicle through the windshield from the outside of the vehicle to the control level Lv2, so that the amount of light that enters the eyes of the driver of the vehicle does not feel dazzling. It will be dimmed.

  In addition, the driving environment of the vehicle is “nighttime”, “sunny”, “running in a platoon with the previous vehicle”, and “not congested”, and the multiplication value is a value between X1 and X2. At this time, a command signal is supplied to the light control unit 20 so that the light from the headlamp is irradiated at the control level Lv1. In this case, the light control unit 20 adjusts the amount of irradiation light to the control level Lv1 while irradiating light from the headlamp. Therefore, even if the light emitted from the headlamp of the own vehicle is reflected by the rear part of the front vehicle. The amount of the reflected wave that enters the eyes of the driver of the vehicle is reduced to such an extent that no glare is felt.

  Thus, in the vehicle dimming control device 10 of the present embodiment, the absolute eye fatigue level of the driver of the host vehicle is detected, and the detected eye strain level is normally recorded in the database 24. The control level Lv of the light amount control can be changed based on the change range of the degree of eye strain based on the normal time and the detected traveling environment of the own vehicle as compared with the time. Specifically, the greater the degree of eye strain, the smaller the amount of light incident on the driver, and the more the driving environment is likely to fatigue the driver, the more incident on the driver. The control level Lv can be set so that the amount of light to be suppressed is suppressed. And control of the irradiation light quantity of a headlamp and the incident light quantity to a windshield can be performed with the set control level Lv.

  Therefore, according to the vehicle dimming control device 10 of the present embodiment, it is possible to execute appropriate light amount control according to the glare feeling actually received by the host vehicle driver. The glare sensation varies depending on the driver's fatigue accumulation degree and the driving environment, and there are individual differences. However, according to the configuration of this embodiment, the amount of light of the vehicle is controlled by absorbing them. It is possible to suppress the incidence of light on the driver's eyes to an optimum one according to the driver's glare, and to prevent the incident light from affecting the driving operation of the driver. It has become.

  Further, in the present embodiment, a predetermined state (wear of glasses or contact lenses, age) other than the degree of eye strain of the driver of the own vehicle driver is detected, and the light amount control is controlled in consideration of the predetermined state. The level Lv can be changed. Specifically, the control level Lv can be set so that the amount of light incident on the driver is reduced as the driver is more likely to get tired, such as wearing glasses or contact lenses or older. Therefore, according to the present embodiment, it is possible to more appropriately execute the light amount control of the vehicle.

  In the above embodiment, the ECU 12 executes the process of step 100 in the routine shown in FIG. 2 so that the “eye strain detection means” described in the claims executes the process of step 106. By doing so, the “running environment detecting means” described in the claims executes the processing of steps 114 and 116, and the “light quantity control means” described in the claims executes the processing of step 110. Thus, the “predetermined state detection means” recited in the claims is realized.

  By the way, in the above-described embodiment, the eye strain sensing unit 14 automatically measures the number of blinks of the driver, the degree of dryness of the eyeball surface, and the perspective adjustment time using a camera, a projector, an accomod poly recorder, or the like. However, a switch that can be operated by the driver (for example, items such as eyes are tired or dry) is provided on the display, and the item and the degree of fatigue felt by the driver are selected by self-reporting to the driver. It is also possible to make it. Even in this modified example, it is possible to estimate the degree of eye strain felt by the vehicle driver.

  In the above embodiment, data indicating the absolute degree of eyestrain in the driver's normal time is stored in the database 24. This data is initially set as a default value, and then matched with the driver by learning. It is good also as what can be changed to what was done.

  Furthermore, in the above embodiment, the number of blinks of the driver, the degree of dryness of the eyeball surface, and the perspective adjustment time are used as the driver's eye strain, but other items may be used. As the travel environment, the travel time zone, the weather, the presence / absence of traffic jams, and the presence / absence of the formation with the preceding vehicle are used, but other items may be used.

It is a block diagram of the dimming control apparatus for vehicles which is one Example of this invention. It is a flowchart of an example of the control routine performed in the light reduction control apparatus for vehicles of a present Example. The glare of the vehicle driver begins to vary depending on the number of blinks per unit time at that time, the degree of dryness of the eyeball surface, and the perspective adjustment time. It is a figure showing each thing. It is a figure for demonstrating the method of deriving | leading-out the parameter | index which shows a relative eye fatigue degree from each absolute eye strain degree of each blink number of times, the dryness degree of the eyeball surface, and perspective adjustment time. It is a figure for demonstrating the method of guide | inducing the parameter | index which shows a driver | operator's fatigue easily from driving environment. It is a figure for demonstrating the method of guide | inducing the parameter | index which shows a driver | operator's fatigue | exhaustion ease from states other than a driver | operator's eyestrain degree. It is a figure showing the map used when setting the control level of light quantity control.

Explanation of symbols

DESCRIPTION OF SYMBOLS 10 Dimming control apparatus for vehicles 12 Electronic control unit (ECU)
14 Eye Fatigue Sensing Unit 16 General Sensing Unit 18 Environment Recognition Sensing Unit 20 Dimming Unit 22 Shading Unit

Claims (6)

Eyestrain detection means for detecting the eyestrain of the driver of the vehicle,
Driving environment detection means for detecting the driving environment of the host vehicle;
A light amount control means for controlling the amount of light emitted from the headlamp of the own vehicle or the amount of light incident on the windshield of the own vehicle based on the detection result of the eye strain detection means and the detection result of the running environment detection means; ,
A vehicle dimming control device comprising: It has a database that records data on the degree of eye strain during normal driving
The light amount control means is based on a change width of the degree of eye strain detected by the eye fatigue degree detection means from a normal one recorded in the database and a detection result of the traveling environment detection means. The vehicle dimming control device according to claim 1, wherein the amount of light emitted from the headlamp of the host vehicle or the amount of light incident on the windshield of the host vehicle is controlled. Provided with a predetermined state detection means for detecting a predetermined state other than the degree of eye strain of the own vehicle driver,
The light amount control means is configured to detect the amount of light emitted from the headlamp of the own vehicle based on the detection result of the eye strain detection means, the detection result of the traveling environment detection means, and the detection result of the predetermined state detection means. 3. The vehicle dimming control device according to claim 1, wherein the amount of light incident on the windshield of the vehicle is controlled.   4. The eye strain detection unit detects the number of blinks per unit time, a degree of dryness of the eyeball surface, or a perspective adjustment time as the eye strain level. 5. Dimming control device for vehicles.   4. The vehicle dimming according to claim 1, wherein the traveling environment detection unit detects a traveling time zone, weather, traffic jam presence, or presence / absence of a platoon with a preceding vehicle as the traveling environment. Control device.   4. The vehicle dimming control device according to claim 3, wherein the predetermined state detection means detects the age of the driver of the vehicle or whether or not glasses or contact lenses are worn as the predetermined state.

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