TW202601167A - Automotive electronic system - Google Patents

Abstract

An automotive LiDAR system includes a laser device and a windshield. The laser device includes an enclosure, a light source, and a receiver. The enclosure includes a housing with an opening and a light-transmitting window disposed in the opening. The light-transmitting window includes a magnetically conductive material configured to absorb electromagnetic waves in a wavelength band of about 1600 nm to about 2000 nm. The light source is disposed within the enclosure and configured to emit a light beam having a wavelength band of about 1500 nm to about 1600 nm. The receiver is disposed in the enclosure and configured to detect optical signals in a wavelength band of about 1450 nm to about 2000 nm. The windshield faces the light-transmitting window and is configured to have a reflectivity of about 8% to about 10% for environmental electromagnetic waves in a wavelength band of about 1600 nm to about 2000 nm.

Description

Automotive electronic systems

This disclosure relates to an automotive electronic system.

LiDAR (Light Detection and Ranging) systems are a technology that uses light to measure the distance or shape of objects. LiDAR systems are used in many fields, including autonomous driving, drones, terrain surveying, and environmental monitoring. Please refer to Figure 1, which shows a comparison of radio bands, frequencies, and wavelengths. As shown in Figure 1, the near-infrared light spectrum commonly used in LiDAR systems is close to the adjacent microwave band, making it susceptible to interference. In other words, a poor signal-to-noise ratio (SNR or S/N) in the target band signal will lead to inaccurate measurement results from the LiDAR system.

Existing technologies mainly employ the following methods to improve the signal-to-noise ratio of LiDAR systems: (1) using shielding materials to shield light of specific wavelengths, such as Chinese Patent Announcement No. CN213210525U; (2) using filters to filter out stray light of specific wavelengths; (3) using light sources with strong anti-interference capabilities; and (4) using digital signal processing technology to eliminate the influence of optical signals of specific wavelengths. However, these methods all have certain limitations. For example, adding a shielding layer will increase the weight and volume of the LiDAR system; filtering will reduce the sensitivity of the LiDAR system; anti-interference light sources are more expensive; and digital signal processing technology is more complex.

Therefore, how to propose an automotive electronic system that can solve the above problems is one of the issues that the industry is currently eager to invest research and development resources to address.

In view of this, one of the purposes of this disclosure is to propose an automotive electronic system that can solve the above-mentioned problems.

To achieve the above objectives, according to one embodiment of this disclosure, an automotive electronic system includes a laser device and a windshield. The laser device includes a housing, a light source, and a receiver. The housing includes a casing with an opening and a light-transmitting window disposed in the opening. The light-transmitting window includes a magnetically conductive material configured to absorb electromagnetic waves in the wavelength range of approximately 1600 nm to approximately 2000 nm. The light source is disposed within the housing and configured to emit a light beam having a wavelength range of approximately 1500 nm to approximately 1600 nm. The receiver is disposed within the housing and configured to detect optical signals in the wavelength range of approximately 1450 nm to approximately 2000 nm. The windshield faces the light-transmitting window and is configured to have a reflectivity of approximately 8% to approximately 10% for ambient electromagnetic waves in the wavelength range of approximately 1600 nm to approximately 2000 nm.

In one or more embodiments disclosed herein, the light beam passes through a portion of the windshield. This portion is tilted relative to the light-transmitting window.

In one or more embodiments disclosed herein, the aforementioned portion of the windshield is tilted at an angle of less than about 50 degrees relative to the light-transmitting window.

In one or more embodiments disclosed herein, the tilt angle is greater than about 20 degrees.

In one or more embodiments disclosed herein, the tilt angle is between about 40 degrees and about 45 degrees.

In one or more embodiments disclosed herein, the windshield is plain glass.

In one or more embodiments disclosed herein, the windshield includes a base component and a splicing component. The base component has a notch. The splicing component is joined to the notch and has a recess. The laser device is at least partially received within the recess.

In one or more embodiments disclosed herein, the light beam passes through a portion of the splicing member. The tilt angle of this portion relative to the light-transmitting window is smaller than the tilt angle of the base member relative to the light-transmitting window.

In one or more embodiments disclosed herein, the magnetic material contains p-type or n-type dopants.

In one or more embodiments disclosed herein, the light beam passes through the aforementioned portion of the windshield. The aforementioned portion has a plurality of microstructures.

In summary, in the automotive electronic system disclosed herein, the receiver of the laser device can detect electromagnetic waves of a specific wavelength from the environment by utilizing the light-transmitting window of the laser device to absorb these electromagnetic waves. Combined with the windshield reflecting these electromagnetic waves to a certain extent, the signal-to-noise ratio of the receiver for the optical signal of the desired wavelength (corresponding to the wavelength of the beam emitted by the laser device's light source) can be effectively improved. By limiting the tilt angle of the windshield relative to the light-transmitting window of the laser device to less than approximately 50 degrees, the aforementioned electromagnetic interference reflection effect can be achieved. By including p-type or n-type dopants in the magnetic material of the light-transmitting window, the combined effect of electromagnetic wave absorption can be achieved. The essence of this disclosure lies in simultaneously utilizing the concept of introducing absorbing materials through the light-transmitting window of a laser device, combined with the windshield's reflection of wavelengths not intended for reception by the receiver, to effectively eliminate ambient light and improve the signal-to-noise ratio. By setting microstructures in the areas of the windshield through which the light beam passes, the transmittance of the windshield to the light beam can be increased, and the transmittance attenuation at various incident angles can be reduced.

The above description is only used to illustrate the problem to be solved by this disclosure, the technical means to solve the problem, and the effects produced, etc. The specific details of this disclosure will be introduced in detail in the implementation method and related diagrams below.

The following diagrams disclose several embodiments of this disclosure. For clarity, many practical details will be described in the following description. However, it should be understood that these practical details should not be used to limit this disclosure. That is, these practical details are not necessary in some embodiments of this disclosure. In addition, for the sake of simplicity, some conventional structures and components will be shown in the diagrams in a simplified manner.

Please refer to Figures 2, 3, and 4. Figure 2 is a partial schematic diagram illustrating a vehicle including an automotive electronic system 10 according to an embodiment of this disclosure. Figure 3 is a partial schematic diagram of the automotive electronic system 10 in Figure 2. Figure 4 is a schematic diagram illustrating various wavelengths of the automotive electronic system 10. As shown in Figures 2 to 4, in this embodiment, the automotive electronic system 10 includes a laser device 100 and a windshield 200. The laser device 100 includes a housing 110, a light source 120, and a receiver 130. The housing 110 includes a shell 111 having an opening 111a and a light-transmitting window 112 disposed in the opening 111a. The light-transmitting window 112 includes a magnetically conductive material configured to absorb electromagnetic waves with a wavelength Ba of approximately 1600 nm to approximately 2000 nm. In fact, the reason for designing the light-transmitting window 112 to absorb wavelengths from approximately 1600 nm to approximately 2000 nm is that the current target light source 120 uses near-infrared laser light in the 1550 nm band. If the absorption processing for the 1600 nm to approximately 2000 nm band is not performed, it will inevitably interfere with the reception of the target light source 120 in the 1550 nm band when the light is recovered along the direction of beam LB in Figure 3. This will cause the receiver 130 to misinterpret the true target signal. Note that in this disclosure, when the target light source 120 is a laser in the 1550 nm band, the receiver 130 generally has a certain reception bandwidth and will not receive only the 1550 nm band. Therefore, it is necessary to process the signal-to-noise ratio of the wide-band reception, because microwave interference from the nearby environment will cause poor signal-to-noise ratio problems. Light source 120 is disposed within enclosure 110 and configured to emit a light beam LB with a wavelength Bb of approximately 1500 nm to approximately 1600 nm. Specifically, light source 120 can be a 1550 nm laser light source with good directivity, such as a DFB laser diode emitter, but is not limited thereto. That is, when the target light source 120 emits light to an external object and returns, receiver 130 ideally receives only the 1550 nm reflected wave to achieve the purpose of scanning the outline of the target object. Receiver 130 is disposed within enclosure 110 and configured to detect optical signals with a wavelength Bc of approximately 1450 nm to approximately 2000 nm. As previously mentioned, receiver 130 is generally designed with a detection bandwidth larger than that of a specific laser light source (e.g., 1550 nm) to avoid incomplete signal reception. However, this also increases the signal-to-noise ratio problem caused by interference from adjacent environmental bands outside the target receiving band. Therefore, this disclosure solves the practical engineering challenges. The target light source 120, after being emitted into the object along the direction of beam LB in Figure 3, is caught in the environmental interference source within the receiving light source returning along the direction of beam LB. If the windshield 200 faces the light-transmitting window 112 and is configured to have a reflectivity of approximately 8% to approximately 10% for environmental electromagnetic waves in the band Ba of approximately 1600 nm to approximately 2000 nm at certain angles... Furthermore, by reflecting non-target wavelengths from the environment to a certain extent, and in conjunction with the aforementioned absorption of ambient light in non-target wavelengths, the receiver 130 can receive cleaner target light, thereby effectively improving the signal-to-noise ratio.

As can be seen from the aforementioned structural configuration, for the receiver 130 of the laser device 100, which can detect band Bc, the vehicle electronic system 10 of this embodiment effectively improves the signal-to-noise ratio of the receiver 130 for the optical signal of the band Bb to be detected (i.e., about 1500 nm to about 1600 nm) by utilizing the light-transmitting window 112 of the laser device 100 to absorb electromagnetic waves of a specific band Ba (i.e., about 1600 nm to about 2000 nm), combined with the windshield 200 reflecting electromagnetic waves of this specific band Ba to a certain extent (i.e., a reflectivity of about 8% to about 10%). Note that in this disclosure, the definition of reflectivity and the experimental design measurement method are explained in Figure 3. Figure 3 defines reflectivity based on the light returning to the left along the direction of beam LB outside the windshield 200 to the right. In other words, the reflectivity discussed in this disclosure specifically refers to the reflectivity of light returning from the environment direction relative to the outside of the windshield 200, which is the reflectivity of the target light source 120 or the ambient light source entering the windshield 200 along the beam LB. It is made in conjunction with the tilt angle θ, and can be seen in Tables 1 and 2 below.

In some embodiments, the magnetic material of the light-transmitting window 112 contains p-type or n-type dopants. This allows the light-transmitting window 112 to achieve the aforementioned absorption band Ba of electromagnetic waves from approximately 1600 nm to approximately 2000 nm. In some embodiments, the magnetic material is an anti-EMI (Electromagnetic Interference) material.

As shown in Figure 3, in this embodiment, the light beam LB emitted by the light source 120 passes through a portion of the windshield 200 after passing through the light-transmitting window 112. This portion of the windshield 200 is tilted relative to the light-transmitting window 112 at an angle θ. In some embodiments, the tilt angle θ of the aforementioned portion of the windshield 200 relative to the light-transmitting window 112 is less than about 50 degrees. For example, the tilt angle θ can be 20 degrees, 30 degrees, or 40 degrees, but this disclosure is not limited to this.

In some embodiments, the windshield 200 is plain glass. Plain glass, as referred to herein, means that the surface of the windshield 200 does not have any coating (such as an anti-reflective AR coating composed of multiple layers of alternating high and low refractive indexes). In other words, the windshield 200 is a uniform glass block.

Please refer to Figure 7, which shows the wavelength-reflectivity curves of different windshields 200 at different tilt angles θ. Specifically, Figure 7 shows the wavelength-reflectivity curves of two types of windshields 200 at tilt angles θ of 20 degrees, 30 degrees, 40 degrees, 50 degrees, 60 degrees, 70 degrees, and 80 degrees. For example, the tilt angle θ of the common SUV windshield 200 shown in Figure 5 is approximately 45 degrees to approximately 60 degrees, while the tilt angle θ of the car windshield 200 shown in Figure 6 is approximately 5 degrees. It should be noted that the two types of windshields 200 are plain glass produced by different commercial manufacturers (e.g., BYD, Volkswagen, etc.) and are represented by the codes 1# and 2#, respectively. Please refer to Figure 8, which is a three-dimensional diagram of a detection instrument. The detection instrument is a Shimadzu SolidSpec-3700 spectrometer 900. This spectrometer 900 includes a photomultiplier tube (PMT) detector 910, an InGaAs detector 920, and a PbS detector 930, forming a composite full-band detector. The spectrometer 900 can switch between the photomultiplier tube detector 910 and the InGaAs detector 920 in a range from 700 nm to 1,000 nm (the default switching wavelength is 870 nm). The InGaAs detector 920 can switch with the PbS detector 930 in a range from 1,600 nm to 1,800 nm (the default switching wavelength is 1,650 nm). This spectrometer 900 can be used to detect the direct transmittance, variable angle transmittance, and variable angle absolute reflectance of a sample. Tables 1 and 2 below only extract the reflectance data corresponding to the two types of windshield glass 200 at specific wavelengths. Table 1 angle 20° 30° 40° 50° Wavelength (nm) 1# (%) 2# (%) 1# (%) 2# (%) 1# (%) 2# (%) 1# (%) 2# (%) 1500 5.72 5.94 6.79 6.94 8.60 8.75 12.49 12.41 1550 5.86 6.09 7.00 7.09 8.72 8.86 12.59 12.53 1600 6.00 6.23 7.10 7.26 8.82 8.94 12.73 12.62 1650 6.06 6.28 7.16 7.29 8.84 8.92 12.78 12.68 1700 5.72 5.76 6.77 6.93 8.60 8.69 12.45 12.36 1750 5.69 5.63 6.58 6.91 8.46 8.63 12.27 12.52 1800 6.06 5.99 7.03 7.25 8.55 8.95 12.45 12.60 1850 5.80 6.03 6.91 7.25 8.42 8.91 12.66 12.82 1900 6.20 5.95 6.80 7.47 8.48 9.11 12.58 12.86 1950 6.19 6.12 6.64 7.68 8.25 9.00 12.67 12.74 2000 5.83 5.97 6.53 7.46 8.48 9.00 12.81 12.68 Table 2 angle 60° 70° 80° Wavelength (nm) 1# (%) 2# (%) 1# (%) 2# (%) 1# (%) 2# (%) 1500 19.36 19.35 32.79 32.98 57.64 57.83 1550 19.51 19.49 33.00 33.31 57.95 58.20 1600 19.59 19.63 33.12 33.50 58.52 58.46 1650 19.62 19.72 33.28 33.56 58.44 58.59 1700 19.34 19.16 32.68 32.63 57.52 57.45 1750 19.32 18.97 32.42 32.30 57.00 56.86 1800 19.48 19.32 32.75 32.79 57.43 57.45 1850 19.64 19.45 32.76 32.95 57.38 57.78 1900 19.49 19.52 33.05 33.13 57.91 57.89 1950 19.43 19.42 32.99 33.08 57.55 57.80 2000 19.09 19.27 33.11 32.91 57.84 58.08

As can be clearly seen from Figure 7 and Tables 1 and 2, when the tilt angle θ of the windshield 200 relative to the light-transmitting window 112 of the laser device 100 is less than about 50 degrees (note that if the tilt angle θ is greater than 60 degrees, the reflectivity will be too high, and too much of the 1550 nm target wavelength will be reflected back simultaneously, resulting in a negative effect; therefore, a tilt angle θ less than about 50 degrees is preferable), the windshield 200 can have a reflectivity of less than about 12% for ambient electromagnetic waves in the wavelength range of about 1600 nm to about 2000 nm. Furthermore, when the tilt angle θ of the windshield 200 relative to the light-transmitting window 112 of the laser device 100 is approximately 40 degrees, the windshield 200 can have a reflectivity of approximately 8% for ambient electromagnetic waves in the wavelength range of approximately 1600 nm to approximately 2000 nm. When the tilt angle θ of the windshield 200 relative to the light-transmitting window 112 of the laser device 100 is approximately 30 degrees, the windshield 200 can have a reflectivity of approximately 7% for ambient electromagnetic waves in the wavelength range of approximately 1600 nm to approximately 2000 nm. When the tilt angle θ of the windshield 200 relative to the light-transmitting window 112 of the laser device 100 is about 20 degrees, the windshield 200 can have a reflectivity of about 6% for ambient electromagnetic waves in the wavelength range of about 1600 nm to about 2000 nm. Therefore, it can be deduced that when the tilt angle θ of the windshield 200 relative to the light-transmitting window 112 of the laser device 100 is about 40 degrees to about 45 degrees, the windshield 200 can have a reflectivity of about 8% to about 10% for ambient electromagnetic waves in the wavelength range of about 1600 nm to about 2000 nm.

It should be noted that, as shown in Figure 7, the reflectivity of the approximately 1500 nm to approximately 1600 nm band is roughly the same as that of the approximately 1600 nm to approximately 2000 nm band at various tilt angles θ. Therefore, if the reflectivity of the approximately 1600 nm to approximately 2000 nm band is too low (e.g., the tilt angle θ is less than 20 degrees), although the receiver 130 can receive optical signals in the approximately 1500 nm to approximately 1600 nm band better, the reflection effect of electromagnetic waves in the approximately 1600 nm to approximately 2000 nm band is poor, thus failing to achieve the overall effect of improving the signal-to-noise ratio when combined with the magnetic material of the light-transmitting window 112. Conversely, if the reflectivity in the approximately 1600 nm to approximately 2000 nm band is too high (e.g., the tilt angle θ is greater than 50 degrees), the reflectivity in the approximately 1500 nm to approximately 1600 nm band will also be too high, thereby reducing the signal-to-noise ratio of the receiver 130 for optical signals in the approximately 1500 nm to approximately 1600 nm band. Therefore, as mentioned above, by setting the tilt angle θ of the windshield 200 relative to the light-transmitting window 112 of the laser device 100 to approximately 40 degrees to approximately 45 degrees, the signal-to-noise ratio of the receiver 130 for optical signals in the approximately 1500 nm to approximately 1600 nm band can be improved more effectively.

Please refer to Figures 9 and 10. Figure 9 is a front view of an automotive electronic system 10' according to another embodiment of this disclosure. Figure 10 is a cross-sectional view of the automotive electronic system 10' in Figure 9 along line segment 10-10. As shown in Figures 9 and 10, in this embodiment, the light-emitting system includes a laser device 100 and a windshield 200', wherein the laser device 100 is the same as the embodiment shown in Figure 3, and therefore can be referred to the relevant description above, which will not be repeated here. Compared to the embodiment shown in Figure 3, the windshield 200' of this embodiment includes a base member 210 and a splicing member 220. The base member 210 has a notch 211. The splicing member 220 is spliced to the notch 211 and has a recess 221. The laser device 100 is at least partially housed within the recess 221. The laser beam LB passes through a portion of the splicing member 220. The tilt angle θ1 of this portion relative to the light-transmitting window 112 is smaller than the tilt angle θ2 of the base member 210 relative to the light-transmitting window 112. Therefore, the base member 210 is more tilted than the aforementioned portion of the splicing member 220.

In some embodiments, the tilt angle θ1 of the aforementioned portion of the splice 220 relative to the light-transmitting window 112 is less than about 50 degrees. For example, the tilt angle θ1 may be 20 degrees, 30 degrees or 40 degrees, but this disclosure is not limited thereto.

In some embodiments, the splice 220 of the windshield 200' is plain glass. Plain glass, as referred to here, means that the surface of the splice 220 does not have any coating (such as an anti-reflective AR coating composed of multiple layers of alternating high and low refractive index films). In other words, the splice 220 of the windshield 200 is a uniform glass block.

In some embodiments, the splice 220 of the windshield 200' is plain glass, and the tilt angle θ1 of the aforementioned portion of the splice 220 relative to the light-transmitting window 112 is preferably between about 40 degrees and about 45 degrees. Thereby, the aforementioned portion of the splice 220 can have a reflectivity of about 8% to about 10% for ambient electromagnetic waves in the wavelength range of about 1600 nm to about 2000 nm.

As shown in Figure 10, in this embodiment, the light-emitting diode system further includes an adhesive strip 141, a seal 142, an internal component 143, and a cover 144. The internal component 143 is disposed on the inner side of the splice 220 of the windshield 200' (i.e., extending to the recess 221). The internal component 143 extends downward toward the base 210 of the windshield 200' and faces the inner side of the base 210. In addition, the splice 220 extends upward toward the roof 310 and faces the inner side of the roof 310. An adhesive strip 141 is disposed around the splice 220 to adhere between the inner surfaces of the internal component 143 and the base component 210, and between the splice 220 and the inner surface of the roof 310. A seal 142 further fills the gaps between the inner surfaces of the internal component 143 and the base component 210, and between the splice 220 and the inner surface of the roof 310, to achieve a good seal relative to the external environment and eliminate seams to avoid noise during vehicle movement. A cover 144 is configured to be detachably assembled to the internal component 143, thereby housing the laser device 100 within the receiving space formed by the splice 220, the internal component 143, and the cover 144. The cover 144 can be used as a base to support the laser device 100. In some embodiments, a rearview mirror can be additionally installed on the side of the cover 144 away from the laser device 100.

In some embodiments, the internal component 143 is, for example, composed of polycarbonate (PC), polyethylene (PE), polymethyl methacrylate (PMMA), polypropylene (PP), polystyrene, polybutadiene, polyacrylonitrile, polyester, polyurethane, polyacrylate, polyamide, polyethylene terephthalate (PET), polybutylene terephthalate (PBT), preferably acrylonitrile-butadiene-styrene (ABS), acrylate-styrene-acrylonitrile (ASA), acrylonitrile-butadiene-styrene polycarbonate (ABS+PC), PET+PC, PBT+PC and/or copolymers, block copolymers or mixtures thereof. Furthermore, the internal component 143 may contain inorganic or organic fillers, preferably _SiO2 , _Al2O3 , _TiO2 , clay minerals, _silicates , zeolites, glass fibers, carbon fibers, glass beads, organic fibers and/or mixtures thereof.

Please refer to Figures 11 and 12. Figure 11 is a partial cross-sectional view illustrating a windshield 200” according to another embodiment of the present disclosure. Figure 12 is a partial perspective view illustrating the windshield 200” in Figure 11. As shown in Figures 11 and 12, in this embodiment, the windshield 200” has a plurality of microstructures 201 at the location through which the light beam LB emitted by the light source 120 passes. The microstructures 201 are distributed on opposite sides of the aforementioned location of the windshield 200”. Specifically, each microstructure 201 is substantially cone-shaped. For example, the microstructures 201 can be formed on opposite sides of the windshield 200” by performing an etching process on the windshield 200”. By providing a microstructure 201 at the portion of the windshield 200” through which the light beam LB passes, the transmittance of the windshield 200” to the light beam LB can be increased, and the transmittance attenuation at each incident angle can be reduced. According to actual experiments, compared to plain glass without the aforementioned microstructure 201, the windshield 200” with the aforementioned microstructure 201 can increase the transmittance of the light beam LB by about 6% to about 8%, and reduce the transmittance attenuation at each incident angle (e.g., 0 degrees to 80 degrees) by about 15%. By increasing the amount of light LB passing through the windshield 200”, the amount of reflected light from the light beam LB received by the receiver 130 through the windshield 200” can be correspondingly increased, thereby improving the signal-to-noise ratio.

In some embodiments, the windshield 200” is tilted relative to the beam LB, and the extension direction of the microstructure 201 is substantially parallel to the beam LB. In other words, the extension direction of the microstructure 201 is not perpendicular to the surface of the windshield 200”.

From the detailed description of the specific embodiments disclosed above, it is clear that in the automotive electronic system disclosed herein, the receiver of the laser device can detect electromagnetic waves of a specific frequency band from the environment by utilizing the light-transmitting window of the laser device to absorb electromagnetic waves of a specific frequency band from the environment. Combined with the windshield reflecting these electromagnetic waves to a certain extent, the signal-to-noise ratio of the receiver for the optical signal of the desired frequency band (corresponding to the frequency band of the beam emitted by the light source of the laser device) can be effectively improved. Furthermore, by limiting the tilt angle of the windshield relative to the light-transmitting window of the laser device to less than approximately 50 degrees, the windshield can achieve the aforementioned comprehensive effect of reflecting electromagnetic interference. By incorporating p-type or n-type dopants into the magnetic material of the light-transmitting window, the aforementioned effect of absorbing electromagnetic waves can be achieved. By creating microstructures in the areas of the windshield through which the light beam passes, the transmittance of the windshield to the beam can be increased, and the transmittance attenuation at various incident angles can be reduced. A certain degree of reflection of non-target wavelengths from the environment, combined with the aforementioned absorption of ambient light in non-target wavelengths, allows the receiver to receive a cleaner target light source, thereby effectively improving the signal-to-noise ratio. The spirit of this disclosure lies in simultaneously utilizing the concept of incorporating absorbing materials into the light-transmitting window of the laser device, combined with the windshield's reflection of wavelengths not intended for reception by the receiver, to achieve the combined effect of effectively eliminating ambient light and effectively improving the signal-to-noise ratio.

Although this disclosure has been made in practice as described above, it is not intended to limit this disclosure. Anyone skilled in the art may make various modifications and alterations without departing from the spirit and scope of this disclosure. Therefore, the scope of protection of this disclosure shall be determined by the scope of the attached patent application.

10,10’: Automotive Electronic System 100: Laser Device 110: Enclosure 111: Housing 111a: Opening 112: Light Transmitting Window 120: Light Source 130: Receiver 141: Adhesive Strip 142: Seal 143: Internal Component 144: Cover 200,200’,200”: Windshield 201: Microstructure 210: Substrate Component 211: Notch 220: Connecting Component 221: Recess 310: Roof 900: Spectrometer 910: Photomultiplier Tube Detector 920: InGaAs Detector 930: PbS Detector LB: Beam Ba,Bb,Bc: Waveband θ,θ1,θ2: Tilt angle

To make the above and other objects, features, advantages, and embodiments of this disclosure more apparent, the accompanying drawings are explained as follows: Figure 1 is a comparison diagram of radio bands, frequencies, and wavelengths. Figure 2 is a partial schematic diagram of a vehicle including an automotive electronic system according to an embodiment of this disclosure. Figure 3 is a partial schematic diagram of the automotive electronic system in Figure 2. Figure 4 is a schematic diagram of various bands for the automotive electronic system. Figure 5 is a side view of a common SUV. Figure 6 is a side view of a truck. Figure 7 is a wavelength-reflectivity curve of different windshields at different tilt angles. Figure 8 is a perspective view of a testing instrument. Figure 9 is a front view of an automotive electronic system according to another embodiment of this disclosure. Figure 10 is a cross-sectional view of the automotive electronic system in Figure 9 along line segment 10-10. Figure 11 is a partial cross-sectional view of a windshield according to another embodiment of this disclosure. Figure 12 is a partial perspective view of the windshield in Figure 11.

Domestic Storage Information (Please record in order of storage institution, date, and number) None International Storage Information (Please record in order of storage country, institution, date, and number) None

10: Automotive Electronic Systems

100: Laser Device

110: Sealing

111: Shell

111a: Opening

112: Light-transmitting window

120: Light source

130: Receiver

200: Windshield

LB: Beam

θ: Inclination angle

Claims (10)

An automotive electronic system includes: a laser device comprising: a housing including a housing having an opening and a light-transmitting window disposed in the opening, wherein the light-transmitting window includes a magnetically conductive material configured to absorb electromagnetic waves in the wavelength range of about 1600 nm to about 2000 nm; a light source disposed within the housing and configured to emit a light beam having a wavelength range of about 1500 nm to about 1600 nm; a receiver disposed within the housing and configured to detect optical signals in the wavelength range of about 1450 nm to about 2000 nm; a windshield facing the light-transmitting window and configured to have a reflectivity of about 8% to about 10% for ambient electromagnetic waves in the wavelength range of about 1600 nm to about 2000 nm. The automotive electronic system as described in claim 1, wherein the light beam passes through a portion of the windshield, and that portion is inclined relative to the light-transmitting window. The vehicle electronic system as described in claim 2, wherein the tilt angle of the portion of the windshield relative to the light-transmitting window is less than about 50 degrees. The vehicle electronic system as described in claim 3, wherein the tilt angle is greater than about 20 degrees. The vehicle electronic system as described in claim 4, wherein the tilt angle is between about 40 degrees and about 45 degrees. The vehicle electronic system as described in claim 1, wherein the windshield is plain glass. The automotive electronic system as described in claim 1, wherein the windshield comprises: a base member having a notch; and a splice member joined to the notch and having a recess, wherein the laser device is at least partially received within the recess. The automotive electronic system as described in claim 7, wherein the light beam passes through a portion of the splice, and the tilt angle of that portion relative to the light-transmitting window is smaller than the tilt angle of the base member relative to the light-transmitting window. The automotive electronic system as described in claim 1, wherein the magnetic material contains p-type or n-type dopants. The automotive electronic system as described in claim 1, wherein the light beam passes through a portion of the windshield, and the portion has a plurality of microstructures.