TWI884021B - 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 a vehicle electronic system.

LiDAR (Light Detection and Ranging) system is a technology that uses light to measure the distance or shape of an object. LiDAR systems are used in many fields, including autonomous driving, drones, terrain measurement, and environmental monitoring. Please refer to Figure 1, which is a comparison chart 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, so it is easily interfered. In other words, a poor signal-to-noise ratio (SNR or S/N) of the target band signal will lead to inaccurate measurement results of the LiDAR system.

The existing technology mainly adopts the following methods to improve the signal-to-noise ratio of the lidar system: (1) using shielding materials to shield light in a specific band, such as China Patent Publication No. CN213210525U; (2) using filters to filter out stray light in a specific band; (3) using a light source with strong anti-interference ability; and (4) using digital signal processing technology to eliminate the influence of light signals in a specific band. However, these methods all have certain limitations. For example, the additional shielding layer will increase the weight and volume of the lidar system; filtering will reduce the sensitivity of the lidar system; the cost of the anti-interference light source is relatively high; and the complexity of the digital signal processing technology is relatively high.

Therefore, how to come up with an automotive electronic system that can solve the above problems is one of the problems that the industry is eager to invest R&D resources to solve.

In view of this, one of the purposes of this disclosure is to propose a vehicle electronic system that can solve the above problems.

To achieve the above-mentioned purpose, according to one embodiment of the present disclosure, a vehicle 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 shell having an opening and a light-transmitting window disposed at the opening. The light-transmitting window includes a magnetically permeable material configured to absorb electromagnetic waves in a wavelength range of about 1600nm to about 2000nm. The light source is disposed in the housing and configured to emit a light beam having a wavelength range of about 1500nm to about 1600nm. The receiver is disposed in the housing and configured to detect a light signal in a wavelength range of about 1450nm to about 2000nm. The windshield faces the light-transmitting window and is configured to have a reflectivity of about 8% to about 10% for ambient electromagnetic waves in a wavelength range of about 1600nm to about 2000nm.

In one or more embodiments of the present disclosure, 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 of the present disclosure, the tilt angle of the aforementioned portion of the windshield relative to the light-transmitting window is less than about 50 degrees.

In one or more embodiments of the present disclosure, the tilt angle is greater than about 20 degrees.

In one or more embodiments of the present disclosure, the tilt angle is between about 40 degrees and about 45 degrees.

In one or more embodiments of the present disclosure, the windshield is plain glass.

In one or more embodiments of the present disclosure, the windshield includes a base member and a splicing member. The base member has a notch. The splicing member is spliced in the notch and has a recessed portion. The laser device is at least partially accommodated in the recessed portion.

In one or more embodiments of the present disclosure, 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 of the present disclosure, the magnetically permeable material includes a p-type dopant or an n-type dopant.

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

In summary, in the disclosed automotive electronic system, the receiver of the laser device can detect the wavelength band. By using the light-transmitting window of the laser device to absorb electromagnetic waves of a specific wavelength band from the environment, and using the windshield to reflect the electromagnetic waves of the specific wavelength band from the environment to a certain extent, the signal-to-noise ratio of the receiver for the optical signal of the wavelength band to be detected (corresponding to the wavelength band of the light beam emitted by the light source of the laser device) can be effectively improved. When the tilt angle of the light-transmitting window of the laser device relative to the light-transmitting window is limited to less than about 50 degrees, the windshield can achieve the aforementioned reflection electromagnetic interference effect. By making the magnetic permeable material of the light-transmitting window contain p-type dopants or n-type dopants, the light-transmitting window can achieve the aforementioned comprehensive effect of absorbing electromagnetic waves. The spirit of this disclosure is to use the concept of introducing absorption materials into the light-transmitting window of the laser device, and then combine it with the windshield to reflect the wavelengths that are not in the receiver's intended reception band, so as to effectively exclude ambient light and effectively improve the signal-to-noise ratio. By setting a microstructure at the part of the windshield through which the light beam passes, the light transmittance of the windshield to the light beam can be increased, and the light transmittance attenuation at each incident angle can be reduced.

The above is only used to explain the problems that this disclosure intends to solve, the technical means to solve the problems, and the effects produced, etc. The specific details of this disclosure will be introduced in detail in the following implementation methods and related drawings.

10,10’: Automotive electronic systems

100:Laser device

110: Sealing the shell

111: Shell

111a: Opening

112: Light-transmitting window

120: Light source

130: Receiver

141: Adhesive strips

142: Seal

143: Internal components

144: Capping

200,200’,200”: Windshield

201: Microstructure

210: Base part

211: Gap

220: Splicing pieces

221: Depression

310: Roof of car

900: Spectrometer

910: Photomultiplier tube detector

920: InGaAs detector

930:PbS detector

LB: beam

Ba, Bb, Bc: band

θ,θ1,θ2: tilt angle

In order to make the above and other purposes, features, advantages and embodiments of this disclosure more clearly understood, the attached drawings are described as follows:

Figure 1 is a comparison chart showing radio bands, frequencies and wavelengths.

Figure 2 is a partial schematic diagram of a vehicle including a vehicle electronic system according to an embodiment of the present disclosure.

Figure 3 is a partial schematic diagram of the vehicle electronic system in Figure 2.

Figure 4 is a diagram showing various bands related to automotive electronic systems.

Figure 5 shows a side view of a common SUV.

Figure 6 shows a side view of the truck.

Figure 7 shows the wavelength-reflectivity curves of different windshields at different tilt angles.

Figure 8 is a three-dimensional diagram of a detection instrument.

Figure 9 is a front view of a vehicle electronic system according to another embodiment of the present disclosure.

FIG. 10 is a cross-sectional view of the automotive electronic system in FIG. 9 along line 10-10.

Figure 11 is a partial cross-sectional view of a windshield according to another embodiment of the present disclosure.

Figure 12 is a partial three-dimensional diagram of the windshield in Figure 11.

The following will disclose multiple implementations of the present disclosure with drawings. For the sake of clarity, many practical details will be described together in the following description. However, it should be understood that these practical details should not be used to limit the present disclosure. In other words, in some implementations of the present disclosure, these practical details are not necessary. In addition, in order to simplify the drawings, some commonly used structures and components will be depicted in the drawings in a simple schematic manner.

Please refer to FIG. 2, FIG. 3 and FIG. 4. FIG. 2 is a partial schematic diagram of a vehicle including a vehicle electronic system 10 according to an embodiment of the present disclosure. FIG. 3 is a partial schematic diagram of the vehicle electronic system 10 in FIG. 2. FIG. 4 is a schematic diagram showing various wavebands of the vehicle electronic system 10. As shown in FIG. 2 to FIG. 4, in this embodiment, the vehicle 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 housing 111 having an opening 111a and a light-transmitting window 112 disposed at the opening 111a. The light-transmitting window 112 includes a magnetically permeable material configured to absorb electromagnetic waves in the band Ba of about 1600nm to about 2000nm. In fact, the reason for designing the light-transmitting window 112 to absorb the band of about 1600nm to about 2000nm is that the target light source 120 currently uses a near-infrared laser light in the band of 1550nm. If the band of 1600nm to about 2000nm is not subjected to absorption treatment, it is bound to cause interference to the reception of the target light source 120 in the band of 1550nm when it is recovered along the direction of the light beam LB in Figure 3, which will cause the receiver 130 to misjudge the true target signal. Please note that in the present disclosure, when the target light source 120 is a laser in the band of 1550nm, the receiver 130 generally has a certain receiving width and will not just receive the band of 1550nm. Therefore, it is necessary to deal with the signal-to-noise ratio of broadband reception, because microwave interference from the neighboring environment will cause a poor signal-to-noise ratio problem. The light source 120 is disposed in the enclosure 110 and is configured to emit a light beam LB having a band Bb of approximately 1500nm to approximately 1600nm. Specifically, the light source 120 can be a 1550nm laser light source with good directivity, such as a DFB Laser diode source, but is not limited to this. In other words, when the target light source 120 is emitted to an external object and returns, the receiver 130 theoretically preferably only receives the 1550nm reflected wave, so as to achieve the purpose of light-receiving scanning of the target object contour. The receiver 130 is disposed in the enclosure 110 and is configured to detect light signals having a band Bc of approximately 1450nm to approximately 2000nm. As mentioned above, the receiver 130 is generally designed to use a detection bandwidth that is larger than the receiving bandwidth of a specific laser light source (e.g., 1550nm) to avoid incomplete signal reception, but this will also increase the signal-to-noise ratio problem of interference from the adjacent interference band outside the target receiving band from the environment. Therefore, the engineering technology problems faced in practice can be solved through this disclosure. After the target light source 120 is emitted to the object along the direction of the light beam LB in FIG. 3 and then returned along the direction of the light beam LB, the environmental interference light source will be sandwiched in the receiving light source. If the windshield 200 faces the light-transmitting window 112 and is configured to have a reflectivity of about 8% to about 10% for the environmental electromagnetic waves with a band Ba of about 1600nm to about 2000nm at certain angles. Furthermore, there is a certain degree of reflection of non-target bands from the environment, and combined with the aforementioned absorption of ambient light in non-target bands, the receiver 130 can receive cleaner target light, thereby achieving the purpose of effectively improving the signal-to-noise ratio.

As can be seen from the above structural configuration, the receiver 130 of the laser device 100 can detect the band Bc. The automotive electronic system 10 of this embodiment utilizes the light-transmitting window 112 of the laser device 100 to absorb the electromagnetic waves of the specific band Ba (i.e., about 1600nm to about 2000nm), and cooperates with the windshield 200 to reflect the electromagnetic waves of this specific band Ba to a certain extent (i.e., a reflectivity of about 8% to about 10%), which can effectively improve the signal-to-noise ratio of the receiver 130 for the optical signal of the band Bb to be detected (i.e., about 1500nm to about 1600nm). Please note that in this disclosure, the definition of reflectivity and the experimental design and measurement method are explained with reference to FIG. 3. Figure 3 defines the reflectivity of the light returning to the left along the direction of the light beam LB on the right side outside the windshield 200. That is, the reflectivity discussed in this disclosure refers specifically to the reflectivity from the ambient direction relative to the return direction outside the windshield 200, that is, the reflectivity of the target light source 120 or the ambient light source entering the windshield 200 along the light beam LB, which is made in consideration of the tilt angle θ. Please refer to Table 1 and Table 2 below.

In some embodiments, the magnetic permeable material of the light-transmitting window 112 includes p-type dopants or n-type dopants. In this way, the light-transmitting window 112 can achieve the effect of absorbing electromagnetic waves with a wavelength band Ba of about 1600nm to about 2000nm. In some embodiments, the magnetic permeable material is an anti-EMI (Electromagnetic Interference) material.

As shown in FIG. 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 and has a tilt 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 may be 20 degrees, 30 degrees, or 40 degrees, but the present disclosure is not limited thereto.

In some embodiments, the windshield 200 is plain glass. The plain glass referred to here means that the surface of the windshield 200 does not have any coating (such as an anti-reflection AR coating formed by alternating stacking of multiple high and low refractive index layers). In other words, the windshield 200 is a glass block with uniform texture.

Please refer to FIG. 7, which shows the wavelength-reflectivity curves of different windshields 200 at different tilt angles θ. Specifically, FIG. 7 shows the wavelength-reflectivity curves of the 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 windshield 200 of a common SUV shown in FIG. 5 is about 45 degrees to about 60 degrees, while the tilt angle θ of the windshield 200 of the car shown in FIG. 6 is about 5 degrees. It should be noted that the two types of windshields 200 are plain glasses produced by different commercial manufacturers (for example, BYD, Volkswagen, etc.), and are represented by 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 spectrometer 900 of the model SolidSpee-3700 manufactured by SHIMADZU. The spectrometer 900 includes a photomultiplier tube (PMT) detector 910, an InGaAs detector 920, and a PbS detector 930, and is a composite full-band detector. The spectrometer 900 can switch the range from 700nm to 1,000nm (the default switching wavelength is 870nm) using the photomultiplier tube detector 910 and the InGaAs detector 920. The InGaAs detector 920 can switch with the PbS detector 930 in the range of 1,600nm to 1,800nm (the default switching wavelength is 1,650nm). This spectrometer 900 can be used to detect the direct transmittance, variable angle transmittance and variable angle absolute reflectivity of the sample. Tables 1 and 2 below only capture the reflectivity data corresponding to the two types of windshields 200 at specific wavelengths.

It can be clearly seen from FIG. 7 and Tables 1 and 2 that 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 (please note that if the tilt angle θ is greater than 60 degrees, the reflectivity will be too large, and too much of the target wavelength of 1550nm will be reflected back simultaneously, which will bring about a negative effect. Therefore, it is better that the tilt angle θ is less than about 50 degrees), the windshield 200 can have a reflectivity of less than about 12% for the ambient electromagnetic waves in the wavelength band of about 1600nm to about 2000nm. Specifically, 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, the windshield 200 may have a reflectivity of about 8% for ambient electromagnetic waves in the wavelength range of about 1600 nm to about 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 30 degrees, the windshield 200 may have a reflectivity of about 7% for ambient electromagnetic waves in the wavelength range of about 1600 nm to about 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 1600nm to about 2000nm. 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 1600nm to about 2000nm.

It should be noted that, as shown in FIG. 7 , at each tilt angle θ, the reflectivity of the band from about 1500nm to about 1600nm is roughly the same as the reflectivity of the band from about 1600nm to about 2000nm. Therefore, if the reflectivity of the band from about 1600nm to about 2000nm is too small (for example, the tilt angle θ is less than 20 degrees), although the receiver 130 can better receive the optical signal of the band from about 1500nm to about 1600nm, it has a poor reflection effect on the electromagnetic wave of the band from about 1600nm to about 2000nm, and thus cannot achieve the comprehensive effect of improving the signal-to-noise ratio with the magnetic permeable material of the light-transmitting window 112. In contrast, if the reflectivity of the wavelength band of about 1600nm to about 2000nm is too large (for example, the tilt angle θ is greater than 50 degrees), the reflectivity of the wavelength band of about 1500nm to about 1600nm will also be too large, thereby reducing the signal-to-noise ratio of the receiver 130 for the optical signal of the wavelength band of about 1500nm to about 1600nm. 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 about 40 degrees to about 45 degrees, the signal-to-noise ratio of the receiver 130 for the optical signal of the wavelength band of about 1500nm to about 1600nm can be preferably improved.

Please refer to FIG. 9 and FIG. 10. FIG. 9 is a front view of an automotive electronic system 10' according to another embodiment of the present disclosure. FIG. 10 is a cross-sectional view of the automotive electronic system 10' in FIG. 9 along line segment 10-10. As shown in FIG. 9 and FIG. 10, in this embodiment, the lidar system includes a laser device 100 and a windshield 200', wherein the laser device 100 is the same as the embodiment shown in FIG. 3, and therefore, reference may be made to the relevant description in the foregoing text, which will not be repeated here. Compared to the embodiment shown in FIG. 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 recessed portion 221. The laser device 100 is at least partially accommodated in the recessed portion 221. The light beam LB passes through a portion of the splicing piece 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 piece 210 relative to the light-transmitting window 112. It can be seen that the base piece 210 is more tilted than the aforementioned portion of the splicing piece 220.

In some embodiments, the tilt angle θ1 of the aforementioned portion of the splicing piece 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 the present disclosure is not limited thereto.

In some embodiments, the splicing piece 220 of the windshield 200' is plain glass. The plain glass referred to here means that the surface of the splicing piece 220 does not have any coating (such as an anti-reflection AR coating formed by alternating stacking of multiple high and low refractive index layers). In other words, the splicing piece 220 of the windshield 200 is a glass block with uniform texture.

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

As shown in FIG. 10 , in this embodiment, the lidar system further includes an adhesive strip 141, a seal 142, an inner member 143, and a cover 144. The inner member 143 is disposed on the inner side surface of the splicing member 220 of the windshield 200 ′ (i.e., extending to the recessed portion 221). The inner member 143 extends downward toward the base member 210 of the windshield 200 ′ and faces the inner side surface of the base member 210. In addition, the splicing member 220 extends upward toward the roof 310 and faces the inner side surface of the roof 310. The adhesive strip 141 is disposed around the splicing member 220 to be bonded between the inner member 143 and the inner side surface of the base member 210 and between the splicing member 220 and the inner side surface of the roof 310. The sealing member 142 further fills the gap between the inner member 143 and the inner side surface of the base member 210 and between the splicing member 220 and the inner side surface of the roof 310 to achieve a good seal relative to the external environment and eliminate the seam to avoid noise during the movement of the vehicle. The cover 144 is configured to be detachably assembled to the inner member 143, so as to accommodate the laser device 100 in the accommodation space formed by the splicing member 220, the inner member 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 inner member 143 is, for example, made of polycarbonate (PC), polyethylene (PE), polymethyl methacrylate (PMMA), polypropylene (PP), polystyrene, polybutadiene, polynitrile, 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. In addition, the inner member 143 can include inorganic or organic fillers, preferably SiO ₂ , Al ₂ O ₃ , TiO ₂ , clay minerals, silicates, zeolites, glass fibers, carbon fibers, glass balls, organic fibers and/or mixtures thereof.

Please refer to Figures 11 and 12. Figure 11 is a partial cross-sectional view of a windshield 200" according to another embodiment of the present disclosure. Figure 12 is a partial stereoscopic view of the windshield 200" in Figure 11. As shown in Figures 11 and 12, in the present embodiment, the windshield 200" has a plurality of microstructures 201 at the portion where the light beam LB emitted by the light source 120 passes. The microstructures 201 are distributed on opposite sides of the aforementioned portion 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 setting a microstructure 201 at the part of the windshield 200" through which the light beam LB passes, the transmittance of the windshield 200" for the light beam LB can be increased, and the transmittance attenuation at each incident angle can be reduced. According to actual experiments, compared with 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 (for example, 0 degrees to 80 degrees) by about 15%. By increasing the amount of light that the light beam LB passes through the windshield 200", the amount of light reflected by 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 light beam LB, and the extension direction of the microstructure 201 is substantially parallel to the light beam LB. In other words, the extension direction of the microstructure 201 is not perpendicular to the surface of the windshield 200".

From the above detailed description of the specific implementation of the present disclosure, it can be clearly seen that in the automotive electronic system of the present disclosure, the receiver of the laser device can detect the wavelength band. By using the light-transmitting window of the laser device to absorb electromagnetic waves of a specific wavelength band from the environment, and using the windshield to reflect the electromagnetic waves of the specific wavelength band from the environment to a certain extent, the signal-to-noise ratio of the receiver for the optical signal of the wavelength band to be detected (corresponding to the wavelength band of the light beam emitted by the light source of the laser device) can be effectively improved. In addition, by limiting the tilt angle of the windshield relative to the light-transmitting window of the laser device to less than about 50 degrees, the windshield can achieve the aforementioned comprehensive effect of reflected electromagnetic interference. By including p-type dopants or n-type dopants in the magnetic permeable material of the light-transmitting window, the light-transmitting window can achieve the aforementioned effect of absorbing electromagnetic waves. By setting a microstructure at the part of the windshield through which the light beam passes, the light transmittance of the windshield to the light beam can be increased, and the light transmittance attenuation at each incident angle can be reduced. There is a certain degree of reflection for non-target bands from the environment, and combined with the aforementioned absorption of ambient light in non-target bands, the receiver can receive a cleaner target light source and thus achieve the purpose of effectively improving the signal-to-noise ratio. The spirit of this disclosure is to simultaneously use the concept of introducing absorption materials into the light-transmitting window of the laser device, and then combine the windshield to reflect the band that does not belong to the receiver to receive, so as to achieve the effective exclusion of ambient light and effectively improve the signal-to-noise ratio.

Although the present disclosure has been disclosed in the form of implementation as above, it is not intended to limit the present disclosure. Anyone skilled in the art can make various changes and modifications without departing from the spirit and scope of the present disclosure. Therefore, the protection scope of the present disclosure shall be subject to the scope of the attached patent application.

10: Automotive electronic systems

100:Laser device

110: Sealing the shell

111: Shell

111a: Opening

112: Light-transmitting window

120: Light source

130: Receiver

200: Windshield

LB: beam

θ: Tilt angle

Claims (10)

A vehicle electronic system includes: A laser device, including: A housing including a housing having an opening and a light-transmitting window disposed at the opening, wherein the light-transmitting window includes a magnetically permeable material configured to absorb electromagnetic waves in a wavelength range of about 1600 nm to about 2000 nm; A light source disposed in the housing and configured to emit a light beam having a wavelength range of about 1500 nm to about 1600 nm; and A receiver disposed in the housing and configured to detect an optical signal in a wavelength range of about 1450 nm to about 2000 nm; and A windshield facing the light-transmitting window and configured to have a reflectivity of about 8% to about 10% for ambient electromagnetic waves in a wavelength range of about 1600 nm to about 2000 nm. An automotive electronic system as described in claim 1, wherein the light beam passes through a portion of the windshield and the portion is inclined relative to the light-transmitting window. A vehicle electronic system as described in claim 2, wherein the portion of the windshield is tilted at an angle of less than about 50 degrees relative to the light-transmitting window. An automotive electronic system as described in claim 3, wherein the tilt angle is greater than about 20 degrees. An automotive electronic system as described in claim 4, wherein the tilt angle is between about 40 degrees and about 45 degrees. The automotive 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 splicing member spliced to the notch and having a recessed portion, wherein the laser device is at least partially accommodated in the recessed portion. An automotive electronic system as described in claim 7, wherein the light beam passes through a portion of the splicing component, and a tilt angle of the portion relative to the light-transmitting window is smaller than a tilt angle of the base component relative to the light-transmitting window. The automotive electronic system as described in claim 1, wherein the magnetically permeable material comprises p-type dopants or n-type dopants. An 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.