Vehicle-mounted loudspeaker system and vehicle

Abstract

The invention provides a loudspeaker system with a loudspeaker rear cavity coupled with the external atmosphere. The loudspeaker system comprises a loudspeaker single body, a shell, a vehicle body, a Helmholtz resonant cavity formed by installing a loudspeaker on the shell, a pipeline for radiating sound waves into a cabin and a pipeline for radiating sound waves out of a vehicle. The shell separates the first face space and the second face space of the loudspeaker diaphragm, sound waves generated by the first face of the diaphragm are radiated to the space in a cabin through the front cavity pipeline, sound waves of the second face of the diaphragm are radiated to the outside of a vehicle through the shell pipeline, sound short circuit caused by communication is avoided, and the low-frequency response in the cabin is improved.

Description

Technical Field

[0001] This application relates to the field of loudspeaker technology, and in particular to a vehicle loudspeaker system and a vehicle. Background Technology

[0002] The in-vehicle speaker system, as the core sound-generating unit of the automotive acoustic system, is a key device that converts the electrical signals transmitted by the in-vehicle host into sound wave signals. It directly determines the audio experience of the people in the car. From listening to music during daily commutes to navigation voice broadcasts and safety warning prompts during driving, all rely on its support. It is an important component of modern cars that combines practicality and comfort.

[0003] Current automotive speaker systems typically consist of a vehicle partition, a vehicle bulkhead, and an air chamber, with no conduit connecting the air chamber to the opening in the vehicle partition. This design makes it difficult to adjust the cutoff frequency Fh to the ideal position and hinders further improvement in frequency response.

[0004] Other prior art includes at least one Helmholtz resonator comprising a cavity and a vent tube communicating with the cavity and adapted to pass through an infinite baffle, which includes the wall, ceiling, or floor of a room or the top of a vehicle. The cavity is sized such that its volume is smaller than that of the driver. This approach provides a high-frequency acoustic roll-off at frequency fH, but the frequency fH is far beyond the operating band associated with the driver, making it impossible to further improve the gain using resonance. Summary of the Invention

[0005] This application provides a speaker system in which the rear cavity of a speaker is coupled to the outside atmosphere, including a speaker driver, a housing, a vehicle body, a Helmholtz resonant cavity formed by the speaker mounted on the housing, a duct for radiating sound waves into the cabin, and a duct for radiating sound waves out of the vehicle; the housing separates the space of the first surface and the second surface of the speaker diaphragm, the sound waves generated by the first surface of the diaphragm are radiated into the cabin space through the front cavity duct, and the sound waves from the second surface of the diaphragm are radiated out of the vehicle through the housing duct, avoiding connection that could lead to acoustic short circuit and improving the low-frequency response in the cabin.

[0006] The feature of this loudspeaker system is that it utilizes a Helmholtz resonant cavity formed by mounting the loudspeaker on the housing. By optimizing and adjusting the dimensions of the Helmholtz resonator cavity and the conduit, its resonant frequency is adjusted so that the resonant frequency is within 2.5 times the operating frequency band of the loudspeaker. When the loudspeaker is working, this resonance phenomenon can be used to enhance the response of the loudspeaker system.

[0007] By adjusting the size of the Helmholtz resonant cavity formed during the installation of the speaker and housing, the resonance peak is generated by the cavity resonance, thereby improving the sensitivity.

[0008] On one hand, a vehicle-mounted speaker system is proposed, the system comprising: a speaker, a housing, a vehicle body, a front cavity, and a rear cavity; a first surface of the speaker unit and the housing form the front cavity; a second surface of the speaker unit and the housing form the rear cavity; the front cavity communicates with the interior space of the passenger cabin; and the rear cavity communicates with the exterior space of the vehicle body.

[0009] Furthermore, the front cavity is connected to the cabin space through openings in the interior trim panel.

[0010] Furthermore, the rear cavity is connected to the external space of the vehicle body through an opening in the body sheet metal.

[0011] Furthermore, the housing is used to mount a speaker unit; the speaker unit includes a vibration system, a magnetic circuit system, and a frame; the vibration system includes a voice coil and a spider.

[0012] Furthermore, the front cavity includes a first front cavity and / or a second front cavity; the first front cavity is above the diaphragm and inside the housing; the second front cavity is the space area formed between the interior trim panel and the body sheet metal outside the first front cavity space.

[0013] Furthermore, the vehicle speaker system also includes a first front cavity duct and / or a second front cavity duct; the first front cavity duct is used to connect the first front cavity and the second front cavity; the second front cavity duct is used to connect the front cavity and the cabin interior space.

[0014] Furthermore, the second front cavity channel is composed of a sound-absorbing cover or a shell.

[0015] Furthermore, the openings on the interior trim panel and the body sheet metal are all covered with mesh fabric.

[0016] On the other hand, a vehicle is proposed that includes the aforementioned vehicle-mounted speaker system. Attached Figure Description

[0017] To more clearly illustrate the technical solutions in the embodiments of this application, the accompanying drawings used in the description of the embodiments will be briefly introduced below. Obviously, the drawings described below are only some embodiments of this application. For those skilled in the art, other drawings can be obtained based on these drawings without creative effort.

[0018] To gain a more complete understanding of this application and its beneficial effects, the following description will be provided in conjunction with the accompanying drawings, wherein the same reference numerals in the following description denote the same parts.

[0019] Figure 1 Illustration of a vehicle speaker system Figure 1

[0020] Figure 2Illustration of a vehicle speaker system Figure 2

[0021] Figure 3 Illustration of a vehicle speaker system Figure 3

[0022] Figure 4 Illustration of a vehicle speaker system Figure 4

[0023] Explanation of reference numerals in the attached figures:

[0024] 1. Speaker driver; 2. Housing; 3. Body; 4. Interior panel; 5. Sound enclosure; 1.1. First side of the speaker driver; 1.2. Second side of the speaker driver; 1.3. Diaphragm Detailed Implementation

[0025] The technical solutions in this application will now be described with reference to the accompanying drawings.

[0026] In the embodiments of this application, the terms "exemplary" or "for example" are used to indicate that something is an example, illustration, or description. Any embodiment or design that is described as "exemplary" or "for example" in the embodiments of this application should not be construed as being more preferred or advantageous than other embodiments or design. Specifically, the use of the terms "exemplary" or "for example" is intended to present the relevant concepts in a specific manner.

[0027] In the embodiments of this application, the terms "first" and "second" are used for descriptive purposes only and should not be construed as indicating or implying relative importance or implicitly specifying the number of indicated technical features. Thus, a feature defined with "first" and "second" may explicitly or implicitly include one or more of that feature.

[0028] It should be understood that the terminology used in the description of the various examples herein is for the purpose of describing the particular examples only and is not intended to be limiting. As used in the description of the various examples, the singular forms “a” (“a”, “an”) and “the” are intended to include the plural forms as well, unless the context explicitly indicates otherwise.

[0029] In this application, "at least one" means one, two, or more, and "more than" means two or more. "At least one of the following" or similar expressions refer to any combination of these items, including any combination of a single item or a plurality of items. For example, at least one of a, b, or c can mean: a, b, c, ab, ac, bc, or abc, where a, b, and c can be a single item or multiple items.

[0030] It should also be understood that, in this application, unless otherwise expressly specified and limited, the term "connection" should be interpreted broadly. For example, "connection" can be a fixed connection, a sliding connection, a detachable connection, or an integral part; it can be a direct connection or an indirect connection through an intermediate medium.

[0031] It should also be understood that the term “comprising” (also referred to as “includes”, “including”, “comprises” and / or “comprising”) as used in this specification specifies the presence of the stated features, integers, steps, operations, elements, and / or components, but does not exclude the presence or addition of one or more other features, integers, steps, operations, elements, components, and / or groups thereof.

[0032] It should be understood that the terms "an embodiment," "another embodiment," and "a possible design" used throughout the specification mean that a specific feature, structure, or characteristic related to an embodiment or implementation is included in at least one embodiment of this application. Therefore, phrases such as "in one embodiment of this application," "in another embodiment of this application," and "a possible design" appearing throughout the specification do not necessarily refer to the same embodiment. Furthermore, these specific features, structures, or characteristics can be combined in any suitable manner in one or more embodiments.

[0033] It should also be understood that the specific values ​​mentioned in the embodiments of this application are not intended to limit the specific dimensions of particular features or structures. The relevant values ​​may be illustrative examples for ease of understanding, or they may represent the theoretically optimal value for a certain feature. In practice, the relevant dimensions may be a range around the value, for example, the range may be ±50% of the optimal theoretical value, and the actual dimensions should be determined based on the achievement of the corresponding technical effect.

[0034] The speaker system designed in this application has its first speaker face directly facing into the cockpit. The front cavity duct and front cavity are connected, and the speaker sensitivity is improved through structural optimization of the front cavity duct and front cavity. A rear cavity duct is added to the rear cavity to improve waterproofing and dustproofing. Furthermore, an additional front cavity is added to the above structure, and the first front cavity, connected to the second front cavity, further enhances sensitivity.

[0035] The following is a detailed description of an air conditioning control system and a vehicle based on the present application, with reference to the accompanying drawings.

[0036] In some embodiments, as shown in FIG1, the loudspeaker system includes a housing 2 for mounting the loudspeaker unit 1, and a vehicle body 3 for mounting and fixing the housing 2, which includes the loudspeaker unit 1. The loudspeaker unit 1 includes a vibration system that performs the core function of electroacoustic conversion and a magnetic circuit system that provides stable driving force to the vibration system. A frame ensures precise assembly of the vibration system and the magnetic circuit system. The voice coil in the vibration system efficiently converts the electrical signal transmitted by the vehicle's main unit into mechanical energy, ensuring an energy conversion efficiency of no less than 85%. The spider (also known as a centering support) provides stable support during the reciprocating motion of the vibration system, effectively limiting the radial offset of the voice coil to within 0.1 mm, avoiding distortion caused by collision between the voice coil and the magnetic circuit system. The diaphragm further converts mechanical energy into sound energy uniformly. The polypropylene composite coating material used significantly improves the delicacy of the mid-low frequency sound quality. The first surface 1.1 of the loudspeaker unit 1 and the housing 2 enclose a front cavity, which is connected by an interior trim panel 4. The opening on the front cavity connects to the cabin space and is equipped with a first front cavity duct for connecting to the front cavity and radiating sound energy into the cabin. Through the cooperation of the front cavity and the duct, the loss of sound energy during transmission can be reduced, ensuring that the sound pressure level difference between seats in the cabin is small. The mesh fabric arranged at the opening of the first front cavity duct can not only effectively block external dust, rainwater and other impurities from entering the duct, but the preferred 100-mesh nylon material also has good acoustic transparency, with an attenuation rate of less than 1% for sound in the frequency band below 2kHz, balancing protection performance and sound quality transmission effect. More importantly, the resonant frequency of the overall space formed by the first front cavity and the first front cavity duct is designed to be less than 2.5 times the upper limit of the speaker's operating frequency band. This design can effectively avoid resonant interference in the speaker's operating frequency band, avoid standing wave phenomenon in the high frequency band, and keep the total harmonic distortion (THD) of the speaker below the rated power, significantly improving the purity of the sound quality. At the same time, the second surface 1.2 of the speaker unit 1 and the housing 2 The enclosure forms a rear cavity, which is connected to the external space of the vehicle body through an opening in the body sheet metal. A rear cavity duct is provided at the external opening of the rear cavity to connect the rear cavity to the external space of the vehicle body. Through the connection design between the rear cavity and the external space, the back wave energy generated on the back of the diaphragm can be released quickly, avoiding the low-frequency muddiness caused by the mutual interference between the back wave and the front cavity sound wave, thus improving the low-frequency extension depth of the speaker. The mesh fabric arranged on the opening surface of the rear cavity duct is also made of polyester fiber material with waterproof and dustproof functions, which can effectively block the mud, sand and dust on the road from entering the rear cavity, prevent the magnetic circuit system from performance degradation due to moisture or dust accumulation, extend the service life of speaker unit 1, and the breathable structure of the mesh fabric will not obstruct the release of the back wave of the rear cavity, ensuring the stability of the acoustic damping characteristics of the rear cavity.

[0037] In some embodiments, as shown in Figure 2, the loudspeaker system is further provided with a sound-gathering cover 5 for connecting the loudspeaker unit 1 and the interior panel 4. The sound-gathering cover 5 can effectively reduce the reflection loss of sound energy during transmission, so that the sound energy is focused and directionally transmitted to the interior panel 4. In conjunction with the openings specially opened on the interior panel 4 for radiating sound energy (the ratio of the opening area to the front cavity outlet area is preferably 1:1.2), the attenuation of sound energy when penetrating the interior panel can be further reduced, so that the sound pressure level in the target area in the cabin is increased by 2-3dB, significantly optimizing the directivity of the sound field. At the same time, the loudspeaker unit 1, the sound-gathering cover 5, and the interior panel 4 together form a front cavity with better sealing in the cabin. This front cavity works in conjunction with the first front cavity duct for connecting the front cavity and radiating sound energy into the cabin. With the help of the sound energy guiding function of the duct, the sound radiation efficiency can be improved, avoiding the sound quality dispersion problem caused by the disorderly diffusion of sound energy in the cabin. Especially in the mid-high frequency range, the clarity of the sound can be improved more significantly. The loudspeaker unit 1 and the housing 2 An independent rear cavity is formed outside the cockpit, connected to the outside via a rear cavity duct. This allows for rapid dissipation of backwave energy generated on the back of the diaphragm using the open space outside the cockpit, effectively preventing backwaves from forming standing waves outside the cockpit or interfering with the front cavity sound waves. This results in a cleaner low-frequency response for the speaker and further extends its low-frequency extension. Similarly, the mesh fabric at the opening of the first front cavity duct not only reliably blocks dust, spilled beverages, and other impurities from entering the duct, but its extremely low acoustic attenuation characteristics also ensure efficient sound energy transmission, balancing waterproof and dustproof performance with sound quality assurance. Furthermore, the resonant frequency of the overall space formed by the first front cavity and the first front cavity duct is strictly controlled to be less than 2.5 times the upper limit of the speaker's operating frequency band. This design effectively avoids frequency band interference during normal speaker operation, preventing noise generated by resonance from affecting the purity of sound quality and further reducing the frequency response curve fluctuation of the speaker across the entire operating frequency band. In addition, a waterproof and dustproof mesh fabric, preferably made of polyester fiber with a breathability of 90%, is also arranged on the opening surface of the rear cavity duct. The above features effectively prevent rainwater, road dust, and other external elements from entering the rear cavity, avoiding rust or dust accumulation on the magnets in the magnetic circuit system, which could affect the magnetic flux and ensure the long-term stability of the driving force of the magnetic circuit system. At the same time, its high-permeability structure does not hinder the rapid release of the back wave in the rear cavity, ensuring that the acoustic damping characteristics of the rear cavity are always in the best condition, and further extending the overall service life of the speaker.

[0038] In some embodiments, such as Figure 3As shown, the loudspeaker system in this embodiment also includes a housing 2 for mounting the loudspeaker unit 1, and a body for fixing the housing 2 containing the loudspeaker unit 1. The loudspeaker unit 1 consists of a diaphragm for realizing sound energy conversion, a magnetic circuit system for providing continuous driving force to the vibration system, and a frame for precisely assembling the vibration system and the magnetic circuit system. The diaphragm is preferably made of a composite material of polypropylene and glass fiber, which improves the vibration stability in the low-frequency range while ensuring low total harmonic distortion. The magnetic circuit system is preferably made of high magnetic energy product neodymium iron boron magnet, which improves the driving force compared to traditional ferrite magnets and can effectively avoid the problem of insufficient power at high volumes. The system innovatively adopts a dual-cavity design: the speaker unit 1 and the housing 2 enclose the cabin to form the first front cavity, which is defined as the space above the diaphragm and inside the housing 2. This front cavity is connected to the second front cavity through the first front cavity pipe. The second front cavity is an independent space area formed between the body interior panel 4 and the body sheet metal, excluding the space of the first front cavity. This dual-cavity structure can reduce the standing wave interference of sound energy during transmission by adjusting the spatial volume in stages, especially in the mid-high frequency range (2-5kHz), which can improve the uniformity of sound field diffusion. The optimal volume of the second front cavity is designed to be between 10L and 100L. When the volume is less than 10L, the narrow space can easily lead to a sudden increase in sound pressure level, causing distortion. When the volume is greater than 100L, the excessive space will cause sound energy loss. The volume of 10L to 100L allows the acoustic impedance matching between the second front cavity and the speaker unit 1 to be optimal. In conjunction with the second front cavity duct, which is integrally formed by a sound-gathering cover with a matte noise reduction treatment on the inner wall, the sound energy radiated into the vehicle by sound wave reflection interference can be reduced, which can further widen the sound field coverage range, make the sound pressure level difference between the front and rear seats in the cabin controllable, and significantly improve the auditory consistency of all occupants in the vehicle. At the same time, the resonant frequency of the overall space formed by the first front cavity and the first front cavity duct is still strictly controlled to be less than 2.5 times the upper limit of the speaker's operating frequency band. This design is consistent with the technical logic of the previous embodiment, which can effectively avoid the resonant point in the normal operating frequency band of the speaker and prevent noise in the high-frequency band. In addition, all external openings in the system, including the opening connecting the second front cavity duct to the cabin and the opening connecting the rear cavity duct to the outside of the cabin, are covered with mesh fabric. This not only prevents dust, hair, and other impurities from entering the cavity, but also has a high air permeability and low sound energy attenuation. The opening connecting to the outside of the cabin is preferably made of polyester fiber mesh fabric with an IP65 waterproof rating, which can effectively resist the intrusion of rainwater and mud from the road surface, and prevent the magnetic circuit system from getting damp and rusting or water from accumulating inside the sheet metal cavity. Tests have shown that this allows the speaker to work stably in extreme environments, extending its service life compared to an unprotected design. At the same time, it does not affect the communication function between the rear cavity and the outside space of the cabin through the rear cavity duct, ensuring that the back wave energy on the back of the diaphragm dissipates quickly and further optimizing the cleanliness of the low-frequency response.

[0039] In some embodiments, such as Figure 4As shown, the loudspeaker system in this embodiment includes a housing 2 for mounting the loudspeaker unit 1, and a body 3 for fixing the housing 2, which includes the loudspeaker unit 1. The core components of the loudspeaker unit 1 have clearly defined functions: the diaphragm is preferably made of a composite material of polypropylene and carbon fiber, which combines high rigidity and low damping characteristics. When converting mechanical energy into sound energy, it can effectively suppress split vibration, resulting in low total harmonic distortion, while improving the depth and stability of the low-frequency range (60-200Hz); the magnetic circuit system is preferably made of high-energy-product neodymium iron boron magnets, which, compared to traditional ferrite magnets, has increased magnetic field strength, providing a stronger and more stable driving force for the vibration system, avoiding sound quality distortion caused by insufficient driving force during high-volume playback; the frame is preferably made of high-strength ABS engineering plastic through one-piece injection molding, which not only accurately positions the assembly of the vibration system and the magnetic circuit system, ensuring that the coaxiality error between the two is less than 0.05mm, but also has excellent anti-aging and impact resistance, extending the overall service life of the loudspeaker unit 1. In terms of cavity structure, the speaker unit 1 and the housing 2 enclose each other in the cabin to form the first front cavity, which is defined as the closed space above the diaphragm and inside the housing 2. This front cavity is connected to the second front cavity through the first front cavity pipe. The second front cavity is the space area naturally formed between the interior panel 4 and the sheet metal of the body 3. This dual front cavity structure can effectively buffer the pressure fluctuations in the sound energy transmission process and reduce standing wave interference through volume-level adaptation. Especially in the mid-high frequency range (1.5-6kHz), it can improve the uniformity of sound field diffusion and solve the problems of concentrated sound field and poor rear seat listening experience in traditional single front cavity design. The optimal volume of the second front cavity is limited to between 10L and 100L. When the volume is less than 10L, the sound pressure level inside the cavity tends to be excessively concentrated, leading to harsh distortion in the mid-to-high frequency range. When the volume is greater than 100L, the sound energy propagation loss within the cavity increases, resulting in insufficient power in the low-frequency range. A volume of 10L to 100L allows the acoustic impedance matching between the second front cavity and the speaker unit 1 to reach its optimal state. Combined with the sound energy conduction effect of the first front cavity duct, this further widens the sound field coverage, reduces the sound pressure level difference between the front and rear seats in the cabin, and ensures a consistent listening experience for all occupants. At the same time, the resonant frequency of the overall space formed by the first front cavity and the first front cavity duct is strictly designed to be less than 2.5 times the upper limit of the speaker's operating frequency band. This design is consistent with the technical logic of the previous embodiment, which can accurately avoid the resonant point within the normal operating frequency band of the speaker, prevent noise or sudden changes in sound pressure in the high-frequency range, and significantly improve the purity of sound quality.Furthermore, all external openings in the system, including the opening connecting the first front cavity duct to the second front cavity, the opening connecting the second front cavity to the cabin, and the opening connecting the rear cavity duct to the outside of the cabin, are equipped with targeted mesh structures: the opening connecting to the cabin uses mesh with a breathability of over 93% and a sound energy attenuation rate of less than 0.5%, which can prevent dust, hair, and small debris from entering the cavity without affecting the efficient radiation of sound energy; the opening connecting to the outside of the cabin is preferably made of waterproof polyester fiber mesh, which can effectively resist the intrusion of rainwater and road mud, and also has good high and low temperature resistance, which can ensure that the speaker works stably in extreme environments. Compared with the unprotected design, the service life is extended. Moreover, the mesh does not obstruct the connection between the rear cavity and the outside space of the cabin through the rear cavity duct, which can quickly dissipate the back wave energy generated on the back of the diaphragm and avoid the back wave and front cavity sound waves from interfering with each other, further optimizing the cleanliness and layering of the low frequency response.

[0040] In some embodiments, the vehicle is equipped with the system described above. The vehicle may be a gasoline-powered vehicle, a plug-in hybrid electric vehicle, or a new energy vehicle, etc., and this application does not specifically limit it.

[0041] The above description is merely a specific embodiment of this application, but the scope of protection of this application is not limited thereto. Any changes or substitutions that can be easily conceived by those skilled in the art within the scope of the technology disclosed in this application should be included within the scope of protection of this application.

[0042] The various embodiments in this specification are described in a progressive manner, with each embodiment focusing on the differences from other embodiments. The same or similar parts between the various embodiments can be referred to each other.

[0043] Although preferred embodiments of the present application have been described, those skilled in the art, upon learning the basic inventive concept, can make other changes and modifications to these embodiments. Therefore, the scope of protection of this application includes the preferred embodiments as well as all changes and modifications falling within the scope of the embodiments of this application.

[0044] This document uses specific examples to illustrate the working principle and implementation method of the omnidirectional antenna of this application. The above description of the embodiments is only for the purpose of helping to understand the specific settings and core ideas of this application. At the same time, for those skilled in the art, there will be changes in the specific implementation method and application scope based on the ideas of this application. Therefore, the content of this specification should not be construed as a limitation of this application.

[0045] The above description is merely a specific embodiment of this application, but the scope of protection of this application is not limited thereto. Any variations or substitutions within the technical scope disclosed in this application should be included within the scope of protection of this application. Therefore, the scope of protection of this application should be determined by the scope of the claims.

Claims

1. A vehicle-mounted speaker system, characterized in that, The system includes: a speaker unit, a housing, a body, a front cavity, and a rear cavity; The first surface of the speaker unit and the housing form a front cavity; The second surface of the speaker unit forms a rear cavity with the housing; The front cavity is connected to the interior space of the cockpit; The rear cavity is connected to the external space of the vehicle body.

2. The vehicle-mounted speaker system according to claim 1, characterized in that, The front cavity is connected to the cabin space through an opening in the interior panel.

3. A vehicle-mounted speaker system according to claim 2, characterized in that, The rear cavity is connected to the external space of the vehicle body through an opening in the body sheet metal.

4. The vehicle-mounted speaker system according to any one of claims 1-3, characterized in that, The housing is used to mount the speaker unit; The loudspeaker unit includes a vibration system, a magnetic circuit system, and a frame; The vibration system includes a voice coil and a spider.

5. A vehicle-mounted speaker system according to claim 3, characterized in that, The anterior cavity includes a first anterior cavity and / or a second anterior cavity; The first front cavity is above the diaphragm and inside the housing; The second front cavity is the space area formed between the interior trim panel and the body sheet metal outside the first front cavity space.

6. A vehicle-mounted speaker system according to claim 5, characterized in that, The vehicle speaker system also includes a first front cavity duct and / or a second front cavity duct; The first anterior cavity conduit is used to connect the first anterior cavity and the second anterior cavity; The second front cavity duct is used to connect the front cavity and the cabin interior space.

7. A vehicle-mounted speaker system according to claim 6, characterized in that, The second front cavity channel is composed of a sound-absorbing cover or a shell.

8. The vehicle-mounted speaker system according to any one of claims 2 or 3, characterized in that, The openings on the interior trim panel and the body sheet metal are all covered with mesh.

9. A vehicle, characterized in that, The vehicle includes the vehicle-mounted speaker system as described in claims 1-8.

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