In-vehicle equipment, display devices, audio equipment, and terminals

Abstract

The present invention provides in-vehicle equipment, display devices, audio devices, and terminals, which relate to the field of in-vehicle equipment technology. In this application, the in-vehicle equipment includes a housing and a panel. At least a portion of the housing encloses a cavity. The panel is configured to seal the cavity and is provided with connection holes. The panel is fixedly attached to the housing via an energy-absorbing member. The energy-absorbing member includes a bonding layer and a first connection structure, the bonding layer being positioned between the panel and the housing and configured to bond the panel and the housing. The first connection structure is assembled into the connection holes and is configured to achieve a fixed connection between the panel and the housing. The energy-absorbing member maintains a tight connection between the panel and the housing, reducing the risk of dangerous phenomena such as deformation, detachment, or cracking of components of the in-vehicle equipment when the panel is subjected to impact, significantly improving the collision resistance of the in-vehicle equipment, and enhancing user safety.

Description

Technical Field

[0001] This application claims priority to Chinese Patent Application No. 202311271205.9 filed with the China National Intellectual Property Administration on September 27, 2023 (entitled "Vehicle-mounted Device, Display Apparatus, Audio Apparatus, and Terminal"), the entire content of which is incorporated herein by reference in its entirety.

[0002] The present application relates to the field of vehicle-mounted device technology, and in particular, to a vehicle-mounted device, a display apparatus, an audio apparatus, and a terminal.

Background Art

[0003] As people's demands for vehicle-mounted functions such as comfort, safety, and convenience of mobile terminals (for example, transportation means such as automobiles, ships, or aircraft) continue to increase, more intelligent, digitized, and networked devices are being integrated into mobile terminals. Taking a vehicle as an example. Liquid crystal displays for rear seats, projection devices for rear seats, and vehicle-mounted speakers are gradually used in large, medium, and small passenger cars, commercial vehicles, construction machinery, etc., to comprehensively improve driver seat performance and occupant experience.

[0004] However, these intelligent devices also carry risks that threaten the safety of occupants. Since mobile terminals such as vehicles need to travel in external environments, such mobile terminals often encounter situations such as acceleration, sudden braking, collision, and impact. Among injury accidents caused by vehicle accidents, one of the causes of many injury accidents is that occupants suffer cuts, abrasions or the like due to devices that fall off, deform, or break, and components of such devices. In particular, when the vehicle-mounted device is disposed in the front seat of the vehicle, if the vehicle encounters a collision or sudden braking, the occupant in the rear seat may collide with the front seat at a high speed. In this case, if the vehicle-mounted device disposed in the front seat falls off or breaks due to the collision, the occupant in the rear seat may be seriously injured.

[0005] Therefore, methods for improving the collision resistance of in-vehicle equipment have become an important research topic for those skilled in the art. [Overview of the Initiative]

[0006] Embodiments of the present invention provide in-vehicle equipment, display devices, audio devices, and terminals that significantly improve the collision resistance performance of in-vehicle equipment and enhance the personal safety of users.

[0007] According to a first aspect, one embodiment of the present application provides an in-vehicle device, which includes a housing and a panel. At least a portion of the housing encloses a cavity. The panel is configured to seal this cavity and is provided with connection holes. The panel is fixedly attached to the housing via an energy-absorbing member. The energy-absorbing member includes a bonding layer and a first connection structure. The bonding layer is positioned between the panel and the housing and is configured to bond the panel and the housing. The first connection structure is configured to be assembled into the connection holes and provides a fixed connection between the panel and the housing.

[0008] Optionally, the in-vehicle device may be mounted on a mobile terminal, for example, on the seat of the mobile terminal or on top of the cockpit of the mobile terminal.

[0009] In some drive-type terminals, when a panel placed in a cavity is subjected to impact, the panel may dent, fall out, deform, or crack, potentially endangering the user's personal safety and property. However, in this invention, an energy-absorbing member is placed within the vehicle equipment and is configured to fix the panel and transmit and disperse the impact force acting on the panel when it is subjected to impact.

[0010] The energy-absorbing member includes a bonding layer, and the bonding interface formed individually between the panel and the housing by the bonding layer provides a reaction force when the panel is subjected to an external force, reducing the possibility of panel deformation and detachment. Furthermore, the energy-absorbing member further includes a first connection structure. The assembly between the first connection structure and the connection holes in the panel achieves relative fixation between the panel and the mechanical parts, and by ensuring a tight connection between the panel and the mechanical parts, the risk of panel detachment and cracking due to large deformations can be further reduced.

[0011] When an object collides with a panel or other component, the impact force reaches the panel and is then transmitted to the housing via the bonding layer and / or the first connecting structure. This reduces the risk of panel deformation, detachment, or cracking, significantly improving the collision resistance of the in-vehicle equipment and enhancing user safety.

[0012] In possible embodiments, the first connection structure may include dowels, buckles, and other structures capable of providing a fixed connection function. The following description will use an example where the first connection structure is a dowel.

[0013] In possible embodiments, the first connection structure can be located in the housing. In some solutions, the housing includes an integrated intermediate housing, and the dowel may be integrally connected to the intermediate housing. In other words, the dowel resides on the housing (i.e., the intermediate housing). In some solutions, multiple components (described later) are located separately within the housing, and the dowel may be integrally connected to some of the components within the housing (e.g., one of the components). In other words, the dowel is provided on some of the components contained within the housing.

[0014] In possible embodiments, the housing body is configured to surround the cavity, and the housing further has a first connecting structure, which is assembled into the panel's connecting holes to achieve a fixed connection between the housing and the panel. In other words, the housing can be considered a single integrated structure. In this embodiment, the housing is configured to form the cavity and provide panel fixation and impact resistance, and since no other mechanical parts are introduced, impact resistance requirements can be met while reducing costs.

[0015] Optionally, a bonding layer may be placed between the housing (or the body of the housing) and the panel. Furthermore, if the first connection structure is a dowel, the assembly stability of the dowel and connection hole can be further improved by filling the gap between the dowel and the panel with adhesive. The adhesive can also function as a bonding layer.

[0016] In a possible embodiment of the first aspect, the housing includes an intermediate housing and a mechanical component. The panel is fixedly attached to the mechanical component via an energy-absorbing member. A first connecting structure is located on the side of the mechanical component that faces the panel, and a bonding layer is located between the panel and the mechanical component.

[0017] In other words, in some solutions, the intermediate housing and mechanical components are arranged separately. In the embodiments described above, the housing includes the housing and mechanical components. The housing is configured to surround the cavity, and the mechanical components are configured to secure the panels, provide collision resistance, and enable the coupling and uncoupling of different functional components. For example, the mechanical components can improve the overall stability of the mechanism by using a structure that is highly rigid under force.

[0018] Optionally, the mechanical component is positioned between the intermediate housing and the panel. When the panel is subjected to impact and an impact force is generated in the cavity direction, both the bonding layer on the mechanical component and the first connecting structure can secure the panel. Furthermore, the mechanical component can provide additional support to the panel, further improving the collision resistance performance of the in-vehicle equipment.

[0019] In yet another possible embodiment of the first aspect, the mechanical components are fixed to an intermediate housing. Fixing the mechanical components to an intermediate housing can improve the stability of the overall structure.

[0020] In yet another possible embodiment of the first aspect, at least a portion of the mechanical component is positioned on the side of the panel away from the cavity. This allows at least a portion of the panel to be surrounded by the mechanical component. In some cases, the impact point can be transmitted to the mechanical component, further improving the collision resistance of the in-vehicle equipment.

[0021] For example, when an object collides with a panel, the impact force after reaching the panel is transmitted to components such as mechanical parts via the bonding layer and the first connecting structure. This is equivalent to the mechanical parts applying a "tensile force" to the panel, making it less likely for accidental events such as deformation, detachment, or cracking to occur in the panel.

[0022] In yet another possible embodiment of the first aspect, the mechanical components include a base plate and side walls. The side walls are arranged around the base plate, which is ring-shaped and covers the edge of the panel. The first connecting structure is located on the side of the base plate that faces the panel, and the side walls are arranged annularly around the periphery of the intermediate housing.

[0023] In this embodiment, when an object collides with the side wall or panel of a mechanical part, the impact force generated by the collision is quickly transmitted by the mechanical part or housing, thereby improving the collision resistance of the in-vehicle equipment.

[0024] In yet another possible embodiment of the first aspect, the in-vehicle equipment further includes a fixed connection structure configured to secure the housing to the seat.

[0025] In this embodiment, the housing is mounted to the seat and fixed to the seat via a fixed connection structure. As a result, the impact force applied to the in-vehicle device can be quickly transmitted to the seat, and the crash resistance of the in-vehicle device can be further improved.

[0026] In yet another possible embodiment of the first aspect, the fixed connection structure includes a rotating shaft fixture and a rotating shaft cantilever, and the rotating shaft fixture is fixed to the intermediate housing. The rotating shaft fixture has a rotating shaft arranged to protrude, the rotating shaft cantilever is provided with a rotating shaft connection hole, and the rotating shaft connection hole is configured to be assembled with the rotating shaft, so that the rotating shaft cantilever rotates around the rotating shaft. In addition, the rotating shaft cantilever includes a second connection structure, and the second connection structure is configured to achieve a fixed connection between the rotating shaft cantilever and the seat.

[0027] In the aforementioned embodiment, by using the rotating shaft cantilever and the rotating shaft, the stability of the in-vehicle device when the in-vehicle device is subjected to an external force (for example, in the case of vibration or impact) can be improved. Furthermore, the structure in which the rotating shaft cantilever is combined with the fixed rotating shaft can further improve the stability and crash resistance of the in-vehicle device.

[0028] In yet another possible embodiment of the first aspect, one end of the rotating shaft fixture is pressed against the mechanical component. As a result, the acting force transmitted to the mechanical component is directly transmitted to the seat via the fixture and the rotating shaft cantilever, and the seat provides a fixing function and a buffering function for the in-vehicle device, so that the crash resistance of the in-vehicle device can be further improved.

[0029] In yet another possible embodiment of the first aspect, the mechanical component is fixed to the seat. Thereby, the stability of the entire structure is improved, the acting force transmitted to the mechanical component is directly transmitted to the seat via the fixed connection, and the seat provides the fixing function and the buffering function for the in-vehicle device, so that the crash resistance of the in-vehicle device can be further improved.

[0030] In yet another possible embodiment of the first aspect, the mechanical component is a metal component. The metal may be an alloy, a pure metal, or the like. Since the metal has high rigidity, the fixation of the panel and the transmission of impact force are facilitated, and the collision resistance of the in-vehicle device can be further improved.

[0031] In yet another possible embodiment of the first aspect, the seat includes a headrest, and the in-vehicle device is disposed on the headrest of the seat.

[0032] In yet another possible embodiment of the first aspect, the seat includes a backrest, and the in-vehicle device is disposed on the backrest of the seat.

[0033] In yet another possible embodiment of the first aspect, the seat includes a headrest, a backrest, and a connecting component that connects the backrest and the headrest, and the in-vehicle device is disposed on the connecting component.

[0034] Optionally, the headrest and the backrest of the seat may be arranged separately, or may be arranged integrally.

[0035] In yet another possible embodiment of the first aspect, the panel is disposed on the side of the seat that faces the back surface of the mobile terminal. In this way, in the aforementioned embodiment, the risk of deformation, falling off, or even cracking of the panel of the in-vehicle device due to impact can be reduced, and the personal safety of rear seat occupants can be ensured.

[0036] In yet another possible embodiment of the first aspect, the housing is provided with a protrusion, the protrusion extends in the direction from the housing toward the panel, the top of the protrusion is pressed against the panel, and the bonding layer is disposed on the side of the protrusion away from the center of the panel.

[0037] In the above-described embodiment, the protrusions can be positioned to provide support in a direction away from the impact point of the joint layer, thereby making deformation and displacement of the joint layer 103 less likely to occur. This improves the overall stability of the structure and enhances the collision resistance of the equipment. Furthermore, it is possible to avoid delamination due to impact and improve the appearance of the in-vehicle equipment.

[0038] In yet another possible embodiment of the first aspect, the bonding layer includes an adhesive flexible member. The adhesiveness of the flexible member allows the bonding layer to form a bonding interface between the housing and the panel, thereby improving stability. Furthermore, the flexible member can provide a cushioning function when the panel is subjected to impact, thereby improving the impact resistance of the equipment.

[0039] Optionally, the bonding layer may be realized by adhesive filling. In this case, the surface layer of the adhesive is adhesive, and the intermediate part of the adhesive can be used as a buffering layer to provide a buffering function.

[0040] Optionally, the bonding layer may be a double-sided adhesive foam, which includes two adhesive layers and a foam layer located between the two adhesive layers. The two adhesive layers form a bonding interface between the housing and the panel, and the foam layer provides a cushioning function, thereby improving the stability and collision resistance of the in-vehicle equipment.

[0041] In yet another possible embodiment of the first aspect, the panel material is a brittle material. For example, the panel is a glass panel.

[0042] In yet another possible embodiment of the first aspect, the panel is a composite glass panel comprising a laminated inorganic material layer and an organic material layer. Optionally, the composite glass panel further comprises a thin film covering the inorganic material layer and / or the organic material layer.

[0043] In yet another possible embodiment of the first aspect, the thickness of the inorganic material layer is 2 millimeters or more, and the thickness of the organic material layer is 2 millimeters or more.

[0044] In yet another possible embodiment of the first aspect, the in-vehicle equipment further includes a signal source, the signal source located within a cavity.

[0045] The signal source is configured to generate a signal, which is propagated into the target space through the cavity and panel. The signal includes, but is not limited to, signals such as light, sound waves, or electromagnetic waves.

[0046] In this embodiment, the cavity of the in-vehicle equipment functions as a signal transmission path, enabling specific functions of the in-vehicle equipment. For example, if the signal is light, multiple types of optical elements may be arranged within the cavity, and the light may be reflected or refracted by the optical elements within the cavity. The cavity can provide space for designing the optical path, thereby achieving drainage and dustproof effects and extending the service life of the in-vehicle equipment. As another example, if the signal is a sound wave, the sound wave is reflected multiple times within the cavity, which can improve the sound reproduction effect and enhance the user experience.

[0047] According to a second aspect, one embodiment of the present application provides a display device, which includes an image generation unit and an in-vehicle device according to any embodiment of the first aspect. At least a portion of the housing of the in-vehicle device surrounds a cavity. The image generation unit is located within the cavity and configured to generate light rays. The light rays propagate through the cavity and a panel within the in-vehicle device to a target space outside the display device, generating a virtual image visible to the human eye.

[0048] Optionally, the display device can be mounted on the seat of the mobile terminal.

[0049] In a possible embodiment of the second aspect, the display device further includes an optical element, the optical element is located in a cavity, and the optical element is configured to process light rays.

[0050] According to a third aspect, one embodiment of the present application provides an audio device, which includes a speaker and an in-vehicle device according to any embodiment of the first aspect. The audio device is mounted on the seat of a mobile terminal, the housing includes a cavity, the speaker is configured to generate sound waves, and the sound waves can propagate into the space outside the audio device.

[0051] Optionally, sound waves may pass through cavities and panels within the vehicle's equipment.

[0052] According to a fourth aspect, one embodiment of the present application provides a terminal. This terminal includes an in-vehicle device according to any embodiment of the first aspect, or a display device according to any embodiment of the second aspect, or an audio device according to the third aspect.

[0053] Optionally, the terminal may be a mobile terminal such as a vehicle, ship, aircraft, or logistics robot. [Brief explanation of the drawing]

[0054] The attached drawings used in describing the embodiments will be briefly explained below. [Figure 1] This figure shows an application scenario for in-vehicle equipment according to one embodiment of the present invention. [Figure 2] This is a cross-sectional view of an in-vehicle device according to one embodiment of the present invention. [Figure 3] This is a three-dimensional structural drawing of an in-vehicle device according to one embodiment of the present invention. [Figure 4] This figure shows a collision scenario for in-vehicle equipment according to one embodiment of the present invention. [Figure 5] This is a cross-sectional view of another in-vehicle device according to one embodiment of the present invention. [Figure 6] This is a three-dimensional structural drawing of another in-vehicle device according to one embodiment of the present invention. [Figure 7] This is a cross-sectional view of another in-vehicle device according to one embodiment of the present invention. [Figure 8] This is a three-dimensional structural drawing of another in-vehicle device according to one embodiment of the present invention. [Figure 9] This is a cross-sectional view of another in-vehicle device according to one embodiment of the present invention. [Figure 10] This is a cross-sectional view of another in-vehicle device according to one embodiment of the present invention. [Figure 11] This is a three-dimensional structural drawing of another in-vehicle device according to one embodiment of the present invention. [Figure 12] This figure shows a plurality of possible seats including in-vehicle equipment according to one embodiment of the present application. [Figure 13] This is an overall structural diagram of an in-vehicle device according to one embodiment of the present invention. [Figure 14] This is a structural diagram of a display device according to one embodiment of the present invention. [Figure 15] This is a structural diagram of an audio device according to one embodiment of the present invention. [Modes for carrying out the invention]

[0055] In recent years, increasingly intelligent, digital, and networked devices have been integrated into mobile terminals. While these devices bring improved performance and optimized user experience to mobile terminals, they also increase the risks associated with their use.

[0056] Please refer to Figure 1. Figure 1 is a diagram illustrating an application scenario for an in-vehicle device according to one embodiment of the present invention. The in-vehicle device 10 can be mounted on a vehicle seat. As shown in Figure 1(a), the in-vehicle device 10 is positioned on a vehicle seat and faces the rear of the vehicle. For example, as a rear-seat passenger boards the vehicle, the rear-seat passenger may use the in-vehicle device 10 installed on the front seat to engage in one or more entertainment activities, such as watching movies, browsing web pages, playing on-demand videos, or playing games. However, as shown in Figure 1(b), if the vehicle encounters a collision or sudden braking, the rear-seat passenger is likely to collide with the front seat at high speed and also with the in-vehicle device 10. The impact force generated by the collision makes the in-vehicle device 10 susceptible to accidental damage such as deformation, detachment, or cracking of parts, which could cause serious injury to the rear-seat passenger. In particular, there is a very high probability that the heads of rear-seat occupants will collide with the in-vehicle equipment 10, which threatens the personal safety of the occupants.

[0057] In particular, in automotive devices such as display devices and speakers that have a cavity space inside, when the panels of these devices are subjected to impact from an external force, indentations occur on the inside. Since there are no components within the cavity that can withstand the impact, the panels of the devices are prone to accidental damage such as deformation, detachment, or cracking, which threatens personal safety.

[0058] Based on these points, the embodiments of the present invention provide in-vehicle equipment, display devices, audio devices, and terminals that significantly improve the collision resistance performance of in-vehicle equipment and ensure user safety.

[0059] Please refer to Figures 2 and 3. Figure 2 is a cross-sectional view of an in-vehicle device according to one embodiment of the present invention. Figure 3 is a three-dimensional view of an in-vehicle device according to one embodiment of the present invention. The in-vehicle device 10 includes a housing 101 and a panel 102.

[0060] At least a portion of the housing 101 surrounds the cavity 30. In other words, the housing 101 as a whole may form the cavity 30, or the housing 101 may be composed of multiple parts, with a portion of the housing 101 surrounding the cavity 30. Optionally, the housing 101 may form the bottom and side walls of the cavity 30, or the housing 101 may be configured to form only the side walls of the cavity 30.

[0061] Panel 102 is provided with a connection hole 1021. The connection hole 1021 may be a through hole, a semi-through hole, or a similar hole.

[0062] The housing 101 is fixedly assembled to the panel 102 via a first connecting structure. The first connecting structure may include a dowel, a buckle, and other structures that can provide a fixed connection function. Below, an example in which the first connecting structure is a dowel will be described. For example, as shown in Figure 2, the first connecting structure may be a dowel 1011. One end of the dowel 1011 is connected to the housing 101, and the other end is inserted into the connecting hole 1021. In this way, a fixed connection can be achieved between the housing 101 and the panel 102. Furthermore, a bonding layer 103 is placed between the housing 101 and the panel 102, and the bonding layer 103 is configured to bond the panel 102 and the housing 101.

[0063] In the embodiment shown in Figure 2, the bonding layer 103 and the dowel 1011 fix the panel 102 to the housing and can transmit and disperse the impact force applied to the panel 102 when an impact is applied to the panel 102. Therefore, the dowel 1011 and the bonding layer 103 can be considered as energy absorbing members 20.

[0064] By forming bonding interfaces between the bonding layer 103 and the housing 101, and between the bonding layer 103 and the panel 102, the housing 101 and the panel 102 are tightly connected. When an external force is applied to the panel 102, the bonding layer transmits the force applied to the panel 102 to the housing 101. Furthermore, the assembly between the dowel 1011 located on the housing 101 and the connection hole 1021 on the panel 102 realizes a fixed connection between the panel 102 and the housing 101, further ensuring a tight connection between the panel 102 and the housing 101. In the in-vehicle device 10 shown in Figure 2, when an object collides with the panel 102, the impact force reaches the panel 102 and then is transmitted to components such as the housing 101 via the bonding layer 103 and the dowel 1011. This reduces the risk of deformation, detachment, or cracking of the panel 102, significantly improving the collision resistance of the in-vehicle device 10 and ensuring user safety.

[0065] In one embodiment, the first connection structure may be fixedly positioned on the housing 101. A dowel 1011 is used as an example. The dowel 1011 may be positioned on the housing 101. One end of the dowel 1011 may be connected to the housing (the connection as described herein may include the case in which the dowel 1011 is integrally connected to the housing 101), and the other end is a free end and is configured to be fixedly assembled to the panel 102. In some solutions, the housing 101 includes an integrated intermediate housing, and the dowel may be integrally connected to the intermediate housing. In other words, the housing 101 is provided with the dowel 1011. In some solutions, the housing 101 includes a plurality of separately positioned parts (described later), and the dowel 1011 may be integrally connected to a part of the parts within the housing 101 (for example, one of the parts). In other words, the dowel 1011 is provided on a part of the parts included in the housing 101.

[0066] In one embodiment, as shown in Figure 2, the energy absorbing member 20 is positioned at the edge of the panel 102.

[0067] In one embodiment, the panel 102 is configured to seal the cavity 30. This sealing may be a complete seal or a partial seal. In this embodiment, since the cavity 30 is located inside the housing 101, when the panel 102 is subjected to an impact from an external force, the panel 102 retracts into the cavity of the housing 101. The energy absorbing member 20 can fix the panel 102 in place to resist the impact force and improve the overall impact resistance of the structure.

[0068] In one embodiment, panel 102 includes a glass panel. Optionally, the thickness of panel 102 may be 4 millimeters (mm) or more. For example, the panel thickness is 4.1 mm. When the panel thickness exceeds 4 millimeters, panel 102 experiences greater stress when subjected to a collision object, and resists deformation caused by the collision, thereby improving the collision resistance of the in-vehicle equipment.

[0069] In some embodiments, the panel 102 includes a composite glass panel, and there are at least two laminated composite glass panels. In possible embodiments, the panel 102 includes a laminated inorganic material layer and an organic material layer. In some cases, the thickness of the inorganic material layer is 2 millimeters or more, and the thickness of the organic material layer is also 2 millimeters or more.

[0070] Optionally, multiple connection holes 1021 may be placed on the panel 102. Correspondingly, the housing 101 is provided with multiple dowels 1011 that are assembled into the connection holes 1021. The multiple connection holes 1021 may be placed on parts of the panel 102 that are close to the edges. However, in some solutions, the connection holes 1021 may be placed around the edges of the panel 102. Referring to Figure 3, if the panel 102 is polygonal, the connection holes 1021 may be placed on the corners of the panel that are close to the polygon. This provides high transmittance due to the fixing by the combination of the panel 102 and the energy absorbing member 20.

[0071] In one embodiment, the bonding layer 103 includes an adhesive flexible member. In some solutions, the bonding layer 103 includes a bonding layer and a buffer layer. The bonding layer is adhesive and can provide a connection between objects. The buffer layer is configured to provide a buffering function to improve the overall stability of the structure. For example, the bonding layer 103 may be realized by an adhesive. In this case, the surface layer of the adhesive is adhesive, and the middle portion of the adhesive is used as a buffer layer and can provide a buffering function. In another example, the bonding layer 103 may be a double-sided adhesive foam, which includes two laminated bonding layers and a foam layer located between these two bonding layers. The two bonding layers form a bonding interface between the housing and the panel, and the foam layer provides a buffering function, thereby improving the stability and collision resistance of the in-vehicle equipment.

[0072] Optionally, as shown in Figure 3, the bonding layer 103 can include multiple separately positioned components. Of course, this application is also applicable to the bonding layer 103 in a one-piece design.

[0073] Optionally, the bonding layer 103 may be placed between the housing 101 (or the body of the housing) and the panel. Furthermore, the gap between the dowel 1011 and the panel 102 can be filled with adhesive to further improve the assembly stability of the dowel and connection hole. This adhesive can also be considered as the bonding layer 103.

[0074] Alternatively, the dowel pin 1011 described in the embodiments of this application may be replaced with another connection structure that can secure the panel 102 to the housing 101.

[0075] The following describes the possible designs for housing 101.

[0076] Referring to Figures 2 and 3, in one embodiment, the housing 101 is a single-piece structure, and the body of the housing 101 is configured to surround the cavity 30. The housing 101 further has dowels 1011, which are assembled into connection holes 1021 of the panel 102, thereby achieving a fixed connection between the housing 101 and the panel 102. In the structure shown in Figure 2, when an impact force reaches the panel 102, the force applied to the panel 102 is transmitted to the housing 101 by the energy absorbing member 20, so that the connection between the panel 102 and the housing 101 is more stable, and the impact resistance performance of the entire structure can be improved. In conclusion, since the housing 101 is configured to form a cavity and stabilize and fix the panel 102 without introducing any other mechanical parts, impact resistance requirements can be met while reducing costs.

[0077] Please refer to Figure 4. In particular, when the impact point of an object colliding with the in-vehicle equipment is at the location of the panel and close to the energy-absorbing member, the housing 101 can provide further support to the panel and further improve the collision resistance performance of the in-vehicle equipment. The scenario shown in Figure 1 will be explained as an example. When the in-vehicle equipment is located in a part of the vehicle that is close to the roof of the vehicle, for example, at the headrest of a seat or at the top of the vehicle body, the impact of an object on the in-vehicle equipment is usually located at the bottom of the equipment. Therefore, by using the in-vehicle equipment shown in Figure 4 at these locations, the collision resistance performance of the in-vehicle equipment can be improved at low cost.

[0078] Of course, the embodiment shown in Figure 3 is merely an example. Possible designs regarding the position and function of the housing 101 will be described further below.

[0079] In one embodiment, please refer to Figures 5 and 6. The housing 101 includes an intermediate housing 1012 and a mechanical component 1013. The panel 102 is fixedly attached to the mechanical component 1013 via an energy-absorbing member 20. Dowels 1011 are located on the side of the mechanical component 1013 that faces the panel 102, and a bonding layer 103 is located between the panel 102 and the mechanical component 1013. For details of some components, please refer to the above description.

[0080] In other words, the mechanical component 1013 and the intermediate housing 1012 are arranged separately, the intermediate housing 1012 encloses the cavity 30, and the mechanical component 1013 is configured to secure the panel, provide impact resistance, and enable the uncoupling of different functional components. For example, the mechanical component can be made of a material that is rigid under force (e.g., a metal material) or a more stable structure (e.g., an arch structure) to improve the overall stability of the mechanism. Since the intermediate housing 1012 is mainly configured to form the cavity, a different material may be used. For example, a material with excellent sound insulation, heat resistance, or lightness, such as a plastic material, may be used. When an impact force reaches the panel 102, the force acting on the panel 102 can be transmitted to the mechanical component 1013 by the energy absorption member 20, and further transmitted to another device via the mechanical component 1013, which can be easily understood to make the mounting of the panel 102 more stable and improve the impact resistance performance of the in-vehicle device 10.

[0081] In the structures shown in Figures 5 and 6, the mechanical component 1013 is located between the intermediate housing 1012 and the panel 102. When an impact is applied to the panel 102, generating an impact force in the cavity direction, the panel can be fixed by both the bonding layer 103 and the dowel 1011 on the mechanical component 1013. Furthermore, the mechanical component 1013 can further improve the collision resistance of the in-vehicle equipment by applying a support force to the panel 102. In particular, when the point of impact is located on the panel and close to the energy absorbing member, the panel 102 does not easily deform, and the mechanical component 1013 firmly supports the panel 102, ensuring the stability of the overall structure and obtaining excellent collision resistance.

[0082] For example, the intermediate housing 1012 can be pressed against the mechanical part 1013. In this way, the mechanical part 1013 can transmit the impact force or a portion of the impact force to the intermediate housing 1012, distributing the force and thereby improving the stability of the overall structure.

[0083] In one embodiment, even when the mechanical component 1013 and the intermediate housing 1012 are arranged separately, the mechanical component 1013 can be fixed to the intermediate housing 1012. This further improves the stability of the overall structure formed by the energy absorbing member, panel, and housing, and further improves the impact resistance. In some possible embodiments, the fixing connection can be made using one or more devices such as dowels, screws, and buckles.

[0084] Refer to Figure 7. The machine part 1013 can be fixed to the intermediate housing 1012 via a tapping screw 104. Referring to Figure 8, the machine part 1013 has a through hole 1017, and the intermediate housing 1012 has a blind hole 1016, and the tapping screw 104 can pass through the through hole 1017 and be inserted into the blind hole 1016. In this way, the machine part 1013 is fixed to the intermediate housing 1012.

[0085] Refer to Figure 7 for some embodiments. Furthermore, the groove 1014 may be located on the side of the intermediate housing 1012, on the side closest to the panel 102, and the flexible material 105 may be placed within the groove 1014. Generally, the thickness of the flexible material 105 is usually greater than the depth of the groove 1014, with one end of the flexible material 105 pressed against the bottom surface of the groove 1014 and the other end pressed against the mechanical part 1013. In this way, a dustproof or soundproof design for the in-vehicle equipment can be achieved, improving the service life and quality of service of the equipment. For example, by placing the flexible material 105, dust can be prevented from entering the cavity 30 through the gap between the intermediate housing 1012 and the mechanical part 1013. Furthermore, the flexible material 105 also acts as a cushioning material, further improving the overall stability of the structure. Optionally, the flexible material may be, for example, foam (e.g., sponge).

[0086] Refer to Figure 7 for some embodiments. The mechanical component 1013 is provided with a projection 1015 that extends from the mechanical component 1013 toward the panel 102, with the upper part of the projection 1015 pressed against the panel 102. The bonding layer 103 is positioned on the side of the projection 1015, away from the center of the panel 102. In possible cases, if an impact is applied to the center of the panel 102, the panel 102 deforms into the cavity 30 upon impact, and the bonding layer 103 is subjected to a tensile force toward the point of impact. When a tensile force is applied to the bonding layer 103, it tends to move toward the point of impact. The projection 1015 can be positioned to apply a supporting force to the bonding layer 103 away from the point of impact, thereby suppressing deformation and displacement of the bonding layer 103. As a result, the stability of the overall structure can be further improved, and the impact resistance of the equipment can be enhanced. Furthermore, peeling of the bonding layer 103 is suppressed, and the overall aesthetic appearance is also improved.

[0087] Optionally, if the housing 101 is a single-piece design, the projection 1015 may instead be a projection of the housing 101 that faces toward the panel 102. For further details, see the description of projection 1015 in Figure 7.

[0088] Figures 2 to 8 illustrate an example in which the mechanical component 1013 is positioned on the side of panel 102, closer to the cavity 30. In the actual implementation process, the positional relationship between the mechanical component 1013 and panel 102 may be designed differently.

[0089] In yet another embodiment, the housing 101 includes an intermediate housing 1012 and a mechanical component 1013, where at least a portion of the mechanical component 1013 is positioned on the side of panel 102 and away from cavity 30. See Figure 9. The housing 101 is the intermediate housing 101 2 and mechanical component 1013. Panel 102 is fixedly attached to mechanical component 1013 via energy absorbing member 20. Dowel pins 1011 are located on the side of mechanical component 1013 facing panel 102, and bonding layer 103 is located between panel 102 and mechanical component 1013. Since mechanical component 1013 is located on the side of panel 102 away from cavity 30, when an object collides with panel 102, the impact force reaches panel 102 and then is transmitted to components such as mechanical component 1013 via bonding layer 103 and dowel pins 1011, etc. This is equivalent to mechanical component 1013 applying "tensile force" to the panel, reducing the risk of deformation, detachment, or cracking of panel 102, improving the collision resistance of the in-vehicle equipment 10, and ensuring user safety.

[0090] Referring to Figure 9 and the embodiments described above, in possible embodiments, the intermediate housing 1012 surrounds the cavity 30. In this case, the intermediate housing 1012 is pressed against the panel 102, providing support to the panel 102 when it is subjected to external forces, further securing the panel 102 to prevent it from falling off and deforming, and significantly improving the impact resistance of the entire structure.

[0091] For another embodiment, please refer to Figures 10(a) and (b). Figure 10(b) is an enlarged view of the structure in Figure 10(a). The mechanical component 1013 includes a base plate 1017 and a side wall 1018. The side wall 1018 of the mechanical component 1013 is arranged around the base plate 1017, and the base plate 1017 covers the edge of the panel 102 in a ring shape. A dowel 1011 is arranged on the side of the base plate 1017 that faces the panel 102, and the side wall 1018 is arranged in an annular manner around the periphery of the intermediate housing 1012. In this way, when an object collides with the side wall of the mechanical component or the panel, the impact force generated by the collision can be quickly transmitted by the mechanical component or the housing, improving the collision resistance of the entire structure.

[0092] Please refer to Figure 11. Figure 11 is a three-dimensional structural diagram of another in-vehicle device 10 according to one embodiment of the present application. The in-vehicle device 10 includes an intermediate housing 1012, a mechanical component 1013, a rear housing 1019, and a panel 102. The intermediate housing 1012 and the rear housing 1019 surround a cavity 30. The panel 102 is configured to cover and seal the cavity 30. The panel 102 is fixedly attached to the mechanical component 1013 via an energy-absorbing member (not shown in Figure 11). The mechanical component 1013 further includes side walls arranged around the intermediate housing 1012. When an impacting object collides with the side walls of the mechanical component or the panel, the impact force generated by the collision is quickly transmitted by the mechanical component or housing, improving the collision resistance of the entire structure.

[0093] In another embodiment, please refer further to Figure 10. The groove 1014 is middleA flexible material 105 may be placed in the groove 1014, further positioned on the side of the housing 1012 adjacent to the panel 102. Typically, the thickness of the flexible material 105 is greater than the depth of the groove. Also, the location of the groove 1014 is directly opposite the location of the connection hole 1021 of the panel 102, and the opening size of the groove 1014 is larger than the size of the connection hole 1021. It will be understood that, due to the design of the connection hole, external dust may enter the cavity 30 through the connection hole. By providing the groove 1014 and placing the flexible material 105 in the groove 1014, a dustproof or soundproof design is achieved, improving the service life and quality of service of the equipment. Furthermore, the flexible material 105 also acts as a cushioning material, further improving the overall stability of the structure. Optionally, the flexible material may be, for example, foam (e.g., sponge).

[0094] In one embodiment, the machine part 1013 is a metal part. For example, the material of the machine part 1013 may be a pure metal, an alloy, or a combination of a pure metal and an alloy. Optionally, the machine part may be made from a single molded material, or it may consist of multiple separately arranged parts.

[0095] In some cases, the in-vehicle equipment 10 is mounted on the seat of the mobile terminal. The mobile terminal includes, but is not limited to, terminals in vehicles, logistics robots, aircraft, or ships. This invention will be explained using the example that the mobile terminal is a vehicle. Equipment mounted on the vehicle includes, but is not limited to, a projection device or a speaker.

[0096] The following describes possible mounting methods for the in-vehicle equipment 10 and the mobile terminal. Please refer to Figure 12. Figure 12 shows several seats including an in-vehicle device according to one embodiment of the present application.

[0097] In one embodiment, please refer to Figure 12(a). The seat includes a headrest, and the in-vehicle equipment 10 is positioned on the seat's headrest. In possible embodiments, at the headrest, the impacting object is likely to strike the edge of the in-vehicle equipment 10. Therefore, when the in-vehicle equipment 10 is positioned on the seat's headrest, using the structures shown in Figures 3 and 4 in the embodiment allows for achieving collision resistance that meets user requirements at an optimal cost.

[0098] In one embodiment, please refer to Figure 12(b). The seat includes a headrest, and the in-vehicle equipment 10 is positioned on the back of the seat.

[0099] Optionally, the seat headrest and backrest may be positioned separately or as a single unit.

[0100] In one embodiment, please refer to Figure 12(c). The seat includes a headrest, a backrest, and a connecting component that connects the backrest and the headrest, and the in-vehicle equipment 10 is positioned on the connecting component.

[0101] In some cases, the in-vehicle equipment 10 may be permanently mounted to the seat. Several embodiments of this permanent mounting will be described below.

[0102] In one embodiment, the in-vehicle device 10 includes a housing 101, and the housing 101 is fixed to the seat. Two possible connection methods will be described below using examples.

[0103] Example 1: The in-vehicle equipment includes a mechanical component 1013, which is fixed to the seat. This improves the stability of the overall structure, and the forces acting on the mechanical component are directly transmitted to the seat via the fixing connection component. The seat provides both a fixing function and a cushioning function for the in-vehicle equipment, further improving the collision resistance of the in-vehicle equipment.

[0104] For example, the mechanical component 1013 can be fixedly attached to the seat using buckles, screws, or dowels. In some solutions, when the in-vehicle equipment 10 is located inside the seat's headrest, the mechanical component 1013 is fixed to the headrest housing.

[0105] Example 2: The in-vehicle device 10 further includes a fixed connection structure 106, which is configured to fix the housing 101 to the seat. See Figure 13. Figure 13 is an overall structural diagram of an in-vehicle device according to one embodiment of the present application. The fixed connection structure 106 includes a rotating shaft fixture 1061 and a rotating shaft cantilever 1062. The rotating shaft fixture 1061 is fixed to the intermediate housing 1012. The rotating shaft fixture 1061 has a rotating shaft 1063 that is positioned to protrude. The rotating shaft cantilever 1062 is provided with a rotating shaft connection hole (not shown), which is configured to be assembled to the rotating shaft 1063, so that the rotating shaft cantilever 1062 rotates around the rotating shaft 1063. Furthermore, the rotating shaft cantilever 1062 includes a second connection structure, which is configured to provide a fixed connection between the rotating shaft cantilever 1062 and the seat. For example, a through-hole is further provided in the rotating shaft cantilever 1062, and a screw or dowel is passed through this through-hole and assembled to the seat, thereby achieving a fixed connection between the rotating shaft cantilever 1062 and the seat. Alternatively, a buckle component can be placed on the rotating shaft cantilever, and a connecting component coupled to the buckle component can be placed on the seat, thereby assembling the buckle component and the connecting component to achieve a fixed connection between the rotating shaft cantilever 1062 and the seat.

[0106] In the above-described embodiment, the impact force can be quickly transmitted to the seat by using a rotating shaft cantilever and a rotating shaft, thereby improving the stability of the in-vehicle equipment when it is subjected to external forces (e.g., vibration or impact). Furthermore, the structure combining a rotating shaft cantilever and a fixed rotating shaft can further improve the stability and collision resistance of the in-vehicle equipment.

[0107] It should be understood that the two embodiments described above may be combined instead. For example, the mechanical component 1013 may be fixed to the seat, or the mechanical component 1013 may be fixed to the seat via a fixed connection structure 106 located in the intermediate housing 1012.

[0108] Optionally, one end of the rotating shaft fixture 1061 may be further connected to the mechanical part 1013, thereby transmitting the impact force to the rotating shaft fixture 1061 via the mechanical part 1013, and further to the seat via the rotating shaft cantilever 1062. The connection method here may be a fixed connection or a butt joint connection, etc.

[0109] In some cases, the in-vehicle device 10 further includes a signal source located within the cavity. The signal source is configured to generate a signal, which propagates through the cavity and panel into the target space. The signal includes, but is not limited to, signals such as light, sound waves, or electromagnetic waves. It is easy to understand that the cavity of the in-vehicle device functions as a signal transmission path and enables specific functions of the in-vehicle device. For example, if the signal is light, multiple types of optical elements can be placed within the cavity to reflect or refract the light. The cavity can provide space for designing optical paths, thereby achieving drainage and dustproof effects and extending the service life of the in-vehicle device. As another example, if the signal is a sound wave, the sound reproduction effect can be improved by reflecting the sound wave multiple times within the cavity, thereby improving the user experience.

[0110] For example, the following section will describe some possible applications of in-vehicle equipment, using display devices and audio devices as examples.

[0111] Please refer to Figure 14. Figure 14 is a structural diagram of a display device according to one embodiment of the present invention. The display device includes an image generation unit 201 and the aforementioned in-vehicle equipment. At least a portion of the housing of the in-vehicle equipment surrounds the cavity. For example, the in-vehicle equipment shown in Figure 11 is used as an example. The in-vehicle equipment includes an intermediate housing 1012, a mechanical part 1013, a panel 102, and rear end Includes housing 1019. Intermediate housing 1012 and rear end Housing 1019 surrounds the cavity.

[0112] The image generation unit 201 is located within the cavity and is configured to generate light rays. See Figure 14. The light rays propagate through the cavity and panel of the in-vehicle equipment to the target space outside the display device. Furthermore, this propagation can be used to generate a virtual image visible to the human eye.

[0113] Optionally, the display device can be mounted on a mobile device, for example, on the seat of the mobile device.

[0114] In some possible embodiments, the display device further includes an optical element, which is located within a cavity and configured to process a light beam. This processing includes the propagation of the light beam and changes in the properties of the light beam during the propagation process. Propagation may include one or more propagation processes such as transmission, refraction, or reflection. Changes in the properties of the light beam include one or more changes such as changes in the optical path of the light beam (e.g., refraction or reflection), changes in the polarization direction of the light contained in the synchrotron beam, or changes in the wavelength distribution (e.g., filtering).

[0115] As shown in Figure 14, the display device may further include a curved mirror 202 that can reflect light rays emitted from the image generation unit 201.

[0116] Please refer to Figure 15. Figure 15 is a structural diagram of an audio device according to one embodiment of the present invention. This audio device includes a speaker 301 and the aforementioned in-vehicle equipment. The housing 101 of the in-vehicle equipment encloses a cavity, and the panel 102 covers this cavity. The speaker 301 is configured to generate sound waves, which can propagate into the target space outside the audio device.

[0117] Optionally, sound waves may pass through the cavity and panel 102.

[0118] Optionally, the audio system can be installed in the mobile device, for example, in the seat of the mobile device.

[0119] One embodiment of the present invention further provides a terminal, which includes the aforementioned in-vehicle device, or the terminal includes the aforementioned display device, or the terminal includes the aforementioned audio device.

[0120] Optionally, the terminal may be a mobile terminal such as a vehicle, ship, aircraft, or logistics robot.

[0121] The orientations or positional relationships indicated in the specification of this application by terms such as “center,” “top,” “bottom,” “vertical,” “horizontal,” “inside,” and “outside” are orientations or positional relationships based on the accompanying drawings and are used solely to facilitate and simplify the description herein. They do not suggest or imply that the equipment or elements have a particular orientation or that they must be constructed and operated in a particular orientation, and should therefore not be understood as limitations to this specification.

[0122] In the description herein, unless expressly specified or limited, the term “connection” should be understood broadly. For example, the term “connection” may refer to a fixed connection, a detachable connection, a butt joint connection, or a solid connection. A contact connection may be a direct electrical connection or an indirect electrical connection via an intermediate medium. Those skilled in the art will be able to interpret the specific meaning of the foregoing terms in this specification on a case-by-case basis.

[0123] In the embodiments of this application, the term "end" in terms such as "one end," "other end," "end," "free end," "upper end," "lower end," and "connecting end" is not limited to an end, endpoint, or end face, but also includes a portion of an end, endpoint, or end face that extends over an axial distance and / or radial distance on the device or element to which the end, endpoint, or end face belongs.

[0124] In the embodiments of this application, terms such as “example” or “for example” are used to indicate an example, illustration, or explanation. Embodiments or designs described as “example” or “for example” in this application are not described as being preferable or having more advantages than other embodiments or designs. Indeed, the use of terms such as “example” or “for example” is intended to present the relevant concepts in a particular manner.

[0125] In embodiments of this application, “at least one” means one or more, and “multiple” means two or more. “At least one of the following items” or similar expressions refer to any combination of these items, including any combination of singular or plural items. For example, “at least one of a, b, or c” could mean a, b, c, (a and b), (a and c), (b and c), or (a, b, and c), where a, b, and c may be singular or plural. The term “and / or” indicates a relationship between related objects, indicating that three relationships may exist. For example, “A and / or B” could mean three cases: A only exists, both A and B exist, and B only exists, where A and B may be singular or plural. The letter “ / ” generally indicates an “or” relationship between related objects.

Claims

1. An in-vehicle device, which includes a housing and a panel, The in-vehicle device is installed in the seat of the mobile terminal. At least a portion of the housing surrounds the cavity, The panel is configured to seal the cavity, and the panel is provided with connection holes. The panel is fixedly attached to the housing via an energy-absorbing member, the energy-absorbing member comprising a bonding layer and a first connecting structure, the bonding layer being positioned between the panel and the housing and configured to bond the panel and the housing, and the first connecting structure being assembled into the connecting hole to achieve a fixed connection between the panel and the housing. In-vehicle equipment.

2. The in-vehicle device according to claim 1, wherein the first connection structure includes a dowel.

3. The housing includes an intermediate housing and a mechanical component, the mechanical component being located between the intermediate housing and the panel. The panel is fixedly attached to the mechanical component via the energy absorbing member. The in-vehicle device according to claim 1 or 2, wherein the first connection structure is disposed on the side of the mechanical component that faces the panel, and the bonding layer is disposed between the panel and the mechanical component.

4. The in-vehicle device according to claim 3, wherein the mechanical component and the intermediate housing are arranged separately, and the mechanical component is fixed to the intermediate housing.

5. The housing includes an intermediate housing and mechanical parts, the intermediate housing encloses a cavity, At least a portion of the aforementioned mechanical component is positioned on the side of the panel that is away from the cavity, The in-vehicle device according to claim 1 or 2, wherein the panel is fixedly attached to the mechanical component via the energy absorbing member, the first connection structure is located on the side of the mechanical component facing the panel, and the bonding layer is located between the panel and the mechanical component.

6. The aforementioned machine component includes a bottom plate and side walls. The in-vehicle device according to claim 5, wherein the side wall is arranged around the bottom plate, the bottom plate is ring-shaped and covers the edge of the panel, the first connecting structure is arranged on the side of the bottom plate that faces the panel, and the side wall is arranged in an annular manner around the periphery of the intermediate housing.

7. The in-vehicle device according to any one of claims 3 to 6, further comprising a fixed connection structure, wherein the fixed connection structure is configured to fix the housing to the seat.

8. The aforementioned fixed connection structure includes a rotating shaft fixing device and a rotating shaft cantilever. The rotating shaft fixing device is fixed to the intermediate housing, The aforementioned rotating shaft fixing device has a rotating shaft that is positioned to protrude, The rotating shaft cantilever is provided with a rotating shaft connection hole, and the rotating shaft connection hole is configured to be assembled to the rotating shaft, thereby allowing the rotating shaft cantilever to rotate around the rotating shaft. The in-vehicle device according to claim 7, wherein the rotating shaft cantilever includes a second connecting structure, the second connecting structure being configured to achieve a fixed connection between the rotating shaft cantilever and the seat.

9. The vehicle-mounted device according to claim 8, wherein one end of the rotating shaft fixing device is pressed against the machine part.

10. The in-vehicle equipment according to any one of claims 3 to 9, wherein the mechanical component is fixed to the seat.

11. The vehicle-mounted device according to any one of claims 3 to 10, wherein the aforementioned mechanical part is a metal part.

12. The aforementioned seat includes separately arranged headrests and backrests, and the in-vehicle equipment is positioned on the headrest of the seat, or on the backrest of the seat, or The in-vehicle device according to any one of claims 1 to 11, wherein the seat further includes a connecting component that connects the seat and the headrest, and the in-vehicle device is disposed on the connecting component.

13. The in-vehicle device according to claim 12, wherein the panel is positioned on the side of the seat that faces the back of the mobile terminal.

14. The in-vehicle device according to any one of claims 1 to 13, wherein the housing is provided with a projection, the projection extending in a direction toward the panel, the upper part of the projection is pressed against the panel, and the bonding layer is positioned on the side of the projection and away from the center of the panel.

15. The in-vehicle device according to any one of claims 1 to 14, wherein the bonding layer includes a flexible member having adhesive properties.

16. The in-vehicle device according to any one of claims 1 to 15, wherein the panel is a glass panel.

17. The in-vehicle device according to claim 16, wherein the panel is a composite glass panel, and the composite glass panel includes a laminated inorganic material layer and an organic material layer.

18. The in-vehicle device according to claim 17, wherein the thickness of the inorganic material layer is 2 millimeters or more, and the thickness of the organic material layer is 2 millimeters or more.

19. The in-vehicle device further includes a signal source, which is located within a cavity. The in-vehicle device according to any one of claims 1 to 18, wherein the signal source is configured to generate a signal, and the signal is propagated into the target space through the cavity and the panel.

20. A display device comprising an image generation unit and an in-vehicle device according to any one of claims 1 to 18, The display device is mounted on the seat of the mobile terminal. At least a portion of the housing of the in-vehicle equipment surrounds the cavity, The image generation unit is located within the cavity and is configured to generate light rays. The light ray propagates through the cavity and the panel of the in-vehicle equipment to the target space outside the display device, generating a virtual image visible to the human eye. Display device.

21. The display device according to claim 20, further comprising an optical element, the optical element being disposed within the cavity, and the optical element being configured to process the light ray.

22. An audio device comprising a speaker and an in-vehicle device as described in any one of claims 1 to 18, The audio device is installed in the seat of the mobile terminal. At least a portion of the housing of the in-vehicle equipment surrounds the cavity, The speaker is located within the cavity and is configured to generate sound waves. Audio equipment.

23. A terminal, wherein the mobile terminal includes an in-vehicle device as described in any one of claims 1 to 20, or a display device as described in claim 20 or 21, or an audio device as described in claim 22. Terminal.

Images