ESD protection solves the problem: one car module at a time

Before the official start of the day's work, browse through the emails and see a series of quotes, samples, projects, and other requirements. For me, a requirement that always stands out usually includes the words "help" and "ESD". This special request was made at a difficult time, but I couldn't help but laugh because it was a great opportunity for manufacturers of an ESD protection device.

Electrostatic discharge (ESD) can occur in electrically insulating objects, such as a person who is charged by friction and suddenly discharges when exposed to a grounded metal object. The electrostatic potential can be as high as 30 kV, and the resulting discharge is very short, typically 100 ns, with peak currents up to 100 A. We all experienced ESD in different forms, and when we walked home and touched the door handle, it generated static electricity and was then charged. This may be an instant pain, and the slight blue spark of energy cut through the air is scientifically interpreted as "quite cool." But imagine this happens when you come out of the car and lean on the body. Entering and leaving your car may expose an electronic device that drives your navigation and "help" system to electric shock. Although electric shocks may not harm us, even the slightest pulses can damage sensitive electrons in these systems, making them useless, not "cool."

For example, GPS or Global Positioning Satellite subsystems help your vehicles share their location, allowing certain maps and auxiliary systems to reach your location. It is driven by an antenna, through a common "fin" module that can be seen outside the car, and a GPS transceiver circuit. In some implementations, the transceiver circuit is located in a TelemaTIcs Box, which plays an increasingly important role in today's automotive industry. As more and more connected vehicles enter the market, features such as 4G cellular services, WiFi, GPS and V2X (inter-vehicle and vehicle-to-infrastructure communication) will be implemented in the TelemaTIcs Box.

Common components of GPS transceiver circuits include an integrated circuit (IC) chip and associated radio frequency (RF) front-end discrete components such as transformers and surface mount capacitors and resistors. Transceiver chips are becoming more powerful, integrating more features and reducing physical size by reducing the geometry of the silicon process. The last point is critical in the level of ESD presence - the smaller the process geometries that industry trends have tended to use, the more sensitive the chipset is to ESD. This higher sensitivity results in a lower overall system (with the IC placed in it) level ESD.

Talk about the ESD failure in the previous email. Eventually they switched to a new GPS transceiver IC for the later TelemaTIcs Box, eliminating the need to pass the required ISO 10605 in-vehicle system ESD specification at 8kV. The highest level they can pass is 4kV, which requires OEM manufacturer exemptions and is responsible for potential field failures.

The diagnosis begins with checking the schematic and PCB layout. If everything looks normal, then the next step is to evaluate the actual module. ON Semiconductor typically uses a test method called Transmission Line Pulse (TLP) to repeatedly measure the rise time, pulse length, and total energy of the ESD pulse. Instead of discharging through an impedance mismatched ESD simulator, the TLP discharges in a clean, 50 ohm environment, allowing us to "see" the clamping voltage of the test device.

After TLP testing of this particular module, it is clear that the internal GPS ESD clamp structure of the new GPS transceiver has very low turn-on and clamping voltages. Since most of these devices use a common Zener diode structure with a breakdown voltage of 7 to 10V, it is difficult to protect with an external low parasitic capacitance ESD protection device. At this voltage point is turned on, at this level of clamping and transients throughout the pulse, these devices allow most of the transient current to flow into the internal ESD structure of the GPS transceiver that cannot survive at higher 8kV pulse energy. Some new boards with integrated external ESD protection devices were tested and none of them exceeded the required level of presence because they were high voltage Zener structures.

Start talking about the latest SZESD9101P2T5G ESD protection device, which uses ON Semiconductor's integrated thyristor rectifier (SCR) ESD clamp structure for the fast-on ESD9000 series. Unlike the old Zener diode architecture, the SCR structure turns on at the same 7V level, but quickly returns to the very low 2 to 3V clamp voltage within 3ns. This allows the ESD pulse transient current to be properly shunted to the ground without being dissipated and subsequently damaging the GPS transceiver IC. The quick connection of the device to a new module and ESD testing began with good results, as the SZESD9101 successfully protected the level of 8kV required for GPS pass.

With the recommended ESD protection device, TLP results, and up-level management reporting 8kV pass results to avoid potential field failures. While it certainly helps the industry's leading ESD protection technology, it's true ESD expertise to help troubleshoot and provide in-depth analysis to solve this problem. I believe this is what everyone in the industry is looking for to change the status quo and solve challenging problems. The most important thing is to keep the vehicle safe on the road. So, the morning starts with a lot of emails, keep in mind that somewhere someone is experiencing a serious ESD failure in their car circuit, we will solve the problem there: one module at a time.

For a complete introduction to the SZESD9101 product, please click on the link: http://SZESD9101P2%20Product%20PresentaTIon.pdf

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