An ESD protection device based on groove structure and a preparation method thereof

Abstract

This invention belongs to the field of vehicle-mounted inductive electrostatic discharge (ESD) protection and discloses an ESD protection device based on a groove structure and its preparation method. The device includes a base, two E-type magnetic core side plates, two coil frames, two inductor windings, and multiple exposed winding ends. In use, this invention utilizes the mechanical clearance difference structure of the inertial clamping assembly to prioritize the pre-clamping and limiting of the inductor windings before triggering the airbag compression action. This suppresses the reciprocating swaying and frictional charging of the inductor windings, solving the problems of vibration, insulation wear, and static electricity accumulation in traditional winding systems. Through the mechanical clearance amplitude filtering principle, it effectively filters out minor stray vibrations with insufficient amplitude during vehicle operation, avoiding ineffective actions and false triggering of the mechanism, thus improving the overall stability of the device. Simultaneously, relying on the fluid damping characteristics of the throttling orifice, it forms a pneumatic reservoir-type delayed pressure storage structure, filtering out the ineffective energy of single instantaneous pulse vibrations.

Description

Technical Field

[0001] This invention relates to the field of automotive inductive electrostatic discharge (ESD) protection technology, and in particular to an ESD protection device based on a groove structure and its fabrication method. Background Technology

[0002] As a core filter component of the electronic control system, the vehicle common mode inductor is widely used in the high-power EE filter circuit of the new energy electronic control system of heavy commercial vehicles. In this scenario, the inductor is subjected to vehicle bumps, start-stop impacts, and continuous reciprocating vibration loads from the road surface for a long time. The vibration mainly acts continuously along the front-rear direction of the inductor, and the severity of the working conditions is much higher than that of small vehicle inductors in passenger cars.

[0003] Most existing common-mode inductors adopt a fixed rigid mounting structure, with only a conventional mounting gap reserved between the winding and the frame, and no adaptive limit or electrostatic protection structure.

[0004] The high-frequency vibrations and reciprocating impacts generated by vehicle movement continuously cause the inductor winding to sway and shift back and forth in the front-to-back direction. The winding continuously rubs, scrapes, and vibrates relative to the coil frame. The reciprocating swaying and friction of the winding can easily wear down and thin the enameled insulation layer, which can easily cause inter-turn short circuits and winding leakage, significantly reducing the service life of the inductor. Moreover, continuous mechanical friction and relative vibration will cause a large amount of static charge to accumulate on the surface of the winding. If the static electricity cannot be discharged in time, it can easily break down the weak insulation layer, interfere with the vehicle's low-voltage electronic control signals, and cause electrical appliances to be falsely triggered, signal disorder, and other faults. Some conventional electrostatic protection structures are mostly normally conductive and normally compressed structures, which have no operating condition discrimination capability. Regardless of the vibration level, continuous operation will not only damage the inherent filtering electrical parameters of the inductor, but also cause long-term stress fatigue of structural components, premature aging and failure of elastic components, and extremely poor device adaptability and durability.

[0005] In summary, existing common-mode inductors lack a time-sequential, adaptive, and discriminative ESD protection structure for automotive vibration conditions, making it difficult to meet the stable operation requirements under long-term complex vibration environments in vehicles. Summary of the Invention

[0006] This invention provides an ESD protection device based on a groove structure and its preparation method. By setting a preset time difference between the differentiated clamping gap and the extrusion gap, a dual physical protection mechanism of mechanical spatial dimension filtering and aerodynamic time dimension filtering is constructed to achieve graded identification and adaptive ESD protection of vehicle vibration conditions.

[0007] To achieve the above objectives, the present invention adopts the following technical solution: In the first aspect, an ESD protection device based on a groove structure is provided, including a base, two E-type magnetic core side plates, two coil frames, two inductor windings and multiple exposed winding ends; It also includes an inertial clamping assembly, a timing discharge assembly, and a reset assembly; The inertial clamping assembly is mounted between the opposite sides of the two E-type magnetic core side plates, and is used to generate sliding displacement under vibration excitation, and sequentially complete the inductor winding pre-clamping action and pneumatic extrusion drive action. The timing discharge component is located on the inner side of the two coil frames to receive the squeezing driving force of the inertial clamping component and realize the electrostatic discharge of the exposed winding ends through the air passage delay conduction structure. The reset component is installed on both sides of the inertial clamping component and is used to drive the overall sliding structure to automatically reset after the vibration disappears, so that the clamping structure and the electrostatic discharge structure return to the initial standby state.

[0008] Preferably, the inertial clamping assembly includes a guide rod, a sliding bushing, an inertial slider, a limiting boss, an L-shaped connecting rod, a pressing push plate, a hinged transmission unit, and a coil clamping unit. The two guide rods are fixedly mounted on opposite sides of the two E-type magnetic core side plates at both ends. The inertial slider is slidably mounted on the outer surface of the guide rod through a sliding bushing. The limiting boss is fixedly sleeved on the outer surface of the guide rod to slide and limit the inertial slider.

[0009] Preferably, an L-shaped connecting rod is fixedly provided at the top of the inertial slider, and a pressing push plate is fixedly provided at the end of the L-shaped connecting rod. The inertial slider is connected to the coil pressing unit through a hinged transmission unit.

[0010] Preferably, the articulated transmission unit includes articulated slots on both sides of the inertial slider, a first pin fixedly disposed on the inner wall of the articulated slot, a transmission link movably sleeved on the outer surface of the first pin, and a second pin movably embedded at the end of the transmission link, wherein the second pin is fixedly connected to the coil clamping unit.

[0011] Preferably, the coil clamping unit includes a push block, a coil clamping plate, an insulating buffer pad, and reinforcing ribs; The push block is fixedly installed with the second pin shaft, the push block is fixedly connected with the coil pressure plate, the reinforcing rib is fixed between the push block and the coil pressure plate, and the insulating buffer pad is fixedly installed on the side of the coil pressure plate facing the inductor winding.

[0012] Preferably, the timing discharge assembly includes a groove formed on the opposite side of the coil frame, a sealing airbag, a buffer wear-resistant plate, a partition plate, a venting duct, a throttling orifice, an execution unit, and a grounding wire; The two partition plates divide the groove into a central cavity and two sealed chambers on both sides. The sealing airbag is installed in the central cavity and a buffer wear-resistant plate is fixedly installed on the outside. The sealing airbag is connected to the two sealed chambers on both sides through a venting duct and a throttling orifice. In the initial standby state, the clamping gap between the coil pressure plate and the inductor winding is smaller than the safe squeezing gap between the extrusion push plate and the sealing airbag.

[0013] Preferably, the reset assembly includes a first reset spring and a second reset spring; The first reset spring is fixedly mounted on the opposite sides of the two inertial sliders to achieve sliding reset of the inertial sliders, and the two second reset springs are mounted on the outside of the piston actuator.

[0014] Preferably, the piston actuator includes a piston plate, a transmission rod, and conductive contacts; The piston plate is slidably disposed on the inner wall of the sealed chamber. The piston plate is connected to a conductive contact through a transmission rod. The conductive contact is electrically connected to a grounding wire. The second reset spring is movably sleeved on the outer surface of the transmission rod.

[0015] Preferably, the two E-type magnetic core side plates are symmetrically arranged opposite each other and fixedly installed on one side of the base. The two coil frames are correspondingly fixedly installed on the inner side of the two E-type magnetic core side plates. The two inductor windings are respectively wound around and wrapped on the outer side of the corresponding coil frame. The multiple exposed winding ends are formed by stripping the insulation layer from the ends of the inductor windings and serving as electrostatic discharge contact ends.

[0016] Secondly, a method for fabricating an ESD protection device based on a groove structure is provided, comprising the following steps: S1. Component processing and forming: A groove for installing the timing discharge component is opened on the inner side of the coil frame, and a throttling hole is processed on the partition plate to complete the prefabrication of all components; S2. Pre-installation of magnetic core winding: Two E-type magnetic core side plates are symmetrically fixed and installed on one side of the base, and two coil frames are fixed and installed one-to-one on the inner side of the E-type magnetic core side plates; the inductor winding is wound and wrapped around the outer side of the coil frame, and the insulation layer is removed from the end of the inductor winding to form multiple exposed winding ends. S3. Installation of inertial clamping assembly: Fix the two guide rods at both ends to the opposite sides of the two E-type magnetic core side plates. Install the limiting boss, the first reset spring and the inertial slider in sequence on the outside of the guide rods. The inertial slider slides with the guide rods by means of the sliding bushing. Fix the L-shaped connecting rod and the extrusion push plate on the inertial slider. Install the hinge transmission unit and the coil clamping unit. S4. Installation of the timing discharge component: A partition plate is fixedly installed inside the groove to divide the groove into a central cavity and two sealed chambers on both sides; a sealing airbag is installed in the central cavity and a buffer wear-resistant plate is fixed therein. A venting duct is installed so that the sealing airbag is connected to the two sealed chambers on both sides through the venting duct and the throttling orifice; a piston plate, a transmission rod, a second return spring, and a conductive contact are installed in sequence inside the sealed chamber. The conductive contact is electrically connected to the grounding wire. S5. Alignment and installation of the whole machine: Align and assemble the inertial clamping assembly, timing discharge assembly and magnetic core winding structure, calibrate the clamping gap between the coil pressure plate and the inductor winding, and the extrusion gap between the extrusion push plate and the sealing airbag to form a preset timing gap difference.

[0017] Compared with the prior art, the advantages and positive effects of the present invention are as follows: This invention utilizes the mechanical clearance difference structure of the inertial clamping assembly to prioritize the pre-clamping and limiting of the inductor winding during the sliding of the inertial slider, followed by triggering the airbag compression action. This suppresses the reciprocating swaying and frictional charging of the inductor winding, solving the problems of vibration, insulation wear, and static electricity accumulation in traditional windings. Through the mechanical clearance amplitude screening principle, it effectively filters out minor stray vibrations with insufficient amplitude during vehicle operation, avoiding ineffective actions and false triggering of the mechanism, and improving the overall working stability of the machine. At the same time, relying on the fluid damping characteristics of the throttling orifice, it forms a pneumatic reservoir-type delayed pressure storage structure, filtering out the ineffective energy of single instantaneous pulse vibrations. Only under continuous high-frequency reciprocating vibration conditions that are prone to static electricity accumulation, it precisely conducts the static electricity discharge path, realizing dynamic discharge on demand. Attached Figure Description

[0018] Figure 1 This is a schematic diagram of the scene structure in an embodiment of the present invention.

[0019] Figure 2 This is a side view of an embodiment of the present invention.

[0020] Figure 3 This is a schematic diagram of the structure of the E-type magnetic core side plate in an embodiment of the present invention.

[0021] Figure 4 This is a schematic diagram of the inertial clamping assembly in an embodiment of the present invention.

[0022] Figure 5 This is a cross-sectional view of the E-type magnetic core side plate in an embodiment of the present invention.

[0023] Figure 6 This is a schematic diagram of the internal structure of the groove in an embodiment of the present invention.

[0024] Figure 7 This is a schematic diagram of the timing discharge component in an embodiment of the present invention.

[0025] Figure 8 This is an embodiment of the present invention. Figure 4 Enlarged structural diagram at point A in the middle.

[0026] Legend: 1. Base; 101. E-type magnetic core side plate; 102. Coil frame; 103. Inductor winding; 104. Exposed winding end; 2. Guide rod; 201. Sliding bushing; 202. Inertial slider; 203. Limiting boss; 204. L-shaped connecting rod; 205. Pressing push plate; 206. First return spring; 3. Hinge groove; 301. First pin; 302. Transmission connecting rod; 304. Second pin; 305. Push block; 306. Coil pressure plate; 307. Insulating buffer pad; 303. Reinforcing rib; 4. Groove; 401. Sealing airbag; 403. Separating partition; 404. Throttling orifice; 402. Ventilation duct; 405. Piston plate; 406. Transmission rod; 407. Conductive contact; 408. Second return spring; 409. Grounding wire; 410. Buffer wear-resistant plate. Detailed Implementation

[0027] The technical solutions of the embodiments of the present invention will be clearly and completely described below with reference to the accompanying drawings. Obviously, the described embodiments are only some embodiments of the present invention, and not all embodiments. Based on the embodiments of the present invention, all other embodiments obtained by those skilled in the art without creative effort are within the scope of protection of the present invention.

[0028] like Figures 1 to 8 As shown, this invention provides an ESD protection device based on a groove structure, including a base 1, two E-type magnetic core side plates 101, two coil frames 102, two inductor windings 103, and multiple exposed winding ends 104; it also includes an inertial clamping assembly, a timing discharge assembly, and a reset assembly; the inertial clamping assembly is mounted between the opposite sides of the two E-type magnetic core side plates 101, used to generate sliding displacement under vibration excitation, and sequentially complete the pre-clamping action and pneumatic extrusion drive action of the inductor windings 103; the timing discharge assembly is located on the opposite inner sides of the two coil frames 102, used to receive the extrusion drive force of the inertial clamping assembly, and realize the electrostatic discharge of the exposed winding ends 104 through the air path delay conduction structure; the reset assembly is installed on both sides of the inertial clamping assembly, used to drive the overall sliding structure to automatically reset after the vibration disappears, so that the clamping structure and the electrostatic discharge structure return to the initial standby state.

[0029] The two E-type magnetic core side plates 101 are symmetrically arranged opposite each other and fixedly installed on one side of the base 1. The two coil frames 102 are correspondingly fixedly installed on the inner side of the two E-type magnetic core side plates 101. The two inductor windings 103 are respectively wound around the outer side of the corresponding coil frames 102. The multiple exposed winding ends 104 are formed by stripping the insulation layer from the ends of the inductor windings 103 and serving as electrostatic discharge contact ends. The coil frame 102 is an insulating support structure that can provide a stable winding base for the inductor windings 103, effectively avoiding direct contact between the windings and the metal structure, ensuring the overall insulation performance of the device. The exposed winding ends 104 retain the metal conduction characteristics, providing a reliable contact point for subsequent electrostatic discharge.

[0030] During use, under normal and stable operating conditions, the reset component maintains a pre-tightened support state, ensuring that both the inertial clamping component and the timing discharge component are in a relaxed standby initial position. The coil clamping structure maintains a small gap with the inductor winding, and the discharge contacts are completely disconnected. The devices are stress-free and free from electrical interference, and do not affect the normal operating performance of the common-mode inductor. When the equipment is subjected to vehicle bumps or vibrations, the inertial clamping component responds to the vibration signal by relying on its inertial mass, prioritizing the clamping and limiting of the inductor winding to suppress frictional charging from the source. As the vibration continues, it further outputs a squeezing driving force. The timing discharge component receives the mechanical squeezing power and uses the air-circuit delay filter structure to distinguish between ineffective vibrations and effective charging vibrations. It only conducts the electrostatic discharge path under high-frequency continuous vibration conditions. After the vibration excitation disappears, the reset component synchronously drives the mechanical and pneumatic structures to reset step by step, allowing the entire machine to quickly return to a relaxed standby state, achieving on-demand triggering, dynamic protection, and interference-free adaptive working mode.

[0031] Please see Figures 1 to 8 In one embodiment, the inertial clamping assembly includes a guide rod 2, a sliding bushing 201, an inertial slider 202, a limiting boss 203, an L-shaped connecting rod 204, a pressing push plate 205, a hinged transmission unit, and a coil clamping unit. The two guide rods 2 are fixedly disposed at both ends on the opposite sides of the two E-shaped magnetic core side plates 101, providing a stable guiding reference for the sliding structure. The inertial slider 202 is slidably disposed on the outer surface of the guide rod 2 through the sliding bushing 201. The sliding bushing 201 can effectively reduce the sliding friction resistance and avoid structural wear and abnormal noise caused by long-term reciprocating sliding. The limiting boss 203 is fixedly sleeved on the outer surface of the guide rod 2, which can slide and limit the maximum sliding stroke of the inertial slider 202, preventing the structure from over-displacement and causing collision problems.

[0032] Furthermore, an L-shaped connecting rod 204 is fixedly installed at the top of the inertial slider 202, and a pressing push plate 205 is fixedly installed at the end of the L-shaped connecting rod 204. The L-shaped connecting rod 204 can achieve stable force transmission without relative swaying or offset, ensuring that the pressing push plate 205 moves synchronously with the inertial slider 202. The inertial slider 202 is connected to the coil pressing unit through a hinged transmission unit. Through the hinged swing transmission method, the linear sliding displacement of the inertial slider 202 is converted into the lateral pressing displacement of the coil pressing unit, realizing the linkage transmission function.

[0033] Specifically, the articulated transmission unit includes articulated grooves 3 on both sides of the inertial slider 202, a first pin 301 fixedly disposed on the inner wall of the articulated groove 3, a transmission connecting rod 302 movably sleeved on the outer surface of the first pin 301, and a second pin 304 movably embedded at the end of the transmission connecting rod 302. The second pin 304 is fixedly connected to the coil clamping unit.

[0034] Furthermore, a self-lubricating bushing or damping grease can be provided between the first pin 301 and the transmission link 302 to reduce mechanical friction loss under long-term high-frequency reciprocating oscillation, avoid wear and jamming at the hinge position, and generate mechanical noise, significantly extending the service life of the mechanism. The transmission link 302 can swing freely around the first pin 301 to adapt to the displacement deviation of the slider's sliding stroke and ensure smooth power transmission. The hinge transmission unit has a preset mechanical clearance difference in the initial state, so that when the inertial slider 202 generates an initial displacement, it first drives the coil pressure plate 306 to stick to and press the inductor winding 103. After the inertial slider 202 continues to slide to compensate for the remaining stroke, it can drive the extrusion push plate 205 to touch and extrude the sealing airbag 401, forming a stable mechanical timing graded action logic.

[0035] Please see Figures 1 to 8 In one embodiment, the coil clamping unit includes a push block 305, a coil pressure plate 306, an insulating buffer pad 307, and a reinforcing rib 303. The push block 305 is fixedly disposed with the second pin 304, and the push block 305 is fixedly connected with the coil pressure plate 306. The reinforcing rib 303 is fixed between the push block 305 and the coil pressure plate 306, which can greatly improve the overall structural strength of the clamping unit and prevent deformation and breakage under long-term clamping and vibration conditions. The insulating buffer pad 307 is fixedly disposed on the side of the coil pressure plate 306 facing the inductor winding 103, which can not only ensure the clamping and fitting effect and suppress the vibration and shaking of the inductor winding 103 and the frictional charging, but also prevent the metal pressure plate from directly contacting the winding and causing insulation damage, thus playing a dual role of insulation protection and buffering and shock absorption.

[0036] Please see Figures 1 to 8In one embodiment, the timing discharge assembly includes a groove 4 formed on opposite sides of the coil frame 102, a sealing airbag 401, a buffer wear-resistant plate 410, a partition plate 403, a vent duct 402, a throttling orifice 404, an execution unit, and a grounding wire 409. The two partition plates 403 divide the groove 4 into a central cavity and two sealed chambers on both sides. The cavity partitioning structure is clear and does not interfere with each other. The sealing airbag 401 is installed in the central cavity and the buffer wear-resistant plate 410 is fixedly installed on its outer side. The buffer wear-resistant plate 410 can prevent the squeezing push plate 205 from directly and rigidly impacting the sealing airbag 401, reducing airbag wear and improving the structure. To extend the service life of the structure, the sealing airbag 401 is connected to the two sealing chambers through the ventilation duct 402 and the throttling orifice 404, forming a controllable time-delay air path structure. A micro dustproof and breathable membrane, preferably made of ePTFE breathable membrane, can be built into the inlet of the throttling orifice 404. Under the premise of not affecting the slow flow of gas and retaining the fluid damping time delay characteristics, the throttling orifice 404 is prevented from becoming blocked and failing, ensuring the stability and reliability of the pneumatic time delay mechanism in long-term operation. In the initial standby state, the clamping gap between the coil pressure plate 306 and the inductor winding 103 is smaller than the safe compression gap between the extrusion push plate 205 and the sealing airbag 401.

[0037] Please see Figures 1 to 8 In one embodiment, the reset assembly includes a first reset spring 206 and a second reset spring 408. The first reset spring 206 is fixedly disposed on the opposite sides of the two inertial sliders 202 to realize the automatic reset of the overall sliding structure of the inertial sliders 202 and to provide a reset driving force for reciprocating sliding. The two second reset springs 408 are installed on the outside of the piston actuator to realize the independent reset of the discharge structure and to ensure that the electrostatic contact structure can retract accurately.

[0038] Please see Figures 1 to 8 In one embodiment, the piston actuator includes a piston plate 405, a transmission rod 406, and a conductive contact 407. The piston plate 405 is slidably disposed on the inner wall of the sealed chamber, forming a sealing sliding fit with the inner wall of the sealed chamber to ensure the air pressure sealing of the chamber. The piston plate 405 is connected to the conductive contact 407 through the transmission rod 406. The conductive contact 407 is electrically connected to the grounding wire 409 to form a complete electrostatic discharge path. The second reset spring 408 is movably sleeved on the outer surface of the transmission rod 406. The structure is compact and can stably abut against the piston plate 405 to achieve automatic retraction and reset in the absence of air pressure. The conductive contact 407 is configured with a spherical or arc-shaped contact structure on the side facing the exposed winding end 104. The contact surface can be gold-plated or silver-plated for corrosion protection and conductivity, which can achieve flexible surface contact, greatly reduce contact resistance, and avoid rigid point contact from piercing or crushing the conductor structure of the exposed winding end 104, preventing winding deformation, strand breakage, or secondary insulation damage, thus balancing conductivity stability and structural protection.

[0039] It should be noted that this device adopts an inertial passive triggering mechanical mechanism, relying on the mass inertial force of the inertial slider 202 as the sliding power. The acceleration generated by conventional weak bumps and vibrations is small, and the sliding force generated by the inertial slider 202 is less than the preload force of the first reset spring 206, so it cannot push the slider to slide and the mechanism remains stationary. Only when the vibration acceleration reaches the effective threshold and the inertial sliding force is sufficient to overcome the spring preload force will the overall mechanism start sliding, thus achieving physical filtering of weak interference vibrations from a mechanical perspective.

[0040] Meanwhile, by setting the timing difference between the clamping gap and the squeezing gap, and adopting a structure of dynamic short-time operation and static complete relaxation, it has extremely high engineering practicality. If the timing gap is eliminated and a conventional constant clamping and constant conduction structure is adopted, there will be multiple defects: First, the inductor winding is under pressure for a long time, and the long-term bumps of the vehicle can easily lead to fatigue wear of the enameled wire and damage to the insulation layer, causing inter-turn short circuit failure; Second, the conductive contact is grounded and conducting for a long time, which will continuously change the inductor potential state, destroy the original EMC filtering performance of the common mode inductor, and interfere with the operation of the vehicle's electronic control system. Through the timing hierarchical structure, the clamping and discharge are only short-term under high-frequency electrification vibration conditions, and the complete reset and relaxation are performed under stable conditions, thus avoiding the drawbacks of long-term pressure.

[0041] Working principle and process: This invention addresses three types of operating conditions in automotive common-mode inductors: minor stray vibrations caused by road bumps, instantaneous pulse impacts, and continuous high-frequency reciprocating vibrations. Through a dual physical filtering mechanism of mechanical spatial dimension filtering and aerodynamic time dimension filtering, it distinguishes between invalid interference vibrations and effective operating vibrations. ESD discharge is triggered only when the inductor experiences continuous high-frequency vibrations and is prone to static electricity accumulation, thus completely eliminating the problems of false triggering and missed triggering. In standby mode, the device has a fixed structural timing difference: the axial clamping gap between the coil pressure plate 306 and the inductor winding 103 is strictly smaller than the safety clamping gap between the extrusion push plate 205 and the buffer wear-resistant plate 410 and the sealing airbag 401. This gap difference provides the core structural basis for mechanical filtering and timing graded operation. First, mechanical-level spatial dimension filtering (amplitude screening) is implemented to filter out minor invalid vibrations with insufficient amplitude. Low-amplitude vibrations such as minor road bumps and slight body shaking generated during vehicle operation can only drive the inertial slider 202 to produce a very small sliding displacement. This displacement cannot compensate for the preset safety gap between the extrusion push plate 205 and the buffer wear-resistant plate 410. It can only drive the coil pressure plate 306 to slightly contact the inductor winding 103 to complete the winding limit and suppress micro-friction charging, but it cannot trigger the airbag compression action at all. Such low-amplitude stray vibrations are physically filtered by the structural gaps and will not initiate the electrostatic discharge process, effectively avoiding false triggering under low-frequency micro-vibrations. Spatial dimension vibration amplitude screening is achieved, retaining only effective vibration signals with large amplitude and the risk of electrostatic accumulation. When the vehicle experiences large-amplitude, instantaneous single-impact vibrations such as potholes or acceleration bumps, the inertial slider 202 slides rapidly to fill the safety gap and momentarily compress the sealing airbag 401. At this time, the pneumatic-level time-dimensional filtering (duration / energy screening) is activated to filter out the invalid vibration energy of the single pulse. Relying on the fluid damping characteristics of the throttling orifice 404, a pressure storage mechanism like a pneumatic reservoir is constructed: a single instantaneous compression can only cause the sealing airbag 401 to expel a very small amount of gas. Due to the flow-limiting damping effect of the throttling orifice 404, the gas cannot quickly rush into the sealing chamber, and the air pressure inside the chamber cannot reach the piston drive threshold. Therefore, the energy of a single pulse impact and short-term vibration will be completely filtered by the pneumatic system, without triggering the release action, thus avoiding accidental release caused by instantaneous interference vibration. Only when the vehicle experiences continuous high-frequency reciprocating vibration (the core operating condition where the inductor operates for a long time and is prone to continuous friction and static electricity accumulation), the inertial slider 202 completes multiple reciprocating compression actions with the high-frequency vibration. The sealing airbag 401 continuously and reciprocally compresses and exhausts the gas, which is continuously input into the sealing chamber through the ventilation duct 402 and the throttling orifice 404. Relying on the chamber's pressure storage characteristics, the air pressure gradually accumulates and rises, achieving a physical filtering effect of low-frequency filtration and high-frequency accumulation, ultimately reaching the driving threshold of the piston plate 405, thus completing the identification of effective vibration signals. Once the air pressure inside the sealed chamber reaches the standard, it overcomes the pre-tightening force of the second return spring 408, pushing the piston plate 405 and transmission rod 406 to extend synchronously. This causes the conductive contact 407 to precisely contact the exposed winding end 104 of the inductor winding 103, establishing a stable and continuous electrostatic discharge path. At this time, the static electricity accumulated by the inductor winding 103 during continuous high-frequency vibration can be quickly and smoothly discharged through the exposed winding end 104, conductive contact 407, and grounding wire 409, eliminating static electricity accumulation in a timely manner and preventing electrostatic discharge from breaking down the inductor's enameled layer and interfering with the vehicle's electronic control signals, thus completing precise ESD protection. When the vehicle is driving smoothly and the high-frequency vibration excitation completely disappears, the dual-layer reset mechanism is activated simultaneously. The device quickly resets and enters standby mode. Mechanically, the first reset spring 206 rebounds, pulling the two sets of inertial sliders 202 to reset in the opposite direction. The pressure plate 205 releases the pressure constraint on the sealing airbag 401, and the sealing airbag 401 elastically rebounds to its original state. Pneumatically, the high-pressure gas accumulated in the sealed chamber slowly flows back to the sealing airbag 401 through the throttling orifice 404 and the vent duct 402. The air pressure in the chamber drops steadily, and the second reset spring 408 drives the piston plate 405, the transmission rod 406, and the conductive contact 407 to retract. The conductive contact 407 disconnects from the exposed winding end 104, closing the electrostatic discharge path. Finally, the coil pressure plate 306 resets and relaxes, and the entire mechanism returns to its initial standby state, waiting for the next effective high-frequency vibration excitation, achieving continuous, precise, and interference-free dynamic dual-layer filtering ESD protection.

[0042] Although embodiments of the invention have been shown and described, it will be understood by those skilled in the art that various changes, modifications, substitutions and alterations can be made to these embodiments without departing from the principles and spirit of the invention, the scope of which is defined by the appended claims and their equivalents.

Claims

1. A recess-structure-based ESD protection device, characterized in that, It includes a base (1), two E-type magnetic core side plates (101), two coil frames (102), two inductor windings (103) and multiple exposed winding ends (104). It also includes an inertial clamping assembly, a timing discharge assembly, and a reset assembly; The inertial clamping assembly is mounted between the opposite sides of the two E-type magnetic core side plates (101) to generate sliding displacement under vibration excitation, and sequentially complete the pre-clamping action of the inductor winding (103) and the pneumatic extrusion drive action to form a graded sequential action to achieve mechanical amplitude filtering. The timing discharge component is located on the inner side of the two coil frames (102) to receive the squeezing driving force of the inertial clamping component and realize the electrostatic discharge of the exposed winding end (104) through the air path delay conduction structure. The reset component is installed on both sides of the inertial clamping component and is used to drive the overall sliding structure to automatically reset after the vibration disappears, so that the clamping structure and the electrostatic discharge structure return to the initial standby state.

2. The trench-based ESD protection device of claim 1, wherein: The inertial clamping assembly includes a guide light rod (2), a sliding bushing (201), an inertial slider (202), a limiting boss (203), an L-shaped connecting rod (204), a pressing push plate (205), a hinged transmission unit, and a coil clamping unit; The two guide light rods (2) are fixedly set at both ends on the opposite sides of the two E-type magnetic core side plates (101). The inertial slider (202) is slidably set on the outer surface of the guide light rod (2) through the sliding bushing (201). The limiting boss (203) is fixedly sleeved on the outer surface of the guide light rod (2) to slide and limit the inertial slider (202).

3. The ESD protection device based on a groove structure according to claim 2, characterized in that: The inertial slider (202) is fixedly provided with an L-shaped connecting rod (204) at its top, and a pressing push plate (205) is fixedly provided at the end of the L-shaped connecting rod (204). The inertial slider (202) is connected to the coil pressing unit through a hinged transmission unit.

4. The ESD protection device based on a groove structure according to claim 3, characterized in that: The articulated transmission unit includes articulated grooves (3) on both sides of the inertial slider (202), a first pin (301) fixedly disposed on the inner wall of the articulated groove (3), a transmission link (302) movably sleeved on the outer surface of the first pin (301), and a second pin (304) movably embedded at the end of the transmission link (302). The second pin (304) is fixedly connected to the coil clamping unit.

5. The ESD protection device based on a groove structure according to claim 4, characterized in that: The coil clamping unit includes a push block (305), a coil clamping plate (306), an insulating buffer pad (307), and a reinforcing rib (303). The push block (305) is fixedly disposed with the second pin (304), the push block (305) is fixedly connected with the coil pressure plate (306), the reinforcing rib (303) is fixed between the push block (305) and the coil pressure plate (306), and the insulating buffer pad (307) is fixedly disposed on the side of the coil pressure plate (306) facing the inductor winding (103).

6. The ESD protection device based on a groove structure according to claim 2, characterized in that: The timing discharge assembly includes a groove (4) on the opposite side of the coil frame (102), a sealing airbag (401), a buffer wear-resistant plate (410), a partition plate (403), a vent duct (402), a throttling orifice (404), an actuation unit, and a grounding wire (409). The two partition plates (403) divide the groove (4) into a central cavity and two side sealing chambers. The sealing airbag (401) is installed in the central cavity and a buffer wear-resistant plate (410) is fixedly installed on the outside. The sealing airbag (401) is connected to the two side sealing chambers through the ventilation duct (402) and the throttling hole (404). In the initial standby state, the clamping gap between the coil pressure plate (306) and the inductor winding (103) is smaller than the safe compression gap between the extrusion push plate (205) and the sealing airbag (401).

7. An ESD protection device based on a groove structure according to claim 6, characterized in that: The reset assembly includes a first reset spring (206) and a second reset spring (408). The first reset spring (206) is fixedly disposed on the opposite side of the two inertial sliders (202) to realize the sliding reset of the inertial sliders (202), and the two second reset springs (408) are installed on the outside of the piston actuator.

8. An ESD protection device based on a groove structure according to claim 7, characterized in that: The piston actuator includes a piston plate (405), a transmission rod (406), and a conductive contact (407). The piston plate (405) is slidably disposed on the inner wall of the sealed chamber. The piston plate (405) is connected to the conductive contact (407) through the transmission rod (406). The conductive contact (407) is electrically connected to the grounding wire (409). The second reset spring (408) is movably sleeved on the outer surface of the transmission rod (406).

9. An ESD protection device based on a groove structure according to claim 1, characterized in that: The two E-type magnetic core side plates (101) are symmetrically arranged opposite each other and fixedly installed on one side of the base (1). The two coil frames (102) are corresponding to each other and fixedly installed on the inner side of the two E-type magnetic core side plates (101). The two inductor windings (103) are respectively wound around the outer side of the corresponding coil frame (102). The multiple exposed winding ends (104) are stripped from the insulation layer of the inductor windings (103) and formed as electrostatic discharge contact ends.

10. A method for fabricating an ESD protection device based on a groove structure, wherein the ESD protection device based on a groove structure according to any one of claims 1 to 9 is characterized in that: Includes the following steps: S1. Component processing and forming: A groove (4) for installing the timing discharge component is opened on the inner side of the coil frame (102), and a throttling hole (404) is processed on the partition plate (403) to complete the prefabrication of all components; S2. Pre-installation of magnetic core winding: Two E-type magnetic core side plates (101) are symmetrically fixed and installed on one side of the base (1), and two coil frames (102) are fixed and installed one-to-one on the inner side of the E-type magnetic core side plates (101); the inductor winding (103) is wound and wrapped around the outside of the coil frame (102), and the insulation layer is removed from the end of the inductor winding (103) to form multiple exposed winding ends (104). S3. Installation of inertial clamping assembly: Fix the two guide light rods (2) at both ends to the opposite sides of the two E-type magnetic core side plates (101). Install the limiting boss (203), the first reset spring (206) and the inertial slider (202) in sequence on the outside of the guide light rods (2). The inertial slider (202) slides with the guide light rods (2) by means of the sliding bushing (201). Fix the L-shaped connecting rod (204) and the extrusion push plate (205) on the inertial slider (202). Install the hinge transmission unit and the coil clamping unit. S4. Installation of timing discharge components: A partition plate (403) is fixedly installed inside the groove (4) to divide the groove (4) into a central cavity and two side sealing chambers; a sealing airbag (401) is installed in the central cavity and a buffer wear-resistant plate (410) is fixedly installed, and a ventilation duct (402) is installed so that the sealing airbag (401) is connected to the two side sealing chambers through the ventilation duct (402) and the throttling orifice (404); a piston plate (405), a transmission rod (406), a second reset spring (408), and a conductive contact (407) are installed in sequence in the sealing chamber, and the conductive contact (407) is electrically connected to the grounding wire (409). S5. Alignment and installation of the whole machine: Align and assemble the inertial clamping component, the timing discharge component and the magnetic core winding structure, calibrate the clamping gap between the coil pressure plate (306) and the inductor winding (103) and the extrusion gap between the extrusion push plate (205) and the sealing airbag (401) to form a preset timing gap difference.

Images