The transition from NCAP-rated ADAS to software-defined vehicles has compressed what used to be a full Faraday cage—the vehicle body—into a handful of densely packed multilayer PCBs. Today’s ADAS ECU shares board real estate with a 77 GHz radar transceiver, a 5G / V2X telematics modem, gigabit automotive Ethernet, and a high-current DC-DC converter. The result: the shield can is no longer optional—it is the only thing standing between your RF front-end and a failed CISPR 25 pre-scan.

Gleamco (Dongguan Yaotai Metal & Electronics Co., Ltd.) manufactures the custom automotive EMI shield cans that make these modules pass on first spin: two-piece nickel-silver cans for ADAS sensor interfaces, BeCu-finger lids for telematics calibration access, and IATF 16949 traceable stampings from a single facility in Dongguan, China.

The ADAS noise floor is rising

Modern automotive modules concentrate multiple noise sources in close proximity. A 77–79 GHz radar PLL and VCO operate in the millimeter-wave band and couple through radiated paths and substrate crosstalk. A 5G NR / V2X modem covers 0.7–6 GHz—with n77 and n78 bands reaching up to 3.8 GHz—creating both radiated emissions and conducted noise through the harness. Automotive Ethernet (1000BASE-T1 and 10GBASE-T1) spans 100 MHz to 5 GHz; any imbalance in the differential pair converts to common-mode radiation. DC-DC converters operating at 48 V or 400 V switch at 100 kHz to 2 MHz with harmonics that extend into the RF range. Meanwhile, the infotainment SoC and GPU generate clock harmonics reaching 5 GHz through package leakage and radiated coupling.

A shield can cannot suppress all of these equally. Its design must target the frequency where the module is closest to the CISPR 25 Class 3 or Class 5 limit line—usually the fundamental of the radar PLL or a clock harmonic. That target frequency sets the vent-hole and slot rules for the entire can.

Shield design for millimeter-wave and 5G zones

Vent holes: λ/20 is non-negotiable. At 77 GHz, λ/20 in free space is only approximately 0.19 mm—smaller than what most progressive dies can punch reliably. In practice, ADAS cans use one of two approaches. The first is staggered micro-vents measuring 0.15–0.25 mm, produced by laser cutting or etching; these are acceptable for outgassing but offer limited shielding effectiveness above 40 GHz. The second is a ventless can with reflow relief: the lid is pre-formed with a controlled dome, eliminating vent holes and removing the GHz leakage path. This approach requires precise paste-volume control to avoid lid pop-off during reflow. Gleamco’s DFM review selects the right approach based on your reflow profile and target frequency band.

Wall height versus component clearance. ADAS modules use tall radar front-ends and large BGAs. Minimum wall height stays at 2.0 mm for solder ability, but walls above 5.0 mm need support tabs to prevent rocking during pick-and-place. Gleamco stamps integrated support tabs so the can self-aligns to the PCB footprint.

Ground continuity is the real shielding-effectiveness driver. A 0.1 mm gap in the ground ring can destroy 40 dB of shielding at 1 GHz. The can’s ground tabs must land on a continuous, low-impedance ground ring stitched to the inner ground plane by dense vias with pitch no greater than λ/20. Two-piece designs must maintain spring-finger contact at every wall—this is where beryllium copper earns its cost.

Material choices for ADAS and cockpit modules

Nickel silver is the default for infotainment head units, TCU shields, and general ADAS RF compartments. It remains stable from −40 °C to +125 °C, solders cleanly, and costs moderately.

Beryllium copper is specified for the lid’s finger springs in two-piece cans where the lid is removed repeatedly during radar calibration, firmware flashing, or field service. It retains normal force beyond 100 cycles; tinplate or stainless-steel fingers fatigue and lose contact within 5–10 removals.

Tinplate (SPTE) is acceptable for body-electronics-level cockpit modules such as HVAC control and ambient lighting, operating below 105 °C where shielding effectiveness above 30 dB is sufficient.

Stainless steel is rigid, non-magnetic, and corrosion-resistant. It is used for press-fit or screw-fixed cans in harsh-zone modules near the engine bay.

All Gleamco shields are stamped from RoHS and REACH compliant stock, with plating options including bright tin, matte tin, nickel underplate, and selective gold on ground tabs.

One-piece vs. two-piece in ADAS

A one-piece (solid) can delivers maximum shielding effectiveness with no seam and no finger-contact uncertainty. It is permanently reflow-soldered, and removal requires desoldering. This makes it best for production-intent radar modules, cost-sensitive camera modules, and applications with no field-service requirement.

A two-piece (fence + lid) can uses a fence soldered to the PCB for a continuous ground and maximum SE, while the lid snaps on with beryllium-copper fingers for removal during calibration, RF alignment, or firmware updates. This is the right choice for any ADAS ECU in pre-compliance testing, telematics units, and modules with mandated service access.

IATF 16949 compliance: the Tier 1 gate

Automotive shield cans are safety-relevant components. Gleamco supports the full APQP / PPAP process:

Design FMEA (DFMEA) reviews wall thickness, vent pattern, lid-engagement force, and ground-tab geometry. Process FMEA (PFMEA) covers stamping, plating, and tape-and-reel packaging. The control plan applies CPK tracking to critical dimensions including wall height, burr, and coplanarity. Material certification is supplied for every lot—alloy grade, plating thickness XRF report, and RoHS / REACH compliance. PPAP submission is available at levels 2–4 per customer requirement.

Every shipment is traceable to heat number, die cavity, and inspection record. This is the difference between a consumer-grade stamping and an automotive-grade one.

Manufacturing precision

Gleamco stamps automotive shield cans on high-speed progressive dies at +/-0.01 mm (CNC secondary features to +/-0.001 mm). Burr is controlled to <=0.03 mm, with direction specified per DFM—always outward, never toward PCB traces. Coplanarity stays within <=0.05 mm across the can footprint. The facility is certified to IATF 16949 and ISO 9001. Volume capability spans from 1-piece prototype to 10,000,000+ pieces per year, with sample lead time of 7–8 working days. Packaging options include tape-and-reel for SMT lines, blister tray, and anti-rust wrap for EV-module shipment.

Application map

Radar and LiDAR applications include 77 GHz transceiver shields, ToF sensor cans, and camera-module compartment covers. Telematics applications include 5G NR / V2X modem cans, eCall ECU shields, and GNSS receiver covers. Infotainment applications include head-unit RF compartment cans, amplifier / DSP shields, and USB hub covers. Gateways use automotive-Ethernet switch shields and domain-controller RF cans.

Why Gleamco for automotive shield cans

Gleamco, established in 1974, brings 50+ years of precision metal stamping under one roof: drawing → DFM → in-house tooling → progressive-die stamping → plating → CMM inspection → tape-and-reel. IATF 16949 certification, on-site metallurgy support, and PPAP documentation mean Tier 1 suppliers receive audit-ready parts from lot one.

For ADAS and cockpit modules, the shield can is not a line item—it is part of the RF design. Specifying material, vent geometry, lid type, and ground-tab layout together with your PCB layout eliminates the last-minute “add a shield and hope” panic before EMC testing.

 

Contact: inquiry@gleamco.com | +86 189 2588 2039 | https://gleamco.com/rf-emi-shield/