automotive electronics

Antoine Amade, VP of sales for the Microcontamination Control division at Entegris, discusses innovation opportunities for semiconductor technologies entering the automotive domain, views on design and process engineering, and collaboration between the semiconductor and automotive industries.

The automotive industry is changing. Our vehicles are getting electrified, connected and automated. As this trend is accelerating, it’s having an impact on how semiconductor devices, including MEMS sensors, are designed and qualified for automotive. As automotive semiconductor designers carefully consider product definition, product validation, and long-term reliability, MEMS sensor suppliers are responding to new opportunities created by electrified and automated vehicles by developing inertial measurement units (IMUs) for automated driving as well as battery pressure monitoring sensors for Li-ion EV batteries. The most complex MEMS device of all The automotive MEMS IMU is probably the most complex MEMS device that will be used inside a vehicle. This type of IMU is a System-in-Package (SiP) comprised of multiple gyroscope and accelerometer sensing elements plus a signal processing ASIC, integrated into one package that creates an inertial sensor able to measure up to six degrees of freedom (6DoF): yaw, roll and pitch for rotational movements, and lateral, longitudinal and vertical acceleration for linear movements. Degrees of freedom in a vehicle For vehicles with Level 3 autonomy and above (per SAE definition), the IMU is mandatory for taking over the trajectory control of the vehicle in case other sensors, such as the camera, radar or LiDAR, become impaired. Should such a failure occur, the IMU will function as a guidance sensor to bring the car to a safe stop within a short period of time and distance. The IMU is also used to control the regular movement of the car while driving in automated mode. While IMU technology already exists for aerospace applications, there are significant challenges to adapting it for automotive. The automotive IMU requires high performance at costs that are compatible with the automotive industry. Because automotive life cycles are long, MEMS sensor suppliers must produce the device in high volume for an extended period of time. They must also guarantee the sensor’s performance and reliability over a 10- to 15-year lifetime with no maintenance or recalibration of the sensor required. Only a few MEMS suppliers have the capability and willingness to embark on this kind of journey. Electrification is creating new applications for MEMS sensors The conversion from internal combustion engines to electrified propulsion is going to affect the powertrain MEMS market. For example, pressure sensors used in engine management for air pressure and fuel pressure will simply go away with electrification. However, the use of large Li-ion batteries in electrified vehicles has created a new application for MEMS sensors. One of the known risks of Li-ion batteries is the small probability for a battery cell to go into a thermal runaway situation that will lead to a fire. The press has reported multiple cases of EV batteries catching fire. Thermal runway effects When it comes to thermal runaway events, every second counts. Detecting the event as early as possible enables the vehicle safety system to take all necessary measures to warn occupants of an imminent fire and activate timely countermeasures (e.g., trigger fire extinguisher and call fire brigade) to mitigate the impact of the fire. Published studies have shown that measuring the pressure inside the battery pack is a good indication that a thermal runaway is starting. The outgassing of a battery cell, plus a sudden rise in temperature, will increase pressure inside the battery pack, which will generate a pressure pulse. To detect such a pressure pulse, a MEMS pressure sensor must permanently measure the pressure inside the pack. It must also report to the battery management system any suspicious change in pressure, independent of atmospheric pressure changes. It’s important to keep this kind of sensor on all the time to detect any pressure anomaly in the system, even when the vehicle is completely off. NXP has developed a pressure sensor to specifically address this new safety application in EVs, and several automotive manufacturers are already using this solution. NXP battery pressure management sensor The quest for zero defects While the automotive industry is targeting zero fatalities as its ultimate goal, the semiconductor industry and module suppliers are targeting zero defects for each and every semiconductor device. For safety-critical automotive MEMS sensors complying with the Automotive Electronics Council (AEC) Q100 qualification for semiconductors, it’s necessary but clearly not sufficient to guarantee a zero defects production launch and long-term reliability of the device. To boost the reliability and robustness of automotive sensors, NXP has developed Above and Beyond (AaB), a new methodology that studies advanced reliability and robustness well ahead of the device’s qualification and production release. Based on risk-mitigation analysis, AaB consist of extensive testing, such as test-to-fail, corner lot testing, and new use-case testing combined with advanced statistics, all of which help NXP understand how these different parameters interact with each other. As sensor suppliers must integrate AaB into their project planning, it does add time and cost to the project. The upside is that this early investment pays off as long as weaknesses in the device can be detected and corrected before a production launch. Field failures, on the other hand, can lead to unplanned redesign and requalification of a device. Worst-case, they can lead to a recall campaign that costs a huge amount of money. We’re systematically using the AaB methodology at NXP for safety-critical MEMS sensors because its potential benefits far outweigh its costs. For more information about NXP MEMS sensors, register for the upcoming webinar series, MEMS to Market: Ingredients for Success, where NXP will discuss The Growing Importance of MEMS Reliability (May 5, 2021). Register by March 10 to watch all the webinars LIVE. Each webinar will also be available to watch on-demand at your convenience. Contact the author via LinkedIn or learn more about NXP sensors. About the Author With nearly 30 years of experience in the field of automotive and MEMS sensors, Marc Osajda is responsible for European automotive MEMS sensors business development activities at NXP Semiconductors. Osajda holds an engineering degree in mechanics and electronics from the French Ecole Nationale Superieure d’Arts et Métiers (ENSAM). NXP Semiconductors is an active member of MEMS Sensors Industry Group®(MSIG), a SEMI technology community that connects the MEMS and sensors supply network in established and emerging markets to enable members to grow and prosper. Visit us today.

Call it a wild guess, but I suspect I am not the only follower of the automotive industry who is tired of reading articles that lament the impact of Covid-19 and speculate, to varying degrees of accuracy, what kind of recovery is in store for major automotive markets around the world.I’m much more interested in what solutions and creative approaches people, companies, and countries have come up with to make cars smarter and safer despite the pandemic or even because of it.A friend of mine who works at a major European vehicle OEM told me that “innovation cannot, must not stop – despite current difficulties.” This sentiment echoes through the automotive supply chain, particularly in the resilience of the semiconductor industry during these challenging times.The recent publication of the AspenCore Guide to Sensors in Automotive – Making Cars See and Think Ahead is a refreshingly positive and inspiring collection of articles, interviews, technology deep dives and business news, all carefully curated and edited by AspenCore Global Editor-in-Chief Junko Yoshida.One article I particularly enjoyed was her “6 Trends on ‘Perception’ for ADAS/AV.” The insights she was able to gather from experts attending the AutoSens show in Brussels are fascinating, even if consensus on what, exactly, will be the winning “robust perception” solution appears to be far off. This is only fitting with so many companies elbowing for that prime spot!Another feature article that stood out was Nitin Dahad’s “Level 5 AVs Unlikely Before 2035” article. It wasn’t so much the longer ramp to full autonomy that caught my eye but the daunting challenge the automotive industry and AVs have to tackle: “…all possible unusual driving situations under all driving conditions and in all environments.” This is truly a mind-boggling undertaking. The author argues that the road to Level 5 “is likely to be paved gradually, as more advanced driver-assistance features come to market.” Sounds reasonable.Both these articles point to the need for collaboration across the automotive electronics supply chain in order to not only sustain the pace of innovation, but accelerate it, as we face our current challenges. This made me think about the SEMI Smart Mobility initiative and how the great minds supporting it might be able to help. The initiative is designed to bring together automotive OEMs, Tier 1s, device makers, design houses, equipment and materials companies as well as R D institutes to address shared challenges and opportunities.SEMI used to stand for Semiconductor Equipment and Materials International, but over the past several years – and driven by the advent of IoT, AI, and everything “smart” – we now represent the entire electronics manufacturing and design ecosystem, with more than 2,400 member companies on our global roster. We created the Smart Mobility initiative in late 2017 with the initial goal of connecting a substantial number of members to new business opportunities involving rapidly rising silicon content in automotive. IHS Markit projects automotive semiconductor revenue to continue to grow at a 6% CAGR to 2026.Over the past 2 ½ years, the initiative has quickly evolved into a global platform connecting the semiconductor, sensor and automotive electronics ecosystem under one roof – the Global Automotive Advisory Council or GAAC. While “silicon content” is still the operative word for many of our core members, the Council’s mission is to address opportunities and challenges that impact more than one segment of the value chain. For example, the challenge of getting to zero defects involves just about every stakeholder – from contamination control in wafer carriers to ensuring device reliability and robustness to packaging and, ultimately, system integration in the car.SEMI also encompasses a number of Technology Communities that provide deep technical expertise in support of the GAAC’s mission. Member companies in our MEMS Sensors Industry Group (MSIG) are directly engaged in and contributing to the GAAC work. GAAC Europe Chapter - Participating Companies“Sensorizing” – making things smarter through the application of sensors – has created solutions for the automotive and mobility space that bring innovation, safety, security and comfort to driver and passenger and that benefit the environment around the car.This makes the AspenCore Guide to Sensors in Automotive a great resource for our members and SEMI staff as we collaborate to accelerate the drive toward Level 5 autonomy.If you are interested in learning more about SEMI’s Smart Mobility and the GAAC, please contact Bettina Weiss, Chief of Staff and Global Smart Mobility Lead at [email protected] with permission from EE Times.

Connectivity. Electrification. Shared Mobility. Autonomous Driving. McKinsey Company cites these four disruptive trends behind future mobility — dynamics that could help to transform quality of life for hundreds of millions of people.McKinsey Company predicts that by 2030, mobility innovation could dynamically alter everything from safety in human locomotion to air quality, public spaces and power systems. Much the same way that tiny plankton in our oceans sustain aquatic animals, MEMS and sensors, while small, are crucial building blocks of integrated mobility.As partner at McKinsey Company, Andreas Breiter will explore this connection during his MSEC 2020 presentation, Future Mobility Enabled by Sensorization. SEMI recently caught up with Breiter to preview his October 7 talk at SEMI’s first virtual MEMS Sensors Executive Congress, October 6-8 and 13-15, 2020.Register now for MSEC 2020 and explore this topic with Breiter during the live Q A portion of his presentation.SEMI: You play a dual role at McKinsey Company, advising clients in advanced industries on capital investments and serving on the leadership team of the McKinsey Center for Future Mobility (MCFM). What is the relationship between them?Breiter: Mobility has become so much more than the auto sector. Today when we say future mobility, we’re talking about the convergence of many exciting developments influencing the ways that people and goods move around. Cars have become computers, and we now have to contemplate new frontiers, such as air taxis and electric vehicle infrastructure.Mobility is changing so quickly that it’s inspiring decision-makers from other market sectors to explore what implications it will have for them. We’re helping mining companies think about their haulers, retailers think about their footprints, and insurance companies plan for autonomous vehicles. The MCFM exists as a global think tank to focus on these frontier topics, helping to ensure we are ready for the future. During my MSEC presentation, I’ll explore how those future topics are influencing automotive mobility in the short- and long-term. The MCFM is even more forward-looking, so we’re just starting to build scenarios for what might come in 2040 and beyond.SEMI: How are changes in the mobility ecosystem affecting the automotive value chain?Breiter: In the past, the automotive value chain was clearly structured. We had sensor companies selling to Tier 1 suppliers, who would in turn sell to OEMs, who would sell directly to end customers.The value chain has grown more complex, however. In the future, we might see fleets of robotaxis, which will be owned by companies instead of by individual consumers. Already today, rideshare companies are game-changers because consumers can travel by car without owning one.Plus we see companies offer parts of the user experience such as user interfaces for automotive infotainment. In the past, everything in the car was branded by the OEM, but now we have third-party platforms that let us control some of our automotive infotainment options.SEMI: How are MEMS and sensors suppliers participating in this new value chain?Breiter: The pervasive use of sensors in cars has driven automotive OEMs and Tier 1 suppliers to work directly with suppliers, whose close involvement eases the complexity of integration. Just think about the sensors used in autonomous driving. Getting that right is safety-critical.We’re also seeing suppliers go beyond the individual component level to provide complete systems-level solutions. Advanced driver-assistance systems (ADAS) are a good example.SEMI: Automotive applications tends to have some of the longest design-to-delivery cycles in industry. Will this ever change?Breiter: The automotive product lifecycle was typically five-plus years, with a few years of development before that and continued service after the end of the lifecycle. That gives MEMS and sensors suppliers a 10+ year timeline on one model.With so much innovation taking place, this slow cycle won’t work forever. Over-the-air (OTA) updates, for example, enable new features when they become ready for deployment. I expect we’ll see OTA updates from many end manufacturers in coming years. SEMI: What changes do you foresee in ADAS and autonomous driving?Breiter: ADAS and autonomous features will become much more common. We’ve already witnessed this progression, with introductions first in premier models and later rolling out in more affordable vehicles. Lane-change assist and rear camera followed this path and are now pretty standard. Collision avoidance, as a safety-critical feature, is likely next in line for more widespread adoption.As for fully autonomous driving, consumers will accept that only when it becomes safer than a human driving a car.SEMI: Where is the greatest opportunity in the next five years?Breiter: Electrification of vehicles is number one. When it comes to engines, we’re moving from internal combustion to hybrid and then to electric. Since OEMs are adding sensors for the battery system, for battery management, and for electric motors, this progression represents growth opportunity for sensors suppliers – in particular for hybrid vehicles that contain both powertrain technologies.But that’s not all when it comes to sensors. Outside of powertrains, new sensors are added to enable a variety of functions, including, for example, ADAS and autonomy, as well as increased interior content, such as mood lighting.SEMI: Is there anything surprising coming, sensor-wise, in mobility?Breiter: To enable intelligent traffic systems, you need to make infrastructure smarter — which brings us to sensors. We’re going to see roads and other assets in infrastructure sense the state of traffic, sense what traffic participants are doing, and support connectivity between, for example, the infrastructure, vehicles on the ground, pedestrians on walkways and drones in the air.SEMI: What would you like MSEC attendees to take away from your presentation?Breiter: We’re living in a transformative era for the mobility industry. During the last 100 years of mobility, the ecosystem barely changed. In recent years, however, we’ve seen massive technological gains, largely enabled by semiconductors, MEMS and sensors. Instead of serving as just one of many suppliers, I’d encourage MSEC attendees to anticipate future mobility challenges so they can offer solutions to OEMs and Tier 1 suppliers accordingly.For more information, visit McKinsey Center for Future Mobility. MEMS Sensors Industry Group® (MSIG), a SEMI technology community that connects the MEMS and sensors supply network in established and emerging markets, enables members to grow and prosper. Visit us today.Andreas Breiter leads McKinsey’s capital-investment work for advanced industries in North America as well as its Center for Future Mobility on the West Coast. In his advisory work, Breiter serves a broad range of companies in the automotive sector, including car and truck manufacturers and their suppliers, as well as companies in the utilities and renewables space. He helps executives make strategic choices around product development and helps companies stay ahead of emerging trends, such as autonomous driving, connectivity, electric vehicles, and shared mobility.Andreas holds a Ph.D. in Operations Management and studied in Germany, France, the U.S. and Canada.Nishita Rao is product marketing manager at SEMI.

MEMS sensors have come a long way over the past few decades. The late 1990’s brought us the mass production of both MEMS accelerometers for automotive air bag crash sensors and MEMS gyros for rollover detection and anti-locking braking systems (ABS). In the early 2000’s, MEMS sensors made the jump from automotive to mobile and consumer electronics, first with a MEMS microphone in the wildly successful Motorola RAZR phone and then with a MEMS accelerometer in the first Nintendo Wii remote.Following this initial period of MEMS’ commercialization, the timetable for the mass proliferation of both MEMS and non-MEMS sensors accelerated dramatically. Just take Apple iPhone. Released in 2007, the first iPhone had one MEMS accelerometer and one proximity sensor. Released 10 years later, iPhone X included four MEMS microphones, a barometer, three-axis gyro, MEMS accelerometer and proximity sensor, an ambient light sensor and an infrared (IR) sensor, a magnetometer, and multiple image sensors. For perspective’s sake, well over two billion iPhones have been sold since 2007, making iPhone a major growth-driver in MEMS. According to Yole Développement[i] (Yole), MEMS will generate $10.9 billion in revenue in 2020 alone (non-MEMS sensor revenue will be even higher), spanning automotive, consumer and mobile, Internet of Things (IoT), medical and healthcare, aerospace, industrial and other markets.With so much growth behind us, what’s ahead? Jens Fabrowsky, executive vice president of Automotive Electronics at Robert Bosch GmbH, will share his insights on the future of MEMS during his MSEC 2020 keynote, The Next 10 Years of MEMS: An Outlook on Opportunities and Challenges. I recently spoke with Fabrowsky to preview his October 15 presentation at SEMI’s first virtual MEMS Sensors Executive Congress, October 6-8 and 13-15, 2020. Register now for MSEC 2020 and explore this topic with Fabrowsky by participating in the Q A segment of his presentation.SEMI: What are some of the primary challenges facing the MEMS industry?Fabrowsky: Development costs for new generations of MEMS sensors are increasing, leading to several major shifts. To compensate for rising development costs and reduce risk, MEMS sensors suppliers are pursuing wider, diverse markets instead of just targeting high-volume applications. At the same time, end-device manufacturers are demanding greater product differentiation, but they don’t want to pay a premium for it or wait for new hardware iterations. To stay competitive, sensor suppliers are providing software solutions that support new features and functionality. That approach is more cost-effective and speeds design-to-production cycles. SEMI: What factors are increasing development costs for new MEMS sensors, and what can companies do to mitigate their R D risk? Fabrowsky: As with most electronic components, MEMS’ costs are driven by development and capital expenditures. The increasing complexity of the content, especially in interface ASICs and software, makes MEMS development a multidisciplinary feat, requiring several competencies across multiple design centers to meet ever-demanding timelines.Manufacturing also plays a role. We often see dedicated manufacturing lines built for new MEMS products, which stresses both investments and capacity planning. Working together as an industry, we can reduce risk and costs by applying the same manufacturing process to more than one generation of product, which will speed time to market, increase volumes and improve ROI. SEMI: To what degree will the COVID-19 pandemic continue to affect sensors suppliers?Fabrowsky: MEMS manufacturing flows have been affected by disruptions in the supply chain. While the benefits of multiple sourcing and more direct ownership of the flow itself (on-shoring, vertical integration) have helped us, no one in the industry can claim they are out of danger, especially if a new wave of contagion occurs. Our industry relies heavily on just-in-time manufacturing and logistics, and we are all watching for influences that could alter flow. The pandemic has reminded us all that an important competitive advantage is a predictable, secure supply — which also comes at a cost that the end customer must value. SEMI: Why and how are traditional hardware companies like Robert Bosch differentiating their platforms for end-device manufacturers? Fabrowsky: On-shoring was already a trend before the pandemic. We’ve always believed in and are still investing in our own manufacturing facilities. That includes the 12-inch ASIC fab in Dresden, Germany, where we expect to manufacture future generations of power and control electronics to satisfy the growing appetite for silicon that vehicle electrification demands.We think that one of our biggest differentiators is that our portfolio includes more than just components: Close collaboration with our internal partner divisions gives us comprehensive system know-how across the automotive supply chain. On the consumer-electronics side, we have extensive partnerships with makers of application processors, wireless systems, and sensor processing software. With this expertise behind us, we can provide flexible system-integration options to our end customers — who also benefit from a mature supply chain that supports high volumes and field-tested quality.SEMI: What does customer demand for software solutions mean for sensor suppliers and how will suppliers evolve to meet this need? Fabrowsky: In some silicon product business units, the R D effort to develop software is higher than the effort to design the hardware! Software is not only what’s needed on the application layer. It also runs the interface to the processors – the drivers. In addition, increasingly complex testing software ensures high yield and minimizes defects. On the application layer, we are increasingly using and promoting open-source platforms to encourage better collaboration throughout the ecosystem. In contrast, companies that charge fees to access their own proprietary software environments are missing the opportunity to remain competitive in the long run. SEMI: Why are end-device manufacturers looking for plug-and-play solutions instead of standalone devices? Fabrowsky: Consumers of electronic devices always want products with more features and lower prices. Their requirements produce a trickle-down effect that reaches all the way to component suppliers such as ourselves. This requires us to manage a healthy innovation pipeline, and to choose products and technologies that promise growth and high volumes. This isn’t always simple, however, and many times the component itself is not enough. Think of our Light Drive projector for Bosch Smartglasses. The only way we can hope to win designs in this market is by realizing a fully integrated module, with our own scanning mirrors and driver chips, as well as our integration of laser modules and the display system. This lets us offer an individually tested and calibrated end product ready for assembly.SEMI: What would you like MSEC 2020 attendees to take away from your presentation?Fabrowsky: We’ll be looking at what’s driving the next decade of MEMS applications. For example, the embedded computing inside the sensors, together with enhancements in integration, materials and packaging, will increase the pervasiveness of MEMS sensors and actuators as touchpoints between electronics and the physical world. This will create a new form of intimacy between us and the machines, which we call Artificial Empathy.To learn more about Bosch Smartglasses Light Drive and other MEMS advancements, register now for MSEC 2020.Robert Bosch GmbH is a longtime member of MEMS Sensors Industry Group® (MSIG), a SEMI technology community that connects the MEMS and sensors supply network in established and emerging markets, enabling members to grow and prosper. Visit us today.Jens Fabrowsky began his more than 20-year career at Bosch Group as department head responsible for hydraulic units in the Blaichach plant, Germany Chassis Systems division, in 1999. He soon moved onto technical plant manager and later to plant manager within the company’s Germany Gasoline systems division. He has held the role of executive vice president, Automotive Electronics at Robert Bosch GmbH, since April 2012. Fabrowsky studied mechanical engineering and industrial engineering at the University of Stuttgart (Germany) and the Technical University of Munich (Germany). [i] Status of the MEMS Industry report, Yole Développement, 2020.Nishita Rao is product marketing manager at SEMI.

A lot has happened in fifty years, particularly when it comes to the microelectronics industry. Founded in 1970 by a group of semiconductor industry pioneers who believed that co-opetition — instead of traditional competition—would produce a more vibrant emerging industry, SEMI was born as an industry association.It's fitting during this week’s 50th annual SEMICON West (July 20-23, 2020) — a virtual event for the first time — that SEMI Chief of Staff Bettina Weiss offers her perspectives on the evolution of SEMI from one of the best seats in the house: the 24 years that she has spent helping the association change and grow.Vetrano: You’ve enjoyed a long rich history with SEMI, and now serve as the association’s first chief of staff. What roles have you played at SEMI up to this point?Weiss: I cut my teeth at SEMI by joining SEMI Standards, first serving as standards coordinator at SEMI Europe from ’96-’97. Over the next 11 years, I held a variety of positions at SEMI Standards, culminating with director of international standards from 2003-2008. Given that experience, I have to admit that SEMI Standards are still near and dear to my heart.I moved on to several leadership positions in our former global photovoltaics/solar business through 2014, and toward the end of that stint, I assumed additional responsibilities, becoming vice president of business development. That’s where I dove headfirst into expanding SEMI into emerging regions, including Vietnam, India and Latin America. SEMI goes where members see (or want to better understand) new opportunities, especially in places that had ambitious plans for fabs for microelectronics, including semiconductors and MEMS.In 2018, I became SEMI chief of staff, reporting directly to our president and CEO Ajit Manocha.Vetrano: Now I hardly know where to start! Since I have to decide, what does it mean to be SEMI chief of staff?Weiss: As the first chief of staff, I’ve been able to shape the position, combining the support of critical efforts driven by Ajit with additional project management responsibilities like our Smart Mobility initiative.Working with experienced leaders in our industry, such as the Board of Industry Leaders (BIL), is one of the more rewarding parts of my role at SEMI. The BIL is a group of global executives tasked with advising SEMI on strategic planning, especially when it comes to future-looking initiatives like Smart Mobility, Smart MedTech, Smart Manufacturing, and Smart Data/AI.A lot of the other things I do are meant to support the whole SEMI organization, in partnership with other senior leaders such as Michael Ciesinski, vice president of technology communities, as we create business plans and examine new revenue models that will keep SEMI sustainable and viable for the future. This includes issues as varied as workforce development and diversity and inclusion, and the new digital platforms we use to engage with our members.Vetrano: How does SEMI Smart Mobility initiative exemplify the model of engaging end customers in vertical markets that are important to members?Weiss: When you look at the rapidly increasing number of chips and sensors in and around vehicles, Smart Mobility at its core brings together both the semiconductor/sensor and automotive/mobility supply chains for a more transparent dialogue about needs and wants along the entire supply chain. We are thrilled to count automotive OEMs Volkswagen and Audi as SEMI members. We also work with Tier 1 suppliers such as Continental and many others to promote the open exchange of ideas and foster collaboration among all stakeholders.Smart Mobility is a good example of how SEMI connects two worlds that are now interdependent for the mutual benefit of all players. Automotive companies and component suppliers want to better understand new technology capabilities that enable tomorrow’s infotainment, safety, security and communication protocols. And semiconductor, sensor and component companies see huge upside in supplying the equipment, materials, devices and subsystems that enable the future of mobility. Smart Mobility is a win-win, and the founding concept of our Global Automotive Advisory Council (GAAC).Vetrano: As we look to COVID-19, the single most important event to influence the microelectronics industry — and every other industry — why is SEMI membership more important now than ever?Weiss: Our industry is facing a triple whammy of challenges: a global pandemic, ongoing global trade tensions that impact interdependent supply chains, and a global economic crisis. All these challenges will require our members’ ingenuity, innovation and collective action to overcome them. But inherent in those challenges are tremendous opportunities, and I have no doubt that our members and the entire global electronics ecosystems will find ways to help everyone prosper and advance.COVID-19 has had a huge impact on our members. From the onset of the pandemic, we’ve provided our members with resources including best business practices, insights and data from industry experts to help them respond to a virus that has already changed so many things we took for granted before March. Additionally, SEMI has also advocated with governments around the world on behalf of the industry for essential business status and essential travel to sustain operations. Visit SEMI COVID-19 Resource page for information on industry best practices and much more.Vetrano: Before we look forward, what has changed dramatically in microelectronics since you started at SEMI?Weiss: Through my work with SEMI, I’ve witnessed dynamic, dramatic and sustained change in the microelectronics supply chain. Into the late 1990s, SEMI represented primarily semiconductor equipment and materials suppliers, and we worked with chipmakers – our members’ customers. That’s where a lot of important Standards work happened, for example, and the supplier-device maker relationship was pretty much our world. Over the years, we saw significant change in how companies partner and do business with one another. The digital transformation we’ve been witnessing for the past few years was the impetus for expanding our reach to bring companies in the extended electronics manufacturing and design supply chain together, from sand to system, so to speak. That was also when we invited associations representing flexible hybrid and printed electronics (FlexTech), MEMS and sensors (MSIG), and electronic system design (ESD Alliance) companies to join SEMI and our other technology communities for maximum cross-pollination. That’s because everything needs microelectronic devices and systems. Vetrano: Looking ahead now, what is can the microelectronics industry do to benefit humanity?Weiss: Semiconductors and sensors are often the unsung heroes of progress. Microelectronics can help bring prosperity to the billions of people now struggling on our planet. It can improve access to education for people through e-learning, it can advance agricultural production and streamline the food supply chain to help feed the world’s hungry, it can monitor the quality of the water we drink and the air we breathe, and it can get you in front of a doctor even in the most remote village in India.The beauty of microelectronics is that we are not gated by innovation. As the brilliant visionary Arthur C. Clarke once said, “The only way of discovering the limits of the possible is to venture a little way past them into the impossible.”As an industry association that helps technologists to venture beyond “the limits of the possible,” I invite like-minded technology adventurers to engage with SEMI, starting with registration to this week’s SEMICON West – our first virtual show.As chief of staff, Bettina Weiss reports to SEMI President and CEO Ajit Manocha and manages a broad portfolio of responsibilities. Major focus areas include advancing specific global strategic initiatives such as thought leadership (Think Tanks) and SEMI Smart Transportation vertical application platform, improving organizational efficiency, alignment and financial sustainability, acting as senior liaison to SEMI Board of Industry Leaders, leading strategic partnerships and M A activity, and supporting Manocha in creating a highly effective, agile global association.Maria Vetrano is a PR consultant at SEMI.

In the future, electronics-related gear including advanced driver-assistance systems (ADAS) will account for a whopping 50 percent of automotive costs. More importantly, with more control of vehicles shifting to automation, the margin of error in component performance and reliability will become vanishingly small as zero defects become the new safety standard.SEMI spoke with Antoine Amade, Senior Regional Director EMEA, Entegris about zero defects as a new collaborative approach necessary to shape the car of the future and the automotive industry.SEMI: The next generation of automobiles will be more electric, autonomous and connected. What is the most pressing next step for automotive players to pursue this goal? Amade: The automotive ecosystem faces many challenges. For example, when cars become autonomous, their interaction with the cloud and the massive amount of data computed simultaneously could be vulnerable to cyberattacks capable of seizing control of the vehicle.Another example is the use of artificial intelligence (AI) as there is a big opportunity to explore and define the right architecture while also meeting automotive quality requirements. The quality challenge will be amplified by advanced nodes. Reliability is also critical since 90 percent of device failures are extrinsic, or unrelated to device design. Today, the top priority should be to eliminate latent defects, those that remain undetected until the product is in use. These latent defects may appear at some future point in the life of vehicle – 1 month, 1 year, 10 years, etc. This is the vital focus of the carmaker and the supply chain.SEMI: With in-line metrology tools reaching their detection limits, how will the industry reduce latent defects? Amade: Minimizing latent defects is now a top priority in semiconductor fabs. However, there is a gap between visible and non-visible defects. Although fabs can detect small defects, human intervention is still needed to manage them. We are witnessing a fundamental shift in the contamination control strategy in auto chip production, from contamination control for yield to contamination control for reliability. The shift is born of the recognition that all particles, regardless of size, and parts per trillion (ppt) concentration levels of contaminants matter, impact both defectivity and reliability. Contamination management will play a key role in enabling the industry to reach parts per billion (ppb) failure rates at the component level. SEMI: How will the industry reach the goal of zero defects? Amade: A sound contamination management strategy that follows three main axes of actions will be one key to reaching zero defects: the ambient air in the fab, the wafer’s environment over its lifetime, and the integrity of the materials in the clean chemical delivery pathway.Contamination management in each of these three areas presents opportunities to limit process variability. The first step in limiting variation is detecting it, which can be difficult when the contaminants causing the variation are hard to identify or caused by an unexpected event. When a contaminant signature can be detected, it leaves clues to its root cause. Careful scrutiny of these signatures can inform a contamination control strategy to eliminate the root cause and reduce overall defectivity.SEMI: What collaborative engagement model do you see as the best for reaching zero defects? Amade: Entegris sees the SEMI Global Advisory Automotive Council (GAAC) as the perfect collaboration platform for the entire automotive semiconductor ecosystem, from car manufacturers to material suppliers. Entegris is also a member of the Platform for Automotive Semiconductor Requirement Across the Supply Chain (PASRASC). Both forums help raise the visibility of key challenges and potential solutions.Collaboration starts with agreement on a definition of automotive based on existing standards and guidelines that must be communicated across the value chain. Another important element for collaboration is standardizing on how new materials such as SiC Semiconductors (silicon carbide) should be used. Entegris plays a leading role in contamination management for defectivity reduction through its New Collaborative Approach (NCA) platform, which brings a new level of knowledge sharing to all those involved in detecting and improving defectivity.SEMI: Can you explain the New Collaborative Approach in more detail?Amade: During the SEMI Smart Transportation Forum at SEMICON Europa, we presented the process and tools we have been developing in collaboration with car makers and are implementing with chipmakers as part of our New Collaborative Approach. Our data-driven tools compare current contamination solutions practices and identify optimization opportunities. A good indicator of the maturity of the ecosystem, the tools allow chipmakers to compare the contamination mitigation practices of peers with their own and identify hot topics for advancing contamination management strategies. Every year, during Entegris Technology Days, we share best known methods, case studies, and review fab processes in order to propose customized solutions. It is all about improving defectivity.Mr. Amade joined Entegris in 1995 as an Application Engineer in its semiconductor business. In his current role as EMEA/NA Sr. Director, Mr. Amade is focused primary on growing the semiconductor business in Europe and Middle East through market strategies, and the management of sales, customer service, and marketing teams. Mr. Amade held leadership positions at Entegris in functions including gas microcontamination market management, strategic account management, and regional sales management. Mr. Amade has a degree in Chemical Engineering from ENS Chimie Lille and is a member of the SEMI Electronic Materials Group and the Global Automotive Advisory Council for Europe (GAAC).Serena Brischetto is a marketing and communications manager at SEMI Europe.

It’s official.The first autonomous vehicle has been verified for operation on the open road in Asia with no traffic restrictions. And this is no corner case, flash-in-the-pan technology. The white 4-door minivan’s modular software can be integrated into all manner of vehicles including cars, trucks and buses. More promising still, the minivan – proven roadworthy after more than 1,300 miles of testing – will lead not only to an upgrade of Taiwan’s automobile electronics industry but to groundbreaking smart transportation service models.Imagine, for example, hopping a driverless shuttle to the hottest attractions in Hsinchu City, Taiwan such as Big City, Hsinchu Cheng Huang Temple, 19 Hectares Grassland, 17KM Coastline Scenic Area and Siangshan Wetland. The autonomous ride could become another transportation option sooner than you think.“We have every intent to make available self-driving sightseeing shuttle services soon,” said Chih-Chien Lin, mayor of Hsinchu City. “The services will be our first step to substantially improving the traffic flow, highlighting the unlimited applications associated with autonomous vehicles.”Bearing the license plate number Taiwan No.0001 – the first issued for an autonomous vehicle in Taiwan – the minivan is an early but important advance in the region’s autonomous-driving technologies under a new initiative led by the Industrial Technology Research Institute (ITRI), which developed the test vehicle’s software, and the Hsinchu City government. SEMI president and CEO Ajit Manocha joined Hsinchu City mayor Chih-Chien Lin and ITRI vice president Pei-Zen Chang to promote the initiative at SEMICON Taiwan 2019 in the run-up to its launch during an October 22nd press conference in Hsinchu City. Taiwan luminaries attending the press conference were (L-R in photo below) Terry Tsao, SEMI Chief Marketing Officer and SEMI Taiwan President; Jwu-Sheng Hu, Vice President and General Director, ITRI Mechanical and Mechatronics Systems Research Laboratories; Der-Sheng Lin, Deputy Director General, MOEA Department of Industrial Technology; Chih-Chien Lin, Mayor of Hsinchu City; Pei-Zen Chang, Vice President, ITRI. ITRI and Hsinchu City government officials kick off the next phase of Taiwan’s smart transportation initiative in an October press conference near Nanliao Fishing Harbor, Hsinchu City. “This milestone in self-driving technology is a shining example of public-private partnerships in action to advance smart mobility and dovetails with SEMI's work building communities consisting of the automotive and microelectronics industries, government, and academia for collaborative innovation,” said Terry Tsao, SEMI chief marketing officer and SEMI Taiwan President. “We are thrilled to have joined ITRI and the Taiwan government in promoting the extraordinary power of technology to make automobiles and cities smarter.”Emmy Yi is a marketing specialist at SEMI Taiwan.

Smart car technology is on the fast track. According to a forecast by the Consumer Technology Association, revenue for North American technology will reach $398 billion in 2019, with sales of emerging technologies related to automotive electronics alone expected to hit $17 billion, a 9 percent increase over 2018. Growth of automotive electronics in the semiconductor application market is on pace to exceed 10 percent for the first time, with a 11.9 percent annual compound growth rate from 2017 to 2022, said Peng Maorong, research manager of ITRI Industrial International. Today, automotive electronics trails only personal computers and mobile devices in driving semiconductor market revenue. For its part, Automotive World 2019, the world's largest exhibition for advanced automotive technologies, has drawn even more attention in recent years. The event consists of six exhibitions, including automotive electronics technology, auto parts, drive systems, lightweight materials, autopilot technology and car networking, and featured demonstrations of compelling technologies including an AI deep learning module (Xilinx) and high-speed car intranet technology (Israeli manufacturer Valens). Toyota is also on the cutting edge of automotive electronics with the rapid maturity of its semiconductors, AI technology and materials, and complete network technology. The carmaker is no longer just a pure-play automotive manufacturer. Instead, the automotive giant is positioning itself as a car service provider (mobility service provider) and plans to team with ride-sharing providers such as UBER and Didi and other automotive technology providers in the future.Taiwan, with its strong semiconductor industry chain and a complete ecosystem of information communication, will be a key force in the automotive market as the region looks to cross-industry and cross-border cooperation to help power the market. To help the automotive electronics industry seize the market promise of smart cars, SEMI established the Global Automotive Electronics Advisory Committee (GAAC), with members including Audi, Bosch, Denso, Ford, Honda, Nissan, Volkswagen, Amkor, Infineon, NXP, Synopsys and Wanghong. More than 30 international companies, spanning Europe, the United States, Japan and other regions are represented on the committee. The committee met for the first time this month in Taiwan to help leverage the prowess of Taiwan's microelectronics supply chain in advancing international automotive electronics, better link Taiwan to international trends, and give Taiwan a bigger voice in the emerging smart car market, and create more opportunities for resource integration across borders. To learn more about GAAC, contact Helen Chen Chen Huiyu | Email: [email protected] | Phone: (03) 560-1777 #112.Extended reading: smart car Baihua Qi will be the next wave of killer applications (on)Emmy Yi is a marketing specialist at SEMI Taiwan.