MEMS厂商打入汽车供应链，你满足法规和标准了吗？

虽然大众更期盼汽车感测装置可带来诸如自动停车、甚至自动驾驶等高阶功能，但在一场近日于瑞士举行的座谈会上，与会专家却一致认为，包括环保、安全等方面与世俗法规较相关的应用，才会是短期内推动车用微机电系统(MEMS)传感器需求持续成长的动力。 这场在欧洲MEMS产业高峰会议(MEMS Executive Congress Europe)期间举行的座谈会，也特别提到了最新公布的标准规格ISO26262将为车用MEMS组件制造商所带来的冲击；参与座谈会的一线汽车零组件供货商Continental代表指出，因应新标准，MEMS厂商如果想打入汽车产业供应链，必须布建更复杂的组件设计流程。 ISO26262其实也适用于更广泛的硅芯片与软件，只不过因为MEMS传感器在众多安全性系统中扮演重要角色，因此该标准与MEMS组件特别相关。 在座谈会上，市场研究机构IHS iSuppli分析师Richard Dixon分享了目前车用MEMS市场概况；他指出，汽车市场在2008~2009年之间已经复苏，而车用MEMS传感器市场在2010年成长28%，2011年再度成长15%、达到22亿美元规模。他估计，在2010~2015年之间，车用MEMS市场将以每年10%的速度扩张，在2015年达到30亿美元规模。 Dixon指出，常见的MEMS传感器包括汽车动力传动系统(powertrain)与胎压监测系统(e pressure monitoring system)运用的压力传感器，以及安全气囊系统运用的加速度计、电子车身稳定控制系统(electronic stability control，ESC)运用的陀螺仪。他表示，IHS iSuppli已看到36种车用MEMS组件应用，不过这些应用的成长，将来自各国法规所带动的需求。 例如在 2012年，日本将开始实施一项关于电子车身稳定控制系统的法规，可望带动相关需求成长；此外中国预计在接下来三年，开始实施安装胎压监测系统的规定。 IHS iSuppli 预测，全球汽车销售量将由2012年的7,000万台，在2015年增加至1亿台；在此成长趋势之下，MEMS传感器有机会扮演监控汽车污染排放量，以及协助汽车厂商降低车辆污染排放量的角色。

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MEMS供货商VTI Technologies ──该公司尚处于被日商村田制作所(Murata Manufacturing)收购的程序中──交通运输业务执行副总裁Hannu Laatikainen提供了更具未来感的远见；他指出，MEMS应该会为汽车带来像人类一样的感官系统：“我们有眼睛与耳朵，所以汽车应该配备摄影机与麦克风，还有对摩擦力(胎压)、燃料的感测能力；汽车甚至应该装个鼻子。” 响应Laatikainen的发言， IHS iSuppli 的Dixon表示，法国已经提出立法需求，建议强制车辆装置酒精传感器──这应该可以算是汽车的“鼻子”吧？ 本文下一页：新标准为MEMS制造商带来新挑战

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• 2011消费与移动MEMS厂商TOP10：排名与实力
• 完善供应链让MEMS产业重振雄风
• 自动驾驶传感器市场出现剧烈增长fCEesmc

{pagination} 结束了以上天马行空的未来想象，随后飞思卡尔半导体(Freescale Semiconductor)全球汽车业务策略经理Marc Osajda的谈话内容，则是让与谈者与现场听众又回到现实世界；他指出，汽车制造商的严苛要求，让车用MEMS市场面临越来越多压力，那些要求包括缩减组件尺寸、功耗以及成本。 特别是成本问题，Osajda指出，由于汽车市场的成长动力逐渐转向新兴市场，因此汽车零件的成本也必须大幅降低，才能符合在那些市场整车定价策略。 不过一线汽车零组件供货商Continental集团旗下的Continental Teves感测系统与汽车底盘暨安全部门总经理Bernhard Schmid不太同意这一点；他认为，市场需要的是可改善交通安全的车对车(car-to-car)或是车对基础设施(car-to- infrastructure communication)通讯技术，以及更坚固、敏感度不用太高，但成本较低的MEMS传感器。 接下来Osajda与Schmid 的对话，透露了ISO26262标准可能带来的冲击；该标准是在 2011年11月公布，是为了减轻车辆系统性之随机故障问题所引发的效应，提供相关规格要求、处理程序与解决方案。 ISO26262标准要求汽车零件开发商在产品开发过程中，提出风险评估报告，以及避免功能性系统产品出现系统性与随机故障问题的处理步骤文件。这意味着可能会需要有像是备援系统(redundant system)的方案。 由于该标准将汽车的安全完整性等级(safety integrity levels)分为A、B、C、D四级，Osajda认为是以系统级观点来看车辆的安全性：“这是属于系统架构的问题。”不过Schmid却有完全不同的解读，指出此新标准意味着：“MEMS制造商若要进军汽车应用领域，必须要改变他们开发与生产的方式。” Schmid指出，ISO26262标准的主要规定之一，是厂商必须在MEMS组件的设计过程中提供相关文件，证明安全性的因素已经被考量进去以及有进行过相关评估；如此才能通过第一线汽车零件供货商这关，然后才是车厂。 据业界消息，有部分车厂是自2011年初就开始要求遵守ISO26262标准，但有多数芯片与软件是在标准公布之前开发的，当然不符合该标准。Schmid提醒，如果MEMS厂商希望将产品卖给一线汽车零组件业者，必须要响应这个状况。 其他值得注意的趋势包括，未来视觉传感器可能会取代MEMS惯性传感器做为影像传感器使用，并搭配能更妥善分析诊断前方撞击情况、协助避开危险的软件；不过针对MEMS供货商的疑虑，Schmid特别澄清表示，以Continental汽车系统为例，所运用的传感器非常丰富，MEMS厂商还是有很多商机空间：“就像是人类感官，眼睛是不会去抢耳朵的工作的。” 编译：Judith Cheng 本文授权编译自EE Times，版权所有，谢绝转载 参考英文原文：Panel: Safety standard could disrupt MEMS in automotive，by Peter Clarke

相关阅读：
• 2011消费与移动MEMS厂商TOP10：排名与实力
• 完善供应链让MEMS产业重振雄风
• 自动驾驶传感器市场出现剧烈增长fCEesmc

{pagination} Panel: Safety standard could disrupt MEMS in automotive Peter Clarke ZURICH, Switzerland – While there is much anticipation of high-end functions for sensors in automobiles, to aid self-parking and even autonomous vehicles, a panel of experts agreed it was likely to be the more mundane legal mandates, such as environmental pollution and safety, that would keep demand for automotive MEMS sensors climbing for the foreseeable future. However, the panel, convened at the MEMS Executive Congress Europe held here on Tuesday (March 20), also highlighted the impact that a recently published standard, ISO26262, is going to have on makers of automotive MEMS. MEMS makers are going to have to implement more complex design procedures for devices if they wish to carry on selling in to the automotive supply chain, according to a panelist from automotive tier-1 supplier Continental. ISO26262 also applies more generally to silicon and software although the role of MEMS sensors in a number of safety-critical systems makes the standard particularly relevant to MEMS components. The general automotive MEMS scene was set by panelist Richard Dixon, MEMS analyst with market research firm IHS iSuppli. He said the automotive market had recovered well from the stall of 2008-2009. He said the market for automotive MEMS sensors had grown 28 percent in 2010 and, more surprisingly, by 15 percent in 2011 to a value of $2.2 billion. For the period 2010 to 2015 the industry is entering a faster growth phase with a CAGR of 10 percent to take the market to $3 billion in 2015, he added. Dixon named the usual MEMS sensor suspects, pressure sensors in the powertrain and tire pressure monitoring system, accelerometers in the airbag safety system and gyroscopes in electronic stability control (ESC) systems. He said that iSuppli has spotted 36 design slots for MEMS in the automobile but that growth would come as more regions adopted mandates that demanded these slots be filled. In 2012 Japan is adopting an ESC mandate that will drive some growth while China is expected to require TPMS over the next three years. Meanwhile automobile purchasing worldwide is set to increase from 70 million cars in 2012 to 100 million cars in 2015. In terms of growth beyond that it is likely to be sensors to monitor and help automotive companies cut down on emissions, Dixon said. Hannu Laatikainen, executive vice president responsible for transportation business at MEMS vendor VTI Technologies Oy, in the process of being acquired by Murata Manufacturing Co. Ltd., was more visionary. He argued that MEMS should provide an automobile with a sensory system like humans. "We have eyes and ears. We should have cameras and microphones, we should measure friction [traction of the tires], we should taste the fuel. We should even have a nose for the car." In response, Dixon pointed out that it is now a legal requirement in France to carry a breathalyzer in the car. Automotive panelists at MEMS Executive Congress Europe held in Zurich, Switzerland. From left to right: Bernhard Schmid of Continental, Marc Osajda of Freescale Semiconductor Inc., Hannu Laatikainen of VTI Technologies and Richard Dixon of IHS-iSuppli. Extra demands on MEMS makers It was left to Marc Osajda, global automotive strategy manager at Freescale Semiconductor Inc., to bring the panelists and the audience down to earth. He made the point that although the market might increase the pressure would come from automobile makers to do all the difficult things; to reduce size, reduce power consumption and reduce cost. The latter was particularly true as much of the expansion of the market would be coming in emerging markets and costs would have to be reduced significantly to hit car price targets. Bernhard Schmid, manager of sensor systems and the technology center for chassis and safety division of tier one supplier Continental Teves AG, didn't disagree on this point. But his wish list included car-to-car and car-to-infrastructure communications, for enhanced traffic safety, as well as more robust, less sensitive, lower cost MEMS sensors. There followed a dialog between Freescale's Osajda and Conti's Schmid that explored the likely impact of ISO26262. The standard, published in November 2011, provides requirements, processes and methods to mitigate the effects of systematic and random faults. The standard requires proof of risk assessment and documentation of the steps taken to avoid systematic and random errors in functional systems in product development. This might include the inclusion of such things as redundant systems. Osajda's initial position was that the standard, with its classifications of A, B, C and D levels of automotive safety integrity levels, takes a system-level view of safety in road vehicles. "It is a system architecture thing," he said. Schmid's interpretation was different. "Sales into automotive requires that MEMS makers change the way they develop and manufacture," he said. One of the main requirements is the documentation assembled during the MEMS design process to prove that safety has been considered and the measures that have been taken and that can be passed downstream to the tier-1 and on to the automobile maker. Some car makers have reportedly been asking for ISO26262 compliance since early 2011 although most silicon and software, developed before the publishing of the standard, is inherently non-compliant. Schmid said that MEMS makers must respond if they want to sell to tier-1s. Other concerns raised from the floor included that visual sensors would replace inertial MEMS as image sensors together with software can be better at analyzing dangerous situations ahead of impacts and helping with avoidance. Schmid tried to relieve some concern by making it clear there is room for a wealth of sensors in Continental systems "Think of your human senses. Your eyes didn't cannibalize your ears."