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cave3NSF Center for Advanced Vehicle and Extreme Environment Electronics
Automotive Electronics in Extreme Environments
Pradeep LallMacFarlane Endowed Professor and Director
Auburn UniversityNSF‐CAVE3 Electronics Research Center
Auburn, AL 36849Tele: (334)844‐3424
E‐mail: [email protected]
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cave3NSF Center for Advanced Vehicle and Extreme Environment Electronics
cave3
cave.auburn.eduEmail: [email protected]
Tele: (334) 844-3424
A National Science Foundation CenterAutomotive Companies
iceda.com
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cave3NSF Center for Advanced Vehicle and Extreme Environment Electronics
cave3
Component Reliability and Prognostic Health
Management Systems
Chip‐Level Interconnects, Flip‐Chip and Underfills Connectors,
System‐Level Interconnects and
Wear Mechanisms
Harsh Electronics Systems and
Manufacturing
LeadfreeSolders Alloys Constitutive and Wetting Behavior
Flexible Hybrid Electronics
CAVE3 Facts
Started in 1999 Located on Auburn University
Campus Phase‐III NSF‐Center Research Focus on Harsh Envts 17‐Faculty (Engr & Sciences) 53‐Students 15‐Laboratories
cave3
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cave3NSF Center for Advanced Vehicle and Extreme Environment Electronics
cave3
2002CAVE3 Responsible for extracting infield modules with upto 175,000 miles on the odometer to develop revised qualification guidelines for thermal cycling for 1000 cycles down from 3000 cycles.
CAVE3 TV‐3C MODULE
2003CAVE3 Responsible for proving use of large BGAs in automotive modules on metal‐backed substrates.
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cave3NSF Center for Advanced Vehicle and Extreme Environment Electronics
Traditional Automotive Electronic Systems
Johnson, et.al., The Changing Automotive Environment:High-Temperature Electronics, IEEE Transactions On Electronics Packaging Manufacturing, Vol. 27, No. 3, July 2004
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cave3NSF Center for Advanced Vehicle and Extreme Environment Electronics
Driving Assists•Antilock Braking System•Traction Control System•Park Distance Controls•Power steering•Power braking•Electronic Stabilization Programme
•Adaptive Cruise Control•Electronic Brake Force Distribution
• Rain Sensors
Core-Functionality Systems Enabled by Electronics
Safety Systems•Airbags• Emergency Braking System • Early Crash Sensors• Brake Disc Wipers• Active Rollover Protection System
Navigation & Communication• GPS• Parking assist
Engine Control•ECUs•Electronic Fuel Injection•Powertrain Control Module
Propulsion Systems• Hybrid Engines• Regenerative Braking
Image Courtesy: Actel Corporation
Source: Actel pioneering new markets for FPGAs in automobiles, EE TIMES
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cave3NSF Center for Advanced Vehicle and Extreme Environment Electronics
Courtesy of IDTechEx, Flexible and Printed Electronics in the Automotive Industry, Feb 17, 2016
Flexible Electronics in Automotive Applications
Ref: The future is flexible in the automotive world, SmartKem, 2016
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cave3NSF Center for Advanced Vehicle and Extreme Environment Electronics
How Google is shaping the rules of the driverless road, Paul Ingrassia, Alexandria Sage and David Shepardson, Reuters, April 26, 2016
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cave3NSF Center for Advanced Vehicle and Extreme Environment Electronics
Automotive Temperature Extremes
R. Thompson, Proc. SMTA/CAVE Workshop Harsh Environment Electronics, Dearborn, MI, Jun. 24–25, 2003
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cave3NSF Center for Advanced Vehicle and Extreme Environment Electronics
Automotive Temperature Extremes
Johnson, et.al., The Changing Automotive Environment:High-Temperature Electronics, IEEE Transactions On Electronics Packaging Manufacturing, Vol. 27, No. 3, July 2004
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cave3NSF Center for Advanced Vehicle and Extreme Environment Electronics
Automotive Operational Temperatures
R. Thompson, Proc. SMTA/CAVE Workshop Harsh Environment Electronics, Dearborn, MI, Jun. 24–25, 2003
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cave3NSF Center for Advanced Vehicle and Extreme Environment Electronics
R. Thompson, Proc. SMTA/CAVE Workshop Harsh Environment Electronics, Dearborn, MI, Jun. 24–25, 2003
Automotive Operational Temperatures
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cave3NSF Center for Advanced Vehicle and Extreme Environment Electronics
C. Larner, Proc. Issues of Defining and Designing for the High Temperature Automotive Electronics Environment, SMTA/CAVE Workshop Harsh Environment Electronics, Dearborn, MI, Jun. 24–25, 2003
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cave3NSF Center for Advanced Vehicle and Extreme Environment Electronics
C. Larner, Proc. Issues of Defining and Designing for the High Temperature Automotive Electronics Environment, SMTA/CAVE Workshop Harsh Environment Electronics, Dearborn, MI, Jun. 24–25, 2003
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cave3NSF Center for Advanced Vehicle and Extreme Environment Electronics
Component Challenges for Automotive Electronics• Most common automotive packages: SOIC, TSSOP, SOT, TQFP, and QFN (growing)
• Traditional challenges still exist around 150C/Grade 0 reliability• Materials: metallurgy, delamination, board level reliability• Thermal: max temperature, usage profiles, overtemp protection
• New challenges anticipated• Higher voltage & isolation• Lead free materials• New electrical current paths
• Change is complex• When is a new technology “automotive ready”?• What are the true standards and requirements?
Ref: Romig, M., IPACK2017‐74398
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cave3NSF Center for Advanced Vehicle and Extreme Environment Electronics
M. Hundt, Improved Reliability of Gold to Aluminum Bonding in Plastic Packages for High Temperature, High Current Applications, Proc. SMTA/CAVE Workshop Harsh Environment Electronics, Dearborn, MI, Jun. 24–25, 2003
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cave3NSF Center for Advanced Vehicle and Extreme Environment Electronics
Transition to Cu WB and Ag WB
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cave3NSF Center for Advanced Vehicle and Extreme Environment Electronics
Crack Initiation and Propagation@175C Crack initiation
Crack Propagation
Complete Cracking
Continuous IMC formation, crack expansion
1128 Hrs
1176 Hrs
1224 Hrs
1272 Hrs
1320 Hrs
1368 Hrs
Oxidation of Cu‐Al intermetallics during operation at high temperature and high humidity may cause oxidation of IMC, followed by crack initiation, and eventual failure.
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cave3NSF Center for Advanced Vehicle and Extreme Environment Electronics
Tensile Stress Compressive Stress
Problem: Rapid Assessment of Propensity for Tin Whisker Formation in Platings
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cave3NSF Center for Advanced Vehicle and Extreme Environment Electronics
0
20
40
60
80
100
0 0.005 0.01 0.015 0.02
σ yy
(MPa
)
ϵyy
SAC105 30 DaysAging at 25C
30 DAYS @ 25C + 10/sec @ 25C30 DAYS @ 25C + 35/sec @ 25C30 DAYS @ 25C + 50/sec @ 25C30 DAYS @ 25C + 75/sec @ 25C
Problem: Measure High Strain-Rate Properties of SAC Alloys at Strain Rate of 1-100 sec-1
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cave3NSF Center for Advanced Vehicle and Extreme Environment Electronics
Time, t (sec)0 2000 4000 6000 8000
Stra
in,
0.00
0.02
0.04
0.06
0.08
As Reflowed100 oC, 0.5 Months100 oC, 1 Month100 oC, 2 Months100 oC, 3 Months100 oC, 4 Months100 oC, 5 Months100 oC, 6 Months
Aging Conditions
SAC 205, RFT = 25 oC = 15 MPa
CREEPExample Data – Aging at 100 oC
SAC205
Increasing Aging Time
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cave3NSF Center for Advanced Vehicle and Extreme Environment Electronics
CREEP RATEEffects of Aging ‐ SAC105
Aging Time (months)
0 1 2 3 4 5 6
Stra
in R
ate
(sec
-1)
10-10
10-9
10-8
10-7
10-6
10-5
10-4
10-3
10-2
10-1
Aging at RTAging at 50 oCAging at 75 oCAging at 100 oCAging at 125 oC
SAC105, RFT = 25 oC = 15 MPa
SAC105CreepRange
Cross-Over Points
Tin-LeadCreepRange
The Time Duration Before the Cross‐Over Depends on the Composition of the SAC Alloy and the Aging Temperature. Increased Silver Content Increases the Aging Time Required Before the Cross‐Over Occurs.
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cave3NSF Center for Advanced Vehicle and Extreme Environment Electronics
Wire Harnesses in Automobiles
It Takes a Lot of Wiring to Keep a Modern Vehicle Moving (Witness this Bentley’s Harness), J. P. Huffman, Car and Driver, May 23, 2016.Fewer Wires, Lighter Cars, Kathy Pretz, The Institute, 12 April 2013
“About 50 MCUs are found in mid‐priced cars, almost 140 in high‐end models. This cabling—and the harnesses involved—makes up the third heaviest and costliest component in a car, right behind the chassis and engine…. and with more features being added each new model year, the harnesses are getting bigger and heavier. The average is now about 100 kilograms”
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cave3NSF Center for Advanced Vehicle and Extreme Environment Electronics
In-Mold Electronics
ApplicationsControls in automobiles and domestic appliances.
AdvantagesBy removing bulky physical switches, significant cost and weight savings can be achieved.
Ref: Courtesy of DuPont
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cave3NSF Center for Advanced Vehicle and Extreme Environment Electronics
Engine Control Module
Reference: Toyota Electronic Throttle Webinar, March 12, 2010
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cave3NSF Center for Advanced Vehicle and Extreme Environment Electronics
On-Board Diagnostics
OBD‐II Connector and Fault Codes Explained, Kiril Mucevski, May 12, 2015
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cave3NSF Center for Advanced Vehicle and Extreme Environment Electronics
Overview of Prognostic Health Management for Systems @CAVE3
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cave3NSF Center for Advanced Vehicle and Extreme Environment Electronics
t = 0, 1, 2, 3, …… …………………T-1, T, T+1,…………….
Shock and Vibration
Feature Extraction and Damage Assessment
MultipleSensor Data
System Self-Load
Damage Pre-Cursors
Physics-Based Models
ConditionDiagnosis
DamageProgression
Remaining Useful Life
Shock and Vibration
Feature Extraction and Damage Assessment
MultipleSensor Data
System Self-Load
Damage Pre-Cursors
Physics-Based Models
ConditionDiagnosis
DamageProgression
Remaining Useful Life
Thermo-mechanics
Interrogation of Latent Damage
Leading Indicators of Failure
Unknown Usage Profile
Redeployment Decisions
Damage Progression
Thermo-mechanics
Interrogation of Latent Damage
Leading Indicators of Failure
Unknown Usage Profile
Redeployment Decisions
Damage Progression
cave3 Prognostics Framework
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cave3NSF Center for Advanced Vehicle and Extreme Environment Electronics
Kalman Filter Based RUL
2 2.5 3 3.5 4 4.5 5 5.53.1
3.11
3.12
3.13
Res
ista
nce
[ohm
]
Time =2.7259 [Hr]
2 3 4 5 6 7 8 9 103.1
3.11
3.12
3.13
RULpredicted= 7.6776 RULactual= 2.9917
Time [Hrs]
Res
ista
nce
[ohm
]
2 2.5 3 3.5 4 4.5 5 5.53.1
3.11
3.12
3.13
Res
ista
nce
[ohm
]
Time =3.3754 [Hr]
2 3 4 5 6 73.1
3.11
3.12
3.13
RULpredicted= 3.8166 RULactual= 2.3422
Time [Hrs]
Res
ista
nce
[ohm
]2 2.5 3 3.5 4 4.5 5 5.5
3.1
3.11
3.12
3.13
Res
ista
nce
[ohm
]
Time =4.025 [Hr]
2 2.5 3 3.5 4 4.5 5 5.53.1
3.11
3.12
3.13
RULpredicted= 1.8812 RULactual= 1.6926
Time [Hrs]
Res
ista
nce
[ohm
]
Problem: Remaining Useful Life Assessment of Board Assembly Under Vibration @CAVE3
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cave3NSF Center for Advanced Vehicle and Extreme Environment Electronics
Problem: Prognostication of PBGA Assembly Anomalies and Fault Mode Classification @CAVE3
Karhunen Loéve Transform
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cave3NSF Center for Advanced Vehicle and Extreme Environment Electronics
Battery Technology in EV
Battery in a Tesla S Model chassis. The 85kWh battery has 7,616 type 18650 cells in parallel/serial configuration.Source: Tesla Motors
Reference: BU‐1003: Electric Vehicle (EV), http://batteryuniversity.com/learn/article/electric_vehicle_ev
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cave3NSF Center for Advanced Vehicle and Extreme Environment Electronics
Driving range as a function of battery performance. A new EV battery only charges to about 80% and discharges to 30%. As the battery ages, more of the usable battery bandwidth is demanded, which will result in increased stress and enhanced aging
Battery Technology in EV
Reference: BU‐1003: Electric Vehicle (EV), http://batteryuniversity.com/learn/article/electric_vehicle_ev
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cave3NSF Center for Advanced Vehicle and Extreme Environment Electronics
Prognostication of SOC for Batteries @CAVE3
Work StationNI Labview
Environment
Environmental Chamber
Lithium Battery
Source Meter
Load
Charge ProfileControl Signal
Discharge ProfileControl Signal
Selection Signal
Temperatureof the Battery
Voltageof the Battery
Current of theBattery
Data Logger
Current Transducer
Uc Vref Vout
5V 2. 5V
Ref: Lall, P., Zhang, H., Survivability and Remaining Useful Life Assessment of Flexible Batteries in Wearable Electronics, Proceedings of the FlexTech Conference, Monterrey, CA, Feb 28-Mar 4, 2016
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cave3NSF Center for Advanced Vehicle and Extreme Environment Electronics
Effect of Environment on SOC
Battery Capacity and Normalized Capacity
-0.2
0
0.2
0.4
0.6
0.8
1
1.2
0 50 100 150 200 250
Nor
mal
ized
Cap
acity
Cycle
Normalized Capacity vs Cycle Number at Different Test Condition
40C Normalized Capacity
25C Normalized Capacity
25C Normalized Capacity With Bending
40C button Normalized Capacity
25C Button Normalized Capacity
Ref: Lall, P., Zhang, H., Survivability and Remaining Useful Life Assessment of Flexible Batteries in Wearable Electronics, Proceedings of the FlexTech Conference, Monterrey, CA, Feb 28-Mar 4, 2016
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cave3NSF Center for Advanced Vehicle and Extreme Environment Electronics
Summary and Conclusions
• Proliferation of electronics in automotive platforms requires the survivability assurance of advanced semiconductor packaging in harsh environments.
• Mitigation of risk with the use of new material, interface and assembly architectures requires design of damage tolerant structures in addition to advancements in understanding of failure mechanisms and acceleration factors.
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