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26 The PCB Design Magazine • September 2015 therefore, electronics sub-assemblies have had to follow the same management requirements, directives and rules governing other parts of the automotive manufacturing process. But in this past decade, we have seen the effects of the gradual growth of issues with electronics sys- tems, with recalls caused by safety issues that cost automotive manufacturers millions of dol- lars. Electronics within an automotive environ- ment today requires a new approach to ensure a higher level of quality perfection. Traditionally, traceability in the automobile industry was invented to identify, in the case of a market problem occurring, the precise scope of cars that were potentially affected by the issue, to reduce the exposure and cost if a recall had to be made, limiting the damage and erosion of brand confidence in the market. As more safety- critical applications with the potential of new problems are becoming ubiquitous in today's vehicles, such as air-bags, breaking and stability systems, and more recently radar control, mil- lions of cars and their drivers can be affected by issues related to electronics. The trend to install more sophisticated elec- tronics into vehicles is set to continue to in- crease rapidly. Pretty much every aspect of the driving experience is now associated with elec- tronics. Several computers are involved just to keep the engine running. Maneuvers that seem to defy the laws of physics are now possible us- ing sophisticated monitoring and control of suspension, braking, and traction systems. Instrumentation has also changed with elec- tronics—LCD panels that replace mechanical gauges, heads-up displays, trip computers, and automated warnings of blown bulbs and fuses, wipers, lights are all there to assist the driver. Navigation systems, telephones, and high-end sound systems are all commonly part of the cus- tomers' options list. Cameras and sensor-based systems have progressed to the point where even the family car can now park itself. Cars can also now brake automatically to avoid colli- sions with the addition of radar. A long time ago, most vehicle manufactur- ers stopped making their own sub-assemblies and outsourced them to specialist companies who have ended up making most of the extend- ed components that go into making a vehicle, especially the electronic ones. For the sake of efficiency and quality, manufacturers agreed between themselves and their suppliers on the standardization of many quality management and manufacturing practices, requiring the sup- pliers then to comply with those standards. And over the years, a close relationship between electronics suppliers and vehicle manufacturers developed. The requirements for conformance of op- eration in automotive components, especially in critical areas such as air bags and engine management systems, became stricter as con- cerns for safety and reliability of new technolo- gies grew. Electronic component manufactur- ers were faced with weeks of preparation and testing of products manufactured on any in- dividual production line. Only when products manufactured on sample runs were fully tested and approved by their customer, as part of a qualification process, would actual production be allowed to start. Once started, the produc- tion processes could not be changed in any way whatsoever—to do so would mean that the en- tire configuration would have to again be tested and approved, which could take several more weeks. This system didn't allow much flexibil- ity to remove potential losses or inefficiencies in the manufacturing processes. As a result, some of these manufacturing lines ran for many years, most of the time not running at anything near peak capacity, creat- ing a lot of waste. Details of materials and pro- " cameras and sensor-based systems have progressed to the point where even the family car can now park itself. cars can also now brake automatically to avoid collisions with the addition of radar. " feature BEING CoMPETITIvE IN AuToMoTIvE ElECTRoNICS MANuFACTuRING