Tesla’s Shanghai factory has reportedly initiated layoffs among its battery assembly workforce. Industry sources suggest that the majority of the layoffs will affect employees in the first phase of battery assembly, with the reduction expected to exceed 50%. While most of the affected individuals will be offered compensation through negotiations, a small number will be reassigned to other positions. Additionally, the equipment in the first phase of battery assembly will either be dismantled or relocated.

From a production capacity standpoint, Tesla’s Shanghai factory currently operates at a capacity of approximately 100,000 vehicles per month. In order to maintain product scarcity and brand image, the output is expected to be controlled within the range of 75% to 85%.

According to TrendForce’s understanding, the layoffs in the first phase of battery assembly are expected to be related to US government policies. The US government has imposed restrictions on subsidizing batteries imported from China and requires the use of locally manufactured batteries. As a result, export orders for batteries from Tesla’s Shanghai factory have been cut, leading to excess production capacity. Tesla, known for its efficiency-driven corporate culture, is intolerant of resource wastage.

On another note, the reduction in capacity and production volume of the first phase of battery assembly by Tesla may indicate preparations for transferring some of the capacity to the United States. By completing the battery pack manufacturing process in the United States, Tesla aims to increase the proportion of the value chain related to battery production in the US, in order to qualify for the full subsidy of USD 7,500 per vehicle in the United States.

(Photo credit: Tesla)

From foundational propulsion systems to cutting-edge autonomous driving, new technologies in modern electric vehicles(EVs) are increasingly leaning on advanced PCBs.

In a state-of-the-art electric vehicle, chips on PCB control a broad range of functions from safety alerts to convenience systems. As additional components like communication, camera, sensor, and battery charging modules join the network, the collective value of PCB is set to rise dramatically.

TrendForce’s study suggests that electric vehicle penetration was at 18% of the global vehicle sales of 80.98 million in 2022. By 2026, it’s estimated to climb to 41% of 92.85 million global vehicle sales. This surge is expected to propel automotive PCB production value from $9.2 billion in 2022 to $14.5 billion in 2026, a 12% CAGR.

Notably, it’s not just quantity but also the average value per vehicle that’s seeing significant growth in PCB use. The rising battery capacity continues to drive PCB usage growth. The average PCB value for an all-electric vehicle is estimated to be a hefty 5 to 6 times that of a traditional gas-powered car. Key contributors to this are Battery Management Systems (BMS) and autonomous driving systems, which are greatly enhancing the overall worth of automotive PCBs.

BMS Embraces FPC as Standard

The electric control system, which makes up over half the value of a vehicle’s PCB, is now experiencing a technical transformation. One of the significant factors affecting the widespread adoption of EVs has been ‘range anxiety.’ Beyond enhancing battery energy density and increasing charging infrastructure, there’s a critical objective to lighten vehicles.

This focus is particularly relevant to the battery, which comprises a third of an electric vehicle’s weight.

In the key BMS systems, the use of FPCs (Flexible Printed Circuits) to replace traditional wiring harnesses is considered a major solution, mainly because FPCs reduce weight and space usage by more than 50% compared to harnesses and also perform better in terms of heat dissipation and design flexibility.

Based on a rough estimate, a mainstream vehicle battery pack requires 7 to 12 battery modules, each including 1 to 2 FPCs, putting the overall value of FPCs at approximately $60 to $210.

Currently, FPCs have a penetration rate of about 20% in BMS. However, as major automotive battery manufacturers like Tesla, CATL, and BYD continue to adopt and set FPCs as the mainstream specification, it is expected that by 2026, the proportion of FPC usage will reach 80%, further enhancing the PCB value content in the electrical control system.

Autonomous Vehicles to Fuel the HDI Demand

Advancements in autonomous driving technology are leading to an increased need for PCBs due to the rise in in-vehicle cameras and radar. Key applications like millimeter-wave radars and LiDAR necessitate advanced PCBs as carriers.

It is said that Tesla may reintroduce millimeter-wave radar, highlighting that this technology remains an indispensable component of autonomous vehicles. The PCB layer count for mainstream 77GHz millimeter-wave radar reaches 8 layers, adopting high-frequency CCLs.

The precision of LiDAR is about ten times that of millimeter-wave radar, which allows for accurate 3D modeling of information about the external environment of the vehicle, hence it is mainly used in L3 and above-level vehicles.

LiDAR primarily uses HDI (High-Density Interconnector), with each LiDAR module requiring about 4 PCBs. Compared to traditional 4 to 8-layer in-vehicle PCBs, the price of HDI is more than three times higher.

For Level 3 and above autonomous systems fitted with LIDAR, the HDIs used can cost tens of dollars. Although LiDAR’s adoption rate is currently slow due to regulatory and technical barriers, its high value offers significant potential for related components.

Another emerging trend is the development of smart cockpits, which comprise the Cockpit Domain Controller (CDC), in-vehicle infotainment system, driver information display system, Head-Up Display (HUD), dashcam, and so on. As the functions become more complex, there is a need for PCBs with higher wiring density and narrower line width and spacing, which will further drive the demand for HDI boards.

In summary, the incorporation of high-value PCBs in both the BMS and autonomous driving systems is still in its infancy. As cars become more intelligent and aim to serve as a ‘third living space,’ we can expect more innovative applications in the automotive industry, thereby providing exciting opportunities for the PCB sector.

AI Chips and High-Performance Computing (HPC) have been continuously shaking up the entire supply chain, with CoWoS packaging technology being the latest area to experience the tremors.

In the previous piece, “HBM and 2.5D Packaging: the Essential Backbone Behind AI Server,” we discovered that the leading AI chip players, Nvidia and AMD, have been dedicated users of TSMC’s CoWoS technology. Much of the groundbreaking tech used in their flagship product series – such as Nvidia’s A100 and H100, and AMD’s Instinct MI250X and MI300 – have their roots in TSMC’s CoWoS tech.

However, with AI’s exponential growth, chip demand from not just Nvidia and AMD has skyrocketed, but other giants like Google and Amazon are also catching up in the AI field, bringing an onslaught of chip demand. The surge of orders is already testing the limits of TSMC’s CoWoS capacity. While TSMC is planning to increase its production in the latter half of 2023, there’s a snag – the lead time of the packaging equipment is proving to be a bottleneck, severely curtailing the pace of this necessary capacity expansion.

Nvidia Shakes the foundation of the CoWoS Supply Chain

In these times of booming demand, maintaining a stable supply is viewed as the primary goal for chipmakers, including Nvidia. While TSMC is struggling to keep up with customer needs, other chipmakers are starting to tweak their outsourcing strategies, moving towards a more diversified supply chain model. This shift is now opening opportunities for other foundries and OSATs.

Interestingly, in this reshuffling of the supply chain, UMC (United Microelectronics Corporation) is reportedly becoming one of Nvidia’s key partners in the interposer sector for the first time, with plans for capacity expansion on the horizon.

From a technical viewpoint, interposer has always been the cornerstone of TSMC’s CoWoS process and technology progression. As the interposer area enlarges, it allows for more memory stack particles and core components to be integrated. This is crucial for increasingly complex multi-chip designs, underscoring Nvidia’s intention to support UMC as a backup resource to safeguard supply continuity.

Meanwhile, as Nvidia secures production capacity, it is observed that the two leading OSAT companies, Amkor and SPIL (as part of ASE), are establishing themselves in the Chip-on-Wafer (CoW) and Wafer-on-Substrate (WoS) processes.

The ASE Group is no stranger to the 2.5D packaging arena. It unveiled its proprietary 2.5D packaging tech as early as 2017, a technology capable of integrating core computational elements and High Bandwidth Memory (HBM) onto the silicon interposer. This approach was once utilized in AMD’s MI200 series server GPU. Also under the ASE Group umbrella, SPIL boasts unique Fan-Out Embedded Bridge (FO-EB) technology. Bypassing silicon interposers, the platform leverages silicon bridges and redistribution layers (RDL) for integration, which provides ASE another competitive edge.

Could Samsung’s Turnkey Service Break New Ground?

In the shifting landscape of the supply chain, the Samsung Device Solutions division’s turnkey service, spanning from foundry operations to Advanced Package (AVP), stands out as an emerging player that can’t be ignored.

After its 2018 split, Samsung Foundry started taking orders beyond System LSI for business stability. In 2023, the AVP department, initially serving Samsung’s memory and foundry businesses, has also expanded its reach to external clients.

Our research indicates that Samsung’s AVP division is making aggressive strides into the AI field. Currently in active talks with key customers in the U.S. and China, Samsung is positioning its foundry-to-packaging turnkey solutions and standalone advanced packaging processes as viable, mature options.

In terms of technology roadmap, Samsung has invested significantly in 2.5D packaging R&D. Mirroring TSMC, the company launched two 2.5D packaging technologies in 2021: the I-Cube4, capable of integrating four HBM stacks and one core component onto a silicon interposer, and the H-Cube, designed to extend packaging area by integrating HDI PCB beneath the ABF substrate, primarily for designs incorporating six or more HBM stack particles.

Besides, recognizing Japan’s dominance in packaging materials and technologies, Samsung recently launched a R&D center there to swiftly upscale its AVP business.

Given all these circumstances, it seems to be only a matter of time before Samsung carves out its own significant share in the AI chip market. Despite TSMC’s industry dominance and pivotal role in AI chip advancements, the rising demand for advanced packaging is set to undeniably reshape supply chain dynamics and the future of the semiconductor industry.

(Source: Nvidia)

According to TrendForce’s “2023 GaN Power Semiconductor Market Analysis Report – Part 1,” the global GaN power device market is projected to grow from $180 million in 2022 to $1.33 billion in 2026, with a compound annual growth rate of 65%.

The development of the GaN power device market is primarily driven by consumer electronics, with a focus on fast chargers as the core application. Other consumer electronic scenarios include Class D audio and wireless charging.

However, many manufacturers have already shifted their focus to the industrial market, with data centers being a key application. ChatGPT has sparked a wave of AI cloud server deployment, and GaN technology will help data centers reduce operating costs and improve server efficiency.

Simultaneously, the automotive market is also gaining attention, as OEMs and Tier 1 suppliers recognize the potential of GaN. It is expected that by around 2025, GaN will gradually penetrate low-power onboard chargers (OBC) and DC-DC converters. Looking further ahead to 2030, OEMs may consider incorporating GaN technology into traction inverters.

In terms of market competition, based on GaN power device business revenue, Power Integrations ranked first in 2022. The company has been leading the high-voltage market’s development since 2018, and its excellent GaN integrated solutions have gained wide market recognition. Other leading manufacturers include Navitas, Innosic, EPC, GaN Systems, and Transphorm.

Additionally, the industry paid attention to the acquisition of GaN Systems by Infineon. According to TrendForce’s statistics, the combined market share of both companies was approximately 15% in 2022.

Turning to the supply chain, as mentioned earlier, the development of the GaN power device market will be driven by consumer electronics for a long time. Therefore, the industry must pursue scale and low cost, necessitating the expansion of wafer sizes. Currently, mainstream GaN power wafers still rely on 6-inch silicon substrates, with only Innosic, X-FAB, and VIS offering 8-inch options. With a positive outlook for the long-term development of the GaN power market, several wafer manufacturers have announced plans to shift to 8-inch wafers in the coming years, including Infineon, STMicroelectronics, TSMC, and others.

Furthermore, Samsung recently announced its entry into the 8-inch market and plans to provide foundry services starting from 2025, a development worth industry attention.

(Photo credit: Navitas)

Toyota announced during a technical conference on June 13, 2023, that Toyota has identified suitable materials to commercialize solid-state battery technology around 2027-2028, intending to introduce new energy vehicles powered by these batteries to the market.

Out of the 2.17 million electric vehicles (including BEV, PHEV, HEV, FCV) sold by Toyota in 2022, BEVs accounted for less than 1%, indicating a significant lag behind its competitors in the BEV sector. However, Toyota possesses over 100 solid-state battery patents and showcased a solid-state battery prototype as early as 2020, finally catching up in the solid-state battery race.

According to TrendForce’s analysis, current new energy vehicles primarily use nickel-cobalt-manganese (NCM) or lithium iron phosphate (LFP) as cathode materials, and graphite as anode material. NCM batteries offer higher energy density, with a system limit of around 250-260Wh/kg, but come with higher costs and a risk of thermal runaway. On the other hand, although LFP batteries are safer, less prone to thermal runaway, and more cost-effective, their energy density is significantly lower than that of NCM, with a system limit of approximately 160-170Wh/kg.

To achieve energy densities surpassing 300Wh/kg and reaching the 400-500Wh/kg target, lithium batteries will primarily focus on adjusting anode materials in the future. This includes incorporating higher-capacity materials such as silicon oxide, silicon carbon, or metallic lithium to increase the capacity of individual battery cells. However, using these high-activity anode materials in combination with traditional liquid electrolytes carries a higher risk of triggering thermal runaway during the charging and discharging processes.

In contrast, solid-state electrolytes provide structural stability, effectively preventing short circuits in batteries. By removing the separator film, solid-state batteries achieve a more compact size and higher energy density compared to liquid lithium batteries. In summary, solid-state batteries solve the challenge of balancing safety and energy density that traditional lithium batteries face, making them the most promising battery solution for future new energy vehicles.

However, during the development of solid-state battery technology, Toyota encountered an increase in interface impedance and a decrease in electrode-electrolyte adhesion due to the transition from liquid to solid electrolytes. These issues lead to battery capacity decline and affect cycle life, posing one of the many technical challenges in the current development of solid-state batteries.

Considering the difficulties involved, some battery manufacturers have shifted their focus to semi-solid-state batteries, such as CATL and Welion. Given Toyota’s current reliance on Chinese liquid battery technology for their development of solid-state batteries, it seems like a formidable task to achieve a breakthrough. Even if they overcome these challenges, the ability to replicate the success from the lab to actual vehicles remains uncertain.

Nevertheless, considering Toyota’s current situation, it may be more reasonable to place their bet on solid-state batteries rather than persistently chasing after the liquid battery sector. Although this strategic move carries high risks, it represents Toyota’s best and potentially last opportunity for overtaking competitors in the new energy vehicle field.

(Photo credit: Toyota Motor Corporation)