 Hello, my name is Alfredo Arno and I'm Product Marketing Manager for PowerDiscrete Products and Module Automotive in North America. I will provide any presentation of our City Concrete Traction Inverter System Design made by ST for Immobility. Brief overview of this presentation. We will describe the main power blocks involved in Immobility. We will explain the key benefits of using silicon carbide in traction inverter. We will go over the main features and explanation of the full system power board for traction inverter made by ST. Ok, so let's look at the basic block diagram of an electric vehicle. The core of the electric vehicle is the large high voltage battery needed to store power and to provide power. The battery is a DC-DC power block, it takes DC in to be charged and takes DC out to deliver the power. The first power conversion happens in the traction inverter. We need an inverter to convert the DC power from the battery into AC to spin the motor. The second power conversion happens during charging. If we plug in the car to the AC outlet, we have an onboard charger that converts the AC into DC. The power of the onboard charger will set the charging time of the battery. The higher the power, the shorter the time. The fastest charging occurs by using large converters outside of the car which are becoming part of the electric vehicle ecosystem. Other conversion happens in the car with other DC-DC converters. City-concarbide MOSFETs and diodes have been investigated in these blocks to exploit the extreme power density and lower losses in the challenging power conversion that is happening in the electric vehicle due to the high power, high voltage and small space involved. Speaking of the inverter block, here you can see a very simple schematic that shows how a three-phase inverter is done with six switches. We have three legs and then two switches per leg, the high side switch and the low side switch. The amount of power transistor we have in a three-phase inverter is a multiplier of six. Since we can use transistor impaler for each position to achieve the target power which translates into current that the switch needs to sustain at the different loads. The city-concarbide MOSFETs voltage ratings depends on the bus voltage, which is typically the voltage of the battery. For 400 volts bus DC, we will use 650 volts or 750 volts rated transistors. For 700 to 800 volts bus, we will use two 100 volts rated transistors. The higher the voltage, the more favorable city-concarbide benefits are compared to silicon. This is an important chart. Let's look at this case of a traction inverter, 10 kilohertz switching, running from 800 volts DC pass. We have sides one model with server IGPT plus diode impaler per switch to meet the power required by the high working load, the 100%. And we have sides the other model with city-concarbide to meet the same high load power requirement. In other words, both city-concarbide and IGPT, in this case, they will give approximately the same peak power. So in this case, we can see that overall the losses are much lower for city-concarbide, about 50% lower at 100% load. And indeed, you can see that the connection losses are almost the same. That's because we sides both solutions for the same peak power. The most significant benefits are coming from the switching losses, and especially at lower load, which represents a typical driving cycle of the electric vehicle. At lower load, the power losses are reduced by 80%, meaning that I am taking the least power possible from the battery and improving the mileage range per battery charge of the vehicle. That is the first benefit that everybody involving electric vehicle are looking for, from consumer to car makers. The second, in this case, is that we can also reduce the sides of the cooling system, which is sides to dissipate the maximum power at 100% load. The power losses considerations we just did can be visualized in this light. If we target the same peak power of the traction inverter, and we make now the two cases for electric vehicle with 400 volts, 800 volts DC bus, we can calculate that it will require much smaller die area to provide the same peak power. About three times smaller die area for silicon carbide solution of inverter 400 volts DC bus, and five times smaller die area for silicon carbide solution of inverter 700 volts. Because of the lower power losses, silicon carbide method will have 2-4% improved efficiency in the 400 volts vehicle, and drastically 4-8% for 700 volts vehicle. This will turn into longer range, as we said before, of the vehicle per battery charge. That really depends on the motor and the car itself, but it would be significant. Another way to look at the lower losses and higher power density of silicon carbide is to look at the power achievable in the same footprint. As we said, the die area is significantly smaller for silicon carbide, which means we can put more die area in the package and achieve higher peak power. In this raw map-like picture, you can see we can achieve more power with silicon carbide Gen2 SD, and even higher power with the new coming Gen3 silicon carbide with lower argons on the area versus IGP model. The great power density and efficiency of a silicon carbide that we have mentioned in the previous slides can be tested and verified with the traction inverter 4-system evaluation board developed by SD. In a nutshell, this system of boards represents a very compact high-power motor drive. It can run the motor of an electric vehicle from 400 volts DC and 700 to 800 volts DC bus. The system is comprehensive and includes the driving board and motor control. The block diagram of the power evaluation board is shown in the middle of the slide, which is also the block diagram of the traction inverter. The power module is shown on the left side and in the central part of the diagram. It is a six pack, meaning that we have three legs, as we mentioned before, with all the power switches for the high side and low side in silicon carbide. Inside the module, there are silicon carbide dies in parallel per switch to achieve the current rating that we need for each switch. We have two versions, 200 volts and 750 volts silicon carbide for 700 volts and 400 volts DC bus testing. As you can see on the module, we have two sides. The top sides of the module include the press fit pin for driving the gate of the MOSFET. And the bottom is the cooling plate and you can see the fins that can contact with the liquid cooling in the chamber for direct cooling system. Finally, also on the same chart on the left, you can see the testing data of the efficiency at very low level showing the much better efficiency of the silicon carbide at all loads, as we mentioned before. The system to be tested, as we said, is a comprehensive everything, also includes the gate driving board, you can see on the right, with six isolated gate drivers, which is press fitted on top of the power module and handles the driving on the power switches including safety features which are embedded in SDGAP and the L95 drivers. On top, there is the microcontroller board and the DC-DC power supply. The microcontroller board with a microprocessor that handles the firmware for the motor control. Here in this final drive, you can see better the stack up of the ASPAC drive module from the bottom, the driving board on top and the DC-DC board including the motor control board with the microcontroller. The kit comes also with the water cooling case. You can see a side view of it and the connection, you can see the connection for the cooling pump that will circulate the cooling liquid in and out of the cooling chamber. With this evaluation kit, our customer can finally test silicone carbide MOSFETs and benefits in traction inverter mode. The only thing needed is the external DC capacitor and the pump for circulating the cooling system, as we said. Also, this is very important for SD because we testing as a full system, we can develop better components. The key products included in the system starting from the power module are the ADP86012W2 which has a silicone carbide switch, 1200 volts, 3.5 million in 6-pack for a 700 volt system, as we said before. The ADP575W2 has an alternative module which is a 750 volts lower, this on of course 2 million switch for 400 volts system testing. The gate driving board again includes the SDGAP or the L95 both are automatic grade isolated gate drivers. Also, ASOLD capable. The DCDC is including the A7986, the A6902 regulators, switching regulators for the DCDC as we said. While the control board has the SPC58, 32-bit automatic grade MCU, including the motor control system, ASOLD capable. All other functions of course are populated like CVS and diodes are also included in the board. Thank you for listening to this presentation and welcome to visit SD.com for further information.