 Hello, welcome to CS 2020. My name is Alfredo Arno and I'm Marketing Manager of Power Products Discrete Automotive in North America. The first power conversion block that we see in electric vehicles is the traction inverter. We need a traction inverter in order to convert the DC power from the battery into AC to spin the motor. The traction inverter is made of three main power blocks. The power block that delivers the power and generates the AC from the DC. Then we have the gate driving and the control board. In this reference design that we promote here at CS, we can see the stack up of the power module, the gate driving board and the power control board. The module with the DC link is an 800 volts DC link. So we need a module rated at 1200 volts using the silicon carbide. And the gate driving board is using isolated gate drivers which are AC or DC, as well as the control board is using our SPC 58 microcontroller. It is an arm 32 bit which is also AC or DC compliant. The choice of using silicon carbide as a power switch in the module makes this solution very compact and very powerful, not achievable with the silicon IGBT. We can achieve much more power and much reduced power losses by at least 50%, which turns out in a 7% battery increase in efficiency and do better utilization of the battery. The system comes with firmware included, so the only thing that you need to operate with the motor is the water cooling jacket going through the water chamber for the cooling and the DC link, as we said before. Another important power block is the AC to DC converter, which we also call onboard charger. We need an onboard charger to be able to convert the AC coming from the AC line of the plug into the AC to charge the battery. Typically onboard charger or the AC to DC converter, they have two stages. We have the stage where we convert the AC to DC with the PFC, power factor conversion, and then the DC to DC parts where we regulate the voltage to charge the battery. We have different solution choice to make this happening in onboard charger. We have chosen a totem pole PFC with the silicon carbide MOSFETs in the PFC, so we don't need an external diode, as well as a silicon carbide diodes in the output of the full bridge LLC for the rectification. Another choice we have made in this design is to replace two of the rectifiers with the taristors in such a way that we can use the taristors as a rectifier, but also to control the inrush current limiting and thus eliminating the external mechanical relay. All of these decisions make us able to use standard SMD components, and so we use only SMD components for these seven kilowatt onboard charger legs. We can use three of these in parallel to achieve 22 kilowatt. The more power we can push through an onboard charger, the faster the charging, so it's very important to have this inefficiently and also very fast charging. Another part in a power conversion is also the DC to DC that is happening in the car, mostly to serve a lower voltage battery like 12 volts or the other loads like 24 volts and for the volts, especially for hybrid vehicle, and also the use of a microcontroller which are also AC, AC or D capable for the new safety standards automotive. In conclusion, we are very happy to have demonstrated at CES that we have a capable of supporting our customer with system reference design in the power conversion that's happening in electric vehicle and hybrid vehicle. This system reference design, they will help our customer to develop their own application with ST component, but also will help us to develop better components for the final application. Also, we have the use of a silicon carbide we have demonstrated and in a high voltage high power conversion help us to reduce the sizes of the solution and much more better efficiency reducing the power losses and increases the battery life. Thank you and for more information please visit ST.com.