 So it's been interesting to kind of see the automotive industry embrace open source over the last few years. So I'm excited to see what Daimler has to say today. But I'd like to introduce you to Vlado and Ronald from Daimler to talk about it's ready for the future mobility. That's the name of your talk. So go ahead. Thank you. Thank you for that. Thank you also for ready now for your listening. Just ready for future mobility. What you would like to share is to give us some insights on what we're currently working and what our vision for future mobility is. And of course, then to dig a little bit deeper to what challenges we also see. Maybe also see potential needs for more free open source software to solve that issue for the world in that case. So before we start and dig a little bit deeper, just brief introduction of myself. That's already said. My name is Vlado. I'm heading the so-called case IT department. Case is an acronym. Roland will express a little bit more in detail later on. What we're trying to do there in that division is try to cover the future mobility of the company. And to start also heading and leading the transformation from a classical car manufacturer, so making out of steel a great product, trying to become a more mobility solution provider in the future. And this is of course a huge transformation, and we are trying to carry that out. Yeah, my name is Ron Grasman. I work for the Mercedes-Benz Vans division. We're building the transporters that you might know from the roads, the Sprinter, the Vito, and other product. And we are actively embracing electrification. We're in the process of electrifying our fleet. My task is not to build the electric transporter, but to develop an ecosystem of services around these transporters. So digital solutions, solutions for charging, for energy management, and things that we will talk about later. And yeah, so we're in the middle of this development process. So I will later give you a little insight, but now let's kick off with Lado. Thanks, Ron. And now, starting in what we prepared for you, yes, just looking from a customer point of view. And it's, of course, for a car manufacturer and very important point, maybe the most important thing you should have in mind, coming from customer points of view. Yeah, it's not such a huge secret yet, but this unending struggle to keep the car and the usage and the user experience of a car as easy as you are known by your smartphone is, of course, a challenge for us. And what we created out of that is two major brand values that we are constantly working on. And the first thing I would like to give you some insight is our approach in ease. So if you have to tackle and to make the car as easy as your phone, then ease should be, of course, a guiding principle in that game. And what you can see here are two versions of the next user experience we are trying to provide into the car. Here on the left-hand side, you see the A-Class. It will be released soon. And there's incorporated and built in the new infotainment system called MBUX. And there's a lot of GPU power in that case. And Jonas showed in the kickoff already a video where people already start to talk to that. So the voice recognition massively improved. And based on the already available GPU power, and somebody make a nice fun joke yesterday at Worm2k, he said already, hey, there's so much GPU power, and it's more or less a mining machine on wheels. What's maybe pretty true in that case. What you see on the left-hand side, so on that picture. So there's a passenger car. Here on the right-hand side, you see a commercial vehicle. So it's a van. But we, of course, what our customers use also for commercial purposes in that case, like partial shipping and stuff like that. So it's not, of course, the same user experience you have there. But it's more oriented also to make the work life easier for guys who are utilizing that cars. And the major goal there is always to reduce the complexity to the most simple and most easiest usage in that case. And it should, of course, be an effortless and pleasant experience in that case also. So the next thing, and that's for me also a first connection I see also with FOS in that case, is trust. So you have to be, for your customer, of course, a trustful partner. And trust is, from my point of view, also a very, very basic thing. You have to take care also in collaborations. So if you have no trust in each other, then things like free open source software would also not work out in that case. And coming from a customer point of view and our commercial view on that, we have, of course, to take care for the trust in our products and our brand. And for that reason, these two things, ease and trust, are very important in that case for us. So we have to bring that much more and much better together and to give you a view now for the future things we have on our roadmap and what we would like to deploy within the next years is, I would like to show you. So what did you try to show there was you saw an autonomous car, of course. We call it a robot taxi. It's a service that will be deployed by the beginning of the 2020s, so around 2021. And now coming back to that brand failure, so we said, OK, ease is important. Of course, you need to utilize that kind of service in a very easy way. And of course, you have to keep still track on the trust point of view because these autonomous cars are not allowed to make any big trouble or any big issues because you have to keep very, very clear on that and to keep it safe and to rely on the trust part of that service. And I think I also maybe would also like to mention that autonomous driving is, of course, a huge topic for all automotive car manufacturers outside there. And this is, of course, also a very, very talent-attracting job that you can solve there because it's a hot topic. Everybody would like to dig deeper there, would like to get it done somehow. And it's also, of course, an absolutely high tech approach to get autonomous driving solved. OK, so thanks, Vlado. So what you can see is that we are moving ahead in this direction, electrified, shared, autonomous, and also connected. And this vehicle that you see here is the F-015, a vehicle that we showed a little while ago in Las Vegas. And it's basically giving that outlook into the robot taxi world, basically a hub of connectivity and safety on the road where you can relax and launch and go ahead in autonomous vehicle. But the passenger car side is, of course, not the only division where we do that. That's the only wrong direction. I'm sorry. OK, so here you can see our Mercedes-Benz vision vents are also on the commercial vehicle side. We're moving in that direction. You can see the vehicle that we showed at the last commercial vehicle show in Frankfurt. And it's a vehicle that is also fully connected. It has an electric drivetrain. It has those drones that you see on the roof. So this is, of course, a future outlook on how vehicles in the commercial vehicle domain can look like. But the thought really is here that we know that the markets are changing very fast. The business models are changing. So we have to prepare also for the future in commercial transport. And this is also true, of course, for passenger transport. And this is one of the reasons why we formed this entity, a case. Case is standing for connected, autonomous, shared, and services and electrified. And the Lado is heading the IT part of case. This division is actually preparing our future. So with connected, we enable a whole new world of digital services around our vehicles. Autonomous, that's obvious. We want to bring autonomous vehicles on the road because we see it as an additional layer of comfort and also safety. And we believe that the technology must be right before bringing fully autonomous vehicles on the road. So it's very important that right now we are able to assist the driver. But fully autonomous vehicles from our point of view would hit the road when they are really ready for it. This is going very fast, but we're not quite there yet. Shared and services, we are on the world market, of course, very active here. We have a car to go. And with Movil, we have very interesting offers there. But we're also moving forward into the sharing domain with, for example, our cooperation with VR, where we do ride sharing and ride pooling services. And last but not least, electrification is, of course, a mega trend. And we are fully embracing that. And I think this picture will show you that we're really serious about this. From our smallest vehicle to our largest vehicle, we are electrifying our fleet. You can see the smart. You can see the EQC, which is bound for the markets in 2019. And we have the vision vendor that just showed you the new electric sprinter is coming out next year. We have electric buses. And we have even the electric heavy duty trucks, the Actros. So far so good. So we have ease and trust, obviously, on the vehicle side. But let's have a look at the charging side. So this is, of course, one of the key features for our electric vehicles is how do you actually charge those vehicles? We want to come to the same user experience. We want our customers to be happy about it. When we're talking with customers about electrified vehicles, the first question after what's the price and the range is, how do I actually charge those vehicles? And especially if I'm talking about a large fleet of vehicles. But right now, we're not there. We have managed to standardize the plug, the physical layer. We have also managed to come up with communication protocols. Where we really, at the moment, are struggling. And that's why we're here also, is that the software that we need actually to make this really a good customer experience is not really there yet. So we have a communication channel. What we need now is the right software stack, so to speak, modules that we can use. And this is where we think open source comes into play. So we really hope that the community finds this topic interesting. Because we're really working towards bringing that into the Daimler world. And we hope that you can also help us here. And if I may go a little bit deeper into that topic, with my team, I'm right now working on that topic of charging fleets. So we have, with our electrification strategy, we have the product coming. And when we talked to customers, we saw, OK, the customer, we are facing, they want to operate a large number of vehicles from a depot. And in this depot, they need to build their own charging infrastructure. You cannot put out 100 delivery events around such a depot and let them charge in the public. If there is a city that's building up public charging infrastructure with taxpayers' money, they don't want these charging positions then taken by delivery events. So we're trying to build this. But what we're seeing is that there is a real big challenge in managing the net load. So if you see the vehicles, if they would come in and simply the moment they get plugged in, starting to charge, you can very fast, get very undesired loads on the grid. So the topic here is, how do you intelligently manage this electrical load on the grid? And you can see that by managing here, and excuse me, that it's in German, by looking at the time the vehicles are standing in the depot, you can split those charging windows among the individual vehicles and make sure that you never exceed a certain load point, which is costly, but also potentially not in a safe condition. And the second picture to the right here that is also a new topic for us, managing infrastructure. So far, a fleet manager, one of our customers, he's looking very closely at his vehicles. So how do you control the delivery tasks? How do you make certain that your vehicles run the right times and do all the tasks that they have been given? But now there comes a new asset into the play. There's one is the vehicle, and the second is the individual infrastructure that we build there. So my task is to deliver packages with my 20 or 30 vehicles. I need to make certain that the vehicles are ready to run every morning and fully charged. So we're looking at intelligent ways also how to manage this infrastructure. And that goes even further with the electric vehicle. We have one big advantage that we can bring it to the right operating temperature, the cabin, but also the drivetrain, while it's connected to the electric plug. So especially in summer when it's very hot, we can use the AC. Or in winter when it's really cold, we can heat up the vehicle while it's connected to the grid. So we can do what we call preconditioning. And that's something that we can control via software that the fleet manager has. And I think here that that's one use case where we hope that together with this community, we can maybe develop tools that can serve the whole automotive industry. Because every manufacturer faces the same challenges. All right, so I gave you a little insight now in our fleet charging operations. And I think with that, I will hand back to Vlado who will go a bit deeper into a domain of billing and so on. Yeah, so I think it was quite obvious that the charging is an issue in that story of making electric cars or electric mobility available there. So this is just now a picture where we also see potentials and issues that maybe could become also a part of free open source solutions. Why? What we observe today is that customers, and as already mentioned by Roland, are searching, of course, for end-to-end solutions. So they're buying an electric car and they're expecting also that charging is not becoming an issue. But if you're now looking at maybe your personal situation there, would you be really ready to charge your car in your specific driving behaviors? Have you the opportunity to have a charging station at your home place, at your garage? Question is, have you a garage where to put it in? Have you public charging infrastructure available closely into your area or your location? Or have you the possibility to charge your car at your workplace? All open questions, and maybe some of you would say, it's not really fitting to my personal situation. And if that not fits to your personal situation, the danger is quite there that you would not decide to take an electric vehicle. So how to solve that and how to deal with that stuff is so customers and infrastructure providers have to become much closer together in that case. And we have also, of course, to collaborate with charging infrastructure providers in a much smarter way than they usually do so. So there are guys building up charging infrastructure and there's our customers who are going to use it. And why is that a free open source software issue? Because we pretty still believe that this is not just a problem and issue for Daimler. We are pretty sure there's a problem for all car manufacturers and for all infrastructure providers at the same time. Because what we're recognizing by implementing that kind of solutions now is we're just decoupling our internal Daimler complexity to make the entrance for the charging infrastructure providers much easier to our solutions and to the services we would like to offer to the customers. And the same happens with all other car manufacturers at the same time. So from my point of view, we are producing a lot of waste there because we are developing commodities in that case, whereas standard would be much more helpful and further developing also that market. And so we strongly believe, or our thoughts running much more into that direction, how to going to define such kind of a standard by not doing the same thing that we did maybe with the last 130 years as car manufacturers. Because what we're usually doing, if you're going to define a standard, we're just starting to call our colleagues BMW, Toyota, whatever, putting them in a huge room and then starting to develop that thing. Due to the development cycles we see here that would maybe be far too slow to find the right set of solutions and of digital products who should cover that. So basic ideas, again, searching for some alternative, for some other different approaches and still having a free open source in our mind there. Because it's not just in car manufacturer issue, it's also an issue for entire states, for specific cities, for the infrastructure providers who are going to provide that capabilities, energy providing to mobility services. And the basic questions, of course, we have in mind are the following and that's more or less a question and maybe we can also use a little bit of time for a short dialogue in that case. So the question we have in mind is how can we become now a fruitful part of the force community in that case to at least solve or to master the challenge of today's electric vehicle charging. And if you remember back the Robotaxi video we showed you, I mean the bigger vision is how to enable that autonomous driving car to get their energy by itself. Because if you have the capability of autonomous driving in that case, car would decide by its own to approach and charging station to take the right energy and then drive to your back. But in that use case you need even much more automatization, much more standards and that should also fit perfectly in that case. So that would be our input and now happy to maybe get some questions from your side or to start at least for a couple of minutes some short dialogue in that case. Thank you. Any questions, Duke? Oh yeah, you have to run through. So I'm curious to know like you're using, you're planning on using FOS or software development. Do you anticipate like open source principles extending over to the hardware side as far as like standardization of charging stations across the different manufacturers and the infrastructure because right now we seem to have a little bit of a silo effect between manufacturers as far as things like just regular charging. So I'm wondering if you have any notion of whether or not this principle will extend to the hardware side. I think pretty good question in that case. So just my personal opinion on that. So free open source software to start a little bit early and the process is used at OEMs worldwide. So everybody is reutilizing that for its own processes and services but it's quite uncommon to contribute and to contribute back for OEMs. So my first challenge is enable our company and enable the other OEMs to start doing proactively development in that area. To start for in that specific approach building up in standard, software based. No hardware so far in my mind. Down the road you are absolutely right I think. So if you're getting also this mindset into the companies and that they also start to understand how powerful that can be then of course you can extend it also on the hardware side and I think if you would try now to build up community you would anyhow also to have a reference hardware kit because testing charging solution at your home would maybe not be the easiest thing. So you need at least some small Raspberry Pi and some plug that you can somehow cover and check maybe on your smartphone if it's really working or not in that case. But that would not be the first intention. But if I understood right the question was also is there a hardware standard already now? The charging there is, there are several standards worldwide and it took us many years to standardize these interfaces and honestly it's not a global standard which sort of sucks sorry for saying that. But nevertheless at least throughout Europe throughout the United States and at least throughout China we have standards. So there is a physical layer that's standardized and also there's a communication channel that's standardized. What is missing is the layers on top of that actually. So there is already now an environment in charging where a force could be used there and the standards are open there or they are open visible there and so we really think there's a great opportunity to use that even now. You don't need to wait for a couple of years. Awesome, I think we have a question here. Hi, thanks for the chat. In your previous slides you were talking about how you guys want to electrify all your vehicles. The question is what are you guys doing on the production side to not be in the same state as Tesla which is having massive production issues. Especially with your taxi vision. Yeah, so no doubts about Tesla. So I would not answer on that of course. I mean there's so when I started I said okay we are somehow struggling to have the same experience in the car what Tesla is doing excellent. So they are quite close to that. They have different design principles. What we are good in is producing that stuff. So we are enabled by today and that's what we're preparing to produce on the same production line different products. And this products and electrified products will come out of the same factory and they will came out of the same production lines. And so to be honest we are not facing or I don't believe that we will face the same issues that these guys have out of their point of view. Because we are pretty good usually in that. So I think you're absolutely right that you guys have expertise in production which I think obviously has been proven by the years of existence. One of the biggest problems that I have as a car consumer is that car manufacturers and sort of citizens are just really bad when it comes to UI and UX. You see navigation systems that are produced by car manufacturers. I'd rather just crash my car and walk because they're terrible. But then the likes of Tesla, which are like software companies are very good at that. How are you guys bridging that gap? Because it's a pretty big one, right? To go from being a very hardware manufacturer company to now going to the software side. What are you guys doing to bridge that? Yeah, that's what we also initially tried to say. So recognize ourselves also of course in that case. And what we're now doing is producing a new generation of user experience into the cars. So deploying also much more flat screens, much more digitized elements. So we are going also to lose physical buttons in the car. So it will be much more digitized in that way. And we're also increasing heavily the GPU power in the cars. It's of course also prerequisite for autonomous driving. So we're preparing already for that. But that new GPU or CPU power in the car and what we're building in is of course enabling also in different user experience in that case. What we do in the second hand is also, I mean I'm part of the Automotive Great Linux advisory board in that case. And we're also now trying there to bring core components into the car and to decouple hardware from software. Because this is the biggest challenge on the OEM side. They're building blocks always are and to end stacks hardware and software and they're not decoupled. So if you have to do an update, you can't do it really because it's too complicated in that case. So we're starting also to decouple that and to become much more in that direction, to be much more reactive and to fulfill that user experiences that you have of course in mind. Yeah, one final question. Yeah, please. Sorry. Maybe I might agree. I have two questions actually. We all know that some cities have power grid problems. So then your penetration rate will not be very high. So how do you position yourself? That's the first question. Very quickly, second question. We know Amazon started out doing what they did and now they started doing more things. Would Mercedes be doing something like that or Daimler would move from being a car manufacturer to a lifestyle provider perhaps? Yeah. If I can say that. So I think I will answer for the first question on the energy management and also a part of the second question for Mercedes-Benz Vans and maybe Lado can add for the passenger car division. So regarding energy management, you're totally right. It's really an issue, especially if you want to deploy large fleets. So we noticed now we're cooperating with a company who has ordered 1,500 electric Vans from us and they want to electrify these depots that I just showed. So sometimes there's 30, 50 or even 100 vehicles in one of those depots. So you have suddenly, if you redeploy these vehicles, a large electric load. So in Germany, there's nobody around it. You need to go in the infight with the network operator. We're building up actively now, people who are like energy architects. I have a team of solution architects. We can become energy architects in order to understand how is the grid ready for it? What needs to be done on the net side to improve the grid? I see software as a big enabler to limit the investment or to lower the investment that you need to do in the grid because sometimes customers come to us and say, okay, we want 20 electric vehicles. So each of these electric vehicles charges with AC seven kilowatts. So I need 70 kilowatts of grid power, but that's not correct. We know that the vehicles are standing maybe 12 hours, but they can be charged in five hours. So by intelligently splitting the loading, the charging windows, time windows, you can actively maybe totally avoid a network improvement. And now if you do get at a macroscopic scale, I think we need to come to energy grids that really take into account the demands and the supply side a lot better. So we need those intelligent grids that can even predict what load will be in the network at a certain time. Cities are not there yet, but I think at least from the talks I'm having to network operators or grid operators, they all understand the problem and are open for collaboration, but you need to go to every city, to every country and have the same discussions again and again. Regarding the second part of the questions, so a commercial being is not so much a lifestyle product, but nevertheless the question is excellent. So our strategy at Mercedes-Benz Vans is to become a solution provider. We don't want to sell vans any longer, simply the van. We want to provide holistic transport solutions. And one example is that this vision van that I showed, in the back it has automated shelving systems. Now loading these shelves means that you have to go into the value chain of your customer and make certain that the goods that you load into the van come in the right sequence. So this is one example how we want to basically provide those solutions. And actually the customers are demanding it. They're saying, so, okay, I have the car, but what's more? You know, how can you improve my efficiency? So that's maybe the van's part. Just to add two sentences and then we are done. Oh, sorry, I took a bit longer. And just to add two sentences, so yes, what the Vans colleagues are doing and this is fitting into not a lifestyle provider as you said, but in a mobility solution provider at all. Because out of our product range, we are quite good in fulfilling personal mobility needs and also to fulfill the needs on commercial sites and to combine it, of course, in a sophisticated picture that would, for example, and foreign state like Singapore be from great help because you have one partner that would be able to fulfill all mobility demands that you have on the ground space anyhow. Yeah, and that's a picture we have somehow in mind and that's what we are heading for step by step. All right, thank you. We'll wrap it up now because we have a panel. Thank you, Flado and Ronald. So it's going to be interesting to see the automotive companies become software companies and bring something to it. So look forward to it. Thank you.