BRN Discussion Ongoing

[Rise from the ashes]

Hi Rise

No offense meant, but I'm finding it frustrating reading TSEX lately, you singlehandedly account for what feels like 30% of the posts on this thread over the past 2-3 days.

This isn't a chat room - please take off-topic and low value content, which is almost everything you post, to another thread. I would like to be able to drop in, read a few pages worth of posts in the BRN Discussion thread and feel like I'm up to date on all the happenings of the 1,000 eyes.

You're making it very difficult to do that.

Cheers

Edit. Literally as a write this you've just posted a video for the sake of posting.

Well obviously you and the 44 other people think I have no worthy contributions to the forum so I suggest the most obvious thing to do is actually put me on ignore.
Pretty simple solution I would have thought.

 

[Diogenese]

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Mercedes-Benz Vision EQXX review​

The future is now at Mercedes-Benz. Angus MacKenzie gets a quick drive of the futuristic and ultra-efficient Vision EQXX EV in Germany.


Angus MacKenzie
International Contributor

1 Year Ago
26 July 2022, 5:00pm
42 Comments
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The future has a habit of sneaking up on you.
Sure, the Mercedes-Benz Vision EQXX looks a little swoopier than most cars on the road. And the interior, trimmed in plant-based organic materials or recycled plastics and dominated by an ultra-high-definition screen that stretches from A-pillar to A-pillar, sparkles with show-car bling.
The suspension is sports-car firm and the steering wonderfully direct, but otherwise the Vision EQXX drives pretty much like every other EV on the market right now. Indeed, it feels so normal it’s easy to forget you’re driving what is arguably the most important concept car of the early 21st century.
At just past 7:00pm on April 5, this streamlined silver four-door rolled noiselessly along the waterfront in Cassis, a picturesque port on the French Mediterranean coast.

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The Vision EQXX had just travelled 1008km from Sindelfingen in Germany without stopping to recharge its 100kWh battery, an average consumption of 8.7kWh per 100km, achieved at an average speed of 87.4km/h – and it still had 140km of range left.
A little more than six weeks later, Mercedes-Benz engineers drove the Vision EQXX from Stuttgart to Silverstone without recharging, where Mercedes-EQ Formula E driver Nyck De Vries then ran 11 laps of the circuit at speeds up to the car’s 140km/h maximum to eek the last few electrons out of the battery. Total distance travelled: 1202km, which represented an average energy consumption of 8.3kWh per 100km.
Some context. The most efficient EV on sale in Australia now is Tesla’s single-motor Model 3, which consumes a claimed 13.1kWh per 100km on the WLTP test cycle, meaning its 62.3kWh battery will deliver a range of 491km. The EV that offers the longest range in Australia is also a Tesla, the Model S Long Range, which the company claims will travel 652km between charges.
Mercedes-Benz hasn’t just moved the EV range and efficiency goal posts with the Vision EQXX. It’s built a whole new stadium.

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Yes, the Vision EQXX is a concept car. But Mercedes-Benz board member and chief technology officer Markus Schäfer says the technologies used to deliver its impressive efficiency are all production feasible.

“The technology programme behind the Vision EQXX will define and enable future Mercedes-Benz models and features” – and that’s why it’s such an important car.
The Vision EQXX is more compact than it looks. Its 2800mm wheelbase is exactly 75mm shorter than that of a Tesla Model 3 and is right between those of the current A-Class and C-Class sedans.
The battery has almost the same capacity as the 108kWh unit in the Mercedes-Benz EQS, but it’s half the size and weighs 30 per cent less.






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“In effect, we fitted the energy of the EQS into the vehicle dimensions of a compact car,” says Adam Allsopp, advanced technology director at Mercedes-AMG High Performance Powertrains (HPP) in Brixworth, England.

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HPP, which designs and builds the fiendishly complex and highly efficient Mercedes-AMG Formula 1 hybrid powerplants, worked with engineers in Stuttgart to reduce energy consumption and losses throughout the Vision EQXX’s drivetrain. HPP designed the power inverter, and the power electronics unit is the same one HPP helped develop for the Mercedes-AMG One hypercar.
To reduce its size and weight the Vision EQXX’s battery dispenses with the conventional method of packing cells into separate enclosed modules, and has a lightweight top cover made from sugar cane waste reinforced with carbon-fibre, a materials technology used in Formula 1.
Tipping the scales at less than 500kg, the Vision EQXX’s battery has an energy density of more than 198Wh/kg. Mercedes says the high energy density comes in part from the chemistry of the anodes, which have a higher silicon content and an advanced composition that means they can hold considerably more energy than commonly used anodes.
The battery, which is air-cooled via a plate that stretches almost the length of the EQXX’s underbody, also has active cell balancing, which means power is drawn evenly from all cells. The EQXX system is very high voltage, more than 900V, well above the industry standard of 400V, and even the 800V used in Porsche’s Taycan, Hyundai’s Ioniq 5 and Kia’s EV6.

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The Vision EQXX is powered by a single 150kW e-motor driving the rear wheels. The e-motor is based on the eATS unit that currently powers the compact EQA crossover and the newly launched EQB SUV, but it has been extensively reworked by HPP.
“The motorsport guys count every joule of energy,” says engineer Tim Wölfel, who points out the Vision EQXX powertrain is 95 per cent efficient. In other words, 95 per cent of the energy sent from the battery gets to the driving wheels.
Now, the Mercedes-Benz EQS gets 90 per cent of the energy from its battery to the driving wheels, so on paper the EQXX doesn’t sound like much of an efficiency jump. But at this level the laws of physics collide with the law of diminishing returns: “Getting from 90 per cent to 95 per cent means you have to be twice as efficient,” says Vision EQXX project manager Malte Sievers.
And the easiest way to improve efficiency? Aerodynamics.

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Mercedes engineers have calculated that on the average long-distance drive, 20 per cent of the energy stored in an electric vehicle’s battery will be consumed overcoming rolling resistance, and 18 per cent by losses in the drivetrain and other vehicle systems. The rest – 62 per cent – will be consumed simply by pushing the vehicle through the air.
That simple stat is the reason the Vision EQXX has a drag co-efficient of just 0.17. And it is why the new production EVs from Mercedes such as the EQS and EQE all look like jellybeans.
In profile and plan view the EQXX has the classic teardrop shape of an extreme wind cheater. At the front, air is carefully directed under the car, where a shutter system allows extra airflow to pass over a cooling plate for the e-motor if needed. Airflow is also directed around the front wheels to form an air curtain and help keep the flow attached to the side of the car to reduce drag.
The long tail helps reduce wasteful turbulence in the car’s wake, with an active rear diffuser that lowers and extends at 60km/h to help keep the speed of the air coming from under the car equal to that streaming off the sides and top.
It certainly is slippery – with the regen set to coast, the Vision EQXX’s speed dropped barely 2km/h, despite a slight crosswind, on a kilometre-long straight after lifting off the accelerator at 103km/h during our test drive.

• 
  

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Weight is the achilles heel of all EVs – batteries are heavy – so the Vision EQXX’s claimed 1755kg kerb weight is impressive, the result of rigorous weight-saving measures throughout the car.
Ultra-high strength steel is used in the body structure because it delivers the best balance between weight and passenger safety. The doors are made from a hybrid of carbon- and fibreglass-reinforced plastics with aluminium reinforcements. A new polyamide foam reinforces the lower edge of the door and optimises energy absorption in a side-on collision.
A large cast aluminium structure extends from the rear floor, creates the rear wheel wells and provides mounting points for the rear suspension and the e-motor.
This casting is made using a patented process dubbed Bionicast that mimics the load and strength paths of natural organisms, reducing excess material to a minimum.
As a result, there isn’t a single straight line or flat surface on the part other than where it has been milled to mount the e-motor and the rear suspension, which features springs made from glass-fibre-reinforced plastic.

• 
  

EVs, even high-performance ones like Porsche’s Taycan Turbo S, aren’t usually hard on their brakes despite their weight, because a lot of braking is done using regen. The Vision EQXX is thus fitted with coated aluminium brake rotors that save 13kg over conventional steel units and are considerably less expensive to make than carbon-composite ones.
Behind the Vision EQXX’s beautifully styled flush wheel covers are ultra-light, 20-inch forged magnesium alloy wheels. The wheels are shod with specially-developed Bridgestone Turanza tyres that are also lightweight and offer ultra-low rolling resistance.
Once you get past the easy wins in terms of aerodynamics, powertrain optimisation, and weight reduction, the efficiency devil is in the details. And the EQXX brims with clever technologies and features that are designed to help the car extract the most performance from every joule of energy it consumes.
For example, that giant mini-LED backlit screen in the interior features more than 3000 local dimming zones, which means it only consumes power as and when specific parts of the screen are in use.
The Vision EQXX has conventional external rear view mirrors because engineers concluded a camera system like that used on the Audi e-tron would consume too much energy.

• 
  

The Vision EQXX’s electronic brain uses something called neuromorphic computing, a form of information processing whose hardware runs so-called ‘spiking neural networks’ that mimic natural ones, firing only when certain thresholds are reached.
Developed in conjunction with California-based artificial intelligence (AI) specialist BrainChip, the system is said to significantly reduce energy consumption. For example, Mercedes claims the “Hey Mercedes” voice control system in the Vision EQXX is five to ten times more efficient than the setup in current production cars.
All this hardware and software makes the Vision EQXX ridiculously easy to drive while achieving extraordinary levels of energy efficiency.
We spent 15.5km behind the wheel of the Vision EQXX on one of the ride and handling loops at the Mercedes-Benz proving ground at Immendingen, south of Stuttgart, and achieved 9.5kW per 100km with no special driving techniques, other than obeying the posted speed limits, which varied between 50km/h and 100km/h.
The total elevation change on the loop was almost 100 metres, and there was a slight wind blowing in places. Our average speed was 51.1km/h.

• 
  Friedemann Flache

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Vision EQXX engineer Friedemann Flache, who was riding along to make sure we looked after his one-of-a-kind, multi-million-dollar prototype, has achieved consumption as low as 7.9kW per 100 km over the same loop at an average of 49km/h, but then he knows the route intimately. And he knows the Vision EQXX well, too, having driven the car on the run to Cassis, and to Silverstone.
Apart from feeling impressively light on its feet – though the special Bridgestone Turanzas are clearly engineered for low rolling resistance rather than ultimate grip – and the fact it will effortlessly sail down the road when you lift off the accelerator with the regen set to coast mode, the biggest difference between this and any other EV is how precisely you can use the different regen modes to slow the Vision EQXX on the road.
There are four different levels of regen, all controlled via standard Mercedes-Benz EV paddles set behind a steering wheel lifted straight from the production EQS.
The D-plus mode allows the car to coast. D mode delivers roughly the same level of regenerative braking you feel in an internal-combustion car with an automatic transmission. D-minus is close to the usual one-pedal driving setup used in most production EVs. D-double minus brakes the car at 0.3g, which is enough to bring it to a standstill.

• 
  

You soon learn to keep your foot off the brake pedal – “using the mechanical braking system generates heat, and heat is wasted energy,” admonishes Flache – and use the paddles instead to slow and release the Vision EQXX into and out of corners, even at low speeds at road junctions.
It takes a few minutes to adapt to the technique, but it quickly feels natural, though Flache did mention using D-double minus to slow the car in the wet can be tricky as it is strong enough to lock the rear wheels.
It ensures the Vision EQXX recoups as much energy as possible – our post-drive readout showed we recouped 1.17kWh in just 15km, enough to put 13km of range back into the battery.
On the drive to Cassis, which though it involved crossing the Alps, comprised a net decent of about 1700 meters, the Vision EQXX recouped 22.5kWh, adding 250km to its range. On the trip to Silverstone, which was flatter and involved a lot of steady running on across open country on the French autoroutes, it recouped 16.6kWh, enough for 200km of range.

• 
  

And that wasn’t all down to regenerative braking. The 117 solar cells on the Vision EQXX’s roof did their bit, too, contributing 1.15kWh or 13km of range on the run down to Cassis and 3.57kWh or 43km of range while heading to Silverstone.
Why the difference? “It rained a lot on the Cassis trip, and there were a lot of tunnels,” Flache says. “It was warm and sunny all the way to Silverstone, though that meant we had to use the air-conditioning.”
The Mercedes-Benz Vision EQXX is an intellectual and technological tour-de-force, a fully-functional prototype that explores the outer limits of electric vehicle efficiency, connectivity, and production feasibility.
It shows what a company that has been building cars for more than a century can do when it turns the might of its huge research and development budgets entirely to thinking about designing and engineering a better electric vehicle.
Tesla, you’re on notice.

• 
  

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MORE: Mercedes-Benz Vision EQXX debuts with 1000km range
MORE: Mercedes-Benz Vision EQXX breaks its own EV range record
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ANGUS MACKENZIE
Angus MacKenzie is a International Contributor at CarExpert.
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2024 Renault Megane E-Tech

Hi Cartegena,

The article is a year old, but it's good to revisit this bit:

"The Vision EQXX’s electronic brain uses something called neuromorphic computing, a form of information processing whose hardware runs so-called ‘spiking neural networks’ that mimic natural ones, firing only when certain thresholds are reached.
Developed in conjunction with California-based artificial intelligence (AI) specialist BrainChip, the system is said to significantly reduce energy consumption. For example, Mercedes claims the “Hey Mercedes” voice control system in the Vision EQXX is five to ten times more efficient than the setup in current production cars.
All this hardware and software makes the Vision EQXX ridiculously easy to drive while achieving extraordinary levels of energy efficiency."

The electronic brain uses SNN. "Hey Mercedes' 5 to 10 times power efficiency improvement is provided as an example of the benefit of Akida in the electronic brain.

It would make sense to use Akida for all in-cabin functions which are amenable to NN implementation - driver monitoring, driver recognition, occupancy, ..., as well as in the ADAS - lidar, ultrasound, camera image classification, ...


... and the bit about the silicon battery is also of interest to us oppressed Talga fans. A lot of premium vehicles will need the 10% Si for the 40% capacity increase.

 

[Cartagena]

https://www.linkedin.com/posts/ant6...36?utm_source=share&utm_medium=member_android ,From two weeks ago☝

Amazing achievement.
I never knew this. Hope Brainchip can announce it properly as a release

 

[Cartagena]

Hi Cartegena,

The article is a year old, but it's good to revisit this bit:

"The Vision EQXX’s electronic brain uses something called neuromorphic computing, a form of information processing whose hardware runs so-called ‘spiking neural networks’ that mimic natural ones, firing only when certain thresholds are reached.
Developed in conjunction with California-based artificial intelligence (AI) specialist BrainChip, the system is said to significantly reduce energy consumption. For example, Mercedes claims the “Hey Mercedes” voice control system in the Vision EQXX is five to ten times more efficient than the setup in current production cars.
All this hardware and software makes the Vision EQXX ridiculously easy to drive while achieving extraordinary levels of energy efficiency."

The electronic brain uses SNN. "Hey Mercedes' 5 to 10 times power efficiency improvement is provided as an example of the benefit of Akida in the electronic brain.

It would make sense to use Akida for all in-cabin functions which are amenable to NN implementation - driver monitoring, driver recognition, occupancy, ..., as well as in the ADAS - lidar, ultrasound, camera image classification, ...


... and the bit about the silicon battery is also of interest to us oppressed Talga fans. A lot of premium vehicles will need the 10% Si for the 40% capacity increase.

August 2023
Mercedes-Benz AG

Development engineer in the field of artificial intelligence with a focus on neuromorphic computing and ADAS (f/m/x)​

Tasks​

The Mercedes-Benz Group AG is one of the most successful automotive companies in the world. Together with Mercedes-Benz AG, the vehicle manufacturer is one of the largest providers of premium and luxury cars and vans.
Innovative, forward-looking concepts & products for the future of Mercedes-Benz are being developed in our "Future Software & AI" department in the area of "Innovations & Future Technologies ". The portfolio covers the user experience, software architecture, Metaverse, WEB 3.0 and AI key features of our vehicles and the associated ecosystem. Close collaboration across team boundaries makes it ideally possible for us to realize synergies in the development of an intelligent and inspiring user experience in the vehicle, ecosystem and metaverse. Modern software and AI technologies are seamlessly integrated here
As an employee of the Team AI Research , you are researching current trends in artificial intelligence such as GenAI, quantum AI or neuromorphic computing. We are intensively examining new artificial intelligence methods and working on them further in order to make them usable for our company together with our colleagues from the specialist departments. We strive to expand the limits of artificial intelligence and create customized innovative solutions for our customers. In our team, you can actively shape the future of technology.
These challenges await you:

• 
  
• Applied research in the field of neuromorphic computing and spiking neural networks
• Development of innovative algorithms for automotive applications
• Implementation of neuromorphic algorithms for automotive applications
• Researching and transferring current neuromorphic computing trends for automotive applications with a special focus on ADAS
• Conceptual implementation of ideas and development of demonstrators
• Close cooperation with colleagues from the project and the specialist departments
• Involvement in the development of new ideas and in the development of the strategic orientation of the project
• Close cooperation with universities, research institutions, technology companies and start-ups
• Supervision of internships, bachelor and master thesis and doctoral dissertations

Qualifications​

We need your consent to load the Youtube service!​

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Apply for this job
Print Job-ad

• Job-ad-number:​

  MER0002RHQ

• Publishing date:​

  07.08.2023

• Field of activity:​

  Research and Development incl. Design

• Department​

  Artificial Intelligence Research

To location: Sindelfingen, Mercedes-Benz Plant

Contact​

• Valerij Asmus
  Email: valerij.asmus@mercedes-benz.com

• © 2022 Mercedes-Benz Group AG. Alle Rechte vorbehalten.

 

[Tony Coles]

Brainchip, part 2, TENNs

short video, was expecting more!

 

[Tothemoon24]

Could you soon be running AI tasks right on your smartphone? MediaTek says yes​

MediaTek is working with Meta's Lllama 2 LLM to run generative AI tasks directly on mobile devices, no cloud-based processing required.

For on-device generative AI to access these datasets, mobile carriers would have to rely on low-latency edge networks -- small data centers/equipment closets with fast connections to the 5G towers. These data centers would reside directly on the carrier's network, so LLMs running on smartphones would not need to go through many network "hops" before accessing the parameter data.

Redirecting

 

[Tothemoon24]

The network transformation we have undergone the past few years has brought us to this place of having a highly sophisticated and customizable network able to provide a range of capabilities needed for a variety of devices,” said Adam Koeppe, SVP of Network and Technology Planning at Verizon. “The evolution of this new light software coupled with the technologies deployed throughout our 5G network will allow us to provide the best possible experience for our customers in an efficient manner and will drive the 5G ecosystem with low-cost, energy-efficient devices.”

https://www.ericsson.com/en/press-releases/6/2023/verizon-ericsson-and-mediatek-advance-the-5g-low-cost-low-power-device-ecosystem?utm_medium=social_organic&utm_source=linkedin&utm_campaign=bnew_news_accessnetw_20230824

 

[TECH]

Brainchip, part 2, TENNs

short video, was expecting more!

Gidday Tony,

I viewed this earlier this morning, it's clear to all that the company is ramping things up, as they should be with the general release of AKD 2.0 fast approaching, I'm also expecting some sort of news update on AKD 3.0 over the coming months as I am aware that there's a lot of work going on at US HQ. (like always).

Todays part 2 of the IQP or IQ of Peter (extremely high), the question is, will any new information be shared, as in an late edit over the last week, whatever the case is, Antonio is a must listen, he communicates like Coby Hanoch, extremely well.

 

[Tothemoon24]

https://www.eetimes.com/new-silicon-labs-platform-chases-big-ai-ml-compute-gain/

There was very little detail on the new Series 3 platform itself (you could call this a pre-announcement). But Johnson said things like, “this is a watershed moment,” and “this would increase the adoption of IoT to the next level.” He also emphasized that the new platform wasn’t just an incremental step but a massive step–in terms of enabling 100× improvement in compute performance for AI/ML workloads, more security and greater power efficiency.

In his Q&A session with media, Johnson said that the AI/ML-workload-performance improvement is enabled by architectural design innovation, using proprietary compute engines developed with efficiency for the edge in mind.

 

[Boab]

Brainchip, part 2, TENNs

short video, was expecting more!

2min 8sec "We are generations ahead of the industry"

 

[rgupta]

Brainchip, part 2, TENNs

short video, was expecting more!

Generations ahead of competitors !!

 

[cosors]

Hold on tight.

"In an interview with Yahoo Finance's Jennifer Schonberger on Thursday, Boston Fed President Susan Collins said it is "extremely likely" the central bank will need to hold interest rates high to bring down inflation.

"I think that it's going to take some time to really be sure that we are seeing the sustained realignment of demand and supply that is needed in order to bring inflation back on a path that will get back to 2% [in] a reasonable amount of time," Collins said in an interview from the Jackson Hole Economic Symposium in Wyoming.

"I think it's extremely likely that we will need to hold [interest rates at current levels] for a substantial amount of time," Collins added, "but exactly where the peak is I would not signal right at this point. We may be near [a peak], but we may need to increase a little bit further."

 

[FJ-215]

https://www.eetimes.com/new-silicon-labs-platform-chases-big-ai-ml-compute-gain/

There was very little detail on the new Series 3 platform itself (you could call this a pre-announcement). But Johnson said things like, “this is a watershed moment,” and “this would increase the adoption of IoT to the next level.” He also emphasized that the new platform wasn’t just an incremental step but a massive step–in terms of enabling 100× improvement in compute performance for AI/ML workloads, more security and greater power efficiency.

In his Q&A session with media, Johnson said that the AI/ML-workload-performance improvement is enabled by architectural design innovation, using proprietary compute engines developed with efficiency for the edge in mind.

Very interesting @Tothemoon24.

I liked this bit...


"He added, “Our Series 3 platform is built for a more connected world that demands development flexibility and that more intelligence be pushed to the edge.”

The new platform will move to a 22-nm process technology mode and leverage non-volatile memory tech and off-the-shelf IP blocks."

EDIT:

Edge Impulse is a tech partner of Silicon Labs

Edge Impulse

 

[Learning]

Part 2.



Learning 🏖

 

[robsmark]

Hi Rise

No offense meant, but I'm finding it frustrating reading TSEX lately, you singlehandedly account for what feels like 30% of the posts on this thread over the past 2-3 days.

This isn't a chat room - please take off-topic and low value content, which is almost everything you post, to another thread. I would like to be able to drop in, read a few pages worth of posts in the BRN Discussion thread and feel like I'm up to date on all the happenings of the 1,000 eyes.

You're making it very difficult to do that.

Cheers

Edit. Literally as a write this you've just posted a video for the sake of posting.

If you don’t like it, don’t read it. It’s a public forum, Rise is free to post as much as he wants.

 

[Geared]

Australian patent grant? i cant open the link

 

[Damo4]

(PRICE SENSITIVE ASX ANNOUNCMENT)
New Patent Granted :

BrainChip Granted New Australian Patent Relating to Akida 2.0 IP

 

[supersonic001]

BrainChip on LinkedIn: TENNs: A New Approach to Streaming and Sequential Data

TENNs: A New Approach to Streaming and Sequential Data - Check out the new video on TENNs here: https://lnkd.in/gKqAmH2Q - #temperalAI #nueralnetwork…

www.linkedin.com

 

[chapman89]

As I’ve been saying for a long time now that just because there isn’t a license agreement announced does not mean that customers aren’t designing proof of concepts and getting to production with akida, because the customers simply do not want it to be announced due to NDA’s and other confidentiality reasons but people just want sugar hits and not want to wait for the fruit to bear.

Antonio said-
“Every commercial situation is different you know and plus there are confidentiality issues with our partners that we have to be mindful of as well, we can’t forward announce anything that they’re doing, allow me to stress that a little bit more.
When somebody takes a license from us most likely it is way at the front end design cycle and so at best, at best they’re 2 to 3 years out from having production in any sort of meaningful volume, so to be honest they might not even get there so given the time frames plus all the other features that they have to work on that they haven’t done yet at the time they’ve taken a license from us you know our licensee might want to wait a bit before tipping the market with respect to to what technology they’re working on or what product they’ll be producing and naturally this impacts how we make announcements to the market place.
You know for example have you heard of anyone in the world saying that they’re designed into the Galaxy s26 or the iPhone 16? I mean you haven’t heard that it’s too early.
Now I’m pretty confident I don’t think I’m saying anything wrong by saying I’m sure a lot of decisions with respect to those products have already been made but there’s no announcements because they’re not tipping the market yet so there’s a lot of nuances and variances”