Not quite sure where I’ve read it or if I’m even confused with something else , but I’m sure I’ve come across an article about this and it’s even very accurate if a mask is worn.
BRN Discussion Ongoing
- Thread starter TechGirl
- Start date
New System Allows Lip-Reading Through Masks Using Wi-Fi and Radio Frequencies
Researchers have revealed a system that uses radio frequency (RF) and Wi-Fi signals for Lip-reading when the speaker is wearing a mask.
thedebrief.org
Boab
I wish I could paint like Vincent
Previous 4C dates.
Wed 27th Jan 2021
Wed 28th April 2021
Thurs 29th July 2021
Thurs 21st Oct....along with 2 other announcements. 1) Taking orders of AKIDA AI
2) US Patent granted.
Thurs 27th Jan 2022
Tues 26th April 2022 with Monday being ANZAC day.
Wed 27th July.
If we go with the average it'll be Wed or Thurs for the upcoming 4C.
Wed 27th Jan 2021
Wed 28th April 2021
Thurs 29th July 2021
Thurs 21st Oct....along with 2 other announcements. 1) Taking orders of AKIDA AI
2) US Patent granted.
Thurs 27th Jan 2022
Tues 26th April 2022 with Monday being ANZAC day.
Wed 27th July.
If we go with the average it'll be Wed or Thurs for the upcoming 4C.
Fact Finder
Top 20
These researchers are trying to help the hearing impaired but if their technology advance was combined with this Chinese approach there would be no hiding.New System Allows Lip-Reading Through Masks Using Wi-Fi and Radio Frequencies
Researchers have revealed a system that uses radio frequency (RF) and Wi-Fi signals for Lip-reading when the speaker is wearing a mask.
MDhere
Top 20
All this Blu talk has made yr black dancing poodle want to
Fact Finder
Top 20
D
Deleted member 118
Guest
Moneytalks
Member
Happy Sunday everyone
Back in Akida Research HQ (Perth) after a great break to see family/friends in Canada.
Just wanted to share a quick experience that hopefully we can all soon relate to in the very near future
. While enjoying the broadcast of the US Open and various NFL games I would use the ad breaks to catch up on the dot joining happening on TSE. I can't explain to you the pleasure of hearing the words "neuromorphic computing 5x more intelligent then current voice AI" come blaring through the TV screen and the smile it brought to my face
. Mercedes are pushing their advertising hard. I got to hear those words and see that ad on multiple occasions
.
We all know it's Akida they are talking about and we are witnessing it becoming part of the vernacular
Patience still needed and, like many here, not expecting too much in the quarterly this week........ But it is coming. No question. Here's to a green Monday!
Akida Ballista
Back in Akida Research HQ (Perth) after a great break to see family/friends in Canada. Just wanted to share a quick experience that hopefully we can all soon relate to in the very near future
. While enjoying the broadcast of the US Open and various NFL games I would use the ad breaks to catch up on the dot joining happening on TSE. I can't explain to you the pleasure of hearing the words "neuromorphic computing 5x more intelligent then current voice AI" come blaring through the TV screen and the smile it brought to my face. Mercedes are pushing their advertising hard. I got to hear those words and see that ad on multiple occasions. We all know it's Akida they are talking about and we are witnessing it becoming part of the vernacular
Patience still needed and, like many here, not expecting too much in the quarterly this week........ But it is coming. No question. Here's to a green Monday!
Akida Ballista
Good luck to all holders this week. I hope we have >$2 million revenue and a business as usual 4C
If not, these things cheer me up:
0. neuromorphic chips that can do something like autonomous adaptation are a hot hot hot topic and only akida can do it.
1. loihi and true north etc are not available in an Arm based microcontroller, or a SiFive one either
2. Arm is not going to be sold to NVIDIA who gave us the GPU's to simulate neuromorphic
3. Intel failed to buy SiFive.
4. There are many many AI chips coming out right now with Arm + floating calc units, building up a demand that akida based chips can take.
So, we are lucky, indeed. A demand is being created for us and we can't be blocked.
If I hope for anything more it might be $-Outgoings spent on development eg can intel's lava (should it not be larvae?) be ported to akida ip?
At any rate, the world is moving quickly, but so far it suits us.
If not, these things cheer me up:
0. neuromorphic chips that can do something like autonomous adaptation are a hot hot hot topic and only akida can do it.
1. loihi and true north etc are not available in an Arm based microcontroller, or a SiFive one either
2. Arm is not going to be sold to NVIDIA who gave us the GPU's to simulate neuromorphic
3. Intel failed to buy SiFive.
4. There are many many AI chips coming out right now with Arm + floating calc units, building up a demand that akida based chips can take.
So, we are lucky, indeed. A demand is being created for us and we can't be blocked.
If I hope for anything more it might be $-Outgoings spent on development eg can intel's lava (should it not be larvae?) be ported to akida ip?
At any rate, the world is moving quickly, but so far it suits us.
D
Deleted member 118
Guest
Tothemoon24
Top 20
Have we discussed the Mercedes-Benz
“Attention Assist “currently being used in the EQS ….?
If you care to google Mercedes - Benz - Awake
a nice surprise awaits if not already mentioned
equanimous
Norse clairvoyant shapeshifter goddess
Came across this, dont think it was posted before
equanimous
Norse clairvoyant shapeshifter goddess
ok so there is alot to unpack here which I quickly skimmed through.
Energy-Efficient Architecture and Dataflow Optimization for Spiking Neural Network Accelerators
Author(s): Lee, Jeong-Jun | Advisor(s): Li, Peng | Abstract: Spiking neural networks (SNNs) offer a promising biologically-plausible computing model and lend themselves to ultra-low-power event-driven processing on neuromorphic processors. Compared with the conventional artificial neural...
escholarship.org
Baron Von Ricta
Regular
If the half yearly revenue receipts have been paid in the September quarter then the receipts from customers will be at a minimum $3.396M in the upcoming 4c. But I expect more.
Jumpchooks
Regular
HAL, 2001 A Space Odesy
Learning
Learning to the Top 🕵♂️
Hi All,
Since we are talking about communication and 5G. This is eSIM, for anyone who don't know, an eSIM is a software version of the physical sim card for our modern phone.
Has anyone came across this company, they are only small so far and Rob Telson, like them; could it means that's yes they have a connection or simply call me I can help improve your system
tealcom.io
So basically this company proved eSIM, and as we all know, our phone only connect to one particular network. However, TEAL Communication services is to connect to different network simply from using their eSIM
This is an intresting blog from TEAL
tealcom.io
So basically, future mobility need cross between mobile networks especially Drones, without network the just won't work. So the use case for Akida could be continued operating while the Drones is in range with the next mobile network, or simply reducing latency and bandwidth.
It's great to be a shareholder 🏖
Since we are talking about communication and 5G. This is eSIM, for anyone who don't know, an eSIM is a software version of the physical sim card for our modern phone.
Has anyone came across this company, they are only small so far and Rob Telson, like them; could it means that's yes they have a connection or simply call me I can help improve your system
Global loT Coverage With TEAL eSIM
Connect Any IoT Device, Anywhere. Gain Global IoT Coverage with TEAL eSIM. Don't roam across the globe, connect to home networks. TEAL has thousands of cellular options in its eSIM platform so IoT devices can connect everywhere - securely, reliably and affordably. Contact
tealcom.io
So basically this company proved eSIM, and as we all know, our phone only connect to one particular network. However, TEAL Communication services is to connect to different network simply from using their eSIM
This is an intresting blog from TEAL
The Drone Revolution Is Here…And Here To Stay!
The availability of 5G technology is accelerating across the globe […]
tealcom.io
So basically, future mobility need cross between mobile networks especially Drones, without network the just won't work. So the use case for Akida could be continued operating while the Drones is in range with the next mobile network, or simply reducing latency and bandwidth.
It's great to be a shareholder 🏖
Last edited:
Fact Finder
Top 20
You remind me of my high school maths teachers. Always expecting more than I was willing to give.
Fullmoonfever
Top 20
MB own article from couple of days ago revisiting the EQXX.
No Akida mention though a section near end overviews the Efficiency Assistant, UI/UX and AI that imitates the function of the human brain.
I just found interesting the change in wording / description of the EQXX. Most articles label it as a "concept" with some intimating tech flow to production cars....MB now making it clear what it is.
One statement in the article I liked "1 per cent more efficiency equals 2 per cent more reach."
group.mercedes-benz.com
15 min reading time
by Holger Mohn, Editor
published on October 20, 2022
Home Company Magazine Technology & Innovation Miles collector.
With one battery charge, the VISION EQXX achieves a reach of over 1,000 kilometres.
A single battery charge, 11 hours and 32 minutes pure driving time, two stops of 15 minutes each to switch drivers, a total of 1,008 kilometres driven and a reach of around 140 kilometres... On its maiden road trip from Sindelfingen, Germany across the Swiss Alps to Cassis on the French Riviera, the Mercedes-Benz VISION EQXX set an impressive record for reach. Over 1,000 kilometres with one battery charge. No wonder, as Tim Wölfel, Electric Drive Special Projects Lead and specialist for the electric drive of the VISION EQXX, said in his summary: “Reach is no longer an issue.”
On its second road trip two months later, the VISION EQXX substantiated the fact that this at least applies to prototypes. The car travelled 1,202 kilometres from Germany to England on one battery charge. To be more precise: from the Mercedes-Benz Museum in Stuttgart, Germany to Calais, France, with the train through the Channel Tunnel, and on the road again to end up in Silverstone, England. Along the way, the VISION EQXX stopped off at the Mercedes-Benz Grand Prix in Brackley. It was greeted there by the Formula One and Formula E experts who collaborated with the colleagues in Sindelfingen on the development of the progressive drive train. During the entire road trip, on average the VISION EQXX consumed only 8.3 kWh/100 km, despite heavy traffic and summer temperatures. The next milestone.
The VISION EQXX mission control centre in Sindelfingen, Germany.
Everything in view: the vehicle battery level. Shortly before the start of the first VISION EQXX efficiency road trip. Let’s go: The VISION EQXX leaves the factory in Sindelfingen, Germany and heads towards the south of France. Before the record road trip, the charge port was sealed. This was also part of the experience: stop-and-go traffic in Switzerland. Successful road trip: from Sindelfingen, Germany across the Swiss Alps to Cassis on the French Riviera.
1/7
In the three months between the world premiere and the maiden road trip, the group of experts showed what it can do in only a few weeks. “We put the VISION EQXX through its paces and extensively optimized once again,” said Eichler. The engineers saved a further 40 kilograms of weight and four more points were “gained in the aerodynamics”. At the end of the record trip, the VISION EQXX had consumed 8.7 kilowatt hours per 100 kilometres – “which was definitely below our target value,” as Eichler reported. On the second road trip, at 8.3 kWh/100 km, the car’s consumption was even lower.
”We put the VISION EQXX through its paces and extensively optimized once again.”
Jasmin Eichler Project Lead VISION EQXX.
Jasmin Eichler, Project Lead VISION EQXX.
”We have the interplay among all the disciplines involved to thank for this record.”
Laura Vranos Expert for the efficiency of the VISION EQXX
Laura Vranos and Georg Schulze, VISION EQXX efficiency experts.
Other features supporting low drag are a low front surface of 2.12 m² and reduced rear track width. It is narrower than the front by 50 mm, which means that the rear wheels roll in the slipstream of the front wheels. The active rear diffuser automatically extends at 60 km/h. It improves the airflow and makes a key contribution to reducing drag. “We have the interplay among all the disciplines involved to thank for this record. At this speed, aerodynamics are responsible for more than 60 per cent of the resistance that impacts this type of car. They were the decisive factor,” said Laura Vranos, who is the expert for the efficiency of the VISION EQXX and monitored the trip in the mission control centre. “Each edge, each air gap on the VISION EQXX was optimised such that the car provided as little cross sectional area as possible and the air could flow ideally.”
”Our main aim was to test the reach under real conditions.”
Tim Wölfel Electric Drive Special Projects Lead and specialist for the electric drive of VISION EQXX
Tim Wölfel, Electric Drive Special Projects Lead and specialist for the electric drive of VISION EQXX.
The road trip continued on past Zurich towards Lake Lucerne in stop-and-go traffic, and then went up to the Gotthard, through the tunnel and into Italy. Past Como, the car weathered Milan’s traffic jams and went towards Genoa and then Nice. That evening, upon arriving at the destination, the small town of Cassis on the French Riviera, the sun was still shining. “Our main aim was to test the reach under real conditions,” said Tim Wölfel, the specialist for the car’s electric drive. “We didn’t want to drive around in circles at 30 km/h somewhere on a test track.” If you enter the route “Sindelfingen – Cassis” in Google Maps, you will be shown alternative routes that take you to the destination faster. “But we wanted the extra challenge of driving through the Alps in the VISION EQXX.” 12 April was actually the day on which the VISION EQXX was driven on a public road for the first time. “We didn’t test the trip in advance,” explained Wölfel.
With 1,202 kilometres during the summer road trip from Untertürkheim to Silverstone, the VISION EQXX topped its own record.
The point of departure for the road trip on the British island was the Mercedes-Benz factory in Untertürkheim, Germany.
1/2
“There actually was a delicate moment: on the way up to the Gotthard Tunnel, the DC/DC converter of the VISION EQXX went down for a short time,” said Project Lead Jasmin Eichler. Explanation: The DC/DC converter connects the high-voltage battery to the 12-volt onboard network and feeds it. When the converter goes down, the 12-volt battery empties. The car has to stop. “We noticed early on that something was wrong, analysed the data and got a small group together – including colleagues from Formula One and Formula E, who can solve problems incredibly quickly. During the previous tests, we often considered what we could do in a situation like that.” In the case of the DC/DC converter, the experts decided to restart. The driver and co-pilot in the VISION EQXX were informed of the plan. “I have to confess that there was a bit of tension at that point,” said Wölfel. “Luckily, a red light came on just at the right moment,” added Eichler. The system could be restarted and the trip continued smoothly.
Member of the Board of Management Markus Schäfer, Chief Technology Officer, Development & Procurement, welcomes the team and the VISION EQXX to its destination in Cassis, France.
With its flow-shaped basic form, the VISION EQXX achieves an outstanding cw value of 0.17.
Although all disciplines “went the extra mile” in the weeks before the maiden road trip, as efficiency expert Laura Vranos emphasised, it was a nerve-wracking experience – not only because of the initially bad weather before the Gotthard: “There was a point of no return on the trip. We had to decide whether or not to stop and call it a day, and try again the next morning. Or continue. We always had our eye on efficiency, overlaid the current weather and compared it to the forecasts. In the interim, there was also a minor issue with the dashboard. The current consumption was not displayed constantly and had to be calculated by a colleague. Five kilometres before the point of no return, you could have heard a pin drop in mission control – the air was literally thick enough to cut with a knife. When we were able to announce: ‘If nothing out of the ordinary happens now, we’ll make it’ you could see how everyone immediately relaxed. That moment was my personal highlight,” said Vranos.
The VISION EQXX embodies Mercedes-Benz’s vision of the future of electric cars.
The power from the solar roof feeds the 12-volt battery, which in turn supplies auxiliary loads. Streamline-optimised rims and special-purpose tyres also contribute to the vehicle’s high efficiency. The clearly defined, aerodynamic and perfectly effective rear spoiler is accented by a glossy black end profile and emphasised by the tail lamps.
1/4
With its lightweight Formula One auxiliary frame, plus brake discs and traction battery made of aluminium, the chassis is responsible for a major share of the weight efficiency. At 100 kWh, the newly developed storage battery of the VISION EQXX almost has the same amount of power as the EQS battery, which achieved top ratings in the worldwide comparison of electric cars in series production. However, it has 50 per cent less volume and is 30 per cent lighter. “In general, the collaboration with the colleagues from Formula One was extremely productive for the project,” commented Tim Wölfel. And Project Lead Jasmin Eichler added: “It was a brilliant team overall – Mercedes as a whole really delivered. I’ll never forget feeling how everyone was pulling in the same direction.”
With one battery charge, the VISION EQXX achieves a reach of over 1,000 kilometres.
”One of the best ways to increase efficiency is to reduce losses.”
Eva Greiner Chief Engineer Electrical Drive Systems
Eva Greiner, Chief Engineer Electrical Drive Systems at Mercedes-Benz.
“One of the best ways to increase efficiency is to reduce losses,” explained Eva Greiner, Chief Engineer Electrical Drive Systems. “We worked on every part of the system to reduce power consumption and losses through system design, material selection, lubrication and heat management. And our simulation tools helped us to quickly find out what worked and what didn’t.”
The engineers from Mercedes-Benz successfully reduced the total losses in the drive train (motor, inverter and gear box) by 44 per cent. That also added up under the bottom line: 1 per cent more efficiency equals 2 per cent more reach. The battery of the VISION EQXX also supports this effect, thanks to its remarkable energy density of just under 400 Wh/l and an extremely high operating voltage of over 900 volts. Speaking of high voltage: the technology was used for the first time ever and proved itself during the entire road trip. There were no problems like cable overheating: everything was OK. Active cell balancing also contributed to efficiency gains. It ensured that the power was evenly drawn from the cells during the trip. As electric drive trains develop little waste heat, passive cooling was sufficient during the entire first record road trip. The cooling plate in the underbody used the air flowing past and ensured even cooling.
The VISION EQXX kicks off of a new, emphatically clean design style whose interior design also reflects the efficiency concept.
Visible lightweight structures underscore this aesthetic and replace classic decorative elements.
1/2
The UI/UX had a completely new, one-piece display that goes across the entire width of the interior. Elements of the UI support the seamless interaction between the driver and the vehicle. Among other aspects, through artificial intelligence that imitates the function of the human brain. In the VISION EQXX, Mercedes-Benz is following a radically new UI/UX approach. A game engine lifts the UI graphics to an entirely new level. The user interface shows how real-time graphics open up new digital opportunities. They react immediately to the driver’s needs and bring the real world into the vehicle.
”The driver could see all the key data on the screen and knew: Yes, VISION EQXX can! ”
Zane Amiralis User Experience Designer
Zane Amiralis, User Experience Designer.
No Akida mention though a section near end overviews the Efficiency Assistant, UI/UX and AI that imitates the function of the human brain.
I just found interesting the change in wording / description of the EQXX. Most articles label it as a "concept" with some intimating tech flow to production cars....MB now making it clear what it is.
One statement in the article I liked "1 per cent more efficiency equals 2 per cent more reach."
Technology demonstrator VISION EQXX | Mercedes-Benz Group
It’s a technology demonstrator – not a show car. The VISION EQXX travelled more than 1,000 kilometres on a single battery charge on its first trip under real conditions. Mercedes-Benz developed the VISION EQXX in its Centre for Future Technologies.
Technology demonstrator VISION EQXX
Miles collector.
It’s a technology demonstrator – not a show car. The VISION EQXX travelled more than 1,000 kilometres on a single battery charge on its first trip under real conditions. Mercedes-Benz developed the VISION EQXX in its Centre for Future Technologies.15 min reading time
by Holger Mohn, Editor
published on October 20, 2022
Home Company Magazine Technology & Innovation Miles collector.
With one battery charge, the VISION EQXX achieves a reach of over 1,000 kilometres.A single battery charge, 11 hours and 32 minutes pure driving time, two stops of 15 minutes each to switch drivers, a total of 1,008 kilometres driven and a reach of around 140 kilometres... On its maiden road trip from Sindelfingen, Germany across the Swiss Alps to Cassis on the French Riviera, the Mercedes-Benz VISION EQXX set an impressive record for reach. Over 1,000 kilometres with one battery charge. No wonder, as Tim Wölfel, Electric Drive Special Projects Lead and specialist for the electric drive of the VISION EQXX, said in his summary: “Reach is no longer an issue.”
On its second road trip two months later, the VISION EQXX substantiated the fact that this at least applies to prototypes. The car travelled 1,202 kilometres from Germany to England on one battery charge. To be more precise: from the Mercedes-Benz Museum in Stuttgart, Germany to Calais, France, with the train through the Channel Tunnel, and on the road again to end up in Silverstone, England. Along the way, the VISION EQXX stopped off at the Mercedes-Benz Grand Prix in Brackley. It was greeted there by the Formula One and Formula E experts who collaborated with the colleagues in Sindelfingen on the development of the progressive drive train. During the entire road trip, on average the VISION EQXX consumed only 8.3 kWh/100 km, despite heavy traffic and summer temperatures. The next milestone.
The VISION EQXX mission control centre in Sindelfingen, Germany.
Everything in view: the vehicle battery level. Shortly before the start of the first VISION EQXX efficiency road trip. Let’s go: The VISION EQXX leaves the factory in Sindelfingen, Germany and heads towards the south of France. Before the record road trip, the charge port was sealed. This was also part of the experience: stop-and-go traffic in Switzerland. Successful road trip: from Sindelfingen, Germany across the Swiss Alps to Cassis on the French Riviera.1/7
Brief flashback: VISION EQXX world premiere
On 3 January 2022, the software-based research prototype VISION EQXX celebrated its digital world premiere. CEO Ola Källenius, Chief Technology Officer Markus Schäfer and Chief Designer Gorden Wagener introduced it as “the most efficient electric vehicle that the ‘brand with the star’ has ever built”. A moment that made her “very proud” after a development period of only 18 months, recalled Jasmin Eichler, Head of Future Technologies at Mercedes-Benz and the project lead. But for the team, the standard formulated at the premiere also meant: “Now the pressure is on to deliver!” Ultimately, the VISION EQXX is not a show car. Instead, it is a technology demonstrator that puts what is technologically feasible for the developers, engineers, aerodynamics experts, drive experts and designers at Mercedes-Benz on the street.In the three months between the world premiere and the maiden road trip, the group of experts showed what it can do in only a few weeks. “We put the VISION EQXX through its paces and extensively optimized once again,” said Eichler. The engineers saved a further 40 kilograms of weight and four more points were “gained in the aerodynamics”. At the end of the record trip, the VISION EQXX had consumed 8.7 kilowatt hours per 100 kilometres – “which was definitely below our target value,” as Eichler reported. On the second road trip, at 8.3 kWh/100 km, the car’s consumption was even lower.
”We put the VISION EQXX through its paces and extensively optimized once again.”
Jasmin Eichler Project Lead VISION EQXX.
Jasmin Eichler, Project Lead VISION EQXX.The premiere: world’s top aerodynamics ready to go
On the morning of Tuesday, April 12, at 7 a.m. everyone was ready to go. The prototype started off on its first record trip in relatively bad weather – 3 °C – in Sindelfingen, in front of the new Mercedes-Benz Electric Software Hub building. An auditor from TÜV Süd, who had officially sealed the charge port earlier, monitored the entire road trip as the passenger in one of the two EQS accompanying vehicles. At up to 140 km/h, they took motorway 81 to the northeastern border to Switzerland. With its low cW value of 0.17, the prototype presented almost no target for the wind. The world’s top aerodynamics among vehicles with approval for road use were the result of the interplay among many individual activities. Beginning with the basic form of the body, which integrates the smooth dome of the passenger compartment and flows to the rear with the elegance of a drop of water.”We have the interplay among all the disciplines involved to thank for this record.”
Laura Vranos Expert for the efficiency of the VISION EQXX
Laura Vranos and Georg Schulze, VISION EQXX efficiency experts.Other features supporting low drag are a low front surface of 2.12 m² and reduced rear track width. It is narrower than the front by 50 mm, which means that the rear wheels roll in the slipstream of the front wheels. The active rear diffuser automatically extends at 60 km/h. It improves the airflow and makes a key contribution to reducing drag. “We have the interplay among all the disciplines involved to thank for this record. At this speed, aerodynamics are responsible for more than 60 per cent of the resistance that impacts this type of car. They were the decisive factor,” said Laura Vranos, who is the expert for the efficiency of the VISION EQXX and monitored the trip in the mission control centre. “Each edge, each air gap on the VISION EQXX was optimised such that the car provided as little cross sectional area as possible and the air could flow ideally.”
”Our main aim was to test the reach under real conditions.”
Tim Wölfel Electric Drive Special Projects Lead and specialist for the electric drive of VISION EQXX
Tim Wölfel, Electric Drive Special Projects Lead and specialist for the electric drive of VISION EQXX.The road trip continued on past Zurich towards Lake Lucerne in stop-and-go traffic, and then went up to the Gotthard, through the tunnel and into Italy. Past Como, the car weathered Milan’s traffic jams and went towards Genoa and then Nice. That evening, upon arriving at the destination, the small town of Cassis on the French Riviera, the sun was still shining. “Our main aim was to test the reach under real conditions,” said Tim Wölfel, the specialist for the car’s electric drive. “We didn’t want to drive around in circles at 30 km/h somewhere on a test track.” If you enter the route “Sindelfingen – Cassis” in Google Maps, you will be shown alternative routes that take you to the destination faster. “But we wanted the extra challenge of driving through the Alps in the VISION EQXX.” 12 April was actually the day on which the VISION EQXX was driven on a public road for the first time. “We didn’t test the trip in advance,” explained Wölfel.
With 1,202 kilometres during the summer road trip from Untertürkheim to Silverstone, the VISION EQXX topped its own record.
The point of departure for the road trip on the British island was the Mercedes-Benz factory in Untertürkheim, Germany.1/2
Digital twin leads the way
Of course that doesn’t mean that the real VISION EQXX was unprepared when it set off on its maiden road trip with the two pilots. In the mission control centre in Sindelfingen, the car’s digital twin had started off somewhat earlier. A digital twin is a “software in the loop” simulation tool that is fed with data on the weather and traffic along the route in real time. It was always on the route one hour earlier than the real car. This way, the crew in the mission control centre always knew what was awaiting the VISION EQXX along the route. Alongside the digital twin, there was also a real twin, fondly called “eMMA” in reference to the MMA e-mobility platform from Mercedes. A black EQB 250 served as the testing & development vehicle. Connected to a test bench in Sindelfingen, it “drove” the route simultaneously with the VISION EQXX. “Like in Formula One, we were able to track the drive train and data of all systems in parallel and at the same time, take many developers along on the trip,” Wölfel recounted. The approximately 25 experts from a range of disciplines who participated in the development sat in the mission control centre on premiere day and evaluated the real-time data, ready to intervene if necessary.“There actually was a delicate moment: on the way up to the Gotthard Tunnel, the DC/DC converter of the VISION EQXX went down for a short time,” said Project Lead Jasmin Eichler. Explanation: The DC/DC converter connects the high-voltage battery to the 12-volt onboard network and feeds it. When the converter goes down, the 12-volt battery empties. The car has to stop. “We noticed early on that something was wrong, analysed the data and got a small group together – including colleagues from Formula One and Formula E, who can solve problems incredibly quickly. During the previous tests, we often considered what we could do in a situation like that.” In the case of the DC/DC converter, the experts decided to restart. The driver and co-pilot in the VISION EQXX were informed of the plan. “I have to confess that there was a bit of tension at that point,” said Wölfel. “Luckily, a red light came on just at the right moment,” added Eichler. The system could be restarted and the trip continued smoothly.
Member of the Board of Management Markus Schäfer, Chief Technology Officer, Development & Procurement, welcomes the team and the VISION EQXX to its destination in Cassis, France.Efficiency is a mosaic of many measures
The enormous level of efficiency that the technology demonstrator featured on its trip to the French Riviera is the sum of many small, innovative details. Take its tyres for example, which at 4.7 per thousand have extremely low rolling resistance. Mercedes-Benz developed them for the VISION EQXX with its partner, Bridgestone. To compare: The current EU Tyre Label requires a rolling resistance of 6.5 per thousand for the best rating in class A. Another striking special feature is the new tyre dimension, 185/65 R 20 97 T, which stands for a large diameter with narrow tread. Further, the flow transition from tyre to rim was optimised in collaboration with the aerodynamics team from Mercedes-Benz.
With its flow-shaped basic form, the VISION EQXX achieves an outstanding cw value of 0.17.Although all disciplines “went the extra mile” in the weeks before the maiden road trip, as efficiency expert Laura Vranos emphasised, it was a nerve-wracking experience – not only because of the initially bad weather before the Gotthard: “There was a point of no return on the trip. We had to decide whether or not to stop and call it a day, and try again the next morning. Or continue. We always had our eye on efficiency, overlaid the current weather and compared it to the forecasts. In the interim, there was also a minor issue with the dashboard. The current consumption was not displayed constantly and had to be calculated by a colleague. Five kilometres before the point of no return, you could have heard a pin drop in mission control – the air was literally thick enough to cut with a knife. When we were able to announce: ‘If nothing out of the ordinary happens now, we’ll make it’ you could see how everyone immediately relaxed. That moment was my personal highlight,” said Vranos.
Solar roof: power boost from the sun
After the Gotthard, everything became easier. After all, as on the maiden road trip in the Po Valley near Milan and all the more so during the summer trip to Silverstone, the VISION EQXX gets a power boost from its permanently installed solar roof and not a charging station. The 117 solar cells feed the 12-volt battery, which in turn supplies the auxiliary loads and the navigation system with power. The added value is measurable: the high-voltage battery is relieved accordingly, and this can be seen on the display of the on-board computer. Overall, the solar booster extends the reach by more than 2 per cent – which adds up to a good 25 kilometres on a route of over 1,000 kilometres.
The VISION EQXX embodies Mercedes-Benz’s vision of the future of electric cars.
The power from the solar roof feeds the 12-volt battery, which in turn supplies auxiliary loads. Streamline-optimised rims and special-purpose tyres also contribute to the vehicle’s high efficiency. The clearly defined, aerodynamic and perfectly effective rear spoiler is accented by a glossy black end profile and emphasised by the tail lamps.1/4
Over the hills and far away: advantage for lightweights
Another special feature of the VISION EQXX is its consistent lightweight construction, which has a positive impact on gradients above all. The VISION EQXX impressively demonstrated this advantage on the approach to the Gotthard Tunnel. On one section of the route between Amsteg and Göschenen, there is a 14-kilometre climb with a gradient of up to 5 per cent. Here, where every gram of extra weight gobbles up power, the VISION EQXX used its tare weight of 1,755 kilograms to its advantage. The lightweight construction concept of the VISION EQXX is comprehensive: from the materials used to the innovative, bionic structures that yield a favourable ratio of strength to weight. Take for example the sustainable carbon fibre-sugar composite material also used in Formula One that comprises the top section of the battery, and the BIONEQXXTM rear floor produced with a cast aluminium process. The lightweight metal structural component yields a weight savings of up to 20 per cent as compared to a conventionally produced component.With its lightweight Formula One auxiliary frame, plus brake discs and traction battery made of aluminium, the chassis is responsible for a major share of the weight efficiency. At 100 kWh, the newly developed storage battery of the VISION EQXX almost has the same amount of power as the EQS battery, which achieved top ratings in the worldwide comparison of electric cars in series production. However, it has 50 per cent less volume and is 30 per cent lighter. “In general, the collaboration with the colleagues from Formula One was extremely productive for the project,” commented Tim Wölfel. And Project Lead Jasmin Eichler added: “It was a brilliant team overall – Mercedes as a whole really delivered. I’ll never forget feeling how everyone was pulling in the same direction.”
Back down into the valley with aluminium disc brakes
After the Gotthard Tunnel, the VISION EQXX went downhill for kilometres. The prototype used the topography there in line with its means: VISION EQXX regenerated its power reserves. In the case of electric cars, the term is “regeneration”: recovering brake energy. In this discipline as well, the VISION EQXX raises the bar thanks to its high-efficiency electric drive train. The VISION EQXX can use the regeneration effect on any type of downward slope and any braking action. A positive side effect: thanks to the electric brakes, the mechanical brakes are almost never used. In turn, this made it possible to use innovative aluminium brake discs for the first time. They weigh considerably less than their steel counterparts.
With one battery charge, the VISION EQXX achieves a reach of over 1,000 kilometres.Innovative eATS: powerful, responsive, and enduring
The electric drive train (eATS) of the VISION EQXX was developed in collaboration with the Formula One racing sport specialists from Mercedes-AMG High Performance Powertrains (HPP) and Mercedes-Benz-Grand Prix (MGP). It consists of an electric motor, gear box and power electronics – and has a peak output of 180 kW. Torque is present from the very first motor revolution and the VISION EQXX has a very low drag. As a result, its full potential was basically never tapped during the entire road trip to Cassis. But other factors are more important than maximum power: The eATS is as compact, lightweight and highly efficient as the battery. The average efficiency coefficient for this application is 95 per cent. In other words, 95 per cent of the power from the battery reaches the wheels.”One of the best ways to increase efficiency is to reduce losses.”
Eva Greiner Chief Engineer Electrical Drive Systems
Eva Greiner, Chief Engineer Electrical Drive Systems at Mercedes-Benz.“One of the best ways to increase efficiency is to reduce losses,” explained Eva Greiner, Chief Engineer Electrical Drive Systems. “We worked on every part of the system to reduce power consumption and losses through system design, material selection, lubrication and heat management. And our simulation tools helped us to quickly find out what worked and what didn’t.”
The engineers from Mercedes-Benz successfully reduced the total losses in the drive train (motor, inverter and gear box) by 44 per cent. That also added up under the bottom line: 1 per cent more efficiency equals 2 per cent more reach. The battery of the VISION EQXX also supports this effect, thanks to its remarkable energy density of just under 400 Wh/l and an extremely high operating voltage of over 900 volts. Speaking of high voltage: the technology was used for the first time ever and proved itself during the entire road trip. There were no problems like cable overheating: everything was OK. Active cell balancing also contributed to efficiency gains. It ensured that the power was evenly drawn from the cells during the trip. As electric drive trains develop little waste heat, passive cooling was sufficient during the entire first record road trip. The cooling plate in the underbody used the air flowing past and ensured even cooling.
The VISION EQXX kicks off of a new, emphatically clean design style whose interior design also reflects the efficiency concept.
Visible lightweight structures underscore this aesthetic and replace classic decorative elements.1/2
Efficiency assistant: active support for saving power
In the efficiency assistant, both the driver and co-pilot had useful support with tips on the best possible way to drive at their side. It provided them with information on the energy flow, battery status, topography and even on the direction and intensity of the wind and sun. Zane Amiralis, User Experience Designer, said: “The software that we developed in only 18 months did indeed ensure that the driver in the VISION EQXX had his very own mini mission control centre aboard. He could use it for an overview of all the key data on the screen and knew: ‘Yes, VISION EQXX can!’”The UI/UX had a completely new, one-piece display that goes across the entire width of the interior. Elements of the UI support the seamless interaction between the driver and the vehicle. Among other aspects, through artificial intelligence that imitates the function of the human brain. In the VISION EQXX, Mercedes-Benz is following a radically new UI/UX approach. A game engine lifts the UI graphics to an entirely new level. The user interface shows how real-time graphics open up new digital opportunities. They react immediately to the driver’s needs and bring the real world into the vehicle.
”The driver could see all the key data on the screen and knew: Yes, VISION EQXX can! ”
Zane Amiralis User Experience Designer
Zane Amiralis, User Experience Designer.Lessons learned for future series vehicles
“The aim for the VISION EQXX was not to build yet another show car,” explained Eichler. “The mission was to develop a technology program that would support the complete transformation of Mercedes-Benz.” Courage and creativity are a must for a project like this – at the beginning of the development, the team was not yet at the 1,000 kilometre-reach mark. But Jasmin Eichler is certain: “In all vehicles of the future, Mercedes-Benz will benefit from the creative engineering achievements that made the VISION EQXX a success.”Hi 999, or can I call you 99 for short?“Before Akida, most hardware SNNs used analog ReRAM/MemRistor because it is more closely analogous to real neurons.”
Hi @Diogenese, great postI have been pondering Qualcomm and their analog SNN patents for a while. I remember when BRN used to mark them as a competitor by listing them along with Intel and IBM as tech comparisons - you know the checklist ticks against the different categories such as continuous learning and power consumption etc. Then they stopped including them in that list around 2018 or 19. I assumed when that happen that perhaps they’ve bought the carrot and would be a future customer. There’s been a lot said about the inherent instability in analog SNNs. Do we think that somehow Qualcomm have solved this? Not likely, unless they’ve done so somewhere in the last 18 months and patents will soon be published to reflect that. That would be a pretty big deal considering academia world wide has yet to bare such an accomplishment. Not to say it’s impossible for Qualcomm but you would think they would need to have harnessed the crème of Nueromorphic talent from academia to do so. So perhaps it’s then possible that Qualcomm’s Snapdragon platform includes a bit of our magic to make it all work, I think so anyway, just rambling on a bit haven’t done so for a while - thanks to all the great contributors to this forum I haven’t felt the need to. Cheers to all.
I'm not smart enuf to know who are our EAPs, in fact I missed it by that much.
I don't know how long it would take Qualcomm to switch horses, even with the aid of Akida IP
, but incorporating the IP into a complex SoC is no cakewalk without BrainChip expertise.
... or you could just buy another 3425 and a quarter BRN shares.Came across this, dont think it was posted before
cosors
👀
Poodles are the most intelligent of all dogs. We might need a mascot
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