ON Semiconductor Corporation (ON) Earnings Call Transcript & Summary

Good morning, everyone, and welcome to today's webinar on electric vehicle charging solutions by power level. I'm Kris Costers with onsemi, and I will be your moderator today. In today's session, we will review different solutions from EV charging and introduce onsemi's portfolio from power efficient drivers, EliteSiC products family to connectivity solutions. At the end of the webinar, we will be holding a Q&A session to answer any questions you may have. You can type your questions into the Ask Question box on your right. A recording of the webinar will be shared with you via e-mail. Now let's meet today's presenter. Jonathan Harper is member of the technical staff at onsemi. He's covering energy infrastructure and European marketing for the Advanced Solutions Group. Now let's get started. Jon, the floor is yours.

Thanks, Kris, and good morning, everybody. So today, we're going to be talking about EV chargers by power level. There's a number of different levels of power, so single chargers to DC fast charging stations. So let's get going. The agenda shows that we talk -- first of all, talk about why onsemi is interested in EV charging. Then we talk about the challenges faced with the EV charging stuff right outside of the technical issue. I think that's important for us to discuss what are sort of the barriers to introducing EV charging. Let me talk about the 3 types of EV chargers. I'll split that up into 3 groups. One is the AC EV wallboxes and charging stations. That covers a wide range of power, but I think it's maybe better to classify than these -- this way than the classical box and chargers. The structure of AC EV charging station is a little bit different from a DC charging station. Now we have the DC charging stations and wallboxes. DC wallboxes is an important up-and-coming market and has a lot of benefits, for example, that also generally will include bidirectionality in the devices offered on the market, and we'll talk about that later. And finally, fast charging stations are 350 kilowatts fast charging stations [indiscernible]. So that's the summary of what we're going to be talking about today. So first of all, why is onsemi interested in this market? Our areas of expertise are 2 areas. One is intelligent power, and one is intelligent sensing. Both of those have a lot to do with EV charging stations. EV charging station is also a fast-growing market, have been the revolution on getting -- using, let's say, more -- generally more renewable energy than coal-fired or, in this case, EV chargers to replace the use of petrol engines power, so coal-fired power stations as well gets replaced with solar. That's also related to EV chargers because EV charging stations often meet with local solar power connectors. Anyway, so we have our intelligent power solutions and intelligent sensing solutions. So the main driver for this market is the strong growth in electric vehicles, which is charging, so battery electric vehicles, hybrid vehicles, and we know it's a booming market. So what do we need to do to support that market? First of all, we need to be able to charge those cars. So there's an extremely strong growth in electric vehicle chargers. This slide says 30%. It's such a fast-growing market. It's difficult to give you exact numbers here. I would say it's actually more than that, 40%, 50% annual growth, very strong demand of those chargers. Then if you're powering the electric vehicles of brown coal, electricity, [indiscernible] electricity, so then that you're probably not doing the environment much good. So it's important to have -- drive these cars of renewable energy. And that's why we see a strong growth in renewable energy from -- especially from solar inverters. But we have the decentralized solar inverters, I would say a big chunk of that. And then of course, the core residential and commercial inverters [ growing ] very fast. And then it is not always sunny. It's nice and sunny today, but it's not sunny during at night, of course. And you need to store that energy, and that energy storage is part of that. So if we look at it, we have a strong growth in electric vehicles, and to support that electric vehicle infrastructure, you need electric vehicle chargers. And to get the electricity from renewable resources, which are more environmentally friendly than a petrol engine, you need to have string inverters and mainly decentralized large storage systems go and do that. So that's the energy infrastructure. This is why it's important to talk about EV charging. So let's go deep-dive into DC charging. So people are very interested in filling up -- refueling or recharging their cars as quickly as possible. So we can refuel very fast. So what's important is to make sure we offer a solution which can allow you to recharge your car quicker. So we have a lot of system experience in the high power area, certainly from our solar inverters, which I mentioned earlier. We have good development tools and support. So it's not just saying, okay, here's a secret with a really good [indiscernible]. You want to have a solution. [ Usually, you have to drive it ]. What are the losses on these road conditions? So you need very good simulation when it comes to that. Here, we have extremely good technology, and on top of that, we have a full in-house supply chain, starting from the raw materials needed to make silicon carbide tools, and then we chop them up into wafers, and then the epitaxy we get on top of that to give you the right voltage. And finally, we do the processing on the wafers. And the processing on the wafers, you get a good performance. [indiscernible] Okay. And then finally, once you have the wafers sort of turned into MOSFETs, right, with the fusion processes. And the processes, you can chop up the wafers and dies and put them in modules. And that's the [indiscernible] of our process. In conclusion, all those things allow you to build an EV recharging section, which can delight the customers and get [ your cars ] and launch -- battery electric vehicles charge up in 20 to 30 minutes. One thing -- we talked about intelligent power, but there's also intelligent sensing. Intelligent sensing is also an integral part of being successful in the EV charging market. We have good ground for interrupter products, and you use them in consumer area. And these are ideal for the U.S. market for EV charging. European market needs to support additional DC requirements of 6 milliamps. So the existing products we have are being picked up very quickly for the AC charging. We will talk about that [indiscernible] how that works. So we talked about the types of -- so we talked about the benefits of why the onsemi is looking at these markets. And let's have a look at the current issues we have with the new EV chargers today and talk about the system types. So our system types, we start with portable EV charger here. So this is 2.4 kilowatt EV charger charging up a hybrid electric vehicle. Then this is AC charging station in Munich, near where I live. Normally, the -- this is [indiscernible] so we'd open the flaps and we'd see the connector here. So this is where the connector is. And I'm just going to highlight that if you have a open connector like that, then you better have some kind of [indiscernible] the open connector rather than the flap shut. Then finally, we have the 350-kilowatt EV charging stations. So I took a picture in that on a business trip to Switzerland. These are [indiscernible] EV chargers [ photo I've had ]. So there's -- I think you look at EV charging stations and EV chargers as a really wide range. Not shown is the wallbox that is stuff which you would install at home for home charging, for higher power than just this auxiliary charging. So it's a permanent observation, typically single phase. I think it's around 13 kilowatts. And [ single phase ] is going up to 11 kilowatts, 22 kilowatts if you [indiscernible] energy to buy it. And then we have the DC wallbox, which is when we talk about that, that gives you the extra benefit of EV faster charging. That's -- and the possibility of bidirectional charging capability. And then the -- I did mention the DC external to the small DC charging stations. So you -- instead of having all these large charging stations, you have something which is between the size of a wallbox and this kind of stations, 22-kilowatt chargers maybe in a supermarket environment, 50-kilowatt chargers. So it's -- so as you see, there's a wide range of active power of DC chargers. It's not 1 size for that. So it's sort of very dynamic, very interesting. So what are the current challenges for getting everything working, getting everybody to have EV chargers or electric vehicles? Clearly, there's enough supply of electric vehicles. Demand is enormous at the moment. But sooner or later, the manufacturing capacity will be enough to support the demand for the electric vehicles. The technology and the wide range of supplies for different charging stations, that doesn't seem to be a barrier, but one of the things which people are worried about. First of all, I'm now going to direct you to the different surveys. Say that about 10% to 20% of EV charging points today do not function. So if you go to charge a car, there's a 20% chance maybe that [indiscernible] doesn't work. And it's not always a -- let's say, a electronic system [indiscernible] problem, software problem, connectivity problem, whatever. But that functionality is not there. That's very frustrating [indiscernible]. You think you're in a remote place in the U.S., and you really wanted to make sure that the cars, the stations -- the charging stations are running correctly. Then you really -- and then you come find that was work that's a disappointment, and it's, again, a risk with adoption of these charging stations. So what we're looking for is a way to again -- first of all, better reliability of the charging stations, how we make sure the AC charging station doesn't break. We've got a solution for that, that we'll talk about. And then remote diagnostics is -- some of these charging stations, they maybe turn on or off the electricity. They don't have remote diagnostics where you can go and read inside the devices to see what's happening, to see if one of the modules will break or going to break soon [indiscernible]. And that lack of diagnostic capability is worsening the availability of the charging systems. Let me have -- the second point is multi-occupancy buildings. What does that mean? There's a building where you have a number of different flats or parliaments. You can have an office building. That's actually difficult to install the chargers and the wallbox in a building. For example, the building I'm in now is shared with, I don't know, 5, 6, 7 different companies. And all of our companies have different requirements for the landlords, right? For us in onsemi [indiscernible] on the wall. We connect the -- obviously, the high voltage -- high current rating for the current going through it. We disconnect directly. And if we see anybody using our chargers, it doesn't happen much, you would [indiscernible] complain about it and fix it up. [indiscernible] Other guys say, I want to have wallbox installed, and I want to make sure that there's a key card in there. And only people with [indiscernible] company can use it. So from an angle, everybody's coming with different requirements. Second is a relatively large custom storage systems in [indiscernible]. And so those sort of things are challenges which got to be overcome to drive the electric vehicle adoption, electric vehicle charging adoption and more. I think it's a very good example. It's -- there was a report from somebody who worked in a -- who lived in a municipally owned building in the Munich area. So it was owned by the -- building was owned by the city council. The city council, they are interested in supporting the electric vehicles. However -- so he said, I want to have a charger in the garage in my building, so the garage and buildings in the basement, right? He lives [indiscernible] the fifth floor, sixth floor. There was an [ inspection ]. So the guy comes in, checks the installation. There's a power cable right behind where his car parking. He goes, yes, he can [indiscernible]. Then the electricity company says, well, I mean, you've got to pay for the electricity. Well -- and it was something ridiculous that he had to go and cable all the way out to the floor [indiscernible], put in his meter and put them all the way down. So there's bureaucratic barriers like that when it comes to the multi-occupancy buildings. We're going to single housing. Someone's got their own house, and it's a little easier with the distribution. But these multi-occupant -- there's going to be some way of fixing this problem with multi-occupancy buildings. And then if you can take that to the next level is bidirectional chargers. Bidirectional chargers are very important to stabilize the grid. So the electricity company is saying, well, we could use these chargers to help us if there's a grid [indiscernible] and give us better grid stability. The problem with that is [indiscernible]. My car at the moment will be connected to the charging system downstairs, right? How do we make sure that then this -- that the systems then connected to a bidirectional system in the building? So the landlord [ sort of decided ] how to support that. And the guys who benefit from them is the energy utility companies. How do they make sure that the guys get paid for doing their services supporting infrastructure. So those are 2 commercial reasons why [indiscernible]. And then second -- and second point is there's not good standard on how the bidirectional chargers sort of [ put ] power to the grid [indiscernible]. So these are the kind of barriers we face, but thankful we got over those and we need to [indiscernible]. So let's look at then the technologies for the individual chargers and how they're put together. So we have a diagram of a -- a simplified diagram of AC charger [indiscernible]. So this is the plug of my charger. There is -- to connect to CP, you can pin here, which is CP could be their kind of [ UR ] type interfaces, which you use for communication with the charger. So one is for setting up the charge and communication with the charger station, and one is the controller [ room ]. Then there's 3 connectors, L1, L2, L3. I have a plug-in hybrid, so I only have one on my cable. So normally, there will be about 2 or 3. You have a protective earth, and then you have neutral wire. So this the protective earthed neutral. So this is what it looks like. And this is what it looks like when it's charging, right? So for that, you saw then there was the output plug. So somebody could connect to the -- touch the output plug, somebody touch the output pin on the other one from that plug, and that could be a problem. So you need to have one ground fault detection and protection [indiscernible]. And this is controlled of relays. Let's say from a power electronic side, there's little electronics in there. Clearly, there's a 5G modem communicating with the outside world to say whether you could turn it on and off, or has Jon Harper paid for his electricity or not? And I know that it will -- if the car doesn't work properly, then he won't turn it on. Otherwise, [indiscernible] showing my car is charging. And then there's the NFC interface, which is the -- I use for the contactless car payment. So that's what we have there. So roughly, this is a lot of things, but it's a focus on some key [indiscernible]. So we said that 10% to 20% of the EV charging stations don't work at any given time. One of the reasons is improving reliability of relays. How do you improve the reliability of relays? So you do 2 things. One is you totally replace the relays with [indiscernible] switches. That's probably a big step for a lot of people. So people want to move to, let's say, hybrid solution. And this is used quite commonly in other areas like soft starters in motors, [indiscernible] and so on. So what you do is put a bidirectional switch in parallel with the relay. Well, there's 2 benefits of that. When you open the relay contact, there's going to be arcing, there's no switch. So what happens is you turn on the switch first. The switch will be turned on. When it's on, then you open the relay when the switch is turned on. So the switch is turned on. This relay is opened, and then you turn off the switch. And that [ preservance ] of -- you need to -- you're not sure where you're connecting. So you need to have to -- you need what's [indiscernible] it could be anything connected to the outside. Hopefully, it's a normal circuit, but you can't just assume that. So you have to have some kind of snubber circuit around MOV. Normally, they have a snubber circuit there. So all the problem is, is that capacitor is going to be discharged when we turn the relay on. So if you didn't have this bidirectional switch, you turn the relay on, and there would be high current growing through the relay contacts, and that reduces the live. So obviously, if you take the example of soft starters, which is a hybrid [indiscernible] the same sort of current levels. You see AC EV charging stations. You see a factor of 10x more reliability because the -- when you turn on, you have less -- no current flows the relay contacts [indiscernible] semiconductor switch. And then on the other side, when you turn off, you got to do no arcing because the -- what would be arcing [indiscernible] switch. What you also see is you have to have -- if the overcurrent has switched off, then you have to have drivers with a high dv/dt rate. So let's talk about -- well, I can't talk about that at the moment. Let's look at the ground fault current. So the ground fault current is, if somebody is touching the output of that charger, which I've showed earlier, what would happen is all the current going through the live will flow back to the neutral. Some of it will flow through the [ sky ]. This is more than 10 milliamps. It's not worth to get [ fried ]. So you have to stop if you're over 6 milliamps, and that's -- let's say, nothing's going to stop in a certain time. So I'll say we can take around [indiscernible]. So okay, got it. The current going through here, and you measure the current going through here, there's a difference. You can sense that on a transformer. You need to use a special process to make sure it's noisy, things like that. That would be a special circuit to drive that. This is [indiscernible] as you can look at the presentations later to the -- for the [indiscernible] I'll pick up U.S. market, which is the 5 milliamp AC leakage protection or 20 milliamp [indiscernible] specific requirements are met [indiscernible]. Obviously, is overcurrent protection, over and undervoltage protection. So we need those functions on AC charging station. So onsemi, we have 2 solutions, which are maybe suit -- which are suitable here. One is for a single coil and has a high power consumption. One has a dual coil and has a lot low power consumption. The other thing is self-monitoring. It's very important on an EV charging station to have a regular monitoring to see if the ground fault is working. If you remember when you -- I don't know if you've been to the U.S., you see [indiscernible], you see these circuit breakers on [indiscernible] press stop, press test it in. And your homes in Europe, you will also have your distribution box, which has a button that says press every month. But how many of you really press that button every month to test the GFCI? I don't know [indiscernible] button. So based on that, the U.S. authorities said, okay, maybe this self-testing is dangerous, right? So we look at the self-testing. So all of our devices have a self-test with its GFCI, ground fault [indiscernible]. So again, this is a self-test using single coil, which is one of our products here. So it's a single coil. And then we have a second coil here, dual coil who's for -- this is used for the ground neutral [indiscernible], ground neutral fault as well. So 2 coils, 1 coil for neutral, 1 coil for GFCI. And these are the 2 proposal we have for the U.S. [indiscernible]. So we're going to work very well. The European requirements have additional requirement for 6 to 9 milliamp DC on top of that. You can either do that in your installation or you can do it in your EV charging station. But most of EV charging station -- new EV charging stations have that 6 milliamp DC ground fault [indiscernible] built in it. So AC EV charging is very common. DC EV wallboxes are new, and they are both bidirectionality. And they offer, in fact, much faster charging. So you see that as a strong growing market. And also the -- let's call it the small [ active bridge ] charging stations we have in the supermarket, [ not which ] charges 350 kilowatts or maybe 25 kilowatts, 50 kilowatts. It's kind of [indiscernible] charges. This is an important market. Normally, you use DC there because it's charging -- it's much better charging. So what type of front-end [indiscernible] topology. So the topology is you have the 3-phase AC [indiscernible] 25 kilowatts. You have 3-phase AC. And then you have a bidirectional VM topology or a [indiscernible]. So VM topology has 2 diodes in the standard topology and back-to-back [indiscernible] switch. If you replace those diodes with a -- each of those diodes with a MOSFET, you can actually do a bidirectional approach, which means you can put energy back into the grid. So you say, well, why do you want to put energy back into the grid? And if you're in a supermarket, you want to go to [indiscernible], whatever, right, you want to drive there and you don't want to put energy back into the grid. You want to charge the car, right? It's not -- that's not the reason we do bidirectionality. Bidirectionality, so that you can provide a reactive power into the grid to support the grid. I know that, that's not a requirement, but it became a requirement for [indiscernible]. And the grid companies can say, okay, we've got an opportunity here to stabilize our grid [indiscernible]. We're going to make sure that the EV charging companies have that functionality into the grid. And sometimes the EV chargers are built by those grid companies. For example, Enel [indiscernible] main energy distributor. Bidirectionality is important for them [ in a system ], so you can put energy back into the grid. Then we have the second stage, which is a resident bridge. So dual active bridge, for example, is common. So we'll talk about that. And then finally, the -- okay. Sorry. We've got the standard [indiscernible] uses 6-switch converter, 2 other possibilities [indiscernible]. This is then the dual active bridge. So we have a dual active bridge, which is basically half bridge or full bridge topology using [indiscernible]. So if you look at the 6-switch active front-end, you will have [indiscernible] 6 switches. It's a simple way to say it's like a motor drive just going backwards. Normally, a motor drive starts with a DC, ends up to the AC lines. You can reverse the polarity of the system, and you can switch -- actually, switching [indiscernible] you can put energy from 3-phase system into a -- it's a little bit more complicated than that. That's a simple example. Then you have your half -- full bridge, dual active bridge here. I want to say -- I'd say this is modules. People can use modules for these 25-kilowatt platforms. What we're seeing is that for the smaller platforms, people using these grids. It's the benefits of using these grids as a standardization. And then for modules, we have seen these for high power areas. And certainly, for the DC fast charging stations, people using modules [indiscernible]. So these are more and more common topology system. [indiscernible]. To drive these MOSFETs and to drive the modules, you need to have fast [indiscernible]. So we take [indiscernible] we took one of our [indiscernible] models. We did our half bridge approach. And we wanted to measure what sort of [indiscernible] teams you get from feedback from [indiscernible] a bit meters turning this to switch all the time and just seeing what happens [indiscernible] again. So if you look at this, there's a number of points. You can see in this slide, you turn this [indiscernible]. So it's circuit -- the switches now [indiscernible] . I can't tell you [indiscernible]. What you see is you get a massive [indiscernible] $70 in its Tesla circuit. You got a one [indiscernible] resistor. And just the[indiscernible] MOSFET [indiscernible] really, really high voltage. So [indiscernible] you can make sure the higher [indiscernible] capacity because that has [indiscernible] for those devices [indiscernible]. What this also means is clearly [indiscernible] gate driver. And the gate driver has circuits inside with lower resistances. So even if there was [indiscernible], I can still get [indiscernible], right? So you have to make sure that the gate driver can handle the passing [indiscernible] without messing up. It really messes up [indiscernible] switching that will cause the problem. One other key learning here is that the DVDT which you see, would be higher for [indiscernible] emissions. So [indiscernible] and the margins of that with a normal rate of current. What happens is if you then have overload conditions or short circuit conditions, you will have positive [indiscernible] MOSFET [indiscernible] quite fast. But maybe then the driver is not the right driver and it doesn't have that high DVDT rating, you're going to start getting caught. So why does it happen. Again, just to show the physics of it is we have a [indiscernible] that's the definition of capacitance. [indiscernible]. So if you have a DVDT and you apply it to the end of the capacitor, there will be a current which flows. And if that current flows to a resistor, that will cause a disturbance in voltage. If that disturbance voltage is high enough, then the [indiscernible]. So this happens in the circuits. So the high -- similar [indiscernible] if you have a higher [indiscernible], you've got [indiscernible]. So you got to watch out for DVDT rating [indiscernible]. That's why as part of the intelligent driving, part of the intelligent power, we have a 200-volt [indiscernible]. This is really for -- you can't get away with moving [indiscernible] experiment to detect [indiscernible] at 150 volts of nanosecond when you are using [indiscernible]. That's the short circuit condition [indiscernible]. So we can -- we tested our driver capability. It starts getting [indiscernible] 210 volts nanosecond, the [indiscernible] will be higher [indiscernible] help you, right? You got to have the worst case conditions that [indiscernible]. So high DVDT is extremely important. [indiscernible] on evaluation board for these products if we don't [indiscernible]. MOSFETs used in these applications, we have [indiscernible] and 2 family 6 MOSFETs, I just want to point out some utilizing the launch of [indiscernible] and it's a very robust, [indiscernible]. I guess that would be more useful in industrial power supplies. I think [indiscernible] EV charging station. So again, there's a newly released products and are not seen before. We also have the [indiscernible] will require a [indiscernible] and you see the order started off with the [indiscernible] 40 million and 22 million SiC MOSFETs and then [indiscernible]. And finally, [indiscernible] you go on to the DC fast charging stations. So DC fast charging stations are build out of different loading blocks, 25 kilowatt building blocks, for example [indiscernible] to do with how [indiscernible] for maintenance and how you [indiscernible]. Obviously, the bigger the block, the heavier it is [indiscernible]. So there's a wide range of [indiscernible] 25 kilowatts, 50 kilowatts. Sometimes [indiscernible] front end, back end [indiscernible]. So we have 25 kilowatts solution for both the PFC stage and the DC stage. There's great online webinars, and Kris will be showing you how to download this presentation. So you can go click on the links for these webinars. So this is a great solution. Moving forward to the future, we see demand for solid state transformers for driving in the DC for the electric EV charges. So if we go from our solid state transformers, if you go AC to AC, AC to DC, then back and charge up and down a bit, that's probably going to be less efficient. We do have a more direct version approach. You can actually then get with another solid state transformer, which you may [indiscernible] but for solid state [indiscernible] good for a localized high power EV charging station. So there's number of different topologies that we talked about. [indiscernible]. Again, using 1,700 volt SiC MOSFETs, we want to [indiscernible] slightly higher. It makes a lot of sense. So watch out for this development in the market. As we said, the SiC MOSFETs used in the lower power chargers tends to be great but we have modular approach than introducing modules because these are all [indiscernible] systems. And then if you get [indiscernible] needed to use module. Modules have an additional benefit of a higher power. First of all, the EMI is lower. So if you look at the critical loop or a hot loop for a module, you see there's going to be smaller [indiscernible] this is a localized high frequency capacitor and then inside the module, you have [indiscernible] you're matching them. For a discrete solution, you've a much larger loop and [indiscernible]. So EMI is something you've got to watch out for. Hence, the other problem is the [indiscernible] is also a problem. So ringing with [indiscernible] is an issue. Another thing we did is we are -- on our [indiscernible] faster in there, and you get [indiscernible] in line with the capacity and [indiscernible]. So all of our application engineers [indiscernible]. And due to the [indiscernible] with the same devices, we get much more [indiscernible] without internal capacitor. So the internal capacity will give the benefit [indiscernible]. So EMI and [indiscernible] ownership, these are normal ownership in voltage. So this is going to be 600-volt, but actually they're 900-volt. But [indiscernible] internal capacity in there. And this is a road map of the cost we have for electric vehicle charging stations. We have the [indiscernible]. We got [indiscernible]. We have a full SiC version where we use [indiscernible] 1200 volts, 600 volts, 650 volts switches. And this is a really popular device now [indiscernible]. [indiscernible] modules of lower demand right now and even higher power density with the [indiscernible]. So you use [indiscernible] and you have high performance [indiscernible] still more expensive [indiscernible] and the overall system solution, [indiscernible] charging stations or large 350-kilowatt power [indiscernible] percentage point of the efficiency of that as the power makes a big difference, and it's worth [indiscernible]. We have a self-service [indiscernible] generator so you can merge [indiscernible] applications, not necessarily related to the EV charging stations. So this is a -- so try this out [indiscernible]. And we have [indiscernible] explain this . That's a [indiscernible] right now and you can see [indiscernible]. And this is based on real measured basis. It's not just based on what we hope it's going to be good or estimated data. This is a [indiscernible] and they can buy it. This is based on real data. We have done -- we want to be able to get into -- use these [indiscernible] and simulate these [indiscernible]. There is closest possibility into reality, not just try to [indiscernible] and get disappointing results. So from a physical model and techniques [indiscernible]. The example which I showed was a physical model, and that's basically what you can get. So -- it shows you later [indiscernible] this presentation [indiscernible] on the models which are used with [indiscernible] devices. So [indiscernible] to the charging station at the moment [indiscernible] the reliability of the EV charging station was a big problem, and there's 2 ways we could mitigate that. One is to make the [indiscernible] parallel [indiscernible] switch. The other way is to have preventative maintenance. Preventative maintenance [indiscernible] able to see what is the [indiscernible] each board [indiscernible]. So what is the state of each building block we use in a [indiscernible] kilowatt charger? So we can see how to do that. So one thing which we're proposing [indiscernible]. It's a single [indiscernible]. So this is one single label between here to here to here. [indiscernible] what was going on there. It's just the [indiscernible]. It's just a lot easier for us to do development testing [indiscernible]. So you can have 4 devices in this application or you could have [indiscernible] EV charging station application on [indiscernible]. And there's one [indiscernible]. If you think of how you do this, otherwise, if you want to connect a monitor to each of these boards, you have to have a connector here, connect to a router, connector here, connect to another router. [indiscernible]. And you say whether we did [indiscernible]. You can use internet. You can use all the daily software which is all available with [indiscernible]. You don't have to use nonstandard software. So inter connection of modules, building blocks in an EV charging station, we recommend [indiscernible]. This is all we have [indiscernible]. Again, really standard [indiscernible]. Or in any new charger, I guess there will be [indiscernible] so you could [indiscernible]. So we think that's a good market, good product mix and have a device which works very well. This has very [indiscernible] switching going around, [indiscernible]. And so this [indiscernible]. We have -- so we've got to connect that to some motor control. So we have an example, reducing the [indiscernible]. This -- making it has [indiscernible]. That means we have the capability, [indiscernible] in each of those building blocks in your EV charger. I mean you're not going to have the full video services. It's going to [indiscernible] server, but you could say, okay, I want to know what is the voltage, what is the current, tell me what is the temperature of the modules, what is the temperature of the [indiscernible] modules, what [indiscernible] module in building block #3 [indiscernible] and standing at a [indiscernible]. Maybe there is some problem putting on the [indiscernible] didn't see when we started. That's going to start training soon that's going to guide how to fix it. So that's the kind of thing which we can do with [indiscernible] and you're using standard software. If you have a [indiscernible] extra software to do this. If you stand [indiscernible] you can use [indiscernible] that software you can connect to more and more [indiscernible]. So again, very [indiscernible] intelligent sensor. So with that, I come to the conclusion. So with the intelligent power using silicon carbide, intelligent power using the SiC MOSFET drivers, it's very good for the charging stations on the AC side with the parallel switch to [indiscernible] and with DC side for the [indiscernible]. And the intelligent sensing, we have that with the ground [indiscernible]. AC device -- AC charging devices and then we have intelligent sensing using the [indiscernible] protocol detecting whether a module and [indiscernible] building block DC in the fast charging station [indiscernible]. [indiscernible]. I want to hand over to Kris.

Thanks very much, Jon. So I would like to ask everyone attending to fill out our survey. It will center it to your screen. So you see it right now? And then also, I'd like to point out that today's slide deck is also posted in the related content box which is on the left of your slide -- of your screen, sorry. I will highlight it now.

And then I suggest we start our Q&A session. So we have received a couple of questions. But of course, you can still submit more questions by typing it in the Ask Question box on the right of your screen. So Jon, would you like me to read the questions to you?

Yes. Please.