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HP0-D20 - Architecting the HP Matrix Operating Environment - Dump Information

Vendor : HP
Exam Code : HP0-D20
Exam Name : Architecting the HP Matrix Operating Environment
Questions and Answers : 58 Q & A
Updated On : October 15, 2018
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HP0-D20 Questions and Answers

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HP0-D20 Architecting the HP Matrix Operating Environment

Study Guide Prepared by Killexams.com HP Dumps Experts


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HP0-D20 exam Dumps Source : Architecting the HP Matrix Operating Environment

Test Code : HP0-D20
Test Name : Architecting the HP Matrix Operating Environment
Vendor Name : HP
Q&A : 58 Real Questions

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HP Architecting the HP Matrix

HP-harmony Paves the manner for Scalable computer gaining knowledge of in HPC | killexams.com Real Questions and Pass4sure dumps

Oct. four, 2018 — one of the most difficult issues in records-driven science involve knowing the interactions between thousands or even thousands and thousands of variables: how a ailment may be caused by a subset of the 20 hundreds of human genes, or agricultural production greater by using a mix of microbial species amongst millions within the ambiance. The issue is to find probably the most big relationships between all of those variables (genes that actively work together), whereas isolating the unintentional relationships (genes that from time to time seem collectively) or confounding outcomes (two genes that handiest engage through a typical third gene).

A human brain parcellation derived from HP-harmony’s outcomes the usage of a graph clustering algorithm utilized to a set of data from the Human Connectome challenge.

a magnificent machine researching algorithm known as concord can determine these relationships, however unless lately may most effective be applied to modest-sized facts units. Researchers from Lawrence Berkeley country wide Laboratory (Berkeley Lab) and their collaborators have modified that, unleashing the complete vigor of the branch of power’s supercomputers on these problems through a excessive-performance computing version of the algorithm referred to as HP-concord. the use of supercomputers at Berkeley Lab’s country wide energy analysis Scientific Computing core (NERSC), they verified this parallel algorithm on a big set of information from the Human Connectome mission, which computed estimates for roughly 4 billion parameters, and an excellent larger demonstration problem with over 800 billion parameters. A paper introducing HP-harmony turned into offered at the 21st overseas convention on synthetic Intelligence and records (AISTATS) convention in April 2018.

harmony become developed via Sang-Yun Oh, assistant professor in the department of statistics and utilized probability on the school of California, Santa Barbara, as part of his dissertation work at Stanford. Oh became a postdoc at Berkeley Lab when then-graduate student researcher, Penporn Koanantakool, started work on HP-harmony as a part of her personal dissertation at UC Berkeley. concord is an illustration of a graphical mannequin estimator, a class of computer discovering strategies which are simpler to clarify and interpret than one of the vital competing methods that act extra like black bins. with a view to use very gigantic facts units, Koanantakool brought in her viewpoint on the way to make parallel algorithms run throughout thousands of computational nodes by way of cutting back the volume of communique.

Parallel Scaling by way of communique Avoidance

“probably the most expensive element you do on any laptop is circulate information around, so that you need to cut information stream between a processor and its personal memory and between multiple processors on a parallel laptop,” referred to Kathy Yelick, affiliate Lab Director for Computing Sciences at Berkeley Lab and Koanantakool’s thesis guide. “cutting back information stream tends to save both time and power.”

Koanantakool, who now works at Google mind, developed HP-harmony and the underlying communique-warding off algorithms for parallelizing probably the most most difficult “all-to-all” vogue computations.

“When computing the forces between all pairs of particles, or multiplying two matrices, there's a pattern of taking all combinations of things, which contains loads of conversation on a parallel machine,” she defined. within HP-concord she looks at the problem of multiplying an enormous sparse matrix (in the main zeros) with a smaller dense one, which has the added complexity of dividing the nonzeros and computational work evenly throughout the processors. Her work, which includes wide experiments on NERSC supercomputers, demonstrates that with HP-concord, the conversation is minimal. Her algorithm proved to be greater 100 instances sooner than the general approach when running on 1,536 cores.

purposes in facts-pushed Scientific Discovery

of their 2018 AISTATS paper, the HP-harmony group used fMRI (useful magnetic resonance imaging) data to estimate the underlying conditional dependency constitution of the brain and then use the resulting estimate to instantly establish useful areas of the brain.

“We built an immense brain functional connectivity graph with HP-harmony. Then, the use of this graph, we are able to draw a map of purposeful areas in the brain, which is some thing neuroscientists care about,” Aydin Buluç, a scientist at Berkeley Lab and a co-author on the paper. “The fMRI information we used turned into now not large sufficient to push HP-concord’s limits; however, the datasets will most effective get greater.”

Many other science areas will improvement from HP-harmony, he emphasised, akin to attempting to determine if a trait of a plant is correlated with elements like soil composition, the volume of sunlight it absorbs and its genetic make-up – “all distinct sorts of objects and variables,” noted Buluç.

In statistical terms, HP-harmony estimates probably the most large parameters in the inverse covariance matrix. shooting these parameters outcomes in a sparse estimate, which is shown to have respectable statistical residences when the number of facts aspects is small relative to the variety of points, as is undoubtedly the case in many excessive dimensional datasets.

“Inverse covariance estimates have many functional uses, including reconstructing gene regulatory networks in biology, taking pictures volatility constitution in finance, estimating temperature-to-environmental-proxy relationship in environmental sciences. HP-concord options can be used for speculation generation in exploratory statistics evaluation to e-book extra experimental examine,” pointed out Oh. “additionally, HP-concord estimates will also be used as plug-in estimates when relative magnitudes of associations are necessary for some downstream evaluation.”

different co-authors of the paper include Alnur Ali at Carnegie Mellon tuition and Ariful Azad, Dmitriy Morozov and Leonid Oliker from the Computational research Division at Berkeley Lab.

NERSC is a DOE office of Science consumer Facility.

Availability of HP-harmony utility

HP-concord and the underlying sparse-dense matrix routines are publicly obtainable on Bitbucket. These are additionally provided as a equipped-to-use software module on NERSC methods. For more particulars, see the directions on the Bitbucket web page.

supply: Berkeley Lab


2003 Toyota Matrix | killexams.com Real Questions and Pass4sure dumps

younger buyers desire a car with a sporty photo and excessive functionality," says Toyota customary manager Don Esmond. it is the reason behind the Corolla-primarily based Matrix you see right here. That and the fact that the median age of Corolla buyers has been mountaineering of late. To age 44, for Pete's sake, five years above the median age for a Honda Civic.

for this reason, the Matrix: a Ford center of attention/Civic Si seem to be-alike donning smartly-confirmed Corolla underthings however with that indefinable air of experience. With this car Toyota hopes to recapture some of the adolescence market. by sharing normal drivetrains and platform mechanicals with the Corolla, the Matrix can also be constructed alongside the Corolla at Toyota's plant in Ontario, Canada.

The Calty design core's theme for the Matrix become "road efficiency utility," and if that conjures a picture of a public lavatory for outdoor entertainers, we discovered that the Matrix appears more suitable the greater you see it. There are some exciting contour lines on its aspects to foil any slab-sidedness, accomplished via what Toyota describes as "sharp surface edges with rounded, weblike contours to create powerful, flowing persona strains."

We consider the combination of a downward-arching roofline and an upward-arching beltline produces an enchanting greenhouse and understates the Matrix's extra top. That peak gives the Matrix with a driver's seat about two inches greater than within the old Corolla, and with an remarkable 40.6 inches of headroom.

The Matrix also presents decent convertibility with its cut up-folding rear seatbacks, proposing considerable space for cargo together with eight tie-downs to preserve it in area. One can also fold the appropriate-rear and entrance-passenger seatbacks forward to accommodate long items and nonetheless have tandem seating for 2. The ground additionally boasts structural load rails to be used with movable tie-down accessories.

The Matrix might be accessible in three mannequin variations: base, XR, and XRS. the primary two use the same 1.eight-liter engine and transmissions found in Corollas. The among the finest Matrix XRS is equipped with the high-output (a hundred and eighty hp), high-revving (8200-rpm redline) engine from the Celica GT-S, with that car's six-pace guide and four-pace automatic transmissions.

The Matrix differs most from the Corolla with the aid of providing an not obligatory all-wheel-force equipment, which makes use of a viscous coupling between the driveshaft and rear differential for automated slip sensing and torque redistribution. It isn't, says Toyota's chief engineer Takeshi Yoshida, an off-highway equipment. it's primarily intended for slippery highway conditions.

The one hundred thirty-hp base engine loses 7 hp when coupled to the four-wheel-pressure gadget, which isn't available with the one hundred eighty-hp 2ZZ-GE engine. That engine became naturally chosen to make the Matrix a more openly wearing model. youngsters, it appeared to us the vehicle may had been greater served with a bigger, torquier powertrain.

Sitting competent now not not like that in a small SUV or minivan, we discovered the frenzied revs and severe sound outcomes a bit inappropriate. There was additionally anything bizarre about the clutch and accelerator relationship on the prototypes we drove that made clean coordination a little bit difficult.

The Matrix comes general with 16-inch wheels, and 17-inch wheels are available as an alternative. additionally, four-wheel-pressure versions get a double manage-arm rear suspension. (The general system on the Corolla and Matrix is a twist-beam axle.) internal the Matrix is a different interior, with an asymmetrical middle console trimmed in silver and instrument gauges housed in a cluster of silver-rimmed barrels. The gauges have so-called Optitron backlit fluorescent crimson numerals, and that they're pretty hard to see when donning sunglasses. however crimson gauges do that.

the provision of a GPS-primarily based navigation device additionally differentiates the Matrix from the Corolla. The equipment uses a 5.8-inch liquid crystal display, which has an enchanting break up-monitor feature for varying applications, one being to reveal the latest map simultaneously with a schematic of an upcoming intersection.

like all Toyotas, the Matrix is a carefully designed, impeccably accomplished automobile. With compact three-container sedans becoming a tougher sell each year, the Matrix provides an adventurous new wrapper for the well-conceived Corolla platform.


ultimate week in tech: fb's breach, HP’s leather-based desktop, and a brand new Oculus | killexams.com Real Questions and Pass4sure dumps

remaining week’s batch of tech information ran the gamut from wonderful new hardware to facts breaches on a grand scale. It may also be challenging to retain tabs on the entire new tech tendencies, but we’re here to assist. here’s a rundown of everything you may also have overlooked whilst you have been waiting eagerly for hour of darkness on October 1st to put up your Halloween decorations.

hear the newest episode of the podcast!

On this week’s episode, we talk about the new Oculus Quest VR headset that tracks you as you stream around the room. We additionally focus on Gmail’s ambitions to put in writing your emails for you, and discuss massive tech acquisitions, including Sirius XM’s procuring Pandora.

that you may hear within the participant above, subscribe on iTunes, comply with us on SoundCloud, or add us to your Stitcher.

A fb hack put greater than 50 million debts in danger

Early closing week facebook found out that an exploit of its “view as” function allowed hackers to take over user debts while not having entry to their usernames or passwords. The business reportedly mounted the vulnerability, told the FBI, after which alerted the leisure of us on Friday. fb says credit card data is protected and, interestingly, so are the passwords, but it’s getting more and more extra appealing to bury all of our contraptions in a gap in the woods simply as a precaution.

HP made a leather desktop

The excessive-conclusion HP Spectre laptops have a reputation for lots of vigor in a thin case, however the enterprise’s latest edition of a “luxury” computing device is made from leather-based (on the outside, as a minimum). Folded up, the Spectre Folio feels like a brown leather planner your lawyer might deliver into a gathering. internal, besides the fact that children, it has a 13-inch monitor and a really vast amount of processing vigor, based across the new 8th-era Intel Core i5 and Core i7 processors. lamentably, there’s no matching properly hat or monocle add-ons just yet.

the new Oculus VR headset sees your surroundings

In a great deal superior fb information from remaining week, the company introduced a new VR headset coming in spring of subsequent year. It’s known as the Oculus Quest and it doesn’t require a gaming computer to operate. It does, although, use an onboard array of four sensors to song your ecosystem so you can circulation around your room and it will translate to in-online game moves. simply make sure to tidy up first so you don’t grow to be stepping on an historic pizza box and earning your self a true shuttle to the ER.

MoviePass is resurrecting ancient debts

if you subscribed to MoviePass, but then canceled when the company went lower back on its promise of unlimited videos for $10 per month (and essentially every other promise it has made, basically), you then might wish to determine your account reputation. A fresh development has some zombie money owed coming again from the dead except you opt out.

TiVo made a DVR for wire-cutters

the brand new Bolt OTA field from TiVo doesn’t care about a cable subscription. It has four tuners inside for recording content material, together with HD content pulled down from over-the-air antennas (therefore the name). it will probably cling up to one hundred fifty hours of HD content material and supports 4K HDR streaming. It costs $250 in addition to a $7 monthly price for the carrier (or you can pay $70 for the 12 months).

It changed into an excellent week for digital cameras

final week was the large Photokina alternate demonstrate in Germany where all the camera manufacturers trotted out their new models. there were some definitely amazing debuts together with Panasonic’s full-body mirrorless cameras, which shocked many of the trade. at the moment is a really incredible time to be a camera nerd.

The SEC punished Elon Musk for his tweets

Elon is no longer the chairman of Tesla as a result of he tweeted a 420 weed comic story that also came about to reportedly lie to traders. be aware, everyone, Twitter is critical business.

the brand new Google Maps replace helps out commuters

in the future, we’ll all cyber-commute to work via jacking into the Matrix in the morning after having our coffee. unless then, we are able to use apps like the new Google Maps update. it will probably now inform you if your common route will experience delays and show you, in precise time, the place your instruct or bus is and when it'll arrive. that you would be able to also now handle tune from streaming capabilities appropriate in the Maps app. just be sure to lookup out of your mobile whereas crossing the road.


HP0-D20 Architecting the HP Matrix Operating Environment

Study Guide Prepared by Killexams.com HP Dumps Experts


Killexams.com HP0-D20 Dumps and Real Questions

100% Real Questions - Exam Pass Guarantee with High Marks - Just Memorize the Answers



HP0-D20 exam Dumps Source : Architecting the HP Matrix Operating Environment

Test Code : HP0-D20
Test Name : Architecting the HP Matrix Operating Environment
Vendor Name : HP
Q&A : 58 Real Questions

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Rolls-Royce Reveals Demonstrator Engine with 3D Printed Components | killexams.com real questions and Pass4sure dumps

A CMC (ceramic matrix composites) part.

Rolls-Royce has introduced a new technology demonstrator engine called the Advance3. The engine incorporates a total of about 20,000 parts, and has achieved more than 100 hours of testing. Several of the parts have been 3D printed, with others made from ceramic matrix composites, and they have been showing excellent performance.

The tests began last November, and the engine achieved full power in July. Engineers have downloaded millions of data points from the tests so far. Advance3 is a precursor to the IntelligentEngine, a next-generation engine that Rolls-Royce plans to build using advanced technology and digital capabilities.

“Testing so far has been completely seamless, which is an outstanding achievement when you realise that this is an engine incorporating a range of new technologies as well as a brand new core architecture,” said Ash Owen, Chief Engineer, Civil Aerospace Demonstrator Programs at Rolls-Royce. “We have completed our first phase of testing and analysing the results right now. We like what we see from the CMC (ceramic matrix composites) and ALM (additive layer manufacturing) parts performance.”

Ceramic matrix composites can withstand higher operating temperatures and require much less cooling air. They also greatly reduce weight, all of which improve efficiency. 3D printing, meanwhile, allows complex parts to be produced with fewer components, or even as only one component altogether. It also reduces weight and improves efficiency while allowing the manufacture of geometries that would not be possible with other production methods.

The Advance3 demonstrator is an element in Rolls-Royce’s plans to develop the Advance core for the UltraFan engine, which will be available starting in 2025. It will offer a 25 percent improvement in fuel efficiency compared to a first generation Trent engine. The core of the demonstrator operates between a Trent XWB fan system and a Trent 1000 low pressure turbine. Its compressor system helps to deliver an UltraFan overall pressure ratio of up to 70:1.

Rolls-Royce is not new to 3D printing; the company’s Phantom model has more than 10,000 3D printed parts, and in 2015, Rolls-Royce flew its most powerful jet engine ever, which contained 3D printed parts as well. The company, as well as its parent company BMW, has been a leader in using 3D printing in the automotive and aerospace industries.

Rolls-Royce introduced its vision for the IntelligentEngine earlier this year. The engine truly will be intelligent – it will be connected to other engines, its support ecosystems, and its customers, and it will be aware of its operating context, its constraints and customer needs, allowing it to respond to the environment around it without human intervention. It will also learn from its experiences and from its network of peers to adjust its behavior and achieve its best performance.

“We are determined to pioneer the power that matters for our customers and our IntelligentEngine vision will allow us to do this,” said Dominic Horwood, Rolls-Royce, Director, Customer and Services – Civil Aerospace. “We have the right people, the right skills and the right infrastructure to grasp this opportunity and deliver world-beating digital insight, helping us to deliver even greater value for our customers.”

Discuss this and other 3D printing topics at 3DPrintBoard.com or share your thoughts below. 

[Images: Rolls-Royce]

Volkswagen Plans Massive Electric Car Offensive: 1 Million EVs By 2025 | killexams.com real questions and Pass4sure dumps

A year ahead of its massive BEV offensive, Volkswagen Group shared some base targets. The German group intends to base its all-electric cars on a dedicated platform, the modular electric drive matrix (MEB) that will be used not only by Volkswagen, but also Audi, Skoda, Seat and maybe other brands within the group. The total investment is around $7 billion.

The first MEB-models from Volkswagen will be available in 2020 (probably late 2019). The target is to sell 150,000 electric cars in 2020, including 100,000 I.D. and I.D. SUV. Today, Volkswagen is below 100,000 plug-ins annually (all BEVs + PHEVs).

The family of I.D. concepts currently consist of several models:

Production of affordable, long-range electric cars is expected to increase and hit more than one million by 2025.

The first wave of MEB-cars is expected to be around 10 million globally (all brands), which probably means that the platform will be utilized through around 2030, without major upgrades besides maybe higher-capacity battery modules, we assume.

The MEB platform will enable VW Group to produce electric cars of various sizes and classes:

Interesting is that there will be 22 kW DC chargers for home use, combined with energy storage systems:

If you’re wondering whether there will be enough electricity for all of those cars, Volkswagen says that’s not a problem:

VOLKSWAGEN ACCELERATES E-MOBILITY FOR THE MASSES

Oct 4, 2018

  • The ID. family is set to make e-cars affordable for millions of people. The first vehicles of this new generation of e-cars will make their debut in 2020.
  • A global sales volume of 150,000 e-cars is planned for 2020, set to rise to more than one million by 2025
  • 100 percent electric: The ID. family is based on the modular electric drive toolkit (MEB), specifically developed for electric vehicles
  • No compromises: The ID. family pushes the boundaries of e-mobility in terms of range, interior space and dynamics
  • The first wave across all Volkswagen brands will include around 10 million global e-cars based on MEB technology
  • The ID. family will feature new E3 end-to-end electronics architecture and a new operating system called vw.OS
  • The battery’s modular layout allows scalable ranges from about 200 to 340 miles
  • Volkswagen is investing nearly 7 billion dollars into e-mobility, 1.5 million of which is budgeted for component production plants in Braunschweig, Salzgitter and Kassel
  • Volkswagen is a member of Ionity, a joint venture working to develop and expand the network of charging stations on highways throughout Europe
  • Wolfsburg (October 4, 2018) — Individual mobility is on the threshold of a new era: Electric drivetrains and digitalization are set to bring about the most fundamental change the car industry has ever seen. The sales volume of battery electric cars (BEVs) rose by 60 percent in the past year and 2018 could be the first year that newly registered electric cars reach the one-million mark—a target Volkswagen hopes to hit with the global ID. family by 2025.

    “As early as 2020 we intend to sell 150,000 e-cars, of which 100,000 will be the ID. and ID. SUV,” says Thomas Ulbrich, Member of the Volkswagen Brand Board of Management, E-Mobility division. “Speeding up the shift to e-mobility will help us to meet the extremely ambitious CO2 targets that have been set in Europe, China and the USA.”

    Globally, more than six million new Volkswagen vehicles roll out of production plants and onto the road each year. The brand’s scale helps make technical innovations affordable for the masses—and it will be no different for the electric vehicles in the new ID. family. Volkswagen’s aim is to make electric cars attractive to as many people as possible, thus paving the way to mass electric mobility.

    “The ID. will prove to be a milestone in terms of technological development, “says Christian Senger, Head of the Volkswagen E-Mobility product line. “It will be the first fully interconnected electric vehicle that is 100 percent suitable for day-to-day use, and millions of people will be able to afford it.”

    With the I.D., the I.D. CROZZ, the I.D. BUZZ and the I.D. VIZZION, Volkswagen has already presented four concepts. The development of the vehicle technology is virtually complete, as are the designs of the various models. Contracts with the battery suppliers have been signed. Volkswagen is investing more than one billion euros to prepare its plant in Zwickau for the production of MEB vehicles. The company is also committing itself to developing a comprehensive charging infrastructure. In short: Volkswagen’s e-mobility offensive is taking shape on all fronts.

    MEB Architecture

    Volkswagen: Rolling Chassis with the Modular Electric Drive Kit (MEB) – First pure EV platform for high volume

    The technological backbone of the ID. family is a newly developed vehicle platform: the modular electric drive matrix or MEB for short. Volkswagen is one of the most successful platform developers in the automotive industry. One example of this is the modular transverse matrix (MQB), probably the most successful vehicle architecture in use at present: around 55 million vehicles are being produced by the Group based on the first generation of MQB. Volkswagen is now applying this same platform strategy to the era of electric vehicles. The MEB is not just the technical building block for all models in the Volkswagen ID. family, but for many electric cars produced by other Group brands, including Audi, SEAT, Škoda and Volkswagen Commercial Vehicles.

    The MEB has two major unique selling propositions. First, it is not a platform for vehicles with combustion engines that has been retroactively modified. Instead it is a modular assembly matrix designed specifically for pure electric cars, which enables Volkswagen to utilize this technology to maximum effect. Second, the vehicle concept and design can be structured in a more flexible way than ever before—the spectrum ranges from compact cars to SUVs and MPVs. This will enable the Group to achieve economies of scale, thereby making electric cars cheaper and more affordable for many people.

    The MEB—designed with purely electric drive systems in mind—enables the size of a vehicle’s wheelbase to be increased while reducing the body overhangs, resulting in more dynamic proportions. In addition to allowing the designers to create a standalone design DNA for the new zero-emissions vehicles, the chassis design leads to much larger and more versatile vehicle interiors.

    The zero-emissions drivetrain in the ID. family primarily consists of an electric motor integrated into the rear axle with power electronics and a transmission, a high-voltage flat battery pack installed in the vehicle floor to save space, and auxiliary powertrains integrated into the front end of the vehicle. The power electronics are effectively a link that controls the flow of high-voltage energy between the motor and the battery. The power electronics convert the direct current (DC) stored in the battery into alternating current (AC). Meanwhile, a DC/DC converter supplies the onboard electronics with 12-volt power. The single-speed gearbox transfers the power from the motor to the rear axle. The motor, power electronics and gearbox form a single, compact unit.

    The electric motor of the I.D. concept car showcased at the 2016 Paris Auto Show had a power output of 168 hp. The I.D. prototype can accelerate from 0 to 62 mph in less than eight seconds, with a top speed of 99 mph. Electric motors offering either more or less power may be considered for the 2020 series version. In parallel to this, the ID. family will feature a range of battery sizes. The battery’s modular layout allows scalable ranges from about 200 miles up to more than 340 miles on the WLTP (Worldwide Harmonized Light Vehicles Test Procedure) cycle. It is installed centrally in the underbody, which saves space, significantly lowers the center of gravity, and gives an optimal weight distribution of close to 50:50.

    The MEB architecture will also enable new assistance, comfort, infotainment, control and display systems to be integrated into vehicles across the board. The I.D. concept presented at the Paris Show, for example, featured an AR (augmented reality) head-up display which projects information such as visual cues from the navigation system into the virtual space in front of the vehicle.

    To control the huge range of features on board the ID. models, Volkswagen has designed the completely new end-to-end electronics architecture, called E3, as well as a new operating system, called vw.OS. The new E3 architecture consolidates the control units known across the industry today to create a much more powerful and centralized processor unit. The new operating system will allow Volkswagen to keep the vehicles fresh during their entire lifecycle by making the systems compatible for updates and upgrades accessed via the Cloud.

    Battery Technology

    An EV’s battery system must meet high expectations—and not solely in terms of achieving the best possible range. Drivers also expect that they will operate in all conditions and temperatures, and they want the charging time for the cells to be as short as possible. The batteries in the ID. family will meet all of these expectations.

    The largest automotive manufacturer in Germany is now applying its extensive experience from decades of development, production and scaling of engines and transmissions. This know-how has been used in the past few years for fully electric models (BEVs) and plug-in hybrid vehicles (PHEVs), including the e-up! and e-Golf BEVs and the Golf GTE, Passat GTE and Passat Variant GTE PHEVs. Each of these is equipped with high-voltage batteries that are reliable and extremely safe.

    These batteries are primarily produced at the Volkswagen component plant in Braunschweig. Volkswagen Components, the business unit responsible for the drive systems, is currently expanding the Braunschweig site to be able to build up to half a million battery systems per year in the future. In addition, a pilot line for battery cell production is currently being built in the Salzgitter factory. The Volkswagen Components business unit also produces the electric motors and I its plant in Kassel has been restructured for this purpose. All told, Volkswagen is investing 1.5 billion dollars in electric mobility at its sites in Braunschweig, Salzgitter and Kassel.

    The Volkswagen Components business unit has developed a completely new battery system for the Volkswagen ID. family that is both less complicated and significantly more powerful than previous systems. Unlike the batteries used up to now, the MEB system has the benefit of being scalable, which means it is relatively simple to integrate it in different performance levels into the ID. models. For example, if a prospective ID. owner is less interested in having a car that can travel great distances—because they primarily use it in the city and only travel short distances—they can opt for a battery with a lower energy yield. This makes the vehicle cheaper. Drivers who frequently drive longer distances would be more likely to opt for a larger battery. This gives the vehicle owner more flexibility. It is exactly this ability to customize performance that makes the new battery system so attractive.

    In addition to scalability, there are other advantages to the new battery system, including weight optimization (thanks to an aluminum housing), the adaptability of various cell types, and integrated cooling. The battery can be used to drive one or both axles. As the cell modules are arranged in a similar manner to a bar of chocolate, the batteries are also easy to install. Volkswagen has also been able to increase the charging capacity to up to 125 kW—a value so far not achieved by mass-market EVs, which will shorten the charging time.

    The battery housing includes integrated battery cooling, a connection box for the high-voltage and low-voltage electrical system (AC, DC and 12 V), and the newly developed MEB cell modules, which consist of individual battery cells. The cell controllers (CMCe)—control units to monitor the cells (voltage, currents and temperature) and cell balancing (ensuring the cells are uniformly used in day-to-day operation)—are integrated in the longitudinal beam of the battery housing. The battery electronics unit (BMCe) is integrated in the rear part of the battery system as a further control unit. Cell module connectors are used to link the cell modules to one another; measuring cables communicate with the battery electronics. The battery housing is closed at the top with a cover that is easy to remove in the event that maintenance is required.

    Either pouch or prismatic cell types can be used, resulting in high flexibility in collaboration with cell suppliers. Volkswagen created the Centre of Excellence for battery cells in 2017 to aid the development of lithium-ion batteries by providing detailed specifications on the product. In this way, the Centre of Excellence is responsible for all battery cells used by the Volkswagen Group.

    A lithium-ion battery cell consists of an anode (carbon, copper foil), a separator (porous polyolefin film, ceramic-coated), a cathode (lithium metal oxide, aluminum film) and an electrolyte (organic solvent, lithium conducting salt, additives). When charging, the lithium ions migrate from the cathode to the anode and are stored there. Electrical energy—supplied by the electrical grid—is then converted into chemical energy. The electrons flow through the electrical circuit, while the lithium ions flow through the separator. During the discharge process—to operate the electric motor—the lithium ions migrate back to the cathode. The chemical energy is then converted into electrical energy once more. In this case, the electrons flow through the electrical circuit and the lithium ions flow through the separator in the opposite direction.

    Charging Infrastructure

    Volkswagen I.D. BUZZ at IONITY ultra-fast charging station

    For Volkswagen, e-mobility is more than just a good e-car. All the relevant parameters must work together: the vehicle, the mobility services, and the infrastructure. The Volkswagen brand is building its own charging and energy ecosystem in the form of hardware and software for the vehicles’ environment as a whole—at home, at work, in the public realm, and on the highway. As many activities as possible are bundled in-house in order to ensure the quality of all services.

    According to current surveys, most ID. drivers in Europe will only have to charge their car once a week, as the majority of commuters do not travel further than 30 miles per day. Based on analyses by Volkswagen, it is estimated that around 50 percent of all charging processes will take place at home and another 20 percent will take place at work. Volkswagen will thus offer a modular program of wall boxes which can be mounted in carports, garages or company parking lots. While a vehicle is charged at 2.3 kW via the standard 230 V grid, the wall box will allow the ID. models to be charged at a rate of up to 11 kW (AC)—this charging capacity is sufficient to fully charge the Volkswagen’s battery overnight (which is often cheaper) or during the working day. The starting price for the Volkswagen wall boxes will be about $350, plus installation costs. Volkswagen also plans to produce wall boxes that offer 22 kW (DC) charging capacity and work in a bidirectional manner, allowing energy to be supplied to the grid. At night, electric vehicles connected to the bidirectional wall boxes will serve as a storage battery for surplus capacity.

    A quarter of charging processes will take place at public quick-charge stations, while 5 percent will occur on highways—in both cases at a rate of more than 125 kW. It will be enough to charge once for a 340-mile stretch. If the ID. vehicle is charged at a quick-charging station with the aforementioned 125 kW rate, charging will be completed in about 30 minutes.

    Expansion of the charging infrastructure is of utmost importance. One step towards achieving this in Europe is the Ionity joint venture. Through Ionity, Volkswagen is cooperating with the BMW Group, Daimler AG, and Ford Motor Company to create a reliable network of powerful quick-charging stations along European highways. A total of 400 quick-charging stations, dubbed the ‘filling stations of the future’, should enter into operation by 2020. The ID. models will be able to charge batteries at these charging points with at a rate of up to 125 kW.

    Overall, it is critical that the expansion of the charging infrastructure must be massively pushed in all countries. It goes without saying that Volkswagen is contributing to the expansion of the charging infrastructure: All 4,000 authorized Volkswagen dealers in Europe will be equipped with on-site charging stations. Volkswagen will also expand the network of charging stations at its production sites in employee parking lots from 1,000 to 5,000 by 2020, and provide regeneratively-generated power at the company charging points wherever possible.

    In the future, the Volkswagen “WE” mobility platform will offer the “We Charge” app-controlled service to answer owner questions about charging. “We Charge” will ease range anxiety by showing the most suitable charging point, reserving it, and navigating to it. The “We Charge” functionality is currently planned for the European market, and will be facilitated through Volkswagen’s shareholding in Hubject – eRoaming. The platform makes it possible to charge electric vehicles throughout Europe no matter who the provider is, and utilizes 300 partners and 55,000 charging points. Payments are currently made via RFID or smartphone app with a QR code. In the not-too-distant future, the system will be revolutionized with “Plug & Charge”, which uses block-chain technology to facilitate billing and payment for the charging process directly via the ID. model itself.

    Volkswagen I.D. and „People’s Wallbox“

    The future of e-mobility provides several other smart solutions. Integrated into the home power network, zero-emissions vehicles will stabilize the power grid by storing surplus capacity in the power network, which frequently accrue at night and so far remain unused. Volkswagen wants to go one step further than simply providing wall boxes: The company is also planning to design a digitally linked home energy management system (HEMS), which can be used to reduce energy costs for households and mobility alike. The HEMS manages the energy demand of the e-car and the house heating pump while incorporating photovoltaics and household batteries. In the evening, the user will enter the range they require for the following day and at what time. The ID. vehicle communicates with the HEMS and establishes the best charging cycle on the basis of the current electricity price and availability. In the event of a power outage, the HEMS can, fall back on the available residual energy of the ID. vehicle to temporarily power the home.

    Even with the anticipated increase in the number of registered electric vehicles, the available power grid will be sufficient. Take Germany as an example: one million electric vehicles would consume approximately 2.4 TWh (2,400,000,000 kWh) of power per year. Annual energy consumption in Germany is 517 TWh. Thus energy consumption will only rise by 0.5 percent due to the use of electric cars.


    Volkswagen accelerates e-mobility for the masses | killexams.com real questions and Pass4sure dumps

    The ID. family is set to make e-cars affordable for millions of people. The first vehicles of this new generation of e-cars will make their debut in 2020.

  • A global sales volume of 150,000 e-cars is planned for 2020, set to rise to more than one million by 2025
  • 100 percent electric: The ID. family is based on the modular electric drive toolkit (MEB), specifically developed for electric vehicles
  • No compromises: The ID. family pushes the boundaries of e-mobility in terms of range, interior space and dynamics
  • The first wave across all Volkswagen brands will include around 10 million global e-cars based on MEB technology
  • The ID. family will feature new E3 end-to-end electronics architecture and a new operating system called vw.OS
  • The battery’s modular layout allows scalable ranges from about 200 to 340 miles
  • Volkswagen is investing nearly 7 billion dollars into e-mobility, 1.5 million of which is budgeted for component production plants in Braunschweig, Salzgitter and Kassel
  • Volkswagen is a member of Ionity, a joint venture working to develop and expand the network of charging stations on highways throughout Europe
  • Individual mobility is on the threshold of a new era: Electric drivetrains and digitalization are set to bring about the most fundamental change the car industry has ever seen. The sales volume of battery electric cars (BEVs) rose by 60 percent in the past year and 2018 could be the first year that newly registered electric cars reach the one-million mark—a target Volkswagen hopes to hit with the global ID. family by 2025.

    “As early as 2020 we intend to sell 150,000 e-cars, of which 100,000 will be the ID. and ID. SUV,” says Thomas Ulbrich, Member of the Volkswagen Brand Board of Management, E-Mobility division. “Speeding up the shift to e-mobility will help us to meet the extremely ambitious CO2 targets that have been set in Europe, China and the USA.”

    Globally, more than six million new Volkswagen vehicles roll out of production plants and onto the road each year. The brand’s scale helps make technical innovations affordable for the masses—and it will be no different for the electric vehicles in the new ID. family. Volkswagen’s aim is to make electric cars attractive to as many people as possible, thus paving the way to mass electric mobility.

    “The ID. will prove to be a milestone in terms of technological development, “says Christian Senger, Head of the Volkswagen E-Mobility product line. “It will be the first fully interconnected electric vehicle that is 100 percent suitable for day-to-day use, and millions of people will be able to afford it.”

    With the I.D., the I.D. CROZZ, the I.D. BUZZ and the I.D. VIZZION, Volkswagen has already presented four concepts. The development of the vehicle technology is virtually complete, as are the designs of the various models. Contracts with the battery suppliers have been signed. Volkswagen is investing more than one billion euros to prepare its plant in Zwickau for the production of MEB vehicles. The company is also committing itself to developing a comprehensive charging infrastructure. In short: Volkswagen’s e-mobility offensive is taking shape on all fronts.

    MEB Architecture

    The technological backbone of the ID. family is a newly developed vehicle platform: the modular electric drive matrix or MEB for short. Volkswagen is one of the most successful platform developers in the automotive industry. One example of this is the modular transverse matrix (MQB), probably the most successful vehicle architecture in use at present: around 55 million vehicles are being produced by the Group based on the first generation of MQB. Volkswagen is now applying this same platform strategy to the era of electric vehicles. The MEB is not just the technical building block for all models in the Volkswagen ID. family, but for many electric cars produced by other Group brands, including Audi, SEAT, Škoda and Volkswagen Commercial Vehicles.

    The MEB has two major unique selling propositions. First, it is not a platform for vehicles with combustion engines that has been retroactively modified. Instead it is a modular assembly matrix designed specifically for pure electric cars, which enables Volkswagen to utilize this technology to maximum effect. Second, the vehicle concept and design can be structured in a more flexible way than ever before—the spectrum ranges from compact cars to SUVs and MPVs. This will enable the Group to achieve economies of scale, thereby making electric cars cheaper and more affordable for many people.

    The MEB—designed with purely electric drive systems in mind—enables the size of a vehicle’s wheelbase to be increased while reducing the body overhangs, resulting in more dynamic proportions. In addition to allowing the designers to create a standalone design DNA for the new zero-emissions vehicles, the chassis design leads to much larger and more versatile vehicle interiors.

    The zero-emissions drivetrain in the ID. family primarily consists of an electric motor integrated into the rear axle with power electronics and a transmission, a high-voltage flat battery pack installed in the vehicle floor to save space, and auxiliary powertrains integrated into the front end of the vehicle. The power electronics are effectively a link that controls the flow of high-voltage energy between the motor and the battery. The power electronics convert the direct current (DC) stored in the battery into alternating current (AC). Meanwhile, a DC/DC converter supplies the onboard electronics with 12-volt power. The single-speed gearbox transfers the power from the motor to the rear axle. The motor, power electronics and gearbox form a single, compact unit.

    The electric motor of the I.D. concept car showcased at the 2016 Paris Auto Show had a power output of 168 hp. The I.D. prototype can accelerate from 0 to 62 mph in less than eight seconds, with a top speed of 99 mph. Electric motors offering either more or less power may be considered for the 2020 series version. In parallel to this, the ID. family will feature a range of battery sizes. The battery’s modular layout allows scalable ranges from about 200 miles up to more than 340 miles on the WLTP (Worldwide Harmonized Light Vehicles Test Procedure) cycle. It is installed centrally in the underbody, which saves space, significantly lowers the center of gravity, and gives an optimal weight distribution of close to 50:50.

    The MEB architecture will also enable new assistance, comfort, infotainment, control and display systems to be integrated into vehicles across the board. The I.D. concept presented at the Paris Show, for example, featured an AR (augmented reality) head-up display which projects information such as visual cues from the navigation system into the virtual space in front of the vehicle.

    To control the huge range of features on board the ID. models, Volkswagen has designed the completely new end-to-end electronics architecture, called E3, as well as a new operating system, called vw.OS. The new E3 architecture consolidates the control units known across the industry today to create a much more powerful and centralized processor unit. The new operating system will allow Volkswagen to keep the vehicles fresh during their entire lifecycle by making the systems compatible for updates and upgrades accessed via the Cloud.

    Battery Technology

    An EV’s battery system must meet high expectations—and not solely in terms of achieving the best possible range. Drivers also expect that they will operate in all conditions and temperatures, and they want the charging time for the cells to be as short as possible. The batteries in the ID. family will meet all of these expectations.

    The largest automotive manufacturer in Germany is now applying its extensive experience from decades of development, production and scaling of engines and transmissions. This know-how has been used in the past few years for fully electric models (BEVs) and plug-in hybrid vehicles (PHEVs), including the e-up! and e-Golf BEVs and the Golf GTE, Passat GTE and Passat Variant GTE PHEVs. Each of these is equipped with high-voltage batteries that are reliable and extremely safe.

    These batteries are primarily produced at the Volkswagen component plant in Braunschweig. Volkswagen Components, the business unit responsible for the drive systems, is currently expanding the Braunschweig site to be able to build up to half a million battery systems per year in the future. In addition, a pilot line for battery cell production is currently being built in the Salzgitter factory. The Volkswagen Components business unit also produces the electric motors and I its plant in Kassel has been restructured for this purpose. All told, Volkswagen is investing 1.5 billion dollars in electric mobility at its sites in Braunschweig, Salzgitter and Kassel.

    The Volkswagen Components business unit has developed a completely new battery system for the Volkswagen ID. family that is both less complicated and significantly more powerful than previous systems. Unlike the batteries used up to now, the MEB system has the benefit of being scalable, which means it is relatively simple to integrate it in different performance levels into the ID. models. For example, if a prospective ID. owner is less interested in having a car that can travel great distances—because they primarily use it in the city and only travel short distances—they can opt for a battery with a lower energy yield. This makes the vehicle cheaper. Drivers who frequently drive longer distances would be more likely to opt for a larger battery. This gives the vehicle owner more flexibility. It is exactly this ability to customize performance that makes the new battery system so attractive.

    In addition to scalability, there are other advantages to the new battery system, including weight optimization (thanks to an aluminum housing), the adaptability of various cell types, and integrated cooling. The battery can be used to drive one or both axles. As the cell modules are arranged in a similar manner to a bar of chocolate, the batteries are also easy to install. Volkswagen has also been able to increase the charging capacity to up to 125 kW—a value so far not achieved by mass-market EVs, which will shorten the charging time.

    The battery housing includes integrated battery cooling, a connection box for the high-voltage and low-voltage electrical system (AC, DC and 12 V), and the newly developed MEB cell modules, which consist of individual battery cells. The cell controllers (CMCe)—control units to monitor the cells (voltage, currents and temperature) and cell balancing (ensuring the cells are uniformly used in day-to-day operation)—are integrated in the longitudinal beam of the battery housing. The battery electronics unit (BMCe) is integrated in the rear part of the battery system as a further control unit. Cell module connectors are used to link the cell modules to one another; measuring cables communicate with the battery electronics. The battery housing is closed at the top with a cover that is easy to remove in the event that maintenance is required.

    Either pouch or prismatic cell types can be used, resulting in high flexibility in collaboration with cell suppliers. Volkswagen created the Centre of Excellence for battery cells in 2017 to aid the development of lithium-ion batteries by providing detailed specifications on the product. In this way, the Centre of Excellence is responsible for all battery cells used by the Volkswagen Group.

    A lithium-ion battery cell consists of an anode (carbon, copper foil), a separator (porous polyolefin film, ceramic-coated), a cathode (lithium metal oxide, aluminum film) and an electrolyte (organic solvent, lithium conducting salt, additives). When charging, the lithium ions migrate from the cathode to the anode and are stored there. Electrical energy—supplied by the electrical grid—is then converted into chemical energy. The electrons flow through the electrical circuit, while the lithium ions flow through the separator. During the discharge process—to operate the electric motor—the lithium ions migrate back to the cathode. The chemical energy is then converted into electrical energy once more. In this case, the electrons flow through the electrical circuit and the lithium ions flow through the separator in the opposite direction.

    Charging Infrastructure

    For Volkswagen, e-mobility is more than just a good e-car. All the relevant parameters must work together: the vehicle, the mobility services, and the infrastructure. The Volkswagen brand is building its own charging and energy ecosystem in the form of hardware and software for the vehicles’ environment as a whole—at home, at work, in the public realm, and on the highway. As many activities as possible are bundled in-house in order to ensure the quality of all services.

    According to current surveys, most ID. drivers in Europe will only have to charge their car once a week, as the majority of commuters do not travel further than 30 miles per day. Based on analyses by Volkswagen, it is estimated that around 50 percent of all charging processes will take place at home and another 20 percent will take place at work. Volkswagen will thus offer a modular program of wall boxes which can be mounted in carports, garages or company parking lots. While a vehicle is charged at 2.3 kW via the standard 230 V grid, the wall box will allow the ID. models to be charged at a rate of up to 11 kW (AC)—this charging capacity is sufficient to fully charge the Volkswagen’s battery overnight (which is often cheaper) or during the working day. The starting price for the Volkswagen wall boxes will be about $350, plus installation costs. Volkswagen also plans to produce wall boxes that offer 22 kW (DC) charging capacity and work in a bidirectional manner, allowing energy to be supplied to the grid. At night, electric vehicles connected to the bidirectional wall boxes will serve as a storage battery for surplus capacity.

    A quarter of charging processes will take place at public quick-charge stations, while 5 percent will occur on highways—in both cases at a rate of more than 125 kW. It will be enough to charge once for a 340-mile stretch. If the ID. vehicle is charged at a quick-charging station with the aforementioned 125 kW rate, charging will be completed in about 30 minutes.

    Expansion of the charging infrastructure is of utmost importance. One step towards achieving this in Europe is the Ionity joint venture. Through Ionity, Volkswagen is cooperating with the BMW Group, Daimler AG, and Ford Motor Company to create a reliable network of powerful quick-charging stations along European highways. A total of 400 quick-charging stations, dubbed the ‘filling stations of the future’, should enter into operation by 2020. The ID. models will be able to charge batteries at these charging points with at a rate of up to 125 kW.

    Overall, it is critical that the expansion of the charging infrastructure must be massively pushed in all countries. It goes without saying that Volkswagen is contributing to the expansion of the charging infrastructure: All 4,000 authorized Volkswagen dealers in Europe will be equipped with on-site charging stations. Volkswagen will also expand the network of charging stations at its production sites in employee parking lots from 1,000 to 5,000 by 2020, and provide regeneratively-generated power at the company charging points wherever possible.

    In the future, the Volkswagen “WE” mobility platform will offer the “We Charge” app-controlled service to answer owner questions about charging. “We Charge” will ease range anxiety by showing the most suitable charging point, reserving it, and navigating to it. The “We Charge” functionality is currently planned for the European market, and will be facilitated through Volkswagen’s shareholding in Hubject – eRoaming. The platform makes it possible to charge electric vehicles throughout Europe no matter who the provider is, and utilizes 300 partners and 55,000 charging points. Payments are currently made via RFID or smartphone app with a QR code. In the not-too-distant future, the system will be revolutionized with “Plug & Charge”, which uses block-chain technology to facilitate billing and payment for the charging process directly via the ID. model itself.

    The future of e-mobility provides several other smart solutions. Integrated into the home power network, zero-emissions vehicles will stabilize the power grid by storing surplus capacity in the power network, which frequently accrue at night and so far remain unused. Volkswagen wants to go one step further than simply providing wall boxes: The company is also planning to design a digitally linked home energy management system (HEMS), which can be used to reduce energy costs for households and mobility alike. The HEMS manages the energy demand of the e-car and the house heating pump while incorporating photovoltaics and household batteries. In the evening, the user will enter the range they require for the following day and at what time. The ID. vehicle communicates with the HEMS and establishes the best charging cycle on the basis of the current electricity price and availability. In the event of a power outage, the HEMS can, fall back on the available residual energy of the ID. vehicle to temporarily power the home.

    Even with the anticipated increase in the number of registered electric vehicles, the available power grid will be sufficient. Take Germany as an example: one million electric vehicles would consume approximately 2.4 TWh (2,400,000,000 kWh) of power per year. Annual energy consumption in Germany is 517 TWh. Thus energy consumption will only rise by 0.5 percent due to the use of electric cars.



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