Oh baby Touchdown- I figured it out... This co is a high voltage co namely 48 volt <----- There is a big semi transition in tech to this higher Voltage ability. Converting lower voltage chips to 48 etc. This has been an ongoing tech transition story for 2 years-- But wait- Why Now-? mpany Profile Vicor Corporation, together with its subsidiaries, designs, develops, manufactures and markets modular power components and power systems for converting electrical power in the United States and internationally. The company offers a range of brick-format DC-DC converters; complementary components provide AC line rectification, input filtering, power factor correction, and transient protection; and input and output voltage, and output power products, as well as electrical and mechanical accessories. It also provides custom power systems solutions. The company serves independent manufacturers of electronic devices, original equipment manufacturers, and their contract manufacturers in the aerospace and aviation, defense electronics, industrial automation and equipment, instrumentation, test equipment, solid state lighting, telecommunications and networking infrastructure, and vehicles and transportation markets. Vicor Corporation was incorporated in 1981 and is headquartered in Andover, Massachusetts. It hit me out of the blue-- AI. Duh. AI is going to demand 48 volts<----- The recent introduction of new clustered AI ASIC processor based supercomputers are pushing the boundaries of power delivery networks to levels that were never imagined just a few years ago. With current levels approaching 100 kiloamps/ASIC cluster, innovation is needed across power system architectures, topologies, control systems and packaging to deliver such high currents. Because of the escalating power levels, 48V power delivery is essential. Furthermore, tightly packed processor clusters limit the feasibility of lateral power delivery, rendering a new approach necessary. Vicor 48V direct-to-load (<1V) Factorized Power Architecture (FPA™) is a major departure from the common 48V intermediate bus architecture (IBA) consisting of an intermediate bus converter followed by multiphase PoL regulators. FPA uniquely addresses each of the power delivery challenges facing clustered processor systems with innovative solutions and also enables vertical power delivery (VPD), which is essential to provide high currents to such systems. Clustered power delivery challenges Clustered ASICs are tightly packed to achieve the high-speed bandwidth required to achieve the teraflops of processing performance required for AI training workloads such as autonomous driving. Each processor in the cluster can itself require 600 to 1000 amps, which for even single-processor accelerator cards presents a power delivery challenge with significant PCB or substrate impedance losses if the VR placement is not physically close to the processor power pins. Additionally, the rapid advancements in artificial intelligence (AI) are being enabled by GPUs and specialized AI processors utilizing silicon process nodes at 7nm, 5nm and soon, 3nm. Nominal core operating voltages at these process nodes are currently between 0.75 and 0.85V. To meet the performance workloads that AI demands, GPUs and processors are mounted on accelerator cards which are then clustered into a server rack based system with 4, or 8 cards per rack for data centers and high performance computers. However recent introductions from Cerebras and Tesla have shown an alternate approach of clustering the AI ASICs themselves which enables extremely fast, high-density supercomputers but presents additional significant power delivery and thermal management/cooling challenges. For power delivery, the ASIC/GPU cluster leaves no room for lateral power delivery as in single- or dual-processor AI cards and the high-speed I/O used is extremely sensitive to high-current switching noise as is present with hard-switching multiphase buck regulators. Moving the hard-switching multiphase VR even closer to the processor also brings the associated VR noise with it which further compounds the number challenge of designing a PDN sufficient for the noise-sensitive I/O. At a typical design value of 40 – 60A/phase, the number of discrete phases needed to deliver high peak currents (>1500A per core in many cases) can easily exceed 30 phases per AI ASIC or GPU, a number that is difficult, if not impossible, to achieve with lateral power delivery.
AI & Big Data Designline 48-V Power Architecture Supports Next Generation AI Processors The challenges of powering AI (artificial intelligence) processors lie in maintaining efficiency and enabling the highest quality of algorithm execution. AI processors need massive power, and a decrease in energy efficiency corresponds to an increase in losses in the entire power distribution network (PDN). In an interview with EE Times, Robert Gendron, P.E. corporate vice president of Vicor, highlighted how in data centers, the addition of artificial intelligence, machine learning, and deep learning has caused rack power to jump by over 200% to 20-kW range, leading to a re-evaluation of their PDNs using new 48-V solutions. The ability to redesign their 48-V racks and data center solutions has solved the high-current PDN problem but has resulted new challenges to power conversion.
Tesla Commits to 48-Volt Automotive Electrics Article-Tesla Commits to 48-Volt Automotive Electrics Tesla Tesla Cybertruck will eliminate 12-volt electrical components. EV pioneer Tesla says it will lead the way on the shift to 48-volt electrical architecture with Cybertruck. The Battery Show and Electric & Hybrid Vehicle Technology Expo North America Engineers have consistently predicted that cars would shift from 12-volt electrical systems to 48-volt systems for two decades. But cost and inertia have kept 12-volt electrics in place, with the occasional targeted application of 48-volt power in high-current applications...
OMG-- Article Electric Vehicles: 48V is the new 12V<------- To meet the high performance demands of EVs, OEMs are converting from the primary battery (800 or 400V) to 48V to more efficiently distribute power to loads. Electric vehicles (e-mobility) is perhaps one of the most significant challenges that technology companies and consumers have had to face in recent years. While there is an increasing need to find eco-friendly systems that can revolutionize the way we move, there is also a need to ensure that the new green technologies are as efficient and effective as possible in terms of price and performance. Vehicle OEMs need to meet increasingly stringent CO2 emission standards while increasing vehicle performance to remain competitive. This significant challenge is addressed by electrification in pure-electric vehicles (EVs), hybrid-electric vehicles (HEVs), and internal combustion engine vehicles (ICEs). The addition of higher-voltage batteries such as 48V, 400V and 800V to meet the increased power requirements has, in turn, increased the complexity of power delivery architectures and posed new demands in terms of size and efficiency. Mild-hybrid-electric vehicle (MHEV) systems are the gateway to electrification. Also identified as light-hybrid propulsion, they will contribute to the exponential growth of hybrid models. The MHEV system is capable of recovering vehicle energy during braking and provides energy during the restart of the vehicle, thus reducing gas consumption and CO2 emissions. A second electrification approach for HEV models involves an electric motor working together with the ICE, enabling the vehicle to travel 100% in electric mode for a few kilometres. Another popular alternative is the plug-in hybrid-electric vehicle (PHEV), where the battery can be recharged by the grid, and the range at zero emissions increases to about 50 kilometres. In this case, the electrification is decidedly higher than MHEV and hybrid technologies—as are the purchase costs—with dozens of PHEV models coming onto the market. Battery-electric vehicles (BEVs) lack an ICE and are instead powered by the combination of inverter plus electric motor. BEVs are rechargeable through the grid and during regeneration under braking. Among electric cars, we also find the extended-range electric vehicles (EREVs) with a small internal combustion engine used exclusively as a current generator to recharge the batteries when the level is low. The last category is represented by fuel-cell electric vehicles (FCEVs), which are powered by hydrogen‑fuel‑cells. The solution could be not only in new energy storage technologies, such as solid-state batteries or hydrogen fuel cells, but also in improved car efficiency through weight reduction and new electrical architectures. Today’s Electrification challenges “Today’s challenges with electrification are the following: keeping costs down, meeting aggressive CO2 emission targets, managing change in power requirements, powering legacy 12V loads, delivering lighter, higher performing vehicles, increasing power levels, faster charging time and managing higher voltages from 800V and 400V battery systems,” said Patrick Wadden Global VP Automotive Business Development at Vicor Corporation. Manufacturers of cars, trucks, buses and motorcycles are rapidly electrifying their vehicles to increase the fuel efficiency of internal combustion engines and reduce CO2 emissions. There are many electrification choices, but most manufacturers are opting for a 48-volt mild-hybrid system rather than a full-hybrid powertrain. In the mild-hybrid system, a 48V battery is added alongside the traditional 12V battery. “There is either an 800- or 400-volt battery in the vehicle. Vicor takes either the 800 or 400 volts from the battery and converts the power to 48 volts for powering loads such as the electric turbo, headed windshield and cooling pumps. Systems that are powered from the 800- or 400-volt battery have the option of completely eliminating the 48V battery and creating a virtual 48V battery. This elimination of the 48V battery offers the OEM a higher power density, reduction of weight and size, all enabling an extended vehicle range. These solutions are scalable therefore addressing entry level to luxury vehicles,” said Wadden. 48V technology efficiently distributes power 48V technology increases power capability by 4x (P = V • I), which can be used for heavier loads, such as the air conditioner and catalytic converter at start up. To increase vehicle performance, the 48V system can power a hybrid motor that is used for faster, smoother acceleration while saving fuel. “Overcoming the hesitancy to modify the long-standing cost-optimized 12-volt power delivery network (PDN) may be the biggest challenge,” said Wadden. He continued, “for the automotive industry a 48V mild-hybrid system provides a way to rapidly introduce new vehicles with lower emissions, longer range and higher gas mileage and practical approach. It also delivers new and exciting design options for higher performance and features while still reducing CO2 emissions.” The vast majority of centralized DC-DC converters used are bulky and heavy, since they use old PWM low-frequency switching topologies. A more up-to-date architecture to take into consideration is decentralized power delivery (Figure 4) using power modules. “The benefits to using a decentralized model can be realized even more so at the system level with lighter-weight cabling around the vehicle: there are some nice benefits to placing the converter closest to the load in terms of minimizing impedance and resistance, some of the cooling methods can be simplified and in some cases one can eliminate a cold plate or liquid cooling. The option to implement functional safety with more options, and flexibility comes into play,” said Wadden. This power delivery architecture uses smaller, lower-power 48V-to-12V converters. The decentralized power architecture offers significant thermal management benefits in a power supply system.
Vicor Corp (VICR) earnings time is at Jul 19, 2023, TBA Not Confirmed. Vicor Corp (VICR) Earnings Dates & Reports - TipRanks.com
Folks I fucking nailed one here-- so if you consider various metrics look how the lines all shoot upwards. This is materially undervalued!!!! https://seekingalpha.com/symbol/VIC...rn,diluted_eps_growth,ebitda_yoy,gross_margin
VICR is going to be a HF name> I'm going to pitch it> EV Sales + AI + data center = VICR A+$$$$$$$$$$$$$$$$$$$$$
Alright I've been non stop since 6:00 this morning// I'm going to get my needles today. Lets hope for a strong close out of FNGR.
Played lly, paid $4 ave I think. “You submitted a limit order to sell 5 contracts of LLY $452.50 Call 6/30at $5.90 per contract in your brokerage account” “ur limit order to sell 2 contracts of LLY $452.50 Call 6/30 in your brokerage account executed at an average price of $585.00 for a total of $1,170.00 on June 26, 2023 at 1:40 PM. $5.69 lowest sell. I sold my UBER $42.5 calls, probably buying them back or going to $45 calls.