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1、WHITE PAPERUse Receiver Testing to Improve Automotive In-Vehicle Network PerformanceThe complexity of autonomous and electric vehicle systems signals a need for repeatable testingTable of ContentsThe Need for Faster Automotive Networks.3Physical Layer Testing.5Prepare for Receiver Testing.6Automotiv
2、e Trends Drive Focus on Receiver Test.8Complex Modulation Formats Moving Beyond NRZ.10Physical Layer Validation of the Receiver.13Automotive Standards.14The Implications of Not Testing.17Device Characterization.20The Cost of a Faster Network.21Trust in Keysight.21Learn More.21 2The Need for Faster A
3、utomotive NetworksAs the industry shifts to producing fully autonomous and all-electric vehicles,cars electronic architectures are becoming more complex.Sensors and the controls and interfaces between them are growing in number and expanding functionality.As in-vehicle electronics expands,cars now h
4、andle more sensors,controls,and interfaces than five or ten years ago.Modern vehicles now include many applications that will add even more complexity over time.These applications require higher bandwidth,faster data transfer times,and more reliable networks.The consolidation of functionalities with
5、in a zone or domain architecture results in fewer total processing nodes,even as the complexity of each node scales up.Each electronic control unit(ECU)or gateway can provide more processing capabilities with access to several different inputs/outputs(IOs).The data the sensors and electronics gather
6、 must be transferred to the main CPU precisely and quickly as a vehicle transitions to more autonomous operations.LidarV2XcommunicationsGPSE-call/Era-glonassE-callIVNCamera and radar 3Drivers and passengers depend on the vehicle they are riding in to provide accurate information.The information from
7、 the backup camera to the infotainment display is a true and accurate real-time picture of what is happening behind the car.This is where the automotive network comes in.The network within the vehicle carries the signals from the camera positioned on the back of the car to the display in the center
8、console.The data must not be corrupted or changed by any interference between the bumper and the display.To ensure this is the case,we must test the components of the system in a repeatable way with standardized limits to foster broad-scale interoperability between the different vendors contributing
9、 to the system.This level of testing enables engineers to minimize the risk of failure in the field,ensuring the safety of all.But how can you prove that nothing was lost in transmission?For example,imagine a child on a bicycle moving behind your car as you back up.You check the backup camera in you
10、r modern vehicle,and as an attentive driver,you also turn and look behind you.Even if the transmission of the backup camera fails or turns black for a second or two,there is a good chance you will see and avoid the child.However,the backup camera is critical in the case of a fully autonomous vehicle
11、.Even a single second lost in transmission could be the difference between life and death for the child.Figure 1.Example screen from a backup camera with noise in the signal 4Figure 2.Test different parts of the link in the same manner regardless of whether they use automotive SerDes or single-pair
12、EthernetIVN Physical layer test architecturePhysical Layer TestingKeysight divides testing into different layers testing the PHY,or physical signal,and how it sends messages,and then how the messages are received on the other end.The physical layer includes signal integrity to eliminate distortion,r
13、eflections,attenuations,and/or coupled noise from other sources.The next step is to validate the functionality of the device under test(DUT)at a higher level,the traffic traveling between the PHY and the ECU,and whether it is prioritizing correctly.During testing,you place the DUT in a series of str
14、essed situations and identify where it breaks down in the process.While testing the entire system is a priority,this white paper focuses on receiver testing at the physical layer.For this white paper,a link is a connection between one ECU to another,from one ECU to a display or from a sensor to an E
15、CU.A link consists of three elements a transmitter,receiver,and passive interconnect,including cables and in-line connectors.For the bidirectional automotive Ethernet,you will need to test the link and evaluate transmitters and receivers at both ends of the connection as well as the connection betwe
16、en them.Serializer/deserializer(SerDes)links have downlink and uplink transmitters and receivers and also a connection between them.The inherent asymmetry of SerDes means that test requirements are different depending on the direction you are testing.5Real-time oscilloscopes heavily oversample data
17、to compare analog properties to a specification.By capturing multiple harmonics of the fundamental symbol frequency,the transmitter tests provide unique insight into the linearity,power spectral density(PSD),and output jitter of a specific implementation.You can use an arbitrary waveform generator(A
18、WG)for receiver tests to create complex broadband noise profiles.AWGs are incredibly versatile instruments that take a digital memory record and convert it to an analog output.If you consider automotive noise profiles as functions of voltage versus time,then you can program the AWG with any combinat
19、ion of broadband noise sources the test plan requires.A vector network analyzer(VNA)can characterize the response of passive interconnects,cables or adapters,indicating where impedance mismatches exist or where unacceptable attenuation levelsappear.You can also use the VNA to investigate the transmi
20、tter and evaluate the return loss of the port.Prepare for Receiver TestingThe point of receiver testing at the PHY layer is to stress the receiver and validate that it will work in the cars noisy and inherently harsh environment.Receiver tests ensure the quality of the digital transmission by measur
21、ing the receivers ability to recover data from an impaired input signal.The primary metric is the bit error rate(BER)the ratio of the number of bits received in error to the total number received.number of errorsmeasurement time*DRBER=Ultimately,the test aims to determine if the receiver can still r
22、eceive the transmitted signals in the presence of dynamic noise sources.To do that,the standard has you recreate a compliant transmitter capable of generating a controlled,distorted signal,and analyze the impact of the distortions on the transmission.The idea is to create the worst case if distortio
23、ns,interference,heat,vibrations,and noise in the vehicle happen simultaneously can the receiver still detect the signal being sent?6There are two testing phases in a high-speed digital system to see whether the receiver behaves correctly.1.Test against known signals to determine a baseline for the r
24、eceiver under ideal conditions.2.Add noise to the signal to determine how the receiver behaves under stress.For phase one,testing takes place through the operating range of the receiver at low-and high-power levels and at various operating frequencies.In many cases,the signal generators performance
25、must exceed that of a typical transmitting device.For phase two,testing under stressed conditions quantifies a receivers performance in its target environment,where real-world conditions impact the links performance.Typical tests focus on maintaining target levels of BER in the presence of well-defi
26、ned sources of impairment.In the case of a car,noise can come from several sources that change dynamically.The test instrumentation must generate broadband environmental noise while simultaneously generating narrowband electromagnetic interference(EMI)attacks.Further,some test architectures require
27、coupling dynamic noise to an active link between the DUT and its link partner.This requires amplification and coupling mechanisms,which impact the system response;you must account for the potential loss when generating complex noise profiles.Once you program specific profiles into the memory of an A
28、WG,you can use them as a noise source.Alternatively,you can use a bit error ratio tester(BERT)as a noise and data source for those devices that support the loopback test.7Automotive Trends Drive Focus on Receiver TestReceiver testing is commonplace for many high-speed digital technologies.It has bec
29、ome even more common as high-speed technologies move to faster data rates and higher complexity modulations like pulse amplitude modulation 4-level(PAM4).Receiver testing assesses receiver performance in the presence of different sources of degradation.This proves the receiver can still capture the
30、correct signals.The BER reflects the receivers ability to recover the original data in the presence of the different sources of degradation.Electrical systems that operate in the car must overcome the presence of several different noise sources.These high-speed electrical links are vulnerable to ele
31、ctromagnetic interference.The automotive environment provides many varieties of interference,including narrowband RF,transient pulses,and broadband distributions.The length of the cable(up to 15m for in-vehicle networks)also adds exposure of the transmitted data to crosstalk and significant insertio
32、n loss inside the cable harness.Because of these realities,thorough electromagnetic compatibility(EMC)characterization is a focal point for validating the performance of various complex electrical systems in the car.In wireline communication technologies,higher data rates and complex modulation form
33、ats move the validation focus to the receiver.As the data rate increases and the modulation format becomes more complex,receivers must implement equalization and error correction techniques to account for channel impairments and interference.The additional complexity underscores the need to focus on
34、 and invest in receiver test methodologies.It is no longer sufficient to validate only the transmitted signal;it is imperative to confirm the receivers ability to manage the unique automotive noise environment while sustaining error-free operation.Early investments in test and measurement can preven
35、t vehicles from experiencing potentially costlier,catastrophic issues.Based on experience with other industrial and data center standards,it is important for the automotive industry to understand that receiver testing is mandatory with the data rate targeted for the emerging standards of MIPI A-PHY,
36、ASA,and multigigabit automotive Ethernet.8Receiver testing beyond chipset vendorsAs data rates grow faster,there is a significant focus on receiver testing beyond the chipset vendor.Each vendors receiver implementation will vary slightly in adaptive equalization and performance of other error correc
37、tion mechanisms.Integrated into an ECU design,chipsets appear on a multi-layer printed circuit board(PCB)with power distribution networks,double data rate(DDR),low power doubledata rate(LPDDR)memory buses,and other high-speed interconnects such as peripheral component interconnect express(PCIe).Not
38、only is it essential for Tier 1 suppliers and original equipment manufacturers(OEMs)to validate receiver performance in the presence of automotive noise,but also in the unique operating environment of the surrounding digital and RF systems they implement.The potential for safety-related issues in th
39、e automotive market is enormous.A failure of any of the electronics,the advanced driver assistance system(ADAS),autonomous driving(AD)system,or subsystem can lead to unrecoverable loss of life and injury.Safety issues can cause manufacturers to order costly recalls,which will have a long-term impact
40、 on consumer confidence and brand reputation.A renewed emphasis on developing deterministic test methodologies that discover issues in the lab versus on the road will help identify problems early in the design process.Initial investments in test and measurement at the beginning of the process can pr
41、event potentially catastrophic safety issues from developing.9Complex Modulation Formats Moving Beyond NRZEmerging automotive network technologies must support cable lengths up to 15m while maintaining data rates at or beyond 16Gbps.Achieving these data rates requires moving beyond non-return-to-zer
42、o(NRZ).At data rates above 16Gbps,NRZ becomes less desirable because of the channel loss.Although NRZ uses less power,has a lower signal-to-noise ratio(SNR),and uses less complex modulation schemes than PAM4,8,or 16,the downside is that NRZ requires twice the symbol rate of PAM4 to achieve the same
43、bitrate.Simply stated,PAM4 has twice the number of bits encoded per transmitted symbol compared to NRZ.For the same data rate,PAM4 operates at half the Nyquist frequency of NRZ.Channel insertion loss becomes less pronounced at lower frequencies so that you can achieve longer transmission distances.H
44、igher order modulation formats like PAM4,PAM8,and PAM16 increase the number of bits per symbol,keeping the baud and Nyquist frequency low enough to support long-reach cables.PAM4 introduces complexity in transceiver design and tests as new requirements on the cables and connectors emerge in the fina
45、l harness assembly.Multi-gigabit automotive Ethernet,mobile industry processor interface(MIPI)A-PHY,and Automotive SerDes Alliance(ASA)each use PAM4 modulation in at least some of the test modes.Automotive Ethernet standards provide symmetrical point-to-point and multi-drop connections,using establi
46、shed networking protocols with readily available technologies.On the other hand,SerDes are typically designed to be asymmetrical and use a high-speed downlink for data transport.For example,going from a camera to a central processing unit(CPU)and a lower speed uplink supports less demanding requirem
47、ents like device monitoring and control.This type of link is well-suited to remote sensors in the vehicle,which require high-speed outputs but ideally have limits on their implementation complexity,power requirements,and cost.With PAM4,there are new complexities that increase measurement challenges.
48、But testing and measurement in the early stages of PAM4 links help to build an understanding of the causes and mechanisms of artifacts that impair link error performance.Impairments can result from the implementation of clock recovery and closed-eye challenges,such as skew,compression,and nonlineari
49、ty.New measurements will emerge to characterize transmitter outputs.In addition,new stress impairments will arrive to test and characterize receiver inputs as PAM4 technology progresses and an understanding of PAM4 challenges and solutions grows.10Figure 3.NRZ eye diagram and NRZ(PAM2)amplitude leve
50、lsFigure 4.PAM4 eye diagram and PAM4 amplitude levels 2 amplitude levels 1 bit of information in every symbolNRZ(PAM-2)4 amplitude levels 2 bits of information in every sysmbol (2x throughput for the same Baud rate)lower SNR,more is susceptible to noisePAM-4PAM4 test challengesFrom a time domain per
51、spective,PAM4 has four digital amplitude levels(-3,-1,1,and 3)that appear in Figure 4.In PAM4,in each level or symbol,2 bits of information provide twice as much throughput for the same Baud rate(28 GBaud PAM4=56 Gb/s)compared to NRZ,or PAM2.PAM2 is a binary code that uses low and high signal levels
52、 to represent the 1/0 information of a digital logic signal.NRZ can only transmit 1 bit(a 0 or 1)of information per signal symbol period(Figure 1).From a frequency domain perspective,PAM4 requires half the bandwidth of NRZ.In the PAM4 eye view in Figure 3,you can see three vertical eyes created by t
53、he four levels.A PAM4 receiver has three slicer levels that can be adaptive or time-variable versus NRZ,where the decision level is set to 0 V for a differential signal.Data transmission advancement using PAM4 includes many new design and test challenges we explore below.11Clock recoveryFinite rise
54、time acting on different transition amplitudes creates inherent intersymbol interference(ISI)and makes clock recovery much more difficult.The transition time of the PAM4 data signal can cause significant horizontal eye closure due to switching jitter,which is dependent on the rise and fall time of t
55、he signal.Examining analog levels for clock recovery requires qualified phase detectors.Decision feedback equalization(DFE)Engineers use DFE to calculate a correction value added to the logical decision threshold,which shifts the threshold up or down.This enables you to make rational decisions based
56、 on the new equalized threshold level on the waveform.Loss of signal-to-noise-ratio(SNR)The PAM4 signal has one-third the amplitude of a similar NRZ signal(SNR loss of 9.5 dB)due to level spacing and is more susceptible to noise.However,the lower PAM4 insertion loss may compensate for the 9.5dB loss
57、 in SNR due to reduced signal amplitude in PAM4 signaling.12Figure 5.In loopback mode,the DUT sends back the received data,and it is compared to a Golden deviceCyclic redundancy check(CRC)mode testSend the data in one direction(downstream),and inside the DUT,you will see a CRC error counter.Every ti
58、me the packet comes in,it will count an error if the CRC is incorrect.In that case,it is a one-way test.Engineers will need to read and reset the counter before the next reading.Figure 6.Example of an error counter within the PHYNoise sourceDUTRXTXGolden deviceNoise sourceDUTTXTest automation softwa
59、reon the PCError counterRXPhysical Layer Validation of the ReceiverThere are two main ways to test the performance of a receiver.Loopback roundtrip mode testPlace the DUT in loopback mode and send the data to the DUT inside the media access control(MAC)layer.The data loops around and returns to the
60、transmitter.Ensure that the transmitted data is equal to the returned data.In an ideal situation,the analyzer is a golden device as shown in Figure 5.13Automotive StandardsTwo pervasive in-vehicle networks specify receiver tests in the physical coding sublayer(PCS)automotive Ethernet and standardize
61、d automotive SerDes.Automotive EthernetFirst,because of the full-duplex signaling nature of automotive Ethernet,the only way to enable the receiver to receive testing for automotive Ethernet is to bring up a link.This is similar to other standards such as High-Definition Multimedia Interface(HDMI),P
62、CIe,and USB.The link must be set up before you can start transmitting packets.Once the link is up,the information goes back and forth between the PHYs to maintain the link.For automotive Ethernet,use the Golden device test method.However,there is one caveat to this method in testing automotive Ether
63、net.Since you are working with a single pair of wires for Rx and Tx data with the same impairments in both directions,it is unclear if a bit error occurs on the downstream path or on the way back from the DUT.It is not possible to isolate the DUTs receiver from its transmitter capabilities.It is ess
64、ential to run tests as early in the design cycle as possible to understand how the device interacts with other parts of the system and,ultimately,save time in later stages.Since Ethernet is a packet-based technology,you discard the entire packet if you discover one corrupted bit.Figure 7.Where the n
65、oise source can be a function generator or AWG capable of generating the prescribed amount of noiseNoise sourceDUTRXTXGolden device 14Summary of the required 1000base-T1 automotive Ethernet Rx tests as they relate to the receiverTable 1.Automotive Ethernet-specific test cases and procedures as they
66、apply to 100BASE-T1 and 1000BASE-T1Test casesPurposesProceduresBit error rate(BER)To verify that the DUT can maintain a BER of less than 10-10Send 2,470,000 1,518-byte packets(for a 10-10 BER),and the monitor will count the number of packet errors.Direct link test without using a fixture.Alien cross
67、talk noise rejectionTo verify the receivers tolerance to alien crosstalk noise.Add a 550MHz noise source to the receiver DUT.The BER should be 10-10 to satisfy the frame loss ratio spec.Signal quality indicator(SQI)To ensure that the PHYs indicated signal quality decreases or increases for a channel
68、 with reducing or increasing channel quality.Apply artificial noise to the communication channel and measure the PHYs SQI value at least 100 times.Increase or decrease the noise level by 0.1dB on the noise generator until the PHY no longer establishes a link.Receiver clock frequency toleranceTo veri
69、fy that the DUT can properly accept incoming data with a symbol rate of 750 MHz 100 ppm(or 749.925 MHz to 750.075 MHz).Configure the transmitter to transmit data with a clock of 749.925 MHz.Send 2,470,000 packets and count the errors.Repeat at 750.075 MHz.DUT should maintain a BER of 10-10.Direct li
70、nk test without using a fixture.Use the APM1000E-CLK as a Golden DUT(or link partner)with the 81160A to test.15Automotive SerDesSince automotive SerDes links are asymmetrical,the downlink,or forward direction,has a substantially higher data rate than the uplink or backchannel.There are also changes
71、in the modulation format with the downlink using higher-order modulations like PAM4 to achieve faster data rates.In contrast,the slower uplink data is carried out using NRZ encoding.These modulation format changes result in test methods that look different depending on the test traffic direction.Aft
72、er all,the downlink receiver has a much more difficult job than the uplink receiver,and the test methods must reflect this fact.There is a corresponding variation in testing specifics since automotive SerDes systems may also use different error correcting methods than Ethernet.For example,use an AWG
73、 to generate a complex noise profile joined to an active link between the receiver under test and a link partner based on noise characteristics that align with the MIPI A-PHY specification.Varying noise profilesThe noise profiles occupy different signal types at various frequencies and amplitudes.Th
74、e component that couples the noise to the link significantly attenuates the AWGs output and requires amplification.While the noise is present,the DUTs register space will maintain an error count.You can determine the BER by accessing the registers via a sideband channel or a link partner.An instrume
75、nt such as a real-time scope or spectrum analyzer can calibrate noise levels at the output of the amplification and coupling fixture.The design of the receiver is such that it can handle any flaws in the transmitted data.Mimicking a real environmentIn the automobile,there is a dynamic combination of
76、 broadband environmental noise sources and intermittent transient events during which the receiver is responsible for clocking a continuous stream of symbols.You can generate a waveform that simultaneously includes all these noise sources because you can mathematically represent them.Standards like
77、MIPI A-PHY define the types,frequencies,and amplitude of noise sources that A-PHY receivers must tolerate to maintain appropriate levels of BER.16Figure 8.The PHY register tracks and maintains the error count,and it reads out as a metric of the receiver performanceThe goal is to verify that the test
78、 setup can achieve the levels of acceptable BER that the specification defines at the DUT interface.There are numerous challenges in sending the requisite crosstalk and broadband noise simultaneously with fast transient and random noise to the DUT.Testing various combinations of noise sources that m
79、imic these challenges is a meaningful way to characterize how the receiver will perform in an actual application where the loss of data integrity could be catastrophic.The Implications of Not TestingA primary goal of any advanced driver assistance system(ADAS)is to ensure the safety of all passenger
80、s and pedestrians in and around the vehicle.Sub-systems only function correctly while their receivers operate at an acceptable BER.It bears noting that receiver tests were written into the compliance test specification(CTS)for all the relevant specifications discussed in this white paper.The receive
81、r tests ensure interoperability and signal integrity of the system.But what would happen if you did not test the receiver?DUTTXTest automation softwareon the PCError counterRXArbitrary waveform generatorBroadband noiseAmplification and coupling fixtureRXTXLink partnerNarrowband interference 17Signal
82、 integrity issuesA transmitters linearity,PSD,and output jitter,among other factors,are indicators of performance that will have a downstream impact on the receivers ability to clock symbols.Similarly,a receivers ability to endure noise attacks,filter environmental noise,and employ error correction
83、mechanisms are critical indicators of its ability to operate in a real automotive environment.Power integrityMany signal integrity issues also come from the integrity of the power distribution network(PDN).Power integrity has become equally critical in predicting how a device will perform.The PDN in
84、cludes multiple voltage rails and shared return paths that can introduce ground bounce and power supply-induced jitter,which tend to fan out and proliferate downstream.This issue is particularly relevant to SerDes standards which broadly make use of power over coaxial(PoC)and power over data line(Po
85、DL).Power supply-induced jitter(PSIJ)is one of the largest sources of clock and data jitter in digital systems.Similarly,switching currents from the transitions of clock and data in these systems can often cause noise on DC supplies.Designers need to determine how much of their systems data jitter i
86、s PSIJ or how much of the noise on the DC supplies come from specific clocks,data lines,or other toggling sources.Sources of signal and power integrity that impact the receiver Transceiver characterization including linearity,PSD,output jitter Environmental noise Error correction mechanisms Power in
87、cluding PDN,PSIJ,and PoC/PoDL Cable and connector performance Crosstalk including cable bundle and MDI 18Link segment conformancePlacing limits on insertion loss and return loss of connectors,cables,and harness assemblies provides a communication channel capable of reliably transporting high-speed d
88、ata.Standards place limits on parameters such as cable bundle and medium-dependent interface(MDI)crosstalk,which is critical for Zonal architectures that place multiple high-speed interfaces within proximity of each other.Figure 9.An example of a sub-system of a node in a vehicle and adjacent system
89、s transmitting interference,jitter,and reflectionsEach subsystem plays a crucial roleUntil you test each subsystem and consider the inherent interference from the vehicle environment,you will not know if there is a potential impact on the overall ADAS.Protecting all occupants and nearby pedestrians
90、is a top priority for any ADAS.Only when receivers operate at an acceptable BER do subsystems work properly.Cross talkNoisePower supply impedanceECUECUSerDes/EthernetDC-DCPower ICDDRmemoryPHYPHYSoCSignal qualitySignal qualityCameraDeserializedImpedanceReflectionEmissionImmunitySoC 19Measuring a devi
91、ce and verifying it meets specifications provides a quantifiable correlation between design goals,simulation results,and hardware performance.It is helpful to formalize test procedures to align with an industry-acceptable method of implementation(MOI).Participants across the industry can use the tes
92、t solutions based on the MOI at multi-vendor interoperability test events and their test benches.Without rigorous and robust tests of the receivers data loss,interference can lead to dropped frames and missing packets,which tie directly to ADAS and AD functions designed for passenger and pedestrian
93、safety.Iterative receiver testing reduces potential risks for automotive companies.The risk of a problem,a recall,or a safety-related issue can be catastrophic.The implications are potentially lethal if a few video frames from a backup camera are corrupted or the radar or lidar is lost for even a fe
94、w seconds.Device CharacterizationIt is critical to determine the limits of your device and where it starts to fail to know how it will behave in a specific environment.Margin analysis is a powerful method when you deploy it iteratively.You can run repeatable test methods while exposing a device to c
95、hanges in the environment or by altering its state of operation.Observing the devices deviation from or convergence toward a test limit while controlling a variable provides excellent insight into where the design has headroom and where additional engineering would be beneficial.Characterizing the m
96、argin of operation of the device offers deep insight into signal quality.Design changes become more costly as you get later into the design cycle.By testing early in the design phase,you can catch problems as soon as possible while minimizing the cost of redesigns.Test plans should also incorporate
97、a dynamic environment with varying temperatures,humidity,and sources of EMI.The iterative test process continues as digital standards evolve,influencing test method innovation and ultimately providing broader access to accepted test solutions.The repeatability of test methods and limits fosters broa
98、d-scale interoperability and allows implementers to minimize the risk of failure in the field.All participating companies will benefit when test standardization is a priority.20The Cost of a Faster NetworkWhen data rates increase,and Baud rates move into the RF microwave range,there is a direct impa
99、ct on receiver design and testing.Higher Baud rates increase electrical interference,noise sources,reflections,attenuations,and other losses that truly impact signals.As signal speeds increase,the wavelengths of the signals get shorter.The signals are the frames from the backup camera,the short-rang
100、e radar for blind spot detection,and the long-range radar that is used for cruise control and lane keep assist functions.Additional receiver testing before production is critical to reducing overall risk and the cost of faster data rates,quantity and quality of frames in the camera,and the number of
101、 sensors.Trust in KeysightKeysight offers solutions to automate the testing and validation of automotive IVN designs.Our engineers have invested countless hours learning fast-evolving standards and creating automatedcompliance tests.These proven applications help ensure proper test configuration and
102、 valid,repeatablemeasurement results.The net effect is that you will have greater confidence that your device is ready to be a part of a network within a larger ADAS or AD without the risk of failure in the field.Learn More Automotive SerDes Receiver Testing Explained AE2000R Automotive SerDes Receive Solution AE6900R Automotive Ethernet Rx Compliance SolutionFor more information on Keysight Technologies products,applications,or services,please visit:This information is subject to change without notice.Keysight Technologies,2022-2023,Published in USA,June 28,2023,7122-1103.EN