Automotive Ethernet MDI S-parameter Testing

Figure 1: MDI S-parameter tests treat the Base-T1
pair as a balance transmission line and check that
reflections don't cause either excessive power loss
or mode conversion that can disrupt the signal.

As said earlier, the automotive industry has very stringent EMC/EMI requirements, and all Automotive Ethernet standards are designed to ensure good operation even in the presence of high EMI. Not only is there the potential for interference from all the different electronic systems within the vehicle, nothing is stopping you from parking your vehicle below high-voltage transmission wires or in other high EMI fields. 

For this reason, all Automotive Ethernet standards have defined S-parameter tests to be performed at the Medium Dependent Interface (MDI). The assumption is that the single twisted pair that is the basis for all Base-T1 transmissions can be treated as a balanced, differential transmission line with some crosstalk. It is a very real-world application of S-parameters, which can seem so academic.

Two, mixed-mode S-parameters are measured at the MDI reference plane. The tests ensure that there is neither too much loss of power from reflections, nor too much mode conversion into differential signal, that it will disrupt the information of the PAM3 encoded signal.

Automotive Ethernet in the Vehicle

Figure 1 Block diagram of a typical ADAS system
showing the in-vehicle networks used.

As all Automotive Ethernet technologies utilize a single twisted-pair cable (T1) and a point-to-point network topology, they differ primarily in their data rates and encoding methods. For the most part, the data rate determines the applications for which a particular Automotive Ethernet standard can be used. If we take the case of an automatic driver assistance system (ADAS), we can see where each Automotive Ethernet variant might best be used to replace existing automotive protocols. 

(Click on any figure to enlarge the image.)

Fundamentals of Automotive Ethernet

Figure 1: Automotive Ethernet is designed to support
increasingly complex vehicle electronic systems.

When we speak of “Automotive Ethernet”, we’re referring to a group of Ethernet interfaces intended for in-vehicle use, customized to meet the needs of the automotive industry. The first Automotive Ethernet standard was defined by Broadcom in 2011 with BroadR-Reach. Since then, IEEE has released standards for 100Base-T1, 1000Base-T1, 10Base-T1S and most recently MultiGBase-T1. Together, these standards define the general technology known as Automotive Ethernet.

Probably the first question you ask is, “Why not just use standard Ethernet?” A summary of the fundamental features of Automotive Ethernet will show how much better Automotive Ethernet is than standard Ethernet at meeting the industry’s demand for a higher speed, robust, lightweight and lower cost data interface, one that can ultimately replace the many other protocols currently used throughout the vehicle.

Debugging Automotive Ethernet Transmitter Output Droop

Everyone manufacturing devices used for Automotive Ethernet knows what compliance limits they must meet, based on the electrical test specification, but it is not always obvious where to look for the source of the problem when a compliance test fails. We'll provide more Automotive Ethernet debugging tips in future posts, but here is one that arose from a reader's question: namely, why the 45% limit on output droop for 100Base-T1, and what might cause the problem?

Figure 1: Automotive Ethernet electrical testing is performed at the transmitter connector and is largely governed by channel/connector recommendations.  Between the transmitter and the connector is a Low-Pass Filter and a Common Mode Choke both affecting signal droop.

Automotive Ethernet Compliance: Test Equipment Requirements

Figure 1: The TF-ENET-B Ethernet
test fixture offers all necessary
interconnects for compliance test

Having completed an exhaustive tour of the Automotive Ethernet compliance tests, we would be remiss if we didn't offer our take on the test equipment required for the job. Let's look at what the needs would be in terms of the oscilloscope itself as well as the necessary ancillary equipment, test fixture, probes, and cables. We'll conclude with a short discussion of automated compliance software.

The Basics of Automotive Ethernet Testing

Figure 1: Automotive Ethernet

PHY test requires 1-GHz bandwidth

and 2-GS/s sample rate minimum

Now that we've discussed what Automotive Ethernet is all about, discussed its benefits, and dug deeper into BroadR-Reach, the next topic for discussion is an overview of testing for the protocol and the equipment requirements to test the physical layer.

Fundamentals of the BroadR-Reach Protocol

Figure 1: BroadR-Reach
delivers bandwidth of
100 Mb/s

The burgeoning complexity of vehicular networks, the resultant high bandwidth demands, and the harshness of the automotive environment have driven the development of what we know today as Automotive Ethernet. Our last post began an overview of Automotive Ethernet technology, focusing on the physical/mechanical constraints and industry trends that influenced the protocol's development. Next, let's look more closely at the BroadR-Reach protocol.