 Good afternoon to everyone. Thank you for spending some time with us today for this webinar on how to improve the ESD protection of high-speed can receivers and reduce PCB size up to 400%. Our speakers will be available to answer your questions at the end of this webinar. So if anything comes up, please don't hesitate to share it with us using the Q&A widget that you see at the bottom of your screen. We'll try and answer as many questions as possible. We will also like to invite you to discover all the other widgets that you see. There's useful information in there. For example, you can already find the PDF of this presentation and some other useful links under the resource widget, which is the third one to your left. Also, if by any chance you miss out on some important points, no worries. All registrants will receive a post-event email with the link to the on-demand version of this webinar. Now, before we start, quickly some housekeeping information. You can expand your slide deck or maximize it to full screen by clicking in the top right corner. We also recommend using a wide internet connection and closing any programs or browser sessions that are running in the background, as webinars are bent with intensive. This webcast is being streamed through your computer, so there's no dial-in number. And for the best audio quality, please make sure your computer speakers or headset are turned on and the volume is up so you can hear the presenter. Additional answers to some common technical issues can be found under the help widget. This webinar will be recorded. All right. I think we're ready. Let's have a great webinar and let me hand over to our speakers. Good morning or good afternoon, everybody. My name is Jean Garcia from ST Microelectronics. I'm glad to go with you through this webinar concerning our CAN protection devices. Let's move to the agenda. First, we will review the basics of the CAN bus focusing on automotive applications, explain why protection devices are needed, and how our ESD CAN series answers it. Then we will deeply dive in the criteria of the quality of protection and follow by the presentation of new miniature packages. Finally, we will provide tools and materials to select the right ESD CAN and conclude this webinar. Let's start with the CAN bus in a car. This diagram illustrates a domain control architecture. CAN links are very popular in power train, buddy, chassis, safety, and ADAS. This is a very mature and robust technology with an acceptable data rate, except maybe for the backbone links. Even in the new zonal architecture, CAN and CAN FDR present, mainly for intrasound communications. The latest generations of automotive MCUs, ASICs, or SBCs embed CAN controllers and sometimes CAN transivers. CAN bus is well known to have excellent error checking features and be very robust. On top of that, error recovery is fast and arbitration times are predictable. All of these make CAN bus particularly adapted to safety and critical functions in the car. Now, let's see why you need to protect your CAN bus. The automotive industry is very demanding in terms of reliability and robustness, mainly when the electronic systems manage safety circuits. Standards like AECQ, ISO 26262, and AISL Crutoria have been defined to guarantee a certain level of reliability and robustness. As CAN buses play a central role in the car, its components must comply with such standards. The SAEJ2962-2, for example, gathering the requirements for CAN transivers qualification recommend to use protection devices for CAN transivers and even propose a test methodology and test setups with various protection options. Back to domain control architecture, as soon as a CAN node is defective, the ECU in charge of a specific function like ABS, airbags, ignition, or anything else will not be able to communicate anymore with the domain controller unit, also called DCU. This will generate a defect with a red warning lamp appearing on the dashboard. Sometimes, the car can even enter in a fail-safe mode, reducing the performances of the car on purpose to limit the risk of accidents. Now, let me turn to Jean-Michel for a detailed description of the CAN bus. Hello everyone, my name is Jean-Michel Cibonet. I'm based in Tours in France and I work in application lab. I'm in charge of protection in automotive segment, protection against ESD and overvoltage. Also in this part, with a few slides, we briefly described the CAN bus. Controller area network CAN protocol follows serial bidirectional afterplex multi-master communication between different ECU through a multiplex bus. And then the ball is to limit the number of wires. Each node is able to send and receive messages, but not at the same time. This protocol has been developed by Bosch in the 80s. CAN communication use a differential signal and can reach several data speeds. For example, CAN I speed the reach up to one megabit per second. CAN fall tolerant up to 125 kilobits per second. And this standard can work in single wire in case of short circuit of one of differential wire. This is used for truck because there are long wires for this vehicle. And now for a few years, with the trend of mobility and electrification in the car, data is increasing. So speed is increasing too with the CAN FD flexible data rate. This protocol reaches up to five megabit per second. And so there is also CAN FD signal improvement capability up to eight megabit per second. And now in development, CAN Excel protocol and the goal for this protocol is to reach up to 10 megabit per second. Thanks to this protocol, a lot of electronics functions can be embedded in cars without kilometers of wires. All CAN protocol are defined through ISO 11898-2 for high-speed standard on the flexible data rate, the dash 3 for default tolerant. For 30 years, this protocol shows its cost-effective, its lightweight, its variable transmission unsafe. For sure, this variable is not linked only to the robustness of CAN transceiver, but also with its physical layer through resistance termination, line capacitors, command-mode shock, and of course, its CAN protection. CAN is used for all automotive segments as shown in the left figure, lighting, engine control, door zone, safety, and so on. According to the speed data, the number of nodes, the safety level, car domain or zone architecture, several CAN networks can co-work in the same car. CAN transceiver allows the transfer of data between ECU and CAN bus with very good immunity, even through harsh automotive environment. And the temperature can reach 125°C. There is RF and conductive perturbation. The wire length can reach up to 15 meters. Other components is linked to ESD charge, in case of, for example, connector plugging or unplugging, if you want to repair the module or replace it. CAN transceiver has its own ESD withstanding, but it is not enough for some level standard required. To reinforce the robustness again ESD, ESD CAN is placed between connector or CAN transceiver. To transfer data on CAN bus between the different ECU, there are several signal transformation steps. For example, from sensor input signals and after data processing by MCU or other IC, so the signal here is called DXD, the CAN transceiver transform it in differential signal between CAN-H and CAN-L. In the other direction, the CAN transceiver transform CAN differential signal in data compatible reading by MCU. Between CAN transceiver and connector, usually, command mode shock is used to reject the command mode signal. Resistance termination with or without split capacitor are used for filtering noise. Data line capacitors are also used to reinforce the filtering and ESD CAN protection against ESD are connected. This part is called MDI, media-dependent interface, as we will see in the next slide with Jean. Thank you Jean-Michel. To properly understand the scope of CAN standards, we have to go back to the seven-layer ISO model. From the hardware point of view, only the physical layer and the data link layer are interesting. The physical layer itself is divided into three sub-layers. The first sub-layer called physical-media-dependent or PMD corresponds to the connector and wires from the hardware point of view. The CAN standards do not define this part, which is highly specific to the application. The connector can be a DMI-9, an OBD-2, or anything else, and the pins assignment for these connectors are free as well. The second sub-layer called physical-media-attachment or PMA is the one defining the CAN transceiver or the CAN fee characteristics at the hardware level. The CAN standards ISO 11898-2 for CAN high-speed and ISO 11898-3 for CAN fold-tremont are the two standards that we will detail in the next slides. The CAN FD of flexible data rate is compliant with the ISO 11898-2 CAN high-speed standard. For the sake of simplification, we will not discuss here the purpose of each sub-layer or detail other ISO or SAE standards related to CAN. If you want to know more, you can download the product presentation named CANverse Protection, S-T-E-S-D-CAN series on st.com. We will share the link with you at the end of this webinar. Now, let me turn to Jean-Michel. If we discuss in more detail about high-speed and low-speed physical layers, ISO 11898 gives different information. As already discussed, the maximum data rate is different. Of course, the maximum wireless lens in automotive, the maximum is 15 meters, but as CAN protocol is used in industrial segments, the lens can be higher, 30 meters for high-speed and 500 meters for low-speed. The termination resistance has different value according to high-speed or low-speed. The value of this resistance gives the voltage level for SSC voltage on dominant voltage. This is why the levels are different between both CAN protocol. As CAN network is multi-master, if several ECU talk at the same time, in the arbitration frame, the number of bits in dominant level gives the node priority. In this part, we'll discuss the main surge or accidental DC over voltage we can find in automotive standards. For ESD description, ISO 10605 is defined for automotive segment, but IEC 61000-4-2 for industrial segment is still a reference for car makers. These ESD constraints are defined for the whole system, not for the IC alone, all these ESD standards are more stressful than HBM or CDM stress. Our ESD CAN protection family, it tested alone to guarantee a good behavior for all systems. The robustness is up to 30 kV. Another important parameter is the clamping voltage during ESD surge. We'll talk about this after. Another standard is for the surges. ISO 7637-3 for slow and fast regent is a well-known PULSIZ automotive standard for data lines. There is no battery problem. This standard explains that a part of surge on bus battery is supplied by coupling on data line. ESD CAN families products are tested for fast and slow transients. Another type of stress is defined in ISO 16750. It defines two DC voltage stress. First one, just start. You can apply up to 24 volts or more as some car makers define higher value. There is a reverse battery. Here you can apply minus 14 volts for car system or minus 28 volts for truck system. Of course, ESD CAN has to withstand the stress and this is the case. Few explanation to ISO 10605 ESD standards. This standard considers three cases. In case of assembly, repair or replacement of electronics module called component packaging and handling test. ESD is supplied directly on relevant pins accessible by tools or hands. To the vehicle, there is two cases with both feet inside the car during the test and with less one foot outside the car during the test. ESD is supplied on each point accessible by one person using the vehicle. As mentioned on slide, switches, display surfaces, steering lock, controls, antenna and so on, have to be tested. For each test configuration, ISO 10605 defines contact on a hard charge. The RC ESD CAN value is defined. So there is four RC possibilities. The most useful is 330 ohm with 330 picofarad. Another one is 330 ohm with 150 picofarad. 2 kilo ohm with 150 picofarad and 2 kilo ohm with 330 picofarad. In comparison with IEC 61000-4-2, there is only one RC value defined by 150 picofarad with 330 ohm. The voltage level is also suggested in ISO 10605 according to the different situation. A hard details on ISO 7637-3 fast transients, also called fast pulses 3A and 3B. These repetitive positive and negative pulses are applied by goopling on data lines due to bounces of relay opening or closing on battery bus for example. Pulse duration is very short or around 150 nanoseconds, last time very fast 5 nanoseconds. And peak voltages are also suggested with tables B1 and B2 for car system and truck system. If we look at the voltage value, tables give different voltage levels according to the category of application. The maximum voltage is plus or minus 150 volts for truck system. Three different methods can be used to simulate the couple voltage. Capacitive coupling clamp method as shown on picture is only used for fast not for slow transient. RNS is placed inside the metallic clamp and transient pulses defined in standard are applied on this metallic clamp for 10 minutes. Direct capacitive coupling method consists to apply transient pulses to the deut through a capacitor and series. For fast transient the value of this capacitor is 100 picofarad for slow transient capacitor value is 100 nanofarad. inductive coupling clamp method is only used for slow transient. RNS is placed inside the injection probe and transient pulses defined in standard are applied on this injection probe. After test the deut has to be operational. ESD can product will protect circuits against this repetitive pulses which could occure failures. As shown on waveform extracted of ESD can O3-2BM3Y, test has been applied on ESD can alone according to the direct capacity coupling method with us plus or minus 150 volts. Purses are clamped around plus or minus 35 volts which is lower than the usual absolute maximum bracing for automotive on truck integrated circuits. In each ESD can datasheet waveform shows the robustness of the can protection. In same way slow transient also called slow positive or negative pulses to A are defined in ISO 7637-3. Duration is longer around 50 ms or as time elates 1 ms. These transient are repetitive. The voltage level is fixed to plus or minus 45 volts but some customers want higher value plus or minus 85 volts for example. As for fast transient each ESD can datasheet has respond to this stress for us plus or minus 85 volts. Voltage remaining is around plus or minus 35 volts and we can see current waveform through ESD can. This test has been performed in DCC method. There is an example on this slide for the ESD can O3-2BM3Y. Now let's talk about jumpstart for 12 systems. This jumpstart is linked to a back connection of an auxiliary battery in series with a flat battery or a garage battery booster with a bad voltage selection connected to power a car with no battery or a truck battery connected to power car to start the engine. In these different cases 24 volts given by ISO 16750 or more according to care maker internal standards for example 26 volts 27 volts is supplied on the whole system. Not only ECU on all circuits have to withstand this over voltage but also the protection ESD can. Standard explains that you have to test all 11 points with this jumpstart voltage for one minute. Once again the reverse battery is linked to a back connection for example when an auxiliary battery is used or with a bad connection a reverse connection or a battery to the car power net is reconnected with bad connection or the car power net is repairing there is some trouble to reconnect junction boxes and so on. In these different cases minus 14 volts given by ISO 16750 is supplied on the whole system and of course on the ESD can too. This protection has to withstand the stress. Thank you Jean-Michel. Now let's have a look on our ESD can portfolio. Here is a graphical presentation of our ESD can portfolio. The X axis is the minimum breakdown voltage. On the left side in light gray you can find the lower breakdown voltages for 12 volts battery vehicles like passenger cars. On the right side in dark gray you have the higher breakdown voltage for 24 volts battery vehicles like trucks or off-road vehicles for example. The Y axis is the line capacitance. The lower the faster data rate. So the bottom part of the graph is particularly interesting for high-speed can and can fd. You can see that we offer three packages. SOT 23 roughly 3 by 3 square millimeter. SOT 323 roughly 2 by 2 square millimeter. And DFN 1110 roughly 1 by 1 square millimeter. You may notice that for 12-volt systems we offer two flavors of breakdown voltage. One that fits with the 24 volts jumpstart voltage plus 10 percent events around 26.5 volts for car makers sticking to ISO 16750 standard. And another one here for car makers requiring jumpstart compatibility with higher events up to 27 or 28 volts. This requirement is not normative but more specific to each car maker. Now we will discuss the quality of the protection. Protection must be compliant with standard constraints as jumpstart reverse battery and so on but also protection must be robust against different ESD and surge stress levels on this without degradation and often at high temperature. The efficiency of a protection is measured by its ability to pump over voltage on over currents with the lowest pumping voltage as possible. If the remaining voltage is too high there is a risk to degrade the IC to protect. Transmission online pulse TEP follows to characterize this remaining voltage and then check and compare the efficiency of the protection. Now let's focus on ESD protection quality. So k-parameter is the ESD response to an electrostatic discharge of 8 000 volts. As example shown ESD051-1BF4 temporal response is presented. There are two noticeable values. The first one is the peak voltage at the beginning of the response. It is low energy peak due to its duration of few nanoseconds. Here the voltage value of this first peak is 23 volts. The second is the pumping voltage defined at 13 nanoseconds. It's 11 volts for this product in much more energetic due to the duration. This temporal response at 8 kilovolt is usually reported on datasheet because it corresponds to the standard IEC 61000-4-2 level 4. As ESD response is noisy and not repetitive from an ESD gun to another one, an alternative characterization method has been developed transmission line pulse TEP. So to perform ESD analysis and comparison it is better to use TEP. A square voltage pulse of one nanosecond is a prior closer protection on the remaining voltage on the current values as a measure between 70% or 90% of the incident pulse duration. For ESD051-1BF4 with 16 amps current level the TEP voltage is 10.5 volts. There is comparison between ESD response with 8 kilovolt with RC gun equal to 330 ohm on 150 picofarad and the TEP remaining voltage. TEP remaining is around 10.5 volts which is about the 10.9 volt pumping voltage measure at 30 nanoseconds for ESD response. With several pulses as values current values it is possible to make a TEP current voltage curve. As an example ESD051-1BF4 TLP current voltage curve is presented. The horizontal axis gives the measure TLP voltage for a given TLP current. The left vertical axis gives TLP current level. This TLP current is equivalent to the current level measure at 13 nanoseconds when applying an ESD surge based on ISO 10605 or IEC 61000-4-2 and this with RC ESD gun equal to 330 ohms on 150 picofarad. The equivalence with ISO 10605 surge voltage is given on the right vertical axis. The value of the equivalent clumping voltage is then easily obtained. Instead of standard ESD protection shown in green TLP current voltage curve a snackback ESD protection can be used with features shown by red TLP current voltage curve. Snackback protection presents lower clumping voltage than standard protection thanks to the snackback effect that lowers the clumping once the protection has turned on. At 16 ohms ESDZV5-1BF4 presents a clumping voltage nearly 2 volts lower than ESD051-1BF4. If there is a DC voltage applied on the line to protect this DC voltage must be lower than holding voltage of the snackback ESD protection. Indeed if a DC voltage is higher than holding voltage or if ESD event is present the protection will turn on or the current coming from the DC voltage source will flow continuously into the protection the protection will then remain lashed. If there is no DC voltage or if the DC voltage is lower than holding voltage there is no latch risk. ESD series the robustness is very high, high ESD level is up to 30 kV. The robustness is also done for well-known 820 ms exponential surge with high current level up to 5.5 ohms. As shown by TLP current voltage characteristic the clumping voltage is low and in particular for ESDKAN 03-2BM3Y the shallow snackback allows to get better clumping voltage even for high current. Standards ESDs surges on other stress are usually specified for room temperature but automotive segment has a harsh environment and in particular for ambient temperature range. So high robustness for the whole range of temperature is important to guarantee a good protection behavior. ESDKAN series show low derating for EPP even for a high temperature as shown by graph. Even for the maximum junction temperature 175°C EPP value estimates high on this for the world ESDKAN series. Thank you Jean-Michel. Now let's see our latest miniature ESDKAN housed in DfN 1110. So why a new member in the ESDKAN series? First the new electronics architecture of the course is requiring what we can call smart ECUs like domain controller units or vehicle computer units. Second the growth of ADAS and autonomous driving features is multiplying the number of inputs of the ECUs and is making the latency time more critical. The latency time can be decreased by using high speed data lines and high computing level or data processing on the ECU itself. The consequence is a dramatic increase of the PCB density generating big headaches for automotive designers. The space turns to be critical the layout stage becomes more and more complex because the high number of components makes the PCB routing painful. It is sometimes impossible to keep the PCB metal tracks short and far enough each other to avoid parasitic effects. Preserving the symmetry in the PCB metal tracks of a differential high speed link is getting really difficult as well. The components and metal lines being closer from each other any transient occurring on the line will easily couple to other nearby lines and to make it even more touchy the core ICs managing high speed signals or data processing at high frequency are made with the latest and thinnest technologies more vulnerable to any of our voltages or ESD hazards. So to simplify this complexity we had to develop a new ESDKAN housed in a much smaller package with very low parasitic capacitance. When a designer or a layout expert asks for example a 30 picofrad total capacitance budget on a CAN link and that the CAN transceiver protection only picks three picofrad instead of 15 it drastically releases the constraints on the layout. The circuits being more sensitive and vulnerable to transience and ESD the big challenge for us was to lower the clamping voltage to make the protection even more efficient while keeping this low capacitance. All of this was the driver and the value proposition of our ESDKAN03-2PM3W, a smaller package, a better clamping voltage and no compromise on the line capacitance budget. As a result the space benefit is significant against legacy SOT23 and SOT323 packages. With the new ESDKAN03-2PM3Y in DFN1110 you cut the size by four compared to SOT323 and even by nine compared to SOT23. The solder joint inspection of a PCB is a very common practice in the automotive industry making sure that the components are properly soldered avoid early life failures in the field. So the PCBs are automatically inspected by cameras able to control the solder joints. DFN packages are very efficient for miniaturization as we have seen before however as the parts are located in the bottom of the package they cannot be inspected by camera vision. The way to make DFN packages compatible with automatic optical inspection or AOI is to implement side with double flanks. Side with double flanks will expose the solder fillet and make automatic optical inspection possible even on DFN packages. Now let's spend some time on the available tools to select and design the right ESDKAN. The purpose of this slide is to guard you to select the KAN protection that best fits your application. By answering five simple questions you will get the right part number. First question, is it for cars or trucks? Second, which package do you want? Third, low speed KAN or high speed KAN? Fourth, 26V jump start or 28V jump start? And fifth, what is the most critical in your design or project? The search level, so you are looking for high robustness ESDKAN, the capacitance budget then you will need low capacitance ESDKAN or the KAN transceiver weakness. So you have to select a low clamping voltage ESDKAN and that's it. Pick up the resources allow to get different usual digital tools. 3D models can model the mechanical constraints of placement. Some ball and simulation models can be used for electronic design and simulation. Footprint is available for ease of layout drawing. Where do you find these tools? On ST web with four steps. First, accept to st.com site. Second, select one device which is part number. Third, cut the resources are now available. Fourth, select the tool you want and download files that's done. It's now time to conclude this webinar. Let's review the four key benefits of our ESDKAN series. First, the flexibility of the portfolio covering most of customer's needs cause tracks, jump start specific and so on. Second, the integration with the new small DFN1110. Third, the simplification of the design and layout thanks to low parasitic capacitance. And last one, the immunity achieved with the very low clamping voltage. And all these products are part of the 10 years longevity program. This last slide gathers all the relevant technical information concerning our ESDKAN series. Application note, evaluation board, spice models, cut resources, the canvas protection presentation we mentioned previously and much more. This is the end of this webinar. Thank you very much for your time and attention. We hope that you enjoyed it. And now we'll be pleased to answer your questions. Right. So after this great webinar, we're now ready for a Q&A session with Jean and Jean Michel. So let's have a look at these questions that have been coming in. Let me kick off with our first question. So why do we qualify ESDKAN up to 175 degrees Celsius? It is an ambient temperature in the car or commercial vehicle. Okay. Jean Garcia speaking, let me take this question. Yes, it can be a little bit strange to think about 175 degrees Celsius because actually there is no really application running at 175 degrees Celsius in the car. However, when you have some repetitive surges or strikes occurring on the vehicle, you have to calculate the average power of the surge and having 175 degrees Celsius instead of 150 degrees Celsius as a maximum junction temperature gives you more room to address this surge. This is the first point. And the second point, it means that we have qualified the product at 175 degrees. We did perform all the reliability tests at 175 degrees. And so we have a level of quality which is higher than always 150 degrees. And we can cover mission profiles which are more stringent without having to perform extra reliability tests to cover a specific mission profile from the customer. All right. Thank you, Jean. Let's go to our next question. Are the ESDKAN compatible with FlexRay? Okay. I can take this one as well. Yes, the ESDKAN family and particularly the low-capacitance ESDKAN, like ESDKAN02 and ESDKAN03, are well fitted for the FlexRay. And even more, we do think that the next generation of KAN protocols like KAN Excel can be covered by this ESDKAN as well. Next question. Yes. Our next question is coming from Junan. Why is the 120 ohm termination for low-speed KAN not necessary? I'm just speaking. I'll take it. So the standard explains that for low-speed, the serial resistance is 2.2 kilo ohms in series. It's different from high-speed. Usually this value is following. So I suppose it's monitored to get this value, this resistance. All right. Thank you, Jean-Michel. Our next question. KAN protocol is differential. What about the matching between the two lines? It's for me, yes. So it's about the capacitance, the value of the capacitance, the delta of capacitance. Each ESDKAN is specified with its delta capacitance. So it's very low. Unlike this, with only one package, we can manage the perfection with a very good matching. All right. Thank you. Our next, yes. We'll go to our next question. So some car makers require KAN protection devices to be part of their own approval list. Our ST ESDKAN protection part of the car makers approval list. Okay. I take this question. Yes. You are right to implement KAN protection on a device. Most of the time, the KAN protection must be approved by some of the OEM, some of the car makers. And so, yes, our ESDKAN series have been approved by car makers. All right. Thank you. Our next question. Let me see. Why have STKAN protection devices such low capacitance as can data rate is not that fast? Yes. Okay. I can answer this question. The idea to provide so low capacity is to preserve the capacitance budget of all the KAN line, including the KAN transceivers and all the components which are part of the KAN line. And so, if you have a 30 picofarads of capacitance budget and we only pick three picofarads with our KAN protection, you have plenty of room for the layout and to choose and select any kind of components that you want on the KAN lines. That's the reason why we try to lower as much as possible the KAN protection capacitance. And our next question from Enrica. Are ESDKAN protections compatible with lock dump surges? Lock dump. Lock dump is only for bus battery components. So, in the case, there was only this bus battery which needed to be protected against this over stress. All right. Thank you. I will go on about this question. Lock dump is zero energy. So, for sure, you need to protect with a high TDS capability. So, here, ESDKAN is not possible to withstand the lock. I think, thank you. All right. I'll go to our next question. And it's a question I've seen a couple of times. Where can I get a PDF of this presentation? So, let me answer that one. A PDF of this presentation is already available under the resource widget at the bottom of your screen, under the third tab from your left. And all registrants will also receive a post-event email with the link to the on-demand version of this webinar. And we will also add, once again, the PDF of this presentation. Okay. Let's answer a couple of questions at once. So, then we go to our next question. Are other components of KAN data lines like termination resistors or capacitors robust enough versus ESD? Take it. As ESDKAN is plug near the connector, of course, this ESDKAN protection protects KAN transceiver, but also other components. After repetitive ESD stress, the resistance of the termination resistance or capacitance can evaluate. So, with ESDKAN protection, the matching remains good. Thank you. All right. So, it looks like this last question will bring us to the end of this webinar. As mentioned earlier, all registrants will receive a post-event email with the link to the on-demand version of this webinar, as well as additional resources. And the PDF is available under the resource widgets, and that is the third one to your left. And if someone you know or yourself are interested in pursuing a career with ESD, we are currently hiring and more details can be found in the career widget, also at the bottom of your screen. And that would be the second one to your left. So, thank you again for attending our webinar today. We hope you enjoyed it, and were able to take away some useful information. Also, thank you to those of you who took the time to answer our survey. And of course, a big thank you to our speakers, Jean and Jean-Michel, for making this webinar possible. Please stay safe, and we hope you come back soon. Goodbye.