CAN FD is compatible with CAN, and CAN send and receive traditional CAN packets normally. However, traditional CAN cannot send and receive CAN FD packets correctly, and the frame format is inconsistent. As a result, traditional CAN sends incorrect frames. Just like normal software releases, higher versions are backward compatible.
CAN FD can transmit more data, at a higher rate, and with higher security. CAN FD, CAN with Flexible Data rate. It inherits the main characteristics of CAN and makes up for the limitation of data length and bandwidth of CAN. CAN FD is simply an upgraded version of CAN.
Development of the CAN FD protocol began in 2011, the first version was published in 2012, and ISO11898-1 was revised in 2015 to include CAN FD.
As the functions of the car become more and more complex, but also more and more intelligent development, the traditional CAN bus has been unable to keep up with the speed of The Times. The main reasons are as follows:
The maximum speed of CAN bus is 1Mbit/s, which is usually only 500k in actual use. With the gradual increase of functions, the information exchange between ECUs also increases, resulting in the continuous increase of bus load.
Only about 40-50% of the bandwidth of CAN packets is used for actual data transmission.
The maximum bus speed is limited by response mechanisms, such as ACK in a CAN controller
Generation delay; Transceiver propagation delay; Wire delay, etc.
In order to solve the limitation of CAN bus, it was upgraded, and CAN FD came into being.
The CAN FD protocol has the following advantages:
Increased data length: CAN FD supports up to 64 data bytes per data frame, while traditional CAN supports up to 8 data bytes. This reduces protocol overhead and improves protocol efficiency.
Increased speed of transmission: CAN FD supports dual bit rates and, like traditional CAN, the nominal (arbitrated) bit rate is limited to 1 Mbit/s, while the data bit rate depends on the network topology/transceiver. In fact, data bit rates of up to 5 Mbit/s can be achieved.
Improved reliability: The CAN FD uses improved cyclic redundancy check (CRC) and a "protected fill bit counter", which reduces the risk of undetected errors. This is critical in safety-critical applications such as automotive and industrial automation.
Smooth transition: In some specific cases, CAN FD CAN be used on ECUs that use only traditional CAN, so that CAN FD nodes can be gradually introduced, simplifying procedures and reducing costs for Oems.
These advantages enable CAN FD to replace traditional CAN protocols in some fields to meet the needs of higher efficiency, faster data transmission and more stringent security requirements.
CAN FD is compatible with CAN, and CAN send and receive traditional CAN packets normally. However, traditional CAN cannot send and receive CAN FD packets correctly, and the frame format is inconsistent. As a result, traditional CAN sends incorrect frames. Just like normal software releases, higher versions are backward compatible.
CAN FD can transmit more data, at a higher rate, and with higher security. CAN FD, CAN with Flexible Data rate. It inherits the main characteristics of CAN and makes up for the limitation of data length and bandwidth of CAN. CAN FD is simply an upgraded version of CAN.
Development of the CAN FD protocol began in 2011, the first version was published in 2012, and ISO11898-1 was revised in 2015 to include CAN FD.
As the functions of the car become more and more complex, but also more and more intelligent development, the traditional CAN bus has been unable to keep up with the speed of The Times. The main reasons are as follows:
The maximum speed of CAN bus is 1Mbit/s, which is usually only 500k in actual use. With the gradual increase of functions, the information exchange between ECUs also increases, resulting in the continuous increase of bus load.
Only about 40-50% of the bandwidth of CAN packets is used for actual data transmission.
The maximum bus speed is limited by response mechanisms, such as ACK in a CAN controller
Generation delay; Transceiver propagation delay; Wire delay, etc.
In order to solve the limitation of CAN bus, it was upgraded, and CAN FD came into being.
The CAN FD protocol has the following advantages:
Increased data length: CAN FD supports up to 64 data bytes per data frame, while traditional CAN supports up to 8 data bytes. This reduces protocol overhead and improves protocol efficiency.
Increased speed of transmission: CAN FD supports dual bit rates and, like traditional CAN, the nominal (arbitrated) bit rate is limited to 1 Mbit/s, while the data bit rate depends on the network topology/transceiver. In fact, data bit rates of up to 5 Mbit/s can be achieved.
Improved reliability: The CAN FD uses improved cyclic redundancy check (CRC) and a "protected fill bit counter", which reduces the risk of undetected errors. This is critical in safety-critical applications such as automotive and industrial automation.
Smooth transition: In some specific cases, CAN FD CAN be used on ECUs that use only traditional CAN, so that CAN FD nodes can be gradually introduced, simplifying procedures and reducing costs for Oems.
These advantages enable CAN FD to replace traditional CAN protocols in some fields to meet the needs of higher efficiency, faster data transmission and more stringent security requirements.