A comparison of wireless technologies capable of interfacing with CAN and IoT devices [41, 42, 43, 44].
\r\n\tCases of Corrosion in PA industrial equipment and plants are presented and discussed, based on the author's experience and knowledge.
\r\n\r\n\t
\r\n\tA singular application is the manufacture of artificial apatite for coating on stainless steel (SS) orthopedic implants in the human body.
Energy consumption is increasing regularly with increasing human population [1]. Finite resources of fossil fuels [2], security of other energy sources (especially nuclear energy), and concerns over greenhouse gases produced by combustion of fossil fuels have all motivated the search for renewable energy sources [3]. Energy from biomass could reduce the increase of carbon dioxide in the atmosphere and provide 14% of the world’s energy needs [4, 5]. Also biomass gasification through the hydrothermal process has the added advantage of disposing of wastes [6]. Therefore, biomass has been selected for generation of energy by using hydrothermal gasification.
Hydrogen gas is anticipated as a fuel for clean power systems such as fuel cells. Many techniques have been reported for producing hydrogen gas [7, 8]. Hydrothermal gasification in sub or supercritical water has also been studied as a promising process for hydrogen production. The fluid can dissolve and decompose organic compounds [9]. Hydrothermal gasification is carried out at a relatively low temperature (about 400 °C) and occurs rapidly, compared with fermentation processes [10, 11]. Furthermore, hydrothermal gasification is carried out in supercritical fluid water, so this method is applicable to wet biomass samples without the necessity for a drying process, while the conventional thermal gasification needs excessive energy to dry wet biomass before it is gasified [4, 9, 12]. This process is therefore more suitable for biowastes with high water content, such as food wastes and animal dungs, than the conventional thermal gasification process that requires additional energy to overcome the latent heat of water.
There have been numerous studies related to the hydrothermal gasification process, and conducted for wide range of materials. Morimoto
Toxic compounds might be produced through the hydrothermal gasification of real biomass. Some chlorinated organic compounds are very toxic and can cause serious damage to the human body even with exposures of trace amounts. This study has also made a determination of resulting dioxins as these are among the most toxic substances.
This method would not be an optimum solution for disposing biowaste. However, hydrogen production by hydrothermal gasification of biowaste appears to be a promising source for the predicted hydrogen fuel production needs [19].
Hydrothermal processing describes the thermal treatment of wet biomass at elevated pressures to produce carbohydrate, liquid hydrocarbons, or gaseous products depending upon the reaction conditions [20].
The processing pressure must be increased as the reaction temperature increases to prevent boiling of water in the wet biomass. At temperatures around 100 °C, extraction of high-value plant chemicals such as reins, fats, phenolics, and phytosterols is possible. At 200 °C and 2 MPa, fibrous biomass undergoes a fractionation process to yield cellulose, lignin, and hemicellulose degradation products such as furfural. Further hydrothermal processing can hydrolyze the cellulose to glucose. At 300-350 °C and 12.2-18.2 MPa, biomass undergoes more extensive chemical reactions, yielding a hydrocarbon-rich liquid known as biocrude. At 600-650 °C and 30.4 MPa the main products are gases, including a significant fraction of methane [20].
Hydrothermal pyrolysis is also known as hydrothermal liquefaction. Hydrothermal pyrolysis is a feasible method for waste treatment and conversion of wastes into liquid bio-products such as bio-oil. Hydrothermal liquefaction of biomass is a depolymerization process to break the solid organic compounds into smaller fragments [21].
In hydrothermal liquefaction, water simultaneously acts as a reactant and so this process is significantly different from pyrolysis [22].
Biomass can be thermally processed through either gasification or pyrolysis to produce hydrogen and other fuels. In general, the main gaseous products from the pyrolysis of biomass are H2, CO2, CO, and hydrocarbon gases, whereas the main gaseous products from the gasification of biomass are H2, CO2, CO, and N2 [23].
Hydrothermal biomass gasification benefits from the special properties of near- and supercritical water as the solvent and its presence as the reaction partner. Relatively fast hydrolysis of biomass in sub and supercritical water leads to a rapid degradation of the polymeric structure of biomass [9].
A supercritical fluid (SCF) is any substances at a temperature and pressure above the critical point. Above the critical temperature of a substance, the pure, gaseous component cannot be liquefied regardless of the pressure applied. The critical pressure is the vapor pressure of the gas at the critical temperature. In the supercritical environment only one phase exists. The fluid, as it is termed, is neither a gas nor a liquid and is best described as intermediate to the two extremes. This phase retains solvent power approximating liquids as well as the transport properties common to gases.
At conditions around the critical point water has several valuable properties. Among them are low viscosity and high solubility of organic substances, making subcritical water an excellent medium for fast, homogeneous and efficient reactions. Supercritical water gasification is a promising technology for gasifying biomass with high moisture content [24]. Use of water as a reaction medium obviates the need to dry the feedstock and allows a fast reaction rate [25]. However corrosion in the subcritical water is a key issue [22].
There are two approaches to biomass gasification in supercritical water. The first: low-temperature catalytic gasification employs a reaction temperature ranging from 350 to 600 ºC (above 22.05 MPa) and gasifies the reaction material with the aid of metal catalysts. The second: high-temperature supercritical water gasification employs reaction temperatures ranging from 500 to 750 ºC (above 25 MPa), either without a catalyst or with non-metallic catalysts [10].
For the disposal of chicken manure, the advantages of hydrothermal gasification method are summarized in the Figure 1 below, which also shows some disadvantages of other methods.
The experimental setup was developed in this work for hydrothermal gasification. A stainless steel tube of SUS 316 of 1/2 inch in O.D., 12 cm in length is used as the reactor. One side of the reactor was sealed with a connector (Swagelok Co.) and the other side was connected with a 1/2 to 1/8 inch reducing union to which the Tee was connected. The strain amplifier for pressure measurement (Kyowa-Dengyo, Co., Japan) was connected to the one side of the Tee, and the stop valve was to the other side. A gas chromatograph oven (Hewlett Packard, 5890 GC) was used for heating the reactor at a programmed temperature [26, 27].
Chicken manure (G.I. Ltd., Japan) containing 9% phosphorus was selected as a real biomass waste.
As a model sample containing phosphorus element, O-Phospho-DL-serine (Wako Chemical Co. Ltd, Japan) was used. O-Phospho-DL-serine, as the name implies, has a serine, which is an amino acid with the formula HO2CCH(NH2)CH2OH. It is one of the proteinogenic amino acids. By virtue of the hydroxyl group, serine is classified as a polar amino acid. O-Phospho-DL-serine consists with phosphorylation of serine. Aspartate, glutamate, proline and serine are abundant amino acids in chicken manure [28]. Some of the constituent amino acids were found in a range from 24.7% (for valine) to 76.4% (for serine) in poultry manure [29]. O-phospho-DL-serine also contains the P atom in the molecule. Therefore it was chosen as the test sample.
Ca(OH)2 used as an additive was purchased from Wako Chemical Co. Ltd, Japan.
Diagram of comparison for bio-waste treatment.
The biomass sample (chicken manure or O-Phospho-DL-serine) was weighed (about 100 mg) and put into the reactor. Additionally, the alkaline additive Ca(OH)2 was weighed and added into the reactor (without Ca(OH)2, with 2 mmol and 3 mmol Ca(OH)2). Then 5 ml water was added. N2 gas was introduced to purge the residual O2 gas in the reactor. After the reactor was connected to the reducing unit with the pressure gauge and the stop valve, the reactor was placed in the oven. Then the oven was heated to 400°C at 0.025°C min-1. The reactor was kept at 400°C for 40 minutes to complete the hydrothermal reaction under a pressure of 26~27 MPa. Subsequently, the oven was cooled down to room temperature and the components generated were analyzed [26, 27].
The experimental procedures are illustrated in Fig. 2 and comprised three main stages; sample preparation, hydrothermal gasification, and analysis of the compounds produced.
Experimental procedures of hydrothermal gasification
GC-TCD (Gas Chromatography - Thermal Conductivity Detector)
A 5A Shimadzu Gas Chromatograph (GC) of equipped with a thermal conductivity detector (TCD) was used for the analysis of chemical species in the gas phase.
IC (Ion Chromatography)
A Shimadzu (HIC-SP) Ion Chromatograph (IC) was used for the analysis of ionic species in the liquid phase.
GC/MS (Gas Chromatography/Mass Spectrometry)
More than 100 ml of the liquid sample was required for the determination of dioxins by GC/MS. The reaction procedure was repeated 27 to 30 times for each sample.
Dioxin analysis was performed on the resulting liquid and solid samples using a gas chromatograph combined with a mass spectrometer. An Agilent model 6890-GC interfaced with a JMS-700D double focus MS (JEOL, Japan) was used for the analysis [27].
For effective production of hydrogen gas and reduction of the formation of pollutants, optimum conditions for hydrothermal gasification of biowaste were examined under various experimental conditions by using O-phospho-DL-serine as a test sample. Next, chicken manure was used as a real biomass waste sample for the production of hydrogen gas by the hydrothermal gasification and for the suppression of the pollutants.
Additives were used to enhance the reaction rate of the hydrothermal gasification in sub or supercritical water at low reaction temperature [10]. The study also looked at whether the addition of catalysts could also enhance the hydrogen yield [30].
Several additives were used in earlier studies. The effects of the various alkaline metals on the amounts of generated gases have been reported [31]. When Ca(OH)2 was used, only hydrogen gas was produced without production of other gases. This would be explained by the following Equations 1 and 2.
The effects of the addition of various kinds of alkaline metals on the amounts of phosphate ion were also studied. The addition of Na2CO3 or K2CO3 was found to have no suppression effect on the production of phosphate ions in the liquid phase. However, when Ca(OH)2 was added, no phosphate ions were detected. From these experimental results [31], it can be concluded that reasonable alkaline element compound, Ca(OH)2 was a suitable additive because it could suppress the production of heteroatom pollutants in the gas phase and enhance the hydrogen yield [26].
The effects of the amounts of additive and temperature on the yield of gases generated were studied.
Without the additive, the main produced gas is CO, while hydrogen gas is also generated. 0.1943 mmol H2, 0.2617 mmol CO, 0.0244 mmol CO2, 0.0024 mmol CH4, and 0.0088 mmol C2H4, 0.0010 C2H6 were detected [26].
With the addition of 2 mmol Ca(OH)2, the yield of CO, CO2 and C2H4 gases were suppressed. However, the generation of hydrogen gas was decreased in yield. 0.1459 mmol H2, 0.0019 mmol CO, 0.0009 mmol CO2, 0.0039 mmol CH4, and 0.0019 mmol C2H4, 0.0003 C2H6 were detected [26].
With the addition of 3 mmol Ca(OH)2, the main gas is hydrogen gas, while other gases were hardly detected. With addition of 3 mmol Ca(OH)2, the main gas is hydrogen gas. Generation of hydrogen gas increases with an increase of gasification temperature. 0.2007 mmol H2, 0.0002 mmol CO, 0.0009 mmol CO2, 0.0017 mmol CH4, and 0.0012 mmol C2H4, 0.0016 C2H6 were detected [26].
The enhancement of H2 yield by adding alkali was due to water-gas shift reactions. These results indicate that the most suitable conditions for obtaining pure hydrogen gas from the hydrothermal reaction of the model sample, O-Phospho-DL-serine, are as follows: 3 mmol of additive Ca(OH)2, reaction temperature at 400°C, and pressure of 22 MPa (super critical state).
The effects of the added amount of Ca(OH)2 on the yield of phosphate ion dissolved in the liquid phase through the hydrothermal reaction under the supercritical conditions at 400°C were also studied. When no additive was used, the yield of phosphate ion in the liquid phase found was 93.3% of the P in the original sample. However, the addition of 2mmol Ca(OH)2 resulted in the suppression of the formation of phosphate ion in the liquid phase. When 3mmol of Ca(OH)2 was added, the generation of phosphate ion was further decreased to 5.6%. Phosphorus containing compounds were barely detectable in the liquid phase. Phosphorus in the sample would be converted and precipitated as solid compounds (Figure 3).
Estimation of phosphorus conversion.
Chicken manure, which contains phosphorus, was selected as a real biowaste for the production of hydrogen gas and suppressing formation of pollutants by the hydrothermal reaction. Various reaction conditions were investigated for suitable conditions. The same optimum conditions were obtained as those of the hydrothermal reaction of the model test compound, O-Phospho-DL-serine. With the same conditions of 3mmol Ca(OH)2 and 400°C, hydrogen gas was mainly produced in the gas phase. 0.1122 mmol H2, 0.0044 mmol CO, 0.2088 mmol CO2, 0.0025 mmol CH4, and 0.0114 mmol C2H4, 0.0014 C2H6 were detected. H2 yields were increased and other gasses were suppressed by using the additive, especially in the case of CO2, which was suppressed very effectively. It was concluded that the enhancement of H2 yield by adding the alkali was due to the water-gas shift reactions (Equations 3 and 4). Equation (5) shows the production of CaCO3 after hydrothermal gasification by adding Ca(OH)2 [26].
Additionally, phosphate ion was hardly detected in the liquid phase as in case of the model sample. The phosphorus compounds in the real sample are decomposed and new compounds would be produced and precipitated in the solid phase by the hydrothermal reaction. From these results the following equation is obtained (Equation 6). When the sample includes phosphorus, the P element would be converted into PO43- by the hydrothermal reaction [26]. The ion, PO43-, would react with Ca2- ion and some insoluble compound would be produced.
When Ca(OH)2 was used as the additive, the main produced gas was hydrogen gas, and the generation of CO2 gas was suppressed efficiently. Additionally, calcium ion easily reacts with heteroatoms, and would form insoluble solid material in water. The cost of Ca(OH)2 is less expensive than other additives. To treat a large amount of bio-wastes, reasonable reagents are more preferable. Ca(OH)2 was decided to use as the additive for understanding the reaction mechanisms for disposal of hetero-atom containing compounds under the hydrothermal process.
In the hydrothermal reactions with the use of Ca(OH)2 as the additive, the suppression of CO2 and the promotion of H2 generation are expected from the reactions which are expressed on Equation 3 and 4.
The name "dioxins" is often used for the family of structurally and chemically related polychlorinated dibenzo para dioxins (PCDDs) and polychlorinated dibenzofurans (PCDFs). Certain dioxin-like polychlorinated biphenyls (PCBs) with similar toxic properties are also included under the term “dioxins”. Some 419 types of dioxin-related compounds have been identified but only about 30 of these are considered to have significant toxicity, in which TCDD (2,3,7,8- tetrachlorodibenzo para dioxin) is the most toxic [32]. The formation mechanisms for them are not yet completely understood because of their complex production mechanisms [33]. Dioxins do have a damaging effect on human health and the environment [32, 34], and 30 dioxins are known to have significant toxicity [32]. When biomass-containing chlorine is gasified in supercritical water, PCDDs, PCDFs and PCBs might be formed. In this study, dioxins in the liquid and solid phases produced through the hydrothermal reaction of chicken manure were determined.
TEF and TEQ
TEQ (toxic equivalent quantity) is total toxicity of dioxins contained in a sample and calculated by the Equation (7),
TEQ = ∑ figi
fi : toxic equivalency factor for ith dioxin (TEF, WHO 2006 [35])
gi : the abundance of ith dioxin in the sample.
In order to examine the effect of the additive and the effect of temperature on dioxin formation in the chicken manure, the experiments were performed under six different conditions (Figure 4).
Photographs of solid (a) and liquid (b) samples from six different conditions. R1; without additive, 200 ºC, R2; 3 mmol Ca(OH)2, 200 ºC,R3; without additive, 300 ºC, R4; 3 mmol Ca(OH)2, 300 ºC, R5; without additive, 400 ºC, R6; 3 mmol Ca(OH)2, 400 ºC.
The samples produced under the various experimental conditions were separated into liquid and solid phases by filtration.
Solid samples
For determination of toxic equivalent quantity (TEQ) of each dioxin for the solid phase, the hydrothermal gasification experiment was carried out under the various conditions for the chicken manure. PCDDs and PCDFs were not detected. Three kinds of PCBs were only detected. These were T4CB#77 (Fig. 5) (TEF=0.0001), P5CB#118 (Fig. 6) (TEF=0.00003), and P5CB#105 (Fig. 7) (TEF=0.00003).
The total TEQ values for solid samples were 0.00237, 0.00357, 0.00647, 0.00196, 0.00172, and 0.00148 pgTEQg-1 for Run 1, 3, 5, 2, 4, and 6, respectively.
The highest total TEQ of 0.00647 pgTEQg-1 was observed for the reaction temperature of 400°C without additive (Run 5). This level is well below the permitted Japanese level for solid residue (3000 pgTEQg-1) [36].
Chemical structure of T4CB#77.
Chemical structure of P5CB#118.
Chemical structure of P5CB#105.
Liquid samples
In the case of the liquid phase products, PCDDs and PCDFs were not detected as they were in the case of the solid phase products. Two kinds of PCBs were detected (vs. three in the solid phase material). These were P5CB#118 (TEF=0.00003) and P5CB#105 (TEF=0.00003).
The total TEQ values were 0.00026, 0.00054, 0.00029, 0.00023, 0.00028 and 0.00042 pgTEQL-1 for Run 1, 3, 5, 2, 4, and 6, respectively.
With and without the additive, the total TEQs are nearly equal to the level of tap water. The results show that reaction temperature has little effect on the formation of dioxins. However, the addition of Ca(OH)2 increases the value of the TEQ at reaction temperatures of 300 °C and 400 °C. The highest total TEQ measured was 0.00054 pgTEQL-1, observed at the reaction temperature of 200 °C without the additive (Run 1). This total TEQ was well below the permitted Japanese limit for liquid residue (10 pgTEQL-1) [36].
Increase in energy consumption, limited energy capacity, environmental concerns related to fossil fuels, and security/safety concerns of some energy sources have all motivated the search for renewable energy sources.
A real biowaste, chicken manure, was used as an energy source and Ca(OH)2 was the most effective additive among the tested additive candidates for producing hydrogen in this study by the hydrothermal gasification process. Almost pure hydrogen gas could be obtained by adding Ca(OH)2 under supercritical conditions. It was found that the generation of hydrogen gas through hydrothermal gasification could be conducted without considering the toxicity of dioxins. Dioxins were detected, but they were far below the environmental regulation values. An added benefit found was that this process solves the problem of treatment of chicken manure while producing hydrogen.
This newly developed method of hydrothermal gasification of chicken manure is a promising method for producing hydrogen as a fuel and for disposing of the biowaste.
A Controller Area Network (CAN) in a vehicle or machine is analogous to the nervous system of a living organism. The nervous system of the body is a neuron-based network that collects signals from sensory receptors, passes chemical messages to and from the brain, responds to stimuli, and initiates actions. Expanding the analogy, sensors in a controller circuit are the equivalent of receptors, and an electronic control unit (ECU) can be visualized as a sensory neuron system dedicated to a specific function, bridging communication between receptors and the central nervous system. CAN-BUS systems create communication pathways between the electronic control units within a vehicle, allowing the transfer and interpretation of collected data. Prior to the invention of CAN-BUS, there was no efficient means of cross-communication between ECUs. CAN-BUS is efficient by relaying the most important messages first, through a prioritization scheme of source ID-encoded messages using the binary unit system (BUS). This is an extremely robust arrangement, with a high ability to both detect signal errors and to function when hardware is cross wired. This structure is fully distributed, which allows for a single access point for all the desirable information collected. CAN-BUS is a relatively simple, low-cost system that reduces the overall harness weight and amount of wiring needed in a vehicle, improving the integrity of transmitted data in comparison to harness-connected electrical structures [1].
While CAN-BUS has been an effective communication technology in many past and present applications, future utilization of the network system continues to be a subject of research and development. In agricultural uses, this tool aids in precision agricultural applications and in the realm of data communication within larger farm systems. Vehicle autonomy is another area in which CAN-BUS may play an important role as an inter-communication system. Additionally, there is still significant untapped potential for integrating CAN-BUS messaging into both more off-road control systems and wireless technologies.
The purpose of this chapter is to familiarize the reader with the importance of CAN-BUS in commercial off-road vehicles, applications, and future potential usage. In order to fully understand the benefits of CAN-BUS, the origins of CAN-BUS and its subsequent applications will be summarized. A high-level analysis of CAN-BUS technology, standards, and communication protocols will be presented to better familiarize the reader with essential technological concepts. Current applications of CAN-BUS and a comparison with alternative electronic control systems will be provided. A final qualitative evaluation of CAN-BUS capabilities will allow for a deeper understanding of why it is the dominant technology in modern vehicles and what innovations may be needed to expand its breadth of application in the changing technological landscape of off-road equipment.
CAN was developed in 1986 by BOSCH as a means to overcome the limitations in harness-connected control systems [2]. Their goal was greater functionality in message communication in automobiles, which could be accomplished through distributed control. A distributed control system connects multiple, specific instrumentation into a system network that facilitates the transmission of data and information, adapting to the needs of the automation control scheme used. It combines individual, decentralized measuring control equipment into a main network node, creating an interconnected network capable of controlling a larger system [3]. In developing the CAN system, the control equipment corresponded to nodes (or ECUs), which were connected to a two-wire bus, completing the network connection. The system prevented message collisions, thereby preventing the loss of crucial information, a common issue with other existing technologies at the time.
While other technologies could achieve the goal of inter-node communication, they required complex wiring systems, with each ECU individually connected to other ECUs to provide a communication pathway [1]. The point-to-point wiring of all ECUs was unnecessarily complex and caused difficulties in data and message management. In CAN-BUS implementation, all the connections are made directly on the same area network. Through utilization of microcontrollers, the system complexity decreased dramatically, allowing for a reduction in wiring, a simplified manufacturing assembly process for connecting nodes, and an overall increased system performance. Due to the improved efficiencies and system simplicity that this technology offered, CAN-BUS became a viable alternative to the complex point-to-point wiring harnesses used at the time [4].
In 1987, both Intel and Philips developed the first CAN controller chips, the Intel 82526 and the Philips 82C200, respectively [2]. The first iteration of this technology was a chip that managed messages by assigned priorities. This allowed the more important messages to be received with significantly less delay. Notably, this first system included error detection, which would automatically disconnect faulty nodes, while still allowing uninterrupted communication between working nodes [5]. The hierarchy system allowed for the most crucial information to be passed along first, making the system particularly useful in applications with high safety requirements [1].
In early CAN development, there were two hardware implementations that cover the bulk of installations: Basic CAN and Full CAN. Basic CAN utilized a single message buffer to receive and transmit messages. The standard CAN controller implemented a specified number of message buffers (usually around sixteen), wherein the programmed algorithm read the received messages and wrote messages to be transmitted [6]. In Basic CAN, the received message is passed through acceptance filtering, which then decides whether to process a message or ignore it. Software is used to control the acceptance filtering of a node in Basic CAN. Bit masks for message identifiers make it possible to ignore certain messages by ignoring specific identifiers, in order to reduce the software load requirement at the individual nodes [7].
Compared to Basic CAN, Full CAN is a bit more complex. Every transmitted or received message is accompanied by eight to sixteen memory buffers in the Full CAN scheme. Hardware, rather than software, performs acceptance filtering in this system, reducing the overall software load significantly. Individual buffers are configured to accept messages with specific identifiers, and unique buffers for individual messages allow more processing time for the messages that are received. The transmitted messages can then be better handled according to their priority levels. Data consistency is also improved through this one-on-one buffer-to-message configuration [7]. Unfortunately, Full CAN is limited in the number of frames that can be received, and it requires more computational chips at each node than Basic CAN. Early CAN controllers by Intel and Philips were constructed under the Basic CAN or Full CAN configurations, with Philips favoring the former and Intel the latter. Modern CAN controllers combine the frame handling and acceptance filtering strengths of both, so the distinction is no longer made between Basic and Full [2].
A major milestone in bringing CAN-BUS into industry was the development of the CAN-in-Automation (CiA) working group in 1992. CiA is an international organization comprised of manufacturers and users with the goal of creating developmental content based on members’ interests and initiatives [2]. One year later, the International Organization for Standardization (ISO) published ISO 11898, which defined controller area network communication protocols for the automotive industry. ISO is a non-governmental organization, without corporate affiliations, comprised of individual standards organizations from 165 nations. It develops voluntary international standards and improves the world’s trading potential by providing common standards across the globe [8]. The implementation of an ISO standard for CAN-BUS was an important step in bringing coherence and marketability to the serial network system.
As the bandwidth requirements of the automotive industry continued to increase, the CAN data link layer (which will be covered in later sections) needed to be updated. BOSCH began developing the CAN FD (flexible data-rate) protocol in 2011, working in conjunction with carmakers and other CAN experts. This updated protocol surmounted two of the most restrictive early CAN limitations: the data transfer rate and payload. CAN FD allows for a bit rate (transmission speed) of up to 12 Megabits per second (
CAN-BUS has played a major role in industry since its debut in 1987. In the mid-1990s, companies like Infineon Technologies and Motorola began shipping large quantities of CAN-BUS controllers to European automotive manufacturers, marking the advent of CAN utilization in the automotive industry. In 1992, Mercedes-Benz was noted as the first manufacturer to implement the controller within their processes, when CAN-BUS was first incorporated in their high-end passenger cars for engine care management [2].
BMW was next to implement CAN-BUS technology in 1995. They introduced a star topology network with five electronic control units in their 7 Series cars. Then, they took the implementation even further and employed a second network for body electronics. This allowed two separate CAN-BUS networks to be associated through gateway connections. Following BMW’s example, other manufacturers soon began implementing two separate systems in all their passenger cars. Today, many manufacturers have multiple CANBUS networks associated with their production vehicles [2]. An example of vehicular integration is presented in Figure 1.
Illustration showing the multiple node connections to CAN-BUS in a modern vehicle.
In 1993, a European consortium led by BOSCH prototyped a network which would later become CANopen. This project was eventually passed to CiA for further development and maintenance. In 1995, it was completely revised and became the most important standardized network in Europe within just a few years. The CANopen network protocol offers high configuration flexibility, which has allowed its installation in a multitude of applications. The networks were first used for internal machine communications, specifically in drives, but they have since been utilized in many other industries. Within the United States, CANopen has been implemented for use in forklifts, letter sorting machines, and other network processes [2].
As mentioned in the previous section, introduction of CAN-BUS into the automotive world required the standardization of protocols and testing standards to ensure CAN system conformity. ISO 11898, the first international standard for CAN, was based on the BOSCH CAN specification 2.0, and it standardized the high-speed physical layer for the system at the time [10]. As network technology continued to develop, allowing for different data transmission speeds and fault tolerances in the physical layers, new revisions to standards and interfaces for vehicle-specific applications were needed. This led to the development of SAE J1939 for heavy-duty vehicles and multiple other ISO standards (some will be covered in the CAN-BUS Standards Development section below). Due to the rapidity of CAN modification and development in the early 1990s, no error-free, complete standards or CAN specifications were available for CAN chip manufacturers. This led to the establishment of CAN conformance testing houses, where all CAN chips could be tested for compliance to the BOSCH CAN reference model using the testing plans outlined in ISO 16845 [2]. These steps were important in allowing the new technology to be widely applied in a variety of markets.
With regard to the marketing of CAN-BUS into the agricultural industry, in 2000 the German Mechanical Engineering Professional Society (VDMA) founded the Implementation Group of ISOBUS to promote the ISOBUS controller. The German Agricultural Society (Deutsche Landwirtschafts-Gesellschaft, DLG) assisted with the development of the first tests and a testing facility for ISOBUS compliance, which remains the primary test house for device compatibility. In 2009, several companies joined to form the Agricultural Industry Electronics Foundation (AEF), a non-profit organization which further promoted the use of CAN-BUS controllers, especially the implementation of ISO 11783. Since then, there have been many plug-tests organized at various locations. The first plug-test for CAN-BUS in North America was hosted by the Nebraska Tractor Test Laboratory in 2010 [11].
This review of the development of CAN-BUS and its early applications illustrates some of the current and future directions for the technology. Besides the novel use of a distributed communication network, these development efforts have truly positioned CAN-BUS as the leading serial network system in off-road vehicles. The establishment of international societies and standards has been essential in this effort. The societies are dedicated to enforcing CAN standardization across the industry and to enhancing the functionality and quality of CAN technology through research and development. These organizations will likely continue to play an important role as CAN systems are utilized in new implementations going forward.
To gain a more complete grasp on how CAN ID messaging works and how different ECUs can interpret these messages, it is helpful to understand the overall structure of CAN messages, from both a data and hardware perspective. This section covers the physical architecture of the BUS, the different components of CAN messages, CAN error-handling, a high-level breakdown of CAN layers, and provides an overview on how CAN-BUS systems support effective messaging channels.
The physical architecture or layer of a Controller Area Network includes two wires, CAN High (CAN-H) and CAN Low (CAN-L), which carry all CAN messages between ECUs and connect to BUS terminators at each end. The BUS terminators are powered and grounded, providing the necessary voltage to allow serial network operation. The most standard form of CAN wiring in modern systems is the twisted quad cabling configuration, in which a terminating bias circuit (TBC), with a power wire and ground wire, is wound together with the CAN-H and CAN-L signal wires between the two terminators [12]. Both of the signal wires have set dominant and recessive voltages that correspond to the CAN system type (high speed or low speed). The system reads the voltage difference between the two wires as a bit-value of “0” when the voltages are dominant, or a value of “1” when the voltages are recessive, creating the mechanism of sending binary messages through the system hardware [13].
A maximum of 30 ECUs can be attached to a single section of the BUS, and the overall number for ECUs connected to the network is limited to 254. The maximum number of available ECU addresses is limited to 256, because the maximum length of a data signal is 8 bytes. The 255 address is left null, and the 256 address indicates for a message to be accepted by every ECU connected to the network [12]. Since CAN-BUS is a broadcast protocol, messages are not sent to specific nodes, but rather, every ECU connected to the network receives every transmission from all other nodes on the same network. Various ECUs typically have filters on their receiving ends, so that the local computer only accepts the messages that pertain to its operational needs [14]. This open communication between all connected nodes helps to improve the manufacturing process and implementation of the system, creating vehicle-wide interconnection. Since all the nodes are linked by subsystem functions, there are no redundant connections between any two specific ECUs.
As shown in Figure 2, a basic CAN message has eight key parts: 1) Start of Frame (SOF); 2) CAN Identifier (CAN ID); 3) Remote Transmission Request (RTR); 4) Control; 5) Data; 6) Cyclic Redundancy Check (CRC); 7) Acknowledgement (ACK); and 8) End of Frame (EOF). It should be noted that the “CAN frame” consists of parts 2 and 5: the CAN ID and the Data [12]. The SOF is a 1 bit “dominant zero” at the beginning of a CAN message which signals that an ECU is about to send a message. This alerts other ECUs connected to the CAN to “listen” for the message transmission. The CAN ID contains information on the message priority (lower values indicate higher priority) and the source address. The identifier bit length varies by version of CAN, with CAN 2.0 being 11-bits and later versions relying on extended 29-bit identifiers. The RTR is another 1-bit piece of the message indicating whether a node is sending data to or requesting data from a specific ECU. The Control portion of a CAN message is 6 bits in length, 4 of which are the data length code (DLC), which denotes the size of the data message to be transmitted (0–8 bytes) [13]. The Data segment of the CAN message makes-up the bulk of information being communicated, and it contains all the CAN signals to be extracted and decoded for use by the receiving ECUs [5].
CAN-BUS message structure.
The four message parts prior to the Data portion are all used to give the receiving ECUs adequate information on whether to receive the data being sent and what kind of data to expect. The last three parts of a CAN message are used to ensure that the data was transmitted successfully. The CRC is a 16-bit portion of the data that checks the data integrity, while the ACK is a 2-bit acknowledgement that the CRC found no issues with the data, allowing it to pass. Finally, the EOF is the 7-bit cap on a CAN message that signals the end of the transmission [13]. A breakdown of these eight parts highlights the strength of CAN messaging, in that it provides both front-end and back-end context for the data being sent. Message types used in CAN-BUS include the data frame (a data transmission message), the error frame (a message that violates CAN formatting to signal an error in data transfer), the remote frame (a message to request data), and an overload frame (a message transmitted by an overloaded node to trigger delays) [5].
System robustness and error handling are the two major benefits of the CAN-BUS system architecture. Error handling is the methodology of detecting flawed messages that come across the CAN-BUS, in which the original sender destroys a faulty message using an Error Frame, and then re-transmits the correct message. All CAN controllers connected to the BUS listen for potential transmission errors whenever a new message is sent along the BUS [15]. When an error has been identified, the node that discovered the error will transmit an Error Flag throughout the system, halting all CAN-BUS traffic. The other connected nodes will each receive the Error Flag and transmit eight recessive bits, known as an Error Delimiter signal, to clear the BUS before taking appropriate action in response to the error. The most common response to an Error Flag is to discard the erroneous message and continue to transmit and receive other messages streaming on the BUS. This allows for what is known as fault tolerance, or the ability for the system to function around an error state [15]. An example of the error handling message structure is detailed in Figure 3.
A sample of an error handling message structure.
Each node keeps a record of detected errors through two different registers. Errors that the ECU was responsible for sending are accounted for in the Transmit Error Counter, while faults that it detected in other nodes’ messages are logged in the Receive Error Counter. Several protocols have been defined which govern how recorded errors increment or decrement the counters. When a transmitter detects a fault error in a message, it increments the register for the Transmit Errors at a faster rate than the receiving nodes increment their Receive Error registers, since the transmitter causes system faults in most cases. When a node’s Error Counter exceeds a predetermined value, the ECU enters an Error Passive state, in which its error detection activities will not be broadcast on BUS traffic for other nodes to see. When the counter rises above a second, higher preset value, it switches into a BUS-Off state, removing the ECU from participation in BUS traffic [15]. Through this process, CAN nodes can both detect faults and perform error confinement.
An Open Systems Interconnect (OSI) reference model is utilized by CAN-based network solutions. This same standard is applied across all modern communication technologies. This model is standardized in ISO/IEC 7498-1, which defines “a common basis for the coordination of standards development for the purpose of systems interconnection” [9]. The adapted CAN message model comprises three of the seven OSI layers: the first layer- the CAN physical layer, the second layer- the CAN data link layer, and the seventh layer- the CAN application layer. Typically, OSI layers 3 through 6 (network, transport, session, and presentation layers) are not explicitly implemented. It is common for the application layers in CAN to incorporate functions of network and transport layers to allow this adaption of the OSI model without sacrificing functionality [16].
Higher layer protocol functionality, which spans between the network and application layers, is an important factor in CAN network design. Network management, which includes the protocol for turning CAN nodes on and off, can be included in this functionality. Node supervision in event-driven networks is another common function in network management [17]. This supervision is required to detect nodes that are missing due to several possible fault conditions. Missing nodes could be caused from a BUS-Off state, a temporary power loss, or a permanent power loss. Application layers can search for missing nodes using one of two methods. For nodes that do not transmit messages periodically, a client/server service can be programmed so that a connected server sends a state message to the monitoring “client” after a consistent period, providing a “pulse”. Any interruption to the pulse that exceeds a set time limit indicates an off-line status in that node. However, if the node does transmit messages in a periodic fashion, this detection can be done implicitly [16]. An example of this time-out utilization in error reporting is given in Figure 4.
Implicit message time-out reporting utilizing CANopen.
One of the most significant higher-layer protocol services in CAN is breaking-up data for transmission and re-assembling it on the receiving end. While this function is typically associated with the transport layer in OSI, in CAN, this parsing of data is another role executed by the application layer. Examples of protocols that provide this service include CANopen, DeviceNet, and J1939-21 [17]. Device and network design have become simplified through the utilization of software routines that execute standardized higher-layer protocols. These protocols are typically implemented in software through protocol stacks. Standardized versions of these stacks are commonly available from a variety of manufacturers. Examples of these standardized protocol stacks include CAN Application Layer (CAL) from CiA, NMEA 2000 from the International Electrotechnical Commission (IEC), and CAN FD from CiA.
CAN-BUS, as an overarching protocol for vehicle system-to-system communication, helps the vehicle make informed decisions about component level maintenance and control by maintaining an efficient communication pathway. To facilitate effective information flow, there are often multiple levels and separate systems of CAN that control specific regions and subsystems of the vehicle. This improves information handling capacity, and it helps to simplify the system into subsets that only contain the ECUs that need to communicate with each other. There is no reason, for example, for the ECU controlling in-cab climate control to know what is happening with the left rear tire pressure sensor. These controllers are divided onto different specialized networks, enhancing system efficiency.
In addition to separating networks into subsystems, there are also different types of CAN-BUS systems that allow for different speeds of communication. The high-speed CAN system uses the CAN-H and CAN-L wires described above and can communicate at speeds up to 1
To further improve efficiency of the CAN-BUS system, every ECU on the network is also assigned an arbitration ID, or an identification number. This ID dictates which ECU is given priority in the case that there are conflicting messages or messages sent at the same time. This priority framework is a large part what makes CAN so efficient. Important messages from the engine regarding fuel input, for example, are not delayed by a message from the oil pump that oil life has decreased by one percent. In having an established priority level of messages, the system can be sure that system-critical messages are broadcast and received across all interconnected ECUs. This system of broadcasting the highest priority message has been a main contributor to the success of CAN-BUS technology and its dominance in the market.
While CANs are effective at communicating data between ECUs, they can also be utilized to record the operational metrics of a vehicle. Instead of directly measuring the data with precision instruments, approximate results can be calculated using the theoretical relationships between a specific metric and other parameters that are measured with internal sensors on the CAN. These internal sensors are commonly found in plug-and-play tools that are widely available on the market for on-board processing and diagnostics. They generally have low customizability, but they are very simple to install when compared with more specialized, auxiliary sensing equipment [18]. While estimates from these embedded controllers are inexact, very accurate measurements can be obtained via this method, by first calibrating the internal sensors with precision external sensors, as shown in Polcar, Cupera, and Kumar’s study on fuel consumption measurement [19]. This allows a reduction in both the number of sensors and the overall cost required within a vehicle’s control system.
Through its methods of system interconnection and communication, CAN-BUS has revolutionized data collection and autonomy in virtually all markets, especially in the agricultural industry. By splitting-up the various subsystems to create an efficient communication pathway between the multiple electronic control systems that need to communicate, CAN-BUS has become an invaluable addition to modern agricultural equipment and continues to advance the capability for on-board real-time data collection, providing farmers with sophisticated technologies for improving their operations.
Thus far, this chapter has made references to CAN standards, such as ISO 11898 and SAE J1939, but it has not given an explanation as to why there are different standards for different vehicle types. This section will discuss the purpose and need for developing such individual industry standards, as well as introduce some of the most important CAN standards in industry today, especially with respect to agricultural vehicles.
As previously mentioned, controller area networks function using a serial communication protocol, making it a useful pathway for passing digital data. However, without a standard for interpreting and forwarding the data, no useful information or actionable processes can be gleaned from it. Using the analogy of a telephone, CAN would be equivalent to the hardware and telephone lines used to connect the voices of two individuals, while the standard is the language used to make the communication meaningful [5]. Just as it is important that the individuals on opposite ends of the telephone line use the same language conventions to interpret each other’s speech, the same is true with standard compatibility within a vehicle’s system. Many components in a single vehicle are produced by different manufacturers, and standards allow the ECUs of these various modules to function and communicate on a common network.
The first standards were focused primarily on CAN usage in automobiles, as engine care management was the original target market for usage [2]. As off-road and heavy-duty vehicles carry-out entirely different mission profiles from passenger cars, with respect to loads, implement usage, and speed, it was not possible to apply the same “language” for priority and layer management in these vehicles. This led to the evolution of application-specific standards for the vehicle manufacturing industry. To give some more context for what these standards entail, ISO 11898, SAE J1939, and ISO 11783 will be covered briefly.
ISO 11898 was released in 1993. It was initially divided into two parts, and a third part was added later. This standard covers the data link layer, the physical layer for high-speed medium attachment (HS-PMA), and the physical layer for a fault-tolerant, low-speed, medium-dependent interface. ISO 11898-1 gives the specifications for creating an interchange of data between the modules of the CAN data link layer [10]. It also specifies the two main format options, the Classical CAN frame format and the CAN Flexible Data Rate format, the latter of which was introduced in 2012. While Classical CAN supports a maximum bit rate and payload of 1
SAE J1939 was developed by the Society of Automotive Engineers (SAE) in 1994, and it establishes how nodes transmit data on the CAN-BUS in heavy-duty vehicles [22]. J1939 provides a common communication language across heavy equipment from different manufacturers, allowing a wide range of equipment to work with each other and enabling consistent data logging across heavy-duty and off-road vehicles. Although the first standards development papers on J1939 were drafted in 1994 (J1939–11, J1939–21, J1939–31), it was six years before the initial top-level document was published. After this, controller area networks were officially included within the language of the standard. In 2001, J1939 replaced the older standards SAE J1708 and SAE J1587. This standard, along with its accompanying documents, has since become a wider industry standard and is currently utilized for applications across multiple industries, including agricultural machinery, construction equipment, forestry machines, maritime ships, mass transportation, material handling, and military applications [1].
There are several key characteristics which define SAE J1939. Its bit rate, or the speed at which messages travel across the BUS, was originally set at 250
SAE J1939 message structure.
Development of ISO 11783, a CAN-based agricultural bus system by Landwirtschaft Bussysteme (LBS), began in the early 1990s with the German DIN 9684 standard. The first commercially successful LBS combined the DIN 9684 virtual terminal (VT) concept with J1939 protocols and was internationally standardized as the ISO 11783 series [11]. The accompanying BUS system detailed in this standard is commonly known as ISOBUS. This standard consists of ten specific parts, including: 1) the general standard for data communication; 2) physical layer; 3) data link layer; 4) network layer; 5) network management; 6) virtual terminal; 7) implement messages applications layer; 8) power train messages; 9) tractor ECU; and 10) the task controller & management computer interface [14]. The communication protocols define messaging between the tractor and implement electronic systems through CAN. These, combined with the serial data network, regulate the methodology of data transference between actuators, control elements, display units, information storage systems, and sensors, allowing the tractor to control an implement through the virtual terminal (VT).
The VT is one of the most important features of the ISO 11783 standard, as it allows the operator to interface with the tractor and implements by both viewing real-time data and providing user inputs. The VT acts as a slave to individual ECUs, each of which secure terminal connectivity to display informational data and collect operator inputs according to their individual protocol. The operator can choose which operational data to display, while each connected ECU continues to operate as if the VT were dedicated solely to its specific function [14]. This pathway makes it possible for the operator to have greater control over the functions of an implement, such as sprayer nozzle flow, combine cylinder rotational speed, or cultivator attachment height, depending on input from implement sensors. This eliminates the need for a separate control box for the implement and provides a single terminal controlling all information flow to the operator [11] . The ISOBUS is based on CAN running at 250
This overview of CAN communication and standards has presented a cursory background of the technology fundamentals associated with the serial networking scheme, as well as some brief mention regarding how it is implemented. The next section will go into greater depth on how CANs have been utilized in industry, its potential connection to other network technologies, and how its usage could be expanded in the future.
Although controller area network systems were originally developed for the automotive industry, they quickly became popular in other areas. CAN-utilizing industries include large over-the-road trucks, forestry, industrial factory automation, aerospace, and many others. In the aviation industry, the high-speed CAN protocol ISO 11898 is widely utilized, along with ARINC 825, a protocol created specifically for the aviation industry. The effort to create a CAN-based standard for communication in aircraft was initiated by Airbus and Boeing and was advanced by the Airlines Electronic Engineering Committee (AEEC) through their CAN Technical Working Group [26]. Several design targets were set while developing this protocol, including CAN functionality as either a main or ancillary network, an allowance for local CAN network integration into the wider aircraft network, and interoperability and interchangeability of CAN connected Line Replaceable Units (LRUs). Other design mandates were to maintain flexible configuration options; establish a simple process for adding, deleting, or modifying BUS ECUs; and simplify systems’ interconnection protocols [26].
CAN-BUS systems also play an important role in both modern factory automation processes and testing facilities. Since CAN design is based on distributed control principles, it has been effectively used in manufacturing facilities to connect the essential control systems dispersed throughout a plant. Through the use of human machine interfaces (HMIs), operator inputs can be translated into instructions that a programmable logic controller (PLC) dispatches onto the BUS, allowing the remote operation of equipment ranging from sensors to actuators. This process allows the testing of new input parameters prior to execution on specific equipment and is a viable option for increasing process safety [27]. Use of CAN on assembly lines as a quality check is also becoming more common and is especially important on a line manufacturing a customizable product. Certain specifications are programmed for each checkpoint of product assembly, which are then broadcast on the CAN between machines to provide quality validation for the operators throughout the manufacturing process. CAN-BUS is also a practical option for connecting security and environmental control systems across a facility, due to both high bit-rate and inexpensive installation [27].
Returning to CAN use in the off-road vehicle market, virtually all modern agricultural machines incorporate CAN-BUS systems. Improved vehicle diagnostics, less complex design of electronic circuit controls, and advanced implement management are all benefits that CAN-BUS technology brings to the agricultural sector. CAN-BUS systems allow for high precision in machinery performance and logistics information. These metrics help to estimate operational cost and projected size in downstream operations. Specific measurement of other metrics, including fuel consumption, engine load, and average operating speed can also help supply chain managers maximize field and transport efficiency, while designing overall equipment solutions at a lower cost [28].
Displays within the cab allow the operator of the vehicle to view real-time data and information, as the vehicle is collecting it. These displays show the current location of the vehicle via GPS, the instantaneous fuel consumption rate, and other performance metrics that help the operator make intelligent decisions in order to maximize the efficiency of the vehicle. The John Deere Gen4® display shows many attributes, such as the instantaneous fuel economy and location of the vehicle within the field, but it also communicates with other vehicles in the same area to share guidance lines, coverage maps, and applied data in order to work the field efficiently [29].
The display associated with Case IH’s Advanced Farming System® (AFS®) product, like the Gen4® display, is able to show the location of the vehicle within the field [30]. Using GPS and wireless data networks, it is also possible to check the performance of each vehicle from computers located away from the field. AGCO uses Fuse®, which is much like the Gen4® display and AFS®. It shows various data on how to improve the efficiency of the specific field operation, and it includes a seed and dry fertilizer monitoring system, which alerts the operator immediately, via the display, if there is a physical delivery blockage.
Aside from the role CAN-BUS plays in system-to-system communication within a vehicle, the serial network technology has also been integral in the advent of telematics. Telematics is a sector of information technology concerned with how data moves between machines over long distances. Incorporating telematics technology into a vehicle or fleet of vehicles provides the opportunity to utilize collected data outside the scope of an individual machine’s operation by integrating it into a server network for wider usage and analysis. While CAN-BUS is not the sole technology responsible for telematics, it serves an important role in communicating large quantities of data that are eventually converted into valuable information for end users [31].
The general architecture of a vehicle telematics system begins with a Telematics Control Unit (TCU), a telematics cloud server, and front-end applications (Apps) through which the end user accesses captured data. The TCU is a microcontroller that manages data collection, communication, and memory through interfacing with different hardware and software modules. It provides connection ports to CAN-BUS, GPS, General Packet Radio Service (GPRS), battery, and Bluetooth modules, while maintaining a memory unit, a Central Processing Unit (CPU), and communication interfaces to Wireless Fidelity (Wi-Fi), cellular networks, and Long-Term Evolution (LTE) networks [31]. As the central component to a telematics system, the TCU accomplishes the tasks of gathering all the desired data and information from its various connections, synthesizing the information, and communicating to the cloud for use elsewhere. Focusing specifically on the CAN interface, a TCU utilizes the CAN-BUS as a pathway to collect the requested information from the ECUs, as programmed into its operating algorithm. This information acquisition could include any sensor data such as fuel consumption or vehicle speed. By converting the data from the CAN protocols, the TCU can then transfer this data to the telematics cloud server for further post-processing, after which, a user would be able to access the data.
The most common usage of telematics across all industries is within fleet management systems. This data collection process allows managers to optimize fuel usage, monitor vehicle down-time, analyze vehicle processes, and track operators driving a specific vehicle [31]. However, different companies also try to bring unique advantages to their telematics packages, which normally materialize in the form of a specialized management software. For construction and forestry equipment, Caterpillar utilizes a company-specific telematics system called ProductLink®, which has both cell and satellite transmission options, paired with their user interface VisionLink®. The focuses in these systems include the reduction of idle time and elimination of catastrophic failures through the reporting of fault codes [32]. John Deere provides customers with the option of a subscription package to the company’s telematics network JDLink®, which is customizable to include mobile connections, In-Field Data Sharing®, Operations Center® (where data is synced every 30 seconds to keep it safe and secure), and other features which provide greater connective awareness of interdependent operations [33]. Case IH takes connectivity to a more automated level with their AFS® product, which has options for auto-guidance steering in tractors and combines using AFS AccuGuide® and AFS RowGuide® to aid in year-to-year repeatability. Their AFS Pro® system monitors several operational metrics and can manage ISOBUS implements [30, 34]. Utilizing CAN-BUS as a communication platform for mobile data transfer has greatly increased the capacity for utilizing data to drive decisions and functions.
In 2009, Agritechnica launched the Isomatch Tellus® VT. This allowed for the operator to observe two ISOBUS machines through one terminal, allowing for the simultaneous control of functions on different platforms. The possible connections to this terminal included a 15 pin ISOBUS, a power connector, an additional 9 pin extension connector, 4 USB interfaces, Bluetooth, Internet dongle, EIA-232 port for GPS, and others. Later, software packs such as ISO-XML were added to the VT [11]. Another example of user-focused technology is the Opus A3 CAN-BUS operator panel series from Wachendorff Elektronik, which has two CAN-BUS ports and is specifically designed for outdoor applications that include agricultural machinery [35]. As is evidenced by many of the applications in industry discussed above, different interface technology with CAN-BUS has been important in broadening its usage in a variety of fields. Further discussion of both wireless and non-wireless alternatives to and potential connection points with CAN are explored in the next section.
Different kinds of interfaces have been specifically developed to allow the conversion of CAN data into a format for Internet of Things (IoT) communication. Two specific technologies of note are CAN-Ethernet, and CAN-Bluetooth converters. A CAN-to-Ethernet converter allows the transfer of data in both directions and may be utilized in CAN-BUS monitoring, two-way remote CAN-BUS monitoring, and synchronization [36]. The firmware on such a converter contains both a communication device and a web server. The web server manages the protocol conversions, and the communication device provides the user interface. By combining two CAN-Ethernet converters, two CAN networks can be synchronized, allowing connection between CAN networks on different machines and in remote locations. This may be scaled-up further, or a custom software can be programmed to allow the converters to communicate directly to a specific IP address [36].
A CAN-to-Bluetooth gateway, unlike the ethernet connection, can transfer wireless data directly to a mobile device, using classic Bluetooth standards for Android devices and Low Energy (BLE) for Apple IOS. As with an ethernet converter, when the devices are used as a pair, a bridge for CAN data can be created for the end-user to access [37]. The ISOBlue 2.0 is an example of technology under development that utilizes Bluetooth principles. Currently being researched in the Open Ag Technology and Systems Center (OATS) at Purdue University, it is an open-source hardware product that connects agricultural machinery to the Cloud [38]. Other interfaces that allow CAN data conversion into different forms have been important tools in making telematics technology viable for off-road agricultural equipment. CAN Logger CLX000, which works between CAN and OBD2, is one such example [39].
Additional wireless technologies that have been used to interface CAN-BUS systems to IoT devices include ZigBee and Wi-Fi. These technologies also function as standalone networks for intra-vehicle and inter-vehicle communication [40]. Similar to the CAN data converters for Bluetooth and Ethernet, ZigBee and Wi-Fi converters have also been utilized to take advantage of their respective benefits in bandwidth, data transfer rate, security, and cost. More detail on each technology’s specific advantages is presented in Table 1.
Wireless Technology | Installation Cost | Bandwidth Capability | Data Rate | Security |
---|---|---|---|---|
ZigBee | Medium | Medium | Low | Moderately Secure |
Bluetooth | Low | Low | Low | Less Secure |
Wi-Fi | High | High | High | More Secure |
UWB | Low | High | High | Moderately Secure |
ZigBee is a globally available, wireless networking standard initially created as a home-area network for the control and monitoring of connected devices [41]. ZigBee is beneficial for sensor and vehicle network applications, due to its affordable installation and use cost, extensive battery life compared to competing devices, minimal maintenance, security and reliability, and small physical device footprint [41]. ZigBee was built on the IEEE 802.15.4 technical standard, which defines the physical layer (PHY) and medium access control (MAC) sublayer for low-data-rate wireless personal area networks (LR-WPANs) [45]. CAN-BUS-to-ZigBee conversion has demonstrated benefits in flexibility, convenience, and ease of use in system installation, adding and removing nodes, system updates, and expanded network construction [42].
Wi-Fi is a popular wireless technology for CAN-BUS interfacing and IoT communication. Wi-Fi falls under the IEEE 802.11 standard, which is part of the broader IEEE 802 technical standards for LAN and defines MAC and PHY protocols for applying wireless local area network (WLAN) computer communication [46]. This standard also specifies common radio frequency bands that Wi-Fi can communicate on. These include but are not limited to 2.4
Ultra-wideband (UWB) is another wireless technology being researched for vehicle communication systems. UWB is a low-power radio protocol specifically created to improve the location accuracy of wireless technologies. UWB transmits data across a short distance and measures the time it takes for a radio signal to travel between the sending and receiving device [46]. This is similar to the time-of-flight (ToF) method used with radio detection and ranging (RADAR). A UWB transmitter sends billions of radio pulses across a wide-spectrum frequency of 7.5
The continuous development and improvement of autonomous vehicle technology necessitates an increased demand for greater bandwidth and connectivity requirements, while still providing an allowance for high system complexity. System complexity in this case could be defined as the added latency from the connected network devices. As many aspects of the interconnected vehicle networks continue to grow, management and network understanding also become more complex. Such aspects include a number of features, routing table configurations, system security, firewall protections, and others [47]. One of the most promising alternatives to vehicle CAN networks are automotive ethernet-based networks. The market for automotive ethernet is expected to increase by 22% from 2019 to 2026 [48]. High bandwidth capabilities and improved cost efficiency are two major benefits to automotive ethernet networks. Instead of a priority-based protocol, ethernet utilizes a Carrier Sense Multiple Access with Collision Detection (CSMA/CD) strategy [49]. This defines the appropriate device response when multiple control units simultaneously attempt to use a data channel and encounter a data collision. Susceptibility to radio frequency (RF) interference, the inability to provide latency at very high frequency, and synchronization issues between timing devices are potential challenges with automotive ethernet network implementation [48]. Currently, the primary consumption of Ethernet technology in vehicles is enabling personal use of the Internet. Ethernet provides rapid data transfer speed, making it ideal for data intensive applications. However, Ethernet does not adapt well to internal failure, as seen in Table 2. A potential associated cost with Ethernet demand increase is the expensive coated wiring needed to provide such high bandwidths.
Network Type | Installation Cost | Bandwidth Capability | System Complexity | Fault Tolerance |
---|---|---|---|---|
CAN | Medium | Low | High | High |
FlexRay | High | Medium | High | Medium |
MOST | Medium | Medium | Medium | Low |
Ethernet | Low | High | Medium | Low |
A comparison of CAN characteristics with competing technologies [48].
One type of automotive network communication protocol is FlexRay. FlexRay is a network standard for automotive systems, based on a flexible high data transmission rate, high-speed bus system, like CAN FD [48]. FlexRay is designed for communication of efficiency-type applications in the vehicle. This is due to FlexRay’s high complexity allowance and bandwidth. At 10
Another type of automotive network is MOST (Media Oriented System Transport). MOST provides very fast data transfer at over 24
Overall, CAN shows the most versatility of these four main alternative systems. FlexRay is useful for safety systems, due to its high complexity allowance and multiple channel scheme, but it is a higher-cost system by a significant margin. MOST provides one of the best options for media and information transmission, with a faster data transfer rate than two of the other technologies reviewed [50]. However, MOST cannot be used for highly complex systems. Ethernet provides the fastest data transmission speeds of all the options compared, but it is limited by low complexity allowance and adaptability. CAN, while moderately priced, shows high adaptability to complex systems, while providing useful data transfer in a variety of applications [48]. An example of an interconnected system utilizing these networks in a passenger vehicle is shown in Figure 6.
An example of a FlexRay application.
Currently, CAN-BUS is used in autonomous vehicle development to gather data from all electronic control sensors and consolidate it onto a single network. By gathering the data into a unified structure, the overall system controller can easily make decisions that affect multiple sub-systems at once. This data availability, combined with swift processing, is a key component in the safe operation of autonomous vehicles both on the open road and off-road. This centralized system data stream allows for advanced control of smart engine sensors, which provide more efficient management processes. The data handling capability of smart controllers is still an area in need of concentrated improvement. Present research is looking into robust solenoids and other embedded sensors to control valve timing, coolant flow rate, compression ratio, and other key processes in engine operation [52]. Integrated development of these smart controllers with CAN will be crucial to ensuring the safety of autonomous vehicle function execution and travel.
While large scale agricultural mechanization has been associated with various negative environmental impacts, from soil compaction to harmful exhaust emissions, the advent of digital agriculture has played a key role in increased efficiencies and technological progress within the farming sector, reducing those detrimental elements. The utilization of CANs for improved operation is a research area where further development could have a significant impact with respect to environmental effects. For example, some of the most common technologies for limiting emissions have associated environmental costs that detract from ecological benefit. Though Exhaust Gas Recirculation (EGR) decreases NOx emissions, it simultaneously increases specific fuel consumption to lower engine efficiency. Similarly, the post-combustion treatment Selective Catalytic Reduction (SCR) results in better emissions efficiency, but consumes a urea solution that increases freshwater eutrophication risks [53].
Since fuel consumption is primarily dependent on engine speed and torque, it is possible to reliably decrease emissions with the application of alternative driving techniques optimally suited to specific drive train design and implement load [54]. However, the plausibility of deriving accurate efficiency metric assessments is limited due to present data scarcity. Current methods for Life Cycle Assessment (LCA) studies provide unreliable results because average conditions, such as soil texture, field shape, soil moisture, implement transfer difference, and engine features, have traditionally been utilized in lieu of actual conditions to estimate environmental effects [55]. CAN is advantageously positioned to help address both the data deficiency and inadequate LCA techniques, due to its data collection and communication strengths. It is possible, for example, that performance metrics could be improved through intelligent sensor solutions that can measure slippage and soil compaction at the wheels of a vehicle and attached implement [13, 54]. These sensors could communicate with sensors in the drivetrain to adjust the effective gearing ratio in real-time, reducing soil compaction and preserving the long-term viability of the soil.
An example of an instrument that, when paired with CAN-BUS communication, could be useful in achieving such operational efficiency objectives are inertial measurement units (IMUs). An inertial measurement unit functions as a sophisticated accelerometer/gyroscope combination. It boasts near zero drift between different operating conditions, and its use of magnetic fields allows it to double as an “electronic compass”. The IMU allows for communication across many different CAN-BUS networks to help the tractor, or any vehicle, make decisions about how to alter the driving style for the terrain to limit “dynamic pitch and roll” through open system communication [52]. While this specific system is not currently implemented on tractors and other off-road vehicles, there is room for its introduction in the emerging field of agricultural autonomy.
Smart agriculture and digital farming practices have gained popularity in the previous decade. These techniques are precursors to a transformative implementation of information technology in the farming world. Going forward, more advanced software systems will use information collected from CAN communication devices to aid in the optimization of machinery designs and more accurate load, use-profile, and duty cycle representations of vehicles and implements [18]. Future applications for CAN-BUS technology include IoT, Edge Computing, and swarm machinery automation, as well as complex control of electrical and electric-hybrid machinery.
IoT implementation in the agricultural sector has gained enormous traction in recent years, as a result of its high potential for cross-brand interoperability, scalability, and traceability. The different types of IoT tools being applied are continuing to evolve, increasing the overall adaptability and variety of available systems to end-users [56]. IoT systems are currently being implemented on vehicles from John Deere, Case New Holland (CNH), AGCO, and others. Future IoT device use on agricultural equipment will likely be in conjunction with multiple on-board network systems. Local storage or cloud computing will be necessary to store and process the vast amount of data created by this potential technology [57]. Data processing on-board the vehicle, near the working equipment, is referred to as ‘edge computing’ [56, 58]. It is highly probable that agricultural vehicles will eventually be able to perform a variety of complex, agronomic tasks from a preprogrammed routing structure, through the combined utilization of both IoT and EC technologies.
In addition to on-vehicle IoT technologies, it is probable that field embedded (or in-situ) IoT sensors will also be able to communicate with larger on-farm networks [59]. Several of the previously discussed network configurations are possible whole-farm network options. These include cellular (4G, 5G, and beyond), Wi-Fi, ZigBee, and UWB. For example, real-time soil moisture can be obtained from field-based, connected sensors to create a variable-rate prescription map [60]. Utilized in conjunction with mobile soil penetrometer readings, an accurate map of soil compaction risk can be created. This could allow farmers to tailor their tillage operations to specific areas of the field, as well as control vehicle traffic.
Cutting-edge networking research is also being done with robotic and swarm machinery automation [61]. IoT technologies and improved connectivity will allow for the introduction of robotic swarm farming techniques. Swarm farming incorporates multiple, small-scale robotic platforms that perform farming operations autonomously in place of larger, manned agricultural equipment. This farming strategy, paired with a predetermined path-planning algorithm optimizing how the machines will navigate throughout the field, could allow for near-continuous field operation. Additional benefits could include a centralized command center that is controlled by a single system manager and a significant reduction in the need for skilled labor [62]. The possibility of substituting the modular vehicle design within swarm farming for traditional larger equipment will depend on cost, comparative system productivity, and accuracy. Farmers will demand a significant return on investment and the reliability that they have come to expect from their current machinery. A potential difficulty for CAN-based systems is the large bandwidth requirement for incoming and streaming data. Another potential challenge involves communication protocol differences between traditional CAN-BUS data and more memory intensive data collected from advanced machine systems, like perception engines and central processor-based codes [63]. Future developments in CAN-BUS technology should focus on addressing these weaknesses to improve adaptability to upcoming applications.
A major concern in the future of agricultural CAN use, machinery networking, and machine system automation is cybersecurity. Although increased digitization, automation, and precision services have tremendous potential to establish sustainability and profitability in farming systems, the influx of interconnected information technology simultaneously opens the market up to new areas of susceptibility, security risks, and potential targeted cyber-attacks [58]. Mission-critical systems are becoming more reliant on internet connectivity, such as controlling farming implements remotely through the ISOBUS with linked management software. Local Area Networks (LANs) have become a requirement in smart farming to enable system/device access to the data and services that control their functions [64]. This increased dependence of agricultural operations on cyber-physical systems has led to the development of new, novel threats and challenges that can be analyzed in two categories: information technology and agricultural production [58].
From an informational technology standpoint, some of the main threats are unauthorized access of resources/databases under use of falsified identity, interception of node data transfer, facility damage or downtime, malicious data attacks from malware, and compromised control systems to negatively impact decision-making [58]. Due to the nature of modern networked food systems, targeted or accidental disruption of time-sensitive agricultural processes could have a significant economic impact on a global scale. The threat of a concentrated hack on the agricultural sector has become more tangible with the analysis of cyber-security breaches in recent years, such as the 2017 infrastructure meltdown of Maersk shipping [65]. The vulnerability of Wireless Local Area Networks (WLANs) to direct cyber-attacks is already a generally recognized problem across all industries [66]. Demonstration of the damage potential in a Denial of Service (DoS) attack has been shown in the research of Sontowski et al., by disrupting in-field sensors and obstructing device network connectivity in smart farm operations [67].
Though the hacking activities of malicious actors is a highlighted concern in cyber security, there are also a number of risks associated with agricultural production that stem from physical layer vulnerabilities and limited user knowledge. The harsh environment in which agricultural equipment is used (including extreme weather conditions, dust concentration, and highly variable humidity/temperature fluctuation) can cause power failures or sensor damage [64]. Technology signal interference from other agricultural equipment, such as the high voltage pulses from Solar Insecticidal Lamps (SIL), can also lead to malfunctions and data loss [58].
However, one of the most common threats to cyber security is inadequate adoption of safety procedures by farmers who lack full awareness of device functionality. From research conducted by Nikander et al., farmers are often ill-equipped with time and resources to build LANs with appropriate network equipment, topology expansion planning, and protection software/hardware [64]. This leads to networks that are at risk of system losses due to hardware issues and human error. The adoption of countermeasures to security risks, such as authentication & access control, cryptography, key management, and intrusion detection systems, is dependent on end-users understanding the importance of cybersecurity, and better fail-safe mechanisms within hardware [58, 64]. These concerns highlight the importance of advancing security protocols in CAN-BUS systems, and it is likely that this will be a targeted focus in the future of CAN developments.
Key points from this chapter included the following:
CAN-BUS has played a major role in industry since its debut in 1987 for its groundbreaking use of distributed network principles.
The establishment of international societies and standards positioned CAN-BUS as the leading serial network system in all vehicles.
CAN-BUS provides efficient and dependable communication pathways through front and back end context in messaging, error confinement, higher-layer protocols, and subsystem differentiation.
CAN-BUS has revolutionized data collection and analysis in multiple industries, especially in the agricultural sector.
When paired with wired or wireless technologies, CAN is an advantageous communication pathway for expanding the reach of data communication beyond point source limitations.
Challenges for future CAN iterations include increasing bandwidth and security measures, while decreasing latency and hardware vulnerabilities.
This chapter has reviewed CAN-BUS technology including its invention, early applications, fundamentals, and standards development. Early applications of CAN-BUS came from European car manufacturers, which incorporated electronic control units for engine care management. The development of standards to allow consistent communication methods within CAN-BUS systems, such as ISO 11898, SAE J1939 and ISO 11783, were important for allowing serial networks to be applied within multiple vehicle types and industries. Modern day uses, alternative connectivity and networks, and potential future applications have also been examined. Controller area networks are responsible for the transmission, logging, and analysis of engine and machine system data currently used by vehicle manufacturers. Understanding CAN-BUS communication protocols provides insight into the advantages, uses, and future evolutions of distributed control networks.
CAN-BUS technology fundamentals, such as physical and data message structures, components, error handling, and message channel support are useful in understanding the strengths and limitations of CAN systems. Through the use of high and low speed CAN-BUS configurations, arbitration codes, and broadcast style communication, CAN-BUS can efficiently and reliably transfer messages across a vehicle’s control system to ensure accurate, real-time data communication. As electronic connectivity has increased the sophistication of off-road vehicle operation management, new applications using CAN with external networks have been an important area of communications advancement within the agricultural sector. The development of converters between CAN data and other wireless data types has been important in keeping CAN-BUS integrated and relevant in the vehicle fleet telematics expansion. More research into wireless CAN may be an important direction for serial network technology going forward.
Specific CAN-BUS applications in ongoing autonomous vehicle development research include component data consolidation, embedded sensors, IoT devices, and machine-to-machine communication strategies. Future technologies that might benefit CAN-BUS technology by their incorporation include local-to-cloud data transmission, autonomous swarm vehicle management, and increased cyber security protocols. Although controller area networks face limitations within both bandwidth and latency, they still function as effective inputs to more advanced vehicle systems and more sophisticated remote networks. The potential of CAN-BUS technologies has clearly not been fully exhausted, and they will continue to play an important role in the advancement of agricultural machinery and farming practices.
We would like to acknowledge our fellow classmates from Dr. Stwalley’s Fall 2020 Off-Highway Vehicle Design class at Purdue University’s School of Agricultural and Biological Engineering for their contributions to the structure and content of this technical chapter.
The authors declare no conflict of interest.
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Anthocyanins are responsible for the color of red grapes and wines, hydroxycinnamic and hydroxybenzoic acids act as copigments, stilbenes as antioxidants and the flavan-3-ols are mainly responsible for the astringency, bitterness and structure of wines, being involved also in the color stabilization during aging. This chapter will focus on the chemical structures of the main polyphenols, their identification and quantification in grapes and wines by advanced analytical techniques, highlighting also the maceration and aging impact on the polyphenols evolution. The factors influencing the phenolic accumulation in grapes are also reviewed, emphasizing as well the relationship between phenolic content in grapes versus wine. Polyphenolic changes during the wine making process are highlighted along with the main polyphenol extraction methods and analysis techniques. This research will contribute to the improvement in the knowledge of polyphenols: their presence in grapes, the relationship with wine quality and the influence of the external factors on their evolution.",book:{id:"6077",slug:"grapes-and-wines-advances-in-production-processing-analysis-and-valorization",title:"Grapes and Wines",fullTitle:"Grapes and Wines - Advances in Production, Processing, Analysis and Valorization"},signatures:"Violeta-Carolina Niculescu, Nadia Paun and Roxana-Elena Ionete",authors:[{id:"187102",title:"Dr.",name:"Roxana",middleName:null,surname:"Ionete",slug:"roxana-ionete",fullName:"Roxana Ionete"},{id:"206056",title:"Dr.",name:"Violeta",middleName:"Carolina",surname:"Niculescu",slug:"violeta-niculescu",fullName:"Violeta Niculescu"},{id:"207020",title:"Mrs.",name:"Nadia",middleName:null,surname:"Paun",slug:"nadia-paun",fullName:"Nadia Paun"}]},{id:"58638",doi:"10.5772/intechopen.72823",title:"Occurrence and Analysis of Sulfur Compounds in Wine",slug:"occurrence-and-analysis-of-sulfur-compounds-in-wine",totalDownloads:1953,totalCrossrefCites:4,totalDimensionsCites:11,abstract:"Sulfur compounds play an important role in the sensory characteristics of wine. These molecules can derive from the grape, in which the non-volatile forms are usually present as glycosylated molecules, the metabolic activities of yeast and bacteria, the chemical reactions taking place during the wine aging and storage, and the environment. The sulfur compounds include molecules positively correlated to the aromatic profile of wine, namely the volatile thiols, and are responsible for certain defects, imparting notes described as cabbage, onion, rotten egg, garlic, sulfur and rubber. Due to the low concentration of these molecules in wine, their high reactivity and the matrix complexity, the analytical methods which enable their detection and quantification represent a challenge. The solid phase microextraction (SPME) technique has been developed for sulfur compounds associated with off-flavors. The analysis of volatile thiols usually requires a derivatization followed by gas chromatography (GC)-MS or UPLC-MS methods. Besides the sulfur-containing aromas, another sulfur compound that deserves mention is the reduced glutathione (GSH) which has been widely studied due to its antioxidant properties. The analysis of GSH has been proposed using a liquid chromatography technique (HPLC or UPLC) coupled with fluorescence, MS and UV detectors.",book:{id:"6077",slug:"grapes-and-wines-advances-in-production-processing-analysis-and-valorization",title:"Grapes and Wines",fullTitle:"Grapes and Wines - Advances in Production, Processing, Analysis and Valorization"},signatures:"Daniela Fracassetti and Ileana Vigentini",authors:[{id:"207271",title:"Dr.",name:"Daniela",middleName:null,surname:"Fracassetti",slug:"daniela-fracassetti",fullName:"Daniela Fracassetti"},{id:"220967",title:"Dr.",name:"Ileana",middleName:null,surname:"Vigentini",slug:"ileana-vigentini",fullName:"Ileana Vigentini"}]},{id:"66619",doi:"10.5772/intechopen.85692",title:"Contribution of the Microbiome as a Tool for Estimating Wine’s Fermentation Output and Authentication",slug:"contribution-of-the-microbiome-as-a-tool-for-estimating-wine-s-fermentation-output-and-authenticatio",totalDownloads:1087,totalCrossrefCites:5,totalDimensionsCites:9,abstract:"Wine is the alcoholic beverage which is the product of alcoholic fermentation, usually, of fresh grape must. Grape microbiome is the source of a vastly diverse pool of filamentous fungi, yeast, and bacteria, the combination of which plays a crucial role for the quality of the final product of any grape must fermentation. In recent times, the significance of this pool of microorganisms has been acknowledged by several studies analyzing the microbial ecology of grape berries of different geographical origins, cultural practices, grape varieties, and climatic conditions. Furthermore, the microbial evolution of must during fermentation process has been overstudied. The combination of the microbial evolution along with metabolic and sensorial characterizations of the produced wines could lead to the suggestion of the microbial terroir. These aspects are today leading to open a new horizon for products such as wines, especially in the case of PDO-PGI products. The aims of this review is to describe (a) how the microbiome communities are dynamically differentiated during the process of fermentation from grape to ready-to-drink wine, in order to finalize each wine’s unique sensorial characteristics, and (b) whether the microbiome could be used as a fingerprinting tool for geographical indication, based on high-throughput sequencing (HTS) technologies. Nowadays, it has been strongly indicated that microbiome analysis of grapes and fermenting musts using next-generation sequencing (NGS) could open a new horizon for wine, in the case of protected designation of origin (PDO) and protected geographical indication (PGI) determination.",book:{id:"8054",slug:"advances-in-grape-and-wine-biotechnology",title:"Advances in Grape and Wine Biotechnology",fullTitle:"Advances in Grape and Wine Biotechnology"},signatures:"Dimitrios A. Anagnostopoulos, Eleni Kamilari and Dimitrios Tsaltas",authors:[{id:"180885",title:"Associate Prof.",name:"Dimitris",middleName:null,surname:"Tsaltas",slug:"dimitris-tsaltas",fullName:"Dimitris Tsaltas"},{id:"203761",title:"MSc.",name:"Dimitris",middleName:null,surname:"Anagnostopoulos",slug:"dimitris-anagnostopoulos",fullName:"Dimitris Anagnostopoulos"},{id:"271801",title:"Ms.",name:"Elena",middleName:null,surname:"Kamilari",slug:"elena-kamilari",fullName:"Elena Kamilari"}]},{id:"67444",doi:"10.5772/intechopen.86443",title:"Somatic Variation and Cultivar Innovation in Grapevine",slug:"somatic-variation-and-cultivar-innovation-in-grapevine",totalDownloads:1032,totalCrossrefCites:4,totalDimensionsCites:9,abstract:"Paradoxically, continuous vegetative multiplication of traditional grapevine cultivars aimed to maintain cultivar attributes in this highly heterozygous species ends in the accumulation of considerable somatic variation. This variation has long contributed to cultivar adaptation and evolution under changing environmental and cultivation conditions and has also been a source of novel traits. Understanding how this somatic variation originates provides tools for genetics-assisted tracking of selected variants and breeding. Potentially, the identification of the mutations causing the observed phenotypic variation can now help to direct genome editing approaches to improve the genotype of elite traditional cultivars. Molecular characterization of somatic variants can also generate basic information helping to understand gene biological function. In this chapter, we review the state of the art on somatic variation in grapevine at phenotypic and genome sequence levels, present possible strategies for the study of this variation, and describe a few examples in which the genetic and molecular basis or very relevant grapevine traits were successfully identified.",book:{id:"8054",slug:"advances-in-grape-and-wine-biotechnology",title:"Advances in Grape and Wine Biotechnology",fullTitle:"Advances in Grape and Wine Biotechnology"},signatures:"Pablo Carbonell-Bejerano, Carolina Royo, Nuria Mauri, Javier Ibáñez and José Miguel Martínez Zapater",authors:[{id:"287215",title:"Prof.",name:"Jose Miguel",middleName:null,surname:"Martinez Zapater",slug:"jose-miguel-martinez-zapater",fullName:"Jose Miguel Martinez Zapater"},{id:"287226",title:"Dr.",name:"Javier",middleName:null,surname:"Ibáñez",slug:"javier-ibanez",fullName:"Javier Ibáñez"},{id:"300441",title:"Dr.",name:"Pablo",middleName:null,surname:"Carbonell-Bejerano",slug:"pablo-carbonell-bejerano",fullName:"Pablo Carbonell-Bejerano"},{id:"300442",title:"Dr.",name:"Carolina",middleName:null,surname:"Royo",slug:"carolina-royo",fullName:"Carolina Royo"},{id:"300444",title:"Dr.",name:"Nuria",middleName:null,surname:"Mauri",slug:"nuria-mauri",fullName:"Nuria Mauri"}]},{id:"59216",doi:"10.5772/intechopen.73132",title:"Potential for Use of the Residues of the Wine Industry in Human Nutrition and as Agricultural Input",slug:"potential-for-use-of-the-residues-of-the-wine-industry-in-human-nutrition-and-as-agricultural-input",totalDownloads:1253,totalCrossrefCites:3,totalDimensionsCites:8,abstract:"The use of underutilized resources, with the aim of increasing productivity and creating wealth, will increasingly deserve the attention of the wine sector. The treatment of agricultural by-products will increasingly enter the priority agenda of the agribusiness sector, with a view to its use, the environment’s re-cleanliness and, in many cases, whenever possible, for both purposes. Solid waste from the process of grape industrialization, when not adequately disposed, is aggressive to the environment. Such residues release significant amounts of liquid effluents when disposed in the soil, and this liquid contains high content of nutrients, organic matter, and other elements that can change the environment, especially of streams and sources, causing the death of aquatic beings. However, if properly used, they can be used as raw materials for other purposes. The solid residues of industrially processed grapes, which may have some potential economic interest, are pomace, seeds, liquid (lees), and other materials. In this context, this chapter presents the description of these by-products and their potential for use.",book:{id:"6077",slug:"grapes-and-wines-advances-in-production-processing-analysis-and-valorization",title:"Grapes and Wines",fullTitle:"Grapes and Wines - Advances in Production, Processing, Analysis and Valorization"},signatures:"Renato Vasconcelos Botelho, Gabriela Datsch Bennemann,\nYohandra Reyes Torres and Alessandro Jefferson Sato",authors:[{id:"64335",title:"Prof.",name:"Renato",middleName:"Vasconcelos",surname:"Botelho",slug:"renato-botelho",fullName:"Renato Botelho"},{id:"208714",title:"MSc.",name:"Gabriela",middleName:null,surname:"Datsch Bennemann",slug:"gabriela-datsch-bennemann",fullName:"Gabriela Datsch Bennemann"},{id:"208715",title:"Dr.",name:"Yohandra",middleName:null,surname:"Reyes Torres",slug:"yohandra-reyes-torres",fullName:"Yohandra Reyes Torres"},{id:"208716",title:"Dr.",name:"Alessandro Jefferson",middleName:null,surname:"Sato",slug:"alessandro-jefferson-sato",fullName:"Alessandro Jefferson Sato"}]}],mostDownloadedChaptersLast30Days:[{id:"58638",title:"Occurrence and Analysis of Sulfur Compounds in Wine",slug:"occurrence-and-analysis-of-sulfur-compounds-in-wine",totalDownloads:1953,totalCrossrefCites:4,totalDimensionsCites:11,abstract:"Sulfur compounds play an important role in the sensory characteristics of wine. These molecules can derive from the grape, in which the non-volatile forms are usually present as glycosylated molecules, the metabolic activities of yeast and bacteria, the chemical reactions taking place during the wine aging and storage, and the environment. The sulfur compounds include molecules positively correlated to the aromatic profile of wine, namely the volatile thiols, and are responsible for certain defects, imparting notes described as cabbage, onion, rotten egg, garlic, sulfur and rubber. Due to the low concentration of these molecules in wine, their high reactivity and the matrix complexity, the analytical methods which enable their detection and quantification represent a challenge. The solid phase microextraction (SPME) technique has been developed for sulfur compounds associated with off-flavors. The analysis of volatile thiols usually requires a derivatization followed by gas chromatography (GC)-MS or UPLC-MS methods. Besides the sulfur-containing aromas, another sulfur compound that deserves mention is the reduced glutathione (GSH) which has been widely studied due to its antioxidant properties. The analysis of GSH has been proposed using a liquid chromatography technique (HPLC or UPLC) coupled with fluorescence, MS and UV detectors.",book:{id:"6077",slug:"grapes-and-wines-advances-in-production-processing-analysis-and-valorization",title:"Grapes and Wines",fullTitle:"Grapes and Wines - Advances in Production, Processing, Analysis and Valorization"},signatures:"Daniela Fracassetti and Ileana Vigentini",authors:[{id:"207271",title:"Dr.",name:"Daniela",middleName:null,surname:"Fracassetti",slug:"daniela-fracassetti",fullName:"Daniela Fracassetti"},{id:"220967",title:"Dr.",name:"Ileana",middleName:null,surname:"Vigentini",slug:"ileana-vigentini",fullName:"Ileana Vigentini"}]},{id:"57497",title:"Recovering Ancient Grapevine Varieties: From Genetic Variability to In Vitro Conservation, A Case Study",slug:"recovering-ancient-grapevine-varieties-from-genetic-variability-to-in-vitro-conservation-a-case-stud",totalDownloads:1767,totalCrossrefCites:2,totalDimensionsCites:5,abstract:"A great number of varieties have been described in grapevine; however, few of them are currently in use. The increasing concern on varietal diversity loss has encouraged actions for recovering and preserving grapevine germplasm, which represents valuable resources for breeding as well as for diversification in grapevine-derived products. On the other hand, it is expected that this important crop, which is distributed in warm areas worldwide, will suffer the climate changes. Therefore, it is also convenient the identification of intravarietal variability and the recovery of accessions well adapted to particular environments. In this chapter, we will contribute to highlight the importance of recovering ancient materials, the usefulness of SSR markers to determine their molecular profile, the importance to analyze their virus status, and the possibilities that offer biotechnological tools for virus sanitation and in vitro storage as a complement of field preservation. In this context, we have evaluated different grapevine accessions and developed in vitro culture protocols for micropropagation, sanitation, and storage grapevine cultivars. In this work, we report the results obtained for the historic variety “Valencí Blanc” (or “Beba”) and the historic and endangered variety “Esclafagerres” (“Esclafacherres” or “Esclafacherris”).",book:{id:"6077",slug:"grapes-and-wines-advances-in-production-processing-analysis-and-valorization",title:"Grapes and Wines",fullTitle:"Grapes and Wines - Advances in Production, Processing, Analysis and Valorization"},signatures:"Carmina Gisbert, Rosa Peiró, Tania San Pedro, Antonio Olmos,\nCarles Jiménez and Julio García",authors:[{id:"207745",title:"Dr.",name:"Carmina",middleName:null,surname:"Gisbert",slug:"carmina-gisbert",fullName:"Carmina Gisbert"},{id:"207748",title:"Dr.",name:"Rosa María",middleName:null,surname:"Peiró",slug:"rosa-maria-peiro",fullName:"Rosa María Peiró"},{id:"207749",title:"Ms.",name:"Tania",middleName:null,surname:"San Pedro Galán",slug:"tania-san-pedro-galan",fullName:"Tania San Pedro Galán"},{id:"207750",title:"Dr.",name:"Antonio",middleName:null,surname:"Olmos",slug:"antonio-olmos",fullName:"Antonio Olmos"}]},{id:"58633",title:"The Evolution of Polyphenols from Grapes to Wines",slug:"the-evolution-of-polyphenols-from-grapes-to-wines",totalDownloads:2021,totalCrossrefCites:5,totalDimensionsCites:13,abstract:"Polyphenols play an important role in the quality of wines, due to their contribution to the wine sensory properties: color, astringency and bitterness. They act as antioxidants, having positive role in human health. They can be divided into non-flavonoid (hydroxybenzoic and hydroxycinnamic acids and stilbenes) and flavonoid compounds (anthocyanins, flavan-3-ols and flavonols). Anthocyanins are responsible for the color of red grapes and wines, hydroxycinnamic and hydroxybenzoic acids act as copigments, stilbenes as antioxidants and the flavan-3-ols are mainly responsible for the astringency, bitterness and structure of wines, being involved also in the color stabilization during aging. This chapter will focus on the chemical structures of the main polyphenols, their identification and quantification in grapes and wines by advanced analytical techniques, highlighting also the maceration and aging impact on the polyphenols evolution. The factors influencing the phenolic accumulation in grapes are also reviewed, emphasizing as well the relationship between phenolic content in grapes versus wine. Polyphenolic changes during the wine making process are highlighted along with the main polyphenol extraction methods and analysis techniques. This research will contribute to the improvement in the knowledge of polyphenols: their presence in grapes, the relationship with wine quality and the influence of the external factors on their evolution.",book:{id:"6077",slug:"grapes-and-wines-advances-in-production-processing-analysis-and-valorization",title:"Grapes and Wines",fullTitle:"Grapes and Wines - Advances in Production, Processing, Analysis and Valorization"},signatures:"Violeta-Carolina Niculescu, Nadia Paun and Roxana-Elena Ionete",authors:[{id:"187102",title:"Dr.",name:"Roxana",middleName:null,surname:"Ionete",slug:"roxana-ionete",fullName:"Roxana Ionete"},{id:"206056",title:"Dr.",name:"Violeta",middleName:"Carolina",surname:"Niculescu",slug:"violeta-niculescu",fullName:"Violeta Niculescu"},{id:"207020",title:"Mrs.",name:"Nadia",middleName:null,surname:"Paun",slug:"nadia-paun",fullName:"Nadia Paun"}]},{id:"67760",title:"Production and Marketing of Low-Alcohol Wine",slug:"production-and-marketing-of-low-alcohol-wine",totalDownloads:1299,totalCrossrefCites:3,totalDimensionsCites:6,abstract:"Moderate wine consumption may be associated with specific health benefits and a healthy lifestyle. However, increased amounts of ethanol are cytotoxic and associated with adverse health outcomes. Alcohol reduction in wine might be an avenue to reduce alcohol related harm without forcing consumers to compromise on lifestyle and benefit from positive aspects of moderate consumption. The aim of this review is to give an overview of viticultural and pre and post fermentation methods to produce low-alcohol wine, and to summarize the current evidence on the consumer acceptance and behaviour related to low-alcohol wine. Strategies for the labelling and marketing of wines with reduced alcohol content are discussed.",book:{id:"8054",slug:"advances-in-grape-and-wine-biotechnology",title:"Advances in Grape and Wine Biotechnology",fullTitle:"Advances in Grape and Wine Biotechnology"},signatures:"Tamara Bucher, Kristine Deroover and Creina Stockley",authors:[{id:"289140",title:"Dr.",name:"Creina",middleName:null,surname:"Stockley",slug:"creina-stockley",fullName:"Creina Stockley"},{id:"289141",title:"Dr.",name:"Tamara",middleName:null,surname:"Bucher",slug:"tamara-bucher",fullName:"Tamara Bucher"},{id:"289142",title:"Ms.",name:"Kristine",middleName:null,surname:"Deroover",slug:"kristine-deroover",fullName:"Kristine Deroover"}]},{id:"57946",title:"Microbiological, Physical, and Chemical Procedures to Elaborate High-Quality SO2-Free Wines",slug:"microbiological-physical-and-chemical-procedures-to-elaborate-high-quality-so2-free-wines",totalDownloads:1613,totalCrossrefCites:5,totalDimensionsCites:8,abstract:"Sulfur dioxide (SO2) is the most preservative used in the wine industry and has been widely applied, as antioxidant and antibacterial agent. However, the use of sulfur dioxide implicates a range of adverse clinical effects. Therefore, the replacement of the SO2 content in wines is one of the most important challenges for scientist and winemakers. This book chapter gives an overview regarding different microbiological, physical, and chemical alternatives to elaborate high-quality SO2-free wines. In the present chapter, original research articles as well as review articles and results obtained by the research group of the Wine Technology Center (VITEC) are shown. This study provides useful information related to this novel and healthy type of wines, highlighting the development of winemaking strategies and procedures.",book:{id:"6077",slug:"grapes-and-wines-advances-in-production-processing-analysis-and-valorization",title:"Grapes and Wines",fullTitle:"Grapes and Wines - Advances in Production, Processing, Analysis and Valorization"},signatures:"Raúl Ferrer-Gallego, Miquel Puxeu, Laura Martín, Enric Nart, Claudio\nHidalgo and Imma Andorrà",authors:[{id:"207221",title:"Dr.",name:"Raúl",middleName:null,surname:"Ferrer-Gallego",slug:"raul-ferrer-gallego",fullName:"Raúl Ferrer-Gallego"},{id:"208597",title:"Dr.",name:"Miquel",middleName:null,surname:"Puxeu",slug:"miquel-puxeu",fullName:"Miquel Puxeu"},{id:"208598",title:"Dr.",name:"Laura",middleName:null,surname:"Martín",slug:"laura-martin",fullName:"Laura Martín"},{id:"208599",title:"Mr.",name:"Enric",middleName:null,surname:"Nart",slug:"enric-nart",fullName:"Enric Nart"},{id:"208600",title:"Dr.",name:"Claudio",middleName:null,surname:"Hidalgo",slug:"claudio-hidalgo",fullName:"Claudio Hidalgo"},{id:"208601",title:"Dr.",name:"Imma",middleName:null,surname:"Andorrà",slug:"imma-andorra",fullName:"Imma Andorrà"}]}],onlineFirstChaptersFilter:{topicId:"1410",limit:6,offset:0},onlineFirstChaptersCollection:[{id:"81659",title:"State-of-the-Art Knowledge about 2,4,6-Trichloroanisole (TCA) and Strategies to Avoid Cork Taint in Wine",slug:"state-of-the-art-knowledge-about-2-4-6-trichloroanisole-tca-and-strategies-to-avoid-cork-taint-in-wi",totalDownloads:26,totalDimensionsCites:0,doi:"10.5772/intechopen.103709",abstract:"Cork stoppers have been used for many centuries to seal wine in various vessels. Therefore, corks have become a traditional part of wine packaging in many countries and still play an important role for the entire wine industry. Nowadays, there is a wide option of bottle cork stoppers on the market, such as natural corks, agglomerated and technical stoppers (1 + 1), etc. These cork closures have a number of advantages, including positive sustainable and ecological aspects. Natural cork material can also be responsible for cork taint, which imparts musty/moldy or wet cardboard off-odors to the wine. However, corks are not the only source of cork taint in wine, as will be shown in the present chapter. Over the past decades, a number of compounds have been detected that can contribute to the cork taint. Among them, haloanisoles play a major role, in particular 2,4,6-trichloroanisole (TCA), which has been shown to be responsible for 50–80% or more of musty defect cases in wine. Currently, the cork and wine industries have developed a number of tools and technologies to effectively prevent cork tait in wine or to remove it if the wine is already contaminated. These practical as well as analytical questions about the TCA defects are the subject of the actual chapter.",book:{id:"10901",title:"Grapes and Wine",coverURL:"https://cdn.intechopen.com/books/images_new/10901.jpg"},signatures:"Andrii Tarasov, Miguel Cabral, Christophe Loisel, Paulo Lopes, Christoph Schuessler and Rainer Jung"},{id:"78620",title:"Table Grapes: There Is More to Vitiviniculture than Wine…",slug:"table-grapes-there-is-more-to-vitiviniculture-than-wine",totalDownloads:141,totalDimensionsCites:0,doi:"10.5772/intechopen.99986",abstract:"Table grapes are fruits intended for fresh human consumption due to their sensory attributes and nutritional value. The objective of this chapter is to review the existing knowledge about table grapes, including a description of different varieties, with particular emphasis on the new highly appreciated seedless varieties. Following an introductory note on the world distribution and production of table grapes, also considering the impact of climate change, selected varieties of table grapes will be characterized in terms of their physiology, postharvest features, and consumer preferences. A morphological description of each variety, with emphasis on grape skin, grape rachis and grape cluster will be included. A final note on the drying of table grapes into raisins, and the most appropriate varieties for drying, will be given. The major changes occurring throughout the growth, development, and ripening phases of table grapes production will be discussed, regarding both physical (skin color and skin and pulp texture) and chemical (phenolic compounds, sugar content and acidity) parameters, as well as growth regulators.",book:{id:"10901",title:"Grapes and Wine",coverURL:"https://cdn.intechopen.com/books/images_new/10901.jpg"},signatures:"Ana Cristina Agulheiro-Santos, Marta Laranjo and Sara Ricardo-Rodrigues"},{id:"79500",title:"New Insights about the Influence of Yeasts Autolysis on Sparkling Wines Composition and Quality",slug:"new-insights-about-the-influence-of-yeasts-autolysis-on-sparkling-wines-composition-and-quality",totalDownloads:92,totalDimensionsCites:0,doi:"10.5772/intechopen.101314",abstract:"Sparkling wines elaborated using the traditional method undergo a second fermentation in the bottle. This process involves an aging time in contact with the lees, which enriches the wine in various substances, especially proteins, mannoproteins and polysaccharides, thanks to the autolysis of the yeasts. As a result of this yeast autolysis, sparkling wines benefit from better integration of carbon dioxide and a clear sensory improvement, especially in the case of long aging. This chapter synthetizes the main results that our research group has obtained about the influence of yeasts autolysis on sparkling wines composition and quality during last years, making special emphasis on the capacity of the lees to release proteins and polysaccharides as well as on their capacity to consume oxygen and thus protect the sparkling wines from oxidation.",book:{id:"10901",title:"Grapes and Wine",coverURL:"https://cdn.intechopen.com/books/images_new/10901.jpg"},signatures:"Pere Pons-Mercadé, Pol Giménez, Glòria Vilomara, Marta Conde, Antoni Cantos, Nicolas Rozès, Sergi Ferrer, Joan Miquel Canals and Fernando Zamora"},{id:"79110",title:"Microbial Decontamination by Pulsed Electric Fields (PEF) in Winemaking",slug:"microbial-decontamination-by-pulsed-electric-fields-pef-in-winemaking",totalDownloads:80,totalDimensionsCites:0,doi:"10.5772/intechopen.101112",abstract:"Pulsed Electric Fields (PEF) is a non-thermal technique that causes electroporation of cell membranes by applying very short pulses (μs) of a high-intensity electric field (kV/cm). Irreversible electroporation leads to the formation of permanent conductive channels in the cytoplasmic membrane of cells, resulting in the loss of cell viability. This effect is achieved with low energy requirements and minimal deterioration of quality. This chapter reviews the studies hitherto conducted to evaluate the potential of PEF as a technology for microbial decontamination in the winemaking process for reducing or replacing the use of SO2, for guaranteeing reproducible fermentations or for wine stabilization.",book:{id:"10901",title:"Grapes and Wine",coverURL:"https://cdn.intechopen.com/books/images_new/10901.jpg"},signatures:"Carlota Delso, Alejandro Berzosa, Jorge Sanz, Ignacio Álvarez and Javier Raso"},{id:"78993",title:"pH Control and Aroma Improvement Using the Non-Saccharomyces Lachancea thermotolerans and Hanseniaspora spp. Yeasts to Improve Wine Freshness in Warm Areas",slug:"ph-control-and-aroma-improvement-using-the-non-saccharomyces-lachancea-thermotolerans-and-hanseniasp",totalDownloads:90,totalDimensionsCites:0,doi:"10.5772/intechopen.100538",abstract:"Lachancea thermotolerans is a yeast species that works as a powerful bio tool capable of metabolizing grape sugars into lactic acid via lactate dehydrogenase enzymes. The enological impact is an increase in total acidity and a decrease in pH levels (sometimes >0.5 pH units) with a concomitant slight reduction in alcohol (0.2–0.4% vol.), which helps balance freshness in wines from warm areas. In addition, higher levels of molecular SO2 are favored, which helps to decrease SO2 total content and achieve better antioxidant and antimicrobial performance. The simultaneous use with some apiculate yeast species of the genus Hanseniaspora helps to improve the aromatic profile through the production of acetyl esters and, in some cases, terpenes, which makes the wine aroma more complex, enhancing floral and fruity scents and making more complex and fresh wines. Furthermore, many species of Hanseniaspora increase the structure of wines, thus improving their body and palatability. Ternary fermentations with Lachancea thermotolerans and Hanseniaspora spp. sequentially followed by Saccharomyces cerevisiae are a useful bio tool for producing fresher wines from neutral varieties in warm areas.",book:{id:"10901",title:"Grapes and Wine",coverURL:"https://cdn.intechopen.com/books/images_new/10901.jpg"},signatures:"Antonio Morata, Carlos Escott, Iris Loira, Juan Manuel Del Fresno, Cristian Vaquero, María Antonia Bañuelos, Felipe Palomero, Carmen López and Carmen González"},{id:"78970",title:"Alternatives to CU Applications in Viticulture. How R&D Projects Can Provide Applied Solutions, Helping to Establish Legislation Limits",slug:"alternatives-to-cu-applications-in-viticulture-how-r-d-projects-can-provide-applied-solutions-helpin",totalDownloads:179,totalDimensionsCites:2,doi:"10.5772/intechopen.100500",abstract:"Copper (Cu) and its based preparations have been used for over 200 years to control fungi and bacterial diseases in cultivated plants. Downy mildew caused by the obligate biotrophic oomycete Plasmopara viticola is one of the most relevant and recurrent diseases of grapevines. Recently, the use of Cu is being limited by some regulations because of its high impact at different levels (health and environmental problems). Due to its accumulation in soil, this metal causes a little controversy with the principles of sustainable production. Therefore, international legislation and initiatives have recently been arisen to start limiting its use, with the main goal to replace it. In this framework, some alternatives have been tested and others are recently being developed to replace, at least partially, the use of Cu in viticulture. Many of them, are being developed and tested under the scope of research and development EU funded projects. To not compromise sustainability targets in viticulture, results from these R&D projects need to be considered to assess the present risks of using Cu in viticulture and to better support establishing limits for its applications, considering soils vulnerability, while no sustainable alternatives are available in the market.",book:{id:"10901",title:"Grapes and Wine",coverURL:"https://cdn.intechopen.com/books/images_new/10901.jpg"},signatures:"Mario De La Fuente, David Fernández-Calviño, Bartosz Tylkowski, Josep M. Montornes, Magdalena Olkiewicz, Ruth Pereira, Anabela Cachada, Tito Caffi, Giorgia Fedele and Felicidad De Herralde"}],onlineFirstChaptersTotal:16},preDownload:{success:null,errors:{}},subscriptionForm:{success:null,errors:{}},aboutIntechopen:{},privacyPolicy:{},peerReviewing:{},howOpenAccessPublishingWithIntechopenWorks:{},sponsorshipBooks:{sponsorshipBooks:[],offset:8,limit:8,total:0},allSeries:{pteSeriesList:[{id:"14",title:"Artificial Intelligence",numberOfPublishedBooks:9,numberOfPublishedChapters:87,numberOfOpenTopics:6,numberOfUpcomingTopics:0,issn:"2633-1403",doi:"10.5772/intechopen.79920",isOpenForSubmission:!0},{id:"7",title:"Biomedical Engineering",numberOfPublishedBooks:12,numberOfPublishedChapters:98,numberOfOpenTopics:3,numberOfUpcomingTopics:0,issn:"2631-5343",doi:"10.5772/intechopen.71985",isOpenForSubmission:!0}],lsSeriesList:[{id:"11",title:"Biochemistry",numberOfPublishedBooks:27,numberOfPublishedChapters:287,numberOfOpenTopics:4,numberOfUpcomingTopics:0,issn:"2632-0983",doi:"10.5772/intechopen.72877",isOpenForSubmission:!0},{id:"25",title:"Environmental Sciences",numberOfPublishedBooks:1,numberOfPublishedChapters:9,numberOfOpenTopics:4,numberOfUpcomingTopics:0,issn:"2754-6713",doi:"10.5772/intechopen.100362",isOpenForSubmission:!0},{id:"10",title:"Physiology",numberOfPublishedBooks:11,numberOfPublishedChapters:139,numberOfOpenTopics:4,numberOfUpcomingTopics:0,issn:"2631-8261",doi:"10.5772/intechopen.72796",isOpenForSubmission:!0}],hsSeriesList:[{id:"3",title:"Dentistry",numberOfPublishedBooks:8,numberOfPublishedChapters:129,numberOfOpenTopics:0,numberOfUpcomingTopics:2,issn:"2631-6218",doi:"10.5772/intechopen.71199",isOpenForSubmission:!1},{id:"6",title:"Infectious Diseases",numberOfPublishedBooks:13,numberOfPublishedChapters:107,numberOfOpenTopics:3,numberOfUpcomingTopics:1,issn:"2631-6188",doi:"10.5772/intechopen.71852",isOpenForSubmission:!0},{id:"13",title:"Veterinary Medicine and Science",numberOfPublishedBooks:10,numberOfPublishedChapters:103,numberOfOpenTopics:3,numberOfUpcomingTopics:0,issn:"2632-0517",doi:"10.5772/intechopen.73681",isOpenForSubmission:!0}],sshSeriesList:[{id:"22",title:"Business, Management and Economics",numberOfPublishedBooks:1,numberOfPublishedChapters:12,numberOfOpenTopics:2,numberOfUpcomingTopics:1,issn:null,doi:"10.5772/intechopen.100359",isOpenForSubmission:!0},{id:"23",title:"Education and Human Development",numberOfPublishedBooks:0,numberOfPublishedChapters:0,numberOfOpenTopics:2,numberOfUpcomingTopics:0,issn:null,doi:"10.5772/intechopen.100360",isOpenForSubmission:!1},{id:"24",title:"Sustainable Development",numberOfPublishedBooks:0,numberOfPublishedChapters:10,numberOfOpenTopics:4,numberOfUpcomingTopics:1,issn:null,doi:"10.5772/intechopen.100361",isOpenForSubmission:!0}],testimonialsList:[{id:"6",text:"It is great to work with the IntechOpen to produce a worthwhile collection of research that also becomes a great educational resource and guide for future research endeavors.",author:{id:"259298",name:"Edward",surname:"Narayan",institutionString:null,profilePictureURL:"https://mts.intechopen.com/storage/users/259298/images/system/259298.jpeg",slug:"edward-narayan",institution:{id:"3",name:"University of Queensland",country:{id:null,name:"Australia"}}}},{id:"13",text:"The collaboration with and support of the technical staff of IntechOpen is fantastic. The whole process of submitting an article and editing of the submitted article goes extremely smooth and fast, the number of reads and downloads of chapters is high, and the contributions are also frequently cited.",author:{id:"55578",name:"Antonio",surname:"Jurado-Navas",institutionString:null,profilePictureURL:"https://s3.us-east-1.amazonaws.com/intech-files/0030O00002bRisIQAS/Profile_Picture_1626166543950",slug:"antonio-jurado-navas",institution:{id:"720",name:"University of Malaga",country:{id:null,name:"Spain"}}}}]},series:{item:{id:"24",title:"Sustainable Development",doi:"10.5772/intechopen.100361",issn:null,scope:"