Material properties of PVDF and SLGS.
\r\n\tThe purpose of the book is to bring together the latest knowledge about genetic diversity by presenting the studies of some of the scientists who are engaged in development of new tools and ideas used to reveal genetic diversity, often from very different perspectives. The book should prove useful to students, researchers and experts in the area of biology, medicine and agriculture.
",isbn:"978-1-80356-945-1",printIsbn:"978-1-80356-944-4",pdfIsbn:"978-1-80356-946-8",doi:null,price:0,priceEur:0,priceUsd:0,slug:null,numberOfPages:0,isOpenForSubmission:!1,isSalesforceBook:!1,isNomenclature:!1,hash:"0b1e679fcacdec2448603a66df71ccc7",bookSignature:"Prof. Mahmut Çalışkan and Dr. Sevcan Aydin",publishedDate:null,coverURL:"https://cdn.intechopen.com/books/images_new/11643.jpg",keywords:"PCR Based Methods, Protein Based Methods, Sequencing, Conservation of Genetic Resources, Natural Variation, Molecular Markers, Genetic Manipulation in Animals, Resistance to Disease, Genetic Manipulation in Plants, Use of Microorganisms in Biotechnology, Genetic Differentiation, Gene Therapy and Gene Editing",numberOfDownloads:16,numberOfWosCitations:0,numberOfCrossrefCitations:0,numberOfDimensionsCitations:0,numberOfTotalCitations:0,isAvailableForWebshopOrdering:!0,dateEndFirstStepPublish:"April 7th 2022",dateEndSecondStepPublish:"June 16th 2022",dateEndThirdStepPublish:"August 15th 2022",dateEndFourthStepPublish:"November 3rd 2022",dateEndFifthStepPublish:"January 2nd 2023",dateConfirmationOfParticipation:null,remainingDaysToSecondStep:"2 months",secondStepPassed:!0,areRegistrationsClosed:!0,currentStepOfPublishingProcess:4,editedByType:null,kuFlag:!1,biosketch:"Professor of genetics and molecular biology and Head of Biotechnology division at İstanbul University in Turkey whose main research areas include plant molecular genetics, microbial biotechnology and characterization and biotechnological use of halophilic archaeal strains.",coeditorOneBiosketch:"Associate Professor of Biotechnology Division in Department of Biology at Istanbul University in Turkey whose main research areas include genetics, environmental biotechnology and bioengineering.",coeditorTwoBiosketch:null,coeditorThreeBiosketch:null,coeditorFourBiosketch:null,coeditorFiveBiosketch:null,editors:[{id:"51528",title:"Prof.",name:"Mahmut",middleName:null,surname:"Çalışkan",slug:"mahmut-caliskan",fullName:"Mahmut Çalışkan",profilePictureURL:"https://mts.intechopen.com/storage/users/51528/images/system/51528.png",biography:"Mahmut Çalışkan is a Professor of Genetics and Molecular Biology in the Department of Biology, Biotechnology Division, Istanbul University, Turkey. He obtained a BSc from Middle East Technical University, Ankara, and a Ph.D. from the University of Leeds, England. His main research areas include the role of germin gene products during early plant development, analysis of genetic variation, polymorphisms, and the characterization and biotechnological use of halophilic archaea.",institutionString:"Istanbul University",position:null,outsideEditionCount:0,totalCites:0,totalAuthoredChapters:"1",totalChapterViews:"0",totalEditedBooks:"8",institution:{name:"Istanbul University",institutionURL:null,country:{name:"Turkey"}}}],coeditorOne:{id:"462767",title:"Dr.",name:"Sevcan",middleName:null,surname:"Aydin",slug:"sevcan-aydin",fullName:"Sevcan Aydin",profilePictureURL:"https://s3.us-east-1.amazonaws.com/intech-files/0033Y00003QRfRpQAL/Profile_Picture_2022-03-24T08:49:06.jpg",biography:"Sevcan Aydın is an Associate Professor of Biotechnology Division in Department of Biology at Istanbul University in Türkiye. 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From chapter submission and review to approval and revision, copyediting and design, until final publication, I work closely with authors and editors to ensure a simple and easy publishing process. I maintain constant and effective communication with authors, editors and reviewers, which allows for a level of personal support that enables contributors to fully commit and concentrate on the chapters they are writing, editing, or reviewing. I assist authors in the preparation of their full chapter submissions and track important deadlines and ensure they are met. I help to coordinate internal processes such as linguistic review, and monitor the technical aspects of the process. As an ASM I am also involved in the acquisition of editors. 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Halil Kavakli and Gul Cevahir Oz",coverURL:"https://cdn.intechopen.com/books/images_new/5508.jpg",editedByType:"Edited by",editors:[{id:"51528",title:"Prof.",name:"Mahmut",surname:"Çalışkan",slug:"mahmut-caliskan",fullName:"Mahmut Çalışkan"}],productType:{id:"1",chapterContentType:"chapter",authoredCaption:"Edited by"}},{type:"book",id:"4534",title:"Molecular Approaches to Genetic Diversity",subtitle:null,isOpenForSubmission:!1,hash:"47e298294c997622c48b72b4f6d06f41",slug:"molecular-approaches-to-genetic-diversity",bookSignature:"Mahmut Caliskan, Guul Cevahir Oz, I. Halil Kavakli and Birguul Ozcan",coverURL:"https://cdn.intechopen.com/books/images_new/4534.jpg",editedByType:"Edited by",editors:[{id:"51528",title:"Prof.",name:"Mahmut",surname:"Çalışkan",slug:"mahmut-caliskan",fullName:"Mahmut Çalışkan"}],productType:{id:"1",chapterContentType:"chapter",authoredCaption:"Edited by"}},{type:"book",id:"7947",title:"The Recent Topics in Genetic Polymorphisms",subtitle:null,isOpenForSubmission:!1,hash:"d77e0df1c9ae7d3721747744650bfcd3",slug:"the-recent-topics-in-genetic-polymorphisms",bookSignature:"Mahmut Çalışkan, Osman Erol and Gül Cevahir Öz",coverURL:"https://cdn.intechopen.com/books/images_new/7947.jpg",editedByType:"Edited by",editors:[{id:"51528",title:"Prof.",name:"Mahmut",surname:"Çalışkan",slug:"mahmut-caliskan",fullName:"Mahmut Çalışkan"}],productType:{id:"1",chapterContentType:"chapter",authoredCaption:"Edited by"}},{type:"book",id:"10886",title:"Genetic Polymorphisms",subtitle:"New Insights",isOpenForSubmission:!1,hash:"a71558dd7dfd16ad140168409f887f7e",slug:"genetic-polymorphisms-new-insights",bookSignature:"Mahmut Çalışkan",coverURL:"https://cdn.intechopen.com/books/images_new/10886.jpg",editedByType:"Edited by",editors:[{id:"51528",title:"Prof.",name:"Mahmut",surname:"Çalışkan",slug:"mahmut-caliskan",fullName:"Mahmut Çalışkan"}],productType:{id:"1",chapterContentType:"chapter",authoredCaption:"Edited by"}},{type:"book",id:"6694",title:"New Trends in Ion Exchange Studies",subtitle:null,isOpenForSubmission:!1,hash:"3de8c8b090fd8faa7c11ec5b387c486a",slug:"new-trends-in-ion-exchange-studies",bookSignature:"Selcan Karakuş",coverURL:"https://cdn.intechopen.com/books/images_new/6694.jpg",editedByType:"Edited by",editors:[{id:"206110",title:"Dr.",name:"Selcan",surname:"Karakuş",slug:"selcan-karakus",fullName:"Selcan Karakuş"}],productType:{id:"1",chapterContentType:"chapter",authoredCaption:"Edited by"}},{type:"book",id:"1591",title:"Infrared Spectroscopy",subtitle:"Materials Science, Engineering and Technology",isOpenForSubmission:!1,hash:"99b4b7b71a8caeb693ed762b40b017f4",slug:"infrared-spectroscopy-materials-science-engineering-and-technology",bookSignature:"Theophile Theophanides",coverURL:"https://cdn.intechopen.com/books/images_new/1591.jpg",editedByType:"Edited by",editors:[{id:"37194",title:"Dr.",name:"Theophile",surname:"Theophanides",slug:"theophile-theophanides",fullName:"Theophile Theophanides"}],productType:{id:"1",chapterContentType:"chapter",authoredCaption:"Edited by"}}]},chapter:{item:{type:"chapter",id:"49157",title:"Modeling and Control of a Smart Single-Layer Graphene Sheet",doi:"10.5772/61277",slug:"modeling-and-control-of-a-smart-single-layer-graphene-sheet",body:'In recent years, nanostructural carbon materials have received considerable interest from the scientific community due to their superior properties. Among carbon-based nanomaterials, single-layered graphene sheet (SLGS) is defined as a flat monolayer of carbon atoms tightly packed into a two-dimensional honeycomb lattice, in which carbon atoms bond covalently with their neighbors [1,2]. Graphene sheets (GSs) possess extraordinary properties, such as strong mechanical strength (Young’s modulus = 1.0 TPa), large thermal conductivity (thermal conductivity = 3000
Understanding mechanical behaviors of GSs is a key step for designing many nano-electromechanical system (NEMS) devices. Especially, stability response of GSs as NEMS component has great importance. Many studies have been carried out on the basis of nonlocal elasticity theory, which was initiated in the papers of Eringen [10-12]. He regarded the stress state at a given point as a function of the strain states of all points in the body, while the local continuum mechanics assumes that the stress state at a given point depends uniquely on the strain state at the same point. Pradhan and Murmu [13] studied small-scale effect on the buckling analysis of SLGS embedded in an elastic medium based on nonlocal plate theory. They found that the buckling loads of SLGS are strongly dependent on the small-scale coefficients and the stiffness of the surrounding elastic medium. Explicit analytical expressions for the critical buckling stresses in a monolayer GS based on nonlocal elasticity were investigated by Ansari and Rouhi [14]. They concluded that with the appropriate selection of the nonlocal parameter, the nonlocal relations are capable of yielding excellent results from the static deflection of monolayer GS under a uniformly distributed load. Also, their results showed that the importance of the small length scale is dependent on the boundary conditions of monolayer GS. Akhavan et al. [15] introduced exact solutions for the buckling analysis of rectangular Mindlin plates subjected to uniformly and linearly distributed in-plane loading on two opposite edges simply supported resting on elastic foundation. Their results indicated that the buckling load parameter increases as the thickness-to-length ratio decreases. Hashemi and Samaei [16] proposed an analytical solution for the buckling analysis of rectangular nanoplates based on the nonlocal Mindlin plate theory. They graphically presented the effects of small length scale on buckling loads for different geometrical parameters.
Samaei et al. [17] employed nonlocal Mindlin plate theory to analyze buckling of SLGS embedded in an elastic medium. They found that the effects of small length scale and surrounding elastic medium are significant to the mechanical behavior of nanoplates or SLGS and cannot be ignored. Furthermore, they showed that the nonlocal assumptions present larger buckling loads and stiffness of elastic medium in comparison to classical plate theory.
With respect to developmental works on mechanical behavior analysis of SLGS, it should be noted that none of the research mentioned above [13-17] have considered coupled double-nanoplate system. Herein, Murmu and Adhikari [18] analyzed nonlocal vibration of bonded double-nanoplate systems. Their study highlighted that the small-scale effects considerably influence the transverse vibration of NDNPS. Besides, they elucidated that the increase of the stiffness of the coupling springs in nonlocal double-nanoplate system (NDNPS) reduces the small-scale effects during the asynchronous modes of vibration. Also, nonlocal buckling behavior of bonded double-nanoplate system was studied by Murmu et al. [19] who showed that the nonlocal effects in coupled system are higher with increasing values of the nonlocal parameter for the case of synchronous buckling modes than in the asynchronous buckling modes. Moreover, their analytical results indicated that the increase of the stiffness of the coupling springs in the double-GS system reduces the nonlocal effects during the asynchronous modes of buckling. Both papers [18, 19] have considered Winkler model for simulation of elastic medium between two nanoplates. In this simplified model, a proportional interaction between pressure and deflection of SLGSs is assumed, which is carried out in the form of discrete and independent vertical springs. Whereas, Pasternak suggested considering not only the normal stresses but also the transverse shear deformation and continuity among the spring elements, and its subsequent applications for developing the model for buckling analysis proved to be more accurate than the Winkler model. To the best of our knowledge, none of works in the literature have taken into account the Pasternak model for coupled system. This study aims to couple SLGS with PVDF nanoplate by an elastic medium which is simulated by the Pasternak model.
The use of smart materials has received considerable attention due to their higher potential applicability for the mechanical behavior control in various research areas. These materials can produce control forces to structural elements according to the applied voltage. A number of researchers utilized the piezoelectric materials to control mechanical behavior. For example, analysis of composite plates with piezoelectric actuators for vibration controls using layerwise displacement theory was performed by Han and Lee [20]. Piezoelectric control of composite plate vibration was carried out by Pietrzakowski [21], who considered effect of electric potential distribution. Recently, Liao et al. [22] examined nonlinear vibration of the piezoelectric nanobeams based on the nonlocal theory by considering external voltage. They assumed an electric potential as a combination of cosine and linear variation. They observed that the positive/negative voltage decreases/increases the linear and nonlinear frequencies of the nanobeam. None of the aforementioned studies [20-22] have considered a nanostructure (e.g., SLGS) whose vibrational behavior is controlled by an elastically bonded smart material (e.g., PVDF nanoplate).
However, to date, no report has been found in the literature on buckling analysis and smart control of SLGS using elastically coupled PVDF nanoplate based on nonlocal Mindlin plate theory. Motivated by these considerations, in order to improve optimum design of nanostructures, we aim to investigate the buckling smart control of SLGS based on nonlocal Mindlin plate theory. Herein, SLGS is elastically coupled with PVDF nanoplate and controlled by applying external electric voltage in thickness direction of PVDF nanoplate. The influences of external electric voltage, small-scale parameter, elastic medium, length of SLGS, and axial half wave number on buckling behavior of SLGS have been taken into account.
Based on the theory of nonlocal piezoelasticity, the stress tensor and the electric displacement at a reference point depend not only on the strain components and electric-field components at same position but also on all other points of the body. The nonlocal constitutive behavior for the piezoelectric material can be given as follows [22]:
where
where the parameter
Based on the Mindlin plate theory, the displacement field can be expressed as [15-17]:
where
The von Kármán strains associated with the above displacement field can be expressed in the following form:
where
Consider a coupled SLGS–PVDF nanoplate system as depicted in Fig. 1, in which geometrical parameters of length
SLGS coupled by a Pasternak foundation with PVDF nanoplate subjected to applied external electric potential in thickness direction.
In a piezoelectric material, application of an electric field will cause a strain proportional to the mechanical field strength, and vice versa. The constitutive equation for stresses
where
Also, electric field
The electric potential distribution in the thickness direction of the PVDF nanoplate in the form proposed by references [21] and [24] as the combination of a half-cosine and linear variation which satisfies the Maxwell equation is adopted as follows:
where
The strain energy of the PVDF nanoplate can be expressed as:
Combining Eqs. (6)–(11) yields:
where the stress resultant-displacement relations can be written as:
in which
The external work due to surrounding elastic medium can be written as:
where
in which
The SLGS is subjected to uniform compressive edge loading along
It is noted that the superscript PVDF nanoplate in section 3.1 can be changed to
Steady-state solutions to the governing equations of the plate motion and the electric potential distribution which relate to the simply supported boundary conditions and zero electric potential along the edges of the surface electrodes can be assumed as [17,21]:
As mentioned above, it is assumed that the SLGS plate is free from any transverse loadings. Uniform compressive edge loading along
where
In this section, buckling smart control of SLGS using elastically bonded PVDF nanoplate is discussed so that the effects of nonlocal parameter, mode number, Pasternak foundation, and SLGS length on the buckling of the SLGS are also considered. For this purpose, buckling load ratio is defined as follows:
The orthotropic mechanical properties of SLGS with thickness
\n\t\t\t\t | \n\t\t\t\n\t\t\t\t | \n\t\t
| \n\t\t\t | \n\t\t
| \n\t\t\t | \n\t\t
| \n\t\t\t | \n\t\t
| \n\t\t\t | \n\t\t
\n\t\t\t | | \n\t\t
\n\t\t\t | | \n\t\t
\n\t\t\t | | \n\t\t
\n\t\t\t | | \n\t\t
\n\t\t\t | | \n\t\t
\n\t\t\t | | \n\t\t
\n\t\t\t | | \n\t\t
\n\t\t\t | | \n\t\t
Material properties of PVDF and SLGS.
The developed nonlocal theory to date is incapable of determining the small scaling parameter
In the absence of similar publications in the literature covering the same scope of the problem, one cannot directly validate the results found here. However, the present work could be partially validated based on a simplified analysis suggested by Samaei et al. [17], Pradhan [28], Murmu and Pradhan [29], and Hashemi and Samaei [16] on buckling of the SLGS for which the coupled PVDF nanoplate in this paper was ignored. For this purpose, an SLGS with
On the same basis and assuming Mindlin plate theory for buckling of SLGS embedded in a Pasternak foundation, the results obtained here are compared with those of Samaei et al. [17]. The results are shown in Fig. 2, in which buckling load ratio versus nonlocal parameter is plotted for
Comparison of buckling load ratio versus nonlocal parameter for
| \n\t\t\t | \n\t\t\t\n\t\t\t\t | \n\t\t\t\n\t\t\t\t | \n\t\t\t\n\t\t\t\t | \n\t\t\t\n\t\t\t\t | \n\t\t
100 | \n\t\t\t0.0 | \n\t\t\t9.8791 | \n\t\t\t9.8671 | \n\t\t\t9.8671 | \n\t\t\t9.8671 | \n\t\t
\n\t\t\t | 0.5 | \n\t\t\t9.4156 | \n\t\t\t9.4031 | \n\t\t\t9.4029 | \n\t\t\t9.4028 | \n\t\t
\n\t\t\t | 1.0 | \n\t\t\t8.9947 | \n\t\t\t8.9807 | \n\t\t\t8.9803 | \n\t\t\t8.9801 | \n\t\t
\n\t\t\t | 1.5 | \n\t\t\t8.6073 | \n\t\t\t8.5947 | \n\t\t\t8.5939 | \n\t\t\t8.5939 | \n\t\t
\n\t\t\t | 2.0 | \n\t\t\t8.2537 | \n\t\t\t8.2405 | \n\t\t\t8.2393 | \n\t\t\t8.2393 | \n\t\t
20 | \n\t\t\t0.0 | \n\t\t\t9.8177 | \n\t\t\t9.8067 | \n\t\t\t9.8067 | \n\t\t\t9.8067 | \n\t\t
\n\t\t\t | 0.5 | \n\t\t\t9.3570 | \n\t\t\t9.3455 | \n\t\t\t9.3455 | \n\t\t\t9.3451 | \n\t\t
\n\t\t\t | 1.0 | \n\t\t\t8.9652 | \n\t\t\t8.9528 | \n\t\t\t8.9527 | \n\t\t\t8.9522 | \n\t\t
\n\t\t\t | 1.5 | \n\t\t\t8.5546 | \n\t\t\t8.5421 | \n\t\t\t8.5420 | \n\t\t\t8.5419 | \n\t\t
\n\t\t\t | 2.0 | \n\t\t\t8.2114 | \n\t\t\t8.1900 | \n\t\t\t8.1898 | \n\t\t\t8.1898 | \n\t\t
Comparison between the buckling analysis of SLGS using the theories of classical plate, higher-order shear deformation and Mindlin plate.
The effect of the external electric voltage (
The effect of the external voltage on the buckling load ratio versus nonlocal parameter.
The effect of mode number on the buckling load ratio versus nonlocal parameter.
The effects of the SLGS length and the imposed external voltage to the PVDF nanoplate on the buckling load ratio are shown in Fig. 5. It is noted that the length of the SLGS is considered between
Figure 6 depicts the effects of axial half wave number (
Buckling smart control of SLGS using PVDF nanoplate versus shear modulus parameter (
The effect of the external voltage on the buckling load ratio versus graphene length.
The effect of the external voltage on the buckling load ratio versus axial half wave number.
The effect of the external voltage on the buckling load ratio versus shear modulus parameter.
Buckling response of graphene sheets has applications in designing many NEMS/MEMS devices such as strain sensor, mass and pressure sensors, and atomic dust detectors. Buckling smart control of the SLGS using elastically bonded PVDF nanoplate which is subjected to external voltage is the main contribution of the present paper. The elastic medium between SLGS and PVDF nanoplate is simulated by a Pasternak foundation. The governing equations are obtained based on nonlocal Mindlin plate theory so that the effects of small-scale, elastic medium coefficient, mode number, and graphene length are discussed. The results indicate that the imposed external voltage is an effective controlling parameter for buckling of the SLGS. It is found that the effect of external voltage becomes more prominent at higher nonlocal parameter and shear modulus. It is also observed that for a given length, the SLGS with negative external voltage will buckle first as compared to the SLGS with positive one. The results of this study are validated as far as possible by the buckling of SLGS in the absence of PVDF nanoplate, as presented by [16, 17, 28, and 29]. Finally, it is hoped that the results presented in this paper would be helpful for study and design of bonded systems based on smart control and electromechanical systems.
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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Aalborg University has Two Satellite Campuses, one in Copenhagen (Aalborg University Copenhagen) and the other in Esbjerg (Aalborg University Esbjerg).\n· He is a member of prestigious IEEE (Institute of Electrical and Electronics Engineers), and IAENG (International Association of Engineers) organizations. \n· He is the chief Editor of the Journal of Software Engineering.\n· He is the member of the Editorial Board of International Journal of Computer Science and Software Technology (IJCSST) and International Journal of Computer Engineering and Information Technology. \n· He is also the Editor of Communication in Computer and Information Science CCIS-20 by Springer.\n· Reviewer For Many Conferences\nHe is the lead person in making collaboration agreements between Aalborg University and many universities of Pakistan, for which the MOU’s (Memorandum of Understanding) have been signed.\nProfessor Akbar is working in Academia since 1990, he started his career as a Lab demonstrator/TA at the University of Sussex. After finishing his P. hD degree in 1992, he served in the Industry as a Scientific Officer and continued his academic career as a visiting scholar for a number of educational institutions. In 1996 he joined National University of Science & Technology Pakistan (NUST) as an Associate Professor; NUST is one of the top few universities in Pakistan. In 1999 he joined an International Company Lineo Inc, Canada as Manager Compiler Group, where he headed the group for developing Compiler Tool Chain and Porting of Operating Systems for the BLACKfin processor. The processor development was a joint venture by Intel and Analog Devices. In 2002 Lineo Inc., was taken over by another company, so he joined Aalborg University Denmark as an Assistant Professor.\nProfessor Akbar has truly a multi-disciplined career and he continued his legacy and making progress in many areas of his interests both in teaching and research. 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Antioxidant compounds act through several chemical mechanisms: hydrogen atom transfer (HAT), single electron transfer (SET), and the ability to chelate transition metals. The importance of antioxidant mechanisms is to understand the biological meaning of antioxidants, their possible uses, their production by organic synthesis or biotechnological methods, or for the standardization of the determination of antioxidant activity. In general, antioxidant molecules can react either by multiple mechanisms or by a predominant mechanism. The chemical structure of the antioxidant substance allows understanding of the antioxidant reaction mechanism. This chapter reviews the in vitro antioxidant reaction mechanisms of organic compounds polyphenols, carotenoids, and vitamins C against free radicals (FR) and prooxidant compounds under diverse conditions, as well as the most commonly used methods to evaluate the antioxidant activity of these compounds according to the mechanism involved in the reaction with free radicals and the methods of in vitro antioxidant evaluation that are used frequently depending on the reaction mechanism of the antioxidant.",book:{id:"8008",slug:"antioxidants",title:"Antioxidants",fullTitle:"Antioxidants"},signatures:"Norma Francenia Santos-Sánchez, Raúl Salas-Coronado, Claudia Villanueva-Cañongo and Beatriz Hernández-Carlos",authors:[{id:"143354",title:"Dr.",name:"Raúl",middleName:null,surname:"Salas-Coronado",slug:"raul-salas-coronado",fullName:"Raúl Salas-Coronado"},{id:"148546",title:"Dr.",name:"Norma Francenia",middleName:null,surname:"Santos-Sánchez",slug:"norma-francenia-santos-sanchez",fullName:"Norma Francenia Santos-Sánchez"},{id:"193718",title:"Dr.",name:"Beatriz",middleName:null,surname:"Hernández-Carlos",slug:"beatriz-hernandez-carlos",fullName:"Beatriz Hernández-Carlos"},{id:"278133",title:"Dr.",name:"Claudia",middleName:null,surname:"Villanueva-Cañongo",slug:"claudia-villanueva-canongo",fullName:"Claudia Villanueva-Cañongo"}]},{id:"65331",doi:"10.5772/intechopen.83731",title:"Flavonoids and Phenolic Acids as Potential Natural Antioxidants",slug:"flavonoids-and-phenolic-acids-as-potential-natural-antioxidants",totalDownloads:2757,totalCrossrefCites:35,totalDimensionsCites:78,abstract:"For centuries, aromatic herbs and spices have been added to different foods to improve the flavor and organoleptic properties. The use of aromatic plants and spices in phytotherapy is mostly related to different activities of their essential oils, such as antimicrobial, spasmolytic, carminative, hepatoprotective, antiviral, and anticarcinogenic activities. Furthermore, many studies point to strong antioxidant activities of aromatic plants and their essential oils. Knowing that phenolic compounds are the most responsible for the antioxidant activity, the amount of total phenolic contents and content of flavonoids have also been determined. In order to examine the antioxidant properties of five different extracts of Laurus nobilis L. leaves, various assays which measure free radical scavenging ability were carried out: 1,1-diphenyl-2-picrylhydrazyl, hydroxyl, superoxide anion, nitric oxide and hydroxyl radical scavenger capacity test, and lipid peroxidation assay. In all of the tests, only the EtOAc extract showed a potent antioxidant effect.",book:{id:"8008",slug:"antioxidants",title:"Antioxidants",fullTitle:"Antioxidants"},signatures:"Biljana Kaurinovic and Djendji Vastag",authors:[{id:"142369",title:"Prof.",name:"Biljana",middleName:null,surname:"Kaurinovic",slug:"biljana-kaurinovic",fullName:"Biljana Kaurinovic"},{id:"286918",title:"Prof.",name:"Djendji",middleName:null,surname:"Vastag",slug:"djendji-vastag",fullName:"Djendji Vastag"}]},{id:"65225",doi:"10.5772/intechopen.83544",title:"Antioxidant Categories and Mode of Action",slug:"antioxidant-categories-and-mode-of-action",totalDownloads:2330,totalCrossrefCites:7,totalDimensionsCites:20,abstract:"Oxidative stress has received a considerable scientific attention as a mediator in the etiology of many human diseases. Oxidative stress is the result of an imbalance between free radicals and antioxidants. Cells can be damaged by free radicals that are considered to play a main role in the aging process and diseases development. Antioxidants are the first line of defense against the detrimental effects of free radical damage, and it is essential to maintain optimal health via different mechanisms of action. Types of antioxidants range from those generated endogenously by the body cells, to exogenous agents such as dietary supplements. Antioxidant insufficiency can be developed as a result of decreased antioxidant intake, synthesis of endogenous enzymes, or increased antioxidant utilization. To maintain optimal body function, antioxidant supplementation has become an increasingly popular practice through improving free radical protection. In this chapter, we first elucidate the oxidative stress, and then define the antioxidant and its categories. Finally, introduce the antioxidants mode of actions for cell protection from free radicals.",book:{id:"8008",slug:"antioxidants",title:"Antioxidants",fullTitle:"Antioxidants"},signatures:"Manal Azat Aziz, Abdulkareem Shehab Diab and Abeer Abdulrazak Mohammed",authors:[{id:"276717",title:"Associate Prof.",name:"Manal",middleName:null,surname:"Azat Aziz",slug:"manal-azat-aziz",fullName:"Manal Azat Aziz"},{id:"286369",title:"Dr.",name:"Abdulkareem",middleName:null,surname:"Shehab Diab",slug:"abdulkareem-shehab-diab",fullName:"Abdulkareem Shehab Diab"},{id:"312155",title:"Dr.",name:"Abeer Abdulrazak",middleName:null,surname:"Mohammed",slug:"abeer-abdulrazak-mohammed",fullName:"Abeer Abdulrazak Mohammed"}]},{id:"66504",doi:"10.5772/intechopen.85468",title:"Antioxidants as a Double-Edged Sword in the Treatment of Cancer",slug:"antioxidants-as-a-double-edged-sword-in-the-treatment-of-cancer",totalDownloads:1650,totalCrossrefCites:13,totalDimensionsCites:18,abstract:"Antioxidant compounds are thought to prevent and treat diseases, especially cancer, under any circumstances. For this purpose, nature-based antioxidants nowadays are being commonly used to prevent and treat diseases. Indeed, phenolic compounds found in medicinal plants have opened a new horizon to prevent and treat diseases because of having antioxidant properties. However, some recent studies have reported that antioxidants are not absolute anticancer compounds and certain drugs have been reported to reduce levels of reactive oxygen species (ROS) in the cancer cells, i.e., their main action mechanism. It has been argued that increasing levels of ROS cause an increase in apoptosis rate and therefore can be considered an approach to treat fatal and hard-to-treat cancers. This chapter seeks to partly explain the role of ROS in progression or inhibition of cancer growth in addition to the role of antioxidants in preventing and treating this disease.",book:{id:"8008",slug:"antioxidants",title:"Antioxidants",fullTitle:"Antioxidants"},signatures:"Majid Asadi-Samani, Najmeh Kaffash Farkhad, Mohammad Reza Mahmoudian-Sani and Hedayatollah Shirzad",authors:[{id:"237542",title:"Dr.",name:"Majid",middleName:null,surname:"Asadi-Samani",slug:"majid-asadi-samani",fullName:"Majid Asadi-Samani"},{id:"275475",title:"Dr.",name:"Mohammad",middleName:null,surname:"Reza Mahmoudian-Sani",slug:"mohammad-reza-mahmoudian-sani",fullName:"Mohammad Reza Mahmoudian-Sani"},{id:"295230",title:"Dr.",name:"Najmeh",middleName:null,surname:"Kafash Farkhad",slug:"najmeh-kafash-farkhad",fullName:"Najmeh Kafash Farkhad"},{id:"295231",title:"Dr.",name:"Hedayatollah",middleName:null,surname:"Shirzad",slug:"hedayatollah-shirzad",fullName:"Hedayatollah Shirzad"}]},{id:"65067",doi:"10.5772/intechopen.82879",title:"Diseases Related to Types of Free Radicals",slug:"diseases-related-to-types-of-free-radicals",totalDownloads:1821,totalCrossrefCites:9,totalDimensionsCites:13,abstract:"The free radicals are reactive molecules with electron-rich groups produced during metabolic reactions occurring in the cells. These free radicals are collectively known as reactive oxygen species (ROS) and reactive nitrogen species (RNS). Lipid peroxidation products and protein carbonyls species are under the group of ROS, and nitric oxide and peroxynitrites are under the group of RNS. The malondialdehyde that reacts with LDL-C indirectly induced the risk of atherosclerosis. The protein carbonyls acts as marker of protein oxidation and exerts damage to proteins. The nitric oxide plays an important role in DNA damage, inflammation, proliferation of cancer cells, and dysfunction of apoptosis. The peroxynitrites could induce the process of lipid peroxidation, DNA damage, and may exert chronic damage to all biomolecules. The aim of the present study is that the free radicals may react with biomolecules of the cells and play an important role in the development of chronic disease conditions in the humans.",book:{id:"8008",slug:"antioxidants",title:"Antioxidants",fullTitle:"Antioxidants"},signatures:"Narendra Maddu",authors:[{id:"272889",title:"Dr.",name:"Narendra",middleName:null,surname:"Maddu",slug:"narendra-maddu",fullName:"Narendra Maddu"}]}],mostDownloadedChaptersLast30Days:[{id:"66259",title:"Antioxidant Compounds and Their Antioxidant Mechanism",slug:"antioxidant-compounds-and-their-antioxidant-mechanism",totalDownloads:7587,totalCrossrefCites:58,totalDimensionsCites:152,abstract:"An antioxidant is a substance that at low concentrations delays or prevents oxidation of a substrate. Antioxidant compounds act through several chemical mechanisms: hydrogen atom transfer (HAT), single electron transfer (SET), and the ability to chelate transition metals. The importance of antioxidant mechanisms is to understand the biological meaning of antioxidants, their possible uses, their production by organic synthesis or biotechnological methods, or for the standardization of the determination of antioxidant activity. In general, antioxidant molecules can react either by multiple mechanisms or by a predominant mechanism. The chemical structure of the antioxidant substance allows understanding of the antioxidant reaction mechanism. This chapter reviews the in vitro antioxidant reaction mechanisms of organic compounds polyphenols, carotenoids, and vitamins C against free radicals (FR) and prooxidant compounds under diverse conditions, as well as the most commonly used methods to evaluate the antioxidant activity of these compounds according to the mechanism involved in the reaction with free radicals and the methods of in vitro antioxidant evaluation that are used frequently depending on the reaction mechanism of the antioxidant.",book:{id:"8008",slug:"antioxidants",title:"Antioxidants",fullTitle:"Antioxidants"},signatures:"Norma Francenia Santos-Sánchez, Raúl Salas-Coronado, Claudia Villanueva-Cañongo and Beatriz Hernández-Carlos",authors:[{id:"143354",title:"Dr.",name:"Raúl",middleName:null,surname:"Salas-Coronado",slug:"raul-salas-coronado",fullName:"Raúl Salas-Coronado"},{id:"148546",title:"Dr.",name:"Norma Francenia",middleName:null,surname:"Santos-Sánchez",slug:"norma-francenia-santos-sanchez",fullName:"Norma Francenia Santos-Sánchez"},{id:"193718",title:"Dr.",name:"Beatriz",middleName:null,surname:"Hernández-Carlos",slug:"beatriz-hernandez-carlos",fullName:"Beatriz Hernández-Carlos"},{id:"278133",title:"Dr.",name:"Claudia",middleName:null,surname:"Villanueva-Cañongo",slug:"claudia-villanueva-canongo",fullName:"Claudia Villanueva-Cañongo"}]},{id:"65225",title:"Antioxidant Categories and Mode of Action",slug:"antioxidant-categories-and-mode-of-action",totalDownloads:2329,totalCrossrefCites:7,totalDimensionsCites:20,abstract:"Oxidative stress has received a considerable scientific attention as a mediator in the etiology of many human diseases. Oxidative stress is the result of an imbalance between free radicals and antioxidants. Cells can be damaged by free radicals that are considered to play a main role in the aging process and diseases development. Antioxidants are the first line of defense against the detrimental effects of free radical damage, and it is essential to maintain optimal health via different mechanisms of action. Types of antioxidants range from those generated endogenously by the body cells, to exogenous agents such as dietary supplements. Antioxidant insufficiency can be developed as a result of decreased antioxidant intake, synthesis of endogenous enzymes, or increased antioxidant utilization. To maintain optimal body function, antioxidant supplementation has become an increasingly popular practice through improving free radical protection. In this chapter, we first elucidate the oxidative stress, and then define the antioxidant and its categories. Finally, introduce the antioxidants mode of actions for cell protection from free radicals.",book:{id:"8008",slug:"antioxidants",title:"Antioxidants",fullTitle:"Antioxidants"},signatures:"Manal Azat Aziz, Abdulkareem Shehab Diab and Abeer Abdulrazak Mohammed",authors:[{id:"276717",title:"Associate Prof.",name:"Manal",middleName:null,surname:"Azat Aziz",slug:"manal-azat-aziz",fullName:"Manal Azat Aziz"},{id:"286369",title:"Dr.",name:"Abdulkareem",middleName:null,surname:"Shehab Diab",slug:"abdulkareem-shehab-diab",fullName:"Abdulkareem Shehab Diab"},{id:"312155",title:"Dr.",name:"Abeer Abdulrazak",middleName:null,surname:"Mohammed",slug:"abeer-abdulrazak-mohammed",fullName:"Abeer Abdulrazak Mohammed"}]},{id:"62579",title:"Where and How in the mTOR Pathway Inhibitors Fight Aging: Rapamycin, Resveratrol, and Metformin",slug:"where-and-how-in-the-mtor-pathway-inhibitors-fight-aging-rapamycin-resveratrol-and-metformin",totalDownloads:2663,totalCrossrefCites:3,totalDimensionsCites:3,abstract:"The molecular mechanisms underlying the quality and quantity of life extension appear to sometimes be orthogonal. For example, while resveratrol has continued to prove beneficial in reducing obesity, it has had less efficacy in extending lifespan. On the other hand, rapamycin and the chemically similar rapalogs extend lifespan across genera of life from yeast, to nematodes, to mice. Caloric restriction (CR) and bioavailable small molecules, which mimic a fasted state, upregulate autophagy, catabolism of fats over anabolism of carbohydrates, and decrease oxidative stress and inflammation. CR mimics are currently being investigated to elucidate the best dosage, route of administration, timing in life, where best to inhibit in the mTOR pathway, and effects of long-term use on mTORC1 verse mTORC2 complexes. Comparisons between rapamycin, resveratrol, and metformin targets, downstream pathway effects, dosage, and clinical trials will be discussed.",book:{id:"7258",slug:"resveratrol-adding-life-to-years-not-adding-years-to-life",title:"Resveratrol",fullTitle:"Resveratrol - Adding Life to Years, Not Adding Years to Life"},signatures:"Sage Arbor",authors:[{id:"245319",title:"Ph.D.",name:"Sage",middleName:null,surname:"Arbor",slug:"sage-arbor",fullName:"Sage Arbor"}]},{id:"65331",title:"Flavonoids and Phenolic Acids as Potential Natural Antioxidants",slug:"flavonoids-and-phenolic-acids-as-potential-natural-antioxidants",totalDownloads:2755,totalCrossrefCites:35,totalDimensionsCites:78,abstract:"For centuries, aromatic herbs and spices have been added to different foods to improve the flavor and organoleptic properties. The use of aromatic plants and spices in phytotherapy is mostly related to different activities of their essential oils, such as antimicrobial, spasmolytic, carminative, hepatoprotective, antiviral, and anticarcinogenic activities. Furthermore, many studies point to strong antioxidant activities of aromatic plants and their essential oils. Knowing that phenolic compounds are the most responsible for the antioxidant activity, the amount of total phenolic contents and content of flavonoids have also been determined. In order to examine the antioxidant properties of five different extracts of Laurus nobilis L. leaves, various assays which measure free radical scavenging ability were carried out: 1,1-diphenyl-2-picrylhydrazyl, hydroxyl, superoxide anion, nitric oxide and hydroxyl radical scavenger capacity test, and lipid peroxidation assay. In all of the tests, only the EtOAc extract showed a potent antioxidant effect.",book:{id:"8008",slug:"antioxidants",title:"Antioxidants",fullTitle:"Antioxidants"},signatures:"Biljana Kaurinovic and Djendji Vastag",authors:[{id:"142369",title:"Prof.",name:"Biljana",middleName:null,surname:"Kaurinovic",slug:"biljana-kaurinovic",fullName:"Biljana Kaurinovic"},{id:"286918",title:"Prof.",name:"Djendji",middleName:null,surname:"Vastag",slug:"djendji-vastag",fullName:"Djendji Vastag"}]},{id:"66161",title:"Antioxidants: Natural Antibiotics",slug:"antioxidants-natural-antibiotics",totalDownloads:1607,totalCrossrefCites:5,totalDimensionsCites:8,abstract:"The aim of this current piece of writing is to draw the attention of readers and researchers toward the natural antioxidants that can take the place of synthetic antibiotics to avoid bacterial resistance and gastrotoxicity/nephrotoxicity. Antioxidants such as polyphenols, vitamins, and carotenoids are the organic compounds mainly extracted from natural sources and dominantly involved in boosting the defense system of organisms. The main public health-related issue over the globe is ever-growing bacterial resistance to synthetic antibiotics, which is being continuously reported during the last decade. Further, the pipeline of the development of new synthetic antibacterial agents to replace the resistant antibiotics in clinical set-up is gradually drying up. This scenario originated the concept to revive the interest toward natural antibacterial products due to their chemical diversity, which provide important therapeutic effect and make the microbes unable to copy them for creating resistance. Natural products, especially polyphenols had been seen in antioxidant, antibacterial, anticancer, anti-inflammation, and antiviral activities with encouraging results. In this chapter, we will focus over the role of natural antioxidants as antibacterial agents.",book:{id:"8008",slug:"antioxidants",title:"Antioxidants",fullTitle:"Antioxidants"},signatures:"Syed Ali Raza Naqvi, Sana Nadeem, Sana Komal, Syed Ali Asad Naqvi, Muhammad Samee Mubarik, Sajid Yaqub Qureshi, Shahzad Ahmad, Ali Abbas, Muhammad Zahid, Naeem-Ul-Haq Khan, Syed Shujat Raza and Nosheen Aslam",authors:[{id:"259190",title:"Dr.",name:"Syed Ali Raza",middleName:null,surname:"Naqvi",slug:"syed-ali-raza-naqvi",fullName:"Syed Ali Raza Naqvi"},{id:"287649",title:"Ms.",name:"Sana",middleName:null,surname:"Nadeem",slug:"sana-nadeem",fullName:"Sana Nadeem"},{id:"287650",title:"Ms.",name:"Sana",middleName:null,surname:"Komal",slug:"sana-komal",fullName:"Sana Komal"},{id:"287652",title:"Dr.",name:"Muhammad Samee",middleName:null,surname:"Mubarik",slug:"muhammad-samee-mubarik",fullName:"Muhammad Samee 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