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Abstract The Permian Fengcheng Formation (P1f.) in the Hashan area, situated on the southwestern margin of the Junggar Basin, has witnessed a remarkable breakthrough in shale oil exploration in recent years with nearly 789 million tons of shale oil resources. As a unique set of mixed sedimentary shales, the Fengcheng Formation in the Hashan area is characterized by mixed sedimentation of terrigenous siliciclastic sediments, authigenic minerals, and tuffaceous materials. However, the understanding of pore characteristics in the mixed sedimentary reservoir still remains limited, prohibiting accurate estimation of the oil content and insights into oil mobility. Scanning electron microscopy (SEM), X-ray diffraction (XRD), mercury injection capillary pressure (MICP), nuclear magnetic resonance (NMR), X-Ray Computer Tomography (X-CT), and geochemical analysis were performed to investigate the pore size distribution and main controlling factors of the mixed sedimentary reservoir. Results showed that the main pore types in the mixed sedimentary reservoir are intergranular pores and dissolution pores. The pores of the P1f. mixed shales in the Hashan area were classified into II-micropores ( 1000 nm). In general, the mixed sedimentary rocks of P1f. formation feature few macropores but a large number of micropores and mesopores. The CS exhibits the most favourable physical properties among all lithofacies. It is concluded that the abundance and maturity of organic matter, mineral composition, sedimentary structure, and diagenesis of reservoir together impact the pore structure in the mixed sedimentary reservoirs. The maturity of organic matter and the content of tuffaceous minerals are the most significant in influencing the pore structure of P1f. shales. Overall, the pore structure of complex lithologic reservoir formed by mixed deposition and its influence on physical properties are studied, and the characteristics of the microscopic pore-throat system of the dominant lithofacies in the Hashan area are clarified, which is of great significance as a guide for the exploration and development of mixed sedimentary reservoirs in continental shale oil in China.

Liver sinusoidal endothelial cells (LSECs) are the predominant endothelial cells (ECs) and the most abundant type of non-parenchymal cells (NPCs) in the liver, lining the low-shear sinusoidal channels. LSECs are not only a physical barrier but play multifunctional roles, like endocytosis, antigen presentation, and immune cell trafficking, as well as positively promoting disease development patho-physiologically. In physical conditions, LSEC demonstrates unique structures that can distinguish it from other endothelia in other organs. Capillarization of LSEC, a dysfunctional phenotype, is the essential event from fibrosis to cirrhosis and finally to hepatocellular carcinoma (HCC). They further precede angiogenesis and vasoconstriction, facilitating the immunosuppressive microenvironment. Targeting abnormal ECs in HCC has demonstrated great potential in enhancing the efficacy of immunotherapy. Multiple approaches have been employed for EC normalization, including nanoparticles (NPs). Evidence has shown that NP-mediated drug systems can greatly normalize ECs and increase anti-tumor efficiency. This review discusses multiple NP platforms, focusing on their potential in HCC. We further discuss the immune modulation of tumor microenvironment (TME) through NP application in HCC.

Highlights A stretchable, transparent, and ultra-broadband (0.1–10 THz) terahertz shielding MXene (Ti3C2Tx) film has been fabricated by a structure engineering strategy. Theoretical calculations indicate that the wrinkled structure enhances the film's conductivity and surface plasmon resonances, resulting in an improved THz wave absorption. The wrinkled MXene films exhibit superb conformability to surfaces with random curvatures, and can be used as a shielding film for THz imaging.

The orphan nuclear receptor Nur77 is a critical regulator of the survival and death of tumor cells. The pro-death effect of Nur77 can be regulated by its interaction with Bcl-2, resulting in conversion of Bcl-2 from a survival to killer. As Bcl-2 is overexpressed in various cancers preventing them from apoptosis and promoting their resistance to chemotherapy, targeting the apoptotic pathway of Nur77/Bcl-2 may lead to new cancer therapeutics. Here, we report our identification of XS561 as a novel Nur77 ligand that induces apoptosis of tumor cells by activating the Nur77/Bcl-2 pathway. In vitro and animal studies revealed an apoptotic effect of XS561 in a range of tumor cell lines including MDA-MB-231 triple-negative breast cancer (TNBC) and MCF-7/LCC2 tamoxifen-resistant breast cancer (TAMR) in a Nur77-dependent manner. Mechanistic studies showed XS561 potently induced the translocation of Nur77 from the nucleus to mitochondria, resulting in mitochondria-related apoptosis. Interestingly, XS561-induced accumulation of Nur77 at mitochondria was associated with XS561 induction of Nur77 phase separation and the formation of Nur77/Bcl-2 condensates. Together, our studies identify XS561 as a new activator of the Nur77/Bcl-2 apoptotic pathway and reveal a role of phase separation in mediating the apoptotic effect of Nur77 at mitochondria.

Highlights A transparent, conductive, and flexible metal mesh film has been developed by a low-cost, uniform self-forming crackle template and electroplating strategy. The Cu mesh films show an ultra-low sheet resistance (0.18 Ω □−1), high transmittance (85.8%@550 nm), high figure of merit (> 13,000), excellent stretchability and mechanical stability. The metal mesh film can be used as a flexible heater and electromagnetic interference shielding film (40.4 dB at 2.5 μm).

Summary: The dysfunction of matriptase, a membrane-anchored protease, is highly related to the progression of skin and breast cancers. Epidermal growth factor (EGF)-induced matriptase activation and cancer invasion are known but with obscure mechanisms. Here, we demonstrate a vesicular-trafficking-mediated interplay between matriptase and EGF signaling in cancer promotion. We found that EGF induces matriptase to undergo endocytosis together with the EGF receptor, followed by acid-induced activation in endosomes. Activated matriptase is then secreted extracellularly on exosomes to catalyze hepatocyte growth factor precursor (pro-HGF) cleavage, resulting in autocrine HGF/c-Met signaling. Matriptase-induced HGF/c-Met signaling represents the second signal wave of EGF, which promotes cancer cell scattering, migration, and invasion. These findings demonstrate a role of vesicular trafficking in efficient activation and secretion of membrane matriptase and a reciprocal regulation of matriptase and EGF signaling in cancer promotion, providing insights into the physiological functions of vesicular trafficking and the molecular pathological mechanisms of skin and breast cancers.

Abstract Background The maturation of microRNAs (miRNAs) successively undergoes Drosha, Dicer, and Argonaute ˗mediated processing, however, the intricate regulations of the individual miRNA maturation are largely unknown. Retinoid x receptor alpha (RXRα) belongs to nuclear receptors that regulate gene transcription by binding to DNA elements, however, whether RXRα binds to miRNAs to exert physiological functions is not known. Results In this work, we found that RXRα directly binds to the precursor of miR-103 (pre-miR-103a-2) via its DNA-binding domain with a preferred binding sequence of AGGUCA. The binding of RXRα inhibits the processing of miR-103 maturation from pre-miR-103a-2. Mechanistically, RXRα prevents the nuclear export of pre-miR-103a-2 for further processing by inhibiting the association of exportin-5 with pre-miR-103a-2. Pathophysiologically, the negative effect of RXRα on miR-103 maturation correlates to the positive effects of RXRα on the expression of Dicer, a target of miR-103, and on the inhibition of breast cancer. Conclusions Our findings unravel an unexpected role of transcription factor RXRα in specific miRNA maturation at post-transcriptional level through pre-miRNA binding, and present a mechanistic insight regarding RXRα role in breast cancer progression.

Abstract Owing to the conductance-adjustable performance, the emerging two-terminal memristors are promising candidates for artificial synapses and brain-spired neuromorphic computing. Although memristors based on molybdenum disulfide (MoS2) have displayed outstanding performance, such as thermal stability and high energy efficiency, reports on memristors based on MoS2 as the functional layer to simulate synaptic behavior are limited. Herein, a homologous Mo2C/MoS2-based memristor is prepared by partially sulfuring two-dimensional Mo2C crystal. The memristor shows good stability, excellent retention (~104 s) and endurance (>100 cycles), and a high ON/OFF ratio (>103). Moreover, for comprehensively mimicking biological synapses, the essential synaptic functions of the device are systematically analyzed, including paired-pulse facilitation (PPF), short-term plasticity (STP), long-term plasticity (LTP), long-term depression (LTD), and the transitions from STP to LTP. Notably, this artificial synapse could keep a high-level stable memory for a long time (60 s) after repeated stimulation. These results prove that our device is highly desirable for biological synapses, which show great potential for application in future high-density storage and neuromorphic computing systems.

Abstract Existing polarization-based defogging algorithms rely on the polarization degree or polarization angle and are not effective enough in scenes with little polarized light. In this article, a method of image restoration for both haze and underwater scattering environment is proposed. It bases on the general assumption that gray variance and average gradient of a clear image are larger than those of an image in a scattering medium. Firstly, based on the assumption, polarimetric images with the maximum variance (I best ) and minimum variance (I worst ) are calculated from the captured four polarization images. Secondly, the transmittance is estimated and used to remove the scattering light from background medium of I best and I worst . Thirdly, two images are fused to form a clear image and the color is also restored. Experimental results show that the proposed method obtains clear restored images both in haze and underwater scattering media. Because it does not rely on the polarization degree or polarization angle, it is more universal and suitable for scenes with little polarized light.

Continuous welded rails on bridges are extensively employed in high-speed railways, where trains are predominantly electrically powered, and the open-air catenary represents the weakest link in the system. Despite the widespread use of continuous welded rail on bridges for high-speed railways, there exists a relative dearth of research on their vulnerability, particularly regarding seismic vulnerability studies that consider the catenary, track type, and bridge collectively. The vulnerability of fasteners and catenary on bridges under the longitudinal resistance of the line was investigated by constructing a 7−32 m high-speed railway double-line simply-supported box girder bridge. It reveals, for the first time, the influence of the longitudinal resistance of the line on the vulnerability of fasteners and catenary under seismic action. The study indicates that both the fasteners’ and catenary’s vulnerability increases with the intensity of ground shaking, with the catenary being more susceptible. The longitudinal resistance of the line has a greater impact on the fasteners’ vulnerability than the catenary. When the degree of damage is minimal, the order of damage to the fasteners is the ballasted track, small resistance fastener, and ballastless track when the probability of exceedance is 5%. The ballastless track can significantly increase the probability of no damage to the fasteners, and it is recommended that the ballastless track be used when designing high-speed railway bridges in earthquake-prone regions.

Methanol (CH3OH) is a liquid hydrogen (H2) source that effectively releases H2 and is convenient for transportation. Traditional thermocatalytic CH3OH reforming reaction is used to produce H2, but this process needs to undergo high reaction temperature (e.g., 200 °C) along with a catalyst and a large amount of carbon dioxide (CO2) emission. Although photocatalysis and photothermal catalysis under mild conditions are proposed to replace the traditional thermal catalysis to produce H2 from CH3OH, they still inevitably produce CO2 emissions that are detrimental to carbon neutrality. Here, we, for the first time, report an ultrafast and highly selective production of H2 without any catalysts and no CO2 emission from CH3OH by laser bubbling in liquid (LBL) at room temperature and atmospheric pressure. We demonstrate that a super high H2 yield rate of 33.41 mmol·h−1 with 94.26% selectivity is achieved upon the laser-driven process. This yield is 3 orders of magnitude higher than the best value reported for photocatalytic and photothermal catalytic H2 production from CH3OH to date. The energy conversion efficiency of laser light to H2 and CO can be up to 8.5%. We also establish that the far from thermodynamic equilibrium state with high temperature inside the laser-induced bubble and the kinetic process of rapid quenching of bubbles play crucial roles in H2 production upon LBL. Thermodynamically, the high temperature induced using laser in bubbles ensures fast and efficient release of H2 from CH3OH decomposition. Kinetically, rapidly quenching of laser-induced bubbles can inhibit reverse reaction and can keep the products in the initial stage, which guarantees high selectivity. This study presents a laser-driven ultrafast and highly selective production of H2 from CH3OH under normal conditions beyond catalytic chemistry.

The strong heterogeneity characteristics of deep-buried clastic low-permeability reservoirs may lead to great risks in hydrocarbon exploration and development, which makes the accurate identification of reservoir lithofacies crucial for improving the obtained exploration results. Due to the very limited core data acquired from deep drilling, lithofacies logging identification has become the most important method for comprehensively obtaining the rock information of deep-buried reservoirs and is a fundamental task for carrying out reservoir characterization and geological modeling. In this study, a machine learning method is introduced to lithofacies logging identification, to explore an accurate lithofacies identification method for deep fluvial-delta sandstone reservoirs with frequent lithofacies changes. Here Sangonghe Formation in the Central Junggar Basin of China is taken as an example. The K-means-based synthetic minority oversampling technique (K-means SMOTE) is employed to solve the problem regarding the imbalanced lithofacies data categories used to calibrate logging data, and a probabilistic calibration method is introduced to correct the likelihood function. To address the situation in which traditional machine learning methods ignore the geological deposition process, we introduce a depositional prior for controlling the vertical spreading process based on a Markov chain and propose an improved Bayesian inversion process for training on the log data to identify lithofacies. The results of a series of experiments show that, compared with the traditional machine learning method, the new method improves the recognition accuracy by 20%, and the predicted petrographic vertical distribution results are consistent with geological constraints. In addition, SMOTE and probabilistic calibration can effectively handle data imbalance problems so that different categories can be adequately learned. Also the introduction of geological prior has a positive impact on the overall distribution, which significantly improves the accuracy and recall rate of the method. According to this comprehensive analysis, the proposed method greatly enhanced the identification of the lithofacies distributions in the Sangonghe Formation. Therefore, this method can provide a tool for logging lithofacies interpretation of deep and strongly heterogeneous clastic reservoirs in fluvial-delta and other depositional environments.

The Delingha Sag that witnessed the Indosinian, Yanshanian and Himalayan orogenies since the Mesozoic, is a potential petroliferous Meso-Cenozoic sag located in the eastern segment of the northern margin of the Qaidam Basin in North Tibet. Surrounded by orogenic belts in the north and south boundaries, and by strike-slip faults sub-parallel to the Altyn Mountains in the east and west boundaries, the Jurassic provenances of the Delingha Sag are debated. Here, we use detrital zircon isotope age data, detritus composition and paleocurrents analyses to investigate the Jurassic provenances in the Delingha Sag. The provenance transition mechanism of faulted intermountain basin affected by strike-slip faults is also summarized. The results show that the provenances of the Delingha Sag include not only the distal, but also proximal sources. The distal provenances include that from the South Qilian Orogen to the north and that from the Aimunike-Dadakenwula Mountain to the south, which were mainly affected by the orogenic boundary fault tectonic activities in the north and south boundaries of the Delingha Sag. The more important proximal provenances, included the Zongwulong Orogen to the north, the North Qaidam HP/UHP Metamorphic Belt and the Maoniushan Mountain to the south, are mainly affected by the strike-slip faulting in the east and west boundaries of the sag. Provenance direction of early Middle Jurassic is SSW, while the direction of later Middle Jurassic and Upper Jurassic is NNW. Provenance transition from early Middle Jurassic to later Middle Jurassic and Upper Jurassic of the Delingha Sag was mainly affected by the intensity of sinistral strike-slip faulting. When the strike-slip faulting was stronger in the eastern boundary of the sag, the southern provenance was formed to provide sources for the sag during early Middle Jurassic. When the strike-slip faulting was stronger in the western boundary of the sag during later Middle Jurassic and Late Jurassic, the northern provenance worked to supply for the sag.

The Paleo-Asian Ocean controlled the tectonic evolution of Northeast Asia and formed the Karamaili Orogenic Belt in the eastern Junggar basin. However, the chronological constrain of the evolution of the paleo-Karamaili Ocean remains unclear. In this study, we focused on the sandstones of the Lower Jurassic Badaowan and Sangonghe Formations in the Dongdaohaizi Depression, Junggar basin near the Karamaili orogenic belt. After detailed observations and descriptions of the macroscopic features of the sandstone, we obtained information on petrology and geochronology. The Dickinson diagrams indicate that the provenance area had the characteristics of a transitional and recycling provenance, which is a collisional orogenic belt with a background of oceanic-continental subduction. The detrital zircon ages of the Lower Jurassic sediments in the Dongdaohaizi Depression can be divided into three peaks: ~300 Ma, ~420 Ma, and ~510 Ma for Badaowan Formation and ~310 Ma, ~410 Ma, and ~500 Ma for Sangonghe Formation. The youngest detrital zircon age is 241 ± 2 Ma, representing an Early Permian depositional age. Combined with previous studies, the sediments in the study area represent a provenance from the Karamaili Ocean. During the Early Jurassic, the consistent subduction of the residual East Junggar Ocean induced continuous uplift in the Karamaili region, resulting in an increasing exposure of deep-seated rocks to provide sedimentary material. According to the tectonic background of the Junggar region, the results indicate that the Karamaili Ocean, as part of the Paleo-Asian Ocean, experienced three evolutionary stages: Cambrian-Early Silurian (460–540 Ma), Late Silurian-Early Carboniferous (360–440 Ma), and Late Carboniferous–Triassic (240–340 Ma).

Diatomic site catalysts utilize two adjacent atomic metal species for their complementary functionalities and synergistic actions. Here, the authors report the orbital coupling of hetero-diatomic nickel-iron site boosts CO2 reduction reaction and oxygen evolution reaction.

Inhibitor of Differentiation 1 (ID1) is an oncogene for colorectal cancer. Here, the authors show a complex interplay between nuclear receptor Nur77 and Transforming Growth Factor-β (TGFβ) to regulate ID1 expression at both transcriptional and post-translational levels which is relevant to colon cancer stemness, metastasis and resistance to oxaliplatin.

Although different types of drugs are available for postmenopausal osteoporosis, the limitations of the current therapies including drug resistances and adverse effects require identification of novel anti-osteoporosis agents. Here, we defined that norlichexanthone (NOR), a natural product, is a ligand of estrogen receptor-alpha (ERα) and revealed its therapeutic potential for postmenopausal osteoporosis. We used mammalian-one hybrid assay to screen for ERα modulators from crude extracts of several plant endophytes. As a result, NOR purified from the extract of endophyte ARL-13 was identified as a selective ERα modulator. NOR directly bound to ERα with an affinity in nanomolar range, revealing that it is a natural ligand of ERα. NOR induced osteoblast formation in MC3T3-E1 precursor cells. Conversely, NOR inhibited receptor activator of nuclear factor-kappa B ligand (RANKL)-induced osteoclast formation in both RAW264.7 macrophages and mouse primary monocytes. Mechanistically, NOR inhibited RANKL-induced association of ERα and TRAF6 to prevent ERα-mediated TRAF6 activation via Lys63-linked ubiquitination. Importantly, NOR exhibited potent anti-osteoporosis efficacy in an ovariectomized mouse model. Comparing to estrogen, NOR was of much less capability in stimulating endometrial hyperplasia and promoting mammalian cancer cell proliferation. Taken together, our study identified NOR as a natural and high affinity ligand of ERα with substantial anti-osteoporosis but less estrogenic activity.

The thermal evolution of source rocks and the generation of oil and gas were not isolated reactions of kerogen pyrolysis but were comprehensively controlled by many influencing factors. In this study, using Permian source rock samples from Junggar Basin, a large number of high-temperature thermal simulation experiments were carried out to study the characteristics of kerogen, for example, thermal evolution degree and hydrocarbon yield, and their influences under the open system, closed system, and different temperature–pressure conditions. The results show that the hydrocarbon yield under the low heating rate is higher than that under the high heating rate, and the hydrocarbon generation reaction can be fully carried out under the low heating rate, which is more favorable for hydrocarbon generation; with the increase in pressure in the reaction system, the dominant frequency of activation energy of hydrocarbon generation gradually decreases. In terms of the hydrocarbon yield, the oil yield is higher in a high-pressure environment, especially the yield of C6-14 component in hydrocarbons is obviously increased, while there is a relatively small difference between the C14+ components. The result of this research provides a scientific evidence for evaluating the evolution process, hydrocarbon generation kinetics, and hydrocarbon resource potential of source rocks under different temperature–pressure conditions.

Down syndrome (DS), or trisomy 21, is one of the critical risk factors for early-onset Alzheimer’s disease (AD), implicating key roles for chromosome 21–encoded genes in the pathogenesis of AD. We previously identified a role for the deubiquitinase USP25, encoded on chromosome 21, in regulating microglial homeostasis in the AD brain; however, whether USP25 affects amyloid pathology remains unknown. Here, by crossing 5×FAD AD and Dp16 DS mice, we observed that trisomy 21 exacerbated amyloid pathology in the 5×FAD brain. Moreover, bacterial artificial chromosome (BAC) transgene–mediated USP25 overexpression increased amyloid deposition in the 5×FAD mouse brain, whereas genetic deletion of Usp25 reduced amyloid deposition. Furthermore, our results demonstrate that USP25 promoted β cleavage of APP and Aβ generation by reducing the ubiquitination and lysosomal degradation of both APP and BACE1. Importantly, pharmacological inhibition of USP25 ameliorated amyloid pathology in the 5×FAD mouse brain. In summary, we identified the DS-related gene USP25 as a critical regulator of AD pathology, and our data suggest that USP25 serves as a potential pharmacological target for AD drug development.

In order to study the railway line deformation and dynamic response of ballastless track structure under train load during jacking rectification fixing, a three-dimensional numerical model of the CRTS II slab ballastless track on subgrade is established by using the finite element method. The line deformation rule and local damage rule of ballastless track under jacking force are analyzed. The dynamic response laws of track structure and subgrade bed are compared considering four different connection modes between the base plate and subgrade bed under different train speeds in the process of jacking rectification fixing. The results show that jacking force and dissociation length have a small influence on the deviation value and the critical jacking force should be smaller than 375 kN in single point jacking. Under the condition of multi-point jacking, when the jacking loading length equals to 5 slabs, the critical jacking force should be smaller than 275 kN and the maximum lateral deviation value is about 22.11 mm. It is necessary to restrict the speed of passing trains to no more than 150 km/h during the jacking rectification fixing for dissociation condition without temporary restraint. When temporary restraint is applied, the speed of the train can be increased appropriately according to the actual situation. The above study results could be used as a theoretical reference for the ballastless track deviation correction.

This paper presents exact solutions for the mechanical behavior of the interface during the normal collision between a rigid sphere and an elastic half-space based on kinematics and particle dynamics theory. The interfacial contact stress is significantly different from the static solution obtained from the Hertz contact theory. Firstly, according to the kinematics theory, the elastic half-space interface deformation of the sphere and the half-space interface in the collision process is divided into the deformation of the contact area and the non-contact area. The curve of the non-contract area is strictly antisymmetric to the deformation curve of the contact area, and the lateral deformation for each particle at the interface can be neglected when the collision depth is relatively small. Then, the vertical deformation equation of the contact area of the half-space interface, the dynamic equation of the rigid sphere, and the dynamic equation of the interface particle in the contact region are established. The proportional relationship between the stress or strain of any particle in the contact area, the stress or strain of the collision center point, and the method for determining the maximum collision depth are obtained. The equal deformation depth in the contact and non-contact regions, and the proportional relationship between the stress or strain in the contact area and the center point of the collision at any moment are consistent with the Hertz contact theory, which verifies the reliability of the current study. Taking the sphere of no initial velocity collides with the half-space under pure gravity as an example, when the elastic half-space Poisson’s ratio is taken as 0.2–0.4, the ratio of the maximum contact stress determined by the Hertz theory and the current solution when the sphere reaches the maximum collision depth is 0.58–0.54. Based on this study, the contact stress and its distribution in the interfacial contact region can be obtained when the motion state of the sphere and the interface are determined.

A novel frame-embedded track (NFET) with additional beams between the prefabricated rail seats before was proposed, but its geometric parameters need to be further optimized, in order to solve the problem of difficulty in adjustment, due to the independence of the two prefabricated rail seats during the construction of tram. Based on the finite element method, the geometric parameters of the NFET structure are systematically studied and optimized. The research shows: (1) As the width of the beams and the thickness of the lower slab increases, the mechanical characteristics of the NFET structure does not change significantly; therefore, the recommended design reference value for these two are 240 and 80 mm, respectively. (2) When considering the cable and the drainage facilities, the stress state of the NFET structure is less affected (or even improved), which proves that the layout of the cable and the drainage facilities is feasible. (3) According to the analysis during different construction stages, the stress of the NFET rail seats is generally greater than the stress of the cast-in-place concrete. It is recommended that the intensity of the cast-in-place concrete should be greater than that of the prefabricated frame structure.

In view of the problems present in the construction process of the embedded track structure of modern tram, we have designed a Novel Fastener Type Ballastless Track (NFTBT) for tram. To optimize the size of the NFTBT’s structure, the finite element model of the NFTBT’s structure in the tram running stage is built, the mechanical characteristics of the NFTBT’s structure are calculated, and the geometric parameters of the NFTBT’s structure are systematically studied. The research results are as follows: (1) As the size of the track slab increases, the displacement differences of the middle part of the NFTBT are similar, and the size of the track slab has little effect on the displacement. (2) The stress difference of the NFTBT’s structure under the different distances between the centers of the adjacent grouting holes’ conditions is small. Although a larger distance between the centers of the adjacent grouting holes can reduce the number of grouting holes in the track slab, the distance should not be too large to reduce the peak stress at the bottom of the NFTBT. (3) When the distance between the adjacent fasteners of the NFTBT changes within a certain range, the rail is greatly affected by the uneven settlement of the subgrade, and the track irregularity will be aggravated. (4) The NFTBT does not require the implementation of cable passages at intervals, which facilitates the passage and fixation of the cables in the tram operation section and can reduce the difficulty of adjusting the geometry of the track structure, thus accelerating the construction progress.

This paper analyzes the influence of foundation deformation and the variation coefficient of vehicle parameters on the reliability of a vehicle vertical safety. Based on the theory of stochastic analysis of nonlinear vehicle–track coupled systems, combining the generalized probability density evolution theory, this paper takes the reduction rate of wheel load as the measurement index, considering the combined effects of stochasticity of track irregularity, stochasticity of vehicle parameters and foundation deformation, and studies the reliability of vehicle vertical safety under different working conditions. The results showed that (1) compared with the up-arch deformation, the settlement deformation has a greater impact on the operation safety; (2) with the increase of the variation coefficient of the vehicle parameters, the reliability of the vehicle vertical safety gradually decreases, so it should be combined with vehicle maintenance when setting the settlement limits; (3) when the vehicle operation speed is lower than 375 km/h, the stochasticity of the vehicle parameters has a more significant impact on the vehicle vertical safety, while when the speed is higher than 375 km/h, the foundation deformation amplitude has a more significant influence; (4) when the running speed is higher than 350 km/h, there may be a better set of vehicle parameters to ensure driving safety. It can be seen that in the determination of the high-speed railway foundation deformation limit value, the influence of deformation direction, vehicle parameters stochasticity, and operation speed should be considered.

The CRTS I double-block ballastless track under the coupling effect of temperature and falling-shaft impact is more adaptable to actual operation. However, domestic and foreign research has only focused on either temperature or train loadings. In this study, the finite-element method was used to analyze the dynamic response of the double-block ballastless track structure. The results suggests that the displacement and acceleration characteristics of the ballastless track structure under different working conditions change significantly than no temperature gradient. Moreover, the vibration responses at the different working conditions under the impact excitation of a dropping wheelset show that. The findings of this study revealed that temperature has significant impact on falling-shaft which cannot be ignored, consequently it, paper provides referential information for the design, construction, operation and maintenance of the CRTS I double-block ballastless track structure under with large temperature difference.

To better understand the pore structure and fractal character of lacustrine shales and their influence on liquid hydrocarbon occurrences, in this study, a total of 29 lacustrine oil-bearing shale samples collected from the Shahejie Formation in the Dongying Sag, Bohai Bay Basin, were investigated based on nitrogen adsorption (NGA) analysis combined with TOC, Rock-Eval pyrolysis, X-ray diffraction (XRD), and field emission-scanning electron microscopy (FE-SEM) experiments. The relationships among the compositions (TOC, minerals, and oil content), pore structures, and fractal dimensions of the lacustrine shale samples were discussed. The results showed that the adsorption and fractal characteristics of lacustrine oil-bearing shales differ at relative pressures of 0-0.1 and 0.5-1. Two corresponding fractal dimensions D1 and D2 were determined by the FHH model according to the nitrogen adsorption branches. Specifically, D1 varies from 2.4292 to 2.6109 (mean 2.5245), and D2 varies between 2.4680 and 2.8535 (mean 2.6889). The specific surface area (SSA) ranges from 1.512 m2/g to 34.002 m2/g, with an average of 13.656 m2/g, the total pore volume is between 6.0 × 10-3 cm3/g and 48.4 × 10-3 cm3/g (mean 24.5 × 10-3 cm3/g), and the average pore diameter is in the range of 4.22 nm to 19.57 nm (mean 9.35 nm). Both D1 and D2 increase with increasing SSA and increase with decreasing average pore diameters but have no correlation with pore volume. Moreover, D1 and D2 exhibit positive relationships with clay minerals and negative correlations with carbonate minerals (calcite and dolomite). The relationship between fractal dimensions (D1 and D2) and TOC contents is expressed as a U-shaped curve, characterized by the minimum D values at approximately 3% TOC. The shale oil content is controlled by the pore structures and fractal dimensions, and lacustrine shales with lower SSAs and smaller fractal dimensions would have more free oil. Therefore, lacustrine shales in the oil window with TOC contents ranging from 2% to 4% are probably the preferred shale oil exploration target in the Shahejie Formation, Dongying Sag, Bohai Bay Basin. The results indicate that fractal analysis can provide insight into the pore structure characteristics and oil storage capacity of lacustrine shales.

Purpose: Steel-spring-floating slab tracks are widely used in subway lines. It is necessary to analyze and study the vibration damping and transmission characteristics of the steel-spring-floating slab track in various frequency bands under the action of train loads. Method: A steel-spring-floating slab track and ordinary monolithic track tunnel sites with similar line conditions on straight and curved segments were selected. The vibration signals of rail, track bed, and tunnel walls were collected and the analysis results of vibration damping and vibration transmission between the steel-spring-floating slab track and the ordinary monolithic track were compared. Results: The dynamic responses of the rail in the four working conditions are relatively close, and the acceleration of the steel-spring-floating slab track bed is significantly larger than that of the ordinary monolithic track. The vibration response generated in the curved segment is significantly greater, and each frequency band will generate more peak points, and the high-frequency vibration will be more severe. Conclusions: The steel-spring-floating slab track can significantly reduce the acceleration response of the tunnel wall; the bottom constraint of the steel-spring-floating slab track is less, and the vibration response of the track bed is more severe.

To fill the blank in the research on the dynamic performance of track structure under long-term service, the dynamic response study of China Railway Track System Ⅲ type slab ballastless track (CRTSIII SBT) under the action of fatigue for 30 million times and the parting between track slab and self-compacting concrete (SCC) was carried out. By establishing the finite element model of the CRTSIII SBT structure and taking the stiffness change of isolation layer and fastener under fatigue state and the parting during service as the research objects, combined with the full-scale model test, the dynamic response amplitude and vibration law of track structure was analyzed based on the finite element model of axle falling test method. The results show the following: (1) Under the fatigue load, the acceleration of rail and base increases obviously, the longitudinal tensile stress of SCC surface decreases, the longitudinal tensile stress of base surface increases, and the vertical stress of each layer of track structure increases as well. (2) Under the action of the parting, the dynamic response of each structural layer increases, and the change of acceleration and stress of each layer under the action point of axle falling is the most obvious. (3) The fatigue load will weaken the vibration damping performance of the track, and the parting will continue to develop under the action of the falling axle, resulting in partial or total failure of the SCC layer. Both of them will aggravate the dynamic response of the track structure and affect driving safety, which should be paid attention to during maintenance.

Objective: The cast-in-place steel spring floating slab track (SSFST) is difficult to maintain and repair, while the mechanical strength of the end of the traditional prefabricated SSFST is poor. In order to overcome the above shortcomings, a shear-hinge-combined prefabricated SSFST was developed, and an indoor test was carried out to analyze its vibration-damping effect. Methods: A combined shear hinge SSFST connection model with two length sizes was established. The dynamic response amplitude and frequency response characteristics of the foundation (ground) under different isolator installations and fatigue loads were studied, and the vibration-damping performance of two sizes of combined shear hinge SSFST was evaluated. Results: The vibration-damping effect of the steel spring vibration isolator mainly acts in the middle and low-frequency bands of 16–400 Hz, and the vibration near 10 Hz will be aggravated after the vibration isolator is installed. The vibration index and variation law of the two sizes of SSFST are similar, and the vibration response of 4.8 m SSFST is slightly less than 3.6 m SSFST. There is almost no change in each index when the load is 5 million times, and there is a certain range of change when the load is 10 million times, but the overall change is small. Conclusions: The combined shear hinge prefabricated SSFST can have an excellent isolation effect on vibration and can still maintain good vibration-damping ability within 10 million fatigue loads (about 5 years); 4.8 m SSFST should be laid in straight sections with higher train speeds, while 3.6 m SSFST should be applied in curved sections to ensure smooth lines.

Under long-term temperature loading, long bridges stretch and deform, causing the beam and rail to move relative to each other. This phenomenon could cause a gradual slide of the rail relative to the fastener composite pad and ultimately results in the slipping out of the fastener pad at the end of the ballastless track bridge changes. The slipping out of the fastener composite pad changes the longitudinal resistance of the fastener and causes shock of the train on the rail structure due to direct contact between the rail and the tie, thus inhibiting the normal use of the line. In this paper, a reciprocating tensile test was carried out on a WJ-8 small resistance fastener to explore the breaking process of the fastener composite pad, identify the interaction mechanism of the fastener composite pad under the rail, and ultimately determine the influence of the pad on the longitudinal resistance of the fastener. The results show that the two factors that affect the longitudinal resistance of the fastener under reciprocating loading are the surface roughness and displacement of the fastener composite pad. While the surface roughness of the fastener composite pad is the main influencing factor in the early stage, the displacement of the composite pad has a greater impact on the later stage. The research results of this paper can provide an important reference for the maintenance and repair of ballastless track fasteners on bridges.

The aim of the research is the design of prefabricated steel-spring floating-slab track to be applied in urban express rail transit systems. Using a developed vehicle-track dynamic-coupling equation for steel-spring floating-slab track, the effects of length, thickness, vertical damping, and use of side-mounted isolators on the floating-slab track were investigated experimentally using full-scale model and under different working conditions. The finding of the study revealed the following: (1) The prefabricated steel-spring floating-slab track can be applied to urban express rail transit, because it meets the requirements of high-speed transit while efficiently reducing noise. (2) The floating-slab track’s stability slightly increases with the increase of its length and thickness. As thickness increases, vertical displacement of the rail increases slightly, and lateral stability increases, thereby slightly improving the vehicle’s running stability. (3) When the intercity electric multiple-unit train travels along the prefabricated steel-spring floating-slab-track bed at different speeds, the wheel-axle lateral force, wheel-rail vertical force, the derailment coefficient, the wheel-weight reduction rate, and the lateral acceleration of the vehicle body are all less than the specified limits of Chinese code, thus fully meeting the safety requirements of train operation. (4) Appropriately increasing the vertical-support damping of the floating slab can improve the vehicle’s vertical dynamic performance, reduce the vertical displacement of the rail, and lower the vibration response of the floating slab. (5) Adding side-mounted vibration isolators at the joint of the floating slab could greatly improve the stability of the floating slab itself and appropriately reduce the vehicle’s vertical vibration response. Due to the optimization and establishment of relevant factors influencing the performance of prefabricated steel-string floating-slab track achieved in the study, the results obtained are particularly useful for setting safety, comfort, and stability requirements of the floating slab.

To meet the transportation requirements of heavy-haul trains, it is necessary to consider the use of prestressed reinforced concrete ballastless tracks. Therefore, the CRTSIII SBT (China Railway Track System III-type slab ballastless track) has been considered for its convenient construction and geometric adjustment. Considering the problems existing in the base plate of CRTSIII SBT in heavy-haul applications, an indoor test and simulation were conducted to explore the cracking phenomenon of the base plate concrete under fatigue load. The reliability of the simulation was verified through the experimental results. A fatigue crack development law of the base plate structure was established. Furthermore, the influence of the load position, the thickness of self-compacting concrete and axle loads on the fatigue damage of the base plate structure were investigated. For the CRTSIII SBT subjected to heavier axle loads, it is appropriate to thicken the self-compacting concrete layer and strengthen the concrete and steel reinforcement at the plate end to reduce fatigue damage and cracks. The research results can serve as a basis for the optimization of the CRTSIII SBT base plate structure in heavy-haul railway applications.

The CRTS I type double-block ballastless track (CRTS I TDBBT) has the advantages of convenient construction and low cost, but it has low crack resistance and the temperature field distribution of the railway on the bridge is uneven and frequently changes, so it is necessary to study the mechanical properties of the CRTS I TDBBT under the load of a temperature field. The temperature field model of the CRTS I TDBBT on the bridge is established by finite element software, the real-time temperature field of the track bed slab is brought into the coupled model as a load, and the variation laws of the temperature stress of the CRTS I TDBBT under different schemes are compared. The temperature gradient in the CRTS I TDBBT track bed slab has the largest fluctuation range, and the positive and negative temperature gradient range can reach 93.34 °C. For the temperature longitudinal stress around the sleeper block of the track bed slab, the edge is the largest; the temperature longitudinal stress is reduced by at most 5.27% after the anti-cracking diagonal bars are added. When the expansion joint is added, the temperature stress can be reduced by up to 80.29%. The fluctuation range of the temperature gradient of the track bed is basically consistent with the fluctuation range of the local air temperature. The huge temperature difference leads to the occurrence of cracks in the track structure, and cracks are more likely to occur at the corners of the sleeper block. The addition of both anti-crack diagonal bars and expansion joints has an anti-crack effect, but the effect of adding expansion joints is better.

With the gradual increase of the cargo weight of heavy-haul trains, the traditional ballasted track with the accumulation of stone and ballast has been unable to meet its structural safety requirements. From the comparison of the three common ballastless tracks in China, it can be seen that the low-vibration track (LVT) has the advantages of reasonable structure, low cost, and easy maintenance. Therefore, the design and research of heavy-haul railways are focused on, and it is urgent to study the applicability of LVT in heavy-haul railways. Method: By improving the slope of the short side of the LVT support block, the support block has a better load bearing capacity, so as to achieve the purpose of bearing a larger axle load. Through 1:1 full-scale model test and finite element simulation, the static mechanical properties of Improved LVT (ILVT) and Traditional LVT (TLVT) are compared and analyzed. Result: Compared with TLVT, ILVT has smaller vertical displacement and track gauge changes when subjected to the same load. The proven and reliable finite element model also shows that ILVT’s load sharing is less affected. In the case of achieving the same deformation, ILVT can withstand greater vertical and lateral loads. Conclusions: Compared with the TLVT, the ILVT design can reduce the vertical displacement of the rail and the supporting block, better control the track subsidence, and improve the driving safety of the LVT. At the same time, ILVT improves the anti-overturning ability of the rail and support block under lateral load, reduces the expansion of the gauge and the lateral spacing of the support block, and improves the stability of the track structure. ILVT can also be considered for the weight of 40t and other large axle load, and has broad application prospects.

This paper uses the long-span steel truss slab track as its research subject to analyze the new type of sleeper slab track structure with an experimental method. Firstly, a full-scale model was established in the laboratory to form a “rail–sleeper slab–self-compacting concrete cushion–steel beam” composite structure, and a fatigue test was performed on the track structure. The cyclic load was set up as a sine form with a range between 75 and 375 kN at a 5 Hz interval and 3 × 106 cycles. Based on the test, the performance of the track structure under cyclic train load was studied. Secondly, after every 106 loading cycles, the vertical static loading test and horizontal resistance test of the track structure were carried out to obtain the strain and displacement under different loading cycles. Finally, after 3 × 106 cycles of sine cyclic loading, the horizontal ultimate resistance test of the track structure was carried out to study its horizontal failure mode. The aims of this paper were to verify the applicability of the sleeper slab track, identify the mechanical properties, and determine the unfavorable position. The findings can provide an important reference for the practical use of the sleeper slab track structure.

The transcription factor retinoid X receptor-alpha (RXRα) can also form homotetramers. Here the authors show that the anti-cancer agent K-80003 selectively inhibits the nongenomic action of N-terminally-cleaved RXRα in tumour cells by stabilizing its tetramerization but not that of full-length RXRα.

Heavy-haul railway has been developed rapidly in many countries in the world due to its great social and economic benefits. One of the key technologies for heavy-haul railway is the reduction of vibration on the track structures and its surrounding due to impact load induced by the train in service. The vibration behaviors of two kinds of low-vibration track (LVT) systems for heavy-haul railway are investigated in this paper. Firstly, two indoor full-scale low-vibration track models (new LVT and traditional LVT), which include rail, fastener, bearing block, rubber boot, track slab, and foundation base, were constructed according to design drawings. Secondly, the vibration responses of the different track components under the impact excitation of a dropping wheelset were measured. Thirdly, the time-domain characteristics of each track component of the two LVTs were compared by the acquired vibration time-history curves. Finally, the frequency-domain distribution was analyzed, and the vibration reduction performance was evaluated by the comprehensive time-frequency analysis results. The results show the new LVT has lower vibration acceleration, shorter duration of vibration period, lower vibration frequency of track components, and most importantly an obvious vibration reduction effect on the ground. The research results are useful to further optimize the design of LVT to reduce the vibration under train impact load.

The heat flux density of solar radiation, received by each surface of a double-block ballastless track bed slab, is closely related to its alignment and geographical latitude. In this work, a temperature field analysis model based on experimental data, the theories of solar radiation, and boundary heat transfer is established by a CRTS-I double-block ballastless track structure using the ABAQUS finite element software to investigate the influence of different alignments and geographical latitudes of the temperature field. The horizontal and vertical temperature gradients of the ballast bed plate were found to be in the most adverse conditions when the angle α n between the normal direction of the ballastless track slab bedside surface and positive south direction was equal to 90°. The standard deviation of the overall temperature gradient of the ballast bed was found to be at lowest and standard value of the dispersion degree was highest at an α n of 90°: 14.138 and 10.446°C/m, respectively. The horizontal and vertical temperature gradients in high latitudes and coastal areas were found to be more detrimental than that in the low latitudes or inland areas. These results can provide references for how to avoid high-temperature loading during railway line selection and track design.

In this study, in situ experiments were conducted to study the changing characteristics of the lateral and longitudinal resistance of a ballast bed, and a three-dimensional model for the ballast bed and sleeper was constructed based on the discrete-element method. The effects of the lateral and longitudinal resistance of the ballast bed, such as gravel ballast grading, sleeper depth, the angle of the shoulder slope, and ballast bed shoulder width, among others, were studied. The results suggest that (1) the lateral and longitudinal resistance of the ballast bed increases with the widening of ballast grading, and within the size distribution limits, the resistance of the ballast bed satisfies the specification; (2) the lateral and longitudinal resistance of ballast bed increases with an increase in the sleeper depth and the resistance of ballast bed satisfies the specifications for sleeper depth greater than 150 mm; (3) the lateral resistance of the ballast bed increases with a decrease in the angle of the shoulder slope, whereas the longitudinal resistance remains unchanged and the resistance of the ballast bed satisfies the specifications for slope gradient of 1:1.75 or less; and finally, (4) the lateral resistance of the ballast bed increases with the widening of the ballast bed shoulder, whereas the longitudinal resistance remains unchanged, and the resistance of ballast bed satisfies the specifications when the shoulder width is greater than 400 mm.

This paper investigates the random vibration and the dynamic reliability of operation stability of train moving over slab track on bridge under track irregularities and earthquakes by the pseudoexcitation method (PEM). Each vehicle is modeled by multibody dynamics. The track and bridge is simulated by a rail-slab-girder-pier interaction finite element model. The coupling equations of motion are established based on the wheel-rail interaction relationship. The random excitations of the track irregularities and seismic accelerations are transformed into a series of deterministic pseudoexcitations by PEM. The time-dependent power spectral densities (PSDs) of the random vibration of the system are obtained by step-by-step integration method, and the corresponding dynamic reliability is estimated based on the first-passage failure criterion. A case study is then presented in which a high-speed train moves over a slab track resting on a simply supported girder bridge. The PSD characteristics of the random vibration of the bridge and train are analyzed, the influence of the wheel-rail-bridge interaction models on the random vibration of the bridge and train is discussed, and furthermore the influence of train speed, earthquake intensity, and pier height on the dynamic reliability of train operation stability is studied.

U12, one of 20 derivatives synthesized from ursodeoxycholic acid (UDCA), has been found to have anticancer effects in liver cancer cell lines (SMMC-7721 and HepG2) and to protect normal liver cells from deoxycholic acid (DCA) damage (QSG-7701). Its anticancer mechanism was investigated using computer-aided network pharmacology and comparative proteomics. Results showed that its anti-malignancy activities were activated by mTOR/S6K1, cyclinD1/CDK2/4 and caspase-dependent apoptotic signaling pathways in hepatocellular carcinoma cells (HCC). The action of U12 may be similar to that of rapamycin. Animal testing confirmed that U12 exerted better anti-tumor activity than UDCA and had less severe side effects than fluorouracil (5-Fu). These observations indicate that U12 differs from UDCA and other derivatives and may be a suitable lead for the development of compounds useful in the treatment of HCC.