Search Results (96)

The disposal of agro-industrial waste is a pressing environmental issue. At the same time, due to the high silica content in specific agricultural residues, their processed products can be utilised in various industrial sectors as substitutes for commercial materials. This study investigates the key technological, physico-mechanical, and viscoelastic properties of industrial elastomeric compounds based on synthetic styrene–butadiene rubber, intended for the tread of summer passenger car tyres, when replacing the commercially used highly reinforcing silica filler (SF), Extrasil 150VD brand (white carbon black), with a carbon–silica filler (CSF). The CSF is produced by carbonising a finely ground mixture of rice production waste (rice husks and stems) in a pyrolysis furnace at 550–600 °C without oxygen. It was found that replacing 20 wt.pts. of silica filler with CSF in industrial tread formulations improves processing parameters (Mooney viscosity increases by up to 5.3%, optimal vulcanisation time by up to 9.2%), resistance to plastic deformation (by up to 7.7%), and tackiness of the rubber compounds (by 31.3–34.4%). Viscoelastic properties also improved: the loss modulus and mechanical loss tangent decreased by up to 24.0% and 14.3%, respectively; the rebound elasticity increased by up to 6.3% and fatigue resistance by up to 2.7 thousand cycles; and the internal temperature of samples decreased by 7 °C. However, a decrease in tensile strength (by 10.7–27.0%) and an increase in wear rate (up to 43.3% before and up to 22.5% after thermal ageing) were observed. Nevertheless, the overall results of this study indicate that the CSF derived from the carbonisation of rice production waste—containing both silica and carbon components—can effectively be used as a partial replacement for the commercially utilised reinforcing silica filler in the production of tread rubber for summer passenger car tyres. Full article

This study proposes an adaptive car-following model based on the unscented Kalman filter algorithm to enable coordinated speed control in vehicle platoons and to address key limitations present in conventional car-following models. Traditional models generally assume a fixed maximum speed within the optimal velocity function, which constrains effective platoon speed regulation across road segments with varying speed limits and lacks adaptability to dynamic scenarios such as changes in the platoon leader’s speed or substitution of the lead vehicle. The proposed adaptive model utilizes state estimation based on the unscented Kalman filter to dynamically identify each vehicle’s maximum achievable speed and to adjust inter-vehicle constraints, thereby enforcing a unified speed reference across the platoon. By estimating these maximum speeds and transmitting them to individual follower vehicles via vehicle-to-vehicle communication, the model promotes smooth acceleration and deceleration behavior, reduces headway variability, and mitigates shockwave propagation within the platoon. Simulation studies—covering both single-leader acceleration and intermittent acceleration scenarios—demonstrate that, compared with conventional car-following models, the adaptive model based on the unscented Kalman filter achieves superior speed synchronization, improved headway stability, and smoother acceleration transitions. These enhancements lead to substantial improvements in traffic flow efficiency and string stability. The proposed approach offers a practical solution for coordinated platoon speed control in intelligent transportation systems, with promising application prospects for real-world implementation. Full article

Background/Objectives: Esophageal squamous cell carcinoma (ESCC) is a common form of esophageal cancer with a poor prognosis and limited treatment options. Epidermal growth factor receptor (EGFR), an overexpressed oncogenic gene in all ESCC patients, is an attractive target for developing therapies against ESCC. There is an extremely urgent need to develop immunotherapy tools targeting EGFR for the treatment of ESCC. Methods: In this study, we developed human Interleukin-21 (hIL-21)-armed, chimeric-antigen-receptor-modified T (CAR-T) cells targeting EGFR as a new therapeutic approach. The CAR contains a variable domain of the llama heavy chain of heavy-chain antibodies (VHHs), also known as nanobodies (Nbs), as a promising substitute for the commonly used single-chain variable fragment (ScFv) for CAR-T development. Results: We show that nanobody-derived, EGFR-targeting CAR-T cells specifically kill EGFR-positive esophageal cancer cells in vitro and in animal models. Human IL-21 expression in CAR-T cells further improved their expansion and antitumor ability and were observed to secrete more interferon-gamma (IFN-γ), tumor necrosis factor alpha (TNF-α), and Interleukin-2 (IL-2) when co-cultured with ESCC cell lines in vitro. More CD8⁺ CAR-T cells and CD3⁺CD8⁺CD45RO⁺CD62L⁺ central memory T cells were detected in CAR-T cells expressing hIL-21 cells. Notably, hIL-21-expressing CAR-T cells showed superior antitumor activity in vivo in a KYSE-150 xenograft mouse model. Conclusions: Our results show that hIL-21-armed, nanobody-derived, EGFR-specific CAR-T cell therapy is a highly promising option for treating ESCC patients. Full article

Air pollution not only affects urban production and residents’ lives but also threatens human health, and the construction of the subway is considered an important measure to improve urban traffic congestion and air quality. To test whether the construction and opening of subways with high operating costs can effectively improve urban air quality, this paper takes the opening of subways as a quasi-natural experiment. Based on panel data from 282 cities in China from 2014 to 2021, the difference-in-differences method is used to estimate the impact of subway openings on urban air pollution. It is found that (1) the subway opening significantly reduces urban air pollution, and this conclusion remains valid after a series of robustness tests. (2) Mechanism analysis indicates that subway openings mostly mitigate urban air pollution through the traffic substitution effect, which is generated through the substitution of private car travel. (3) Heterogeneity analyses show that the abatement effect of subway openings on air pollution is more significant when the city is a non-Yangtze River Economic Belt city, or when the city’s economic level is lower, or when the city is a non-resource-based city. Therefore, this paper puts forward targeted policy recommendations, such as optimising the subway layout, promoting the transit-oriented development mode based on the subway system, and implementing differentiated development strategies, with a view to providing certain references for promoting sustainable urban development. Full article

As of 2023, China’s transportation energy carbon emissions account for over 10%, which has a significant impact on achieving “dual carbon” goals. China has successively issued various policies to address pollution emissions in the transportation industry. This study mainly analyzes the synergistic effects of pollution reduction and carbon reduction measures implemented in this industry. We selected 2023 as the base year, focused on promoting new energy vehicles (NEVs), advocating bus transit (ABT), and advancing rail transit (ART) as the three major emission reduction policies, and analyzed their synergistic effects on air pollutant control and greenhouse gas emission reduction. Based on national scale data on driving conditions, energy consumption, and emission factors, the synergistic emission reductions in greenhouse gases and air pollutants brought about by the three policies were first calculated. Then, using the coordinate system of synergistic control effects, cross elasticity analysis of pollutants, and normalization evaluation methods, the multi pollutant synergistic control capabilities of each policy were quantified. Quantitative results revealed that the NEV substitution policy achieved a CO₂ reduction of 100.966 million tons in 2023, alongside reductions of 1.0196 million tons (CO), 59,506 tons (NO_x), 103,500 tons (NMHC), 6266 tons (PM₁₀), and 3071 tons (SO₂). Based on the AP_eq ranking, its comprehensive benefits (AP_eq = 166,734.52) significantly outperform ART (AP_eq = 97,414.89) and ABT (AP_eq = 19,796.80). The main research conclusion shows that replacing private gasoline cars with new energy vehicles can have a synergistic emission reduction effect on all five types of air pollutants and greenhouse gases involved in this study, with a positive synergistic effect. Moreover, the policy development priority is relatively better based on the synergistic emission reduction equivalent. Both buses and rail transit have not brought about SO₂ emission reduction, nor have they had a positive synergistic effect on SO₂ and CO₂ emission reduction. On this basis, buses also contribute to NO_x emissions. For other air pollutants, both rail transit and buses can have a synergistic effect of reducing pollution and carbon emissions. Full article

The optimization of passenger car efficiency is an important contribution to GHG emissions mitigation. This global warming concern is pushing technological solutions to reduce vehicle fuel consumption and consequently CO₂ emissions. In this work, the impacts of engine lubricants with lower viscosity and friction modifier additive in a light-vehicle with a spark ignition engine were numerically simulated and experimentally validated. The substitution of a baseline 5W40 lubricant by a lower viscosity 5W20 proposal resulted in 2.9% lower fuel consumption in a combined cycle. This fuel consumption improvement is enhanced to 6.1% with a 0W16 lubricant with friction modifier. A 1D simulation model based on lubricant temperature and viscosity impact on engine friction was developed and presented good experimental correlation in combined cycle for 5W20, showing a 7% lower fuel consumption advantage than the experimental results. The numerical simulation advantage was 38% lower than experimental results for 0W16 that contains friction modifier, as the additive impact was not considered in this mathematical model. Full article

The global adoption of battery electric vehicles (EVs) and hybrid electric vehicles (HEVs) as a substitute for internal combustion engine cars (ICEs) in various nations offers a substantial opportunity to reduce carbon dioxide (CO₂) emissions from land transportation. EVs are fitted with an energy conversion system that efficiently converts stored energy into propulsion, referred to as “tank-to-wheel (TTW) conversion”. Battery-electric vehicles have a significant advantage in that their exhaust system does not produce any pollutants. This hypothesis is equally relevant to public transport. Despite their higher upfront cost, electric buses contribute significantly to environmental sustainability during their operation. This study aimed to evaluate the environmental sustainability of electric buses during their operational phase by utilizing the life cycle assessment (LCA) technique. This paper used the MATLAB R2021b code to ascertain the mean load of the buses during their operation. The energy consumption of battery electric and hybrid electric buses was evaluated using the WLTP Class 2 standard, which refers to vehicles with a power-to-mass ratio between 22 and 34 W/kg, overing four speed phases (low, medium, high, extra high) with speeds up to 131.3 km/h. The code was used to calculate the energy consumption levels for the complete test cycle. The code adopts an idealized rectangular blind box model, disregarding the intricate design of contemporary buses to streamline the computational procedure. Simulating realistic test periods of 1800 s resulted in an average consumption of 1.451 kWh per km for electric buses and an average of 25.3 L per 100 km for hybrid buses. Finally, through an examination of the structure of the Hungarian power system utilization, it was demonstrated that electrification is a more appropriate method for achieving the emission reduction goals during the utilization phase. Full article

The literature on the built environment (BE) and travel has offered evidence on both short- and long-term aspects of travel behavior with a main focus on home and work neighborhoods; however, the effects of the BE at the main activity space on the modality style have remained largely unknown. Moreover, little is known about the inter-modal substitutions and how the substitution is affected by the satiation effects. Based on survey data from Beijing, a Multiple Discrete Continuous Extreme Value (MDCEV) model is adopted to reveal the effects of BE at home, work, and activity space locations on the modality style. Results show that BE features at the home, work, and main activity space neighborhoods are essential triggers of the modality style, among which home BE features play the most vital role. The satiation effects visualized from various travel modes suggest that car traveling remains the most preferred travel mode. These findings can provide refined BE planning implications according to local land-use patterns for urban planners and transport policymakers because a one-size-fits-all design is not a solution to regulate people’s travel behavior. Full article

Driving a car at extreme speeds, road holding, and sustainability do not go together well. Formula 1 racing is exciting but is not an example of sustainability. The aim of this work was to use materials, suitable for the treads of high-performance racing tyres, that can favour both high performance and sustainability. In particular, the objective was to achieve high dynamic rigidity at high temperatures (>100 °C) and a stable crosslinking network. A copolymer from an industrial waste such as sulphur and a comonomer from a circular biosourced material were used as the crosslinking agent of an elastomer composite based on poly(styrene-co-butadiene) from solution anionic polymerization and a carbon black with a high surface area. The biosourced circular material was 1,6-bis(2,5-dimethyl-1H-pyrrol-1-yl)hexane (HMDP), the di-pyrrole derivative of hexamethylenediamine. Two poly(S-co-HMDP) copolymers, with different S/HMDP ratios (6 and 8.9, Copolymer 1 and Copolymer 2) were carefully characterized by means of ¹H-, ¹³C-, 2D¹H-¹H-COSY and 2D ¹H-¹³C HSQC NMR. The comparison of the spectra highlighted the substitution with sulphur of the β-position of the pyrrole ring: mono-substitution largely prevailed in Copolymer 1 and also bi-substitution in Copolymer 2. The copolymers were used as additives in the vulcanization system. Compared with a reference composite, they allowed us to achieve more efficient vulcanization, a higher density of the crosslinking network, higher dynamic rigidity, better ultimate tensile properties, and better stability of the crosslinking network at high temperatures. Compared with a traditional oil-based crosslinking agent for elastomer composites with high rigidity and a stable structure at high temperatures, such as the perthiocarbamate 6-((dibenzylcarbamothioyl)disulfaneyl)hexyl 1,3-diphenylpropane-2-sulfinodithioate, the poly(S-co-HMDP) copolymers led to higher dynamic rigidity and better ultimate tensile properties. These improvements occurring simultaneously are definitely unusual. This work paves the way for the upcycling of circular materials in a large-scale application such as in tyres. Full article

The sol–gel method, adapted to aqueous media, was used for the synthesis of BaMn_0.7Cu_0.3O₃ (BMC) and Ba_0.9A_0.1Mn_0.7Cu_0.3O₃ (BMC-A, A = Ce, La or Mg) perovskite-type mixed oxides. These samples were fully characterized by ICP-OES, XRD, XPS, H₂-TPR, BET, and O₂–TPD and, subsequently, they were evaluated as catalysts for CO oxidation under different conditions simulating that found in cars exhaust. The characterization results show that after the partial replacement of Ba by A metal in BMC perovskite: (i) a fraction of the polytype structure was converted to the hexagonal BaMnO₃ perovskite structure, (ii) A metal used as dopant was incorporated into the lattice of the perovskite, (iii) oxygen vacancies existed on the surface of samples, and iv) Mn(IV) and Mn(III) coexisted on the surface and in the bulk, with Mn(IV) being the main oxidation state on the surface. In the three reactant atmospheres used, all samples catalysed the CO to CO₂ oxidation reaction, showing better performances after the addition of A metal and for reactant mixtures with low CO/O₂ ratios. BMC-Ce was the most active catalyst because it combined the highest reducibility and oxygen mobility, the presence of copper and of oxygen vacancies on the surface, the contribution of the Ce(IV)/Ce(III) redox pair, and a high proportion of surface and bulk Mn(IV). At 200 °C and in the 0.1% CO + 10% O₂ reactant gas mixture, the CO conversion using BMC-Ce was very similar to the achieved with a 1% Pt/Al₂O₃ (Pt-Al) reference catalyst. Full article

The most popular anode material in commercial Li-ion batteries is still graphite. However, its low intercalation potential is close to that of lithium, which results in the dendritic growth of lithium at its surface, and the formation of a passivation film that limits the rate capability and may result in safety hazards. High-performance anodes are thus needed. In this context, lithium titanite oxide (LTO) has attracted attention as this anode material has important advantages. Due to its higher lithium intercalation potential (1.55 V vs. Li⁺/Li), the dendritic deposition of lithium is avoided, and the safety is increased. In addition, LTO is a zero-strain material, as the volume change upon lithiation-delithiation is negligible, which increases the cycle life of the battery. Finally, the diffusion coefficient of Li⁺ in LTO (2 × 10⁻⁸ cm² s⁻¹) is larger than in graphite, which, added to the fact that the dendritic effect is avoided, increases importantly the rate capability. The LTO anode has two drawbacks. The energy density of the cells equipped with LTO anode is lower compared with the same cells with graphite anode, because the capacity of LTO is limited to 175 mAh g⁻¹, and because of the higher redox potential. The main drawback, however, is the low electrical conductivity (10⁻¹³ S cm⁻¹) and ionic conductivity (10⁻¹³–10⁻⁹ cm² s⁻¹). Different strategies have been used to address this drawback: nano-structuration of LTO to reduce the path of Li⁺ ions and electrons inside LTO, ion doping, and incorporation of conductive nanomaterials. The synthesis of LTO with the appropriate structure and the optimized doping and the synthesis of composites incorporating conductive materials is thus the key to achieving high-rate capability. That is why a variety of synthesis recipes have been published on the LTO-based anodes. The progress in the synthesis of LTO-based anodes in recent years is such that LTO is now considered a substitute for graphite in lithium-ion batteries for many applications, including electric cars and energy storage to solve intermittence problems of wind mills and photovoltaic plants. In this review, we examine the different techniques performed to fabricate LTO nanostructures. Details of the synthesis recipes and their relation to electrochemical performance are reported, allowing the extraction of the most powerful synthesis processes in relation to the recent experimental results. Full article

Industry 4.0 marks a major technological shift, revolutionizing manufacturing with increased efficiency, productivity, and sustainability. This transformation is paralleled in agriculture through smart farming, employing similar advanced technologies to enhance agricultural practices. Both fields demonstrate a symmetry in their technological approaches. Recent advancements in software engineering and the digital twin paradigm are addressing the challenge of creating embedded software systems for these technologies. Digital twins allow full development of software systems before physical prototypes are made, exemplifying a cost-effective method for Industry 4.0 software development. Our digital twin prototype approach mirrors software operations within a virtual environment, integrating all sensor interfaces to ensure accuracy between emulated and real hardware. In essence, the digital twin prototype acts as a prototype of its physical counterpart, effectively substituting it for automated testing of physical twin software. This paper discusses a case study applying this approach to smart farming, specifically enhancing silage production. We also provide a lab study for independent replication of this approach. The source code for a digital twin prototype of a PiCar-X by SunFounder is available open-source on GitHub, illustrating how digital twins can bridge the gap between virtual simulations and physical operations, highlighting the symmetry between physical and digital twins. Full article

We have developed a chimeric antigen receptor (CAR) against the six-transmembrane epithelial antigen of prostate-1 (STEAP1), which is expressed in prostate cancer, Ewing sarcoma, and other malignancies. In the present study, we investigated the effect of substituting costimulatory domains and spacers in this STEAP1 CAR. We cloned four CAR constructs with either CD28 or 4-1BB costimulatory domains, combined with a CD8a-spacer (sp) or a mutated IgG-spacer. The CAR T-cells were evaluated in short- and long-term in vitro T-cell assays, measuring cytokine production, tumor cell killing, and CAR T-cell expansion and phenotype. A xenograft mouse model of prostate cancer was used for in vivo comparison. All four CAR constructs conferred CD4⁺ and CD8⁺ T cells with STEAP1-specific functionality. A CD8sp_41BBz construct and an IgGsp_CD28z construct were selected for a more extensive comparison. The IgGsp_CD28z CAR gave stronger cytokine responses and killing in overnight caspase assays. However, the 41BB-containing CAR mediated more killing (IncuCyte) over one week. Upon six repeated stimulations, the CD8sp_41BBz CAR T cells showed superior expansion and lower expression of exhaustion markers (PD1, LAG3, TIGIT, TIM3, and CD25). In vivo, both the CAR T variants had comparable anti-tumor activity, but persisting CAR T-cells in tumors were only detected for the 41BBz variant. In conclusion, the CD8sp_41BBz STEAP1 CAR T cells had superior expansion and survival in vitro and in vivo, compared to the IgGsp_CD28z counterpart, and a less exhausted phenotype upon repeated antigen exposure. Such persistence may be important for clinical efficacy. Full article

Public transport can play a central role in representing a viable and sustainable mobility solution, especially in urban areas. Average energy consumption and emissions per passenger are much lower than for private cars. At the same time, current buses often mostly rely on diesel, and there are different solutions that can contribute to public transport decarbonization. Biomethane is among the options to exploit local low-carbon resources to decrease the emissions of public transport in urban environments. This paper presents the analysis of a real case study considering real data on the fuel consumption and mileage of the existing bus fleet in the city of Turin, Italy, composed by diesel and natural gas buses. The aim of this study is to estimate the effect of different penetration levels of biomethane in substitution of the current fuels. The results show that the use of biomethane in urban buses could save to up to 71% of emissions compared to the current situation, and savings would increase to 75% when deploying biomethane and electric buses together. Average emissions per pkm could decrease from a current level of 85.5 g_CO2/pkm to 21.3–63.4 g_CO2/pkm depending on the penetration of biomethane and electric buses. The sensitivity analysis shows even higher savings when accounting for the future decrease of the electricity carbon intensity in Italy and for the additional benefits related to avoided emissions from manure disposal. The results of the analysis demonstrate the potential contribution of biomethane in decarbonizing urban buses, and the findings presented for this case study can be of use for policy makers and researchers that deal with a similar situation in other cities and countries. Full article

Valence tautomerism (VT) may occur if a molecule contains two chemically different redox-active units, which differ only slightly in their intrinsic redox potential. Herein, we present three new half-sandwich complexes [(η⁶-arene)Cr(CO)₂L]⁺ with a triarylmethylium substituent appended to the π-coordinated arene and different coligands L (L = CO, P(OPh)₃, PPh₃, 1⁺–3⁺) at the chromium atom. Ligand substitution purposefully lowers the half-wave potential for chromium oxidation and thereby the redox potential difference towards tritylium reduction. For the PPh₃-substituted complex 3⁺, cyclic voltammetry measurements indicate that chromium oxidation and tritylium reduction occur at (almost) the same potential. This renders the diamagnetic Cr(0)-C₆H₄-CAr₂⁺ form 3⁺, and its paramagnetic diradical Cr(I)^+•-C₆H₄-CAr₂^• valence tautomer 3^+•• energetically nearly degenerate. Temperature-dependent IR spectroscopy indeed shows two pairs of carbonyl bands that are assignable to a Cr(0) and a Cr(I) species, coexisting in a T-dependent equilibrium with almost equal quantities for both at −70 °C. The diradical form with one unpaired spin at the trityl unit engages in a monomer ⇌ dimer equilibrium, which was investigated by means of quantitative EPR spectroscopy. The diradical species 1^+••–3^+•• were found to be highly reactive, leading to several identified reaction products, which presumably result from hydrogen atom abstraction via the trityl C atom, e.g., from the solvent. Full article