β-Elemene Restrains PTEN mRNA Degradation to Restrain the Growth of Lung Cancer Cells via METTL3-Mediated N6 Methyladenosine Modification

Lung cancer is one of the most fatal malignancies and the leading cause of cancer death worldwide. β-Elemene, a well-known anticancer drug, has drawn a great deal of attention from researchers attributed to its limited side impacts. N6-Methyladenosine (m6A) modification is the most common RNA modification and plays a vital role in the pathogenesis of multiple tumors. However, the functional link between β-elemene and the m6A modification in lung cancer development remains unexplored. In this study, we investigated whether m6A modification was responsible for the impacts of β-elemene on lung cancer. Firstly, outcomes suggested that β-elemene restrained the malignant behaviors of A549 together with H1299 cells. Thereafter, we observed that β-elemene markedly regulated METTL3, YTHDF1, and YTHDC1 among various m6A modulators. METTL3 was selected for further study because of its oncogenic function in lung cancer. RT-qRCR and western blot assays exhibited that the mRNA and protein expression levels of METTL3 were lessened by the administration of β-elemene. Mechanistically, β-elemene exerted the restrictive impacts on the cell growth of lung cancer in vivo and in vitro through targeting METTL3. More importantly, β-elemene contributed to the augmented PTEN expression via suppressing its m6A modification. To sum up, we provided strong clues that β-elemene promoted PTEN expression to retard lung cancer progression by the regulation of METTL3-mediated m6A modification.

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Potential of Soft-Shelled Rugby Headgear to Reduce Linear Impact Accelerations

The purpose of this study was to examine the potential of soft-shelled rugby headgear to reduce linear impact accelerations. A hybrid III head form instrumented with a 3-axis accelerometer was used to assess headgear performance on a drop test rig. Six headgear units were examined in this study: Canterbury Clothing Company (CCC) Ventilator, Kukri, 2nd Skull, N-Pro, and two Gamebreaker headgear units of different sizes (headgears 1–6, respectively). Drop heights were 238, 300, 610, and 912 mm with 5 orientations at each height (forehead, front boss, rear, rear boss, and side). Impact severity was quantified using peak linear acceleration (PLA) and head injury criterion (HIC). All headgear was tested in comparison to a no headgear condition (for all heights). Compared to the no headgear condition, all headgear significantly reduced PLA and HIC at 238 mm (16.2–45.3% PLA and 29.2–62.7% HIC reduction; P < 0.0005 , ηp2 = 0.987–0.991). Headgear impact attenuation lowered significantly as the drop height increased (32.4–5.6% PLA and 50.9–11.7% HIC reduction at 912 mm). There were no significant differences in PLA or HIC reduction between headgear units 1–3. Post hoc testing indicated that headgear units 4–6 significantly outperformed headgear units 1–3 and additionally headgear units 5 and 6 significantly outperformed headgear 4 ( P < 0.05 ). The lowest reduction PLA and HIC was for impacts rear orientation for headgear units 1–4 (3.3 ± 3.6%–11 ± 5.8%). In contrast, headgear units 5 and 6 significantly outperformed all other headgear in this orientation ( P < 0.0005 , ηp2 = 0.982–0.990). Side impacts showed the greatest reduction in PLA and HIC for all headgear. All headgear units tested demonstrated some degree of reduction in PLA and HIC from a linear impact; however, units 4–6 performed significantly better than headgear units 1–3.

An evaluation of occupant dynamics during moderate-to-high speed side impacts

The present study examined trends in occupant dynamics during side impact testing in vehicle models over the past decade. “Moderate-to-high” speed side impacts (delta-V ≥15 km/h) were analyzed. The Insurance Institute for Highway Safety (IIHS) side impact crash data was examined ( N = 126). The test procedure involved a moving deformable barrier (MDB) impacting the sides of stationary vehicles at 50.0 km/h. Instrumented 5th-percentile female SID IIs dummies were positioned in the driver and left rear passenger seats. Occupant head, neck, shoulder, torso, spine, and pelvis/femur responses (times histories, peaks, and time-to-peak values) were evaluated and compared to injury assessment reference values (IARVs). The effects of delta-V, vehicle model year, vehicle body type, and occupant seating position on dynamic responses were examined. The vehicle lateral delta-Vs ranged from 15.9 to 34.5 km/h. The MY2018-2020 demonstrated lower peak dynamics than MY2010-2013, for the driver head acceleration (53.7 ± 11.3 g vs 46.4 ± 11.6 g), shoulder lateral forces (1.7 ± 0.7 kN vs 1.5 ± 0.2 kN), average rib deflection (29.8 ± 8.3 mm vs 28.4 ± 6.2 mm), spine accelerations at T4 (51.4 ± 23.4 g vs 39.6 ± 5.9 g) and T12 (56.3 ± 18.5 g vs 45.2 ± 9.6 g), iliac forces (1.9 ± 1.0 kN vs 1.2 ± 0.9 kN), and acetabular forces (1.9 ± 0.8 kN vs 1.3 ± 0.5 kN). The driver indicated statistically higher dynamic responses than the left rear passenger. Higher wheelbase vehicles generally showed lower occupant loading than the smaller vehicles. In conclusion, a reduction in occupant loading and risks for injury was observed in vehicle models over the past decade. This provides further insight into injury mechanisms, occupant dynamics simulations, and seat/restraint design.

Modelling of Reversed Austenite Formation and its Effect on Performance of Stainless Steel Components

The kinetics of reversed austenite formation in 301 stainless steel and its effect on the deformation of an automobile front bumper beam are studied by using modelling approaches at different length scales. The diffusion-controlled reversed austenite formation is studied by using the JMAK model, based on the experimental data. The model can be used to predict the volume fraction of reversed austenite in a temperature range of 650 - 750 C. A 3D elastoplastic phase-field model is used to study the diffusionless shear-type reversed austenite formation in 301 steel at 760 C. The phase-field simulations show that reversion initiates at martensite lath boundaries and proceeds inwards of laths due to the high driving force at such high temperature. The effect of reversed austenite (RA) on the deformation of a bumper beam subjected to front and side impacts is studied by using finite element (FE) analysis. The FE simulations show that the presence of reversed austenite increased the critical speed at which the beam yielded and failed. RA fraction also affects the performance of the bumper beam.