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Here, we comprehensively analysed the abundance, diversity, and activity of Tc1/mariner transposons in African coelacanth (Latimeria chalumnae). Fifteen Tc1/mariner autonomous transposons were identified and grouped into six clades: DD34E/Tc1, DD34D/mariner, DD35D/Fot, DD31D/pogo, DD30-31D/pogo-like, and DD32-36D/Tigger, belonging to three known families: DD34E/Tc1, DD34D/mariner, and DD*D/pogo (DD35D/Fot, DD31D/pogo, DD30-31D/pogo-like, and DD32-36D/Tigger). Thirty-one miniature inverted-repeat transposable element (MITE) transposons of Tc1/mariner were also identified, and 20 of them display similarity to the identified autonomous transposons. The structural organization of these full Tc1/mariner elements includes a transposase gene flanked by terminal inverted repeats (TIRs) with TA dinucleotides. The transposases contain N-terminal DNA binding domain and a C-terminal catalytic domain characterized by the presence of a conservative D(Asp)DE(Glu)/D triad that is essential for transposase activity. The Tc1/mariner superfamily in coelacanth exhibited very low genome coverage (0.3%), but it experienced an extraordinary difference of proliferation dynamics among the six clades identified; moreover, most of them exhibited a very recent and current proliferation, suggesting that some copies of these transposons are putatively active. Additionally, at least four functional genes derived from Tc1/mariner transposons were found. We provide an up-to-date overview of Tc1/mariner in coelacanth, which may be helpful in determining genome and gene evolution in this living fossil. Key words: Latimeria chalumnae, Tc1/mariner, transposons, evolution, domestication. Dans ce travail, les auteurs analysent de maniere exhaustive l'abondance, la diversite et l'activite des transposons de la famille Tc1/mariner chez le coelacanthe africain (Latimeria chalumnae). Quinze transposons Tc1/mariner autonomes ont ete identifies et groupes en six clades : DD34E/Tc1, DD34D/mariner, DD35D/Fot, DD31D/pogo, DD30-31/type pogo et DD32-36/Tigger, lesquels appartiennent a trois familles connues : DD34E/Tc1, DD34D/mariner et DDxD/pogo (DD35D/Fot, DD31D/pogo, DD30-31/type pogo et DD32-36/Tigger). Trente et un transoposons MITE ('Miniature Inverted Terminal Element') derives de Tc1/mariner ont egalement ete identifies, et vingt d'entre eux presentaient une similarite avec les transposons autonomes identifies. Ces elements Tc1/mariner complets presentaient une organisation incluant un gene codant pour la transposase flanque des repetitions terminales inversees (TIR) avec des dinucleotides TA. Les transposases contiennent un domaine de liaison a l'ADN en N-terminal et un domaine catalytique en C-terminal, lequel est caracterise par la presence d'un trio d'acides amines D(Asp)DE-(Glu)/D qui est essentiel pour l'activite transposase. La superfamille Tc1/mariner chez le coelacanthe compte pour une tres faible part du genome (0,3 %), mais presente une extraordinaire difference dans la dynamique de proliferation parmi les six clades identifies. De plus, la plupart d'entre eux affichent une proliferation tres recente et toujours en cours, ce qui suggere que certaines copies de ces transposons sont potentiellement actives. Aussi, au moins quatre genes fonctionnels derives de transposons Tc1/mariner ont ete trouves. Les auteurs contribuent ici une vue globale a jour des elements Tc1/mariner chez le coelacanthe, laquelle sera possiblement utile pour determiner l'evolution du genome et des genes au sein de ce fossile vivant. [Traduit par la Redaction] Mots-cles : Latimeria chalumnae, Tc1/mariner, transposons, evolution, domestication., Introduction Transposable elements (TEs) are widely distributed in the genome of most organisms. During the processes of biological evolution, TEs have dramatically affected the size and structure of the genomes [...]

The Budyko models (BM) have been extended in previous studies by incorporating water storage change (ΔS) (subtracting ΔS from precipitation) to estimate evapotranspiration (ET) under non‐steady state conditions at scales finer than the climatological mean scale. However, a systematic assessment of the interannual ET predictability of the extended BM is still lacking, hence its validity and controlling factors of improvement (over the original BM) under globally diverse climates is not yet well understood. Based on a long‐term (1984–2008) gridded water budget data set, we present a comparative analysis of annual ET predictability between the original BM (ET1) and the extended BM considering ΔS (ET2) in 32 global river basins to explore the sensitivity of climate factors and catchment hydrologic responses in determining ET predictability. Results show that the difference between ET1 and ET2 increases linearly with ΔS, with ET2 < ET1 (ET2 > ET1) when ΔS > 0 (ΔS < 0). When both ET1 and ET2 overestimate (underestimate) observed ET, the error in ET2 is smaller than ET1 when ΔS > 0 (ΔS < 0) for all 32 basins considered. When the error signs of ET2 and ET1 differ, however, the difference in the absolute magnitude of ET2 and ET1 errors (REdiff) under extremely humid climates is determined by the difference between potential ET and ET, leading to comparable accuracy between ET2 and ET1. In contrast, under extremely arid climates, REdiff is controlled by the combined influences of ΔS and R, resulting in more accurate ET2 than ET1 under the condition of the in‐phase, positive‐correlated relationship between ΔS and R. Key Points: The difference in evaporation (ET) estimated from original (ET1) and extended Budyko model (ET2) is linearly with water storage change (ΔS)When both ET1 and ET2 overestimate (underestimate) observed ET, ET2 is more accurate than ET1 if ΔS > 0 (ΔS < 0)If the error signs of ET2 and ET1 differ, their similar accuracy in humid climates is caused by similar ET and potential ET variability [ABSTRACT FROM AUTHOR]

Tracked inspection robots have demonstrated their versatility in a wide range of applications. However, challenges arising from issues such as skidding and slipping have posed obstacles to achieving precise and efficient trajectory control. This paper introduces a method to determine the steering parameters of robot based on the surrounding obstacles and road information. The primary objective is to enhance the steering efficiency of tracked robots. The corresponding relationship between the track speed, driving force and track steering radius of the tracked robot is obtained. Considering the influence of track skid and slip, relationship models about the steering radius and traveling speed of the robot are established. The minimum and maximum steering radii in the obstacle avoidance process are analyzed, and a mathematical model of the relationship between the steering angle of the robot and the distance between the side obstacles is established. The trajectory deviation model of the tracked robot is established, and a principle analysis of the LiDAR ranging is completed. This lays the foundation for a steering measurement and control system for tracked robots. ADAMS(2020) software is used to establish the multi-body dynamics model of the tracked robot, and three different obstacle-avoiding steering control strategies are designed for the robot in a simulated environment with space obstacles. The simulation experiment demonstrates that the robot achieves more efficient obstacle avoidance steering through the use of differential steering, leading to a decrease in both track skid and slip rates. Through the simulation experiment, it can be seen that the robot uses differential steering to complete the obstacle avoidance steering movement more efficiently, and the track skid and slip rates are smaller. The simulation results are used to complete the steering control experiment of the tracked robot on different road surfaces. The results show that by adjusting the track driving parameters, the robot can effectively complete the obstacle-avoiding steering movement by using the differential steering control strategy, which verifies the accuracy of the steering control strategy. [ABSTRACT FROM AUTHOR]

3,5-diCQA has been shown to have anti-tumor effect by decreasing cancer cell growth. However, the molecular mechanism by which 3,5-diCQA impacts colorectal cancer (CRC) cells is unknown. This study discovered that 3,5-diCQA had a suppressive effect on CRC cells, mainly in the inhibition of proliferation, migration, and the enhancement of apoptosis in HCT116 and SW480 cells. Additionally, 3,5-diCQA was found to cause cell cycle arrest in CRC cells. Meanwhile, we found that 3,5-diCQA activates the AMPK pathway through the generation of ROS, mediates mitochondrial damage, and reduces mitochondrial aerobic glycolysis and oxidative phosphorylation levels. 3,5-diCQA promoted oxidative damage and ferroptosis in CRC cells. Hence, we added ROS inhibitor NAC and found that the NAC reversed the effects of 3,5-diCQA on proliferation, apoptosis, ROS generation, and ferroptosis in CRC cells. Moreover, 3,5-diCQA was also shown to suppress the development of CRC tumor in a tumor-forming model of nude mice. In conclusion, we found that 3,5-diCQA enhances the oxidative damage and ferroptosis while reducing proliferation and migration of CRC cells, depending on mitochondrial dysfunction caused by the ROS/AMPK/mTOR pathway. [ABSTRACT FROM AUTHOR]

In order to reduce driving risk in the rainfall days, developing the variable speed limits (VSL) is effective. However, it is hard to develop suitable VSL aligning with travel speed of mainstream that it affected by the traffic flow, rainfall intensity, individual travel speed, peak hours, working days, random events, and so on. In this paper, the average travel speed and traffic flow of each road section are calculated from the toll collection data of Xi'an Ring Road from May to July in 2018 in Shaanxi Province, China. The weather data are collected and extrapolated to the corresponding road sections. Travel speed, traffic flow, and rainfall intensity are integrated to predict the fluctuation trend of travel speed through the proposed deep belief-radial basis function network. The experimental results show that a significant decrease happens in the travel speed in the rainfall day during peak hours. Furthermore, the deep learning algorithm that considers more factors such as the rainfall intensity and traffic flow could improve the prediction accuracy. Then, a VSL method and an expressway risk coefficient evaluation method based on estimation of average travel speed are proposed. The experimental results show that the variable 85th percentile speed limit method proposed in this paper can reduce the risk of expressway driving. This can promote road safety in the development of intelligent transportation system (ITS) in future., Author(s): Ping Wang (corresponding author) [1]; Yajie Zhang [1]; Saisai Wang [1]; Li Li [1]; Xiaohui Li [1] 1. Introduction With the rapid development of road traffic and information technology, [...]