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As a financial innovation model to promote sustainable economic development, carbon finance promotes green and inclusive economic development by reshaping the financial system. As a big energy consumer, China has been committed to the green transformation of energy structure, and carbon finance has been regarded as an important tool to support carbon emission reduction. This paper divides carbon finance from three levels, financial macro, environmental governance, and technological development, and selects 17 indexes to measure the development level of carbon finance in China. Time series regression model and the entropy weight method (EWM) are used to analyze the impact of carbon finance on China's energy consumption structure. The empirical results show that carbon finance plays a positive role in promoting China's energy consumption structure, and developing carbon finance is conducive to the use of clean energy and the optimization of energy consumption structure in China; carbon finance can further optimize China's energy consumption structure by investing capital, resources, and technology in industries related to promoting clean energy consumption. Therefore, China should continue to develop carbon finance and promote the establishment of a unified national carbon trading market; at the same time, China should use the CCER trading mechanism to promote the development of renewable energy and enhance the endogenous driving force of energy transformation by promoting technological progress.

The paper industry is a high-carbon emission and energy-intensive industry. From the perspective of low-carbon trade and carbon neutrality, its energy conservation and emission reduction are worthy of attention. This study used the input-output model to calculate the embodied carbon emissions of China’s paper industry’s export trade to the United States from 2006 to 2020 and used the logarithmic mean division index (LMDI) method to analyze influencing factors of the change of embodied carbon emissions. The study found that the embodied carbon emissions of China’s paper industry’s export trade to the United States generally shows a stable downward trend after reaching the peak with the increase of export trade scale; scale effect is the main factor that causes the embodied carbon emissions, while technological progress, policy support, and environmental regulations are important driving forces to promote carbon emission reduction. The research results of this paper not only can test and guide China’s paper industry trade policies and industrial policies, but they can also provide decision-making reference for China and the United States to promote the carbon emission reduction of the paper industry.

The use of coal-based F-T diesel in automobiles can alleviate the shortage of petroleum and promote clean utilization of coal. In this study, the effects of injection timing and rail pressure on the emissions of NOx, soot, and UFPs from F-T diesel and petro-diesel were investigated in a common rail DI engine under a constant speed and various loads. The rail pressures are selected as 70 MPa and 100 MPa, whereas the injection timings are regulated at 2 °CA, 6 °CA, 10 °CA, 14 °CA, and 18 °CA BTDC. Experimental results indicate that advancing the injection timing or increasing the rail pressure shall result in higher NOx and lower soot emissions. When the fuel injection timing was advanced from 2 °CA to 18 °CA BTDC, the number concentration of UFPs first decreased and then increased at low loads, whereas the number concentration of UFPs always decreased at medium and high loads, the peak number concentration transferred from the size range of accumulation mode particles to that of nucleation mode particles, and the geometric mean diameters of UFPs emitted by the F-T diesel and petro-diesel reduced by an average of 23.4% and 26.19% under different test conditions, respectively. In addition, when the rail pressure was increased from 70 MPa to 100 MPa, the number concentration of UFPs of F-T diesel and petro-diesel decreased by 39.78% and 53.75%, and their geometric mean diameters of UFPs decreased by 14.09% and 12.5%, respectively. Compared to petro-diesel, F-T diesel has a lower number concentration of UFPs, smaller geometric mean diameter of UFPs, and a higher ratio of nucleation mode particles. With regard to the lowest number concentration of UFPs, when coal-based F-T diesel is used, the injection timing of the original engine can be advanced by 4–8 °CA at low loads.

Land desertification, one of the gravest eco-environmental problems in the world, has been proven to be critically influenced by climate change. However, the information on the future spatial-temporal patterns of land desertification under climate change has been rarely explored, which restricts the proposal of reasonable desertification control countermeasures to adapt to climate change. The agro-pastoral ecotone in northern China (APENC) is the most critical eco-environmental barrier in China and is also a climate change-sensitive area prone to aeolian desertification. We quantitatively assessed the risk of aeolian desertification in the APENC to climate change and social-economic development in the near-term (2010-2039), mid-term (2040-2069) and long-term (2070-2099) by integrating the representative concentration pathway (RCP) scenarios and the shared socioeconomic pathway (SSP) scenarios using a data-mining approach. The C5.0 decision tree algorithm demonstrated acceptable reliability in aeolian desertification classification. Aeolian desertification in the APENC shows a significant persistent decreasing trend in 2010-2099 under RCP2.6-SSP1 and RCP8.5-SSP3 scenarios, whereas first increased in mid-term then decreased under RCP6.0-SSP2 scenarios. Aeolian desertification risk is lowest under the RCP2.6-SSP1 scenarios, while it is highest under the RCP6.0-SSP2 scenarios. With climate change and socioeconomic development, the risk of aeolian desertification in APENC was generally dominated by a slight grade, i.e.,70 %. While the moderate and severe grades still occupy vast areas, approximately 20 %, and 10 %, respectively, which mainly distributed in and around the Hulunbuir Sandy Land and the Horqin Sandy Land, showing the hot spots of desertification in the APENC. The reversal trend of aeolian desertification risk in the APENC might be initiated by the significant decrease of wind speed. This work highlights the great potential of data-mining approaches on climate change and social-economic development-related land desertification assessment.

The use of Fischer–Tropsch (F–T) diesel synthesised from coal in automobiles can alleviate petroleum shortages and promote clean utilisation of coal. Because F–T diesel does not contain oxygen, in this study, we added TiO2 nanoparticles and n-octanol to the F–T diesel to serve as oxygenated enhancers to increase the oxygen content and reduce the particulate matter emission of F–T diesel. To achieve better combustion characteristics and emission performance, TiO2 nanoparticles with different concentrations (20, 50, and 100 ppm) were dispersed to the fuel blends of F–T diesel and n-octanol to determine the optimum amount of TiO2 nanoparticles. The brake thermal efficiency (BTE), combustion stability, number concentration, and size distribution of the ultrafine particulate (UFP) emission of the three nano-emulsion fuels were investigated on a turbocharged heavy-duty diesel engine. The experimental results indicated that the BTE of the F–T diesel and that of the nano-emulsion fuel T50 increased by 0.75 % and 2.26 %, respectively, compared with petro-diesel. The nano-emulsion fuels had higher peak cylinder pressure and peak heat release rate owing to the faster combustion rate caused by the micro-explosion of fuel droplets and higher thermal conductivity caused by the high surface-to-volume ratio of TiO2 nanoparticles. Moreover, the nano-emulsion fuels exhibited higher cyclic variations of peak cylinder pressures and more dispersed corresponding crank angles with the increase in the concentration of TiO2 nanoparticles. Compared with petro-diesel, the soot emission of the F–T diesel was reduced by an average of 27.32 % at various loads, whereas that of the optimal T50 decreased by an average of 43.61 %. Additionally, the number concentration of UFPs of T50 was reduced by an average of 21.2 % compared to the F–T diesel. At low loads, the three nano-emulsion fuels exhibited greater geometric mean diameters (GMDs) of UFPs and lower ratios of nucleation mode particulates (NMPs) owing to the higher fuel viscosity in the pre-injection stage at a lower in-cylinder temperature. At medium and high loads, the nano-emulsion fuels exhibited smaller GMDs of UFPs and higher ratios of NMPs owing to micro-explosion and secondary atomisation at higher temperatures.

The use of Fischer-Tropsch (F-T) diesel synthesized from coal in automobiles can alleviate the shortage of petroleum and promote clean utilization of coal. In this study, the effects of injection timing (IT) and rail pressure (RP) on the brake thermal efficiency (BTE), combustion characteristics, and cyclic variations of F-T diesel were investigated on a turbocharged, 6-cylinder, common rail direct injection (CRDI) diesel engine. The results indicate that increasing RP results in higher BTE, whereas advancing IT results in an initial BTE increase and a subsequent BTE decrease. In comparison with petroleum diesel, the BTE of F-T diesel increased by 0.54% on average and by a maximum of 1% under different conditions. When the IT was advanced from 2 °CA to 18 °CA BTDC, the ignition delay periods (IDP) first decreased and then increased, whereas the combustion durations (CD) first lengthened and then shortened; peak cylinder pressure (PCP), peak pressure rise rate (PPRR), and peak combustion temperature (PCT) gradually increased; peak heat release rate (PHRR) first decreased and then increased at the low loads, whereas it always increased at medium and high loads. In comparison with petroleum diesel, the IDP of F-T diesel decreased by 22–31% at various conditions, and the CD was slightly longer than that of petroleum diesel at most conditions. Additionally, increasing RP resulted in a decrease in the IDP and CD, and a significant increase in PCP, PPRR, PHRR, and PCT. At low loads, the PPRR and PHRR of F-T diesel were 32.72% and 32.13% lower than that of diesel owing to the shorter ignition delay. This implies that using F-T diesel can help in attaining smoother engine running and has lower combustion noise. Advancing the injection timing or increasing the engine loads can decrease the cyclic variations, whereas increasing rail pressure results in the increment of COVpmax at low loads and the significant decrement of COVpmax at medium and high loads. In comparison with petroleum diesel, F-T diesel exhibits higher combustion stability owing to the better volatility and higher fuel reactivity.

Family firms research is becoming one of the most important and promising areas for theoretical innovation in management practice. Corporate environmental behavior has attracted widespread academic attention, but the research on the environmental behavior of family firms is obviously insufficient, and the relevant research results are still in a fragmented state. In this paper, we review and summarize the existing research on the environmental behavior of family firms from three aspects: the research dimensions, the influencing factors, and the influencing effects, and try to sort out the theoretical lineage and evolutionary logic of the environmental behavior of family firms. From the existing research results, the research on the influencing factors and effects of family firms’ environmental behavior is at the stage of strife, and there is a lack of in-depth and systematic research on the mechanisms affecting the environmental behavior of family firms and the changes of their effects. In the future, we can explore how to apply or integrate multiple theories simultaneously for complementary explanations, so as to provide a reference for the government to formulate targeted policies to stimulate and regulate the environmental behaviors of family firms.

2,5-Dimethylfuran (DMF) is a type of attractive sustainable green energy for diesel engines that is designed to reduce soot emission. This study investigated the effect of fuel properties on the macroscopic and microscopic spray characteristics of four test blends under injection pressures of 90, 120 and 150 MPa and ambient pressure of 5 MPa in a common diesel rail injection system. The macroscopic results indicate that with higher density, lower viscosity and lower latent heating of DMF20, the spray tip penetration and spray area are increased and the average spray angle is slightly increased. Interestingly, the effect of latent heating on the average spray angle is more obvious than that of kinematic viscosity. The microscopic results suggest that higher density, lower viscosity and lower latent heating of DMF20 have an adverse effect on the breakup of small droplets. The results of comparative analysis show that the change rules of the spray parameters remain nearly unchanged with increased injection pressure, and the influence of DMF20 properties produces a different change in different spray parameters with increasing injection pressure. The meaningful conclusion is that the properties of DMF are favourable to improvement of the spray and atomization parameters under high injection pressure.

Palm oil is the most abundant plant oil resource in the world. Through fuel reforming, properties of diesel, palm oil, and gasoline blend fuels are superior to those of diesel. With the constraint ...

Blending gasoline in diesel may decrease the viscosity and decrease the distillation temperature and thus improve the spray and air-fuel mixture quality. Diesel (D100), 80% diesel and 20% gasoline ...

Biodiesel is a promising alternative fuel because of its renewability and extensive source of raw materials. Butanol can be blended in biodiesel to reduce the kinematic viscosity and promote the fuel atomization. In this respect, biodiesel was blended with 10% and 20% n-butanol, and the combustion characteristics and particulate emissions of the fuel blends were tested in a turbocharged, 6-cylinder, common rail diesel engine at a constant speed of 1400 rpm under seven engine loads. The experimental results show that under various engine loads, all of the butanol and biodiesel fuel blends provide faster combustion than diesel due to the higher oxygen content of n-butanol and the lower cetane number of butanol which results in stronger premixed combustion. The addition of butanol is beneficial to concentrating the heat release and thus shorten the combustion duration. With an increased proportion of butanol, soot emissions of butanol and biodiesel fuel blends decrease, the number concentration and volume concentration of ultrafine particles (UFPs) reduce noticeably. Meanwhile, the geometric mean diameters of UFPs decrease with an increase in butanol. With an increase of the engine loads, the number concentration peaks of UFPs gradually transfer from the size range of nucleation mode particles (NMPs) to the size range of accumulation mode particles (AMPs) due to the elevated combustion temperatures and high equivalence ratios. Moreover, biodiesel and fuel blends exhibit a higher percentage of NMPs as compared to diesel because of the fuel-bound oxygen, zero aromatics, and low sulfides.

Gasoline and isopropanol are mixed with diesel to form stable, transparent and homogeneous blend fuels, to augment the air inhalation with high volatility and to increase the fuel oxygen. Nitrogen oxide (NOx) and particulate matter (PM) pollutions of diesel, gasoline and isopropanol blends were experimentally studied on a 4-cylinder common-rail diesel engine. The test fuels were marked as D100 (diesel), D70G20P10 (20% gasoline, 10% isopropanol and 70% diesel, by vol) and D70G10P20 (10% gasoline, 20% isopropanol and 70% diesel, by vol). Blend fuels have longer ignition delays (IDs), less combustion durations and hotter peak combustion temperatures (PCTs) than diesel, which are very important reasons for the reduction of PM and increment of NOx. The test results of PM number and volume concentrations and NOx pollutions have supported it. Moreover, an interesting result is found: isopropanol has a better effect than gasoline in reducing PM pollutions and increasing NOx pollutions. Exhaust gas recirculation (EGR) has been applied to decrease the NOx pollutions. NOx and UFP emissions are simultaneously reduced by isopropanol at a suitable EGR ratio, and D70G10P20 is a potential applicable fuel for low-pollution diesel engines with EGR.

A comparative study on combustion characteristics and performance of a dual-fuel engine fueled with natural gas/methanol and natural gas/gasoline was conducted experimentally. All experiments were performed at an engine speed of 1600 r·min−1 with a brake mean effective pressure of 0.387 MPa. Energy substitution ratio (ESR) was defined as the energy released by methanol or gasoline to the total energy released. Four ESRs namely 0, 19, 33, and 44 % were conducted in this study. The results demonstrated that both methanol and gasoline addition accelerated the burning rate of natural gas, leading to an increased peak cylinder pressure (Pmax) and maximum heat release rate (HRRmax). The corresponding crank angle of Pmax and HRRmax advanced and approached to top dean center after methanol or gasoline enrichment for the specific spark timing (θig) and ESR. In addition, as the ESR grew from 0 % to 44 % with a θig of 25 °CA BTDC, the brake thermal efficiency (BTE) increased from 27.3 % to 28.1 % for the natural gas/methanol mixture. In contrast, BTE reduced from 27.3 % to 25.5 % for the natural gas/gasoline mixture. The total hydrocarbon and carbon monoxide emissions of natural gas engines can be lowered by adding methanol and raised by inputting gasoline.

In this article, a comparative study on the effects of energy substitution ratio (ESR) on the combustion characteristics and performance of a dual fuel engine fueled with diesel/methanol, diesel/ethanol, and diesel/n-butanol was conducted experimentally. The experiments were conducted at a fixed speed of 1600 rpm and medium load with a brake mean effective pressure of 0.921 MPa. Five ESRs namely 0% (pure diesel), 10%, 20%, 30%, and 40% were conducted. The experimental results indicated that premixed combustion of diesel was retarded and enhanced, while the diffusion combustion of diesel was accelerated and advanced after these three alcohol enrichments. The ignition delay was prolonged, whereas the combustion duration was shortened for a dual fuel engine fueled with diesel/alcohols. In addition, methanol is the most beneficial in term of prolonging ignition delay and shortening combustion duration for the specific ESR. As the ESR increased from 0% to 40%, the BTE consistently increased from 41.6% to 42.3% and 42.5% for engines fueled with diesel/methanol and diesel/ethanol, respectively. However, the BTE of diesel/n-butanol engine decreased from 41.6% to 41.1% as ESR increased from 0% to 40%. All three alcohol enrichments decreased the particle concentration in diesel engine with the increase in ESR. The higher the ESR was, the lower the NOx emissions of the diesel/methanol engine and the higher the NOx emissions of the diesel/n-butanol engine.

In this study, the cycle-to-cycle variations in natural gas/methanol bi-fueled engines under excess air/fuel ratio at 1.6 was analyzed. In order to examine the impact of the methanol substitution ratio (MSR) on cyclic variability, four values of MSRs (MSR = 0%, 3.6%, 7.5%, and 11.5%) were selected under low load conditions. The results showed that the variations in the multicycle in-cylinder pressure traces decreased with the increase in MSR. In addition, the variations in peak in-cylinder pressure (Pmax), peak of pressure rise rate (dp/dϕ)max, 50% mass fraction burned (CA50), peak of averaged gas temperature (Tmax), and indicated mean effective pressure (IMEP) in 100 consecutive cycles decreased with the increase in MSR. Meanwhile, the higher was the MSR, the narrower was the range of frequency distribution of Pmax, (dp/dϕ)max, CA50, Tmax, and IMEP covered. In addition, the coefficient of variation in IMEP (COVIMEP) decreased with the increase in MSR for a specific spark timing. For instance, as MSR increased from 0% to 11.5%, the value of COVIMEP decreased from 2.25% to 1.28% when the spark timing was set to 46°CA BTDC. This is because methanol addition to natural gas leads to faster combustion with less cyclic variability.

Water injection is regarded as an effective approach to decrease thermal load and suppress knock onset in heavy-duty natural gas engines. However, the cycle-to-cycle variations in heavy-duty natural gas engines via water injection has rarely been investigated. In this study, the effects of water port injection on cycle-to-cycle variations in a natural gas engine were analyzed experimentally. The engine speed was fixed at 1600 r/min, and engine load was set at a low load with a brake mean effective pressure of 0.387 MPa. Three excess air-fuel ratios (λ = 1.0, 1.2, and 1.4) were defined; and four water to natural gas mass ratios (WNMRs) were set. The results demonstrated that the variations of multicycle cylinder pressure traces consistently increased with the increase in WNMR. The interdependence between the peak in-cylinder pressure (Pmax) and its corresponding crank angle became more dispersed, and the frequency distribution of Pmax covered a wider range with increasing WNMR. The obvious fluctuations and wide range of distribution of indicated mean effective pressure (IMEP) were determined by water addition. The higher the λ, the larger the fluctuations and wider the range of distribution of IMEP. The coefficient of variation of IMEP (COVIMEP) increased with the increase in WNMR and λ. However, the maximum COVIMEP among the three λs and four WNMRs did not exceed 3%. Thus, it can be concluded that no drivability problem is associated with water injection under low load.

The growing concern over global warming and stricter emissions regulations (EURO 6 standards) have led to natural gas engines being operated in stoichiometric combustion conditions with three-way catalytic (TWC) and exhaust gas recirculation (EGR) equipment. However, natural gas engines suffer from high thermal load, knock onset, and high turbine inlet temperatures at stoichiometric combustion conditions. Water injection is a promising approach to reduce thermal load and NOx emissions and suppress knock onset. In this study, the effects of water injection on the combustion and performance characteristics of a heavy-duty natural gas engine were experimentally studied. The experiments were conducted with four water to natural gas mass ratios (WNMRs) and various spark timings. The results showed that water injection decreased the burning velocity of natural gas, leading to a decrease in peak in-cylinder pressure, peak heat release rate, and combustion temperature. The flame development period (CA0-10) and the flame propagation period (CA10-90) increased with an increase in WNMR. Compared to pure natural gas, the brake thermal efficiency at the optimum spark timing increased from 27.8% to 28.2% at WNMR = 0.35. BSNOx emissions consistently decreased with an increase in WNMR, while BSTHC emissions and BSCO emissions increased slightly.

A parametric investigation of the effects of excess air/fuel ratio (λ), spark timing (ST), and methanol injection timing (MIT) on the combustion characteristics and performance of a natural gas/methanol dual-fuel engine was conducted. The operation was carried out at 1600 rpm and a low load. λ was varied from 1.2 to 1.6, in increments of 0.1. The ST was kept close to the optimized value of brake thermal efficiency (ηet) and varied from advanced by an 8° crank angle (8 °CA) to retarded by 8 °CA. The results indicated that the flame development period (CA0-10) and the flame propagation period (CA10-90) were prolonged when λ increased from 1.2 to 1.6. The prolonged CA0-10 and CA10-90 could be shortened via the addition of methanol. ηet increased with an increase in λ and the methanol energy substitution ratio (MSR). The ST corresponding to the maximum value of ηet was delayed with an increase in the MSR. When the MIT is changed from −720 to 0 °CA BTDC, two types of air–fuel mixtures can be formed: a stratified-like mixture (when the MIT is set at the timing of intake only) and a homogeneous mixture (when the MIT is set at the timing of the intake valve closing). The most suitable MIT proved to be approximately 60 °CA after the intake valve closed. When the MIT was set at this point, CA0-10 and CA10-90 were shortened, and the coefficient of variation in the indicated mean effective pressure was reduced.

In this study, the performance of a diesel–ethylene glycol (DEG) dual-fuel engine with four low EG energy ratios (named EG0, EG5, EG10 and EG15 respectively) is tried to improve by port injection timing (PIT) and direct injection timing (DIT). The combustion results show that combustion process is even highly affected by DIT than by PIT. Peak cylinder pressure, peak heat release rates (PHRRs) and pressure rise rate increase with the augmentation of EG energy ratios and advanced DIT. Combustion duration decreases with the increase of EG energy ratios and advanced DIT. Brake thermal efficiency (BTE) can be improved 19.45% by raising EG energy ratios and advancing DIT. In consideration of emission, the emissions of NOx, THC, CO2 and soot decrease followed by the rise of EG energy ratio at the same time, while CO emission increases. The emission is more obviously affected by DIT than PIT. The emission of soot and THC decreases with advanced DIT, while the emission of CO2 and NOx increases. Advanced DIT can reduce PM, and EG can decrease the average diameter of PM. Overall, the advanced DIT, suitable EG energy ratio and proper PIT are expected to achieve optimization on DEG dual-fuel engine in the aspect of performance and emissions.

An experimental investigation is conducted to evaluate the effects of using diethyl ether and ethanol as additives to biodiesel/diesel blends on the performance, emissions and combustion characteristics of a direct injection diesel engine. The test fuels are denoted as B30 (30% biodiesel and 70% diesel in vol.), BE-1 (5% diethyl ether, 25% biodiesel and 70% diesel in vol.) and BE-2 (5% ethanol, 25% biodiesel and 70% diesel in vol.) respectively. The results indicate that, compared with B30, there is slightly lower brake specific fuel consumption (BSFC) for BE-1. Drastic reduction in smoke is observed with BE-1 and BE-2 at higher engine loads. Nitrogen oxide (NOx) emissions are found slightly higher for BE-2. Hydrocarbon (HC) emissions are slightly higher for BE-1 and BE-2, but carbon monoxide (CO) are slightly lower. The peak pressure, peak pressure rise rate and peak heat release rate of BE-1 are almost similar to those of B30, and higher than those of BE-2 at lower engine loads. At higher engine loads the peak pressure, peak pressure rise rate and peak heat release rate of BE-1 are the highest and those of B30 are the lowest. BE-1 reflects better engine performance and combustion characteristics than BE-2 and B30.

To investigate the application and value of pulmonary artery catheterization (PAC) in pregnant patients with pulmonary hypertension (PH).The clinical data of pregnant patients with PH who were treated between 2006 and 2014 in surgical intensive care unit (SICU) at Capital Medical University affiliated Beijing Anzhen Hospital were retrospectively analysed. The differences of the clinical characteristics and outcome between PAC inserted patients and PAC not inserted patients were compared.The systolic pulmonary artery pressure (sPAP) measured by preoperative echocardiography has no significant difference between the PAC inserted patients [(103.0 ± 24.1) mmHg (1 mmHg = 0.133 kPa)] and PAC not inserted patients [(96.4 ± 27.3) mmHg; P = 0.175]. SPAP may be overestimated or underestimated by echocardiography compared with PAC with a gap from -38.4 mmHg to 49.5 mmHg. The rates of idiopathic pulmonary arterial hypertension (20.0% vs 3.2%) and continuous use of epidural anesthesia (89.1% vs 65.1%) were higher in PAC inserted patients compared with PAC not inserted patients. Norepinephrine, dobutamine, sildenafil, alprostadil, iloprost and low molecular weight heparin were more widely used in PAC inserted patients. The mortality rate and the rates of low birth weight (63.9% vs 30.6%) and very low birth weight infants (19.4% vs 13.9%) were all higher in PAC inserted patients, while the rate of induced abortion was lower in this group (5.5% vs 17.5%). The length of stay in surgical intensive care unit [6.0 (5.0) d vs 1.0 (3.0) d], postoperative length of stay [8.0 (6.0) d vs 8.0 (4.0) d] and total hospital costs [43 999.22 (38 267.27) RMB vs 14 878.24 (10 564.47) RMB] were all higher in PAC inserted patients. The incidence rate of PAC related complications was 7.3%.In moderate or severe PH pregnant patients with severe clinical symptoms, perioperative insertion of PAC helps to monitor the perinatal pulmonary arterial pressure(PAP) and guide treatment, potentially improving clinical outcomes and lowering the short term mortality. PAC can't be replaced by echocardiography in measuring PAP.

In order to study the oxidative stability of biodiesel, the accelerating oxidation process for eight hours was carried out to determine the properties of oxidative oil, such as kinematic viscosity, acid value and peroxide value every two hours, they were compared with the ones of biodiesel/diesel blend fuel. The results show that oxidation stability of biodiesel is inferior to mineral diesel, with the increasing of biodiesel mixed ratio, oxidation stability of blend fuel decreases. The influence of four different antioxidants on oxidative stability of biodiesel were examined, a preferred one was found, it can markedly restrain the oxidative process of biodiesel.

The No.0 diesel was selected to mix with biodiesel made by rough soybean oil in ten different proportions to form the mixed fuels. Their flash point, distillation temperature, kinematic viscosity and density were tested. On the basis of atomization quality evaluation for fuel, the comparison among biodiesel/diesel blend fuel was analyzed by using high resolving power digital camera. This paper calculated droplet size distribution, cumulative droplet size distribution based on volume and mean diameter. The results indicate that the evaporation property indexes of biodiesel are worse than those of diesel. When biodiesel mixed ratio increases, mean diameters of the fuel droplet of spray increase, curves of fuel droplet size number distribution and cumulative droplet size distribution based on volume move toward larger diameters. It shows that the higher the biodiesel mixed ratio is, the worse the atomization quality is.