Under the surface of teacher occupational wellness and effectiveness in higher education: a look into the mediator roles of work passion and emotion regulation via SEM analysis.

Teacher occupational wellness and effectiveness are crucial aspects of a teacher's capacity to contribute to the advancement of excellence in education. Nevertheless, there is a dearth of considerable studies regarding the interconnections between work passion and emotion regulation in higher education. This study developed a model to demonstrate the interplay between the above-mentioned constructs to fill this research gap. To gather this information, the required scales were sent to 401 different university professors. Based on the findings of Structural Equation Modelling (SEM) and Confirmatory Factor Analysis (CFA), it is suggested that work passion and emotion regulation have the potential to enhance teacher occupational wellness and effectiveness in higher education. In the end, implications and directions for the future were presented to educators and researchers who are enthused about the potential of work passion, emotion regulation, and self-compassion for improving instructive practices.

Study on the Effect of Secondary Injection on the Combustion and Emission of n-Butanol Engines.

n-Butanol, as a biological alternative fuel containing oxygen, has similar physical and chemical properties to gasoline and has a wide range of sources, which has attracted more and more attention and research. Direct injection technology has been widely used in the field of internal combustion engine due to its advantages of flexibility and control ability. In this paper, the secondary injection of n-butanol engine under the mode of in-cylinder direct injection is discussed to organize stratified combustion of the mixture, optimize combustion to improve the thermal efficiency, and reduce emission. A four-cylinder four-stroke spark ignition (SI) engine was selected to carry out the secondary injection experiment of n-butanol under the excess air ratio (λ) of 1, an engine speed of 1500 r/min, and a low load, and the variables were the second injection ratio and timing. The results show that the secondary injection of n-butanol can achieve stratified combustion of the mixture, but only at a specific second injection timing such as 100°CA before compression top dead center (BTDC) or 125°CA BTDC, the combustion effect is the best. A small second injection ratio can optimize combustion, improve brake thermal efficiency, and reduce hydrocarbon and carbon monoxide emissions. When the second injection ratio is greater than 60%, it results in incomplete fuel combustion, a 3 to 4% reduction in thermal efficiency, and an increase in emissions. Coefficient of variation (COV) was increased by secondary injection, but the effect was insignificant in the small injection ratio, and it will increase with the increase of the second injection ratio. The change of particle number is mainly affected by the nuclear particle number, and with the increase of the second injection ratio, the total particulate number is more affected by the second injection timing. The second injection ratio of 40% can reduce the total particle number under the mixed-gas stratification condition.

Effect of Exhaust Gas Recirculation and Spark Timing on Combustion and Emission Performance of an Oxygen-Enriched Gasoline Engine.

Oxygen-enriched combustion (OEC) technology in SI engines can greatly improve the degree of constant volume combustion, increase the torque output, and reduce HC and CO emissions but lead to a sharp increase in NO x emissions. Simultaneously, the high temperature from OEC would lead to high nucleation particle emissions. Under the OEC mode, except the oxygen content, spark timing and engine load are important influencing factors on emissions. Exhaust gas recirculation (EGR) technology has been proven to reduce NO x emissions effectively. This research investigates the effects of EGR on combustion and emission performance under an oxygen-enriched ratio (OER) of 25% with five EGR ratios (0-20%) for the initial throttle opening of 14% (at an EGR ratio of 0%) with an engine speed of 1500 rpm. The study shows that when the OER is 25%, the output torque increases with the increase of the EGR ratio. At the proper spark timing, the EGR ratio over 15% can obtain lower NO x emissions and particle emissions than the baseline (OER of 21%). Although HC emissions increase with the EGR ratio, they are still lower than the baseline. Overall, the OER of 25% coupled with the EGR ratios of 15-20% is the predominant combustion mode to improve power and emission performance in SI engines.

Highly Electrochemiluminescent Cs4PbBr6@CsPbBr3 Perovskite Nanoacanthospheres and Their Application for Sensing Bisphenol A.

Perovskite quantum dots (PQDs) as recently emerging electrochemiluminescence (ECL) luminophores have been paid much attention due to their good ECL activity, narrow ECL spectra, and easy preparation. However, the PQDs used for ECL sensing were mainly inherited from those PQDs prepared as strong fluorescence (FL) luminophores, which would limit the finding of highly ECL PQDs for sensing due to the very different mechanisms in generating excited-state luminophores between ECL and FL. In order to obtain highly electrochemiluminescent PQDs, for the first time we proposed to synthesize PQDs for ECL sensing rather than for FL-based analysis by optimizing the synthesis conditions. It was revealed that the volume of the precursor solution, the concentrations of CsBr and PbBr2, the amount of capping reagents, and the synthesis reaction temperature all significantly affect the ECL activity of PQDs. On the basis of the optimization of the synthesis conditions, we obtained a new type of PQDs with high ECL activity. The new PQDs were characterized by several technologies, such as scanning electron microscopy, transmission electron microscopy, X-ray diffraction, and energy dispersive X-ray spectrum, to be the hybrids of 3D PQDs (CsPbBr3) and 0D PQDs (Cs4PbBr6) with unique morphologies, i.e., Cs4PbBr6@CsPbBr3 PQD nanoacanthospheres (PNAs), in which Cs4PbBr6 was as the core and CsPbBr3 served as the shell. The obtained Cs4PbBr6@CsPbBr3 PNAs had much higher (>4 times) ECL activity than the prevailing 3D (CsPbBr3) PQDs. Finally, the novel Cs4PbBr6@CsPbBr3 PNAs have been applied for the ECL sensing of bisphenol A (BPA), showing a promising application of the highly electrochemiluminescent PQDs in analytical chemistry.

Study on Combustion and Emissions of a Combined Injection Spark Ignition Engine with Natural Gas Direct Injection Plus Ethanol Port Injection under Lean-Burn Conditions.

Conventional ethanol spark ignition (SI) engines have poor fuel atomization and mixture formation. The objective of this paper is to improve the combustion and emission performance of ethanol SI engines under lean-burn conditions through the dual-injection mode with ethanol port injection and compressed natural gas (CNG) direct injection (CDI+EPI). This paper studies the engine performance at 1500 rpm under five CNG direct injection ratios (CDIr) and five excess air ratios (λ). The results show that as the CDIr increases under lean-burn conditions, the following occurs: the minimum advance for best torque (MBT), the coefficient of variation (CoVIMEP), and CO and HC emissions decrease; the crankshaft rotation or time with cumulative heat release rate ranging from 10% to 90% (CA 10-90) and NOx emissions first decrease and then increase; and torque, peak in-cylinder pressure (Pmax), and the λ limit first increase and then decrease. The larger the CDIr is, the less influence λ has on the MBT. When CDIr = 15%, the CoVIMEP can be effectively reduced, the engine can still work stably in all lean-burn conditions, and the λ limit will reach the maximum value of 1.73, 19.31% higher than that of the original engine (CDIr = 0). When λ = 1.1, CO emissions decrease the most and HC emissions decrease the least. At this time, CO and HC emissions decrease by 1.56 vol % and 30 ppm, respectively, on average for every 0.1 decrease in λ. For CA 10-90, torque, and Pmax, λ = 1.1, 15% CDI, and 85% EPI is the optimal combination under lean-burn conditions. When CDIr ≥ 15%, NOx emissions are at an ideal level. Under lean-burn conditions, direct-injection CNG can form a good stratified natural gas/ethanol mixture in the cylinder, effectively improving the engine's power and stability and reducing emissions. The λ = 1.1, 15% CDI, 85% EPI combination provides a cutting-edge and outstanding solution for a natural gas/ethanol combined injection SI engine.

An Experimental Study on Combustion and Cycle-by-Cycle Variations of an N-Butanol Engine with Hydrogen Direct Injection under Lean Burn Conditions.

This study experimentally investigated the effects of hydrogen direct injection on combustion and the cycle-by-cycle variations in a spark ignition n-butanol engine under lean burn conditions. For this purpose, a spark ignition engine installed with a hydrogen and n-butanol dual fuel injection system was specially developed. Experiments were conducted at four excess air ratios, four hydrogen fractions(φ(𝐻2)) and pure n-butanol. Engine speed and intake manifold absolute pressure (MAP) were kept at 1500 r/min and 43 kPa, respectively. The results indicate that the θ0-10 and θ10-90 decreased gradually with the increase in hydrogen fraction. Additionally, the indicated mean effective pressure (IMEP), the peak cylinder pressure (Pmax) and the maximum rate of pressure rise ((dP/dφ)max) increased gradually, while their cycle-by-cycle variations decreased with the increase in hydrogen fraction. In addition, the correlation between the (dP/dφ)max and its corresponding crank angle became weak with the increase in the excess air coefficient (λ), which tends to be strongly correlated with the increase in hydrogen fraction. The coefficient of variation of the Pmax and the IMEP increased with the increase in λ, while they decreased obviously after blending in the hydrogen under lean burn conditions. Furthermore, when λ was 1.0, a 5% hydrogen fraction improved the cycle-by-cycle variations most significantly. While a larger hydrogen fraction is needed to achieve the excellent combustion characteristics under lean burn conditions, hydrogen direct injection can promote combustion process and is beneficial for enhancing stable combustion and reducing the cycle-by-cycle variations.

Effects of Water Ratio in Hydrous Ethanol on the Combustion and Emissions of a Hydrous Ethanol/Gasoline Combined Injection Engine under Different Excess Air Ratios.

Ethanol is usually combined with gasoline to manufacture ethanol-gasoline with excellent combustion characteristics. However, extracting water from hydrous ethanol to manufacture anhydrous ethanol consumed much energy, which increases the production cost of ethanol-gasoline. Many researchers have studied the combustion and emissions of hydrous ethanol-gasoline to explore the application of hydrous ethanol-gasoline as the fuel for spark-ignition engines. Most previous studies changed the hydrous ethanol ratio with fixed purity in hydrous ethanol-gasoline to study the effects of hydrous ethanol. Different from previous studies, this paper studied the effects of water ratio (Wr) in hydrous ethanol on the combustion and emissions of a hydrous ethanol/gasoline combined injection engine under different excess air ratio (λ) values. The ratios of ethanol and gasoline keep constant, while the purity of hydrous ethanol changes during the research. The experiment adopted the combined injection mode with hydrous ethanol direct injection plus gasoline port injection; the direct injection ratio was 20%. The experiment set three λ (0.9, 1, and 1.2) and five Wrs (0, 5, 10, 15, and 20%). The test engine's speed was 1500 rpm, and the intake manifold absolute pressure was 48 kPa. Results showed that water inhibited combustion, prolonged CA 0-10 and CA 10-90, reduced P max and T max, and delayed APmax; larger λ made the deterioration on combustion more obvious, and the smaller λ had a larger tolerance to water. Water could increase torque and improve emissions, but different parameters corresponded to different optimal Wrs. For torque, the optimal Wr was 5%. For HC emissions, the optimal Wr was 0%; for CO emissions, the optimal value was 5%; and for NO x emissions, the best value was 20%. The best Wr was 10% for particle number (PN) emissions. Under the optimal Wr condition, when λ values were 0.9, 1, and 1.2, compared with pure gasoline, the torque increased by 7.5, 5.54, and 5.31%; HC emissions decreased by 21.37, 23.43, and 26.58%; NO x emissions decreased by 4.26, 11.47, and 12.55%; CO emissions decreased by 17.51, 34.56, -50%; and the total PN emissions decreased by 87.64, 89.64, and 76.07%.

[Progress on microbial transformation of arsenic and its application in environmental and medical sciences--a review].

Arsenic is widely distributed in the environment. As teratogen, carcinogen or mutagen, it has extremely toxic effect on mammalian health. Recently, as the outbreaks of arsenicosis in many countries such as Bangladesh and China, arsenic toxicity or pollution has been a global problem, severely threatening tens of millions of people's health. Therefore, studies on the transfer of arsenic toxicity or pollution are important. The threat of pollution and toxicity from the dispersal of naturally occurring and anthropogenic arsenic stimulated extensive studies focusing on the geochemical behaviors, such as mobilization and transformation of arsenic. More evidences suggest that microbes play an important role in the geochemical circulation of arsenic. Some microorganisms have evolved to tolerate relatively high concentrations of arsenic by methylation and/or redox. These microbial processes, together with inorganic and physical processes, constitute the global cycle of arsenic. In this article, we review the diversity of microorganisms known to interact with arsenic, and the genes and enzymes involved in these processes. We also briefly discuss the application of arsenic bio-transformation is. Finally, according to the studies in our laboratory, we propose the potential application in medical sciences and its future prospects.