HDAC1-mediated deacetylation of HIF1α prevents atherosclerosis progression by promoting miR-224-3p-mediated inhibition of FOSL2.

We intended to characterize functional relevance of microRNA (miR)-224-3p in endothelial cell (EC) apoptosis and reactive oxygen species (ROS) accumulation in atherosclerosis, considering also the integral involvement of histone deacetylase 1 (HDAC1)-mediated hypoxia-inducible factor-1α (HIF1α) deacetylation. The binding affinity between miR-224-3p and Fos-like antigen 2 (FOSL2) was predicted and validated. Furthermore, we manipulated miR-224-3p, FOSL2, HDAC1, and HIF1α expression in oxidized low-density lipoprotein (ox-LDL)-induced ECs, aiming to clarify their effects on cell activities, inflammation, and ROS level. Additionally, we examined the impact of miR-224-3p on aortic atherosclerotic plaque and lesions in a high-fat-diet-induced atherosclerosis model in ApoE-/- mice. Clinical atherosclerotic samples and ox-LDL-induced human aortic ECs (HAECs) exhibited low HDAC1/miR-224-3p expression and high HIF1α/FOSL2 expression. miR-224-3p repressed EC cell apoptosis, inflammatory responses, and intracellular ROS levels through targeting FOSL2. HIF1α reduced miR-224-3p expression to accelerate EC apoptosis and ROS accumulation. Moreover, HDAC1 inhibited HIF1α expression by deacetylation, which in turn enhanced miR-224-3p expression to attenuate EC apoptosis and ROS accumulation. miR-224-3p overexpression reduced atherosclerotic lesions in vivo. In summary, HDAC1 overexpression may enhance the anti-atherosclerotic and endothelial-protective effects of miR-224-3p-mediated inhibition of FOSL2 by deacetylating HIF1α, underscoring a novel therapeutic insight against experimental atherosclerosis.

[Particulate Component Emission Characteristic from a Diesel Bus with DOC and CDPF].

A diesel bus was tested with a China City Bus Cycle (CCBC) on a heavy chassis dynamometer, and the components of the particulate emissions with different after-treatment equipment were investigated. Results showed that OC was less than EC in the particulates of the bus emissions without the use of after-treatment equipment. The organic components were mainly fatty acids (60.9%) and n-alkanes (32.4%), with a few hopanes and PAHs. Fatty acid components were mainly C16:0, C18, C14, and C18:1. The n-alkanes were mainly C18-C24, with C21H44 and C22H46 accounting for the greatest portion. PAH mass was concentrated in medium and small molecular weight components, such as Pyr, FL, and PA. While PAH toxicity was dominated by medium and high molecular weight components, BaP was the most toxic, followed by B(b+k)F, BaA, and IcdP. The total toxicity of the PAHs decreased by 2.7% after DOC treatment and continued to decrease by 89.6%-93.8% after CDPF treatment. After-treatment equipment significantly reduced the OC+EC emissions by 18.9% (DOC) and 70.5%-72.5% (CDPF), but the reduction rate varied from one component to another. The different precious metal loadings of the CDPF did not obviously affect the reduction rate.

[Effects of Different Precious Metal Loads of CDPF on Characteristics of VOCs Emissions from a Diesel Bus].

Based on heavy chassis dynamometers, an experimental study was conducted in a diesel bus with proton transfer reaction mass spectrometry (PTR-MS). It investigated the effects of volatile organic compound (VOC) emission characteristics with three different diesel oxidation catalyst (DOC)+catalyzed diesel particulate filter (CDPF) after-treatments for a typical Chinese city bus driving cycle (CCBC). The results reveal that the major compounds from the diesel bus are OVOCs, aromatic hydrocarbons, alkenes, alkanes, nitrogenous organic compounds, and polycyclic aromatic hydrocarbons (PAH), and that the OVOCs account for more than 50%of the total VOCs. With the same precious metal composition and ratio of the proportion in the CDPF catalyst, the emissions of VOCs decrease with an increase in precious metal load. The emission reduction rates of the VOCs are 36.2%, 40.1%, and 41.4%, respectively, when the precious metal loads are 15 g·ft-3 (type A after-treatment device), 25 g·ft-3 (type B), and 35 g·ft-3 (type C). The average emission rates of alkanes for the three kinds of DOC+CDPF after-treatments are all over 59% for the entire CCBC cycle. The type C after-treatment device can reduce the alkane emissions by 70.2%, with a slight advantage for the OVOC reduction compared with type A and type B devices. For unsaturated hydrocarbons, including aromatic hydrocarbons, alkenes, and PAHs, the after-treatment devices have a catalytic effect, but there is no significant difference between them. The emissions of nitrogenous organic compounds are greatly decreased, by 50.5%, with the type A after-treatment, but the reduction rate decreases with an increase in precious metal load. In addition, OVOCs, aromatic hydrocarbons, and alkenes are the most important contributors to ozone formation. The adoption of DOC+CDPF reduces the emissions of VOCs and, therefore, the ozone formation potential. Taking into account the emission reduction rates and costs of the three different after-treatments and for weighting coefficients of 0.8 and 0.2, respectively, the type B after-treatment is the optimal solution.