Data-Driven Analysis of Pareto Set Topology

When and why can evolutionary multi-objective optimization (EMO) algorithms cover the entire Pareto set? That is a major concern for EMO researchers and practitioners. A recent theoretical study revealed that (roughly speaking) if the Pareto set forms a topological simplex (a curved line, a curved triangle, a curved tetrahedron, etc.), then decomposition-based EMO algorithms can cover the entire Pareto set. Usually, we cannot know the true Pareto set and have to estimate its topology by using the population of EMO algorithms during or after the runtime. This paper presents a data-driven approach to analyze the topology of the Pareto set. We give a theory of how to recognize the topology of the Pareto set from data and implement an algorithm to judge whether the true Pareto set may form a topological simplex or not. Numerical experiments show that the proposed method correctly recognizes the topology of high-dimensional Pareto sets within reasonable population size.Comment: 8 pages, accepted at GECCO'18 as a full pape

Sizing and Topology Design of an Aeroelastic Wingbox Under Uncertainty

The goals of this work are to use a nested optimizer to conduct simultaneous sizing (inner level) and topology (outer level) design of a wingbox, considering uncertainties in the safety factors used to define the aeroelastic constraints. These uncertainties, propagated via sampling-driven polynomial chaos, are explicitly introduced at the inner level of the method, during gradient-based sizing optimization, resulting in a stochastic optimal sizing distribution. Measures of robustness in the total structural mass are then passed to the outer level, where a global optimizer evolves the topology parameters. The results demonstrate design choices needed to improve robustness in the face of uncertain safety factors, and the various physical mechanisms driving this process

MultiMetEval: comparative and multi-objective analysis of genome-scale metabolic models

Comparative metabolic modelling is emerging as a novel field, supported by the development of reliable and standardized approaches for constructing genome-scale metabolic models in high throughput. New software solutions are needed to allow efficient comparative analysis of multiple models in the context of multiple cellular objectives. Here, we present the user-friendly software framework Multi-Metabolic Evaluator (MultiMetEval), built upon SurreyFBA, which allows the user to compose collections of metabolic models that together can be subjected to flux balance analysis. Additionally, MultiMetEval implements functionalities for multi-objective analysis by calculating the Pareto front between two cellular objectives. Using a previously generated dataset of 38 actinobacterial genome-scale metabolic models, we show how these approaches can lead to exciting novel insights. Firstly, after incorporating several pathways for the biosynthesis of natural products into each of these models, comparative flux balance analysis predicted that species like Streptomyces that harbour the highest diversity of secondary metabolite biosynthetic gene clusters in their genomes do not necessarily have the metabolic network topology most suitable for compound overproduction. Secondly, multi-objective analysis of biomass production and natural product biosynthesis in these actinobacteria shows that the well-studied occurrence of discrete metabolic switches during the change of cellular objectives is inherent to their metabolic network architecture. Comparative and multi-objective modelling can lead to insights that could not be obtained by normal flux balance analyses. MultiMetEval provides a powerful platform that makes these analyses straightforward for biologists. Sources and binaries of MultiMetEval are freely available from https://github.com/PiotrZakrzewski/MetEv​al/downloads

Multi-objective optimisation for battery electric vehicle powertrain topologies

Electric vehicles are becoming more popular in the market. To be competitive, manufacturers need to produce vehicles with a low energy consumption, a good range and an acceptable driving performance. These are dependent on the choice of components and the topology in which they are used. In a conventional gasoline vehicle, the powertrain topology is constrained to a few well-understood layouts; these typically consist of a single engine driving one axle or both axles through a multi-ratio gearbox. With electric vehicles, there is more flexibility, and the design space is relatively unexplored. In this paper, we evaluate several different topologies as follows: a traditional topology using a single electric motor driving a single axle with a fixed gear ratio; a topology using separate motors for the front axle and the rear axle, each with its own fixed gear ratio; a topology using in-wheel motors on a single axle; a four-wheel-drive topology using in-wheel motors on both axes. Multi-objective optimisation techniques are used to find the optimal component sizing for a given requirement set and to investigate the trade-offs between the energy consumption, the powertrain cost and the acceleration performance. The paper concludes with a discussion of the relative merits of the different topologies and their applicability to real-world passenger cars

A morphospace of functional configuration to assess configural breadth based on brain functional networks

The best approach to quantify human brain functional reconfigurations in response to varying cognitive demands remains an unresolved topic in network neuroscience. We propose that such functional reconfigurations may be categorized into three different types: i) Network Configural Breadth, ii) Task-to-Task transitional reconfiguration, and iii) Within-Task reconfiguration. In order to quantify these reconfigurations, we propose a mesoscopic framework focused on functional networks (FNs) or communities. To do so, we introduce a 2D network morphospace that relies on two novel mesoscopic metrics, Trapping Efficiency (TE) and Exit Entropy (EE), which capture topology and integration of information within and between a reference set of FNs. In this study, we use this framework to quantify the Network Configural Breadth across different tasks. We show that the metrics defining this morphospace can differentiate FNs, cognitive tasks and subjects. We also show that network configural breadth significantly predicts behavioral measures, such as episodic memory, verbal episodic memory, fluid intelligence and general intelligence. In essence, we put forth a framework to explore the cognitive space in a comprehensive manner, for each individual separately, and at different levels of granularity. This tool that can also quantify the FN reconfigurations that result from the brain switching between mental states.Comment: main article: 24 pages, 8 figures, 2 tables. supporting information: 11 pages, 5 figure

On the Benefit of Information Centric Networks for Traffic Engineering

Current Internet performs traffic engineering (TE) by estimating traffic matrices on a regular schedule, and allocating flows based upon weights computed from these matrices. This means the allocation is based upon a guess of the traffic in the network based on its history. Information-Centric Networks on the other hand provide a finer-grained description of the traffic: a content between a client and a server is uniquely identified by its name, and the network can therefore learn the size of different content items, and perform traffic engineering and resource allocation accordingly. We claim that Information-Centric Networks can therefore provide a better handle to perform traffic engineering, resulting in significant performance gain. We present a mechanism to perform such resource allocation. We see that our traffic engineering method only requires knowledge of the flow size (which, in ICN, can be learned from previous data transfers) and outperforms a min-MLU allocation in terms of response time. We also see that our method identifies the traffic allocation patterns similar to that of min-MLU without having access to the traffic matrix ahead of time. We show a very significant gain in response time where min MLU is almost 50% slower than our ICN-based TE method