Sex-dependent selection differentially shapes genetic variation on and off the guppy Y chromosome

Because selection is often sex-dependent, alleles can have positive effects on fitness in one sex and negative effects in the other, resulting in intralocus sexual conflict. Evolutionary theory predicts that intralocus sexual conflict can drive the evolution of sex limitation, sex-linkage, and sex chromosome differentiation. However, evidence that sex-dependent selection results in sex-linkage is limited. Here, we formally partition the contribution of Y-linked and non-Y-linked quantitative genetic variation in coloration, tail, and body size of male guppies (Poecilia reticulata)—traits previously implicated as sexually antagonistic. We show that these traits are strongly genetically correlated, both on and off the Y chromosome, but that these correlations differ in sign and magnitude between both parts of the genome. As predicted, variation in attractiveness was found to be associated with the Y-linked, rather than with the non-Y-linked component of genetic variation in male ornamentation. These findings show how the evolution of Y-linkage may be able to resolve sexual conflict. More generally, they provide unique insight into how sex-specific selection has the potential to differentially shape the genetic architecture of fitness traits across different parts of the genome.

Crystallographic features during martensitic transformation in Ni-Mn-Ga ferromagnetic shape memory alloys

The martensitic transformation crystallography in two Ni ₅₃Mn₂₅Ga₂₂ (at. %) ferromagnetic shape memory alloys (FSMAs) was investigated by means of misorientation calculation and pole figure analysis based on the orientation of the martensitic lamellae obtained from electron backscattered diffraction (EBSD) measurements. In the alloy that was first annealed at 1073K for 4h, and then cooled to 473K at ~4K/min and held for 30min, followed by cooling to room temperature at ~10K/min, there are only two kinds of differently orientated martensitic lamellae with a misorientation angle of ~82° distributed alternatively in each initial austenite grain. There is a compound twinning orientation relationship between the two lamellae. The prevalent orientation relationship between austenite and martensite is Kurdjumov-Sachs (K-S) relationship with (111)_A//(10I)_M, [1-10]_a//[11-1]_m. In the alloy that was annealed at 1173K for 4h followed by furnace cooling, nanoscale twins inside the martensitic lamellae were observed and the orientation relationships both between the nanotwins within one lamella and between the nanotwins in two neighboring lamellae were determined. The results presented in this paper will enrich the crystallographic data of the FSMAs and offer useful information for the development of novel FSMAs with optimal performances.

Determination of crystal structure and crystallographic characteristics in Ni-Mn-Ga ferromagnetic shape memory alloys

Ni-Mn-Ga ferromagnetic shape memory alloys (FSMAs) have received great attention during the past decade due to their giant magnetic shape memory effect and fast dynamic response. The crystal structure and crystallographic features of two Ni-Mn-Ga alloys were precisely determined in this study. Neutron diffraction measurements show that Ni48Mn30Ga22 has a Heusler austenitic structure at room temperature; its crystal structure changes into a seven-layered martensitic structure when cooled to 243K. Ni53Mn25Ga22 has an I4/mmm martensitic structure at room temperature. Electron backscattered diffraction (EBSD) analyses reveal that there are only two martensitic variants with a misorientation of ~82° around <110> axis in each initial austenite grain in Ni53Mn25Ga22. The investigation on crystal structure and crystallographic features will shed light on the development of high-performance FSMAs with optimal properties.

Robust modular artmap for multi-class shape recognition

This paper presents a fuzzy ARTMAP (FAM) based modular architecture for multi-class pattern recognition known as modular adaptive resonance theory map (MARTMAP). The prediction of class membership is made collectively by combining outputs from multiple novelty detectors. Distance-based familiarity discrimination is introduced to improve the robustness of MARTMAP in the presence of noise. The effectiveness of the proposed architecture is analyzed and compared with ARTMAP-FD network, FAM network, and One-Against-One Support Vector Machine (OAO-SVM). Experimental results show that MARTMAP is able to retain effective familiarity discrimination in noisy environment, and yet less sensitive to class imbalance problem as compared to its counterparts.

Structure and phase stability of NiMnGa ferromagnetic shape memory alloys by experimental and ab-initio techniques

This paper summarizes some of our recent results on crystal structure, microstructure, orientation relationship between martensitic variants and crystallographic features of martensitic transformation in Ni-Mn-Ga FSMAs. It was shown that Ni53Mn25Ga22 has a tetragonal I4/mmm martensitic structure at room temperature. The neighboring martensitic variants in Ni53Mn25Ga22 have a compound twinning relationship with the twinning elements K1={112}, K2={11-2}, η1=<11-1>, η2=<111>, P={1-10} and s=0.379. The ratio of the relative amounts of twins within the same initial austenite grain is ~1.70. The main orientation relationship between austenite and martensite is Kurdjumov-Sachs (K-S) relationship. Based on the crystallographic phenomenological theory, the calculated habit plane is {0.690 -0.102 0.716}A (5.95° from {101}A), and the magnitude, direction and shear angle of the macroscopic transformation shear are 0.121, <-0.709 0.105 0.698>A (6.04° from <-101>A) and 6.88°, respectively.

"Tomorrow's car" : Deakin Universities new cross vehicle that combines the best of 2 worlds

Motorbike riders are 34-times more likely to die in a crash compared to car drivers per km travelled (1). Such safety risks together with special skill requirements for the driver and much lower comfort compared to normal cars are the main reasons why motorbikes represent only a fraction of all vehicle sales in developed countries. Deakin University is developing a revolutionary cross-over fun vehicle with ultra low fuel consumption and emissions. This new vehicle generation combines the best of two worlds: the fun to drive, low cost, and small size of a scooter together with the safety, comfort and easiness to operate of a car. The result is a vehicle that is more fuel efficient than most cars or even scooters.

Various tilting cross over vehicles have been presented over the last decade that were trying to automate the tilting control of narrow vehicles to make them safer. Examples of these concepts are the Carver, Clever and in some way also the MP3 scooter from Piaggio. The problem with fully enclosed concepts like the Carver or Clever is that they require very complex and therefore also expensive tilting control systems so that the vehicles are not price competitive compared to low cost micro cars or even normal small cars. The MP3 on the other hand comes with a tilting control system which is only semi automatic so that typical car advantages - comprehensive safety features like crush zones, roll over protection, air bags, safety belts or comfort features like full weather protection including heating and cooling – can not be provided.

Deakin’s approach is quite different to the above mentioned concepts. The requirements were derived based on two different investigations: The first step was a critical evaluation of social trends and the second step was an in-depth benchmarking study of existing concepts which identified the typical strengths and weaknesses of these concepts. In a critical next step a new concept was created that addresses most of the weaknesses of existing tilting three-wheelers in a holistic approach by setting clear priority rankings for the vehicle targets, based on current trends. The priorities were set in the following order: Safety, Affordability, Fun and Efficiency (SAFE).

The key feature that enables an enclosed tilting vehicle is a fully automatic tilting control system. With an automatic tilting control system the driver does not need to put the feet on the ground to balance the vehicle when he stops, so the vehicle can be built with a full enclosure. This allows the implementation of typical car like safety features (seat belts, roll over structure, crush zones, air bags). The SafeRide™ tilting control system is a passive system that involves the driver’s balancing sense in its feedback control system. The vehicle has typical scooter like steering characteristics, where the steering is initiated through countersteering. Another safety critical design feature is the crush zone between the two front wheels which is not possible with only one front wheel or with the powertrain positioned between the front wheels, as the powertrain can’t absorb a lot of energy due to its structural stiffness and density. The passive tilting control system is quite simple and therefore makes the vehicle very affordable, an important factor for successful commercialisation.

Another advantage of integrating the human balancing senses in the feedback control of the tilting system is that the system kicks in slightly after the human balancing reacts. In some instances that can generate the typical adrenalin thrill known from riding a bike. This fun factor is quite common with many trend sports like mountain biking, surfing, roller-skating, snowboarding, or skateboarding. Some of these sports have seen very rapid growth only a short time after they have been invented. Utilising the human balancing system during driving also makes the vehicle safer as the adrenalin is produced after reaching a semi-stable driving condition that is controlled by the vehicles tilting control system, but before the vehicle reaches an unstable driving condition that can not be controlled by the vehicle but only (eventually) by the driver – if he has got the required driving skill and if he is alert enough.

Efficiency superior to most cars and scooters is achieved by the aerodynamics of a fully enclosed body structure in combination with the small frontal area of a typical scooter and the droplet shape enabled by the relatively wide front with 2 wheels and the very narrow tail with only one rear wheel. The passive tilting system also contributes to the extreme efficiency as the system only draws some small electrical power for the electronic control unit. Another feature is a low cost exhaust energy recovery system which is discussed in another paper.

A systems approach to shape and topology optimisation of mechanical structures

Optimisation techniques have become more and more important as the possibility of simulating complex mechanical structures has become a reality. A common tool in the layout design of structural parts is the topology optimisation method, which finds an optimum material distribution within a given geometrical design space to best meet loading conditions and constraints. Another important method is shape optimisation, which optimises weight given parametric geometric constraints. In the case of complex shaped parts or elaborate assemblies, for example automobile body structures, shape optimisation is still hard to do; mainly due to the difficulty in translating shape design parameters into meaningful analysis models. Tools like the parametric geometry package SFE CONCEPT are designed to mitigate these issues. Nevertheless, shape methods usually cannot suggest new load path configurations, while topology methods are often confined to single parts. To overcome these limitations the authors have developed a method that combines both approaches into an Integral Shape/Topology Method (IST) that is capable of finding new optimal solutions. This is achieved by an automated optimisation loop and can be applied for both thin walled structures as well as solid 3D geometries. When optimising structures by applying IST, global optimum solutions can be determined that may not be obtained with isolated shape- or topology-optimisation methods.