Biblio
Nowadays, although it is much more convenient to obtain news with social media and various news platforms, the emergence of all kinds of fake news has become a headache and urgent problem that needs to be solved. Currently, the fake news recognition algorithm for fake news mainly uses GCN, including some other niche algorithms such as GRU, CNN, etc. Although all fake news verification algorithms can reach quite a high accuracy with sufficient datasets, there is still room for improvement for unsupervised learning and semi-supervised. This article finds that the accuracy of the GCN method for fake news detection is basically about 85% through comparison with other neural network models, which is satisfactory, and proposes that the current field lacks a unified training dataset, and that in the future fake news detection models should focus more on semi-supervised learning and unsupervised learning.
The value and size of information exchanged through dark-web pages are remarkable. Recently Many researches showed values and interests in using machine-learning methods to extract security-related useful knowledge from those dark-web pages. In this scope, our goals in this research focus on evaluating best prediction models while analyzing traffic level data coming from the dark web. Results and analysis showed that feature selection played an important role when trying to identify the best models. Sometimes the right combination of features would increase the model’s accuracy. For some feature set and classifier combinations, the Src Port and Dst Port both proved to be important features. When available, they were always selected over most other features. When absent, it resulted in many other features being selected to compensate for the information they provided. The Protocol feature was never selected as a feature, regardless of whether Src Port and Dst Port were available.
Increasing connectivity and automation in vehicles leads to a greater potential attack surface. Such vulnerabilities within vehicles can also be used for auto-theft, increasing the potential for attackers to disable anti-theft mechanisms implemented by vehicle manufacturers. We utilize patterns derived from Controller Area Network (CAN) bus traffic to verify driver “behavior”, as a basis to prevent vehicle theft. Our proposed model uses semi-supervised learning that continuously profiles a driver, using features extracted from CAN bus traffic. We have selected 15 key features and obtained an accuracy of 99% using a dataset comprising a total of 51 features across 10 different drivers. We use a number of data analysis algorithms, such as J48, Random Forest, JRip and clustering, using 94K records. Our results show that J48 is the best performing algorithm in terms of training and testing (1.95 seconds and 0.44 seconds recorded, respectively). We also analyze the effect of using a sliding window on algorithm performance, altering the size of the window to identify the impact on prediction accuracy.
Bus factor is a metric that identifies how resilient is the project to the sudden engineer turnover. It states the minimal number of engineers that have to be hit by a bus for a project to be stalled. Even though the metric is often discussed in the community, few studies consider its general relevance. Moreover, the existing tools for bus factor estimation focus solely on the data from version control systems, even though there exists other channels for knowledge generation and distribution. With a survey of 269 engineers, we find that the bus factor is perceived as an important problem in collective development, and determine the highest impact channels of knowledge generation and distribution in software development teams. We also propose a multimodal bus factor estimation algorithm that uses data on code reviews and meetings together with the VCS data. We test the algorithm on 13 projects developed at JetBrains and compared its results to the results of the state-of-the-art tool by Avelino et al. against the ground truth collected in a survey of the engineers working on these projects. Our algorithm is slightly better in terms of both predicting the bus factor as well as key developers compared to the results of Avelino et al. Finally, we use the interviews and the surveys to derive a set of best practices to address the bus factor issue and proposals for the possible bus factor assessment tool.