• Journal of Internet Computing and Services
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• v.10 no.5
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• pp.27-32
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• 2009

Colored thread algorithm, suggested to be used for the label switching network, needs to be modified for the packet switching network. In this paper, it is recommended to add a merged state, besides the 3 states - null, colored and transparent - which are resulted from the behaviors of extend, rewind, stall, withdraw and merge events. The original colored thread algorithm is designed to generate a new thread and extend it to the downstream direction with unknown hop count when the thread has revisited the node that was visited. It also suggested rewinding the thread to the downstream direction by the source node, instead of rewinding it upstream direction by the revisited node. If a node received multiple threads which had a same forward equivalent class, then it checks first whether the hop counts are ascending or not. If it is in ascending order, then threads are merged. Otherwise the later thread is stalled until the former thread's color is to be changed to transparent or it is removed. This idea removes the effort of generating a new thread with unknown hop count.

• Journal of the Institute of Convergence Signal Processing
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• v.8 no.1
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• pp.39-43
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• 2007

In high speed communication networks, the determination of a transmission rate is critical for the stability of a closed-loop network system with the congestion control scheme. In ATM networks, the available bit rate (ABR) service is based on a feedback mechanism, i.e., the network status is transferred to the ABR source by a resource management (RM) cell. RM cells contain the traffic information of the downstream nodes for the traffic rate control. However, the traffic status of the downstream nodes can not be directly transferred to the source node in the IP based networks. In this paper, a new rate-based congestion control scheme using an exponential weighted moving average algorithm is proposed to build an efficient feedback control law for congestion avoidance in high speed communication networks. The proposed congestion control scheme assures the stability of switch buffers and higher link utilization of the network. Moreover, we note that the proposed congestion scheme can flexibly work along with the increasing number of input sources in the network, which results in an improved scalability.

• The Journal of Korean Institute of Communications and Information Sciences
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• v.42 no.1
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• pp.64-76
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• 2017

Routing in mobile ad hoc networks (MANETs) is highly challenging because of the dynamic nature of network topology. AntHocNet is a bio-inspired routing protocol for MANETs that mimics the foraging behavior of ants. However, unlike many other MANET routing protocols, the paths constructed in AntHocNet are unidirectional, which requires a separate path setup if a route in the reverse direction is also required. Because most communication sessions are bidirectional, this unidirectional path setup approach is often inefficient. Moreover, AntHocNet suffers from looping problems because of its property of multiple paths and stochastic data routing. In this paper, we propose a modified path setup procedure that constructs bidirectional paths. We also propose solutions to some of the looping problems in AntHocNet. Simulation results show that performance is significantly enhanced in terms of overhead, end-to-end delay, and delivery ratio when loops are prevented. Performance is further improved, in terms of overhead, when bidirectional paths setup is employed.

• Journal of the Korean Society of Fisheries and Ocean Technology
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• v.53 no.2
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• pp.177-186
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• 2017

This study is intended to provide navigator with specific information necessary to assist in the avoidance of collision and in operation of ships to evaluate the maneuverability of research vessel Jera. Authors carried out full-scale sea trials for turning test, zig-zag test, and spiral test at actual sea-going condition, which were performed on starboard and port sides with 10-20 rudder angle at service speed of 10 knots. The turning circle was much different at both of the turning of port and starboard which was longer at the starboard than at the port. In the zig-zag test results, the port and starboard was $10^{\circ}$ the first and second overshoot angles were $6.0^{\circ}$, $5.8^{\circ}$ and $6.3^{\circ}$, $7.1^{\circ}$ respectively and the first overshoot angles were $16.4^{\circ}$, $17.6^{\circ}$ when using $20^{\circ}$. Her maneuverability index T and N can be easily determined by using an analogue computer with the data obtained from the zig-zag tests where K is a constant representing the turning ability and T is a constant representing her quick response. In the zig-zag tests under $10^{\circ}$ or $20^{\circ}$ at rudder angle, the value K is 0.149. 0.123 sec- and T is 11.853 and 6.193 sec and angular velocity is $0.937^{\circ}/sec$ and $1.636^{\circ}/sec$. In the spiral test, the loop width was unstable at $+0.51^{\circ}$ and $-1.19^{\circ}$ around the midship of rudder, but the tangent line at $0^{\circ}$ was close to vertical. From the sea trial results, we found that she did comply with the present criterion in the standards of maneuverability of IMO.