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| 1 | A Comparison of Performance between Macro-mobility Protocol and Micro-mobility Protocol显示文摘Mobile IP is the proposed standard for IP mobility support. When a Mobile Node (MN) is far away from home, registration at its home agent can cause a long handoff delay that leads to significant packet drop and throughput reduction. In order to improve standard mobile IP , the mobility of MN has been divided into micro mobility and macro mobility. Some micro mobility management protocols have been developed. We compare the performance between standard mobile IP (RFC2002,RFC3220,RFC3344) and micro mobility management protocols and give some equations along with the analysis of calculating results. | TANGHong NIENeng WUZhong-fu ZHAOJun LIAOXiao-feng | 2003 | The Journal of China Universities of Posts and Telecommunications2003，10，3： | 4 |
| 2 | 显示文摘 | TANGHong(唐红) GUOXiaoDong(郭孝东) TANGYan(唐艳) etal | | WujiHuaxueXuebao0，，： | 2 |
| 3 | Research progress on train operation safety in Xinjiang railway under wind environment显示文摘Railway lines in the Xinjiang wind area face severe wind disasters year-round,which seriously affects the safety and economy of the railway in China.Therefore,the wind characteristics and statistics of wind-induced accidents along the Xinjiang railway lines are presented and the basic research route for evaluating the train running safety under crosswinds and effective measures to improve the windproof performances of trains are proposed,which are meaningful to deal with wind-induced train accidents.Based on this research route,a series of numerical simulations are conducted to evaluate train safety and the corresponding measures are provided.The results show the following.The running safety of the train under crosswinds mainly depends on the aerodynamic loads acting on the train.The relationships between the safe speed limit and train type,the load weight,the embankment height,the road cutting depth,the railway line curve parameters,the yaw angle and other factors are obtained.The critical wind-vehicle speed relationship,as well as the engineering speed limit value under different running conditions,are determined.Large values of the aerodynamic and dynamic indices mainly appear in special locations,such as near earth-embankment-type windbreak walls,shallow cuttings and the transition sections between various types of windbreak walls.Measures such as increasing the height of the earth-embankment-type windbreak walls,adding wind barriers with reasonable heights in shallow cuttings and optimizing the design of different types of transition sections are proposed to significantly improve the safe speed limits of trains under crosswinds. | Tanghong Liu Lei Wang Hongrui Gao Yutao Xia Zijian Guo Wenhui Li Hongkang Liu | 2022 | Transportation Safety and Environment2022，4，2： | 2 |
| 4 | One-step low temperature reactive consolidation of high purity nanocrystalline Mg 2 Si显示文摘 | Shaoping Chen Xia Zhang Wenhao Fan Tanghong Yi Dat V. Quach Sabah Bux Qingsen Meng Susan M. Kauzlarich Zuhair A. Munir | 2014 | Journal of Alloys and Compounds2014，，： | 1 |
| 5 | Influence of hood on micro-pressure wave显示文摘 | LIU Tanghong TIAN Hongqi LIANG Xifeng | 2009 | Journal of Central South University:Science and Technology2009，40，5： | 1 |
| 6 | Design and optimization of tunnel hoods显示文摘 | LIU Tanghong TIAN Hongqi LIANG Xifeng | 2010 | Tunnelling and Underground Space Technology2010，25，3： | 1 |
| 7 | 显示文摘 | TANGHong ZHENGWen-bin LIXian-xia(唐红 郑文斌 李宪霞) | | 光学精密工程0，，： | 1 |
| 8 | Blocking Analysis of Time-Division Multiplexed Multicast Switch显示文摘The particular switch concerned here is a Three Stage Time space time (TST) interconnection network and performs the time division circuit switching. The input and output stages are Time Slot Interchangers (TSI) . The central stage is a time multiplexed switch with two ports per address. By exploiting the channel grouping at the central stage as well as reducing the average loading at each internal frame,the three stage multicast switch has potential to remove almost all slot contention blockings. | LIUYan-bing TANGHong | 2002 | The Journal of China Universities of Posts and Telecommunications2002，9，3： | 0 |
| 9 | Uncertainty analysis of turbulence model in capturing flows involving laminarization and retransition显示文摘Flows experiencing laminarization and retransition are universal and crucial in many engineering applications.The objective of this study is to conduct an uncertainty quantification and sensitivity analysis of turbulence model closure coefficients in capturing laminarization and retransition for a rapidly contracting channel flow.Specifically,two commonly used turbulence models are considered:the Spalart-Allmaras(SA)one-equation model and the Menter Shear Stress Transport(SST)two-equation model.Thereby,a series of steady Reynolds Averaged Navier-Stokes(RANS)predictions of aero-engine intake acceleration scenarios are carried out with the purposely designed turbulence model closure coefficients.As a result,both SA and SST models fail to capture the retransition phenomenon though they achieve pretty good performance in laminarization.Using the non-intrusive polynomial chaos method,solution uncertainties in velocity,pressure,and surface friction are quantified and analyzed,which reveals that the SST model possesses much great uncertainty in the non-laminar regime,especially for the logarithmic law prediction.Besides,a sensitivity analysis is performed to identify the critical contributors to the solution uncertainty,and then the correlations between the closure coefficients and the deviations of the outputs of interest are obtained via the linear regression method.The results indicate that the diffusion-related constants are the dominant uncertainty contributors for both SA and SST models.Furthermore,the remarkably strong correlation between the critical closure coefficients and the outputs might be a good guide to recalibrate and even optimize the commonly used turbulence models. | Hongkang LIU Shishang ZHANG Yong ZOU Wu YUAN Tanghong LIU Yatian ZHAO | 2022 | Chinese Journal of Aeronautics2022，35，10： | 0 |
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