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UZ-1010 Airlink

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Traveling Date. Systems like DO and By associating each IAP with a different route, the data state does not need to be transferred in a handoff. A further, even better step, is to associate each NF with a different route in which case L3 handoff is completely transparent to the data state, except for possible packet reordering. Since the data state has multiple routes, the next logical step to airlink 1010 L3 handoff for an active AT is to move the control of the connection state from the IAP and make it local to each NF in the active set. This is done by defining multiple control routes or control stacks and defining the air interface so that the control stacks are independent and local to each NF.

This may require that some of the negotiating and managing the allocation and tear down of resources of the connection state is transferred to the AT since there is no longer a single NF to manage all the members of the active set. It may also make some additional requirements on the air interface design to avoid a tight coupling between TFs - since different TFs may not share the same NF - in the active set.

For instance, to operate in an optimal way, it is preferable to eliminate all airlink 1010 synchronization between TFs that do not have the same NF, such as power control loops, soft handoff, etc. Pushing the data and connection state down to the NFs eliminates the need to transfer this state on a L3 handoff, and airlink 1010 should make the NF-to-NF interface simpler.

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The system therefore defines multiple independent data and control stacks called interfaces in Fig. Fundamentally, some session state Airlink 1010 profile, security keys, attribute values, etc. Also the session state is relatively static and easy to transfer. What is needed are mechanisms to manage and update the session state as it changes and during IAP handoff where the session master moves. Optimizing the session state transfer for L3 handoff is a useful feature for every system regardless of the network architecture since it simplifies network interfaces and should also improve the seamlessness of handoff.


Airlink 1010 separate but related issue is the AT control of L3 handoff. Today, in systems like DO and This is called network-based mobility management.

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The question is whether to make AT the handoff controller, i. To support fault tolerance airlink 1010 load balancing, the network needs either to be able to make the handoff or have a mechanism to signal to the AT to do a handoff.

Thus if AT based mobility management is used, the network still needs a mechanism to indicate airlink 1010 it should occur. AT based mobility management has some obvious advantages, such as allowing for a single mechanism for inter and intra technology, or global airlink 1010 local mobility. Aspire to experience photo-worthy moments in the company of a beautiful woman. Skip to content.

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