PSC algorithm description

An overview of the performance seeking control (PSC) algorithm and details of the important components of the algorithm are given. The onboard propulsion system models, the linear programming optimization, and engine control interface are described. The PSC algorithm receives input from various computers on the aircraft including the digital flight computer, digital engine control, and electronic inlet control. The PSC algorithm contains compact models of the propulsion system including the inlet, engine, and nozzle. The models compute propulsion system parameters, such as inlet drag and fan stall margin, which are not directly measurable in flight. The compact models also compute sensitivities of the propulsion system parameters to change in control variables. The engine model consists of a linear steady state variable model (SSVM) and a nonlinear model. The SSVM is updated with efficiency factors calculated in the engine model update logic, or Kalman filter. The efficiency factors are used to adjust the SSVM to match the actual engine. The propulsion system models are mathematically integrated to form an overall propulsion system model. The propulsion system model is then optimized using a linear programming optimization scheme. The goal of the optimization is determined from the selected PSC mode of operation. The resulting trims are used to compute a new operating point about which the optimization process is repeated. This process is continued until an overall (global) optimum is reached before applying the trims to the controllers

F-15 propulsion system

A brief description of the NASA F-15 research aircraft propulsion system is given. The F-15 is powered by two PW1128 afterburning turbofan engines which are growth versions of the F100-PW-100 engine. The PW1128 is controlled by a full-authority digital electronic engine control (DEEC). The F-15 inlet is a two-dimensional, three-ramp, external compression design with partially cut back side plates. Each inlet is independently controlled by an electronic air inlet controller (EAIC)

Minimum fan turbine inlet temperature mode evaluation

Measured reductions in turbine temperature which resulted from the application of the F-15 performance seeking control (PSC) minimum fan turbine inlet temperature (FTIT) mode during the dual-engine test phase is presented as a function of net propulsive force and flight condition. Data were collected at altitudes of 30,000 and 45,000 feet at military and partial afterburning power settings. The FTIT reductions for the supersonic tests are less than at subsonic Mach numbers because of the increased modeling and control complexity. In addition, the propulsion system was designed to be optimized at the mid supersonic Mach number range. Subsonically at military power, FTIT reductions were above 70 R for either the left or right engines, and repeatable for the right engine. At partial afterburner and supersonic conditions, the level of FTIT reductions were at least 25 R and as much as 55 R. Considering that the turbine operates at or very near its temperature limit at these high power settings, these seemingly small temperature reductions may significantly lengthen the life of the turbine. In general, the minimum FTIT mode has performed well, demonstrating significant temperature reductions at military and partial afterburner power. Decreases of over 100 R at cruise flight conditions were identified. Temperature reductions of this magnitude could significantly extend turbine life and reduce replacement costs

Minimum fuel mode evaluation

The minimum fuel mode of the NASA F-15 research aircraft is designed to minimize fuel flow while maintaining constant net propulsive force (FNP), effectively reducing thrust specific fuel consumption (TSFC), during cruise flight conditions. The test maneuvers were at stabilized flight conditions. The aircraft test engine was allowed to stabilize at the cruise conditions before data collection initiated; data were then recorded with performance seeking control (PSC) not-engaged, then data were recorded with the PSC system engaged. The maneuvers were flown back-to-back to allow for direct comparisons by minimizing the effects of variations in the test day conditions. The minimum fuel mode was evaluated at subsonic and supersonic Mach numbers and focused on three altitudes: 15,000; 30,000; and 45,000 feet. Flight data were collected for part, military, partial, and maximum afterburning power conditions. The TSFC savings at supersonic Mach numbers, ranging from approximately 4% to nearly 10%, are in general much larger than at subsonic Mach numbers because of PSC trims to the afterburner

Maximum thrust mode evaluation

Measured reductions in acceleration times which resulted from the application of the F-15 performance seeking control (PSC) maximum thrust mode during the dual-engine test phase is presented as a function of power setting and flight condition. Data were collected at altitudes of 30,000 and 45,000 feet at military and maximum afterburning power settings. The time savings for the supersonic acceleration is less than at subsonic Mach numbers because of the increased modeling and control complexity. In addition, the propulsion system was designed to be optimized at the mid supersonic Mach number range. Recall that even though the engine is at maximum afterburner, PSC does not trim the afterburner for the maximum thrust mode. Subsonically at military power, time to accelerate from Mach 0.6 to 0.95 was cut by between 6 and 8 percent with a single engine application of PSC, and over 14 percent when both engines were optimized. At maximum afterburner, the level of thrust increases were similar in magnitude to the military power results, but because of higher thrust levels at maximum afterburner and higher aircraft drag at supersonic Mach numbers the percentage thrust increase and time to accelerate was less than for the supersonic accelerations. Savings in time to accelerate supersonically at maximum afterburner ranged from 4 to 7 percent. In general, the maximum thrust mode has performed well, demonstrating significant thrust increases at military and maximum afterburner power. Increases of up to 15 percent at typical combat-type flight conditions were identified. Thrust increases of this magnitude could be useful in a combat situation

Rapid deceleration mode evaluation

Aircraft with flight capability above 1.4 normally have an RPM lockup or similar feature to prevent inlet buzz that would occur at low engine airflows. This RPM lockup has the effect of holding the engine thrust level at the intermediate power (maximum non-afterburning). For aircraft such as military fighters or supersonic transports, the need exists to be able to rapidly slow from supersonic to subsonic speeds. For example, a supersonic transport that experiences a cabin decompression needs to be able to slow/descend rapidly, and this requirement may size the cabin environmental control system. For a fighter, there may be a desire to slow/descend rapidly, and while doing so to minimize fuel usage and engine exhaust temperature. Both of these needs can be aided by achieving the minimum possible overall net propulsive force. As the intermediate power thrust levels of engines increase, it becomes even more difficult to slow rapidly from supersonic speeds. Therefore, a mode of the performance seeking control (PSC) system to minimize overall propulsion system thrust has been developed and tested. The rapid deceleration mode reduces the engine airflow consistent with avoiding inlet buzz. The engine controls are trimmed to minimize the thrust produced by this reduced airflow, and moves the inlet geometry to degrade the inlet performance. As in the case of the other PSC modes, the best overall performance (in this case the least net propulsive force) requires an integrated optimization of inlet, engine, and nozzle variables. This paper presents the predicted and measured results for the supersonic minimum thrust mode, including the overall effects on aircraft deceleration

Functions of Cell Surface-Anchored Antigen I/II Family and Hsa Polypeptides in Interactions of Streptococcus gordonii with Host Receptors

Streptococcus gordonii colonizes multiple sites within the human oral cavity. This colonization depends upon the initial interactions of streptococcal adhesins with host receptors. The adhesins that bind salivary agglutinin glycoprotein (gp340) and human cell surface receptors include the antigen I/II (AgI/II) family polypeptides SspA and SspB and a sialic acid-binding surface protein designated Hsa or GspB. In this study we determined the relative functions of the AgI/II polypeptides and Hsa in interactions of S. gordonii DL1 (Challis) with host receptors. For an isogenic mutant with the sspA and sspB genes deleted the levels of adhesion to surface-immobilized gp340 were reduced 40%, while deletion of the hsa gene alone resulted in >80% inhibition of bacterial cell adhesion to gp340. Adhesion of S. gordonii DL1 cells to gp340 was sialidase sensitive, verifying that Hsa has a major role in mediating sialic acid-specific adhesion to gp340. Conversely, aggregation of S. gordonii cells by fluid-phase gp340 was not affected by deletion of hsa but was eliminated by deletion of the sspA and sspB genes. Deletion of the AgI/II polypeptide genes had no measurable effect on hsa mRNA levels or Hsa surface protein expression, and deletion of hsa did not affect AgI/II polypeptide expression. Further analysis of mutant phenotypes showed that the Hsa and AgI/II proteins mediated adhesion of S. gordonii DL1 to human HEp-2 epithelial cells. Hsa was also a principal streptococcal cell surface component promoting adhesion of human platelets to immobilized streptococci, but Hsa and AgI/II polypeptides acted in concert in mediating streptococcal cell-platelet aggregation. The results suggest that Hsa directs primary adhesion events for S. gordonii DL1 (Challis) with immobilized gp340, epithelial cells, and platelets. AgI/II polypeptides direct gp340-mediated aggregation, facilitate multimodal interactions necessary for platelet aggregation, and modulate S. gordonii-host engagements into biologically productive phenomena

Domain shuffling of a highly mutable ligand binding fold drives adhesin generation across the bacterial kingdom

Bacterial fibrillar adhesins are specialized extracellular polypeptides that promote the attachment of bacteria to the surfaces of other cells or materials. Adhesin-mediated interactions are critical for the establishment and persistence of stable bacterial populations within diverse environmental niches and are important determinants of virulence. The fibronectin (Fn)-binding fibrillar adhesin CshA, and its paralogue CshB, play important roles in host colonization by the oral commensal and opportunistic pathogen Streptococcus gordonii. As paralogues are often catalysts for functional diversification, we have probed the early stages of structural and functional divergence in Csh proteins by determining the X-ray crystal structure of the CshB adhesive domain NR2 and characterizing its Fn-binding properties in vitro. Despite sharing a common fold, CshB_NR2 displays an ~1.7-fold reduction in Fn-binding affinity relative to CshA_NR2. This correlates with reduced electrostatic charge in the Fn-binding cleft. Complementary bioinformatic studies reveal that homologues of CshA/B_NR2 domains are widely distributed in both Gram-positive and Gram-negative bacteria, where they are found housed within functionally cryptic multi-domain polypeptides. Our findings are consistent with the classification of Csh adhesins and their relatives as members of the recently defined polymer adhesin domain (PAD) family of bacterial proteins