This shifts the origin to the vehicle's current position and should be
called just before take-off to ensure there are no sudden roll or pitch
moves on takeoff.
The uncertainty in acceleration is currently only scaled using horizontal accelerations, however during vertical plane aerobatics and high g pullups, misalignment in angles can cause significant horizontal acceleration error.
The scaling now uses the 3D acceleration vector length to better work during vertical plane high g maneouvres.
This error was found during flight testing with 8g pullups
If the inertial solution velocity or position needs to be reset to the GPS or baro, the stored state history for the corresponding states should also be reset.
Otherwise the next GPS or baro measurement will be compared to an invalid previous state and will be rejected. This is particularly a problem if IMU saturation or timeout has occurred because the previous states could be out by a large amount
The position state should be reset to a GPS position corrected for velocity and measurement latency. This will make a noticeable difference for high speed flight vehicles, eg 11m at 50m/s.
GPS measurement variance is doubled if only 5 satellites, and quadrupled if 4 or less.
The GPS glitch rejection thresholds remain the same
This will reduce the impact of GPS glitches on attitude.
There are two duplicate checks, one in the pre-arm checks (i.e. checks
run every 15 seconds or so before the vehicle is armed) and one in the
arming checks (run immediately before arming). The definition in the
pre-arm checks was still using the old hardcoded value.
Flying aerobatics with Trad Heli has shown that the divergence check can be false triggered when large magnetometer errors and GPS dropouts are present.
This can also happen with multi rotors if large yaw rates are present.
This was an unintended consequence of the ekfsmoothing patch which improved filter stability during high rate manoeuvres, but made the divergence test more sensitive.
This catches the case where the vehicle lands but the user doesn't
immediately put the throttle to zero. Before this check it would
continue to attempt to hold it's
This patch reduces the level of 5Hz and 10Hz 'pulsing' heard in motors due to GPS and altimeter fusion which cause a small 5Hz and 10Hz ripple on the output under some conditions. Attitude, velocity and position state corrections from GPS, altimeter and magnetometer measurements are applied incrementally in the interval from receiving the measurement to the predicted time of receipt of the next measurement. Averaging of attitude state corrections is not performed during periods of rapid rotation.
Time stamps are now explicitly initialised to the current IMU time to avoid unwanted activation of timeout logic on filter start and various calls to the hal.scheduler->millis() object have been consolidated.
Copter does not yet rely on the terrain data (it's for informational
purposes only) so we will temporarily disable the failure flags to the
GCS to avoid support calls
add check that overall throttle level is below the non-takeoff throttle
instead of just checking that it's motors have hit their lower limits
because low limits can also be caused by high yaw rotation requests.
Absolute climb rate requirement reduced to 30cm/s
The short delay gives time for the RC inputs to be processed which
removes the chance of a false-positive on the "late frame" radio check.
A false positive could lead to an immediate disarm right after arming.
Randy Mackay
priseborough
Andre Kjellstrup
Jonathan Challinger
Andrew Tridgell