we now can exit an underspeed condition if we stay above min speed for
3 seconds and also reach 15% above min speed. This prevents a problem
with the thrust line causing downpitch leading to a crash due to too
much throttle
- throttle slew rate was using % full range including the negative range (-100 to +100 instead of 0 to 100) which meant it was faster
- throttle integrator windup limit was higher than normal because it's a porportional to throttle max - min but that makes no sense when min is negative causing larger limits
// @Description: This is the damping gain for the pitch demand loop. Increase to add damping to correct for oscillations in speed and height. If set to 0 then TECS_PTCH_DAMP will be used instead.
+ // @Description: This is the damping gain for the throttle demand loop during and auto-landing. Same as TECS_THR_DAMP but only in effect during an auto-land. Increase to add damping to correct for oscillations in speed and height. When set to 0 landing throttle damp is controlled by TECS_THR_DAMP.
// @Description: When zero, the flare sink rate (TECS_LAND_SINK) is a fixed sink demand. With this enabled the flare sinkrate will increase/decrease the flare sink demand as you get further beyond the LAND waypoint. Has no effect before the waypoint. This value is added to TECS_LAND_SINK proportional to distance traveled after wp. With an increasing sink rate you can still land in a given distance if you're traveling too fast and cruise passed the land point. A positive value will force the plane to land sooner proportional to distance passed land point. A negative number will tell the plane to slowly climb allowing for a pitched-up stall landing. Recommend 0.2 as initial value.
Reverse thrust for controlled landings, even with much steeper approach slopes. This is achieved by allowing throttle demand to go negative to maintain a target airspeed. A Pre-Flare stage was added, triggered by an altitude, to allow for a slower airspeed just before land. That lower airspeed can be near stall.
new params TECS_APPR_SMAX - sink rate max during approach
The problem with using min() and max() is that they conflict with some
C++ headers. Name the macros in uppercase instead. We may go case by
case later converting them to be typesafe.
Changes generated with:
git ls-files '*.cpp' '*.h' -z | xargs -0 sed -i 's/\([^_[:alnum:]]\)max(/\1MAX(/g'
git ls-files '*.cpp' '*.h' -z | xargs -0 sed -i 's/\([^_[:alnum:]]\)min(/\1MIN(/g'
Now variables don't have to be declared with PROGMEM anymore, so remove
them. This was automated with:
git grep -l -z PROGMEM | xargs -0 sed -i 's/ PROGMEM / /g'
git grep -l -z PROGMEM | xargs -0 sed -i 's/PROGMEM//g'
The 2 commands were done so we don't leave behind spurious spaces.
AVR-specific places were not changed.
we should use baro height not hgt_afe for the climb rate filter. This
makes the climb rate consistent with the one from the EKF. The lidar
correction comes in with the demanded height, not the observed height
This commit changes the way libraries headers are included in source files:
- If the header is in the same directory the source belongs to, so the
notation '#include ""' is used with the path relative to the directory
containing the source.
- If the header is outside the directory containing the source, then we use
the notation '#include <>' with the path relative to libraries folder.
Some of the advantages of such approach:
- Only one search path for libraries headers.
- OSs like Windows may have a better lookup time.
this moves the pitch constraint smoothly between unconstrained and
fully constrained over two time constants before the flare. This
greatly reduces the sudden pitch changes at flare
this predicts ahead the height demand for landing, where we have a
continuous demanded descent. This removes the effect of the lag
introduced by the height demand filters
The introduction of the height rate flare logic caused the demanded height rate to be zero except when a flare manouevre was being performed. This caused the plane to lag behind height changes if the D gain was non-zero, which caused it to fly high during landing approach.
If the plane was unable to achieve the climb and got significantly below the internal TECS demanded climb profile, the the PD term would be a large value at the top of climb, and would take some time to reduce due to the rate limiter. This meant that the integrator state could be pushed to a very low value and effectively cause the throttle to sit on the lower limit for longer than desired after levelling out.
this allows the TECS controlled pitch limits to be smaller than the
FBWA limits. It is common for a human pilot to want a bit more
discretion over pitch than you want the automatic controller to use
The old code relies on the action of the integrator to raise the nose above the minimum pitch angle which depending on the model and the tuning can be too slow to correct. Biasing the pitch angle to climbout minimum will reduce the taken before an overspeed condition is corrected.
This fixes a bug in the feed-forward throttle that prevented the bank to throttle compensation from working properly during descents.
It also adds bank to throttle compensation to the non-airspeed sensor throttle algorithm.
Andrew Tridgell
Tom Pittenger
Don Gagne
Jonathan Challinger
Lucas De Marchi
Caio Marcelo de Oliveira Filho
Gustavo Jose de Sousa
Peter Barker
Michael du Breuil
priseborough
Andrew Tridgell
Michael Day