Before #14212 the velocity control gains used in the multicopter
position controller were defined as a scale between velocity error in
one axis (or it's integral and derivative respectively) and the unit
thrust vector. The problem with this is that the normalization of the
unit thrust vector changes per vehicle or even vehicle configuration
as 0 and 100% thrust get a different physical response. That's why
the gains are now defined as scale between velocity error
(integral/derivative) and the output acceleration in m/s².
There was a gap where the attitude controller already used the estimate
with a new reference but the last known attitude setpoint was still based
on the old reference. This leads to a big glitch on reset because until
the attitude setpoint gets updated the error is wrong and as large as the
attitude delta of the reset.
The last attitude setpoint that is known from the position controller
is now kept inside the AttitudeControl class such that we don't
keep the whole vehicle_attitude_setpoint struct and always copy over from
there to run an update step.
* Add basic GPIO test app for R/W on pins from nuttx shell
* Add gpio command to fmu-v3 and fmu-v4
* Sanitize gpio commands by pin configs, --force to override
In particular this together with the previous commit reduces timesync
round-trip time spikes by more than 10ms, and makes it generally more
stable.
Other streams are reordered according to onboard priority.
This is a workaround for a warning in GCC 10.1:
src/drivers/gps/devices/src/ubx.cpp:520:8: error: writing 4 bytes into a
region of size 0 [-Werror=stringop-overflow=]
Also see:
https://gcc.gnu.org/bugzilla/show_bug.cgi?id=91707
This reverts the addition of a check against mission items that have the
same position. This breaks existing MAVSDK implementations where a
LOITER_TIME item is set right after a WAYPOINT with the same
coordinates. It is an interim hack to allow the vehicle to hold still
during a photo is captured.
This leaves the check in place for gates where we need to be able to
calculate the direction between gate and waypoint.
Because of warnings on every flight on setups without
any need for concern. Some even high quality supply voltage regulators
that are rated for 5V can with tolerances and load get lower than 4.9V.
The timestamp actually used by ekf2 is the sensor_combined timestamp, so we should be setting it with the actual data sample timestamp, rather than the aggregated sensors topic publication metadata.
Later the sensor_combined message will be replaced with vehicle_imu that carries a separate publication timestamp and raw sample timestamp.
* New NotchFilter methods ahead of RPMFilter implementation.
* Added Direct Form I implementation that support dynamic change of frequencies.
* Added update method to update frequency on an existing filter.
* Added setCoefficients method to easily and efficiently create clones of a filter.
* LowSide, HighSide, Onnotch and array tests testing the applyDF1 method.
The EAS is the calibrated airspeed corrected with a scaling factor to account for sensor error/placement of pitot.
Signed-off-by: Silvan Fuhrer <silvan@auterion.com>
Matthias Grob