Affects the states AUTO_ALTITUDE and AUTO_CLIMBRATE. Those modes should only be entered
if armed (as they are pure failsafe modes). Also allow though to enter them even if
the position setpoint(s) are invalid, as they are not needed.
Signed-off-by: Silvan Fuhrer <silvan@auterion.com>
Instead of checking the .valid flag of position_setpoint, check for ISFINITE() of lat, lon, alt
when pulling the position_setpoint triplet. This fixes problems where the .valid flag didn't
reflect the proper state of the setpoint (e.g. .valid was true, .lat though NAN)
Signed-off-by: Silvan Fuhrer <silvan@auterion.com>
This commit fixes feedforward acceleration setpoints for fixedwing offboard position control.
Previously when acceleration feedforward inputs were sent, negative curvature accelerations were not being computed properly
If the current yaw setpoint is valid we should use it to make the transition in this direction.
For a VTOL_TAKEOFF the yaw_setpoint is used to specify the transition direction (the
vehicle is aligned towards it and then transition is started). The current yaw can be
a bit off (e.g. because MIS_YAW_ERR is large), and it is better to track the actual setpoint.
Signed-off-by: Silvan Fuhrer <silvan@auterion.com>
-always reset roll/pitch/yaw integrators at the same time
-reset them while waiting for launch or during FW Takeoff before Climbout
-reset wheel rate integrator only when disarmed
Signed-off-by: Silvan Fuhrer <silvan@auterion.com>
- msg constant names now comply with ROS conventions:
uppercase alphanumeric characters with underscores for separating words
partially fix#19917
Signed-off-by: Beniamino Pozzan <beniamino.pozzan@phd.unipd.it>
FW_LND_USETER defaulted to 1 and FW_LND_ABORT terrain based bits all enabled. why? because using a distance sensor is critical to detecting when to flare, and we want to force the user to actively disable these safety settings if they so choose, so that they understand the implications.
- new param, FW_LND_TER_REL
- fixing the glide slope helps keep the landing glide behavior steady (avoiding bumps in the altitude setpoint from e.g. trees)
- flare is still triggered via the distance sensor, if enabled by FW_LND_USETERR
when the vehicle did not track the slope well (e.g. at an offset above the track) and the altitude setpoint flattening on intersection with terrain, the throttle would spool up to smoothly intersect the newly flattened altitude setpoint, this could happen before the flare altitude was reached, which is bad. now the steady state glide behavior will be maintained, and flare can trigger at the appropriate time
- the target_sink_rate param could possibly constrain the maximum commanded sink rate to something less than that of the landing glide slope, which would make it impossible to track. this commit allows opening up the desired max sink rate up to the performance limits of the aircraft, if necessary, for the landing case
- landing slope/curve library removed
- flare curve removed (the position setpoints will not be tracked during a flare, and were being ignored by open-loop maneuvers anyway)
- flare curve replaced by simply commanding a constant glide slope to the ground from the approach entrance, and commanding a sink rate once below flaring alt
- flare is now time-to-touchdown -based to account for differing descent rates (e.g. due to wind)
- flare pitch limits and height rate commands are ramped in from the previous iteration's values at flare onset to avoid jumpy commands
- TECS controls all aspects of the auto landing airspeed and altitude/height rate, and is only constrained by pitch and throttle limits (lessening unintuitive open loop manuever overrides)
- throttle is killed on flare
- flare is the singular point of no return during landing
- lateral manual nudging of the touchdown point is configurable via parameter, allowing the operator to nudge (via remote) either the touchdown point itself (adjusting approach vector) or shifting the entire approach path to the left or right. this helps when GCS map or GNSS uncertainties set the aircraft on a slightly offset approach"
- post takeoff, the aircraft follows the infinite line sourced from the launch point in the direction of the takeoff waypoint
- takeoff waypoint altitude is used as a clearance altitude, set such that once above, the aircraft has cleared all ground occlusions and may proceed with the mission
- runway takeoff state machine simplified to throttle ramp, clamped to runway, climbout, and fly
- throttle ramp must complete before switching to next state to avoid a jump in throttle setpoint just after takeoff if the takeoff airspeed is reached before the ramp is complete
- roll constraints near ground post takeoff removed from runway takeoff class (handled externally now)
- minimum airspeed in TECS is reduced to takeoff speed (if necessary) to lower the underspeed detection bound
- lateral-directional guidance uses a different period parameter during ground roll
- apply constraint only for takeoff and landing modes
- add two params, wing span and wing height, to calculate a reasonable height at which roll limits can be opened
JaeyoungLim