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.
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 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.
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>
- skip avionics rail voltage check when USB connected
- skip forced reboot on USB disconnect if circuit breaker set
- avionics voltage preflight check don't silently fail if system_power unavailble
- explicitly set supply check circuit breaker (CBRK_SUPPLY_CHK)
- always check with state machine before reboot/shutdown
- respect BOARD_HAS_POWER_CONTROL (shutdown from command, low battery, power button)
- px4_shutdown_request add optional delay and always execute from HPWORK
- px4_shutdown_request split out px4_reboot_request
This is to prevent a wrong (false positive) failure detection of the airspeed
shortly after system boot due to delays in driver and/or estimator startup (seen in SITL).
Signed-off-by: Silvan Fuhrer <silvan@auterion.com>
- Avoid constantly adjusting the velocity gains with the HTE
- Make sure the hover thrust integral update doesn't break
even though its unit is acceleration and not unit thrust anymore
We need to convert the velocity gains to not contain/depend on the
hover thrust. In horizontal direction it doesn't make sense to scale
them with the hover thrust and in vertical direction the adjustments are
already done in the acceleration to collective thrust conversion.
