limit.throttle_lower flag becomes true when the throttle passed into the
motors lib (which is in the 0 ~ 1000 range) is below _min throttle.
This makes the interpretation of the THR_MIN parameter consistent
between the main code (which uses 0 ~ 1000 range) and the motors lib
(which previously used the RC3_MIN ~ RC3_MAX range).
The remaining problem however is that the output of the motors continues
to use THR_MIN as if it were a pwm. I don't believe this is a dangerous
problem however.
The GPS glitch offset was being zeroed during position resets. This caused the filter to reject subsequent GPS measurements if the GPS error persisted long enough to invoke a timeout and a position reset.
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.
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.
Andrew Tridgell
Randy Mackay
Craig Elder
priseborough