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@ -154,182 +154,6 @@ PARAM_DEFINE_FLOAT(FW_THR_MIN, 0.0f);
@@ -154,182 +154,6 @@ PARAM_DEFINE_FLOAT(FW_THR_MIN, 0.0f);
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*/ |
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PARAM_DEFINE_FLOAT(FW_THR_LND_MAX, 1.0f); |
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/**
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* Maximum climb rate |
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* |
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* This is the best climb rate that the aircraft can achieve with
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* the throttle set to THR_MAX and the airspeed set to the
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* default value. For electric aircraft make sure this number can be
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* achieved towards the end of flight when the battery voltage has reduced.
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* The setting of this parameter can be checked by commanding a positive
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* altitude change of 100m in loiter, RTL or guided mode. If the throttle
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* required to climb is close to THR_MAX and the aircraft is maintaining
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* airspeed, then this parameter is set correctly. If the airspeed starts
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* to reduce, then the parameter is set to high, and if the throttle
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* demand required to climb and maintain speed is noticeably less than
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* FW_THR_MAX, then either FW_T_CLMB_MAX should be increased or
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* FW_THR_MAX reduced. |
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* |
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* @group L1 Control |
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*/ |
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PARAM_DEFINE_FLOAT(FW_T_CLMB_MAX, 5.0f); |
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/**
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* Minimum descent rate |
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* |
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* This is the sink rate of the aircraft with the throttle
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* set to THR_MIN and flown at the same airspeed as used
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* to measure FW_T_CLMB_MAX. |
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* |
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* @group L1 Control |
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*/ |
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PARAM_DEFINE_FLOAT(FW_T_SINK_MIN, 2.0f); |
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/**
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* Maximum descent rate |
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* |
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* This sets the maximum descent rate that the controller will use.
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* If this value is too large, the aircraft can over-speed on descent.
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* This should be set to a value that can be achieved without
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* exceeding the lower pitch angle limit and without over-speeding
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* the aircraft. |
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* |
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* @group L1 Control |
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*/ |
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PARAM_DEFINE_FLOAT(FW_T_SINK_MAX, 5.0f); |
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/**
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* TECS time constant |
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* |
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* This is the time constant of the TECS control algorithm (in seconds).
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* Smaller values make it faster to respond, larger values make it slower |
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* to respond. |
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* |
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* @group L1 Control |
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*/ |
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PARAM_DEFINE_FLOAT(FW_T_TIME_CONST, 5.0f); |
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/**
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* Throttle damping factor |
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* |
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* This is the damping gain for the throttle demand loop.
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* Increase to add damping to correct for oscillations in speed and height. |
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* |
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* @group L1 Control |
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*/ |
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PARAM_DEFINE_FLOAT(FW_T_THR_DAMP, 0.5f); |
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/**
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* Integrator gain |
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* |
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* This is the integrator gain on the control loop.
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* Increasing this gain increases the speed at which speed
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* and height offsets are trimmed out, but reduces damping and
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* increases overshoot. |
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* |
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* @group L1 Control |
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*/ |
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PARAM_DEFINE_FLOAT(FW_T_INTEG_GAIN, 0.1f); |
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/**
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* Maximum vertical acceleration |
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* |
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* This is the maximum vertical acceleration (in metres/second square) |
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* either up or down that the controller will use to correct speed
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* or height errors. The default value of 7 m/s/s (equivalent to +- 0.7 g)
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* allows for reasonably aggressive pitch changes if required to recover
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* from under-speed conditions. |
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* |
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* @group L1 Control |
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*/ |
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PARAM_DEFINE_FLOAT(FW_T_VERT_ACC, 7.0f); |
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/**
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* Complementary filter "omega" parameter for height |
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* |
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* This is the cross-over frequency (in radians/second) of the complementary
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* filter used to fuse vertical acceleration and barometric height to obtain
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* an estimate of height rate and height. Increasing this frequency weights
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* the solution more towards use of the barometer, whilst reducing it weights
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* the solution more towards use of the accelerometer data. |
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* |
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* @group L1 Control |
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*/ |
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PARAM_DEFINE_FLOAT(FW_T_HGT_OMEGA, 3.0f); |
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/**
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* Complementary filter "omega" parameter for speed |
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* |
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* This is the cross-over frequency (in radians/second) of the complementary
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* filter used to fuse longitudinal acceleration and airspeed to obtain an
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* improved airspeed estimate. Increasing this frequency weights the solution |
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* more towards use of the arispeed sensor, whilst reducing it weights the
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* solution more towards use of the accelerometer data. |
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* |
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* @group L1 Control |
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*/ |
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PARAM_DEFINE_FLOAT(FW_T_SPD_OMEGA, 2.0f); |
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/**
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* Roll -> Throttle feedforward |
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* |
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* Increasing this gain turn increases the amount of throttle that will
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* be used to compensate for the additional drag created by turning.
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* Ideally this should be set to approximately 10 x the extra sink rate
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* in m/s created by a 45 degree bank turn. Increase this gain if
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* the aircraft initially loses energy in turns and reduce if the
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* aircraft initially gains energy in turns. Efficient high aspect-ratio
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* aircraft (eg powered sailplanes) can use a lower value, whereas
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* inefficient low aspect-ratio models (eg delta wings) can use a higher value. |
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* |
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* @group L1 Control |
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*/ |
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PARAM_DEFINE_FLOAT(FW_T_RLL2THR, 10.0f); |
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/**
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* Speed <--> Altitude priority |
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* |
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* This parameter adjusts the amount of weighting that the pitch control
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* applies to speed vs height errors. Setting it to 0.0 will cause the
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* pitch control to control height and ignore speed errors. This will
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* normally improve height accuracy but give larger airspeed errors.
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* Setting it to 2.0 will cause the pitch control loop to control speed
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* and ignore height errors. This will normally reduce airspeed errors,
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* but give larger height errors. The default value of 1.0 allows the pitch
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* control to simultaneously control height and speed.
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* Note to Glider Pilots - set this parameter to 2.0 (The glider will
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* adjust its pitch angle to maintain airspeed, ignoring changes in height). |
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* |
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* @group L1 Control |
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*/ |
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PARAM_DEFINE_FLOAT(FW_T_SPDWEIGHT, 1.0f); |
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/**
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* Pitch damping factor |
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* |
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* This is the damping gain for the pitch demand loop. Increase to add
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* damping to correct for oscillations in height. The default value of 0.0
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* will work well provided the pitch to servo controller has been tuned
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* properly. |
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* |
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* @group L1 Control |
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*/ |
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PARAM_DEFINE_FLOAT(FW_T_PTCH_DAMP, 0.0f); |
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/**
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* Height rate P factor |
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* |
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* @group L1 Control |
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*/ |
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PARAM_DEFINE_FLOAT(FW_T_HRATE_P, 0.05f); |
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/**
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* Speed rate P factor |
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* |
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* @group L1 Control |
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*/ |
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PARAM_DEFINE_FLOAT(FW_T_SRATE_P, 0.05f); |
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/**
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* Landing slope angle |
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* |
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Thomas Gubler
11 years ago