zr-v4/libraries/APM_Control/TuningGuide.txt

Tuning Overview
---------------

The following instruction assume that:

a) your model is trimmed correctly in manual mode
b) you have done your radio calibration
c) you have calibrated your airspeed sensor
d) you have set your APM and transmitter to be able to select FBW-A mode
e) You have checked your pitch roll and yaw angle on the HUD and
   verified that they match the rotation of the model

Ground checks
-------------

1) On the ground select FBW-A mode

2) Rotate your model nose up - you should see the elevators/elevons deflect down

3) Rotate your model nose down - you should see the elevators/elevons deflect up

4) roll the model to the right - you should see the LH aileron/elevon
   go up and the RH aileron/elevon go down.

5) roll the model to the left - you should see the LH aileron/elevon
   go down and the RH aileron/elevon go up.

6) level the model - the control surfaces should be close to
   neutral. There will be a little bit of offset, but any more than
   10% of your maximum throw indicates that the APM has not been
   leveled or the radio calibration needs to be repeated.

7) With the model level apply LH and RH roll stick inputs on your
   transmitter - the controls should deflect in the same direction that
   they would in manual mode.

8) With the model level apply up and down pitch stick inputs on your
   transmitter the controls should deflect in the same direction that
   they would in manual mode.

6) If you have an airspeed sensor enabled then blow air towards the
   front of the pitot tube and watch the HUD. You should see the
   airspeed reading increase

Flight testing
--------------

Ideally you will need a second person to do this - one person to fly
the plane and one person to adjust the parameters.  To follow the
manual parts of this procedure you need to be a proficient RC pilot
and have the skills to be able to recover from an unusual attitude. If
not, then get someone who can to help you.

Initial assessment
------------------

1) Takeoff in manual and adjust the trims and throttle to a cruise
   position so that the plane flies straight and level at a speed that
   you are comfortable with. This will normally be somewhere between
   30 and 60% throttle depending on how overpowered your model is.

2) With the plane flying away from you switch to FBW-A. It should
   continue to fly wings level and at a fairly constant height (it
   will climb or descend slowly). If it wants to roll or pitch more
   than a small amount then there is a problem with the models trim or
   radio calibration and you need to solve that first before
   proceeding further.

3) If the model starts to wag its wings, then the autopilot default
   gain is too high for your model (this is unlikely but could happen)
   and you need to switch back to manual immediately and ask your
   assistant to halve the CTL_RLL_K_P parameter before switching back
   into FBW-A

4) If the model starts to porpoise, the default autopilot gain is too
   high (this is unlikely but could happen) and you need to switch
   back to manual immediately and ask your assistant to halve the
   CTL_PTCH_K_P parameter before switching back into FBW-A

Roll control tuning
-------------------

Basic Method 1:

This method is the simplest and is basically the same as tuning the
old PID loops, but won't give the best result

1) With the model in FBW-A mode, put in a rapid bank angle demand,
   hold it and release. Do the same in the other direction. You want
   the model to roll quickly and smoothly to the new bank angle and
   back again without overshoot or any wing 'waggle'. If the roll
   response is too slow, then progressively increase the CTL_RLL_K_P
   parameter in increments of 0.1 until it starts to overshoot and
   wing rock a little.

2) Now increase the CTL_RLL_K_D gain in small increments of 0.01 until
   the overshoot or waggle goes away. If it hasn't worked by the time
   you have reached a value of 0.1 for CTL_RLL_K_D, DONT go any
   further - you need to reduce CTL_RLL_K_P.

Basic Method 2:

This method gives the best result, but requires more caution because
step 2) can produce a high frequency instability that unless reversion
back to manual is done quickly, could overstress the plane.

1) Set CTL_RLL_K_D to 0.04 and CTL_RLL_K_P to 0.0

2) Increase CTL_RLL_K_D in increments of 0.01 until it it starts to
   oscillate, then halve it.

3) Increase CTL_RLL_OMEGA from the default value of 1.0 if necessary
   to give the desired responsiveness. If the roll starts to
   overshoot, reduce it.

4) Increase CTL_RLL_K_P from the default value of 0 to improve the
   initial response. If you go to far it will roll rapidly at first,
   but then have a noticeably delay to complete the last part of the
   roll, or you may get roll oscillation.

5) At this stage you may be able to increase CTL_RLL_OMEGA slightly
   for some more performance.

Advanced:

1) Select the tuning box on the bottom of the Mission planers Flight
   Data page. You should get a scrolling black window above the
   map. Double click in the black window and you should get a list of
   parameters to plot. Change the selection until you have the roll
   and nav_roll plotted. Nav_roll is the demand and roll is the
   response. You can use this to look for overshoot and other behavior
   that isn't so obvious from the ground looking at the model.

2) Check for any steady offset between nav-roll and roll. If there is
   one you can set the CTL_RLL_K_I to a small value (say 0.01) which
   will allow the control loop to slowly trim the aileron demand to
   remove the steady error. If you want it to trim faster, you can
   increase the value for this gain.

3) If you can slow down the rate of roll and make the model bank more
   smoothly by reducing the roll rate limit CTL_RLL_RMAX
   parameter. The default is 60 degrees/sec which is fine for most
   models.

4) If the model appears to roll rapidly initially and then appears to
   slow down and take noticeably longer to complete the roll, them
   this normally indicates that the parameter that sets the time
   constant of the roll maneuver CTL_RLL_OMEGA needs to be increased
   and CTL_RLL_K_P needs to be reduced.

Pitch Control Tuning
--------------------

Basic Method 1:

This method is the simplest and is basically the same as tuning the
old PID loops, but won't give the best result

1) With the model in FBW-A mode and the throttle at the cruise
   position, put in a pitch angle demand, hold it and release. Do the
   same in the other direction. You want the model to pitch smoothly
   to the new pitch angle and back again without overshoot or
   proposing. If the pitch response is too slow, then progressively
   increase the CTL_PTCH_K_P parameter in increments of 0.1 until it
   starts to overshoot and porpoise a little.

2) Now increase the CTL_RLL_K_D gain in small increments of 0.01 until
   the overshoot or porpoise goes away. If it hasn't worked by the
   time you have reached a value of 0.1 for CTL_PTCH_K_D, DONT go any
   further - you need to reduce CTL_PTCH_K_P.

3) Now roll the model to maximum bank in each direction. The nose
   should stay fairly level during the turns without significant gain
   or loss of altitude. Some loss of altitude during sustained turns
   at constant throttle is expected, because the extra drag of turning
   slows the model down which will cause a mild descent. If the model
   gains height during the turns then you need to reduce the
   CTL_PTCH_K_RLL by small increments of 0.01 from the default value
   of 1.0. If the model descends immediately when the model banks (a
   mild descent later in the turn when the model slows down is normal
   as explained earlier) then increase the CTL_PTCH_K_RLL by small
   increments of 0.01 from the default value of 1.0. If you need to
   change the CTL_PTCH_K_RLL parameter outside the range from 0.8 to
   1.2 then something is likely wrong with either the earlier tuning
   of your pitch loop, your airspeed calibration or you APM's bank
   angle estimate.

Basic Method 2:

This method gives the best result, but requires more caution because
step 2) can produce a high frequency instability that unless reversion
back to manual is done quickly, could overstress the plane.

1) Set CTL_PTCH_K_D to 0.04 and CTL_RLL_K_P to 0.0

2) Increase CTL_PTCH_K_D in increments of 0.01 until it it starts to
   oscillate, then halve it.

3) Increase CTL_PTCH_OMEGA from the default value of 1.0 if necessary
   to give the desired responsiveness. If the pitch starts to
   overshoot, reduce it.

4) Increase CTL_PTCH_K_P from the default value of 0 to improve the
   initial response. If you go to far it will pitch rapidly at first,
   but then have a noticeably delay to complete the last part of the
   pitch, or you may get pitch oscillation.

5) At this stage you may be able to increase CTL_PTCH_OMEGA slightly
   for some more performance.

Advanced Options:

1) The maximum nose down and nose up pitch rate in degrees/second can
   be constrained by setting the CTL_PTCH_RMAX_D and CTL_PTCH_RMAX_U
   parameters to a value other than 0. These parameters These can be
   used to limit the amount of g produced during a pull-up or push
   down.

2) The time constant of the pitch control lop can be reduced by
   increasing the CTL_PTCH_OMEGA parameter from the default value of
   1.0. this will give a 'snappier' pitch response, but does mean that
   the noise in the demands from the airspeed control loop can cause
   unwanted pitch motion.

3) Increase CTL_PTCH_K_I from a default value of zero until steady
   state errors in pitch angle are removed (you will need to monitor
   the nav_pitch and pitch in the tuning graphs window to do this).

Yaw Control Tuning
------------------

The yaw control loop can be configured either as a simple yaw damper
(good for models with inadequate fin area) or as a combined yaw damper
and sideslip controller. Because control of sideslip uses measured
lateral acceleration, it will only work for those models that have
enough fuselage side area to produce a measureable lateral
acceleration when they sideslip (an extreme example of this is an
aerobatic model flying a knife-edge maneuver where all of the lift is
produced by the fuselage). Gliders with very skinny fuselages and
flying wings cannot use this feature, but can still benefit from the
yaw damper provided they have a yaw control of some sort of yaw
control (rudder, differential airbrakes, etc)

Tuning the yaw damper:

1) Verify that the CTL_YAW_K_A and CTL_YAW_K_I gain terms are set to
   zero, the CTL_YAW_K_RLL gain term is set to 1.0 and the CTL_YAW_K_D
   gain term is set to zero

2) Roll into and out of turns in both directions and observe the
   yawing motion as it rolls into the turn. If the nose yaws away from
   the direction of roll, you need to increase the KFF_RDDRMIX gain
   until the yaw goes away.

3) Increase CTL_YAW_K_D in small increments of 0.05 until the tail
   starts to 'wag'. Halve the gain from value at which you start to
   see the tail 'wag'.

4) Now roll the model into and out of turns in both directions. If the
   model has a tendency to yaw the nose to the outside of the turn,
   then increase the CTL_YAW_K_RLL gain term in increments of 0.01
   from its default value of 1.0. Conversely if the model has the
   tendency to yaw the nose to the inside of the turn on turn entry,
   then reduce the CTL_YAW_K_RLL gain term in increments of 0.01 from
   its default value of 1.0. If you have to go outside the range from
   0.8 to 1.2, then there is something else that needs to be sorted
   and you should check step 2), the airspeed calibration and accuracy
   of the bank angle measurement.

Tuning the sideslip controller (advanced):

1) Tune the yaw damper first

2) Set the CTL_YAW_K_I gain term to 1.0. If this causes the tail to
   'wag' then reduce this gain until the wag stops

3) Bring up the tuning graph window in the mission planner and plot
   the lateral acceleration ay.

4) Roll the model rapidly from full bank in each direction and observe
   the lateral acceleration ay. If the lateral acceleration sits
   around zero and doesn't change when you roll into or out of turns
   then your model is very well trimmed and no sideslip control is
   required. You can change the CTL_YAW_K_I gain term back to zero.

5) IF you see that the y acceleration is offset or spikes up during
   turns, then progressively increase the CTL_YAW_K_A gain in steps of
   0.5 until the error goes away or the tail starts to wag. If the
   tail starts to wag, then halve the gain from the value at which the
   wag appeared.


Control Parameter Descriptions
------------------------------

The default values for each parameter are shown.

Pitch control parameters:

Main Parameters:

CTL_PTCH_K_P = 0.4
This is the gain from demanded pitch rate to demanded
elevator. Provided CTL_PTCH_OMEGA is set to 1.0, then this gain works
the same way as the P term in the old PID and can be set to the same
value.

CTL_PTCH_K_I = 0.0
This is the gain for integration of the pitch rate error. It has
essentially the same effect as the I term in the old PID. This can be
set to 0 as a default, however users can increment this to make the
pitch angle tracking more accurate.

CTL_PTCH_K_D = 0.0
This is the gain from pitch rate error to demanded elevator. This
adjusts the damping of the pitch control loop. It has the same effect
as the D term in the old PID but without the large spikes in servo
demands. this will be set to 0 as a default. Some airframes such as
flying wings that have poor pitch damping can benefit from a small
value of up to 0.1 on this gain term. This should be increased in 0.01
increments as to high a value can lead to a high frequency pitch
oscillation that could overstress the airframe.

CTL_PTCH_K_RLL = 1.0
This is the gain term that is applied to the pitch rate offset
calculated as required to keep the nose level during turns. The
default value is 1 which will work for all models. Advanced users can
use it to correct for height variation in turns. If height is lost
initially in the turn this can be increased in small increments of
0.05 to compensate. If height is gained initially then it can be
decreased.

Advanced Parameters:

CTL_PTCH_RMAX_D = 0
This sets the maximum nose down pitch rate that the controller will
demand in (degrees/sec). Setting it to zero disables the limit.

CTL_PTCH_RMAX_U = 0
This sets the maximum nose up pitch rate that the controller will
demand (degrees/sec). Setting it to zero disables the limit.

CTL_PTCH_OMEGA = 1.0
This is the gain from pitch angle error to demanded pitch rate. It
controls the time constant from demanded to achieved pitch angle. For
example if a time constant from demanded to achieved pitch of 0.5 sec
was required, this gain would be set to 1/0.5 = 2.0. A value of 1.0 is
a good default and will work with nearly all models. Advanced users
may want to increase this to obtain a faster response.

Roll Control Parameters:

Main Parameters:

CTL_RLL_K_P = 0.4
This is the gain from demanded roll rate to demanded aileron. Provided
CTL_RLL_OMEGA is set to 1.0, then this gain works the same way as the
P term in the old PID and can be set to the same value.

CTL_RLL_K_I = 0.0
This is the gain for integration of the roll rate error. It has
essentially the same effect as the I term in the old PID. This can be
set to 0 as a default, however users can increment this to enable the
controller trim out any roll trim offset.

CTL_RLL_K_D = 0.0
This is the gain from pitch rate error to demanded elevator. This
adjusts the damping of the roll control loop. It has the same effect
as the D term in the old PID but without the large spikes in servo
demands. This will be set to 0 as a default. This should be increased
in 0.01 increments as too high a value can lead to high frequency roll
oscillation.

Advanced Parameters:

CTL_RLL_OMEGA = 1.0
This is the gain from roll angle error to demanded roll rate. It
controls the time constant from demanded to achieved roll angle. For
example if a time constant from demanded to achieved roll of 0.5 sec
was required, this gain would be set to 1/0.5 = 2.0. A value of 1.0 is
a good default and will work with nearly all models. Advanced users
may want to increase this to obtain a faster response.

CTL_RLL_RMAX = 60;
This sets the maximum roll rate that the controller will demand
(degrees/sec). Setting it to zero disables the limit. If this value is
set too low, then the roll can't keep up with the navigation demands
and the plane will start weaving. If it is set too high (or disabled
by setting to zero) then ailerons will get large inputs at the start
of turns. A limit of 60 degrees/sec is a good default.

Yaw Control Parameters:

Advanced Parameters:

CTL_YAW_K_A = 0.0
This is the gain from measured lateral acceleration to demanded yaw
rate. It should be set to zero unless active control of sideslip is
desired. This will only work effectively if there is enough fuselage
side area to generate a measureable lateral acceleration when the
model sideslips. Flying wings and most gliders cannot use this
term. This term should only be adjusted after the basic yaw damper
gain K_D is tuned and the K_I integrator gain has been set. Set this
gain to zero if only yaw damping is required.

CTL_YAW_K_D = 0.0
This is the gain from yaw rate to rudder. It acts as a damper on yaw
motion. If a basic yaw damper is required, this gain term can be
incremented, whilst leaving the K_A and K_I gains at zero.

CTL_YAW_K_I = 0.0
This is the integral gain from lateral acceleration error. This gain
should only be non-zero if active control over sideslip is desired. If
active control over sideslip is required then this can be set to 1.0
as a first try.

CTL_YAW_K_RLL = 1.0
This is the gain term that is applied to the yaw rate offset
calculated as required to keep the yaw rate consistent with the turn
rate for a coordinated turn. The default value is 1 which will work
for all models. Advanced users can use it to correct for any tendency
to yaw away from or into the turn once the turn is
established. Increase to make the model yaw more initially and
decrease to make the model yaw less initially. If values greater than
1.1 or less than 0.9 are required then it normally indicates a problem
with the airspeed calibration.