On Mon, 26 Jan 2004 13:13:44 -0000, Richard Bytheway <[EMAIL PROTECTED]> wrote:
That would be the responsibility of the autopilot designer. If he/she designed a control structure that used two separate controllers that acted on the ailerons, that would be his/her problem. In fact it might turn out to be a good thing. ;-)
Does this imply that we also need a "summer" class/unit/module which can take the outputs from various controllers and sum them to feed to the "actuator"?
Yes, a "summer" class/unit/module would be a handy tool. A "gain" class/unit/module would also be usefull.
This would be for control mixing, right? Elevons, ailerators, thrudders, and, flailerons, and that sort of stuff? This should be a fairly straightforward extension to the current system I am working on.
Now I have a question for the expert. I see two issues, and I'm curious about the best way to solve them.
Right now we have limits built into the altitude hold modules. For instance, for the C172, I don't want to command a climb if the speed is less that 70 kts. So I take the target climb rate and tail that off to zero as the speed goes down to 70. It's a hack I know, but it seems to help. Is there a better way to do that anyway given a "generic" pid algorithm? Would we want to build in hooks to the "generic" pid algorithm so we can set up these sorts of limits?
As I understand it, the autothrottle predicts the airspeed 10 seconds ahead of time, and uses that as the input. Would the differential component of the PID algorithm be able to account for this? Would we want some code someplace that puts the predicted speed into the property tree for the generic pid algorithm to use, or would we want to build in some sort of property prediction ability into the pid algorithm (in case the 'd' component doesn't quite do what we want?)
Curt. -- Curtis Olson HumanFIRST Program FlightGear Project Twin Cities curt 'at' me.umn.edu curt 'at' flightgear.org Minnesota http://www.flightgear.org/~curt http://www.flightgear.org
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