Electronic device

Abstract

The present disclosure provides an electronic device, comprising: an energy storage module for storing and providing electric energy; a pressure sensor for detecting air pressure data of an environment in which the electronic device is located; an acceleration sensor for detecting acceleration data of the electronic device; a charge and discharge control circuit for controlling charging or discharging of the energy storage module; and a main control module connected with the pressure sensor, the acceleration sensor and the charge and discharge control circuit respectively; the main control module determines whether the environment in which the electronic device is located is in a flight phase according to the air pressure data and the acceleration data, and determines a charge and discharge control logic based on the determination result, so as to control the charge and discharge control circuit to stop the energy storage module from outputting electric energy to an external power consumption device and / or stop the energy storage module from receiving input electric energy from an external power supply device when the electronic device is in the flight phase.

Description

Technical Field

[0001] This disclosure relates to the field of safety control technology for electronic devices, batteries, etc., and in particular to an electronic device capable of charging external devices. Background Technology

[0002] During flight, such as in an airplane, the cabin pressure is maintained at approximately 0.6 atmospheres (equivalent to an altitude of 1800-2400 meters). In this low-pressure environment, the chemical stability of energy storage modules, such as lithium batteries (lithium-ion or lithium polymer batteries) inside electronic devices like power banks, changes.

[0003] Using power banks in low-voltage environments can easily cause the energy storage module, i.e., the battery, to overheat, significantly increasing the probability of thermal runaway (i.e., spontaneous combustion or fire). Furthermore, turbulence or baggage handling during flights can damage the internal cells of electronic devices. In low-voltage environments, the battery separator of damaged cells may develop micro-short circuits, causing the battery temperature to rise sharply (up to 600°C or higher), easily leading to a fire.

[0004] Therefore, the Civil Aviation Administration of China has clearly stipulated that the use of power banks is prohibited throughout the entire flight (including taxiing, takeoff and landing, and cruise), and that power banks with a rated energy exceeding a certain value are strictly prohibited from being checked in as baggage.

[0005] Existing technologies include solutions that identify aviation environments solely based on the rate of change in air pressure. However, relying solely on air pressure characteristics cannot effectively distinguish between aviation scenarios and non-aviation scenarios such as mountain cableways, plateaus, and elevators. For example, mountain cableways also experience air pressure drops, while plateau regions naturally have lower air pressure. Relying solely on air pressure is prone to misjudgment, leading to the erroneous disconnection of electronic devices' charging and discharging functions in non-aviation scenarios, or the erroneous restoration of charging and discharging functions during flight cruises due to stable air pressure. This poses serious safety hazards and user experience defects. Summary of the Invention

[0006] According to one aspect of this disclosure, an electronic device is provided, comprising: Energy storage modules are used to store and provide electrical energy; A pressure sensor, used to detect the air pressure data of the environment in which the electronic device is located; An accelerometer sensor is used to detect acceleration data of the electronic device; A charge / discharge control circuit, which is used to control the charging or discharging of the energy storage module; The main control module is connected to the pressure sensor, the acceleration sensor, and the charge / discharge control circuit, respectively. The main control module determines whether the environment in which the electronic device is located is in the flight phase based on the air pressure data and the acceleration data, and determines the charging and discharging control logic based on the determination result, so as to control the charging and discharging control circuit to make the energy storage module stop outputting electrical energy to external electrical devices and / or stop the energy storage module from receiving electrical energy input from external power supply devices when the electronic device is in the flight phase.

[0007] According to at least one embodiment of the present disclosure, the electronic device includes an accelerometer and a gyroscope, the accelerometer and the gyroscope being used together to detect acceleration data of the electronic device and to calculate horizontal acceleration components and vertical acceleration components.

[0008] According to at least one embodiment of the present disclosure, in an electronic device, the main control module determines whether the environment in which the electronic device is located is in flight phase based on the air pressure data and the acceleration data, including: Based on the air pressure values ​​and / or air pressure change data of the air pressure data, and the temporal correspondence with the acceleration data, it is determined whether the environment in which the electronic device is located is in the flight phase.

[0009] According to at least one embodiment of the present disclosure, the step of determining whether the environment in which the electronic device is located is in flight phase based on the temporal correspondence between the air pressure values ​​and / or air pressure change data of the air pressure data and the acceleration data includes: When the air pressure value meets the preset air pressure value condition and the acceleration data meets the flight acceleration characteristic condition within the same time sequence, it is determined that the environment in which the electronic device is located is in the flight phase.

[0010] According to at least one embodiment of the present disclosure, the step of determining whether the environment in which the electronic device is located is in flight phase based on the temporal correspondence between the air pressure values ​​and / or air pressure change data of the air pressure data and the acceleration data includes: When, within the same time sequence, the air pressure change data meets the preset air pressure change conditions and the acceleration data meets the flight acceleration characteristic conditions, it is determined that the environment in which the electronic device is located is in the flight phase.

[0011] According to at least one embodiment of the present disclosure, the step of determining whether the environment in which the electronic device is located is in flight phase based on the temporal correspondence between the air pressure values ​​and / or air pressure change data of the air pressure data and the acceleration data includes: When, within the same time sequence, the air pressure value meets the preset air pressure value condition, the air pressure change data meets the preset air pressure change condition, and the acceleration data meets the flight acceleration characteristic condition, it is determined that the environment in which the electronic device is located is in the flight phase.

[0012] According to at least one embodiment of the electronic device of this disclosure, the main control module further determines the flight phase type of the environment in which the electronic device is located based on the air pressure data and the acceleration data, including: Determine the direction and rate of air pressure change in the air pressure change data, and determine the direction and value of acceleration in the acceleration data; Determine a first temporal correspondence between the direction of air pressure change and the direction of acceleration, and determine a second temporal correspondence between the rate of air pressure change and the value of acceleration; The flight phase type is determined based on the first time sequence correspondence and the second time sequence correspondence.

[0013] According to at least one embodiment of the electronic device of this disclosure, determining the flight phase type based on the first timing correspondence and the second timing correspondence includes: When the first time-series correspondence indicates that the air pressure change direction is air pressure decrease, and the horizontal acceleration direction and vertical acceleration direction are both positive, and the second time-series correspondence indicates that the air pressure change rate is greater than a first preset rate, the horizontal acceleration component is greater than a first horizontal acceleration component threshold, and the vertical acceleration component is greater than a first vertical acceleration component threshold, the flight phase type is determined to be takeoff phase; When the first time-series correspondence indicates that the direction of air pressure change is air pressure increase, and the horizontal acceleration direction in the acceleration direction is negative, and the second time-series correspondence indicates that the air pressure change rate is greater than a second preset rate, the horizontal acceleration component is greater than a second horizontal acceleration component threshold, and the vertical acceleration component is greater than a preset vertical acceleration component threshold, the flight phase type is determined to be the landing phase.

[0014] According to at least one embodiment of the electronic device of this disclosure, determining the flight phase type based on the first timing correspondence and the second timing correspondence further includes: After the flight phase type has been determined to be the takeoff phase, when the second time sequence correspondence indicates that the air pressure change rate is less than the preset change rate and the air pressure value is lower than the preset low pressure threshold, and the second time sequence correspondence indicates that the horizontal acceleration component is less than the first preset change amplitude threshold and the vertical acceleration component is less than the second preset change amplitude threshold, the flight phase type is determined to be the cruise phase.

[0015] According to at least one embodiment of the electronic device of this disclosure, determining the flight phase type based on the first timing correspondence and the second timing correspondence further includes: After the flight phase type has been determined to be the landing phase, when the air pressure value is within the standard atmospheric pressure range, and the second time sequence correspondence indicates that the horizontal acceleration component is less than the third preset change amplitude threshold and the vertical acceleration component is less than the fourth preset change amplitude threshold, it is determined that the environment in which the electronic device is located has left the flight phase.

[0016] According to at least one embodiment of the electronic device of this disclosure, the first horizontal acceleration component threshold is a first multiple of the gravitational acceleration value, the first vertical acceleration component threshold is a second multiple of the gravitational acceleration value, the second horizontal acceleration component threshold is a third multiple of the gravitational acceleration value, and the preset low pressure threshold is N times the standard atmospheric pressure. <N<1。

[0017] An electronic device according to at least one embodiment of the present disclosure, the electronic device comprising: The main housing contains the energy storage module, pressure sensor, acceleration sensor, main control module, and charge / discharge control circuit.

[0018] According to at least one embodiment of the present disclosure, an electronic device has a vent hole on its main housing, through which a pressure sensor can detect air pressure data of the environment in which the electronic device is located; or, the pressure detection surface of the pressure sensor is exposed through the main housing.

[0019] According to at least one embodiment of the present disclosure, the charging and discharging control circuit of the electronic device includes: The main control module controls the switching circuit to open or close based on the determined charging and discharging control logic.

[0020] According to at least one embodiment of the present disclosure, the charging and discharging control circuit includes a discharging control circuit and a charging control circuit, both of which include a switching circuit.

[0021] According to at least one embodiment of the present disclosure, the electronic device includes a discharge control circuit comprising: A boost circuit is used to boost the output voltage of the energy storage module to obtain the output voltage of the electronic device; The boost circuit is connected between the energy storage module and the switching circuit of the discharge control circuit, or the boost circuit is connected between the switching circuit of the discharge control circuit and the discharge output terminal of the electronic device.

[0022] According to at least one embodiment of the present disclosure, the charging control circuit of the electronic device includes: Charging switch circuit, current detection circuit and voltage feedback circuit; The charging switch circuit is connected between the charging input terminal and the energy storage module; The current detection circuit is connected between the charging switch circuit and the energy storage module, and is used to detect the charging current. The voltage feedback circuit is connected to the energy storage module and is used to detect the voltage across the energy storage module. The main control module is connected to the current detection circuit, the voltage feedback circuit and the charging switch circuit respectively. The main control module outputs a PWM control signal to adjust the duty cycle of the charging switch circuit based on the charging current and the voltage across the energy storage module. This stabilizes the charging current at a preset current value when the voltage across the energy storage module is lower than a preset voltage, and stabilizes the voltage across the energy storage module at the preset voltage value when the voltage across the energy storage module reaches the preset voltage value. The preset voltage is the rated charging cutoff voltage of the energy storage module.

[0023] An electronic device according to at least one embodiment of the present disclosure, the electronic device further comprising: A battery management chip, which is connected to the main control module, is used to perform at least one of voltage sampling, current sampling and temperature sampling on the energy storage module, and transmit the sampled data to the main control module. The main control module controls the switching circuit to open or close based on the sampled data, the air pressure data, and the acceleration data.

[0024] According to at least one embodiment of the present disclosure, the charging and discharging control circuit of the electronic device includes: The main control module controls the charging and discharging paths by controlling the on and off states of the charging and discharging switch circuits. Attached Figure Description

[0025] The accompanying drawings illustrate exemplary embodiments of the present disclosure and, together with the description thereof, serve to explain the principles of the present disclosure. These drawings are included to provide a further understanding of the present disclosure and are incorporated in and constitute a part of this specification.

[0026] Figure 1 This is a schematic block diagram of an electronic device according to one embodiment of the present disclosure.

[0027] Figure 2This is a flowchart illustrating one embodiment of the present disclosure of a process for determining whether the environment in which an electronic device is located is in flight.

[0028] Figure 3 This is a flowchart illustrating a further embodiment of the present disclosure of a process for determining whether the environment in which the electronic device is located is in flight.

[0029] Figure 4 This is a flowchart illustrating a further embodiment of the present disclosure of a process for determining whether the environment in which the electronic device is located is in flight.

[0030] Figure 5 This is a flowchart illustrating a further embodiment of the present disclosure of a process for determining whether the environment in which the electronic device is located is in flight.

[0031] Figure 6 This is a flowchart illustrating a further embodiment of the present disclosure of a process for determining whether the environment in which the electronic device is located is in flight.

[0032] Figure 7 This is a flowchart illustrating a further embodiment of the present disclosure of a process for determining whether the environment in which the electronic device is located is in flight.

[0033] Figure 8 This is a flowchart illustrating a further embodiment of the present disclosure of a process for determining whether the environment in which the electronic device is located is in flight.

[0034] Figure 9 This is a flowchart illustrating a further embodiment of the present disclosure of a process for determining whether the environment in which the electronic device is located is in flight.

[0035] Figure 10 This is a flowchart illustrating a further embodiment of the present disclosure of a process for determining whether the environment in which the electronic device is located is in flight.

[0036] Figure 11 This is a schematic diagram of the process for determining the flight phase type according to one embodiment of this disclosure.

[0037] Figure 12 This is a schematic block diagram of an electronic device according to another embodiment of the present disclosure.

[0038] Figure 13 This is a schematic diagram of the circuit structure of an electronic device having a pressure sensor and an acceleration sensor according to one embodiment of the present disclosure. Detailed Implementation

[0039] The present disclosure will now be described in further detail with reference to the accompanying drawings and embodiments. It should be understood that the specific embodiments described herein are for illustrative purposes only and are not intended to limit the scope of the disclosure. Furthermore, it should be noted that, for ease of description, only the parts relevant to the present disclosure are shown in the accompanying drawings.

[0040] It should be noted that, where there is no conflict, the embodiments and features described in this disclosure can be combined with each other. The technical solutions of this disclosure will now be described in detail with reference to the accompanying drawings and embodiments.

[0041] Unless otherwise stated, the exemplary implementations / embodiments shown are to be understood as providing exemplary features of various details that provide ways in which the technical concepts of this disclosure can be implemented in practice. Therefore, unless otherwise stated, the features of various implementations / embodiments may be additionally combined, separated, interchanged and / or rearranged without departing from the technical concepts of this disclosure.

[0042] The use of crosshairs and / or shading in the accompanying drawings is generally used to clarify the boundaries between adjacent components. Thus, unless otherwise stated, the presence or absence of crosshairs or shading does not convey or indicate any preference or requirement for the specific material, material properties, dimensions, proportions, commonalities between the illustrated components, or any other characteristics, properties, etc., of the components. Furthermore, in the accompanying drawings, the dimensions and relative dimensions of components may be exaggerated for clarity and / or descriptive purposes. When exemplary embodiments can be implemented differently, a specific process sequence may be performed in a different order than that described. For example, two consecutively described processes may be performed substantially simultaneously or in the reverse order of their description. Furthermore, the same reference numerals denote the same components.

[0043] When a component is referred to as being "on" or "above" another component, "connected to," or "joined to" another component, the component may be directly on, directly connected to, or directly joined to the other component, or there may be intermediate components. However, when a component is referred to as being "directly on" another component, "directly connected to," or "directly joined to" another component, there are no intermediate components. Therefore, the term "connection" can refer to a physical connection, an electrical connection, etc., and may or may not have intermediate components.

[0044] For descriptive purposes, this disclosure may use spatial relative terms such as “below,” “under,” “below,” “down,” “above,” “above,” “higher,” and “side (e.g., in a “sidewall”)” to describe the relationship between one component and another component as shown in the accompanying drawings. In addition to the orientations depicted in the drawings, the spatial relative terms are also intended to encompass different orientations of the device during use, operation, and / or manufacture. For example, if the device in the drawings is flipped, a component described as “below” or “under” another component or feature would subsequently be positioned “above” said other component or feature. Thus, the exemplary term “below” can encompass both “above” and “below” orientations. Furthermore, the device may be otherwise positioned (e.g., rotated 90 degrees or in other orientations), thus interpreting the spatial relative descriptive terms used herein accordingly.

[0045] The terminology used herein is for the purpose of describing particular embodiments and is not intended to be limiting. As used herein, unless the context clearly indicates otherwise, the singular forms “a” and “the” are intended to include the plural forms as well. Furthermore, when the terms “comprising” and / or “including” and variations thereof are used in this specification, it indicates the presence of the stated features, integrals, steps, operations, parts, components, and / or groups thereof, but does not exclude the presence or addition of one or more other features, integrals, steps, operations, parts, components, and / or groups thereof. It should also be noted that, as used herein, the terms “substantially,” “about,” and other similar terms are used as approximate terms rather than as terms of degree, thus explaining the inherent biases in measurements, calculated values, and / or provided values ​​that would be recognized by one of ordinary skill in the art.

[0046] Figure 1 This is a schematic block diagram of an electronic device according to one embodiment of the present disclosure.

[0047] refer to Figure 1 In some embodiments of this disclosure, the electronic device 100 of this disclosure includes: Energy storage module 101 is used to store and provide electrical energy; Pressure sensor 102, the pressure sensor 102 is used to detect the air pressure data of the environment in which the electronic device 100 is located; Accelerometer 106, the accelerometer 106 being used to detect acceleration data of the electronic device 100; A charge / discharge control circuit is connected to the energy storage module 101 and is used to control the charging or discharging of the energy storage module 101. The main control module 103 is connected to the pressure sensor 102, the acceleration sensor 106, and the charge / discharge control circuit, respectively. The main control module 103 determines whether the environment in which the electronic device 100 is located is in the flight phase based on the air pressure data and the acceleration data, and determines the charging and discharging control logic based on the determination result, so as to control the charging and discharging control circuit so that the energy storage module 101 stops outputting electrical energy to external electrical devices and / or stops receiving electrical energy input from external power supply devices when the electronic device 100 is in the flight phase.

[0048] In some embodiments of this disclosure, the main control module 103 determines charging and discharging control logic based on the determination result, so as to control the charging and discharging control circuit to cause the energy storage module 101 to stop outputting electrical energy to external electrical devices when the electronic device 100 is in flight. For example, if the electronic device only needs to prevent discharging and allow charging, the discharging path can be cut off.

[0049] In other embodiments of this disclosure, the main control module 103 determines the charging and discharging control logic based on the determination result, so as to control the charging and discharging control circuit so that the energy storage module 101 stops outputting electrical energy to external electrical devices and stops receiving electrical energy input from external power supply devices when the electronic device 100 is in flight. For example, when charging and discharging need to be prohibited simultaneously throughout the flight to completely eliminate safety risks, the discharging path and the charging path are cut off at the same time.

[0050] In some other embodiments of this disclosure, the main control module 103 determines charging and discharging control logic based on the determination result, so as to control the charging and discharging control circuit so that the energy storage module 101 stops receiving power input from external power supply equipment when the electronic device 100 is in flight. For example, if the electronic device only needs to prohibit charging and allow discharging, the charging path can be cut off.

[0051] refer to Figure 1 In some embodiments, the charge / discharge control circuit may include a discharge control circuit 104 and a charge control circuit 107.

[0052] The energy storage module 101 is a component used to store and provide electrical energy, and may include one or more battery cells. The pressure sensor 102 is used to detect the air pressure data of the environment in which the electronic device 100 is located. It can be a microelectromechanical system (MEMS) air pressure sensor, whose internal pressure-sensitive diaphragm deforms under the action of external air pressure and converts the deformation into corresponding air pressure data output.

[0053] Accelerometer 106 is used to detect acceleration data of electronic device 100.

[0054] In some embodiments, the acceleration sensor 106 includes an accelerometer and a gyroscope, which together are used to detect acceleration data of the electronic device and calculate the horizontal acceleration component and the vertical acceleration component.

[0055] The accelerometer is used to detect linear acceleration, and the gyroscope is used to detect angular velocity. By fusing the detection data from both, the horizontal and vertical acceleration components can be accurately calculated even when the electronic device is in any orientation, thus ensuring that the determination of flight acceleration characteristics is not affected by the attitude of the electronic device.

[0056] The main control module 103 can be a microcontroller (MCU) used to receive and process various signals and send control signals to various functional circuits.

[0057] Compared to related technologies that rely solely on the rate of change of air pressure, this embodiment makes multi-dimensional judgments based on pressure sensor 102 and acceleration sensor 106.

[0058] Relying solely on air pressure is insufficient to effectively distinguish between aviation and non-aviation scenarios. For example, air pressure drops also occur on mountain cableways, and high-speed trains exhibit significant horizontal acceleration during acceleration. This implementation method combines acceleration and air pressure data to verify from a motion perspective, accurately identifying flight scenarios and phases, thereby reducing the false positive rate.

[0059] The charge / discharge control circuit is a power path connected between the energy storage module 101 and external electrical equipment, as well as between the external power supply equipment and the energy storage module 101, used to control the output and input of electrical energy. The main control module 103 sends control signals to the charge / discharge control circuit to execute the connection or disconnection of the power path, thereby simultaneously prohibiting the discharge and charging functions of electronic devices (such as power banks) in flight scenarios, completely eliminating the risk of thermal runaway caused by battery charging and discharging under low air pressure.

[0060] The core technical concept of this disclosure lies in the main control module 103 determining whether the environment in which the electronic device 100 is located is in the flight phase based on air pressure data and acceleration data, and executing the corresponding control logic; more preferably, determining whether the environment in which the electronic device 100 is located is in the flight phase and the type of flight phase, and executing the corresponding control logic.

[0061] Continue to refer to Figure 1 In some embodiments of this disclosure, the electronic device 100 of this disclosure further includes, for the electronic devices of the above embodiments, the following: The discharge output terminal 105 and the charging input terminal 108 are also known as the discharge output interface and the charging input interface, respectively. The discharge control circuit 104 is connected to the discharge output terminal 105, and outputs electrical energy to external electrical equipment through the discharge output terminal 105. The charging control circuit 107 is connected to the charging input terminal 108, and receives electrical energy input from external power supply equipment through the charging input terminal 108.

[0062] The discharge output terminal 105 is the physical interface through which the electronic device 100 outputs electrical energy, such as a standardized universal serial bus interface like a USB-A interface or a USB-C interface. The charging input terminal 108 is the physical interface through which the electronic device 100 receives external electrical energy, such as a Micro USB interface or a USB-C interface.

[0063] The discharge control circuit 104 performs necessary voltage conversion on the electrical energy provided by the energy storage module 101 and then supplies it to external electrical devices via the discharge output terminal 105. The charging control circuit 107 converts the electrical energy input via the charging input terminal 108 and then supplies it to the energy storage module 101 for charging.

[0064] In some embodiments of this disclosure, the main control module of the electronic device determines whether the environment in which the electronic device is located is in the flight phase based on the air pressure data and the acceleration data, including: determining whether the environment in which the electronic device is located is in the flight phase based on the time sequence correspondence between the air pressure value and / or air pressure change data of the air pressure data and the acceleration data.

[0065] Among them, the air pressure value is the specific numerical value of the current ambient air pressure, which reflects the altitude range of the environment. Air pressure change data is the change of air pressure over time, which can include the direction and rate of air pressure change.

[0066] The direction of air pressure change, that is, the direction of air pressure value over time, i.e., whether the air pressure is rising or falling, reflects whether the ambient altitude is rising or falling. The rate of air pressure change is the amount of change in air pressure value within a unit of time (e.g., 1 minute, 5 minutes, 10 minutes, etc.), i.e. how fast or slow the change is.

[0067] Acceleration data refers to the acceleration values ​​of electronic devices in three-dimensional space, which can reflect the motion state of the environment in which the electronic devices are located.

[0068] In this disclosure, the time sequence correspondence refers to the correspondence between air pressure data and acceleration data within the same time window. In some embodiments, the time sequence correspondence can be reflected in the matching of the changing trends of air pressure data and acceleration data according to the chronological order of takeoff, cruise, and landing phases.

[0069] Relying solely on air pressure is insufficient to effectively distinguish between aviation and non-aviation scenarios. For example, air pressure also decreases on mountain cableways, and high-speed trains exhibit significant horizontal acceleration during acceleration.

[0070] This implementation method performs time-series correspondence analysis on air pressure data and acceleration data, cross-validating from two different physical dimensions of air pressure and motion, which can accurately identify the flight environment and avoid misjudgment.

[0071] In some embodiments of this disclosure, the specific methods for determining the relationship between air pressure values ​​and / or air pressure change data and acceleration data based on their temporal correspondence include: When the air pressure value meets the preset air pressure value condition and the acceleration data meets the flight acceleration characteristic condition within the same time sequence, it is determined that the flight phase is underway. Alternatively, if, within the same time sequence, the air pressure change data meets the preset air pressure change conditions and the acceleration data meets the flight acceleration characteristic conditions, it is determined that the flight phase is underway. Alternatively, if, within the same time sequence, the air pressure value meets a preset air pressure value condition, the air pressure change data meets a preset air pressure change condition, and the acceleration data meets a flight acceleration characteristic condition, then it is determined that the aircraft is in the flight phase.

[0072] the following Figures 2 to 10 Several specific judgment processes are shown respectively.

[0073] Figure 2 This is a flowchart illustrating one embodiment of the present disclosure of a process for determining whether the environment in which an electronic device is located is in flight.

[0074] refer to Figure 2 In some embodiments of this disclosure, determining whether the environment in which the electronic device is located is in flight phase based on the temporal correspondence between the air pressure values ​​and / or air pressure change data of the air pressure data and the acceleration data includes: S202. Determine whether the air pressure value is within the preset air pressure range; S204. If so, determine the temporal correspondence between the air pressure value and the acceleration data; S206. Determine whether the acceleration data corresponding to the air pressure value meets the flight acceleration characteristic conditions; S208. If so, determine that the environment in which the electronic device is located is in the flight phase.

[0075] In this embodiment, the main control module 103 first determines whether the air pressure value is within the preset air pressure range. If it is, it determines the correspondence between the air pressure value and the acceleration data in time sequence. Then it determines whether the acceleration data in the corresponding time period meets the flight acceleration characteristic conditions. If it is, it determines that the environment is in the flight phase.

[0076] The preset air pressure range can be a range of air pressure values ​​corresponding to the flight environment. For example, during the cruise phase of an aircraft, the cabin air pressure is usually maintained at 0.6 to 0.8 standard atmospheres. The flight acceleration characteristic conditions are the acceleration characteristic conditions corresponding to the flight environment, such as acceleration exhibiting a specific value or direction in a specific direction.

[0077] This implementation method first uses air pressure value as a screening condition to determine the time period that may be in the flight environment, and then uses acceleration data for verification. It is suitable for scenarios with obvious air pressure characteristics, such as when the cabin air pressure is significantly lower than the ground air pressure during the aircraft cruise phase. The air pressure value can quickly narrow down the judgment range, and then the acceleration data can be combined to eliminate non-aviation scenarios such as high altitudes where the air pressure value is low but the acceleration characteristics do not match.

[0078] Figure 3 This is a flowchart illustrating a further embodiment of the present disclosure of a process for determining whether the environment in which the electronic device is located is in flight.

[0079] refer to Figure 3 In some embodiments of this disclosure, determining whether the environment in which the electronic device is located is in flight phase based on the temporal correspondence between the air pressure values ​​and / or air pressure change data of the air pressure data and the acceleration data includes: S302. Determine whether the acceleration data meets the flight acceleration characteristic conditions; S304. If so, determine the temporal correspondence between the air pressure value and the acceleration data; S306. Determine whether the air pressure value is within the preset air pressure range; S308. If so, determine that the environment in which the electronic device is located is in the flight phase.

[0080] In this embodiment, the main control module 103 first determines whether the acceleration data meets the flight acceleration characteristic conditions. If it does, it determines the temporal correspondence between the air pressure value and the acceleration data. Then, it determines whether the air pressure value in the corresponding time period is within the preset air pressure range. If it does, it determines that the environment is in the flight phase.

[0081] This implementation method first uses acceleration data as a screening criterion to determine the time period that may be in the flight environment, and then verifies it with air pressure value. It is suitable for scenarios with obvious acceleration characteristics, such as the takeoff roll phase of an aircraft. The acceleration data already shows the characteristics of continuous horizontal acceleration and vertical G-force, while the air pressure change may not be obvious or may lag. By judging the acceleration first, the flight environment can be identified earlier.

[0082] This implementation method can distinguish between airplane takeoff and high-speed train acceleration.

[0083] Flight acceleration characteristics can be distinguished from two dimensions. First, during takeoff, an aircraft experiences both sustained positive acceleration in the horizontal direction and G-force acceleration in the vertical direction, with the vertical acceleration component exceeding a preset threshold; whereas high-speed trains do not experience G-force acceleration during acceleration. Second, in the temporal correspondence, after the acceleration characteristics appear during takeoff, the air pressure value decreases and enters a preset air pressure range; however, during high-speed train acceleration, the air pressure inside the carriage remains relatively stable and does not enter the preset air pressure range.

[0084] This implementation method can effectively distinguish between flight environments and ground acceleration scenarios such as high-speed rail by verifying the temporal correspondence between acceleration and air pressure values.

[0085] Figure 4 This is a flowchart illustrating a further embodiment of the present disclosure of a process for determining whether the environment in which the electronic device is located is in flight.

[0086] refer to Figure 4 In some embodiments of this disclosure, determining whether the environment in which the electronic device is located is in flight phase based on the temporal correspondence between the air pressure values ​​and / or air pressure change data of the air pressure data and the acceleration data includes: S402. Determine the temporal correspondence between the air pressure value and the acceleration data; S404. Determine whether the acceleration data that has the corresponding relationship with the air pressure value satisfies the flight acceleration characteristic condition, and whether the air pressure value that has the corresponding relationship with the acceleration data is within the preset air pressure range; S406. If so, determine that the environment in which the electronic device is located is in the flight phase.

[0087] In this embodiment, the main control module 103 first determines the temporal correspondence between the air pressure value and the acceleration data, and then simultaneously determines whether the acceleration data in the corresponding time period meets the flight acceleration characteristic conditions and whether the air pressure value is within the preset air pressure range. If both are met, it is determined that the environment is in the flight phase.

[0088] This implementation uses both air pressure and acceleration data as judgment conditions, requiring that the two correspond in time and each meet the conditions.

[0089] Compared with the screening-then-verification method in this disclosure, this implementation places the conditions of the two dimensions on an equal footing, requiring both to be met simultaneously, which can further improve the accuracy of the judgment and reduce the risk of misjudgment.

[0090] For example, even if the air pressure in a high-altitude area is within the preset air pressure range, the acceleration data may not meet the flight acceleration characteristic conditions. Since both conditions cannot be met simultaneously, it will not be misjudged as the flight environment.

[0091] Figure 5 This is a flowchart illustrating a further embodiment of the present disclosure of a process for determining whether the environment in which the electronic device is located is in flight.

[0092] refer to Figure 5 In some embodiments of this disclosure, determining whether the environment in which the electronic device is located is in flight phase based on the temporal correspondence between the air pressure values ​​and / or air pressure change data of the air pressure data and the acceleration data includes: S502. Determine whether the direction and rate of air pressure change of the air pressure change data meet the preset air pressure change conditions. S504. If so, determine the time-series correspondence between the direction of air pressure change and the rate of air pressure change and the acceleration data; S506. Determine whether the acceleration data that has the corresponding relationship with the air pressure change data satisfies the flight acceleration characteristic condition; S508. If so, determine that the environment in which the electronic device is located is in the flight phase.

[0093] In this embodiment, the main control module 103 first determines whether the air pressure change direction and air pressure change rate of the air pressure change data meet the preset air pressure change conditions. If they meet the conditions, it determines the correspondence between the air pressure change direction and air pressure change rate and the acceleration data in time sequence. Then it determines whether the acceleration data in the corresponding time period meets the flight acceleration characteristic conditions. If they meet the conditions, it determines that the environment is in the flight phase.

[0094] Preset air pressure change conditions are the air pressure change characteristics corresponding to the flight environment, including air pressure change direction conditions and air pressure change rate conditions. For example, during the aircraft takeoff phase, the air pressure change direction is a decrease and the air pressure change rate is greater than a preset rate threshold; during the aircraft landing phase, the air pressure change direction is an increase and the air pressure change rate is greater than a preset rate threshold.

[0095] Air pressure changes in the flight environment exhibit specific directional and rate-of-change characteristics. During takeoff and climb, air pressure drops rapidly within a short period, exhibiting a significant rate of change. While air pressure also decreases during activities like mountain climbing or riding a cable car, the rate of change is slower, failing to meet the rate-of-change condition in the preset air pressure change criteria. Therefore, these scenarios can be eliminated by considering the rate of change. Conversely, air pressure rises rapidly during descent, while air pressure changes are minimal, as seen in scenarios like riding an elevator. By combining the direction and rate of air pressure change, the time periods of rapid pressure change can be determined. Further verification using acceleration data within these corresponding periods eliminates non-aviation scenarios that might meet the air pressure change criteria but whose acceleration characteristics do not match.

[0096] Figure 6 This is a flowchart illustrating a further embodiment of the present disclosure of a process for determining whether the environment in which the electronic device is located is in flight.

[0097] refer to Figure 6 In some embodiments of this disclosure, determining whether the environment in which the electronic device is located is in flight phase based on the temporal correspondence between the air pressure values ​​and / or air pressure change data of the air pressure data and the acceleration data includes: S602. Determine whether the acceleration data meets the flight acceleration characteristic conditions; S604. If so, determine the temporal correspondence between the acceleration data and the air pressure change data; S606. Determine whether the air pressure change direction and air pressure change rate of the air pressure change data that have the corresponding relationship with the acceleration data meet the preset air pressure change conditions. S608. If so, determine that the environment in which the electronic device is located is in the flight phase.

[0098] In this embodiment, the main control module 103 first determines whether the acceleration data meets the flight acceleration characteristic conditions. If it does, it determines the temporal correspondence between the acceleration data and the air pressure change data. Then, it determines whether the air pressure change direction and air pressure change rate of the air pressure change data in the corresponding time period meet the preset air pressure change conditions. If they do, it determines that the environment is in the flight phase.

[0099] This implementation first uses acceleration data as a screening criterion to determine the time period that may be in a flight environment, and then verifies it using air pressure change data, that is, monitoring whether the direction and rate of air pressure change match the flight environment. For example, after the acceleration characteristics of an aircraft appear during takeoff, the direction of air pressure change should be a decrease in air pressure and the rate of air pressure change should be relatively large; if the direction of air pressure change in the corresponding time period is incorrect or the rate of change is too slow, it may be a high-speed train acceleration or other ground scenarios, and will not be misjudged as a flight environment.

[0100] This implementation method verifies the temporal correspondence between acceleration data and air pressure change data, enabling a comprehensive judgment from two dimensions: motion characteristics and dynamic air pressure change characteristics.

[0101] Figure 7 This is a flowchart illustrating a further embodiment of the present disclosure of a process for determining whether the environment in which the electronic device is located is in flight.

[0102] refer to Figure 7 In some embodiments of this disclosure, determining whether the environment in which the electronic device is located is in flight phase based on the temporal correspondence between the air pressure values ​​and / or air pressure change data of the air pressure data and the acceleration data includes: S702. Determine the temporal correspondence between the air pressure change data and the acceleration data; S704. Determine whether the air pressure change direction and air pressure change rate of the air pressure change data with the corresponding relationship meet the preset air pressure change conditions, and whether the acceleration data with the corresponding relationship meet the flight acceleration characteristic conditions. S706. If so, determine that the environment in which the electronic device is located is in the flight phase.

[0103] In this embodiment, the main control module 103 first determines the temporal correspondence between the air pressure change data and the acceleration data, and then simultaneously determines whether the air pressure change data in the corresponding time period meets the preset air pressure change conditions and whether the acceleration data meets the flight acceleration characteristic conditions. If both are met, it is determined that the environment is in the flight phase.

[0104] This implementation uses both air pressure change data and acceleration data as judgment conditions, requiring that they correspond in time sequence and each meet its own conditions. Compared to the method of screening first and then verifying, this implementation places the conditions of air pressure change and acceleration on an equal footing, requiring both to be met simultaneously, which can further improve the accuracy of the judgment.

[0105] For example, during aircraft takeoff, the air pressure change should be in the direction of decreasing pressure and at a relatively high rate. Simultaneously, the acceleration data should show continuous positive horizontal acceleration and vertical G-force acceleration. If only the air pressure change data meets the conditions but the acceleration data does not, or if only the acceleration data meets the conditions but the direction of the air pressure change is incorrect or the rate is too slow, it will not be classified as a flight environment. Similarly, in a mountain cableway scenario, the air pressure change direction is decreasing, but the rate of change is slow, failing to meet the rate condition in the preset air pressure change conditions. Since both dimensions of the conditions cannot be met simultaneously, it will not be misclassified as a flight environment.

[0106] Figure 8This is a flowchart illustrating a further embodiment of the present disclosure of a process for determining whether the environment in which the electronic device is located is in flight.

[0107] refer to Figure 8 In some embodiments of this disclosure, determining whether the environment in which the electronic device is located is in flight phase based on the temporal correspondence between the air pressure values ​​and / or air pressure change data of the air pressure data and the acceleration data includes: S802. Determine whether the air pressure value is within the preset air pressure range, and whether the air pressure change direction and air pressure change rate of the air pressure change data meet the preset air pressure change conditions. S804. If both are yes, determine the temporal correspondence between the air pressure value and the air pressure change data and the acceleration data, respectively. S806. Determine whether the acceleration data that has the corresponding relationship with the air pressure value satisfies the flight acceleration characteristic condition, and whether the acceleration data that has the corresponding relationship with the air pressure change data satisfies the flight acceleration characteristic condition. S808. If both are yes, it is determined that the environment in which the electronic device is located is in the flight phase.

[0108] In this embodiment, the main control module 103 first simultaneously determines whether the air pressure value is within the preset air pressure range and whether the air pressure change data meets the preset air pressure change conditions. After both are met, the corresponding relationship between the air pressure value and the air pressure change data and the acceleration data in time sequence is determined. Then, it is determined whether the acceleration data in the two sets of corresponding relationships meets the flight acceleration characteristic conditions. If both are met, it is determined that the environment is in the flight phase.

[0109] This implementation uses both air pressure value and air pressure change data as prerequisites. Both must meet their respective preset conditions, and then acceleration data is used for double verification.

[0110] During flight, the cabin pressure of an aircraft is not only at a low level, but also undergoes a rapid change (rapidly decreasing during takeoff and rapidly increasing during landing). Both air pressure values ​​and pressure change data jointly characterize the flight environment from both static and dynamic perspectives. Using only one data source may have blind spots. For example, although air pressure values ​​are low in high-altitude areas, the rate of pressure change is slow, failing to meet the conditions for pressure change. In scenarios such as high-speed elevators, air pressure values ​​remain relatively stable, never entering the preset pressure range, and the rate of pressure change is extremely small, also failing to meet the conditions for pressure change.

[0111] This implementation method, through dual pre-judgment of air pressure value and air pressure change data, combined with verification of acceleration data, can effectively cover non-aviation scenarios that may be missed by the above single data source, and further reduce the risk of misjudgment.

[0112] Figure 9 This is a flowchart illustrating a further embodiment of the present disclosure of a process for determining whether the environment in which the electronic device is located is in flight.

[0113] refer to Figure 9 In some embodiments of this disclosure, determining whether the environment in which the electronic device is located is in flight phase based on the temporal correspondence between the air pressure values ​​and / or air pressure change data of the air pressure data and the acceleration data includes: S902. Determine whether the acceleration data meets the flight acceleration characteristic conditions; S904. If so, determine the temporal correspondence between the acceleration data and the air pressure value and the air pressure change data, respectively. S906. Determine whether the air pressure value corresponding to the acceleration data is within a preset air pressure range, and whether the air pressure change direction and air pressure change rate of the air pressure change data corresponding to the acceleration data meet the preset air pressure change conditions. S908. If both are yes, it is determined that the environment in which the electronic device is located is in the flight phase.

[0114] In this embodiment, the main control module 103 first determines whether the acceleration data meets the flight acceleration characteristic conditions. If it does, it determines the temporal correspondence between the acceleration data, the air pressure value, and the air pressure change data. Then, it determines whether the air pressure value within the corresponding time period is within the preset air pressure range and whether the air pressure change data meets the preset air pressure change conditions. If both are met, it determines that the environment is in the flight phase.

[0115] This implementation first uses acceleration data as a screening criterion to determine the time period that may be within the flight environment. Then, it simultaneously performs dual verification using air pressure values ​​and air pressure change data. Air pressure value verification judges from a static perspective whether the ambient air pressure is within the numerical range corresponding to the flight environment, while air pressure change data verification judges from a dynamic perspective whether the direction and rate of air pressure change match the flight environment. Both methods verify the same time period from different dimensions, requiring simultaneous satisfaction, which can further improve the accuracy of the judgment.

[0116] For example, after the acceleration characteristics appear during the takeoff phase of an aircraft, the air pressure value should decrease and enter the preset air pressure range during the corresponding period. Simultaneously, the direction of air pressure change should be downward, and the rate of change should be relatively high. If the air pressure value does not enter the preset air pressure range after the acceleration characteristics appear, or if the direction of air pressure change is incorrect or the rate of change is too slow, it will not be considered a flight environment. Similarly, although there is significant horizontal acceleration during the acceleration phase of a high-speed train, which may meet some of the conditions for flight acceleration characteristics, the air pressure value inside the carriage remains relatively stable, not within the preset air pressure range, and the rate of change is close to zero, failing to meet the preset air pressure change conditions. Dual verification using both air pressure value and air pressure change data can effectively exclude such scenarios.

[0117] Figure 10 This is a flowchart illustrating a further embodiment of the present disclosure of a process for determining whether the environment in which the electronic device is located is in flight.

[0118] refer to Figure 10 In some embodiments of this disclosure, determining whether the environment in which the electronic device is located is in flight phase based on the temporal correspondence between the air pressure values ​​and / or air pressure change data of the air pressure data and the acceleration data includes: S1002. Determine the temporal correspondence between the air pressure value and the air pressure change data and the acceleration data, respectively. S1004. Determine whether the acceleration data corresponding to the air pressure value satisfies the flight acceleration characteristic condition, and whether the air pressure value is within the preset air pressure range. Also determine whether the acceleration data corresponding to the air pressure change data satisfies the flight acceleration characteristic condition, and whether the air pressure change direction and air pressure change rate of the air pressure change data satisfy the preset air pressure change condition. S1006. If both are yes, it is determined that the environment in which the electronic device is located is in the flight phase.

[0119] In this embodiment, the main control module 103 first determines the temporal correspondence between the air pressure value and the air pressure change data and the acceleration data, that is, determines the air pressure value, the direction of air pressure change and the rate of air pressure change, and the acceleration data within the same time period.

[0120] Then, four sets of conditions are simultaneously evaluated: whether the air pressure value is within the preset air pressure range, whether the acceleration data corresponding to the air pressure value meets the flight acceleration characteristic conditions, whether the air pressure change data meets the preset air pressure change conditions, and whether the acceleration data corresponding to the air pressure change data meets the flight acceleration characteristic conditions. Only when all four sets of conditions are met can it be determined that the environment is in the flight phase.

[0121] This implementation uses both air pressure values ​​and air pressure change data, and after each is correlated with acceleration data in time sequence, all conditions are judged in parallel, requiring all to be met. Compared with other implementations, this implementation uses both the static characteristics (air pressure value) and dynamic characteristics (direction and rate of air pressure change) of air pressure as judgment conditions, requiring both to meet their respective preset conditions, and both sets of acceleration data to meet the flight acceleration characteristic conditions.

[0122] For example, in high-altitude areas, the air pressure may be within the preset range, but the rate of pressure change is slow, failing to meet the preset pressure change conditions. In scenarios like high-speed elevators, the air pressure remains relatively stable with an extremely small rate of change, meaning the air pressure is not within the preset range. During the acceleration phase of a high-speed train, the acceleration data may partially meet the conditions, but the air pressure is stable with a rate of change close to zero. None of these scenarios simultaneously meet all four sets of conditions and therefore will not be misjudged as flight environments.

[0123] In summary, based on the above embodiments, it is possible to determine whether the environment in which the electronic device is located (e.g., inside an aircraft) is in flight. Any appropriate adjustments or modifications made to the technical solutions of the above embodiments by those skilled in the art based on the guidance of this disclosure fall within the protection scope of this disclosure.

[0124] Figure 11 This is a schematic diagram of the process for determining the flight phase type according to one embodiment of this disclosure.

[0125] refer to Figure 11 In some embodiments of this disclosure, after determining that the environment is in the flight phase, the main control module 103 further determines the flight phase type of the environment in which the electronic device is located based on the air pressure data and the acceleration data, including: S1102. Determine the direction and rate of air pressure change of the air pressure change data, and determine the direction and value of acceleration of the acceleration data. S1104. Determine the first temporal correspondence between the direction of air pressure change and the direction of acceleration, and determine the second temporal correspondence between the rate of air pressure change and the value of acceleration. S1106. Based on the first time sequence correspondence and the second time sequence correspondence, determine the flight phase type.

[0126] In this embodiment, after determining that the environment is in the flight phase, the main control module 103 further determines the specific flight phase type.

[0127] First, the direction and rate of air pressure change are extracted from the air pressure change data, and the direction and value of acceleration are extracted from the acceleration data. Then, a first temporal correspondence between the direction of air pressure change and the direction of acceleration, and a second temporal correspondence between the rate of air pressure change and the value of acceleration are determined. Finally, the flight phase type is determined based on the two temporal correspondences.

[0128] In this context, the direction of acceleration refers to its orientation in the horizontal and vertical directions. A positive direction for horizontal acceleration indicates forward acceleration, while a negative direction indicates backward deceleration. Similarly, a positive direction for vertical acceleration indicates upward weightlessness, while a negative direction indicates downward weightlessness. The acceleration value is the absolute magnitude of the acceleration, specifically the numerical values ​​of the horizontal and vertical acceleration components.

[0129] The first temporal correspondence is the matching relationship between the direction of air pressure change and the direction of acceleration within the same time period. For example, a decrease in air pressure corresponds to a positive horizontal acceleration and a positive vertical acceleration, reflecting the simultaneous occurrence of altitude increase, forward acceleration, and upward weight gain.

[0130] The second temporal correspondence is the matching relationship between the rate of change of air pressure and the acceleration value within the same time period. For example, a rapid decrease in air pressure corresponds to a larger horizontal acceleration component and a larger vertical acceleration component, reflecting the synchronous occurrence of a rapid increase in altitude and a large acceleration value.

[0131] Relying solely on a single-dimensional correspondence is insufficient to accurately distinguish different flight phases. For example, a decrease in air pressure corresponds to positive horizontal acceleration, which could be for an airplane taking off or a car accelerating uphill. By combining the first temporal correspondence in the direction dimension with the second temporal correspondence in the rate / numerical dimension, the characteristics of flight phases can be defined from both direction and speed dimensions, accurately distinguishing different flight phase types such as takeoff, cruise, and landing, and providing a basis for subsequent targeted charging and discharging control.

[0132] In some embodiments of this disclosure, the step of determining the flight phase type based on the first timing correspondence and the second timing correspondence includes: When the first time-series correspondence indicates that the air pressure change direction is air pressure decrease, and the horizontal acceleration direction and vertical acceleration direction are both positive, and the second time-series correspondence indicates that the air pressure change rate is greater than a first preset rate, the horizontal acceleration component is greater than a first horizontal acceleration component threshold, and the vertical acceleration component is greater than a first vertical acceleration component threshold, the flight phase type is determined to be takeoff phase; When the first time-series correspondence indicates that the direction of air pressure change is air pressure increase, and the horizontal acceleration direction in the acceleration direction is negative, and the second time-series correspondence indicates that the air pressure change rate is greater than a second preset rate, the horizontal acceleration component is greater than a second horizontal acceleration component threshold, and the vertical acceleration component is greater than a preset vertical acceleration component threshold, the flight phase type is determined to be the landing phase.

[0133] In this embodiment, the main control module 103 makes judgments on the takeoff phase and the landing phase based on the first timing correspondence and the second timing correspondence.

[0134] During takeoff, the cabin pressure drops rapidly during the takeoff roll and climb, accompanied by continuous forward acceleration in the horizontal direction and upward G-force in the vertical direction. Therefore, the takeoff phase must simultaneously meet the following conditions: a first time-series correspondence indicates that the direction of pressure change is downward, and both horizontal and vertical acceleration are positive; a second time-series correspondence indicates that the rate of pressure change is greater than a first preset rate, and both the horizontal acceleration component and the vertical acceleration component are greater than a first threshold value. These conditions collectively reflect the typical characteristic of the takeoff phase: rapid pressure drop occurring simultaneously with horizontal acceleration and vertical G-force.

[0135] During the landing phase, the cabin pressure rapidly increases, accompanied by horizontal deceleration and vertical acceleration. Therefore, the landing phase must simultaneously meet the following conditions: a first time-series correspondence indicates that the pressure change direction is upward, and the horizontal acceleration direction is negative; a second time-series correspondence indicates that the rate of pressure change is greater than a second preset rate, and the horizontal acceleration component is greater than a second horizontal acceleration component threshold, while the vertical acceleration component is greater than a preset vertical acceleration component threshold. These conditions collectively reflect the typical characteristic of the landing phase where rapid pressure increase occurs simultaneously with horizontal deceleration and vertical acceleration changes.

[0136] This implementation combines the first temporal correspondence in the direction dimension with the second temporal correspondence in the rate / numerical dimension, which can accurately distinguish the takeoff and landing phases from both the direction and speed dimensions, providing an accurate basis for subsequent targeted charging and discharging control.

[0137] In some embodiments of this disclosure, the step of determining the flight phase type based on the first timing correspondence and the second timing correspondence includes: After the flight phase type has been determined to be the takeoff phase, when the second time sequence correspondence indicates that the air pressure change rate is less than the preset change rate and the air pressure value is lower than the preset low pressure threshold, and the second time sequence correspondence indicates that the horizontal acceleration component is less than the first preset change amplitude threshold and the vertical acceleration component is less than the second preset change amplitude threshold, the flight phase type is determined to be the cruise phase.

[0138] In this embodiment, after the main control module 103 has determined that the flight phase type is the takeoff phase, it continues to monitor the second timing correspondence to determine whether to enter the cruise phase.

[0139] After the aircraft transitions from the takeoff climb phase to the cruise phase, its altitude stabilizes, the cabin pressure stops decreasing rapidly, and the rate of pressure change slows significantly, but the pressure remains at a low level. Simultaneously, both the horizontal and vertical acceleration components are relatively small.

[0140] Therefore, the judgment conditions for the cruise phase are: the second time sequence correspondence indicates that the air pressure change rate is less than the preset change rate, the air pressure value is lower than the preset low pressure threshold, and the horizontal acceleration component is less than the first preset change amplitude threshold and the vertical acceleration component is less than the second preset change amplitude threshold.

[0141] This implementation method bases the determination of the cruise phase on the established results of the takeoff phase, rather than making an independent judgment. It is impossible to distinguish between the cruise phase and high-altitude stay scenarios based solely on the two conditions of low air pressure and small acceleration component values. When staying in high-altitude areas, the air pressure is low and the acceleration component values ​​are also small, but the rapid air pressure drop process of the takeoff phase has not occurred beforehand.

[0142] This implementation method can effectively distinguish between the flight cruise phase and high-altitude stay scenarios by making a continuous judgment based on the results determined during the takeoff phase, thus avoiding the misjudgment that electronic devices are taken out at high altitudes as part of the cruise phase and thus maintaining the disconnection of charging and discharging.

[0143] In some embodiments of this disclosure, the step of determining the flight phase type based on the first timing correspondence and the second timing correspondence includes: After the flight phase type has been determined to be the landing phase, when the air pressure value is within the standard atmospheric pressure range, and the second time sequence correspondence indicates that the horizontal acceleration component is less than the third preset change amplitude threshold and the vertical acceleration component is less than the fourth preset change amplitude threshold, it is determined that the environment in which the electronic device is located has left the flight phase.

[0144] In this embodiment, after the main control module 103 has determined that the flight phase type is the landing phase, it continues to monitor the air pressure value and the second time sequence correspondence to determine whether the flight phase has ended.

[0145] After landing, the cabin pressure returns to near the standard atmospheric pressure at ground level. During touchdown and taxiing, there is significant horizontal deceleration with a relatively large horizontal acceleration component; once the aircraft has decelerated and come to a complete stop or is taxiing slowly, both the horizontal and vertical acceleration components are relatively small.

[0146] Therefore, the conditions for determining whether the aircraft has exited the flight phase (i.e., stopped) are: the air pressure value is within the standard atmospheric pressure range, and the second time sequence correspondence indicates that the horizontal acceleration component is less than the third preset change amplitude threshold and the vertical acceleration component is less than the fourth preset change amplitude threshold.

[0147] This implementation method bases the determination of exiting the flight phase on the determination of the landing phase. Relying solely on the recovery of air pressure and the low value of the acceleration component is insufficient to distinguish between the end of flight and a prolonged aircraft stop on the ground. However, the aircraft does not experience the rapid air pressure rise during the landing phase while on the ground. By using a continuity judgment based on the landing phase determination, the end of the flight phase can be accurately determined, providing a reliable basis for subsequently restoring the charging and discharging function.

[0148] In some embodiments of this disclosure, after determining the flight phase type, the main control module 103 performs corresponding charging and discharging control according to the different flight phase types.

[0149] When the flight phase is determined to be takeoff, cruise, or landing, the main control module 103 controls the charging and discharging control circuit to stop the energy storage module 101 from outputting electrical energy to external electrical equipment and from receiving electrical energy from external power supply equipment, thus cutting off the charging and discharging function during the flight phase (i.e., the entire flight).

[0150] Once it is determined that the environment has exited the flight phase, that is, after the aircraft has landed and come to a stop, the main control module 103 controls the charging and discharging control circuit to enable the energy storage module 101 to resume outputting electrical energy to external electrical equipment and resume receiving electrical energy input from external power supply equipment, automatically resuming normal use.

[0151] In practice, the main control module 103 can send control signals to the switching circuit in the charging and discharging control circuit, and realize the cutting off or restoration of the power path by controlling the opening or closing of the switching circuit.

[0152] The present disclosure can effectively avoid the risk of lithium battery thermal runaway caused by using electronic devices in the low-pressure environment of an aircraft cabin, and improve the use safety of electronic devices. After the aircraft stops and the flight phase ends, the charge and discharge function is automatically restored without manual operation by the user, which gives consideration to both safety and use convenience.

[0153] In some embodiments of the present disclosure, the first horizontal acceleration component threshold, the first vertical acceleration component threshold and the second horizontal acceleration component threshold are all set based on gravitational acceleration g, and the preset low-voltage threshold is set based on standard atmospheric pressure.

[0154] The first horizontal acceleration component threshold is used for comparison of horizontal acceleration components in takeoff phase judgment, the first vertical acceleration component threshold is used for comparison of vertical acceleration components in takeoff phase judgment, and the second horizontal acceleration component threshold is used for comparison of horizontal acceleration components in landing phase judgment.

[0155] In this embodiment, these thresholds are expressed in the form of multiples of the gravitational acceleration value, which facilitates setting specific values according to different types of aircraft or different safety level requirements. For example, the first multiple can be 0.3, the second multiple can be 0.5, and the third multiple can be 0.2.

[0156] The preset low-pressure threshold can be used for comparison of air pressure values in cruise phase judgment, and is set as N times of standard atmospheric pressure with 0<N<1, which corresponds to the actual situation that the cabin air pressure in the cruise phase of an aircraft is lower than the ground standard atmospheric pressure. For example, N can be 0.8.

[0157] Those skilled in the art can appropriately set the specific values of the above thresholds according to actual application scenarios and sensor accuracy, and all such settings fall within the protection scope of the present disclosure.

[0158] For the electronic devices of the above various embodiments, the electronic device 100 of the present disclosure further includes: a main housing, wherein the energy storage module 101, the pressure sensor 102, the acceleration sensor 106, the main control module 103, and the charge-discharge control circuit are all arranged inside the main housing. The main housing is an external packaging structural component of the electronic device 100, used for accommodating and protecting each internal functional module. The main housing is usually made of materials such as plastic, and an accommodating cavity is formed inside the main housing, and all components are installed and fixed in the accommodating cavity.

[0159] In some embodiments of the present disclosure, for the electronic device 100 of the above related embodiments, a vent hole is provided on the main housing, and the pressure sensor 102 can detect the air pressure data of the environment where the electronic device 100 is located through the vent hole.

[0160] In this embodiment, the vent is a through-hole that penetrates the wall thickness of the main housing, connecting the internal cavity of the main housing to the external atmospheric environment. In some embodiments, the mounting position of the pressure sensor 102 on the circuit board is aligned with this vent, allowing ambient air to reach the pressure-sensing surface of the pressure sensor 102 through the vent. The pressure sensor 102 can be completely located inside the main housing, without being exposed on the surface of the main housing, thus ensuring complete protection of the pressure sensor itself, while simultaneously achieving pressure equalization with the external air pressure through the vent.

[0161] In other embodiments of this disclosure, for the electronic device 100 of the above-described related embodiments, the pressure detection surface of the pressure sensor 102 is exposed by the main housing.

[0162] The pressure sensing surface is the part of the pressure sensor 102 used to sense external air pressure. The pressure sensing surface is exposed from the main housing, allowing it to be directly exposed to the external atmosphere and in direct contact with the outside air. This structure enables the pressure sensor 102 to accurately detect ambient air pressure while reducing the delay or attenuation of air pressure transmission caused by the housing structure.

[0163] Figure 12 This is a schematic block diagram of an electronic device according to another embodiment of the present disclosure.

[0164] refer to Figure 12 In some embodiments of this disclosure, the discharge control circuit 104 and the charging control circuit 107 of the electronic device 100 of this disclosure respectively include: The main control module 103 controls the switching circuits 1041 and 1074 of the discharge control circuit 104 and the charging control circuit 107 to be disconnected or connected based on the determined charging and discharging control logic.

[0165] In some embodiments, the discharge control circuit 104 of this disclosure includes: A boost circuit 1042 is used to boost the output voltage of the energy storage module 101 to obtain the output voltage of the electronic device 100. The boost circuit 1042 is connected between the energy storage module 101 and the switching circuit 1041, or the boost circuit 1042 is connected between the switching circuit 1041 and the discharge output terminal 105 of the electronic device 100.

[0166] The switching circuits 1041 and 1074, located in the discharge control circuit 104 and the charging control circuit 107 respectively, are used to control the on / off state of the power path. For example, a metal-oxide-semiconductor field-effect transistor (MOSFET) can be used as the switching device, with its gate connected to the main control module 103 to receive control signals, and its drain and source connected in series in the power path. When the main control module 103 determines that it needs to stop outputting or inputting power, it sends a disconnect signal to the switching circuits, causing the MOSFET to turn off and the power path to be physically cut off. When the main control module 103 determines that it can output or input power, it sends a connect signal to the switching circuits, causing the MOSFET to turn on and the power path to close.

[0167] The boost circuit 1042 is used to increase the voltage output by the energy storage module 101 to the output voltage required by the electronic device 100. For example, the boost circuit 1042 can achieve this voltage conversion through a DC-DC boost topology.

[0168] Continue to refer to Figure 12 For the electronic devices of the above embodiments, the charging control circuit 107 of the electronic device 100 of this embodiment includes: Charging switch circuit 1071, current detection circuit 1072 and voltage feedback circuit 1073; The charging switch circuit 1071 is connected between the charging input terminal and the energy storage module 101; The current detection circuit 1072 is connected between the charging switch circuit 1071 and the energy storage module 101, and is used to detect the charging current. The voltage feedback circuit 1073 is connected to the energy storage module 101 and is used to detect the voltage across the energy storage module 101. The main control module 103 is connected to the current detection circuit 1072, the voltage feedback circuit 1073 and the charging switch circuit 1071 respectively. The main control module 103 outputs a PWM control signal to adjust the duty cycle of the charging switch circuit 1071 based on the charging current and the voltage across the energy storage module 101, so as to stabilize the charging current at a preset current value when the voltage across the energy storage module 101 is lower than a preset voltage, and stabilize the voltage across the energy storage module at the preset voltage value when the voltage across the energy storage module reaches the preset voltage value, wherein the preset voltage is the rated charging cutoff voltage of the energy storage module.

[0169] The charging switch circuit 1071 can use a MOSFET as the switching device. The current detection circuit 1072 is used to detect the charging current in real time, and the voltage feedback circuit 1073 is used to detect the voltage across the energy storage module 101 in real time. During operation, the main control module 103 obtains the current charging current value through the current detection circuit 1072 and the voltage value across the energy storage module 101 through the voltage feedback circuit 1073, thereby realizing constant current-constant voltage (CC-CV) charging control.

[0170] For the electronic device 100 of the above embodiments of the present disclosure, the main control module 103 can be directly powered by the energy storage module 101.

[0171] In some optional embodiments of this disclosure, the electronic device 100 of this disclosure may further include an energy storage module protection circuit (not shown) connected to the energy storage module 101.

[0172] The electronic device disclosed herein may also include one or more of a module such as an LED module, a power display module, and a charging display module, which are connected to the main control module 103 to operate under the control of the main control module 103.

[0173] In some embodiments of this disclosure, the electronic device of this disclosure further includes: A battery management chip, which is connected to the main control module, is used to perform at least one of voltage sampling, current sampling and temperature sampling on the energy storage module, and transmit the sampled data to the main control module. The main control module controls the switching circuit to open or close based on the sampled data, the air pressure data, and the acceleration data.

[0174] In some implementations, the charge / discharge control circuit includes: The main control module controls the charging and discharging paths by controlling the on and off states of the charging and discharging switch circuits.

[0175] In some implementations, the charging switch circuit can be implemented based on a charging MOS array or a charging MOS transistor, and the discharge control circuit can be implemented based on a discharge MOS array or a discharge MOS transistor.

[0176] Figure 13 This is a schematic diagram of the circuit structure of an electronic device having a pressure sensor and an acceleration sensor according to one embodiment of the present disclosure.

[0177] refer to Figure 13The electronic device disclosed herein includes a barometric pressure sensor, an accelerometer, a battery module, a power module, a battery management chip (AFE), a main control module (i.e., a main controller MCU), a charging MOS array, a discharging MOS array, a wake-up circuit, and a charging / discharging interface circuit.

[0178] refer to Figure 13 For example, the positive terminal BAT+ of the battery module is connected to the input of the charging MOS array Q2, the output of the charging MOS array Q2 is connected to the input of the discharging MOS array Q3, and the output of the discharging MOS array Q3 is connected to the P+ (positive output interface) of the electronic device via a protection element such as a fuse (i.e., FUSE in the figure). The negative terminal BAT- of the battery module is connected to GND and is connected to the VSS pin of the battery management chip AFE through the current sampling resistor R2.

[0179] The battery management chip AFE can be powered by the positive terminal BAT+ of the battery module. The battery management chip AFE is connected to the battery module through the battery sampling line and the temperature sampling line to collect battery voltage and temperature information; it collects the charging and discharging current through the current sampling resistor R2; the battery management chip AFE is connected to the control terminal of the charging MOS array Q2 through the CHG signal line and to the control terminal of the discharging MOS array Q3 through the DSG signal line to control the conduction and turn-off of the charging MOS transistors and the discharging MOS transistors; the battery management chip AFE communicates bidirectionally with the main control module (i.e., the main controller MCU) through the AFE communication interface.

[0180] The VDD pin of the main controller MCU is connected to the output of the power module, and the VSS pin of the main controller MCU is grounded. The main controller MCU is connected to the acceleration sensor and the barometric pressure sensor through the data communication interface to receive acceleration data and barometric pressure data. The main controller MCU is connected to the charging and discharging interface circuit through the protocol communication interface.

[0181] The main controller MCU is also connected to the battery management chip AFE through a wake-up circuit to achieve low-power wake-up function.

[0182] Continue to refer to Figure 13 The P+ pin of the electronic device is used for interface voltage detection through a voltage divider circuit composed of R4 and R5, and the detection signal is sent to the main controller MCU; the P- pin of the electronic device is directly grounded.

[0183] In this embodiment, the power module draws power from the positive terminal BAT+ of the battery module, and after voltage regulation, it supplies power to the VDD of the main controller MCU. The negative terminal of the power module is grounded.

[0184] It should be noted that the structures shown in the various figures of this disclosure are intended to illustrate the technical solutions of this disclosure and should not be construed as limiting the technical solutions of this disclosure.

[0185] In the description of this specification, the references to terms such as "one embodiment / mode," "some embodiments / modes," "example," "specific example," or "some examples," etc., indicate that a specific feature, structure, material, or characteristic described in connection with that embodiment / mode or example is included in at least one embodiment / mode or example of this disclosure. In this specification, the illustrative expressions of the above terms do not necessarily refer to the same embodiment / mode or example. Moreover, the specific features, structures, materials, or characteristics described may be combined in any suitable manner in one or more embodiments / modes or examples. Furthermore, without contradiction, those skilled in the art can combine and integrate the different embodiments / modes or examples described in this specification, as well as the features of different embodiments / modes or examples.

[0186] Furthermore, the terms "first" and "second" are used for descriptive purposes only and should not be construed as indicating or implying relative importance or implicitly specifying the number of technical features indicated. Thus, a feature defined as "first" or "second" may explicitly or implicitly include at least one of that feature. In the description of this disclosure, "a plurality of" means at least two, such as two, three, etc., unless otherwise explicitly specified.

[0187] Those skilled in the art should understand that the above embodiments are merely for illustrating the present disclosure and are not intended to limit the scope of the disclosure. Those skilled in the art can make other changes or modifications based on the above disclosure, and these changes or modifications still fall within the scope of the present disclosure.

Claims

1. An electronic device, characterized in that, include: Energy storage modules are used to store and provide electrical energy; A pressure sensor, used to detect the air pressure data of the environment in which the electronic device is located; An accelerometer sensor is used to detect acceleration data of the electronic device; A charge / discharge control circuit, which is used to control the charging or discharging of the energy storage module; The main control module is connected to the pressure sensor, the acceleration sensor, and the charge / discharge control circuit, respectively. The main control module determines whether the environment in which the electronic device is located is in the flight phase based on the air pressure data and the acceleration data, and determines the charging and discharging control logic based on the determination result, so as to control the charging and discharging control circuit to make the energy storage module stop outputting electrical energy to external electrical devices and / or stop the energy storage module from receiving electrical energy input from external power supply devices when the electronic device is in the flight phase.

2. The electronic device according to claim 1, characterized in that, The acceleration sensor includes an accelerometer and a gyroscope. The accelerometer and the gyroscope are used together to detect the acceleration data of the electronic device and calculate the horizontal acceleration component and the vertical acceleration component.

3. The electronic device according to claim 1 or 2, characterized in that, The main control module determines whether the environment in which the electronic device is located is in the flight phase based on the air pressure data and the acceleration data, including: Based on the air pressure values ​​and / or air pressure change data of the air pressure data, and the temporal correspondence with the acceleration data, it is determined whether the environment in which the electronic device is located is in the flight phase.

4. The electronic device according to claim 3, characterized in that, The step of determining whether the environment in which the electronic device is located is in flight phase based on the temporal correspondence between the air pressure values ​​and / or air pressure change data and the acceleration data includes: When the air pressure value meets the preset air pressure value condition and the acceleration data meets the flight acceleration characteristic condition within the same time sequence, it is determined that the environment in which the electronic device is located is in the flight phase.

5. The electronic device according to claim 3, characterized in that, The step of determining whether the environment in which the electronic device is located is in flight phase based on the temporal correspondence between the air pressure values ​​and / or air pressure change data and the acceleration data includes: When, within the same time sequence, the air pressure change data meets the preset air pressure change conditions and the acceleration data meets the flight acceleration characteristic conditions, it is determined that the environment in which the electronic device is located is in the flight phase.

6. The electronic device according to claim 3, characterized in that, The step of determining whether the environment in which the electronic device is located is in flight phase based on the temporal correspondence between the air pressure values ​​and / or air pressure change data and the acceleration data includes: When, within the same time sequence, the air pressure value meets the preset air pressure value condition, the air pressure change data meets the preset air pressure change condition, and the acceleration data meets the flight acceleration characteristic condition, it is determined that the environment in which the electronic device is located is in the flight phase.

7. The electronic device according to claim 3, characterized in that, The main control module also determines the flight phase type of the environment in which the electronic device is located based on the air pressure data and the acceleration data, including: Determine the direction and rate of air pressure change in the air pressure change data, and determine the direction and value of acceleration in the acceleration data; Determine a first temporal correspondence between the direction of air pressure change and the direction of acceleration, and determine a second temporal correspondence between the rate of air pressure change and the value of acceleration; The flight phase type is determined based on the first time sequence correspondence and the second time sequence correspondence.

8. The electronic device according to claim 7, characterized in that, The step of determining the flight phase type based on the first time-series correspondence and the second time-series correspondence includes: When the first time-series correspondence indicates that the air pressure change direction is air pressure decrease, and the horizontal acceleration direction and vertical acceleration direction are both positive, and the second time-series correspondence indicates that the air pressure change rate is greater than a first preset rate, the horizontal acceleration component is greater than a first horizontal acceleration component threshold, and the vertical acceleration component is greater than a first vertical acceleration component threshold, the flight phase type is determined to be takeoff phase; When the first time-series correspondence indicates that the direction of air pressure change is air pressure increase, and the horizontal acceleration direction in the acceleration direction is negative, and the second time-series correspondence indicates that the air pressure change rate is greater than a second preset rate, the horizontal acceleration component is greater than a second horizontal acceleration component threshold, and the vertical acceleration component is greater than a preset vertical acceleration component threshold, the flight phase type is determined to be the landing phase.

9. The electronic device according to claim 7, characterized in that, The step of determining the flight phase type based on the first time-series correspondence and the second time-series correspondence further includes: After the flight phase type has been determined to be the takeoff phase, when the second time sequence correspondence indicates that the air pressure change rate is less than the preset change rate and the air pressure value is lower than the preset low pressure threshold, and the second time sequence correspondence indicates that the horizontal acceleration component is less than the first preset change amplitude threshold and the vertical acceleration component is less than the second preset change amplitude threshold, the flight phase type is determined to be the cruise phase.

10. The electronic device according to claim 7, characterized in that, The step of determining the flight phase type based on the first time-series correspondence and the second time-series correspondence further includes: After the flight phase type has been determined to be the landing phase, when the air pressure value is within the standard atmospheric pressure range, and the second time sequence correspondence indicates that the horizontal acceleration component is less than the third preset change amplitude threshold and the vertical acceleration component is less than the fourth preset change amplitude threshold, it is determined that the environment in which the electronic device is located has left the flight phase.

11. The electronic device according to claim 9 or 10, characterized in that, The first horizontal acceleration component threshold is a first multiple of the gravitational acceleration value, the first vertical acceleration component threshold is a second multiple of the gravitational acceleration value, the second horizontal acceleration component threshold is a third multiple of the gravitational acceleration value, and the preset low-pressure threshold is N times standard atmospheric pressure. <N<1。 12. The electronic device according to claim 1, characterized in that, The electronic device includes: The main housing contains the energy storage module, pressure sensor, acceleration sensor, main control module, and charge / discharge control circuit.

13. The electronic device according to claim 12, characterized in that, The main housing is provided with a vent hole, through which the pressure sensor can detect the air pressure data of the environment in which the electronic device is located; or, the pressure detection surface of the pressure sensor is exposed through the main housing.

14. The electronic device according to claim 1, characterized in that, The charge / discharge control circuit includes: The main control module controls the switching circuit to open or close based on the determined charging and discharging control logic.

15. The electronic device according to claim 14, characterized in that, The charge / discharge control circuit includes a discharge control circuit and a charge control circuit, both of which include a switching circuit.

16. The electronic device according to claim 15, characterized in that, The discharge control circuit includes: A boost circuit is used to boost the output voltage of the energy storage module to obtain the output voltage of the electronic device; The boost circuit is connected between the energy storage module and the switching circuit of the discharge control circuit, or the boost circuit is connected between the switching circuit of the discharge control circuit and the discharge output terminal of the electronic device.

17. The electronic device according to claim 15, characterized in that, The charging control circuit includes: Charging switch circuit, current detection circuit and voltage feedback circuit; The charging switch circuit is connected between the charging input terminal and the energy storage module; The current detection circuit is connected between the charging switch circuit and the energy storage module, and is used to detect the charging current. The voltage feedback circuit is connected to the energy storage module and is used to detect the voltage across the energy storage module. The main control module is connected to the current detection circuit, the voltage feedback circuit and the charging switch circuit respectively. The main control module outputs a PWM control signal to adjust the duty cycle of the charging switch circuit based on the charging current and the voltage across the energy storage module. This stabilizes the charging current at a preset current value when the voltage across the energy storage module is lower than a preset voltage, and stabilizes the voltage across the energy storage module at the preset voltage value when the voltage across the energy storage module reaches the preset voltage value. The preset voltage is the rated charging cutoff voltage of the energy storage module.

18. The electronic device according to claim 14, characterized in that, The electronic device also includes: A battery management chip, which is connected to the main control module, is used to perform at least one of voltage sampling, current sampling and temperature sampling on the energy storage module, and transmit the sampled data to the main control module. The main control module controls the switching circuit to open or close based on the sampled data, the air pressure data, and the acceleration data.

19. The electronic device according to claim 18, characterized in that, The charge / discharge control circuit includes: The main control module controls the charging and discharging paths by controlling the on and off states of the charging and discharging switch circuits.

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