Enabling and disabling wireless communications on an electronic device

Abstract

A method, device, system, and storage medium are provided for autonomously inhibiting or enabling transmission and reception of electromagnetic signals. The electronic device (100) independently determines whether an aircraft takeoff has likely occurred, and activates an airplane mode of the device based on receiving an indication from a sensor that an aircraft (airplane (120)) has likely taken off (B), and disables the airplane mode of the device based on receiving an indication that an aircraft is likely not in flight while the device is in airplane mode from a sensor of the device that independently determines that an aircraft takeoff has likely not occurred. The indication that an aircraft takeoff has likely occurred includes acceleration data indicative of acceleration of the device in three dimensions.

Description

[Technical Field]

[0001] (CROSS-REFERENCE TO RELATED APPLICATIONS) This patent application claims the benefit of U.S. Patent Application No. 17 / 509,667, filed October 25, 2021, and U.S. Provisional Patent Application No. 63 / 134,794, filed January 7, 2021, the contents of which are incorporated herein by reference.

[0002] FIELD OF THE INVENTION TECHNICAL FIELD This specification relates generally to electronic devices with wireless communication capabilities. [Background technology]

[0003] The electronic device may include a wireless communication module that enables one-way or two-way wireless communication with a communication network. Wireless communication may be undesirable in certain locations because wireless communication may cause electronic interference with sensitive equipment. For example, wireless communication may be prohibited on air vehicles such as airplanes. Summary of the Invention

[0004] This specification describes techniques, methods, systems, and other approaches for enabling and disabling wireless communications in an electronic device. The electronic device may have a first mode, e.g., a normal mode, in which wireless communications are enabled, and a second mode, e.g., an airplane mode, in which certain wireless communications are disabled. The disclosed techniques may be used to switch from normal mode to airplane mode and from airplane mode to normal mode without user intervention.

[0005] Electromagnetic energy emitted by electronic devices with communication capabilities can interfere with sensitive electronic equipment. For example, radio waves emitted by electronic devices can interfere with electronic equipment used in air vehicles such as airplanes. Therefore, it is desirable for the electronic device to autonomously prohibit transmission and reception of electromagnetic signals when the electronic device is in flight. It is also desirable for the device to autonomously enable transmission and reception of electromagnetic signals when the electronic device is no longer in flight.

[0006] The electronic device can be used to track the movement of an object. For example, the electronic device can include sensors that enable location and movement tracking. The electronic device can be attached to an object, such as a shipping container, to enable tracking of the shipping container. The electronic device can transmit its location and movement data to, for example, a cloud server. The electronic device may communicate using one-way or two-way communication, for example, using radio waves, satellite communication, cellular transmission, Bluetooth, Wi-Fi, etc.

[0007] The process of autonomously enabling and disabling a wireless communication mode in the electronic device may include detecting aircraft takeoff or landing based on analyzing sensor data. When the electronic device detects aircraft takeoff, the electronic device may switch the communication mode from normal mode to airplane mode. When the electronic device detects aircraft landing, the electronic device may switch the communication mode from airplane mode to normal mode. The electronic device may detect aircraft takeoff or landing using sensors such as an accelerometer, a motion sensor, a pressure sensor, a gyroscope, a magnetometer, and a GPS sensor. Each sensor may be configured to independently determine that takeoff has likely occurred. Each sensor may also be configured to independently determine whether a flight is likely occurring or whether the aircraft is on the ground.

[0008] In general, innovative aspects of the subject matter described in this specification can be embodied in a method that includes receiving an indication that an aircraft takeoff has likely occurred from one of two or more sensors of the device that independently determine whether an aircraft takeoff has likely occurred; activating an airplane mode on the device based on receiving the indication that an aircraft takeoff has likely occurred; receiving an indication that an aircraft flight has likely not occurred from one of two or more other sensors of the device that independently determine that an aircraft flight has likely not occurred while the device is in airplane mode; and disabling the airplane mode on the device based on receiving the indication that an aircraft flight has likely not occurred.

[0009] These and other implementations can include the following features, alone or in combination: In some implementations, receiving an indication from one of two or more sensors of the device that an aircraft takeoff has likely occurred includes receiving acceleration data from an accelerometer, analyzing the acceleration data, and determining that an aircraft takeoff has likely occurred based on the analyzing the acceleration data.

[0010] In some implementations, the acceleration data indicates the acceleration of the device in each of three dimensions relative to the orientation of the device.

[0011] In some implementations, analyzing the acceleration data includes converting the acceleration data from acceleration data indicative of the acceleration of the device in each of three dimensions relative to the orientation of the device to acceleration data indicative of the acceleration of the device in each of the three dimensions relative to the direction of gravity.

[0012] In some implementations, determining that an aircraft takeoff is likely to have occurred includes determining, based on analyzing the acceleration data, that a variance of the device's acceleration in a first dimension meets criteria for an aircraft takeoff.

[0013] In some implementations, the first dimension is parallel to the direction of gravity.

[0014] In some implementations, determining that an aircraft takeoff is likely to have occurred includes determining, based on analyzing the acceleration data, that a magnitude of acceleration of the device in a plane orthogonal to the first dimension meets criteria for an aircraft takeoff.

[0015] In some implementations, activating airplane mode of the device includes switching a communication module of the device from a first mode to a second mode, wherein during the first mode, the communication module is enabled to perform certain wireless communications, and during the second mode, the communication module is disabled to perform certain wireless communications.

[0016] In some implementations, receiving an indication from one of the two or more other sensors of the device that an aircraft flight is likely not occurring includes receiving motion sensor data from a motion sensor, analyzing the motion sensor data, and determining that an aircraft flight is likely not occurring based on analyzing the motion sensor data.

[0017] In some implementations, analyzing the motion sensor data includes determining an average movement of the device over a programmed period of time based on the motion sensor data, and determining whether the average movement of the device over the programmed period of time is consistent with the flight of the aircraft. and determining that the criteria for the

[0018] In some implementations, receiving an indication from one of the two or more other sensors of the device that an aircraft flight is likely not occurring includes receiving GPS position data from a GPS receiver, analyzing the GPS position data, and determining that an aircraft flight is likely not occurring based on the analysis of the GPS position data.

[0019] In some implementations, analyzing the GPS location data includes determining a velocity of the device based on the GPS location data and determining that the velocity of the device does not meet a criterion for an aircraft flight being conducted.

[0020] The present disclosure also provides a device comprising: a communication module configured to enable wireless communication between the device and a communication network; two or more sensors configured to independently determine whether an aircraft takeoff has likely occurred; two or more other sensors configured to independently determine whether an aircraft flight has likely not occurred; and a controller configured to perform operations according to implementations of the methods provided herein.

[0021] The present disclosure also provides a computer-readable storage medium coupled to one or more processors and storing instructions that, when executed by the one or more processors, cause the one or more processors to perform operations in accordance with implementations of the methods provided herein.

[0022] The present disclosure further provides a system for implementing the methods provided herein, the system including one or more processors and a computer-readable storage medium coupled to the one or more processors and storing instructions, the instructions, when executed by the one or more processors, causing the one or more processors to perform operations according to an implementation of the methods provided herein.

[0023] The subject matter described herein can be implemented in various embodiments and may provide one or more of the following advantages. Activating airplane mode based on detecting an airplane takeoff using one of two or more sensors may reduce the likelihood of a false-positive airplane mode entry. A false-positive airplane mode entry may occur when an electronic device enters airplane mode when the electronic device is not on board an airplane in flight. For example, a false-positive airplane mode entry may occur when the electronic device enters airplane mode while the electronic device is located on a train or truck. Similarly, deactivating airplane mode based on determining that an airplane flight is likely not occurring using one of two or more sensors may reduce the likelihood of accidentally failing to exit airplane mode. For example, after a landing has occurred, the electronic device should exit airplane mode and enable transmission and reception of electromagnetic signals to perform real-time tracking of the electronic device.

[0024] The details of one or more embodiments of the subject matter herein are set forth in the accompanying drawings and the description below. Other features, aspects, and advantages of the subject matter will become apparent from the description, drawings, and claims. [Brief explanation of the drawings]

[0025] [Figure 1] 1 illustrates an exemplary electronic device that disables and enables wireless communications while located within an airplane taking off and landing. [Figure 2] FIG. 2 is a block diagram of the example electronic device of FIG. [Figure 3] 1 is a flow diagram of an example process for enabling and disabling wireless communications in an electronic device. [Figure 4] 1 is a flow diagram of an exemplary process for detecting airplane takeoff using an accelerometer. [Figure 5A] 1 is an exemplary graph of acceleration in three dimensions relative to the accelerometer body frame during airplane takeoff. [Figure 5B]1 is an exemplary graph of acceleration data in three dimensions relative to the world frame during airplane takeoff. [Figure 5C] 1 is an exemplary graph of acceleration in three dimensions relative to the world frame during airplane takeoff with gravity removed. [Figure 5D] 1 is an exemplary graph of acceleration variance and magnitude during airplane takeoff. [Figure 6] 1 is a flow diagram of an exemplary process for detecting airplane takeoff using pressure sensors.

[0026] Like reference numbers and designations in the various drawings indicate like elements. DETAILED DESCRIPTION OF THE INVENTION

[0027] 1 illustrates an exemplary electronic device 100 that, when located within an air vehicle, disables and enables wireless communications during takeoff and landing of the air vehicle. The electronic device 100 may be, for example, an asset tracking device, a smartphone, a smartwatch, or a tablet computer. The air vehicle may be a manned or unmanned air vehicle, such as an airplane 120.

[0028] When the communication module of the electronic device 100 emits electromagnetic energy, e.g., radio frequency energy, the emissions may interfere with electronic equipment on the airplane 120. The electronic device 100 may detect when the airplane 120 is taking off. In response to detecting the takeoff of the airplane 120, the electronic device may disable wireless communications by switching from a first mode that enables wireless communications to a second mode, e.g., airplane mode, that does not enable certain wireless communications. For example, in the second mode, NFC and Bluetooth communications may be enabled, but radio and cellular communications may be disabled. The electronic device 100 may also detect when the airplane 120 is landing. In response to detecting the landing of the airplane 120, the electronic device may enable wireless communications by switching from airplane mode to the first mode.

[0029] In stage (A) of FIG. 1 , the airplane 120 is on the ground and the airplane mode of the electronic device 100 is off. In stage (B), the airplane 120 takes off. The electronic device 100 determines that the airplane 120 has taken off and switches the airplane mode on. In stage (C), the airplane mode remains on when the airplane 120 lands at its destination. In stage (D), the airplane 120 slows down until it comes to a stop on the ground. The electronic device 100 determines that the airplane 120 has slowed down and switches the airplane mode off.

[0030] 2 is a block diagram of the example electronic device 100 of FIG. 1. The electronic device 100 also includes a controller 210. The controller 210 can receive data input from sensors of the device. The sensors can include, for example, an accelerometer 220, a pressure sensor 240, and a GPS receiver 260. The controller 210 can activate or deactivate airplane mode 250 by switching airplane mode on or off. The communication module 230 can include a transmitter, a receiver, or both. The communication module 230 can communicate wirelessly with a communication network. The communication module 230 can transmit and receive electromagnetic energy, such as radio waves, cellular communication signals, satellite communication signals, Wi-Fi, Bluetooth, etc.

[0031] The accelerometer 220 may be, for example, a three-axis inertial measurement unit that can output acceleration data indicative of the acceleration of the device in each of three dimensions.

[0032] When the electronic device 100 is stationary, the device can be calibrated to determine the orientation of the device 100 based on accelerometer measurements. For example, by determining the amount of acceleration due to gravity in each of the three axes of the accelerometer, the controller 210 can determine the angle at which the sensor body is tilted relative to the Earth.

[0033] In some examples, device 100 may periodically recalibrate its orientation. In some examples, device 100 may recalibrate in response to an event. For example, device 100 may recalibrate in response to accelerometer data indicating that the orientation of device 100 has changed.

[0034] In some examples, the device 100 can recalibrate in response to detecting that the device 100 is stationary or remains stationary for at least a programmed time. When the device is detected to be stationary, the controller 210 can create a rotation matrix that is used to calculate a world frame reference from the sensor body accelerometer data when in motion. In some examples, the controller assumes that the orientation of the device 100 relative to gravity does not change significantly between a stationary event and an airplane takeoff. Thus, after calibrating the device based on the accelerometer data, the controller 210 can receive sensor body measurements from the accelerometer 220 and rotate the measurements to a world frame reference. The controller 210 can then analyze the accelerometer data relative to the world frame reference to determine whether the accelerometer variance, magnitude, or both meet criteria for an airplane takeoff.

[0035] In some implementations, quaternions can be used for efficient implementation of the algorithm. Rotation quaternions can be used to represent four-dimensional rotation calculations. Thus, quaternion calculations can be used instead of rotation matrices to represent the orientation and axis rotation of the accelerometer.

[0036] Implementations that include quaternions may offer several advantages over rotation matrices. In some instances, quaternions can provide faster computation and unambiguous interpolation of rotations. Quaternions may also use less memory than rotation matrices because they contain four values ​​instead of nine.

[0037] Another advantage that can be achieved via a quaternion implementation is that quaternion calculations are stable regardless of angle. Therefore, it can be advantageous to derive rotation matrices from quaternions rather than from trigonometric functions to reduce the chance of mathematical instability that can occur when the rotation axis aligns with gravity.

[0038] The pressure sensor 240 provides pressure sensor data to the controller 210. The pressure sensor data includes air pressure at the location of the device 100. The controller can receive the pressure sensor data from the pressure sensor 240 and determine, based on the pressure sensor data, whether the pressure at the device meets criteria for airplane takeoff. For example, the air pressure inside an airplane during takeoff may gradually decrease over time during takeoff. The controller 210 can analyze the pressure sensor data to determine whether the pressure variance, the pressure rate of change, or both meet the criteria for airplane takeoff.

[0039] The controller 210 may determine whether the accelerometer data, the pressure sensor data, or both, are In response to determining that airplane takeoff has occurred, the controller 210 may activate 250 airplane mode, for example, by enabling or disabling the communications module 230.

[0040] The communications module 230 may include an emitter, a receiver, or both. In operation, the emitter emits electromagnetic energy and the receiver receives the electromagnetic energy. In some examples, the communications module 230 may emit and receive electromagnetic energy within bands of the electromagnetic spectrum, such as various radio frequency bands of the electromagnetic spectrum.

[0041] The controller 210 can control the mode of the communications module 230. The controller 210 can send a signal to the communications module 230 to activate or deactivate airplane mode 250. When airplane mode is deactivated or turned off, wireless communications from the communications module 230 are enabled. When airplane mode is activated or turned on, certain wireless communications from the communications module 230 are disabled.

[0042] GPS receiver 260 provides GPS data to controller 210. The GPS data includes the GPS location of device 100. The GPS data may also provide controller 210 with data indicative of the velocity of device 100. In some examples, while device 100 is in airplane mode, GPS receiver 260 may be allowed to receive satellite signals because it does not emit radio frequency energy.

[0043] The controller 210 may receive GPS data from the GPS receiver 260 and, based on the GPS data, determine whether the speed of the device 100 meets criteria for flying an airplane. For example, the controller 210 may determine that the device 100 is stationary or that the speed of the device 100 is less than a threshold speed. The controller 210 may determine that the device 100 is likely not located on an airplane in flight based on determining that the device's speed is less than the threshold speed. The controller 210 may deactivate 250 airplane mode in response to determining that the device 100 is likely not located on an airplane in flight.

[0044] 3 is a flow diagram of an example process 300 for enabling and disabling wireless communications in an electronic device. As shown in FIG. 3, when the electronic device detects that the airplane is on the ground (310), airplane mode is disabled and the device operates in normal mode.

[0045] Two or more sensors can be used to independently detect airplane takeoff. In the example of Figure 3, an accelerometer and a pressure sensor are each configured to independently detect airplane takeoff. When takeoff is detected using data from any of the sensors, the device shuts off the transmit radio and does not turn on the transmit radio. This state is known as airplane mode.

[0046] Sensor independence provides robustness against sensor failures. For example, if the accelerometer fails to detect an airplane taking off, the pressure sensor can still detect the airplane taking off, preventing false negative detections. Sensor independence also provides robustness against false negatives in situations with abnormal acceleration and pressure conditions. For example, if the pressure sensor fails to detect an airplane taking off from a high altitude area, the accelerometer can still detect the airplane taking off, preventing false negative detections.

[0047] The electronic device 100 can detect takeoff 330 based on data from the accelerometer, the pressure sensor, or both. Upon detecting takeoff, the electronic device 100 determines 320 that an airplane is in flight and enables airplane mode. Upon entering airplane mode, the electronic device performs an enter airplane mode operation. The enter airplane mode operation includes stopping the takeoff detection routine and enabling airplane mode.

[0048] After the plane takes off, the device does not exit airplane mode until it detects that the plane has landed and is again on the ground 310. Two or more sensors on the device can be used to independently exit airplane mode. In the example of Figure 3, the accelerometer and GPS receiver are each configured to independently detect when the plane is on the ground.

[0049] The electronic device can detect 340 that the airplane is on the ground based on data from the accelerometer indicating that the electronic device is stationary. The accelerometer 220 can include a motion detector that can determine whether the device is moving or stationary. When the device is in flight, normal turbulence causes the accelerometer to move, and the accelerometer data is likely to indicate constant movement. When the device is no longer in flight, for example, when the device is on a grounded airplane, the accelerometer is stationary, and the accelerometer data is likely to indicate that the device is stationary. After a programmed period of time during which the device is stationary, the controller can determine that airplane flight is not occurring, for example, that the airplane is on the ground.

[0050] The electronic device can also detect that the airplane is on the ground based on data from the GPS sensor indicating that the electronic device is moving slowly 350. When the accelerometer detects that the device is stationary or the GPS detects that the device is moving slowly, the device exits airplane mode and resumes its normal operation. Once the electronic device disables airplane mode, it performs ground input operations. The ground input operations include calibrating the orientation of the electronic device when the electronic device is stationary and initiating a takeoff detection routine.

[0051] 4 is a flow diagram of an example process 400 for detecting an airplane takeoff using an accelerometer. Process 400 can be used to detect a takeoff event for an airplane in which an electronic device is located. In response to detecting the takeoff event, the electronic device can enable airplane mode.

[0052] The device can detect a takeoff event based on an analysis of triaxial accelerometer data over a programmed period, e.g., 30 seconds. The accelerometer data during airplane takeoff can exhibit high variance in the direction of gravity and high magnitude in a plane perpendicular to gravity. A controller of the device can analyze the accelerometer data to determine whether the accelerometer data meets criteria for an airplane takeoff event.

[0053] In some examples, the criteria for an airplane takeoff event can include a threshold variance of acceleration along the Z axis, e.g., the direction of gravity. In some examples, the criteria for an airplane takeoff event can include a threshold magnitude of acceleration in the XY plane, e.g., the plane perpendicular to the direction of gravity.

[0054] In some examples, the controller can use machine learning methods to determine that the three-axis accelerometer data meets criteria for an airplane takeoff event. For example, a machine learning model can be trained using accelerometer data from multiple airplane takeoff events. The accelerometer data can then be provided to the trained machine learning model. The machine learning model can output a determination whether the accelerometer data represents an airplane takeoff event.

[0055] Process 400 can be performed by a computing system, such as a controller of electronic device 100. Process 400 includes acquiring and filtering 402 accelerometer data. The accelerometer data can be acquired from an accelerometer at a continuous sampling frequency. For example, the accelerometer data can be acquired at a frequency of 12.5 Hz or 26.0 Hz.

[0056] The process 400 includes acquiring 404 new samples of accelerometer data in three dimensions (X, Y, Z) relative to the sensor body frame. For example, each sample of accelerometer data can include acceleration in each of the X, Y, and Z directions relative to the accelerometer body frame.

[0057] FIG. 5A is an example graph 510 of three-dimensional accelerations relative to the accelerometer body frame that may be obtained in step 404. As shown in FIG. 5A, the takeoff signature from horizontal XY acceleration differs from vertical Z acceleration. During takeoff, there is a large initial horizontal acceleration in the XY plane, especially in the Y direction. The acceleration in the vertical Z direction increases with variance during takeoff. This is due to the lift, the downward movement that follows the lift, and the liftoff moment that follows the downward movement. Typically, airflow is most turbulent near the ground. Therefore, there is a large vertical acceleration variance during liftoff. While accelerometer data varies for different types of aircraft and different environmental conditions, high variance in vertical acceleration and high acceleration magnitude in the XY plane are common to most airplane takeoffs.

[0058] Process 400 includes rotating the accelerometer data to a world reference with gravity removed (406). For example, the controller can rotate the accelerometer data to a world reference using a rotation matrix created during calibration. FIG. 5B is an example graph 520 of three-dimensional acceleration relative to a world frame during airplane takeoff. As shown in FIG. 5B, after rotating to the world frame, acceleration due to gravity appears only in the Z direction. The controller can then subtract the acceleration due to gravity. FIG. 5C is an example graph 530 of acceleration in three dimensions relative to a world frame with gravity removed, as may be determined in step 406.

[0059] The process 400 includes updating 408 a rolling window with the new data. The rolling window may be, for example, a 30-second time window. By analyzing the accelerometer data over the rolling time window, noise effects may be reduced.

[0060] Process 400 includes calculating 410 a rolling Z variance and XY amplitude squared. The Z variance and XY amplitude squared may be calculated on a rolling basis based on data obtained over a rolling time window. For example, the controller may calculate the variance of acceleration in the Z direction during the time window. The controller may also calculate the mean squared amplitude of acceleration in the XY plane during the time window. The magnitude of acceleration in the XY plane may be calculated by summing the magnitudes of acceleration in the X and Y directions. Figure 5D is an example graph 540 of vertical acceleration variance and squared horizontal amplitude during takeoff of an airplane, which may be calculated in step 410. Figure 5D also shows an example horizontal acceleration magnitude threshold and an example vertical variance threshold.

[0061] The process 400 includes determining whether the rolling Z variance and the XY magnitude squared meet takeoff criteria. The criteria may include thresholds for the rolling Z variance and the XY magnitude squared. As shown in FIG. 5D, an exemplary threshold for rolling Z dispersion is 8,000 square milligravity (mG 2 ), and an exemplary threshold for the XY magnitude squared is 4000 mG 2 If the rolling Z variance and XY magnitude squared exceed the threshold, the system signals a takeoff event 412.

[0062] 6 is a flow diagram of an example process 600 for detecting an airplane takeoff using a pressure sensor. Process 600 can be used to detect a takeoff event for an airplane in which an electronic device is located. In response to detecting the takeoff event, the electronic device can enable airplane mode.

[0063] During airplane takeoff, cabin pressure on an airplane is typically artificially controlled to slowly change the pressure. For example, the pressure may be controlled so that the rate of change is less than 2.0 kilopascals (kPa) / minute or less than 3.0 kPa / minute. Additionally, during airplane takeoff, cabin pressure typically changes at a steady rate over an extended period of time, e.g., 3, 10, or 15 minutes. Thus, a controller in an electronic device can detect airplane takeoff based on pressure data indicating a slow, steady change in pressure that lasts longer than a threshold time. For example, the electronic device may be configured to detect airplane takeoff based on pressure data indicating a steadily decreasing pressure at a rate between 0.42 kPa / minute and 2.40 kPa / minute (e.g., between 7 Pascals (Pa) / second and 40 Pa / second).

[0064] Process 600 may be performed by a computing system, such as a controller of electronic device 100. Process 600 includes acquiring pressure sensor data (602). The pressure sensor data may be acquired at a frequency of, for example, 1.0 Hz.

[0065] The process 600 includes obtaining a new sample of pressure sensor data 604. The new sample of pressure sensor data may include the pressure of the air at the location of the device.

[0066] Process 600 includes updating 606 the rolling window with the new data. The rolling window may be, for example, a 180-second time window. The time window may be set to a value that reduces false positive detections. For example, the time window may be set to a time longer than a typical elevator ride.

[0067] The process 600 includes calculating 608 a pressure gradient and a rolling gradient variance. The pressure gradient and rolling gradient variance can be calculated on a rolling basis based on data obtained over a rolling time window. The pressure gradient indicates the rate of change of pressure. The pressure variance indicates that the rate of pressure change is constant.

[0068] Process 600 includes determining whether the pressure gradient and rolling gradient variance meet takeoff criteria. The criteria may be, for example, thresholds for the pressure gradient and rolling gradient variance. If the pressure gradient and rolling gradient variance are within the thresholds, the system signals a takeoff event (610). A pressure gradient below the threshold may indicate a gradual drop in pressure caused by cabin pressure control during aircraft takeoff. A pressure gradient variance below the threshold may indicate a steady drop in pressure caused by cabin pressure control during aircraft takeoff.

[0069] The pressure gradient and pressure gradient variance thresholds can be adjusted to reduce false positive detections. For example, an ascending elevator experiences a decrease in air pressure as it ascends. However, the rate of change of pressure in an elevator is not constant due to the elevator stopping at different floors. Additionally, an elevator is unlikely to rise steadily for more than 180 seconds. Therefore, the pressure gradient variance of an elevator will be greater than the pressure gradient variance of an aircraft taking off. Therefore, the pressure gradient variance threshold can be set to a value that reduces the likelihood of a false positive detection in an elevator.

[0070] Embodiments of the subject matter and functional operations described herein may be implemented in any suitable electronic device, such as a GPS tracking device, a personal computer, a mobile phone, a smartphone, a smart watch, a smart TV, a mobile audio or video player, a game console, a tablet computer, or a combination of one or more of these devices.

[0071] An electronic device may include various components such as a memory, a processor, a display, and an input / output unit. The input / output unit may include, for example, a transceiver capable of communicating with one or more networks to transmit and receive data. The display may be any suitable display for displaying images, including, for example, a cathode ray tube (CRT), a liquid crystal display (LCD), or a light emitting diode (LED) display.

[0072] Various implementations of the systems and techniques described herein may be realized in digital electronic circuitry, integrated circuits, specially designed ASICs (application-specific integrated circuits), computer hardware, firmware, software, and / or combinations thereof. These various implementations may include implementation in one or more computer programs executable and / or interpretable on a programmable system including at least one programmable processor, which may be special purpose or general purpose, coupled to receive data and instructions from, and send data and instructions to, a storage system, at least one input device, and at least one output device.

[0073] Embodiments may be implemented as one or more computer program products, e.g., one or more modules of computer program instructions encoded on a computer-readable medium for execution by or controlling the operation of a data processing apparatus. The computer-readable medium may be a machine-readable storage device, a machine-readable storage substrate, a memory device, a composition of matter effecting a machine-readable propagated signal, or one or more combinations thereof. The term "data processing apparatus" encompasses all apparatuses, devices, and machines for processing data, including, by way of example, a programmable processor, a computer, or multiple processors or computers. In addition to hardware, an apparatus may include code that creates an execution environment for the computer program in question, e.g., code constituting processor firmware, a protocol stack, a database management system, an operating system, or one or more combinations thereof. A propagated signal is an artificially generated signal, e.g., a machine-generated electrical, optical, or electromagnetic signal generated to encode information for transmission to a suitable receiver apparatus.

[0074] A computer program (also known as a program, software, software application, script, or code) may be written in any form of programming language, including compiled or interpreted languages, and may be deployed in any form, including as a stand-alone program or as a module, component, subroutine, or other unit suitable for use in a computing environment. A computer program does not necessarily correspond to a file in a file system. A program may be stored in a file system with other programs or data (e.g., stored in a markup language document). The program may be stored in a portion of a file holding one or more scripts, in a single file dedicated to the program in question, or in multiple coordinated files (e.g., a file storing one or more modules, subprograms, or portions of code). A computer program may be deployed to be executed on one computer or on multiple computers that are located at one site or distributed across multiple sites and interconnected by a communications network.

[0075] Processors suitable for the execution of a computer program include, by way of example, both general and special purpose microprocessors, and any one or more processors of any kind of digital computer. Generally, a processor receives instructions and data from a read-only memory or a random access memory or both.

[0076] Elements of a computer may include a processor for executing instructions and one or more memory devices for storing instructions and data. Generally, a computer also includes one or more mass storage devices, such as magnetic, magneto-optical, or optical disks, for storing data, or is operatively coupled to receive data from or transfer data to the one or more mass storage devices. However, a computer need not have such devices. Suitable computer-readable media for storing computer program instructions and data include, by way of example, semiconductor memory devices, such as EPROM, EEPROM, and flash memory devices, magnetic disks, such as internal hard disks or removable disks, magneto-optical disks, and CD-ROM and DVD-ROM disks. The processor and the memory may be supplemented by, or incorporated in, special purpose logic circuitry.

[0077] While this specification contains details of many specific implementations, these should not be construed as limiting the scope of what may be claimed, but rather as descriptions of features unique to particular embodiments. Certain features described herein in the context of separate embodiments can also be implemented in combination in a single embodiment. Conversely, various features described in the context of a single embodiment can also be implemented in multiple embodiments separately or in any suitable subcombination. Furthermore, while features may be described above as working in a particular combination, and may even initially be claimed as such, one or more features from a claimed combination may, in some cases, be deleted from the combination, and the claimed combination may be directed to a subcombination or a variation of the subcombination.

[0078] Similarly, although operations are depicted in the figures in a particular order, this should not be understood as requiring such operations to be performed in the particular order shown, or in any sequential order, or that all illustrated operations be performed, to achieve desired results. In certain situations, multitasking and parallel processing may be advantageous. Furthermore, the separation of various system modules and components in the above-described embodiments should not be understood as requiring such separation in all embodiments, and it should be understood that the described program components and systems may generally be integrated together in a single software product or packaged in multiple software products.

[0079] Specific embodiments of the subject matter have been described. Other embodiments are within the scope of the following claims. For example, the actions recited in the claims can be performed in a different order and still achieve desirable results. As an example, the processes depicted in the accompanying figures do not necessarily require the particular order shown, or sequential order, to achieve desirable results. In some instances, multitasking and parallel processing may be advantageous. There is a match.

Claims

1. 1. A computer-implemented method comprising: receiving an indication that an aircraft takeoff has likely occurred from one of two or more sensors of a device that independently determines whether an aircraft takeoff has likely occurred; activating an airplane mode on the device based on receiving the indication that takeoff of the aircraft has likely occurred; and receiving an indication that the aircraft is likely not in flight from one of two or more other sensors of the device that independently determine that the aircraft is likely not in flight while the device is in the airplane mode; deactivating the airplane mode of the device based on receiving the indication that the aircraft is likely not in flight.

2. receiving the indication from the one of two or more sensors of the device that takeoff of the aircraft has likely occurred; receiving acceleration data from an accelerometer; analyzing the acceleration data; and determining that a takeoff of the aircraft has likely occurred based on analyzing the acceleration data.

3. The method of claim 2 , wherein the acceleration data indicates an acceleration of the device in each of three dimensions relative to an orientation of the device.

4. analyzing the acceleration data 4. The method of claim 3, comprising converting the acceleration data from acceleration data indicative of the acceleration of the device in each of three dimensions relative to the orientation of the device to acceleration data indicative of the acceleration of the device in each of three dimensions relative to the direction of gravity.

5. Determining that it is highly likely that the aircraft has taken off, The method of claim 2 , comprising determining, based on analyzing the acceleration data, that a variance of acceleration of the device in a first dimension meets a criterion for aircraft takeoff.

6. The method of claim 5 , wherein the first dimension is parallel to the direction of gravity.

7. Determining that it is highly likely that the aircraft has taken off, 6. The method of claim 5, comprising determining, based on analyzing the acceleration data, that a magnitude of acceleration of the device in a plane orthogonal to the first dimension meets a criterion for aircraft takeoff.

8. 2. The method of claim 1, wherein activating the airplane mode of the device includes switching a communications module of the device from a first mode to a second mode, wherein during the first mode, the communications module is enabled to perform certain wireless communications and during the second mode, the communications module is disabled to perform the certain wireless communications.

9. receiving the indication from the one of two or more other sensors of the device that the aircraft is likely not in flight; receiving motion sensor data from the motion sensor; analyzing the motion sensor data; and determining that the aircraft is likely not in flight based on analyzing the motion sensor data.

10. analyzing the motion sensor data determining an average movement of the device over a programmed period of time based on the motion sensor data; and determining that the average movement of the device over the programmed period does not meet criteria for an aircraft flight being conducted.

11. receiving the indication from the one of two or more other sensors of the device that the aircraft is likely not in flight; receiving GPS location data from a GPS receiver; analyzing the GPS location data; and determining that the aircraft is likely not in flight based on analyzing the GPS location data.

12. analyzing the GPS location data determining a velocity of the device based on the GPS location data; and determining that the speed of the device does not meet a criterion for an aircraft flight being conducted.

13. a communication module configured to enable wireless communication between the device and a communication network; two or more sensors configured to independently determine whether takeoff of the aircraft has likely occurred; two or more other sensors configured to independently determine that the aircraft is likely not in flight; and A controller configured to perform an operation, the operation comprising: receiving an indication from one of the two or more sensors that takeoff of the aircraft has likely occurred; activating an airplane mode on the device based on receiving the indication that takeoff of the aircraft has likely occurred; and receiving, while the device is in the airplane mode, an indication from one of the two or more other sensors that the aircraft is likely not in flight; and deactivating the airplane mode of the device based on receiving the indication that the aircraft is likely not in flight.

14. receiving the indication from the one of the two or more sensors of the device that takeoff of the aircraft has likely occurred; receiving acceleration data from an accelerometer; analyzing the acceleration data; and determining that a takeoff of the aircraft has likely occurred based on analyzing the acceleration data.

15. The device of claim 14 , wherein the acceleration data indicates acceleration of the device in each of three dimensions relative to an orientation of the device.

16. analyzing the acceleration data 16. The device of claim 15, further comprising converting the acceleration data from acceleration data indicative of the acceleration of the device in each of three dimensions relative to the orientation of the device to acceleration data indicative of the acceleration of the device in each of three dimensions relative to the direction of gravity.

17. Determining that it is highly likely that the aircraft has taken off, The device of claim 15 , further comprising determining, based on analyzing the acceleration data, that a variance of acceleration of the device in a first dimension meets a criterion for aircraft takeoff.

18. 18. The device of claim 17, wherein the first dimension is parallel to the direction of gravity.

19. Determining that it is highly likely that the aircraft has taken off, 20. The device of claim 17, further comprising: determining, based on analyzing the acceleration data, that a magnitude of acceleration of the device in a plane orthogonal to the first dimension meets a criterion for aircraft takeoff.

20. 14. The device of claim 13, wherein activating the airplane mode of the device includes switching a communications module of the device from a first mode to a second mode, wherein during the first mode, the communications module is enabled to perform certain wireless communications and during the second mode, the communications module is disabled to perform the certain wireless communications.

21. receiving the indication from the one of the two or more other sensors of the device that the aircraft is likely not in flight; receiving motion sensor data from the motion sensor; analyzing the motion sensor data; and determining that the aircraft is likely not in flight based on analyzing the motion sensor data.

22. analyzing the motion sensor data determining an average movement of the device over a programmed period of time based on the motion sensor data; and determining that the average movement of the device over the programmed period does not meet criteria for an aircraft flight being conducted.

23. receiving the indication from the one of the two or more other sensors of the device that the aircraft is likely not in flight; receiving GPS location data from a GPS receiver; analyzing the GPS location data; and determining that the aircraft is likely not in flight based on analyzing the GPS location data.

24. analyzing the GPS location data determining a velocity of the device based on the GPS location data; and determining that the speed of the device does not meet a criterion for an aircraft flight being conducted.

25. 1. A system comprising one or more computers and one or more storage devices storing instructions operable, when executed by the one or more computers, to cause the one or more computers to perform operations, the operations comprising: receiving an indication that an aircraft takeoff has likely occurred from one of two or more sensors of a device that independently determines whether an aircraft takeoff has likely occurred; activating an airplane mode on the device based on receiving the indication that takeoff of the aircraft has likely occurred; and receiving an indication that the aircraft is likely not in flight from one of two or more other sensors of the device that independently determine that the aircraft is likely not in flight while the device is in the airplane mode; and deactivating the airplane mode of the device based on receiving the indication that the aircraft is likely not in flight.

26. receiving the indication from the one of two or more sensors of the device that takeoff of the aircraft has likely occurred; receiving acceleration data from an accelerometer; analyzing the acceleration data; and determining that a takeoff of the aircraft has likely occurred based on analyzing the acceleration data.

27. 27. The system of claim 26, wherein the acceleration data indicates acceleration of the device in each of three dimensions relative to an orientation of the device.

28. analyzing the acceleration data 28. The device of claim 27, comprising converting the acceleration data from acceleration data indicative of the acceleration of the device in each of three dimensions relative to the orientation of the device to acceleration data indicative of the acceleration of the device in each of three dimensions relative to the direction of gravity.

29. Determining that it is highly likely that the aircraft has taken off, 27. The system of claim 26, comprising determining, based on analyzing the acceleration data, that a variance of acceleration of the device in a first dimension meets a criterion for aircraft takeoff.

30. 30. The system of claim 29, wherein the first dimension is parallel to the direction of gravity.

31. Determining that it is highly likely that the aircraft has taken off, 30. The system of claim 29, comprising determining, based on analyzing the acceleration data, that a magnitude of acceleration of the device in a plane orthogonal to the first dimension meets a criterion for aircraft takeoff.

32. 26. The system of claim 25, wherein activating the airplane mode of the device includes switching a communications module of the device from a first mode to a second mode, wherein during the first mode, the communications module is enabled to perform certain wireless communications and during the second mode, the communications module is disabled to perform the certain wireless communications.

33. receiving the indication from the one of two or more other sensors of the device that the aircraft is likely not in flight; receiving motion sensor data from the motion sensor; analyzing the motion sensor data; and determining that the aircraft is likely not in flight based on analyzing the motion sensor data.

34. analyzing the motion sensor data determining an average movement of the device over a programmed period of time based on the motion sensor data; and determining that the average movement of the device over the programmed period does not meet criteria for an aircraft flight being conducted.

35. receiving the indication from the one of two or more other sensors of the device that the aircraft is likely not in flight; receiving GPS location data from a GPS receiver; analyzing the GPS location data; and determining that the aircraft is likely not in flight based on analyzing the GPS location data.

36. analyzing the GPS location data determining a velocity of the device based on the GPS location data; and determining that the speed of the device does not meet a criterion for an aircraft flight being conducted.

37. A non-transitory computer storage medium encoded with instructions that, when executed by one or more computers, cause the one or more computers to perform operations, the operations including: receiving an indication that an aircraft takeoff has likely occurred from one of two or more sensors of a device that independently determines whether an aircraft takeoff has likely occurred; activating an airplane mode on the device based on receiving the indication that takeoff of the aircraft has likely occurred; and receiving an indication that the aircraft is likely not in flight from one of two or more other sensors of the device that independently determine that the aircraft is likely not in flight while the device is in the airplane mode; and deactivating the airplane mode of the device based on receiving the indication that the aircraft is likely not in flight.

38. receiving the indication from the one of two or more sensors of the device that takeoff of the aircraft has likely occurred; receiving acceleration data from an accelerometer; analyzing the acceleration data; and determining that a takeoff of the aircraft has likely occurred based on analyzing the acceleration data.

39. 40. The non-transitory computer storage medium of claim 38, wherein the acceleration data indicates an acceleration of the device in each of three dimensions relative to an orientation of the device.

40. analyzing the acceleration data 40. The non-transitory computer storage medium of claim 39, comprising converting the acceleration data from acceleration data indicative of the acceleration of the device in each of three dimensions relative to the orientation of the device to acceleration data indicative of the acceleration of the device in each of three dimensions relative to the direction of gravity.

41. Determining that it is highly likely that the aircraft has taken off, 40. The non-transitory computer storage medium of claim 38, comprising determining, based on analyzing the acceleration data, that a variance of acceleration of the device in a first dimension meets a criterion for aircraft takeoff.

42. 42. The non-transitory computer storage medium of claim 41 , wherein the first dimension is parallel to the direction of gravity.

43. determining that a takeoff of the aircraft has likely occurred, 42. The non-transitory computer storage medium of claim 41, comprising determining, based on analyzing the acceleration data, that a magnitude of acceleration of the device in a plane orthogonal to the first dimension meets a criterion for aircraft takeoff.

44. 38. The non-transitory computer storage medium of claim 37, wherein activating the airplane mode of the device includes switching a communications module of the device from a first mode to a second mode, wherein during the first mode, the communications module is enabled to perform certain wireless communications and during the second mode, the communications module is disabled to perform the certain wireless communications.

45. receiving the indication from the one of two or more other sensors of the device that the aircraft is likely not in flight; receiving motion sensor data from the motion sensor; analyzing the motion sensor data; and determining that the aircraft is likely not in flight based on analyzing the motion sensor data.

46. analyzing the motion sensor data determining an average movement of the device over a programmed period of time based on the motion sensor data; and determining that the average movement of the device over the programmed period does not meet criteria for an aircraft flight being conducted.

47. receiving the indication from the one of two or more other sensors of the device that the aircraft is likely not in flight; receiving GPS location data from a GPS receiver; analyzing the GPS location data; and determining that the aircraft is likely not in flight based on analyzing the GPS location data.

48. analyzing the GPS location data determining a velocity of the device based on the GPS location data; and determining that the speed of the device does not meet a criterion for an aircraft flight being conducted.

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