Claims:We claim:

1. A method for calibrating a horn 101 configured in a vehicle 201, the method comprising:
receiving, by a calibration system 205, a calibration request from a user 203 associated with the vehicle 201 for calibrating the horn 101;
generating, by the calibration system 205, a test signal to trigger the horn 101 to generate sound;
receiving, by the calibration system 205, a sound signal associated with the generated sound through a microphone 209;
comparing, by the calibration system 205, one or more physical parameters’ values measured from the sound signal with respective one or more predefined tolerance range values; and
controlling, by the calibration system 205, movement of a plunger 105 of the horn 101 for calibrating the horn 101 of the vehicle 201 based on the comparison.

2. The method as claimed in claim 1, wherein the movement of the plunger 105 is controlled until one or more calibrated physical parameters’ values measured from a next sound signal associated with a next generated sound lie within respective one or more reference range values.

3. The method as claimed in claim 1, further comprises determining, by the calibration system 205, the vehicle 201 is in a stationary state based on at least one of, an ignition state of an engine of the vehicle 201, a state associated with one or more doors of the vehicle 201 and a vehicle movement state, prior to generating the test signal.

4. The method as claimed in claim 1, further comprises triggering one or more horn members associated with the horn 101 for one or more predefined time periods based on the test signal through a horn switch controller 207, wherein the one or more horn members are configured to generate one or more sounds of different frequencies.

5. The method as claimed in claim 1, further comprises providing an instruction to the user 203 for manually pressing the horn 101 of the vehicle 201.

6. The method as claimed in claim 1, receiving the sound signal associated with the generated sound through the microphone 209 comprises:
activating the microphone 209 installed in a vicinity of the horn 101 to detect the sound signal associated with the generated sound; and
receiving the sound signal from the microphone 209, wherein the sound signal is processed utilizing a low pass filter 331 and a noise filter 333 in the microphone 209.

7. The method as claimed in claim 1, wherein the one or more physical parameters’ values comprise one or more frequency values and an amplitude value determined from the sound signal.

8. The method as claimed in claim 1, further comprises generating an instruction for replacing the horn 101 to the user 203 when the one or more physical parameters’ values exceed the respective one or more predefined tolerance range values.

9. The method as claimed in claim 1, wherein controlling the movement of the plunger 105 comprises:
generating, by the calibration system 205, a correction signal when the one or more physical parameters’ values are within the respective one or more predefined tolerance range values, wherein the correction signal is generated based on the one or more predefined time periods, and one or more adjustable range values associated with the one or more physical parameters’ values utilizing a predefined table;
driving an electric actuator based on the correction signal; and
controlling, by the electric actuator, the movement of the plunger 105 of the horn 101 based on the correction signal.

10. The method as claimed in claim 1, further comprises generating at least one of, an audio alert and a visual alert for indicating successful completion of calibrating the horn 101 when the one or more calibrated physical parameters’ values measured from the next sound signal associated with the next generated sound lie within the respective one or more reference range values.

11. A calibration system 205 for calibrating a horn 101 configured in a vehicle 201, the calibration system 205 comprising:
an Electronic Control Unit (ECU) 303 communicatively coupled to the horn 101, wherein the ECU 303 is configured to:
receive a calibration request from a user 203 associated with the vehicle 201 for calibrating the horn 101;
generate a test signal to trigger the horn 101 to generate sound;
receive a sound signal associated with the generated sound through a microphone 209;
compare one or more physical parameters’ values measured from the sound signal with respective one or more predefined tolerance range values; and
control movement of a plunger 105 of the horn 101 for calibrating the horn 101 of the vehicle 201 based on the comparison.

12. The calibration system 205 as claimed in claim 11, wherein the ECU 303 is configured to control the movement of the plunger 105 until one or more calibrated physical parameters’ values measured from a next sound signal associated with a next generated sound lie within respective one or more reference range values.

13. The calibration system 205 as claimed in claim 11, wherein the ECU 303 is configured to determine the vehicle 201 is in a stationary state based on at least one of, an ignition state of an engine of the vehicle 201, a state associated with one or more doors of the vehicle 201 and a vehicle movement state, prior to generating the test signal.

14. The calibration system 205 as claimed in claim 11, wherein the ECU 303 is configured to trigger one or more horn members associated with the horn 101 for one or more predefined time periods based on the test signal through a horn switch controller 207, wherein the one or more horn members are configured to generate one or more sounds of different frequencies.

15. The calibration system 205 as claimed in claim 11, wherein the ECU 303 is configured to provide an instruction to the user 203 for manually pressing the horn 101 of the vehicle 201.

16. The calibration system 205 as claimed in claim 11, wherein the ECU 303 is configured to:
activate the microphone 209 installed in a vicinity of the horn 101 to detect the sound signal associated with the generated sound; and
receive the sound signal from the microphone 209, wherein the sound signal is processed utilizing a low pass filter 331 and a noise filter 333 in the microphone 209.

17. The calibration system 205 as claimed in claim 11, wherein the one or more physical parameters’ values comprise one or more frequency values and an amplitude value determined from the sound signal.

18. The calibration system 205 as claimed in claim 11, wherein the ECU 303 is configured to: generating an instruction for replacing the horn 101 to the user 203 when the one or more physical parameters’ values exceed the respective one or more predefined tolerance range values.

19. The calibration system 205 as claimed in claim 11, wherein the ECU 303 is configured to:
generate a correction signal when the one or more physical parameters’ values are within the respective one or more predefined tolerance range values, wherein the correction signal is generated based on the one or more predefined time periods, and one or more adjustable range values associated with the one or more physical parameters’ values utilizing a predefined table;
drive an electric actuator based on the correction signal; and
control the movement of the plunger 105 of the horn 101 through the electric actuator based on the correction signal.

20. The calibration system 205 as claimed in claim 11, wherein the ECU 303 is configured to generate at least one of, an audio alert and a visual alert for indicating successful completion of calibrating the horn 101 when the one or more calibrated physical parameters’ values measured from the next sound signal associated with the next generated sound lie within the respective one or more reference range values.

21. A vehicle 201 comprising:
a horn 101 for generating sound;
a microphone 209 installed in a vicinity of the horn 101 for detecting a sound signal associated with the generated sound;
an electric actuator associated with the horn 101 for moving a plunger 105 of the horn 101; and
a calibration system 205 communicatively coupled with the horn 101, the microphone 209 and the electric actuator, wherein the calibration system 205 is configured to:
receive a calibration request from a user 203 associated with the vehicle 201 for calibrating the horn 101;
generate a test signal to trigger the horn 101 to generate the sound;
receive the sound signal associated with the generated sound through the microphone 209;
compare one or more physical parameters’ values measured from the sound signal with respective one or more predefined tolerance range values; and
control movement of the plunger 105 of the horn 101 through the electric actuator for calibrating the horn 101 of the vehicle 201 based on the comparison.

22. The vehicle 201 as claimed in claim 21, wherein the calibration system 205 is configured to control the movement of the plunger 105 until one or more calibrated physical parameters’ values measured from a next sound signal associated with a next generated sound lie within respective one or more reference range values.

Dated this 4th Day of March, 2022

Gopinath A S
IN/PA-1852
Of K & S Partners
Agent for the Applicant
, Description:FORM 2
THE PATENTS ACT 1970
[39 OF 1970]
&
THE PATENTS RULES, 2003

COMPLETE SPECIFICATION
[See section 10; Rule 13]

TITLE: “METHOD AND CALIBRATION SYSTEM FOR CALIBRATING HORN CONFIGURED IN VEHICLE AND VEHICLE THEREOF”

Name and Address of the Applicant:
TATA MOTORS PASSENGER VEHICLES LIMITED
Floor 3, 4, Plot-18, Nanavati Mahalaya, Mudhana Shetty Marg, BSE, Fort, Mumbai, Mumbai City, Maharashtra, 400001.

Nationality: Indian

The following specification particularly describes the invention and the manner in which it is to be performed.
TECHNICAL FIELD
The present subject matter is generally related to vehicle horns and more particularly, but not exclusively, to a method and a calibration system monitoring system for calibrating a horn configured in a vehicle and the vehicle thereof.

BACKGROUND
Automotive vehicles are equipped with horns for producing sounds having higher intensity levels. The sounds are generated to warn neighboring vehicles and nearby road users such as pedestrians regarding vehicles’ approach or presence to avoid potential hazards or collisions. Generally, aging of internal components of the horns occurs over time, which leads to deviation of sound quality from standardized reference values. In cases where the deviation is small, the horn is repaired manually utilizing appropriate mechanic tools (herein referred as tools). However, restoring the sound quality to the standardized reference values through manual intervention is time consuming and depends on skill level of a mechanic. Further, accuracy in restoration of the sound quality is not ensured due to the manual intervention. Also, in some scenarios, the horns cannot be repaired manually and needs to be replaced with new horns. Conventional automotive vehicles lack in providing information to users of the automotive vehicles for taking prompt action to replace or repair the horns for achieving a requisite sound quality.

Fig. 1 shows a conventional method illustrating manual calibration of a horn 101 of a vehicle, according to an existing art. The horn 101 comprises an electromagnet 103, a plunger 105, a diaphragm 115, two contact plates 109 and a contact breaker disk 113. When a horn switch is pressed, current starts flowing in the electromagnet 103 through contact points 111. The current is supplied from a vehicle battery. Due to the flow of current, the electromagnet 103 is magnetized. Consequently, the plunger 105 is attracted towards the electromagnet 103, and the diaphragm 115, which is fastened to the plunger 105 through a screw 117, is moved inside. As the plunger 105 is pulled inside, the contact breaker disk 113 pushes the contact plates 109 apart due to which the current supply to the electromagnet 103 stops and the electromagnet 103 is demagnetized. In absence of magnetic attraction, the diaphragm 115 springs back to its original position. This pulls the plunger 105 and the contact breaker disk 113 to their original position, and the contact between the contact points 111 is restored. Consequently, the current again starts flowing through the electromagnet 103, and the diaphragm 115 is again moved inside. In this manner, the electromagnet 103 is magnetized and demagnetized causing inward and outward movement of the diaphragm 115, respectively. This induces vibrations of the diaphragm 115, thereby producing the sound of a definite frequency. When the horn switch is released, the current flow to the electromagnet 103 stops and accordingly the horn sound stops. Generally, a predefined air gap 107 is maintained between the electromagnet 103 and the plunger 105 to enable the vibration of the diaphragm 115 for producing the requisite sound quality. In urban scenarios, due to frequent usage of the horn 101, the contact plates 109 gradually worn out, which in turn increases the air gap 107 between the electromagnet 103 and the plunger 105. Due to the increased air gap 107, the sound quality produced by the horn 101 degrades over time. As illustrated in Fig. 1, in conventional method, position of the screw 117 is manually adjusted by a mechanic 121 utilizing a tool 119 to move the plunger 105 linearly for maintaining the predefined air gap 107 between the plunger 105 and the electromagnet 103. Further, sound quality check is performed by pressing the horn switch manually. The aforesaid steps are repeated until the requisite sound quality is attained. However, such manual adjustment is time consuming and does not ensure accuracy in the restoration of sound quality with respect to the standardized reference values.

The information disclosed in this background of the disclosure section is only for enhancement of understanding of the general background of the invention and should not be taken as an acknowledgement or any form of suggestion that this information forms the prior art already known to a person skilled in the art.

SUMMARY
One or more shortcomings of the prior art are overcome by a system and a method as claimed and additional advantages are provided through the system and the method as claimed in the present disclosure. Additional features and advantages are realized through the techniques of the present disclosure. Other embodiments and aspects of the disclosure are described in detail herein and are considered a part of the claimed disclosure.

In one non-limiting embodiment of the present disclosure, a method for calibrating a horn configured in a vehicle is disclosed. The method comprises receiving, by a calibration system, a calibration request from a user associated with the vehicle for calibrating the horn. In response to receiving the calibration request, the method comprises generating, by the calibration system, a test signal to trigger the horn to generate sound. Further, the method comprises receiving, by the calibration system, a sound signal associated with the generated sound through a microphone. Upon receiving the sound signal, the method comprises comparing, by the calibration system, one or more physical parameters’ values measured from the sound signal with respective one or more predefined tolerance range values. Thereafter, the method comprises controlling, by the calibration system, movement of a plunger of the horn for calibrating the horn of the vehicle based on the comparison.

In another non-limiting embodiment of the present disclosure, a calibration system for calibrating a horn configured in a vehicle is disclosed. The calibration system comprises an Electronic Control Unit (ECU) communicatively coupled to the horn. The ECU receives a calibration request from a user associated with the vehicle for calibrating the horn. Responsive to the calibration request, the ECU generates a test signal to trigger the horn to generate sound. Further, through a microphone, the ECU receives a sound signal associated with the generated sound. After the sound signal is received, the ECU compares one or more physical parameters’ values measured from the sound signal with respective one or more predefined tolerance range values. Based on the comparison, the ECU controls movement of a plunger of the horn for calibrating the horn of the vehicle.

In a further non-limiting embodiment of the present disclosure, a vehicle is disclosed. The vehicle comprises a horn, a microphone, an electric actuator, and a calibration system. The horn generates sound. The microphone is installed in a vicinity of the horn. The microphone detects a sound signal associated with the generated sound. Further, the electric actuator is associated with the horn. The electric actuator moves a plunger of the horn. The calibration system is communicatively coupled with the horn, the microphone, and the electric actuator. The calibration system receives a calibration request from a user associated with the vehicle for calibrating the horn. In response to the calibration request, the calibration system generates a test signal to trigger the horn to generate the sound. Further, the calibration system receives the sound signal associated with the generated sound through the microphone. After the sound signal is received, the calibration system compares one or more physical parameters’ values measured from the sound signal with respective one or more predefined tolerance range values. Based on the comparison, the calibration system controls movement of the plunger of the horn through the electric actuator for calibrating the horn of the vehicle.

The foregoing summary is illustrative only and is not intended to be in any way limiting. In addition to the illustrative aspects, embodiments, and features described above, further aspects, embodiments, and features will become apparent by reference to the drawings and the following detailed description.

BRIEF DESCRIPTION OF THE ACCOMPANYING DRAWINGS
The novel features and characteristic of the disclosure are set forth in the appended claims. The disclosure itself, however, as well as a preferred mode of use, further objectives and advantages thereof, will best be understood by reference to the following detailed description of an illustrative embodiment when read in conjunction with the accompanying figures. One or more embodiments are now described, by way of example only, with reference to the accompanying figures wherein like reference numerals represent like elements and in which:

Fig. 1 shows a conventional method illustrating manual calibration of a horn of a vehicle, according to an existing art.

Fig.2 shows an exemplary architecture for calibrating a horn configured in a vehicle in accordance with some embodiments of the present disclosure.

Fig.3a shows a block diagram of a calibration system for calibrating a horn configured in a vehicle in accordance with some embodiments of the present disclosure.

Fig.3b shows an exemplary scenario illustrating calibration of a twin tone disc horn configured in a manual driving car in accordance with some embodiments of the present disclosure.

Fig.4 shows a flow chart illustrating a method for calibrating a horn configured in a vehicle in accordance with some embodiments of the present disclosure.

The figures depict embodiments of the disclosure for purposes of illustration only. One skilled in the art will readily recognize from the following description that alternative embodiments of the system and method illustrated herein may be employed without departing from the principles of the disclosure described herein.

DETAILED DESCRIPTION
In the present document, the word "exemplary" is used herein to mean "serving as an example, instance, or illustration." Any embodiment or implementation of the present subject matter described herein as "exemplary" is not necessarily to be construed as preferred or advantageous over other embodiments.

While the disclosure is susceptible to various modifications and alternative forms, specific embodiment thereof has been shown by way of example in the drawings and will be described in detail below. It should be understood, however that it is not intended to limit the disclosure to the specific forms disclosed, but on the contrary, the disclosure is to cover all modifications, equivalents, and alternative falling within the scope of the disclosure.

The terms “comprises”, “comprising”, “includes”, “including” or any other variations thereof, are intended to cover a non-exclusive inclusion, such that a setup, device, or method that comprises a list of components or steps does not include only those components or steps but may include other components or steps not expressly listed or inherent to such setup or device or method. In other words, one or more elements in a system or apparatus proceeded by “comprises… a” does not, without more constraints, preclude the existence of other elements or additional elements in the system or method.

Embodiments of the present disclosure may relate to a method and a calibration system for calibrating a horn configured in a vehicle and the vehicle thereof. The calibration system performs self-calibration of the horn based on user request by automatically controlling movement of a plunger of the horn through an electric actuator. Consequently, auto-adjustment of an air gap between the plunger and an electromagnet of the horn is performed according to the movement of the plunger. The calibration system minimizes manual intervention required to perform the calibration of the plunger as well as reduces user’s reliance on a mechanic for restoring original sound quality of the horn, which is time saving and economical. Further, the calibration system enables a user associated with the vehicle to perform calibration of the horn without interrupting driving of the vehicle, thereby improving user experience.

Further, the calibration system drives the electric actuator based on a correction signal, which is generated utilizing a predefined table, after measuring one or more physical parameters’ values from a sound signal associated with a horn sound, which reduces number iterations required to perform the calibration and power consumption to restore the original sound quality. Further, the calibration system controls the movement of the plunger until one or more calibrated physical parameters’ values measured from a next sound signal associated with a next generated sound lie within respective one or more reference range values. This ensures accurate restoration of the sound quality with respect to standardized reference values.

Further, the calibration system generates an instruction for replacing the horn to the user when the one or more physical parameters’ values exceed the respective one or more predefined tolerance values. Thus, the calibration system provides an early indication or notification to the user to replace an old horn with a new horn instead of unnecessarily trying to calibrate the old horn, which is unserviceable. This saves time required to resolve an issue associated with the horn to restore an original sound quality as well as improves user experience.

Fig.2 shows an exemplary architecture for calibrating a horn configured in a vehicle in accordance with some embodiments of the present disclosure.

As shown in Fig.2, the architecture 200 may include a vehicle 201, and a user 203 associated with the vehicle 201. The vehicle 201 may include, but not limited to a heavy vehicle, and a light vehicle. The vehicle 201 may be a manual vehicle, or a self-driving vehicle. Considering automation in driving, the vehicle 201 may be categorized into one of ‘Level 0’ (no automation), ‘Level 1’ (driver assistance), ‘Level 2’ (partial automation), ‘Level 3’ (conditional automation), ‘Level 4’ (high automation), and ‘Level 5’ (full automation). Further, the user 203 may be a driver driving the manual vehicle or a passenger sitting inside the self-driving vehicle.

In an embodiment, the vehicle 201 may comprise a horn 101, a microphone 209, an electric actuator 211, and a calibration system 205. The horn 101 may comprise one or more horn members. Each of the one or more horn members may be an electric horn, in which an electromagnet 103 is magnetized and demagnetized to induce vibration of a diaphragm 115 for generating sound. The one or more horn members may be configured to generate one or more sounds of different frequencies. As an example, the horn 101 may include, but not limited to a twin tone disc horn, which may comprise a low tone horn member and a high tone horn member. The low tone horn member may generate sound of lower frequency, which may be better heard at a closer distance. The high tone horn member may generate sound of higher frequency, which may be heard at a larger distance. Thus, when used in a combined manner, the two horn members may maximize sound area coverage to ensure better safety.

Further, in the vehicle 201, the microphone 209 may be installed in a vicinity of the horn 101 for detecting a sound signal associated with the generated sound (also referred as horn sound herein). As an example, the microphone 209 may be installed at a front bumper of the vehicle 201. In the vehicle 201, the electric actuator 211 may move a plunger 105 of the horn 101. The electric actuator 211 may include, but not limited to, a Pulse Width Modulation (PWM) motor. Further, the calibration system 205 may be communicatively coupled with the horn 101 through a horn switch controller 207. The calibration system 205 may also be communicatively coupled with the microphone 209, and the electric actuator 211. As an example, the calibration system 205 may include, but not limited to, an infotainment system configured in the vehicle 201.

In an embodiment, the calibration system 205 may receive a calibration request from the user 203 associated with the vehicle 201 for calibrating the horn 101. The user 203 may provide the calibration request through a user interface associated with the calibration system 205. The user interface may include, but not limited to, a menu-driven interface, a Graphical User Interface (GUI) and a natural language interface. Upon receiving the calibration request from the user 203, the calibration system 205 may determine whether the vehicle 201 is in a stationary state based on at least one of, an ignition state of an engine of the vehicle 201, a state associated with one or more doors of the vehicle 201 and a vehicle movement state. The calibration system 205 may receive information related to the aforesaid states from a Body Control Module (BCM) (not shown in figure) of the vehicle 201 over a Controller Area Network (CAN) bus. The ignition state of the engine may be ‘ON’ or ‘OFF’. The state associated with the one or more doors may be ‘open’ or ‘closed’. The vehicle movement state may be ‘stopped’ or ‘running’. As an example, when the ignition state of the engine is ‘ON’, the state associated with the one or more doors is ‘closed’, and the vehicle movement state is ‘stopped’, the calibration system 205 may determine that the vehicle 201 is in a stationary state. The calibration system 205 may use this or any other signal from the BMC system which may be used to indicate vehicle stop state. The disclosure covers few examples however it may not be limited to these examples.

In an embodiment, the calibration system 205 may generate a test signal to trigger the horn 101 to generate the sound. Particularly, the calibration system 205 may generate the test signal upon determining that the vehicle 201 is in the stationary state. Thereafter, based on the test signal, the calibration system 205 may automatically trigger the one or more horn members associated with the horn 101 through the horn switch controller 207. The calibration system 205 may trigger the one or more horn members for one or more predefined time periods through the horn switch controller 207 utilizing a pre-calibrated timer (not shown in figure). As an example, the calibration system 205 may trigger the one or more horn members for 0.5 second, 1 second, and 1.5 seconds one after other to ensure that the horn 101 configured in the vehicle 201 is calibrated for all usage patterns. Upon triggering, the one or more horn members may generate the one or more sounds of different frequencies.

In an alternative embodiment, the calibration system 205 may provide an instruction to the user 203 for manually pressing the horn 101 of the vehicle 201. May be for one or more predefined time periods. This is upon determining that the vehicle 201 is in the stationary state. The calibration system 205 may provide the instruction to the user 203 on a display screen (not shown in figure) associated with the calibration system 205. When the user 203 manually presses the horn 101 in response to the instruction, the one or more horn members may generate the one or more sounds of different frequencies.

In an embodiment, the calibration system 205 may receive the sound signal associated with the generated sound through the microphone 209. The calibration system 205 may activate the microphone 209, which is installed in the vicinity of the horn 101. Upon activation, the microphone 209 may detect the sound signal associated with the generated sound. Further, a Low Pass Filter (LPF) (not shown in figure) and a noise filter (not shown in figure) in the microphone 209 may process the detected sound signal. Particularly, the low pass filter may cancel a noise having a high band frequency contained in the sound signal. Further, the noise filter may eliminate unwanted noise such as environmental noise from the sound signal. After noise removal, the calibration system 205 may receive the processed sound signal.

In an embodiment, the calibration system 205 may compare one or more physical parameters’ values measured from the sound signal with respective one or more predefined tolerance range values. The calibration system 205 may perform the comparison to determine whether calibration of the horn 101 is possible or not. Particularly, upon receiving the processed sound signal, the calibration system 205 may measure the one or more physical parameters’ values from the received sound signal. The one or more physical parameters’ values may comprise one or more frequency values and an amplitude value. Further, the calibration system 205 may determine whether the one or more physical parameters’ values exceed the respective one or more predefined tolerance range values. The calibration system 205 may generate an instruction for replacing the horn 101 when the one or more physical parameters’ values exceed the respective one or more predefined tolerance range values. The calibration system 205 may provide the generated instruction to the user 203 on the display screen. The instruction for replacing the horn 101 may notify the user 203 that the calibration of the horn 101 is not possible. Responsive to the instruction, the user 203 may take necessary action for replacing the old horn with a new one to attain a requisite sound quality.

In an embodiment, the calibration system 205 may control movement of the plunger 105 of the horn 101 through the electric actuator 211 for calibrating the horn 101 of the vehicle 201 based on the comparison. Particularly, the calibration system 205 may generate a correction signal when the one or more physical parameters’ values are within the respective one or more predefined tolerance range values. The calibration system 205 may generate the correction signal based on the one or more predefined time periods, and one or more adjustable range values associated with the one or more physical parameters’ values. The calibration system 205 may generate the correction signal of a predefined duty cycle utilizing a predefined table. As an example, the correction signal may be a Pulse Width Modulation (PWM) signal. Further, the calibration system 205 may drive the electric actuator 211 based on the correction signal. The electric actuator 211 may move the plunger 105 of the horn 101 based on the correction signal. Accordingly, an air gap 107 between the plunger 105 and the electromagnet 103 may be adjusted to produce a requisite sound quality.

The calibration system 205 may control the movement of the plunger 105 until one or more calibrated physical parameters’ values measured from a next sound signal associated with a next generated sound lie within respective one or more reference range values. Particularly, upon moving the plunger 105 of the horn 101, the calibration system 205 may further determine whether the vehicle 201 is in the stationary state, and may again generate the test signal to trigger the horn 101 to generate a next sound. Further, the calibration system 205 may receive the next sound signal associated with the next generated sound through the microphone 209. The calibration system 205 may compare the calibrated one or more physical parameters’ values measured from the next sound signal with the respective one or more predefined tolerance range values. Thereafter, the calibration system 205 may again control the movement of the plunger 105 through the electric actuator 211 based on the comparison. Thus, the calibration system 205 may iteratively perform the aforesaid steps until the one or more calibrated physical parameters’ values lie within the respective one or more reference range values.

Further, the calibration system 205 may generate at least one of, an audio alert and a visual alert to the user 203 when the one or more calibrated physical parameters’ values measured from the next sound signal associated with the next generated sound lie within the respective one or more reference range values. The calibration system 205 may send the at least one of, the audio alert and the visual alert to a speaker (not shown in figure) associated with the calibration system 205 and the display screen, respectively over the CAN bus. The calibration system 205 may generate the at least one of, an audio alert and a visual alert for indicating the user 203 regarding successful completion of calibrating the horn 101 and attaining the requisite sound quality.

Fig.3a shows a block diagram of a calibration system for calibrating a horn configured in a vehicle in accordance with some embodiments of the present disclosure.

In some implementations, the calibration system 205 may include an I/O interface 301 and an Electronic Control Unit (ECU) 303. The I/O interface 301 may be communicatively coupled to the BCM, the horn switch controller 207, the microphone 209, and the electric actuator 211. The I/O interface 301 may be configured to receive a calibration request from a user 203, and send to the ECU 303. The I/O interface 301 may be configured to receive an ignition state of an engine of the vehicle 201, a state associated with one or more doors of the vehicle 201 and a vehicle movement state from the BCM. The I/O interface 301 may also be configured to send a test signal to the horn switch controller 207. The I/O interface 301 may be configured to send a trigger signal to the microphone 209, and receive a sound signal from the microphone 209. The I/O interface 301 may be configured to send a PWM signal to the electric actuator 211. The I/O interface 301 may also be configured to receive at least one of, one or more instructions and one or more alerts from the ECU 303 for providing to the user 203.

In some implementations, the ECU 303 may include a processor 305, a memory 307, and modules 308. The processor 305 may be configured to receive the calibration request, the ignition state, the state associated with one or more doors, the vehicle movement state, and the sound signal through the I/O interface 301. As an example, the ECU 303 may include an infotainment ECU configured in the vehicle 201. Further, the processor 305 may retrieve data from the memory 307 and interact with the modules 308 to perform sound signal analysis and control the movement of a plunger 105 of the horn 101 for calibrating the horn 101 of the vehicle 201. The processor 305 may further generate at least one of, the one or more instructions and the one or more alerts to the user 203.

In the ECU 303, the memory 307 may store data received through the I/O interface 301, data processed by the processor 305, and modules 308. In one embodiment, the data may include request data, state data, sound data, physical parameters data, a predefined table, comparison data, instruction data, alert data, and other data. The request data may store the calibration request received from the user 203. The state data may store stationary state determination results, and the ignition state, the state associated with the one or more doors of the vehicle 201 and the vehicle movement state received from the BCM. The sound data may store the sound signal received from the microphone 209. The physical parameters data may store the physical parameters’ values measured from the received sound signal. As an example, the physical parameters data may store the frequency values and the amplitude values measured from the received sound signal. For each of the one or more predefined time periods, the predefined table may store the one or more predefined tolerance range values, the one or more adjustable range values, the one or more reference range values, and one or more duty cycle percentages for the correction signal to be generated. The comparison data may store (i) results of comparison between the one or more physical parameters’ values and the respective one or more predefined tolerance range values, and (ii) results of comparison between the one or more calibrated physical parameters’ values and the respective one or more reference range values. The instruction data may store instructions for replacing the horn 101, and manually pressing the horn 101. The alert data may store the audio alert and the visual alert associated with successful completion of calibrating the horn 101. Further, the other data may store data including temporary data generated by the processor 305, and the modules 308 for performing the various functions of the ECU 303.

In some embodiments, the data stored in the memory 307 may be processed by the modules 308 of the ECU 303. In an example, the modules 308 may be communicatively coupled to the processor 305 configured in the ECU 303. The modules 308 may be present outside the memory 307 and implemented as separate hardware. As used herein, the term modules 308 may refer to an Application Specific Integrated Circuit (ASIC), an electronic circuit, and memory that execute one or more software or firmware programs, a combinational logic circuit, and/or other suitable components that provide the described functionality.

In some embodiments, the modules 308 may include, for example, a receiving module 309, a determination module 311, a signal generation module 313, an instruction generation module 315, a measurement module 317, a comparison module 319, a movement control module 321, an alert generation module 323, and other modules 325. The other modules 325 may be used to perform various miscellaneous functionalities of the ECU 303. It will be appreciated that aforementioned modules 308 may be represented as a single module or a combination of different modules. Furthermore, a person of ordinary skill in the art will appreciate that in an implementation, the one or more modules may be stored in the memory 307, without limiting the scope of the disclosure. The said modules 308 when configured with the functionality defined in the present disclosure will result in a novel hardware.

In an embodiment, the receiving module 309 may receive the calibration request from the user 203 associated with the vehicle 201 through the I/O interface 301 for calibrating the horn 101 of the vehicle 201. Upon receiving the calibration request, the receiving module 309 may send an activation signal to the determination module 311 for determining whether the vehicle 201 is in the stationary state or not. In an embodiment, the receiving module 309 may receive sound signal associated with the horn sound through the microphone 209. Particularly, upon receiving an activation signal from the signal generation module 313, the receiving module 309 may receive the sound signal from the microphone 209, and send to the measurement module 317 for further processing.

In an embodiment, the determination module 311 may determine whether the vehicle 201 is in a stationary state. Particularly, the determination module 311 may receive the activation signal from the receiving module 309 once the calibration request is received from the user 203, or may receive the activation signal from the movement control module 321 after the movement of the plunger 105 of the horn 101 is controlled. Upon receiving the activation signal, the determination module 311 may start receiving the ignition state of the engine of the vehicle 201, the state associated with the one or more doors of the vehicle 201 and the vehicle movement state from the BCM through the I/O interface 301, until the stationary state of the vehicle 201 is determined. The determination module 311 may determine whether the ignition state of the engine is ‘ON’ or ‘OFF’, the state associated with the one or more doors is ‘open’ or ‘closed’, the vehicle movement state may be ‘stopped’ or ‘running’. When the ignition state of the engine is ‘ON’, the state associated with the one or more doors is ‘closed’, and the vehicle movement state is ‘stopped’, the determination module 311 may determine that the vehicle 201 is in the stationary state. Further, the determination module 311 may send an activation signal to one of the signal generation module 313, and the instruction generation module 315 based on preset configuration settings, for generating sound by the horn 101.

In an embodiment, the signal generation module 313 may generate the test signal to trigger the horn 101. Particularly, upon receiving the activation signal from the determination module 311, the signal generation module 313 may generate the test signal. Further, the signal generation module 313 may send the test signal to the horn switch controller 207. Concurrently, the signal generation module 313 may send an activation signal to the microphone 209. The signal generation module 313 may also send the activation signal to the receiving module 309. In the vehicle 201, the horn switch controller 207 may trigger the horn 101 for one or more predefined time periods utilizing a pre-calibrated timer, upon receiving the test signal from the signal generation module 313. Upon triggering, the horn 101 may generate sound. Further, the microphone 209 may detect the sound signal by converting patterns of air pressure associated with the horn sound into an electric current upon receiving the activation signal from the signal generation module 313. A low pass filter and a noise filter in the microphone 209 may further process the sound signal prior to sending to the receiving module 309.

In an alternative embodiment, the instruction generation module 315 may generate an instruction to the user 203 for manually pressing the horn 101 of the vehicle 201. Particularly, upon receiving the activation signal from the determination module 311, the instruction generation module 315 may generate the instruction for manually pressing the horn 101 of the vehicle 201, and may provide the instruction to the user 203 through the I/O interface 301. In an embodiment, the instruction generation module 315 may generate an instruction for replacing the horn 101 to the user 203 when the one or more physical parameters’ values exceed the respective one or more predefined tolerance range values. Particularly, upon receiving the activation signal from the comparison module 319, the instruction generation module 315 may generate the instruction for replacing the horn 101, and may provide the instruction to the user 203 through the I/O interface 301 indicating that calibration of the horn 101 is not possible.

In an embodiment, the measurement module 317 may measure one or more physical parameters’ values of the sound signal. The one or more physical parameters’ values may comprise one or more frequency values and an amplitude value. Particularly, the measurement module 317 may receive the sound signal associated with the horn sound from the receiving module 309. Thereafter, the measurement module 317 may measure the one or more frequency values and the amplitude value of the received sound signal and send to the comparison module 319 for further processing.

In an embodiment, the comparison module 319 may compare the one or more physical parameters’ values measured from the sound signal with the respective one or more predefined tolerance range values. Particularly, the comparison module 319 may receive the one or more frequency values and the amplitude value of the sound signal from the measurement module 317. Further, the comparison module 319 may retrieve one or more predefined frequency tolerance range values and a predefined amplitude tolerance range value from the memory 307. Thereafter, the comparison module 319 may verify whether the measured one or more frequency values and the measured amplitude value exceed the one or more predefined frequency tolerance range values and the predefined amplitude tolerance range value to determine whether calibration of the horn 101 is possible or not. Further, the comparison module 319 may send an activation signal to the instruction generation module 315 when the measured one or more frequency values and the measured amplitude value exceed the one or more predefined frequency tolerance range values and the predefined amplitude tolerance range value. The comparison module 319 may send an activation signal and the measured one or more frequency values and the measured amplitude value to the movement control module 321 when the measured one or more frequency values and the measured amplitude value are within the one or more predefined frequency tolerance range values and the predefined amplitude tolerance range value.

In an embodiment, after the movement of the plunger 105 of the horn 101 is controlled, the comparison module 319 may determine whether the one or more calibrated physical parameters’ values lie within the respective one or more reference range values. The one or more calibrated physical parameters’ values may be measured from a next sound signal by the measurement module 317. The next sound signal may be associated with a next sound generated by the horn 101 after the movement of the plunger 105 of the horn 101 is controlled. When the one or more calibrated physical parameters’ values lie within the respective one or more reference range values, the comparison module 319 may send an activation signal to the alert generation module 323. Alternatively, the comparison module 319 may send the activation signal and the one or more calibrated physical parameters’ values to the movement control module 321 for further movement of the plunger 105.

In an embodiment, the movement control module 321 may control movement of the plunger 105 of the horn 101 based on the comparison. The movement control module 321 may generate a correction signal when the one or more physical parameters’ values are within the respective one or more predefined tolerance range values. Particularly, the movement control module 321 may receive the activation signal, and the measured one or more frequency values and the measured amplitude value from the comparison module 319. Thereafter, the movement control module 321 may retrieve the predefine table from the memory 307. The movement control module 321 may determine the one or more predefined time periods for which the horn 101 is triggered. Utilizing the predefine table, the movement control module 321 may determine a plurality of adjustable frequency range values, and a plurality of adjustable amplitude range values corresponding to the one or more predefined time periods. Thereafter, the movement control module 321 may identify one or more adjustable frequency range values from the plurality of adjustable frequency range values, and an amplitude range values from the plurality of adjustable amplitude range values based on the one or more physical parameters’ values. Further, the movement control module 321 may determine a duty cycle percentage for the correction signal based on the one or more predefined time periods and the one or more adjustable range values utilizing the predefined table. Based on the determined duty cycle percentage, the movement control module 321 may generate the correction signal, and send to the electric actuator 211 through the I/O interface 301. Further, the electric actuator 211 may control the movement of the plunger 105 of the horn 101 based on the correction signal. After completing the movement of the plunger 105 based on the correction signal, the movement control module 321 may send an activation signal to the determination module 311 to determine whether the vehicle 201 is in the stationary state.

In the ECU 303, the determination module 311, the signal generation module 313, the instruction generation module 315, the measurement module 317, the comparison module 319, the control module, and the movement control module 321 may repeat performing one or more foregoing functions for generating the test signal to trigger the horn 101 to generate a next sound, receiving a next sound signal associated with the next generated sound through the microphone 209, and comparing one or more calibrated physical parameters’ values measured from the next sound signal with the respective one or more predefined tolerance range values. The aforementioned steps may be repeated to control the movement of the plunger 105 of the horn 101 until the one or more calibrated physical parameters’ values lie within the respective one or more reference range values.

In an embodiment, the alert generation module 323 may generate at least one of, an audio alert and a visual alert for indicating the user 203 regarding successful completion of calibrating the horn 101. Particularly, the alert generation module 323 may receive the activation signal from the comparison module 319, when the one or more calibrated physical parameters’ values measured from the next sound signal associated with the next generated sound lie within the respective one or more reference range values. The alert generation module 323 may send the audio alert to a speaker through the I/O interface 301. The audio alert may comprise one of, a predefined sound, and a predefined voice message. Further, the alert generation module 323 may send the visual alert to the display screen through the I/O interface 301.

Example illustrations
Fig.3b shows an exemplary scenario illustrating calibration of a twin tone disc horn configured in a manual driving car in accordance with some embodiments of the present disclosure.

In an example, a user 203 may drive the manual driving car 201, in which the twin tone disc horn 101 may be configured to generate the sound, as illustrated in Fig.3b. The twin tone disc horn 101 may comprise a low tone horn member for generating sound of lower frequency, and a high tone horn member for generating sound of higher frequency. While driving, the user 203 may feel necessity to calibrate the twin tone disc horn 101 to attain requisite sound quality. Instead of going to workshop and waiting for mechanic 121 to repair the twin tone disc horn 101, which is time consuming, the user 203 may select a horn calibration button provided in a user interface of the infotainment system 205 for calibrating the twin tone disc horn 101. Upon selection of the horn calibration button by the user 203, the infotainment system 205 may receive a calibration request. Further, the infotainment system 205 may receive an ignition state of a car 201 engine as ‘ON’, a state associated with car doors as ‘closed’, and a vehicle movement state as ‘running’ from a BCM 327 of the car 201 over a CAN bus. Based on the aforesaid state information, the infotainment system 205 may determine that the vehicle 201 is in a dynamic state. The infotainment system 205 may continue to receive the aforesaid state information from the BCM 327. After some instant of time, the infotainment system 205 may receive the ignition state as ‘ON’, the state associated with the car doors as ‘closed’, and the vehicle movement state as ‘stopped’ from the BCM 327. Based on the aforesaid state information, the infotainment system 205 may determine that the vehicle 201 is in a stationary state.

Further, the infotainment system 205 may generate a test signal upon determining that the vehicle 201 is in the stationary state. The infotainment system 205 may send the test signal to a horn switch controller 207 over the CAN bus. The horn switch controller 207 may trigger the high tone horn member and the low tone horn member of the twin tone disc horn 101 for 0.5 second utilizing a pre-calibrated timer. Upon triggering, the high tone horn member and the low tone horn member may generate a sequence of sounds comprising the sound of the higher frequency and the sound of the lower frequency.

The infotainment system 205 may also activate the microphone 209 to detect the sound signal associated with the sequence of sounds. Further, a Low Pass Filter (LPF) 331 may cancel a noise having a high band frequency contained in the sound signal, and a noise filter 333 may eliminate unwanted noise from the sound signal. After noise removal, the infotainment system 205 may receive the processed sound signal. As an example, the infotainment system 205 may measure a high tone frequency as 570 Hz, a low tone frequency as 450 Hz and an amplitude as 84 dB from the sound signal. The infotainment system 205 may compare the measured values with respective predefined tolerance range values. As an example, the predefined tolerance range values for the high tone frequency, the low tone frequency and the amplitude may be 590-470 Hz, 490-370 Hz, and 80-115 dB, respectively. The infotainment system 205 may determine that measured values such as 570 Hz, 450 Hz and 84 dB, are within the predefined tolerance range values such as 590-470 Hz, 490-370 Hz, and 80-115 dB, respectively. Further, the infotainment system 205 may determine that, for 0.5 second of horn trigger period, the measured values 570 Hz, 450 Hz, and 84 dB fall within a first adjustable range values 530-590 Hz, 430-490, and 80-90 dB, respectively. Utilizing the predefined table, as illustrated in Table 1, the infotainment system 205 may generate a PWM signal of 50% duty cycle to drive a PWM motor 211. Further, the PWM motor 211 may control linear movement of plungers of the high tone horn member and the low tone horn member based on the PWM signal of 50% duty cycle.

After controlling the linear movement of plungers, the infotainment system 205 may further determine that the vehicle 201 is in the stationary state, and again generate the test signal to trigger the high tone horn member and the low tone horn member for 0.5 second to generate a next sequence of sounds. Further, the infotainment system 205 may receive a next sound signal associated with the next sequence of sounds, and may measure the high tone frequency as 510 Hz, the low tone frequency as 410 Hz and the amplitude as 94 dB from the next sound signal. Further, the infotainment system 205 may determine that the calibrated values such as 510 Hz, 410 Hz and 94 dB do not lie within respective reference range values such as 410-470 Hz, 310-370 Hz and 105-115 dB, respectively. Further, the infotainment system 205 may determine that, for 0.5 second of the horn trigger period, the measured values 510 Hz, 410 Hz, and 94 dB fall within a second adjustable range values 470-530 Hz, 370-430 Hz, and 90-100 dB, respectively. Accordingly, the infotainment system 205 may generate a PWM signal of 25% duty cycle to drive the PWM motor 211 utilizing the predefined table, as illustrated in Table 1. Based on the PWM signal of 25% duty cycle, the PWM motor 211 may control linear movement of plungers of the high tone horn member and the low tone horn member.

Table 1
Horn trigger period High frequency range values
(In Hz) Low frequency range values
(In Hz) Amplitude range values
(In dB) Duty cycle for PWM signal
(In percentages)
0.5 second 530-590 430-490 80-90 50
470-530 370-430 90-100 25
410-470 310-370 105-115 0
1 second 530-590 430-490 80-90 75
470-530 370-430 90-100 50
410-470 310-370 105-115 0
1.5 seconds 530-590 430-490 80-90 100
470-530 370-430 90-100 75
410-470 310-370 105-115 0

In a subsequent iteration, the infotainment system 205 may measure the high tone frequency as 450 Hz, the low tone frequency as 350 Hz and the amplitude as 109 dB from another next sound signal. Further, the infotainment system 205 may determine that the calibrated values such as 450 Hz, 350 Hz and 109 dB lie within respective reference range values 410-470 Hz, 310-370 Hz and 105-115 dB, respectively. Upon determining this, the infotainment system 205 may stop controlling the movement of the plungers and provide a beep sound through a speaker 329, and a green tick mark on a display screen to the user 203 indicating successful completion of the calibration.

In another example, the infotainment system 205 may iteratively calibrate the low tone horn member and the high tone horn member of the twin tone disc horn 101 taking into account 0.5 second, 1 second and 1.5 seconds of horn trigger period one after the other. Such calibration process may be performed to ensure that the twin tone disc horn 101 is accurately calibrated for all usage patterns, and the calibrated high tone frequency value, the low tone frequency value and the amplitude value fall within respective reference range values.

In another example, the infotainment system 205 may measure the high tone frequency as 615 Hz, the low tone frequency as 525 Hz and the amplitude as 72 dB from the sound signal. The infotainment system 205 may compare the measured values 615 Hz, 525 Hz, and 72 dB with respective predefined tolerance range values 590-470 Hz, 490-370 Hz, and 80-115 dB, respectively. The infotainment system 205 may determine that measured values fall beyond the predefined frequency tolerance range values. Accordingly, the infotainment system 205 may provide an instruction to the user 203 for replacing the twin tone disc horn 101 of the car 201. It will be understood that the aforesaid examples and values thereof in this specification are for purposes of illustration only, and are not to be construed in a limiting sense.

Fig. 4 shows a flow chart illustrating a method for calibrating a horn configured in a vehicle in accordance with some embodiments of the present disclosure.

As shown in Fig. 4, the method 400 includes one or more blocks illustrating a method for calibrating a horn 101 configured in a vehicle 201. The order in which the method 400 is described is not intended to be construed as a limitation, and any number of the described method blocks can be combined in any order to implement the method. Additionally, individual blocks may be deleted from the methods without departing from the spirit and scope of the subject matter described herein. Furthermore, the method can be implemented in any suitable hardware, software, firmware, or combination thereof.

At block 401, the method may include receiving, by a calibration system 205, a calibration request from a user 203 associated with the vehicle 201 for calibrating the horn 101. Upon receiving the calibration request, whether the vehicle 201 is in a stationary state may be determined based on at least one of, an ignition state of an engine of the vehicle 201, a state associated with one or more doors of the vehicle 201 and a vehicle movement state.

At block 403, the method may include generating, by the calibration system 205, a test signal to trigger the horn 101 to generate sound. Particularly, upon determining that the vehicle 201 is in the stationary state, the test signal may be generated. Further, one or more horn members associated with the horn 101 may be triggered based on the test signal through a horn switch controller 207. The one or more horn members may be triggered for one or more predefined time periods based on the test signal. Upon triggering, one or more sounds of different frequencies may be generated by the one or more horn members. Alternatively, an instruction may be provided to the user 203 for manually pressing the horn 101 of the vehicle 201.

At block 405, the method may include receiving, by the calibration system 205, a sound signal associated with the generated sound through a microphone 209. Particularly, the microphone 209 may be activated to detect the sound signal associated with the generated sound. The microphone 209 may be installed in a vicinity of the horn 101. The sound signal detected by the microphone 209 may be processed utilizing a low pass filter 331 and a noise filter 333 in the microphone 209. Further, the processed sound signal may be received by the calibration system 205.

At block 407, the method may include comparing, by the calibration system 205, one or more physical parameters’ values measured from the sound signal with respective one or more predefined tolerance range values. The one or more physical parameters’ values may comprise one or more frequency values and an amplitude value determined from the sound signal. Particularly, upon receiving the processed sound signal, the one or more physical parameters’ values may be measured from the sound signal. Further, the one or more physical parameters’ values may be compared with the respective one or more predefined tolerance range values to determine whether calibration of the horn 101 is possible or not. When the one or more physical parameters’ values exceed the respective one or more predefined tolerance range values, an instruction may be generated. The instruction may indicate the user 203 to replace the horn 101 of the vehicle 201 as the calibration of the horn 101 is not possible.

At block 409, the method may include controlling, by the calibration system 205, movement of a plunger 105 of the horn 101 for calibrating the horn 101 of the vehicle 201 based on the comparison. Particularly, a correction signal may be generated when the one or more physical parameters’ values are within the respective one or more predefined tolerance range values. The correction signal is generated based on the one or more predefined time periods, one or more adjustable range values associated with the one or more physical parameters’ values utilizing a predefined table. Based on the correction signal, an electric actuator 211 may be driven. Further, the movement of the plunger 105 of the horn 101 may be controlled based on the correction signal. The movement of the plunger 105 may be controlled until one or more calibrated physical parameters’ values measured from a next sound signal associated with a next generated sound lie within respective one or more reference range values. When the one or more calibrated physical parameters’ values measured from the next sound signal associated with the next generated sound lie within the respective one or more reference range values, at least one of, an audio alert and a visual alert may be generated for indicating successful completion of calibrating the horn 101.

Advantages of the embodiment of the present disclosure are illustrated herein.
In an embodiment, the present disclosure provides a method and a calibration system for automatically calibrating a horn configured in a vehicle.

In an embodiment, the present disclosure provides a calibration system which enables auto-adjustment of an air gap between a plunger and an electromagnet of the horn by controlling movement of the plunger of the horn through an electric actuator. This reduces manual intervention. time and cost associated with performing calibration of the horn.

In an embodiment, the present disclosure provides a calibration system which ensures accuracy in restoration of sound quality with respect to standardized reference values.

In an embodiment, the present disclosure provides a calibration system which provides an early indication or notification to the user to replace an old horn with a new horn instead of unnecessarily trying to calibrate the old horn, which is unserviceable. This further reduces time and power consumption associated with self-calibration of the horn of the vehicle.

The terms "an embodiment", "embodiment", "embodiments", "the embodiment", "the embodiments", "one or more embodiments", "some embodiments", and "one embodiment" mean "one or more (but not all) embodiments of the invention(s)" unless expressly specified otherwise.

The terms "including", "comprising", “having” and variations thereof mean "including but not limited to", unless expressly specified otherwise. The enumerated listing of items does not imply that any or all the items are mutually exclusive, unless expressly specified otherwise.

The terms "a", "an" and "the" mean "one or more", unless expressly specified otherwise.
A description of an embodiment with several components in communication with each other does not imply that all such components are required. On the contrary, a variety of optional components are described to illustrate the wide variety of possible embodiments of the invention.

When a single device or article is described herein, it will be clear that more than one device/article (whether they cooperate) may be used in place of a single device/article. Similarly, where more than one device or article is described herein (whether they cooperate), it will be clear that a single device/article may be used in place of the more than one device or article or a different number of devices/articles may be used instead of the shown number of devices or programs. The functionality and/or the features of a device may be alternatively embodied by one or more other devices which are not explicitly described as having such functionality/features. Thus, other embodiments of the invention need not include the device itself.

Finally, the language used in the specification has been principally selected for readability and instructional purposes, and it may not have been selected to delineate or circumscribe the inventive subject matter. It is therefore intended that the scope of the invention be limited not by this detailed description, but rather by any claims that issue on an application based here on. Accordingly, the embodiments of the present invention are intended to be illustrative, but not limiting, of the scope of the invention, which is set forth in the following claims.

While various aspects and embodiments have been disclosed herein, other aspects and embodiments will be apparent to those skilled in the art. The various aspects and embodiments disclosed herein are for purposes of illustration and are not intended to be limiting, with the true scope and spirit being indicated by the following claims.

Referral Numerals:

Reference Number Description
101 Horn
103 Electromagnet
105 Plunger
107 Air gap
109 Contact plates
111 Contact points
113 Contact breaker disk
115 Diaphragm
117 Screw
119 Tool
121 Mechanic
200 Architecture
201 Vehicle
203 User
205 Calibration system
207 Horn switch controller
209 Microphone
211 Electric actuator
301 I/O interface
303 Electronic Control Unit (ECU)
305 Processor
307 Memory
308 Modules
309 Receiving module
311 Determination module
313 Signal generation module
315 Instruction generation module
317 Measurement module
319 Comparison module
321 Movement control module
323 Alert generation module
325 Other modules
327 Body Control Module (BCM)
329 Speaker
331 Low Pass Filter (LPF)
333 Noise filter