Patent Publication Number: US-9840229-B2

Title: Methods and systems related to a remote tamper detection

Description:
CROSS-REFERENCE TO RELATED APPLICATIONS 
     This application is a continuation-in-part of U.S. application Ser. No. 14/637,000 titled “Methods and Systems Related to a Remote Tamper Detection,” filed Mar. 3, 2015, which is a continuation of U.S. application Ser. No. 13/828,832 titled “Methods and Systems Related to Remote Tamper Detection,” filed Mar. 14, 2013 (now U.S. Pat. No. 9,035,756), both of which are incorporated herein by reference as if reproduced in full below. 
    
    
     BACKGROUND 
     In some situations, it is desirable to track the location of an asset. A device may be coupled to the asset to communicate location information to an operations center. It may be beneficial for the device to include tamper detection capabilities in case someone tries to disable or remove the device. 
    
    
     
       BRIEF DESCRIPTION OF THE DRAWINGS 
       For a detailed description of exemplary embodiments, reference will now be made to the accompanying drawings in which: 
         FIG. 1  shows, in block diagram form, a system in accordance with at least some embodiments; 
         FIG. 2  shows, in block diagram form, a system in accordance with at least some embodiments; 
         FIG. 3  shows, in block diagram form, a system in accordance with at least some embodiments; 
         FIG. 4  shows, in block diagram form, a computer system in accordance with at least some embodiments; and 
         FIG. 5  shows a flow diagram depicting an overall method in accordance with at least some embodiments. 
         FIG. 6  shows a flow diagram depicting an overall method in accordance with at least some embodiments. 
         FIG. 7  shows a flow diagram depicting an overall method in accordance with at least some embodiments. 
     
    
    
     NOTATION AND NOMENCLATURE 
     Certain terms are used throughout the following description and claims to refer to particular system components. As one skilled in the art will appreciate, different companies may refer to a component and/or method by different names. This document does not intend to distinguish between components and/or methods that differ in name but not in function. 
     In the following discussion and in the claims, the terms “including” and “comprising” are used in an open-ended fashion, and thus should be interpreted to mean “including, but not limited to . . . .” Also, the term “couple” or “couples” is intended to mean either an indirect or direct connection. Thus, if a first device couples to a second device that connection may be through a direct connection or through an indirect connection via other devices and connections. 
     “Remote” shall mean one kilometer or more. 
     “Supercapacitor” shall mean one or more electrical components, either alone or in parallel having a capacitance density of at least 3.0 millifarads per cubic millimeter (mF/mm 3 ). 
     “Periodically,” in reference to sending a signal, shall mean a recurring action, but shall not require each action to occur at equal intervals of time. 
     DETAILED DESCRIPTION 
     The following discussion is directed to various embodiments of the invention. Although one or more of these embodiments may be preferred, the embodiments disclosed should not be interpreted, or otherwise used, as limiting the scope of the disclosure, including the claims. In addition, one skilled in the art will understand that the following description has broad application, and the discussion of any embodiment is meant only to be exemplary of that embodiment, and not intended to intimate that the scope of the disclosure, including the claims, is limited to that embodiment. 
     Various embodiments are directed to systems and methods of detecting tampering of at least one onboard device coupled to a vehicle. In particular, two devices installed within a vehicle are communicatively linked, and if the link is determined to have been improperly broken, alerts and/or actions are subsequently taken. The developmental context is detecting tampering with at least one onboard device used to aid in ensuring payment on a vehicle loan, and thus the specification will be based on the development context; however, the developmental context shall not be read as a limitation as to the applicability of the various embodiments, as the methods described herein may apply to other tamper detecting scenarios for other mobile and non-mobile assets. The specification first turns to a high level system overview. 
       FIG. 1  shows, in block diagram form, a system in accordance with at least some embodiments. In particular, the system comprises an operations center  100  communicatively coupled to a vehicle  114  by way of a wireless network  110 . The operations center  100  comprises a processor  102 . In some embodiments, the processor  102  may be a stand-alone computer system, or the processor may comprise a plurality of computer systems communicatively coupled and performing the functions of the operations center  100 , the functions discussed more thoroughly below. The processor  102  may couple to an administrative user interface  104 . The administrative user interface  104  may enable an administrative agent  106  to control or configure the operation of the system. 
     In one embodiment, in order to communicate with vehicle  114 , the operations center  100  may further comprise a network interface  108  communicatively coupled to the processor  102 . By way of the network interface  108 , the processor  102 , and any programs executing thereon, may communicate with vehicle  114 , such as by wireless network  110 . Wireless network  110  is illustrative of any suitable communications network, such as a cellular network, a Wireless Fidelity (Wi-Fi) network, satellite communication network, or other mechanism, or combinations of mechanisms, for transmitting information between the operations center  100  and the vehicle  114 . 
     In accordance with at least some embodiments, the operations center  100  is remotely located from the vehicle  114 . In some cases, the operations center  100  and vehicle  114  may be located within the same city or state. In other cases, the operations center  100  may be many hundreds or thousands of miles from vehicle  114 , and thus the illustrative wireless network  110  may span several different types of communication networks. 
     Still referring to  FIG. 1 , the system further comprises a vehicle  114  communicatively coupled to operations center  100  by way of the illustrative wireless network  110 . The vehicle  114  may comprise at least two onboard devices: illustrative onboard device  116  and illustrative onboard device  118 . 
     At least one, if not both, onboard devices may have location tracking capabilities and/or vehicle disablement capabilities. Tracking the location of the vehicle may be beneficial in many situations. In one example situation, a lending institution financing a vehicle purchase may be interested in the ability to track the vehicle in the event timely payments are not made on the loan. In particular, a driver purchases vehicle  114  by receiving financing from a financing institution (e.g., a bank, a dealership). The financing institution may request that onboard device  116  and/or  118  be installed within vehicle  114  to track the location of the vehicle and/or to disable the vehicle in the event of a non-payment. A driver who has not made a payment, or who is intending not to make a payment, and aware of the possibility of vehicle disablement or repossession may attempt to tamper with the disabling onboard device by removing it from the vehicle, or otherwise disconnecting it. In order to prevent the driver from tampering with the device and thus circumventing the locating tracking and/or disablement capabilities, onboard devices  116  and  118  are placed within different areas of vehicle  114 . For example, one onboard device may be located in an inconspicuous location, such as within an electrical compartment under the hood or within the luggage compartment, and the other onboard device may be located in a conspicuous location, such as under the dashboard of the vehicle. By placing the onboard devices in different locations, the driver may not be aware of a second device, or may have difficulty locating the second device. 
     In order to detect tampering, the onboard devices communicate with each other. In one embodiment, if one or both of the onboard devices detects there is no longer a communicative link between the devices, the lack of a signal may indicate tampering. For example, onboard device  116  may have the capability of sending onboard device  118  a communication related to operability. The onboard device  118  may have the capability of sending a return message to the onboard device  116  acknowledging receipt of the message of operability. In the alternative, onboard device  118  may send the message of operability, whereas onboard device  116  may send the message acknowledging receipt. Thus, onboard devices  116  and  118  have two-way communications capabilities with each other. 
     Upon receiving a message from the other onboard device, one or both of the onboard devices may take appropriate action, such as sending an alert of tampering, sending an indication of last known location, and/or disabling the vehicle. In order to more fully understand the methods and system associated with detecting tampering and taking subsequent action, the onboard devices will now be described in more detail. 
       FIG. 2  shows the overall system from  FIG. 1  combined with a more detailed depiction of example onboard device  116 . In particular, onboard device  116  is configured to couple to vehicle  114 . Onboard device  116  may be defined as a separately enclosed device both mechanically and electrically coupled to the vehicle  114  by way of connector  122 . That is, connector  122  may provide mechanical support that holds the onboard device  116  in place, and/or by way of the connector  122  the onboard device  116  may electrically couple to other components of the vehicle  114 . For example, connector  122  may enable coupling between onboard device  116  to the onboard diagnostic version two (“OBD-II”) port, thus giving onboard device  116  the ability to communicate with one or more components of the vehicle  114  such as the vehicle computer (not specifically shown), a starter solenoid relay connector, or fuel pump relay connector. 
     Onboard device  116  may comprise a computer system  200 . Although not specifically shown, the onboard device computer system  200  may comprise a processor, where the processor may communicate with subsystems of the vehicle over the connector  122 , such as a computer system (not specifically shown) of the vehicle  114 . The onboard device  116  configured to couple to the OBD-II port may also have the ability to read or determine data associated with the vehicle  114 , such as determining the identity of the vehicle (e.g., by reading the vehicle identification number, hereafter “VIN”), and may also have the ability to command the computer system of the vehicle to disable certain functions (e.g. starter circuit, spark ignition, fuel system) such that the vehicle  114  may be disabled at the command of the onboard device  116 , discussed in more detail below. 
     The onboard device  116  may further comprise a wireless network interface  202  coupled to the computer system  200 . By way of the wireless network interface  202 , programs executed by the computer system  200  may communicate with other devices. In particular, the wireless network interface  202  may be the interface through which onboard device  116  sends and receives signals of operability and communications to and from onboard device  118 . In some embodiments, the wireless network interface  202  enables the computer system  200  to communicate with operations center  100  by way of a wireless transmission through the wireless network  110 . 
     In addition to communications over the wireless network interface  202 , onboard device  116  may comprise a speaker  204  which broadcasts sounds received by a microphone coupled to onboard device  118  (discussed more below). The sounds may be alerts indicative of a loss of power or communication, and thus may be indicative of tampering between the devices. 
     Furthermore, onboard device  116  may comprise a disablement system  208  that can selectively disable the vehicle  114 . Disablement may take many forms. For example, the onboard device may disable the vehicle by any suitable technique, such as disabling the ability to crank the engine, disabling the spark ignition system, disabling the fuel pump relay, disabling by way of a starter interrupt, or a combination of disabling mechanisms. In other embodiments, the onboard device  116  may be a relay replacement device. For example, a starter relay is a device within a vehicle that, when activated, provides electrical current to the solenoid of the starter. In the event communication is lost with onboard device  118 , the onboard device  116  may not provide current to the solenoid in spite of a command to do so. Thus, connector  122  may be a relay connector. In yet still other cases, the onboard device  116  may be a relay replacement device for any system that could disable the vehicle (e.g., either prevents the motor from starting, or prevents the motor from continuing to operate). 
     In addition, onboard device  116  may disable vehicle  114  on command from the operations center  100 . In particular, the operations center may comprise disablement services described above, and at the request of any authorized entity (e.g., an administrative agent, a lending institution, a dealership), vehicle  114  may be disabled. Onboard device  118  will now be discussed in more detail with reference to  FIG. 3 . 
       FIG. 3  shows the overall system with a more detailed depiction of onboard device  118 . In particular, onboard device  118  is configured to couple to vehicle  114 . Like onboard device  116 , onboard device  118  is a separately enclosed device distinct from onboard device  116 . The onboard device  118  may be both mechanically and electrically coupled to the vehicle  114  by way of connector  124 . That is, connector  124  may provide mechanical support that holds the onboard device  118  in place, and/or by way of the connector  124  the onboard device  118  may electrically couple to other components of the vehicle  114 . For example, connector  122  may enable coupling between onboard device  118  to the OBD-II port, thus giving onboard device  118  the ability to communicate with one or more components of the vehicle  114  such as the vehicle computer (not specifically shown). 
     In one embodiment, the onboard device  118  further comprises a global position system (GPS) receiver  302  coupled to onboard computer system  300 . The GPS receiver  302  receives signals from an array of GPS satellites orbiting the earth, and based on timing associated with arrival of those signals, a location of the onboard device  118  (and thus the vehicle  114 ) can be determined. In some cases, the GPS receiver  302  has sufficient functionality to calculate location, and thus the data passed to computer system  300  may be a direct indication of location. In other cases, the functionality to determine location may be shared between the GPS receiver  302  and software executing on the processor  102 , by way of wireless network  110 . That is, the GPS receiver  302  may receive the plurality of GPS signals and pass the information to a program on the processor  102 , which program may then make the determination as to location of the onboard device  118 , and thus the vehicle  114 . 
     In one embodiment, the onboard device  118  tracks the vehicle with high precision, thus one may be able to identify the street and block at which the vehicle is passing at any given time (though the onboard device  118  may not necessarily have or contain street level databases). In other cases, the onboard device  118  may act only to determine the end-points of each trip. 
     In other embodiments, location determination by the onboard device  118  may be by mechanisms other than strictly GPS signals. For example, in some embodiments, the location may be fully or partially determined based on the signals of the wireless network interface  306 . For example, location may be broadly determined by knowing the location of a particular tower with which the wireless network interface  306  or cellular transceiver  304  is communicating. In other cases, location may be determined by triangulation if multiple towers are in communication range of the wireless network interface  306 . In some cases, the determination of location based on the wireless communication network is performed by the processor of computer system  300  coupled to onboard device  118 , but in other cases the tower information is sent to the operations center  100  to perform the bulk of the location calculations. 
     In another embodiment, location tracking may be accomplished by way of cellular signal triangulation. Still referring to  FIG. 3 , the onboard device  118  may further comprise a cellular transceiver  304 , where the cellular transceiver  304  may communicate with nearby cellular towers in order to determine location by way of cellular signal triangulation. 
     In some cases, the location determined by the onboard device  118  may only be a position on the face of the earth, for example, latitude and longitude. The operations center  100 , receiving a stream of locations from the onboard device  118 , may correlate to streets and addresses. In other cases, the onboard device  118  may have sufficient memory and computing functionality to not only determine position in a latitude and longitude sense, but also to correlate the positions to cities, streets, block numbers and addresses. 
     Although the onboard devices  116  and  118  have been described as disablement capable and location tracking devices respectively, either device may be designed and implemented to achieve either of or both functionalities. 
     Onboard devices  116  and  118  may communicate wirelessly with each other by way of, in one example, wireless network interfaces  202  and  306 , respectively. By way of wireless network interfaces  202  and  306 , programs executed by the onboard device computer systems may communicate with each other. For simplification purposes, the discussion will refer to wireless network interface  306  coupled to onboard device  118 ; however, wireless network interface  202  may be configured and may operate in a similar way. 
     Referring still to  FIG. 3 , the illustrative wireless network interface  306  may have a limited distance over which communication may take place. The range over which communication may take place need not extend beyond the inside of the vehicle  114 , where the onboard devices are located. The protocol over which the wireless network interface  306  communicates may likewise take many forms. In one embodiment, the wireless network interface  306  implements a radio frequency (RF) communication protocol (i.e., radio frequency communication by way of electromagnetic waves propagating through the air). For example, the communication may be implemented by way of ZIGBEE® brand network protocols, where the ZIGBEE® trademark is owned by Zigbee Alliance; or a Bluetooth communication protocol. 
     In another embodiment, communication between the onboard devices  116  and  118  is audible, sub-audible, or super-audible. For example, a microphone  308  (illustratively shown as part of onboard device  118 ) may couple to one or either of the onboard devices and receive an acoustic signal emitted from the other onboard device, such as speaker  204  (illustrative shown as part of onboard device  116 ) which can be recognized and analyzed by computer systems based on frequencies above, below, and within the audible range. In yet another embodiment, the two onboard devices may be connected by way of a hardwired connection (e.g., an Ethernet network). 
     Regardless of how the onboard devices communicate with each other, communication between the two devices may be indicative of two operable systems. In other words, as long as the devices are communicating with each other, there will be no alert sent related to suspected tampering. 
     If a driver tampers with one of the onboard devices, such as by removing the device, and thus breaks or severs the communication between onboard devices  116  and  118 , the system may recognize that one or both of the onboard devices has been tampered with, and one of the onboard devices, such as onboard device  118 , may send an indication of the last known location of vehicle  114  to the operations center  100  or to a third party, such as administrative agent  106 . The indication of last known location may double as both an indication of tampering, and also as a way to aid the lending institution or third party in locating the vehicle. 
     Furthermore, onboard device  116  may be, in part, a starter relay replacement device, and thus may act as an operational starter relay when the onboard device  118  is communicatively coupled with onboard device  116 . In the event communication is lost with the onboard device  118 , the onboard device  116  may not provide current to the solenoid in spite of a command to do so, thus disabling the vehicle  114 . 
     In one embodiment, severing the connection between the two onboard devices may also sever the power to one or more of the onboard devices, making it difficult to send off an alert indicative of tampering or an indication of last known location. Thus, one or more of the onboard devices  116  and  118  may be powered by a separate electric power supply  206  and/or  310 , respectively. For purposes of simplification, discussion on the electric power supply will be made with reference to onboard device  118  and electric power supply  310 ; however, electric power supply  206  may be configured and may operate similarly. 
     Electric power supply  310  may be any device configurable for receiving and distributing electric power through the onboard device  118 . Electric power supply  310  may have wires or cables for connecting a source of power. Further, electric power supply may be a battery; capacitor; supercapacitor; a low-voltage shared bus bar; or other electric charge storage device. 
     In one embodiment, electric power supply  310  is a supercapacitor. In particular, a supercapacitor may have a higher capacitance value per unit volume, with a capacitance value of up to 12,000 farads. Additionally, the supercapacitor may be able tolerate large numbers of rapid charge and discharge cycles. In the event that another source of electric power to one or more of the onboard devices is cut off, the supercapacitor may maintain enough voltage to send an alert to a third party, either directly by way of wireless network  110 , or by way of the operations center  100 , where, the alert may be an indication of last known location of the vehicle  114 . Alternatively, for example, if power is cut off from onboard device  116  due to being removed from or disconnected from the vehicle  114 , onboard device  116  may send a signal indicative of power loss (and thus potential tampering) to onboard device  118 , requesting an alert be sent to the operations center or a third party. In order to reduce the amount of battery power needed for the onboard devices to communicate with one another, or for the onboard devices to communicate with remote locations, communications related to operability may be sent at periodic, as opposed to continuous, intervals. For example, the onboard devices may communicate with each other when the ignition system of the vehicle is activated. In another example, the onboard devices may communicate with each other every hour. 
     In the above discussion, onboard device  116  is described as having the capability to selectively disable the vehicle from a command issued from the operations center  100 . Furthermore, onboard device  118  has been described as having the capability to track the location of the vehicle through a plurality of location tracking devices and methods, as well as having the capability to send a last known location indication to a third party when communication with the onboard device  116  has been broken. In another embodiment, however, onboard device  116  may also have the capability to track location, and send off a last known location indication if tampering has occurred. Thus, in this alternative embodiment, both onboard devices have the capability to send off a last-known indication of location if power to the other onboard device has been cut. 
     Although the above description has discussed ascertaining whether tampering has occurred between two communicatively coupled onboard devices, any number of onboard devices may be contemplated. Furthermore, although the above discussion refers to at least two onboard devices communicatively coupled, it is also possible that two or more onboard devices are coupled by a hardwire connection, such as electrical wires or cables. 
     In at least one embodiment, onboard device  118  may have a cellular transceiver  304  capable of communicating with the operations center  100  over a cellular network. The cellular network may be wireless network  110 . The operations center  100  may send messages to onboard device  118  through the wireless network  110 . Onboard device  118  may send messages to operations center  100  through the wireless network  110 . The messages may be delivered via any method available to the wireless network  110 , such as via phone call, text message, or data transmission capabilities. At least some embodiments may be capable of delivering the messages using one or more methods. Messages may be commands, status information, system updates, or any other information to be exchanged between the operations center  100  and onboard device  118 . Status information may include the value of a timer  210  (described later herein), whether the vehicle  114  is currently being disabled by disablement system  208 , location of the onboard device  118 , whether the vehicle is currently active (e.g., is the engine running), or other status or diagnostic information about the vehicle  114 , onboard device  116 , or onboard device  118 . 
     In one embodiment, onboard device  118  may use wireless network interface  306  to communicate with onboard device  116  through wireless network interface  202 . The operations center  100  and onboard device  116  may send each other messages via onboard device  118 . In sending a message from operations center  100  to onboard device  116 , the message may be sent via wireless network  110  to the cellular transceiver  304  of onboard device  118 , and onboard device  118  may then send the message (which may be a modified message or a relayed transmission of same message) to onboard device  116  via wireless network interface  306  and wireless network interface  202 ; while onboard device  116  may send a message to operations center  100  using the reverse path. The operations center  100  may send a disable command to onboard device  116  via onboard device  118 . As a result of receiving the disable command, onboard device  116  may cause disablement system  208  to disable the vehicle  114 . 
     In at least some embodiments, onboard device  116  may include a timer  210 . The timer  210  may be implemented in software or hardware. The timer  210  may be a fully or partially separate component of onboard device  116 . Alternatively, timer  210  may be included as part of computer system  200  or disablement system  208 . The timer  210  may be coupled to disablement system  208  and cause the disablement system  208  to disable vehicle  114  upon expiration of the timer  210 . The timer  210  may be a countdown timer that periodically decrements a timer value and expires upon reaching zero. Alternatively, the timer  210  may be a calendar- or clock-style timer, and expire at a particular date and/or time. Numerous other types of timers and variations thereof could be used as the timer  210  in at least some embodiments. After expiration, the timer  210  may be reconfigured or reset, as described further below. Alternatively, the timer  210  may be reconfigured or reset while performing its timing. This may increase or decrease the amount of time before expiring. In some embodiments, the timer  210  may be configured to expire after any arbitrarily specified amount of time. In other embodiments, the timer  210  may only be set to the same time period (e.g., it can only be set to expire after 33 days). In yet other embodiments, the timer  210  may only be set to expire after one of a limited number of pre-set time periods (e.g., one of: 20 minutes, 1 hour, or 33 days). Alternatively, the timer  210  could be included in onboard device  118 , and the expiration of the timer  210  communicated from onboard device  118  to onboard device  116  through a message via wireless network interface  306  and wireless network interface  202 . 
     In one embodiment, the operations center  100  may send a message to onboard device  116 , where the message includes a timer command. The timer command may instruct onboard device  116  to reset the timer  210  to a default value (such as 33 days) or to set the timer  210  to a specific value. The specific value may be included in the same or a different message. 
     In accordance with at least some of the embodiments, vehicle  114  may be outfitted with onboard device  116  and onboard device  118 . The vehicle  114  may be sold to a customer. If certain conditions are met (e.g., non-payment of a loan), the vehicle  114  may be disabled via the disablement system  208 . The location of the vehicle  114  may also be transmitted to the operations center  100 . The vehicle may be disabled by the expiration of a timer  210 , due to a command from the operations center  100 , or due to non-receipt of an operability signal (such as due to tampering). In the case of a timer  210 , the timer  210  may be set to expire after 33 days. If conditions for continued operation of the vehicle  114  are met, the operations center  100  may send a command to onboard device  116  to reset the timer  210  to another 33 days. Depending on the conditions for continued operation of the vehicle  114 , the timer  210  may be set to a longer or shorter duration of time. The operations center  100  could also set the timer  210  to some other duration, such as in the case of an emergency need to operate the vehicle  114 . Alternatively, the operations center  100  may send a command to onboard device  116  to disable the vehicle  114 . This may include setting the timer  210  to a short duration (e.g., one second, one minute, or one hour). Alternatively, the timer  210  may also be set to a short duration if tampering is detected. In cases of tamper detection, the setting of the timer  210  may be prompted by onboard device  116 , onboard device  118 , or the operations center  100 . Thus, in some embodiments, the vehicle  114  may be disabled either due to a command from the operations center  100  or by expiration of a timer  210 . 
       FIG. 4  shows a computer system  400 , which is illustrative of a computer system upon which the various embodiments may be practiced. The computer system  400  may be illustrative of, for example, computer system  200  coupled to the onboard device  116 . In another embodiment, the computer system  400  may be illustrative of, for example, computer system  300  coupled to the onboard device  118 . In yet another embodiment, computer system  400  may be illustrative of processor  102 . The computer system  400  comprises a processor  402 , and the processor couples to a main memory  404  by way of a bridge device  406 . Moreover, the processor  402  may couple to a long term storage device  408  (e.g., a hard drive, solid state disk, memory stick, optical disc) by way of the bridge device  406 . Programs executable by the processor  402  may be stored on the storage device  408 , and accessed when needed by the processor  402 . The program stored on the storage device  408  may comprise programs to implement the various embodiments of the present specification, such as sending an indication of the last known location of vehicle  114  in the event of device tampering. In some cases, the programs are copied from the storage device  408  to the main memory  404 , and the programs are executed from the main memory  404 . Thus, the main memory  404 , and storage device  408  shall be considered computer-readable storage mediums. 
     A method of remote tamper detection will now be discussed in more detail.  FIG. 5  shows a flow diagram depicting an overall method of detecting whether tampering has occurred with respect to location tracking and disablement devices. The method starts (block  500 ) by receiving Global Positioning System (GPS) signals indicative of a location, the receiving by a first device coupled to an asset (block  502 ). The method moves to periodically sending a signal of operability between the first device and a second device, the second device coupled to the asset, and the second device configured to selectively disable the asset (block  504 ); determining that receipt of the signal of operability has ceased (block  506 ); and issuing an indication of the location of the first device responsive to the determining that receipt of the signal of operability has ceased, the issuing from the first device by a wireless transmission to a remote operations center (block  508 ). Thereafter, the method ends (block  510 ). 
       FIG. 6  shows a flow diagram depicting at least one embodiment of an overall method of detecting whether tampering has occurred with respect to location tracking and disablement devices. The method starts (block  600 ) by receiving signals indicative of a location (e.g., GPS signals), the receiving by a first device coupled to an asset (block  602 ). As discussed elsewhere in this specification, the signals may be GPS signals, wireless network signals, or cellular network signals. The method moves to periodically sending a signal of operability from the first device to a second device, the second device coupled to the asset, and the second device configured to selectively disable the asset (block  604 ). In at least some embodiments, signals of operability may also be sent from the second device to the first device. The signals of operability from the second device to the first device may or may not be wholly or partially independent of the signals of operability from the first device to the second device. The method moves to determining by the second device whether receipt of the signal of operability has ceased (block  606 ). In at least some embodiments, the first device may also determine whether receipt of signals of operability have ceased. The method moves to receiving a first command by the first device from a remote operations center (block  608 ). The method moves to sending a second command from the first device to the second device, responsive to receiving the first command by the first device from the remote operations center (block  610 ). In at least some embodiments, the first command is relayed to the second device through the first device. In at least some embodiments, the second command is the same as the first command. In at least some embodiments, the first command includes a command for the first device and the same (or a different) command for the second device. In at least some embodiments, a command received by the first device may not result in sending a responsive command to the second device (e.g., the first device may be capable of handling the command itself). The method moves to disabling the asset by the second device when (a) receipt of the signal of operability has ceased or (b) the second command is a disable command (block  612 ). In at least some embodiments, other conditions may additionally cause disabling of the asset. In at least some embodiments the second command is not a disable command. The method moves to issuing from the first device an indication of location of the first device by wireless transmission from the first device to the remote operations center (block  614 ). In at least some embodiments, the issuing of an indication of location occurs responsive to disabling the asset. In at least some embodiments, the issuing of an indication of location occurs responsive to determining that receipt of the signal of operability has ceased. In at least some embodiments, the issuing of an indication of location occurs responsive to a command from the remote operations center. In at least some embodiments, the first device may also send a message to the remote operations center. The message may include status information about the asset, the first device, or the second device. In at least some embodiments, the issuing of an indication of the location of the first device may be performed by sending a message from the first device to the remote operations center. In at least some embodiments, the message may include an indication of the location of the first device as well as status information. In at least some embodiments, the message may be sent responsive to activating the asset (e.g., turning the ignition). In at least some embodiments, the message may include information about a power source (e.g., a battery, supercapacitor, or other power source coupled to the first device or second device), such as an amount of charge remaining. Thereafter, the method ends (block  616 ). 
       FIG. 7  shows a flow diagram depicting at least one embodiment of an overall method of detecting whether tampering has occurred with respect to location tracking and disablement devices. The method starts (block  700 ) by receiving signals indicative of a location (e.g., GPS signals), the receiving by a first device coupled to an asset (block  702 ). As discussed elsewhere in this specification, the signals may be GPS signals, wireless network signals, or cellular network signals. The method moves to periodically sending a signal of operability from the first device to a second device, the second device coupled to the asset, and the second device configured to selectively disable the asset (block  704 ). In at least some embodiments, signals of operability may also be sent from the second device to the first device. The signals of operability from the second device to the first device may or may not be wholly or partially independent of the signals of operability from the first device to the second device. The method moves to determining by the second device whether receipt of the signal of operability has ceased (block  706 ). In at least some embodiments, the first device may also determine whether receipt of signals of operability have ceased. The method moves to running a timer on the second device (block  708 ). The method moves to disabling the asset by the second device when (a) receipt of the signal of operability has ceased or (b) the timer has expired (block  710 ). In at least some embodiments, other conditions may additionally cause disabling of the asset. In at least some embodiments, the timer expires by counting down to zero. The method moves to issuing from the first device an indication of location of the first device by wireless transmission from the first device to the remote operations center (block  712 ). In at least some embodiments, the issuing of an indication of location occurs responsive to disabling the asset. In at least some embodiments, the issuing of an indication of location occurs responsive to determining that receipt of the signal of operability has ceased. In at least some embodiments, the issuing of an indication of location occurs responsive to the expiration of the timer. In at least some embodiments, the first device may receive a first command from a remote operations center. The first device may send a second command to the second device, responsive to receiving the first command from the remote operations center. The value of the timer may be changed in response to receiving the second command. Thereafter, the method ends (block  714 ). 
     From the description provided herein, those skilled in the art are readily able to combine software created as described with appropriate general-purpose or special-purpose computer hardware to create a computer system and/or computer sub-components in accordance with the various embodiments, to create a computer system and/or computer sub-components for carrying out the methods of the various embodiments and/or to create a non-transitory computer-readable medium (i.e., not a carrier wave) that stores a software program to implement the method aspects of the various embodiments. 
     References to “one embodiment,” “an embodiment,” “some embodiments,” “various embodiments,” or the like indicate that a particular element or characteristic is included in at least one embodiment of the invention. Although the phrases may appear in various places, the phrases do not necessarily refer to the same embodiment. 
     The above discussion is meant to be illustrative of the principles and various embodiments of the present invention. Numerous variations and modifications will become apparent to those skilled in the art once the above disclosure is fully appreciated. For example, the various embodiments have been described in terms of detecting tampering of a remote location tracking device. This context, however, shall not be read as a limitation as to the scope of one or more of the embodiments described—the same techniques may be used for other embodiments. It is intended that the following claims be interpreted to embrace all such variations and modifications.