Patent Publication Number: US-2012029758-A1

Title: Telematics unit and method and system for initiating vehicle control using telematics unit information

Description:
TECHNICAL FIELD 
     The technical field generally relates to vehicles, and, more particularly, to telematics units and methods and systems for initiating vehicle control using telematics unit information. 
     BACKGROUND 
     Many vehicles in the marketplace are equipped with telematics units. Certain telematics units are designed, constructed, and programmed to enable a user of the vehicle (hereinafter “user”) to interact with a communication network. The communication network includes a remotely located call center (hereinafter “call center”) staffed with live advisors (hereinafter “advisors”) who are trained to provide assistance to the user. Through the communication network, a user may utilize a wide variety of telematics services that are designed to facilitate and/or enhance the user&#39;s driving and/or vehicle ownership experience. Such services may include, but are not limited to, navigation assistance, vehicle monitoring, and telecommunication services. These telematics services may be provided by a manufacturer of the vehicle, by a manufacturer of the telematics units, or by some other telematics service provider. 
     Telematics units may also be used to initiate the taking of control over one or more aspects of vehicle operation. For example, after a vehicle has been stolen, a telematics unit of the vehicle may be utilized to determine the location of the vehicle, reduce the velocity of the vehicle, block the ignition of the vehicle, and/or otherwise immobilize the vehicle. However, it may be difficult to initiate such vehicle control in certain situations, for example in which the telematics unit has been tampered with. 
     Given the important nature of the role played by the immobilization system of the vehicle in providing mobility, it is desirable to minimize the components and circuits which have the potential to inhibit the normal operation which could result in the vehicle being immobilized for an authorized operator. 
     Accordingly, it is desirable to provide an improved method for initiating control over a vehicle using information from a telematics unit of the vehicle, for example in which the vehicle has been stolen and/or the telematics unit has been tampered with. It is further desirable to provide an improved system for initiating control over a vehicle using information from a telematics unit of the vehicle, for example in which the vehicle has been stolen and/or the telematics unit has been tampered with. It is further desirable to provide an improved telematics unit that provides information used for initiating control over a vehicle, for example in which the vehicle has been stolen and/or the telematics unit has been tampered with, which does not depend on highly complicated processes or components. Furthermore, other desirable features and characteristics of the present invention will become apparent from the subsequent detailed description and the appended claims, taken in conjunction with the accompanying drawings and the foregoing technical field and background. 
     SUMMARY 
     In accordance with one example, a method for initiating control of a vehicle having a telematics unit is provided. The method comprises the steps of obtaining information from the telematics unit, and initiating a measure of control of the vehicle if the information indicates that the telematics unit has been tampered with. 
     In accordance with another example, a system for initiating control of a vehicle having a telematics unit is provided. The system comprises a receiver and a processor. The receiver is configured to receive information from the telematics unit. The processor is configured to initiate a measure of control of the vehicle if the information indicates that the telematics unit has been tampered with. 
     In accordance with a further example, a system for a vehicle is provided. The system comprises a telematics unit and an immobilizer unit. The telematics unit comprises a connector and a relay unit. The connector is configured to be coupled to a vehicle component. The relay unit is coupled to the connector, and is configured to provide information pertaining to the connector&#39;s coupling to the vehicle component. The immobilizer unit is configured to be coupled to the telematics unit, and comprises a receiver and a processor. The receiver is configured to receive the information. The processor is coupled to the receiver, and is configured to initiate a measure of control of the vehicle if the information indicates that the telematics unit has been tampered with. 
    
    
     
       BRIEF DESCRIPTION OF THE DRAWINGS 
       Certain examples of the present disclosure will hereinafter be described in conjunction with the following drawing figures, wherein like numerals denote like elements, and wherein: 
         FIG. 1  is an exemplary schematic illustration of a non-limiting example of a communication system, including a telematics unit and an immobilizer unit that initiates control over the vehicle when the telematics unit is tampered with; 
         FIG. 2  is an exemplary functional block diagram of an immobilization system for initiating control over a vehicle, and that includes the telematics unit and the immobilizer unit of  FIG. 1 ; and 
         FIG. 3  is a flowchart of an exemplary process for initiating control over a vehicle using information provided by a telematics unit, and that can be implemented using the communications system, the telematics unit, and the immobilizer unit of  FIG. 1  and the immobilization system of  FIG. 2 . 
     
    
    
     DETAILED DESCRIPTION 
     The following detailed description is merely exemplary in nature, and is not intended to limit the disclosure or the application and uses thereof. Furthermore, there is no intention to be bound by any expressed or implied theory presented in the preceding technical field, background, or the following detailed description. 
     With reference to  FIG. 1 , there is shown a non-limiting example of a communication system  10  that may be used together with examples of the apparatus disclosed herein and to implement examples of the methods disclosed herein. The communication system generally includes a vehicle  12 , a wireless carrier system  14 , a land network  16 , and a call center  18 . It should be appreciated that the overall architecture, setup and operation, as well as the individual components of the illustrated system are merely exemplary and that differently configured communication systems may also be utilized to implement the examples of the method disclosed herein. Thus, the following paragraphs, which provide a brief overview of the illustrated communication system  10 , are not intended to be limiting. 
     Vehicle  12  may be any type of mobile vehicle such as a motorcycle, car, truck, recreational vehicle (RV), boat, plane, and the like, and is equipped with suitable hardware and software that enables it to communicate over communication system  10 . Some of the vehicle hardware  20  is shown generally in  FIG. 1 , including a telematics unit  24  and an immobilizer unit  82 , as well as a microphone  26 , a speaker  28 , and buttons and/or controls  30  connected to the telematics unit  24 . Operatively coupled to the telematics unit  24  is a network connection or vehicle bus  32 . Examples of suitable network connections include a controller area network (CAN), a media oriented system transfer (MOST), a local interconnection network (LIN), an Ethernet, and other appropriate connections such as those that conform with known ISO (International Organization for Standardization), SAE (Society of Automotive Engineers), and/or IEEE (Institute of Electrical and Electronics Engineers) standards and specifications, to name a few. 
     The telematics unit  24  is an onboard device that provides information or other functions. In the depicted example, the telematics unit  24  is an onboard device that provides a variety of services through its communication with the call center  18 . In certain other examples, the telematics unit  24  may comprise a stand-alone navigation device and/or another type of telematics unit that may not require the call center and/or certain other features of the communications system  10 . 
     In the depicted example, the telematics unit  24  generally includes a housing  25 , an electronic processing device  38 , one or more types of electronic memory  40 , a cellular chipset/component  34 , a wireless modem  36 , a dual mode antenna  70 , a navigation unit containing a GPS chipset/component  42 , and a relay unit  43 . The electronic processing device  38 , the one or more types of electronic memory  40 , the cellular chipset/component  34 , the wireless modem  36 , the navigation unit containing the GPS chipset/component  42 , and the relay unit  43  are preferably disposed within the housing  25 . In one example, the wireless modem  36  includes a computer program and/or set of software routines adapted to be executed within the electronic processing device  38 . 
     The telematics unit  24  may provide various services including: turn-by-turn directions and other navigation-related services provided in conjunction with the GPS chipset/component  42 ; airbag deployment notification and other emergency or roadside assistance-related services provided in connection with various crash and/or collision sensor interface modules  66  and collision sensors  68  located throughout the vehicle; and/or infotainment-related services where music, Internet web pages, movies, television programs, videogames, and/or other content are downloaded by an infotainment center  46  operatively connected to the telematics unit  24  via vehicle bus  32  and audio bus  22 . In one example, downloaded content is stored for current or later playback. The above-listed services are by no means an exhaustive list of all the capabilities of telematics unit  24 , but are simply an illustration of some of the services that the telematics unit may be capable of offering. It is anticipated that telematics unit  24  may include a number of additional components in addition to and/or different components from those listed above. 
     Vehicle communications may use radio transmissions to establish a voice channel with wireless carrier system  14  so that both voice and data transmissions can be sent and received over the voice channel. Vehicle communications are enabled via the cellular chipset/component  34  for voice communications and the wireless modem  36  for data transmission. In order to enable successful data transmission over the voice channel, wireless modem  36  applies some type of encoding or modulation to convert the digital data so that it can be communicated through a vocoder or speech codec incorporated in the cellular chipset/component  34 . Any suitable encoding or modulation technique that provides an acceptable data rate and bit error can be used with the present examples. Dual mode antenna  70  services the GPS chipset/component  42  and the cellular chipset/component  34 . 
     Microphone  26  provides the user or other vehicle occupant with a means for inputting verbal or other auditory commands, and can be equipped with an embedded voice processing unit utilizing a human/machine interface (HMI) technology known in the art. Conversely, speaker  28  provides audible output to the vehicle occupants and can be either a stand-alone speaker specifically dedicated for use with the telematics unit  24  or can be part of a vehicle audio component  64 . In either event, microphone  26  and speaker  28  enable vehicle hardware  20  and call center  18  to communicate with the occupants through audible speech. The vehicle hardware also includes one or more buttons and/or controls  30  for enabling a vehicle occupant to activate or engage one or more of the vehicle hardware components  20 . For example, one of the buttons and/or controls  30  can be an electronic pushbutton used to initiate voice communication with call center  18  (whether it be a human such as advisor  58  or an automated call response system). In another example, one of the buttons and/or controls  30  can be used to initiate emergency services. 
     The audio component  64  is operatively connected to the vehicle bus  32  and the audio bus  22 . The audio component  64  receives analog information, rendering it as sound, via the audio bus  22 . Digital information is received via the vehicle bus  32 . The audio component  64  provides amplitude modulated (AM) and frequency modulated (FM) radio, compact disc (CD), digital video disc (DVD), and multimedia functionality independent of the infotainment center  46 . Audio component  64  may contain a speaker system, or may utilize speaker  28  via arbitration on vehicle bus  32  and/or audio bus  22 . 
     The vehicle crash and/or collision detection sensor interface  66  is operatively connected to the vehicle bus  32 . The collision sensors  68  provide information to the telematics unit via the crash and/or collision detection sensor interface  66  regarding the severity of a vehicle collision, such as the angle of impact and the amount of force sustained. 
     Vehicle sensors  72 , connected to various sensor interface modules  44 , are operatively connected to the vehicle bus  32 . Example vehicle sensors include but are not limited to gyroscopes, accelerometers, magnetometers, emission detection, and/or control sensors, and the like. Example sensor interface modules  44  include powertrain control, climate control, and body control, to name but a few. 
     Wireless carrier system  14  may be a cellular telephone system or any other suitable wireless system that transmits signals between the vehicle hardware  20  and land network  16 . According to an example, wireless carrier system  14  includes one or more cell towers  48 , base stations and/or mobile switching centers (MSCs)  50 , as well as any other networking components required to connect the wireless carrier system  14  with land network  16 . As appreciated by those skilled in the art, various cell tower/base station/MSC arrangements are possible and could be used with wireless carrier system  14 . For example, a base station and a cell tower could be co-located at the same site or they could be remotely located, and a single base station could be coupled to various cell towers or various base stations could be coupled with a single MSC, to list but a few of the possible arrangements. A speech codec or vocoder may be incorporated in one or more of the base stations, but depending on the particular architecture of the wireless network, it could be incorporated within a Mobile Switching Center or some other network components as well. 
     Land network  16  can be a conventional land-based telecommunication network that is connected to one or more landline telephones, and that connects wireless carrier system  14  to call center  18 . For example, land network  16  can include a public switched telephone network (PSTN) and/or an Internet protocol (IP) network, as is appreciated by those skilled in the art. Of course, one or more segments of the land network  16  can be implemented in the form of a standard wired network, a fiber or other optical network, a cable network, other wireless networks such as wireless local networks (WLANs) or networks providing broadband wireless access (BWA), or any combination thereof. 
     Call center  18  is designed to provide the vehicle hardware  20  with a number of different system back-end functions and, according to the example shown here, generally includes one or more switches  52 , servers  54 , databases  56 , advisors  58 , as well as a variety of other telecommunication/computer equipment  60 . These various call center components are suitably coupled to one another via a network connection or bus  62 , such as the one previously described in connection with the vehicle hardware  20 . Switch  52 , which can be a private branch exchange (PBX) switch, routes incoming signals so that voice transmissions are usually sent to either the live advisor  58  or an automated response system, and data transmissions are passed on to a modem or other piece of telecommunication/computer equipment  60  for demodulation and further signal processing. The modem or other telecommunication/computer equipment  60  may include an encoder, as previously explained, and can be connected to various devices such as a server  54  and database  56 . For example, database  56  could be designed to store subscriber profile records, subscriber behavioral patterns, or any other pertinent subscriber information. Although the illustrated example has been described as it would be used in conjunction with a manned call center  18 , it will be appreciated that the call center  18  can be any central or remote facility, manned or unmanned, mobile or fixed, to or from which it is desirable to exchange voice and data. In addition, in certain examples, the telematics unit  24  may not use or require a call center and/or various other features set forth in  FIG. 1  or described above. 
     The telematics unit  24  also operates along with the immobilizer unit  82  in initiating control over the vehicle when the vehicle is stolen or is otherwise operated by an unauthorized user who has tampered with the telematics unit  24 . As used throughout this application, a telematics unit is deemed to be tampered with if any vehicle components are disconnected from the telematics unit, any connections between the telematics unit and any vehicle components are otherwise impaired, any components of the telematics unit are destroyed, impaired, or removed, or the telematics unit is otherwise interfered with or tampered with. 
     In the depicted example, the telematics unit  24  includes a first connector  84 , a second connector  88 , a third connector  91 , and a fourth connector  93 , in addition to the above-mentioned relay unit  43 . The first connector  84  comprises a connector (for example, a cable or wire) configured to be electrically connected to a vehicle voltage source  86  and receives voltage therefrom. In one example, the vehicle voltage source  86  comprises a vehicle battery, such as a twelve volt vehicle battery. The second connector  88  comprises a connector (for example, a cable or wire) configured to be electrically connected to a vehicle ground unit  90 . The third connector  91  comprises a connector (for example, a cable or wire) configured to be coupled to the antenna  70 . The fourth connector  93  comprises a connector (for example, a cable, a wire, or a wireless connection) configured to be coupled to the immobilizer unit  82 . 
     The relay unit  43  relays information or signals from the first second, and third connectors  84 ,  88 ,  91 , to the immobilizer unit  82  along the fourth connector  93  for processing by the immobilizer unit  82 . Specifically, the relay unit  43  relays voltage information regarding the voltage received from the voltage source  86  by the telematics unit  24  (including information as to whether the connection between the voltage source  86  and the telematics unit  24  has been disconnected or as to whether the telematics unit  24  has otherwise been tampered with), ground information regarding the connection between the vehicle ground unit  90  and the telematics unit  24  (including information as to whether the connection between the vehicle ground unit  90  and the telematics unit  24  has been disconnected or as to whether the telematics unit has otherwise been tampered with), and antenna information regarding the connection between the antenna  70  and the telematics unit  24  (including information as to whether the connection between the antenna  70  and the telematics unit  24  has been disconnected or as to whether the telematics unit has otherwise been tampered with), all to the immobilizer unit  82  for processing. The relay unit  43  may also provide encoded messages to the immobilizer unit  82  via the fourth connector  93  for verification by the immobilizer unit  82 . In one example, the relay unit relies solely on the presence of voltage to provide electromagnetic closure of proximal switch contacts for the purpose of sending a “go/no go” signal to the immobilizer unit. In a second example, the relay unit  43  includes various sensors and/or switches for providing the voltage information, ground information, antenna information, and encoded message information. For the purposes of providing encoded messages to the immobilizer unit  82  without relying on the proper operation of the telematics processor unit  38 , cellular chipset  34 , or wireless modem  36 , the relay unit  43  may contain memory storage, shift registers, or additional modulation chips or components to communicate the contents of the memory storage unit to the immobilizer unit. 
     With reference to  FIG. 2 , a functional block diagram of an immobilization system  200  is provided for initiating control over the vehicle when a telematics unit for the vehicle has been tampered with. As depicted in  FIG. 2 , the immobilization system  200  includes the telematics unit  24  of  FIG. 1  (including the relay unit  43  and the first second, third, and fourth connectors  84 ,  88 ,  91 , and  93  thereof) and the immobilizer unit  82  of  FIG. 1 . The immobilizer unit  82  is preferably disposed outside the housing  25  of the telematics unit  24  of  FIG. 1 . 
     As depicted in  FIG. 2 , the immobilizer unit  82  includes a processor  204 , a memory  206 , and a receiver/transceiver  208 . In certain examples, the receiver/transceiver  208  comprises one or more transceivers. In certain other examples, the receiver/transceiver  208  comprises one or more separate receivers and transmitters. Also as depicted in  FIG. 2 , the immobilizer unit  82  is coupled between the telematics unit  24  and the vehicle bus  32 , for authorization of vehicle operation, for example to an engine control module coupled to the vehicle bus  32 . Specifically, the receiver/transceiver  208  is preferably coupled to the telematics unit  24  via one or more fourth connectors  93  (such as those referenced above), and is further coupled to the vehicle bus  32  via one or more fifth connectors  95 . Similar to the fourth connectors  93  described above, the fifth connectors  95  may also include one or more wireless and/or wired connections. 
     The receiver/transceiver  208  receives the voltage information, the ground information, the antenna information, and the encoded messages (if any) from the telematics unit  24  via the fourth connectors  93 , and provides this information to the processor  204 . The processor  204  processes the voltage information, the ground information, the antenna information, and the encoded messages (if any) and compares them with respective known or expected values of the voltage information, the ground information, the antenna information, and the encoded messages (if any) stored in the memory  206 , and determines whether there are any errors based on these comparisons. Preferably, if any of the voltage information, the ground information, the antenna information, and the encoded messages (if any) differ from their respective values to at least a predetermined extent such that the telematics unit  24  and/or one or more connections thereto appear to have been tampered with, then the processor  204  initiates control over the vehicle via instructions provided to one or more other vehicle components (for example, an engine control module, by way of example only) via the vehicle bus  32 . The immobilizer unit  82  and the immobilization system  200  preferably perform these functions in accordance with steps of the process  300  set forth in  FIG. 3  and described directly below in connection therewith. 
       FIG. 3  is a flowchart of an exemplary process  300  for initiating control over a vehicle using information provided by a telematics unit. The process  300  can be implemented using the communications system  10 , the telematics unit  24 , and the immobilizer unit  82  of  FIG. 1  as well as the immobilization system  200  of  FIG. 2 . 
     As depicted in  FIG. 3 , the process  300  includes the step of obtaining voltage information (step  302 ). In one example, during step  302 , the voltage information relates to an amount of voltage received by the telematics unit  24  of  FIGS. 1 and 2  from the vehicle voltage source  86  of  FIGS. 1 and 2  via the first connector  84  of  FIGS. 1 and 2 . The voltage information is preferably provided to the processor  204  of  FIG. 2  of the immobilizer unit  82  of  FIGS. 1 and 2  via the relay unit  43  of  FIGS. 1 and 2 , one or more fourth connectors  82  of  FIGS. 1 and 2 , and the receiver/transceiver  208  of  FIG. 2 . 
     In addition, ground information is obtained (step  304 ). In one example, during step  304 , the ground information relates to a connection between (for example, a flow of power or energy between) the ground unit  90  of  FIGS. 1 and 2  and the telematics unit  24  of  FIGS. 1 and 2  via the second connector  88  of  FIGS. 1 and 2 . The ground information is preferably provided to the processor  204  of  FIG. 2  of the immobilizer unit  82  of  FIGS. 1 and 2  via the relay unit  43  of  FIGS. 1 and 2 , one or more fourth connectors  82  of  FIGS. 1 and 2 , and the receiver/transceiver  208  of  FIG. 2 . 
     Antenna information is also obtained (step  306 ). In one example, during step  306 , the antenna information relates to a connection between (for example, an exchange of signals or other communications between) the antenna  70  of  FIGS. 1 and 2  and the telematics unit  24  of  FIGS. 1 and 2  via the third connector  91  of  FIGS. 1 and 2 . The antenna information is preferably provided to the processor  204  of  FIG. 2  of the immobilizer unit  82  of  FIGS. 1 and 2  via the relay unit  43  of  FIGS. 1 and 2 , one or more fourth connectors  82  of  FIGS. 1 and 2 , and the receiver/transceiver  208  of  FIG. 2 . 
     In certain examples, an encoded message is generated (step  308 ). The encoded message is preferably generated by components within the relay device  43 , and preferably includes an indication of whether the telematics unit  24  of  FIGS. 1 and 2  has been tampered with. In one example, the encoded message may include a first value when the telematics unit  24  has not been tampered with, and a second value when the telematics unit  24  has been tampered with. In certain examples, the encoded message may be sent instead of one or more of the voltage information, the ground information, and/or the antenna information. In certain other examples, the encoded message may be sent in addition to one or more of the voltage information, the ground information, and/or the antenna information. In other examples, the encoded message may also be generated by the electronic processing device  38 . The encoded message is preferably provided to the processor  204  of  FIG. 2  of the immobilizer unit  82  of  FIGS. 1 and 2  via the relay unit  43  of  FIGS. 1 and 2 , one or more fourth connectors  82  of  FIGS. 1 and 2 , and the receiver/transceiver  208  of  FIG. 2 . 
     The voltage information, the ground information, the antenna information, and the encoded messages (if any) are transmitted and received (step  310 ). Specifically, the voltage information, the ground information, the antenna information, and the encoded messages (if any) are preferably transmitted by the relay unit  43  of  FIGS. 1 and 2  to the receiver/transceiver  208  along one or more third connectors  82  of  FIGS. 1 and 2 , and are then preferably supplied to the processor  204  of  FIG. 2 . 
     The voltage information, the ground information, the antenna information, and the encoded messages (if any) are each then processed (steps  312 - 318 ). Preferably, the processor  204  of  FIG. 2  compares (i) the voltage information from step  302  to known voltage information values stored in the memory  206  of  FIG. 2  (step  312 ); (ii) the ground information from step  304  to known ground information values stored in the memory  206  (step  314 ); (iii) the antenna information from step  306  to known antenna information values stored in the memory  206  (step  316 ); and (iv) the encoded message (if any) of step  308  to known encoded messages stored in the memory  206  (step  318 ). 
     A determination is then made as to whether a voltage error is detected (step  320 ). A voltage error is determined to be detected if the voltage information from step  302  is different to at least a predetermined extent from known values of voltage information in which the telematics unit  24  of  FIGS. 1 and 2  has not been tampered with, for example the voltage information indicates that the telematics unit is experiencing less than nine Volts of voltage through connector  84 . Thus, a voltage error is deemed to represent that the telematics unit  24  has been tampered with in some manner. Preferably the determination of step  320  is made by the processor  204  of  FIG. 2 . 
     If it is determined that a voltage error is detected, then remedial action is taken with an initiation of control over one or more aspects of operation of the vehicle (step  322 ). In one example, the vehicle control comprises a reduction in velocity of the vehicle. In another example, the vehicle control comprises a locking of an ignition of the vehicle. In still another example, the vehicle control comprises a reduction in velocity and a locking of an ignition of the vehicle. In various other examples, one or more other different types of vehicle control may also be initiated, either instead of or in addition to those noted above. The vehicle control is preferably initiated by the processor  204  of  FIG. 2  via commands sent to one or more other vehicle units (for example, a steering column, an engine control module, and/or a braking unit, by way of example only) via the vehicle bus  32  of  FIGS. 1 and 2 . In one example, the instructions are provided to the vehicle bus  32  via the transceiver  208  of  FIG. 2  along the fifth connector  95  of  FIGS. 1 and 2 . 
     Conversely, if it is determined that a voltage error is not detected, then a determination is made as to whether a ground error is detected (step  324 ). A ground error is determined to be detected if the ground information from step  304  is different to at least a predetermined extent from known values of ground information in which the telematics unit  24  of  FIGS. 1 and 2  has not been tampered with. Thus, a ground error is deemed to represent that the telematics unit  24  has been tampered with in some manner. Preferably the determination of step  324  is made by the processor  204  of  FIG. 2 . 
     If it is determined that a ground error is detected, then the process proceeds to the above-mentioned step  322 , in which remedial action is taken with an initiation of control over one or more aspects of operation of the vehicle. Conversely, if it is determined that a ground error is not detected, then a determination is made as to whether an antenna error is detected (step  326 ). An antenna error is determined to be detected if the antenna information from step  306  is different to at least a predetermined extent from known values of antenna information in which the telematics unit  24  of  FIGS. 1 and 2  has not been tampered with. Thus, an antenna error is deemed to represent that the telematics unit  24  has been tampered with in some manner. Preferably the determination of step  326  is made by the processor  204  of  FIG. 2 . 
     If it is determined that an antenna error is detected, then the process proceeds to the above-mentioned step  322 , in which remedial action is taken with an initiation of control over one or more aspects of operation of the vehicle. Conversely, if it is determined that an antenna error is not detected, then a determination is made as to whether an encoded message error is detected (step  328 ). An encoded message error is determined to be detected if the encoded message information from step  308  is different to at least a predetermined extent from known values of encoded message information in which the telematics unit  24  of  FIGS. 1 and 2  has not been tampered with. Thus, an encoded message error is deemed to represent that the telematics unit  24  has been tampered with in some manner. Preferably the determination of step  328  is made by the processor  204  of  FIG. 2 . 
     If it is determined that an encoded message error is detected, then the process proceeds to the above-mentioned step  322 , in which remedial action is taken with an initiation of control over one or more aspects of operation of the vehicle. Conversely, if it is determined that an encoded message error is not detected, then no remedial action is taken, and no control over the vehicle is initiated (step  330 ). 
     Thus, if any of the voltage information, ground information, antenna information, or encoded message information indicates that the telematics unit has been tampered with, then control over the vehicle (for example, vehicle slowing and/or ignition blocking) is initiated. In certain circumstances, such vehicle control may be initiated automatically by the immobilizer unit. In certain other circumstances, such vehicle control is initiated only after additional instructions are provided, for example from a call center or from law enforcement authorities. If none of the voltage information, ground information, antenna information, or encoded message information indicates that the telematics unit has been tampered with, then control over the vehicle is not initiated. In certain examples, obtaining, generating, and/or processing of one or more of the voltage information, the ground information, the antenna information, and/or the encoded message information may not be needed, and/or may be conducted in a different order than described above and/or in connection with the flowchart of  FIG. 3 , among other possible variations to the process  300 . 
     Accordingly, methods and systems are disclosed for initiating control over a vehicle. The disclosed methods and systems allow for effective initiation of control over a vehicle (such as a slowing of the vehicle and/or a blocking of an ignition of the vehicle, by way of example only) when the telematics unit of the vehicle has been tampered with. The disclosed methods and systems can be implemented in connection with various different types of telematics units and vehicles. 
     It will be appreciated that the disclosed systems and processes may differ from those depicted in the figures and/or described above. For example, the communications system  10 , the telematics unit  24 , the immobilizer unit  82 , and/or various parts and/or components thereof may differ from those of FIG.  1  and/or described above. Similarly, the immobilization system  200  and/or various parts and/or components thereof may differ from those of  FIG. 2  and/or described above. Likewise, certain steps of the process  300  may be unnecessary and/or may vary from those depicted in  FIG. 3  and/or described above. It will similarly be appreciated that various steps of the process  300  may occur simultaneously or in an order that is otherwise different from that depicted in  FIG. 3  and/or described above. It will similarly be appreciated that, while the disclosed methods and systems are described above as being used in connection with automobiles such as sedans, trucks, vans, and sports utility vehicles, the disclosed methods and systems may also be used in connection with any number of different types of vehicles, and in connection with any number of different systems thereof and environments pertaining thereto. 
     While at least one example has been presented in the foregoing detailed description, it should be appreciated that a vast number of variations exist. It should also be appreciated that the detailed description represents only examples, and is not intended to limit the scope, applicability, or configuration of the invention in any way. Rather, the foregoing detailed description will provide those skilled in the art with a convenient road map for implementing the examples. It should be understood that various changes can be made in the function and arrangement of elements without departing from the scope of the invention as set forth in the appended claims and the legal equivalents thereof.