The present invention relates to an electrical connector such as a splitter connector, and is concerned particularly, although not exclusively, with a connector that is tamper evident and/or non-removable, and for use with a vehicle tracking apparatus.

When two or more electrical or electronic devices are to be connected together so that they are able to communicate with each other, this is often facilitated by the use of a connector and port arrangement. A connector includes one or more sockets (also referred to as plugs or connectors or ports) for mating with and inserting into the port (or more generally a counterpart) of another device, thus completing one or more circuits and enabling communication between devices.

There are many different types of connector currently in use. Examples include: Universal Serial Bus (USB) and High Definition Media Interface (HDMI), which enable devices to be connected to each other for a number of different purposes. Typically the socket /port coupling includes a physical connection, to ensure a secure union, and multiple electrical connections for the transmission of data and power. Each socket type has an associated port into which it is able to be inserted. The physical geometry and arrangement of electrical contacts, such as pins, is designed for compatibility. The use of the connector and port arrangement enables a number of different devices with the same connector type to be interchangeably connected. One example of an electronic connector is that of an onboard diagnostics (OBD) connector arranged for use with the diagnostics port of a vehicle. The primary purpose of the OBD port is to facilitate connection to the vehicle management systems of diagnostic equipment. Vehicle tracking devices often connect to these ports to access the vehicle data. However, such devices can easily be disconnected, which may cause discrepancies within any data being recorded or transmitted by the tracking device.

Embodiments of the present invention aim to provide an improved connector such as can be used with a vehicle tracking device. The present invention is defined in the attached independent claims, to which reference should now be made. Further, preferred features may be found in the sub-claims appended thereto. According to one aspect of the invention, there is provided a splitter connector for connecting a first electronic apparatus and a second electronic apparatus to an electronic port, the splitter connector comprising: a first socket portion for attaching to the electronic port; a second socket portion for receiving the first electronic apparatus and for connecting the first electronic apparatus to the port; and a third socket portion for releasably receiving the second electronic apparatus and for connecting the second electronic apparatus to the port; wherein one or more of the socket portions comprises a tamper-proofing feature to inhibit (or exhibit) disconnection of a socket from its counterpart.

Simply unplugging the device can cause its operation to cease and can pose a safety risk to a user or may invalidate insurance. Furthermore, when a technician requires the port for diagnostics work it is necessary to un-plug the tracking device. The technician may forget to re-connect the tracking device after his work is done.

Tamper-proofing features are intended to prevent disconnection of the socket and/or enable detection in case disconnection occurs. Preventing and discouraging the disconnection of a vehicle tracking device is particularly desirable. Unauthorised disconnection of a vehicle tracking device can cause incorrect or incomplete tracking data, for example in the context of vehicle fleet management. , The splitter connector, when inserted into a port, is not readily removable.

The socket portion preferably comprises a socket. For effective prevention of disconnection the tamper-proofing feature may comprise a retaining portion arranged to physically inhibit disconnection of the socket from its counterpart. The retaining portion may be an adapter (optionally as described below) such as a clip. This can permit retrofitting of the tamper-proofing feature. The retaining portion may comprise a barb feature to inhibit disconnection of the socket from its counterpart. For simplicity the barb feature may comprise one or more tabs arranged to inhibit disconnection of the socket from its counterpart. The barb feature is intended to anchor the socket in its counterpart. The tamper-proofing feature may comprise a portion that is sacrificial, breakable or tamper- evident in the event of disconnection. For ease of detection in case disconnection occurs t e tamper-proofing feature may be a frangible portion of the socket. The frangible portion of the socket may be a sheath such that the sheath is disconnectable from the socket body. The frangible portion of the socket may be a tab adapted to mate to a complementary portion of the socket's counterpart. The frangible portion of the socket may be a pin such that the pin is disconnectable from a circuitry in the socket.

The tamper-proofing feature may be a photosensitive feature. When the socket is connected to its counterpart the photosensitive feature may be sheltered from ambient light; in the disconnected configuration the photosensitive feature may be exposed to ambient light. Exposure to light may cause a change in the properties of the photosensitive feature. The photosensitive feature may be an inductor-capacitor (LC) resonator with a photosensitive component, such as a photosensitised polymer dielectric film or layer. Exposure of the photosensitive component to light can cause an irreversible change of the resonance frequency of the resonator. This can permit detection of whether the socket has been disconnected or not.

To enable tamper-proofing of a vehicle tracking device preferably the first and/or the second socket comprises the tamper-proofing feature.

The first socket may be connected to the second socket and/or the third socket by a cable or a cabled connection or a lead, or by a wireless connection such as a Bluetooth® connection. A wireless connection can avoid or reduce the need to store cabling in a vehicle. To reduce cabling the first socket and the third socket may be accommodated in a common housing. This can be particularly useful if the third socket is vacant in normal use of the vehicle.

Preferably the first electronic apparatus comprises a vehicle tracking device and/or the electronic port is an on-board diagnostics port of a vehicle. According to one aspect of the invention, there is provided a connector for connecting a first electronic apparatus to an electronic port, the connector comprising one or more physical connection features, one or more electrical contacts and a socket portion for releasably receiving a second electronic apparatus and for connecting the second electronic apparatus to the port; wherein the connector comprises a retaining portion arranged to physically inhibit the disconnection of the connector from the port. The connector may be a splitter connector. Preferably, the retaining portion is arranged in use to inhibit disconnection of the connector from the port so that disconnection is physically difficult to achieve without causing damage to the connector. In a preferred arrangement the retaining portion is arranged in use to inhibit disconnection of the connector such that the connector can only be disconnected from the port by damaging the connector and/or damaging the port.

The connector and/or port may comprise a portion that is sacrificial, breakable or tamper- evident in the event of disconnection. Optionally, the connector may be for connecting first electronic apparatus comprising a vehicle tracking device. Preferably, the vehicle tracking device is arranged in use to determine a location of the vehicle using a satellite positioning system, such as a global positioning system. Optionally, the vehicle tracking device is arranged to monitor the speed of the vehicle. Optionally, the vehicle tracking device is arranged to determine the speed limit at the location of the vehicle. The vehicle tracking device may be arranged in use to provide an alert when a predetermined speed threshold is exceeded. Preferably, the alert is a sound emitted from the vehicle tracking device. Alternatively and/or additionally, the vehicle tracking device may be arranged to send a signal through the connector to an on-board sound system of the vehicle, which emits the sound. Optionally, the sound is emitted continuously until it is determined that the vehicle's speed is below the speed limit at the determined location. Alternatively and/or additionally, the notification may comprise a visual element shown on a display associated with the vehicle. Preferably, the alert is provided when the vehicle exceeds the determined speed limit. The speed limit may be determined using a database stored in a memory of the vehicle tracking device. Preferably, the vehicle tracking device further comprises a transmitter for communicating wirelessly with a remote server. The transmitter may optionally be a cellular connection. Optionally, the vehicle tracking device is arranged to transmit data of the vehicle speed to the remote server. The remote server may be arranged to determine whether the vehicle is exceeding the speed limit at its current location and notify the vehicle tracking device.

According to a further aspect of the invention, there is provided a method of connecting an electronic apparatus to an electronic port, the method comprising the steps of inserting a connector into a port such that there is a physical connection and an electrical connection, and releasably receiving a second electronic apparatus in a socket of the connector so as to connect the second electronic apparatus to the port; wherein the connector comprises a retaining portion arranged to physically inhibit the disconnection of the connector from the port. According to another aspect of the present invention, there is provided an adapter arranged in use to engage a feature (optionally a keying feature) of an electrical connector or socket so as to inhibit disconnection of the connector or socket from a port (optionally an electronic port), once connected.

By engaging the connector or socket and port the adapter can provide tamper-proofing functionality such that upon removal of the connector from the port the connector and/or port can become damaged and may be rendered unusable.

Preferably the adapter comprises one or more flanges and/or friction elements such as barbs arranged to interact with the socket (e.g. the keying feature), and may comprise at least one friction element or barb arranged to contact at least part of a port suitable for receiving the connector.

The adaptor may be arranged in use to engage a socket feature such as a keying feature in a friction fit, and may be arranged in use to engage the port in a friction fit.

The friction elements may comprise resilient members such as tabs.

Preferably, the adapter comprises a clip or is in the form of a clip. The adapter may be of metal and/or polymer.

Preferably, the adapter is arranged to engage the connector and port such that upon removal of the connector from the port the connector and/or port becomes damaged and is preferably rendered unusable.

According to a further aspect of the present invention, there is provided a device (such as a vehicle tracking device) comprising at least one socket (or a second socket portion) and at least one connector (or a first socket portion); wherein the connector (or first socket portion) is arranged in use to be connected to an on-board diagnostics port of a vehicle; and wherein the socket (or second socket portion) is arranged to substantially replicate the on-board diagnostics port, for receiving another device, and for connecting said other device to the port in use. Preferably, the device, the socket (or second socket portion) and the connector (or first socket portion) are connected by one or more cables or are connectable by wireless connections. The device may be a vehicle tracking device. The second socket portion and the first socket portion may be accommodated in a common housing. The second socket portion and the vehicle tracking device may be accommodated in a common housing. This can reduce cabling.

The connector may include one or more tamper-proofing features for inhibiting removal or disconnection of the connector (or first socket portion) from a port once connected.

Preferably, the tamper-proofing feature comprises a retaining portion such as a barb feature arranged to physically inhibit disconnection of the connector (or first socket portion) from a port (or from its counterpart). The retaining portion may comprise one or more resilient members arranged to interact with the port. Optionally, the retaining portion is arranged to interact with an exterior surface of the port. The retaining portion may be arranged to increase the friction between the connector and the port. Alternatively, and/or additionally, the retaining portion may be arranged to interact with a predefined portion of the port, such as an indentation, projection or recess thereof.

According to a further aspect of the present invention, there is provided a connector comprising a cable connected to a plurality of pins, the connector having a sheath portion, wherein, prior to insertion into a port, the connector and sheath portion are fixedly secured together, and upon insertion of the connector into the port, the sheath portion is arranged to become fixed to the port such that on removal of the connector from the port, the connector and sheath portion separate.

According to a further aspect of the present invention, there is provided a connector comprising a cable (optionally connected to a plurality of pins) and optionally having a socket portion, the connector (or the socket portion) having a tamper evident mechanism (or a tamper-proofing feature).

The tamper-proofing feature may be a frangible portion of the socket portion. The frangible portion may be a sheath of the socket portion arranged to become fixed to the socket's counterpart, wherein the sheath is disconnectable from the socket body. The connector may have a sheath portion, wherein the connector and sheath portion may be connected by the tamper evident mechanism (or the tamper-proofing feature). The tamper evident mechanism (or tamper-proofing feature) may comprise a tab associated with each of the connector and sheath portion. The tamper evident mechanism (or tamper- proofing feature) may comprise a tab or barb associated with the connector (or the socket portion) arranged to inhibit disconnection of the connector (or the socket portion) from its counterpart.

Preferably, the connector comprises a plurality of pins for inserting into a plurality of corresponding holes of the port. Alternatively, the sheath portion comprises the plurality of pins for inserting into a plurality of corresponding ports of the port.

The frangible portion of the socket may be a pin, such that the pin is disconnectable from a circuitry in the connector when the socket is disconnected from its counterpart. The pin may be connected to the cable via an electrical connection with low mechanical strength, such that on disconnection of the socket from its counterpart the electrical connection becomes severed.

The tamper-proofing feature may be a photosensitive feature. The photosensitive feature may be an inductor-capacitor (LC) resonator with a photosensitive component such that exposure of the photosensitive component to light causes an irreversible change of the resonance frequency of the resonator

According to a further aspect of the present invention, there is provided a connector comprising a cable connected to a plurality of pins, the connector having a sheath portion, wherein the pins are arranged to be disconnected from the cable when the connector is disconnected from the port.

Preferably, the pins are connected to the cable via a reduced-strength connection to the cable, such that on removal from the port, the electrical connection becomes severed. Alternatively, the pins are arranged to contact one or more predetermined positions of a circuit of the connector, wherein the circuit of the connector is connected to the cable.

Optionally, the connector of any of the above embodiments is an on-board diagnostics connector for a vehicle.

According to a further aspect of the present invention, there is provided a method of determining a cause of a vehicle fault, the vehicle being arranged to output a code relating to the fault, the method comprising the steps of: receiving a measurement of a condition of the vehicle from a plurality of sensors; and determining, on the basis of a combination of said code and said condition, a cause of the fault. The determining may comprise extracting, from a database, the cause of the vehicle fault corresponding to said combination. The determining may comprise determining a value indicative of the likelihood of the cause of the vehicle fault. The determining may be performed by machine learning or a statistical algorithm, for example, The database may comprise data relating to expert knowledge. The data relating to expert knowledge may contain causes of vehicle faults corresponding to combinations of said codes and said conditions.

The method preferably comprises the step of outputting the determined cause of the vehicle fault. The outputting may comprise outputting multiple possible causes of the vehicle fault. The outputting may comprise outputting a value indicative of the likelihood of each of the multiple possible causes of the vehicle fault

According to a further aspect of the present invention, there is provided a system for determining a cause of a vehicle fault, the vehicle being arranged to output a code relating to the fault, the system comprising: means for receiving a measurement of a condition of the vehicle from a plurality of sensors; and means for determining, on the basis of a combination of said code and said condition, a cause of the fault. The system may comprise a database comprising causes of vehicle faults associated with combinations of said codes and said conditions.

The means for determining may be adapted to extract, from said database, the cause of the vehicle fault corresponding to said combination. The means for determining may be adapted to output a value indicative of the likelihood of the cause of the vehicle fault. The determining may be performed by machine learning or a statistical algorithm, for example. The means for determining may be an artificial intelligence or a neural network.

Preferably the plurality of sensors comprises sensors of a vehicle subsystem.

The vehicle may comprise a controller area network bus adapted to output the measured condition of the vehicle to an on-board diagnostics port of the vehicle. The vehicle may comprise electronic control units adapted to output a diagnostic trouble code to an on-board diagnostics port of the vehicle.

The on-board diagnostics port of the vehicle may be adapted to output said measured condition and said diagnostic trouble code to a fault determining system via a connection

The connection may comprise an electronic splitter connector as aforementioned.

According to a further aspect of the present invention, there is provided a computer program product comprising software code adapted to perform, when executed, the steps of: receiving a measurement of a condition of the vehicle from a plurality of sensors; and determining, on the basis of a combination of said code and said condition, a cause of the fault. The determining may comprise extracting, from a database, the cause of the vehicle fault corresponding to said combination. The determining may comprise outputting a value indicative of the likelihood of the cause of the vehicle fault.

The invention extends to methods and/or apparatus substantially as herein described with reference to the accompanying drawings.

Any apparatus feature as described herein may also be provided as a method feature, and vice versa. The invention may include any combination of the features or limitations referred to herein, except such a combination of features as are mutually exclusive, or mutually inconsistent. Any feature in one aspect of the invention may be applied to other aspects of the invention, in any appropriate combination. In particular, method aspects may be applied to apparatus aspects, and vice versa. Furthermore, any, some and/or all features in one aspect can be applied to any, some and/or all features in any other aspect, in any appropriate combination.

It should also be appreciated that particular combinations of the various features described and defined in any aspects of the invention can be implemented and/or supplied and/or used independently.

These and other aspects of the present invention will become apparent from the following exemplary embodiments that are described with reference to the following figures in which: Figure 1 is a schematic perspective view of a vehicle tracking apparatus according to a first embodiment of the invention; Figure 2 is a schematic perspective view of a connector suitable for the apparatus of Figure 1 in a first configuration;

Figure 3 is a schematic perspective view of the connector of Figure 2 in a second configuration;

Figure 4 is a schematic perspective view of the apparatus of Figure 1 and 2 from an opposed direction;

Figure 5 is a schematic perspective view of a first embodiment of an adaptor for use with the apparatus of Figures 1 -4;

Figure 6 is a side view of the adaptor of Figure 5;

Figure 7 is a schematic view of the apparatus of Figures 1 -4 showing the adaptor of Figure 5 installed;

Figure 8 is a schematic perspective view of a second embodiment of an adaptor for use with the apparatus of Figures 1 -4; Figure 9 is a sectional view through the apparatus of Figures 1 -4 showing the adaptor of Figure 8 installed;

Figure 10 is a schematic perspective view of the apparatus of Figure 2, in a tamper-evident embodiment;

Figure 1 1 shows an alternative embodiment of connector in a connected configuration; Figure 12 shows the connector of Figure 1 1 in a disconnected configuration; Figures 13-17 show a further alternative embodiment of connector; and

Figures 18 and 19 show a system for determining a cause of a vehicle fault. Turning to Figure 1 , this shows generally at 100 a vehicle tracking apparatus according to an embodiment of the present invention. The apparatus includes a main connector 1 10, for connecting to a diagnostics port 120 of a vehicle (not shown). The main connector 1 10 has two insulated, multi-core flying leads, 130 and 140. Lead 130 links the main connector 1 10 to a tracking device 150, and lead 140 links the main connector to an auxiliary port 160. The main connector, port, auxiliary port and tracking device each comprise a housing of moulded plastics.

In use, the main connector 1 10 engages the main port 120, thereby electronically connecting the tracking device 150 and auxiliary port 160 to the diagnostics port 120. The auxiliary port 160 has a geometry and electrical connections that exactly replicate the main port 120, so that a technician may connect diagnostics equipment to the port 120 without first requiring a disconnection of the tracking device 150.

In addition, the main connector includes tamper-evident, or removal-resistant, features, as will be described below. The connector 100 may be referred to as a 1 -to-2 connector, a splitter, a splitter connector, or a Y-splitter connector.

The connector 100 has three sockets:

• a first socket (also referred to as a main connector 1 10) for attaching to an electronic port such as an on-board diagnostic port;

• a second socket (also referred to as the tracking device 150) for connection to a device such as a vehicle tracking device; and

• a third socket (also referred to as auxiliary port 160) for connection to a further suitable electronic device, such as a vehicle diagnostic tool.

In order to provide the splitting functionality at the first socket incoming data from the electronic port is replicated in both branches and provided both to the second socket and the third socket for onward delivery. At the first socket incoming data from the both to the second socket and the third socket are reassembled into a single signal for onward delivery to the electronic port. The third socket (and optionally the second socket) has a geometry and electrical connections that replicate the port that receives the first socket. The third socket (and optionally the second socket) is configured complementary to the first socket. For example, the first socket is a male socket part for connection with a female port, and the second and third sockets are female socket parts. This can enable use of the third socket in place of the electronic port, for example during maintenance of a vehicle requiring access to data from the vehicle.

Figures 2 to 4 show the basic connection arrangements between the main connector 1 10 and the port 120. In the example shown, the geometry of the main connector is slightly different to the example shown in Figure 1 , though the features and functionality are broadly the same.

Figure 2 shows the main connector and port in a disconnected configuration, whilst Figure 3 shows them connected. The drawings illustrate that the port 120 has a plurality of connection holes 180 within which are electrical contacts (not shown) for receiving connector pins 190 of the main connector (shown in Figure 4) as well as an alignment socket 200 for receiving a corresponding alignment bar 210 of the main connector (also shown in Figure 4). The alignment socket 200 and alignment bar 210 provide a keying feature for insertion of the main connector 1 10 into the port 120 and mating. The main connector comprises a moulded sheath portion 220 which engages a correspondingly shaped portion 230 of the port in a friction fit, and which shields and protects the electrical connections between the pins and the holes in use. When the connector 1 10 and port 120 are brought together the sheath portion 220 slides over the corresponding portion 230 of the port and the alignment bar 210 slides into the alignment socket 200 ensuring that the pins 190 of the connector 1 10 become correctly aligned with the holes 180 of the port prior to them being inserted therein. Once connected, the individual pins make electrical connections inside the holes, for power and for the transfer of data.

As mentioned above, the sheath 220 engages the corresponding portion 230 of the port in a friction fit. There is a small amount of elasticity in the sheath that permits relatively easy intentional engagement and disengagement by a user, but is sufficient to inhibit unintentional disengagement, so maintaining the connections as long as this is desired. However, as explained above, it is often the case that the apparatus connected to the on board diagnostics port becomes disconnected either by a technician who requires access to the port, or else by a user who wishes to discontinue the operation of the tracking device, for whatever reason.

In a variant to the example described above there is provided a vehicle tracking device with a cable leading to a first socket for attaching to an electronic port such as an on-board diagnostic port, and a cable leading from the first socket to a third socket (also referred to as auxiliary port 160) for connection to a further suitable electronic device, such as a vehicle diagnostic tool. The first socket still serves as a Y-splitter but one branch does not end in a socket but instead is hardwired into a vehicle tracking device. This can reduce the number of connections that need to be protected against tampering.

In a variant there is provided a vehicle tracking device with a cable leading to a first socket for attaching to an electronic port such as an on-board diagnostic port. A third socket (also referred to as auxiliary port 160) for connection to a further suitable electronic device, such as a vehicle diagnostic tool, is attached either on a portion of the vehicle tracking device or at the first socket (instead of at the end of its own lead). This can reduce the number of leads that need to be accommodated.

In a variant the first socket and the third socket (and/or the second socket) are connected by way of a wireless connection. For example, a Bluetooth® module is included at the first socket, and the third socket includes a Bluetooth® module, such that the third socket can be mated to an appropriate port in a vehicle tracking device. In a variant the vehicle tracking device includes a Bluetooth® module for communicating directly with the first socket. In another variant the Bluetooth® module includes a translator module for translating raw data from the vehicle (e.g. OBD codes) into a different format. The person skilled in the art would be familiar with suitable modules such as ELM Electronics ELM327 (on-board diagnostics translator) and Texas Instruments LMX9838 (Bluetooth Serial Module).

In a variant for example the first socket and the third socket reside in a common housing. This can reduce the cabling which can be particularly useful if the third socket is vacant in normal use of the vehicle. Figures 5 and 6 show an adaptor 240, for use with the connector 1 10, which inhibits disconnection. In this embodiment, the adaptor comprises a bent metal sprung clip, having parallel plate members 240a and 240b. On each of the surfaces 240a and 240b there are three resilient bent tabs 250 and 260. A pair of tabs 250 is located towards the periphery of the plate 240a and extend out of plane and away from the other plate. The other tab 260 is located substantially centrally of the plate, and extends inwardly, towards the opposite plate. The central tab is greater in area than the peripheral ones.

In use, the clip is urged over the alignment bar of the connector, so that the plates 240a and 240b lie either side of the alignment bar, as shown in Figure 7. The clip is dimensioned so that it is a tight friction fit over the bar and, once in place, the central tabs 260 resist removal of the clip by friction. The U-shaped profile of the clip 240 enables it to be placed over the alignment bar, whilst ensuring the alignment bar fits within the corresponding alignment socket. It will be appreciated that the clip 240 may have other profile shapes which provide this function.

When the connector is pushed- into contact with the port 120, the alignment tab slides into the alignment socket as usual. However, the two peripheral resilient tabs 250 bear against the internal surface of the socket, increasing the friction between the bar and the socket, so that it becomes almost impossible to withdraw the connector from the port without destroying the former. Figures 8 and 9 show an alternative adaptor arrangement. In this embodiment two spring clips 270 are used in the connector, one at each end. The clips 270 are of a simpler design and comprise a single metal plate with peripheral resilient tabs 280 and a central resilient tab 290, all of which, in this embodiment, extend away from the plate in the same direction. Figure 9 shows, in sectional view, the clips in place within a connector. The clips lie within recesses in the sheath portion of the connector in such a way that the tabs 280 and 290 extend inwardly towards the walls of the port 120, when the connector and port are engaged, thus generating a greater frictional force on the port so as to inhibit disconnection. Figure 10 illustrates a tamper evident feature, for example for use with the clips 270. In this example the sheath is arranged to detach from the rest of the connector when sufficient force is exerted in an attempt to disconnect the connector and the port. Once separated from the main connector body, the sheath portion remains firmly secured to the port. This is evidence that the connector was forcibly removed.

Figures 1 1 and 12 show another embodiment of the present invention in which there are more immediately visible tamper evident features. In this embodiment, the tamper evident mechanism comprises two tabs 300 and 310 respectively connected to a main body of the connector 1 10 and to the separable sheath portion 220. Before connection of the connector and the port, and after connection but prior to any attempt to separate them, the tabs 300, 310 are connected together, as shown in Figure 1 1 , by a rivet 320 extending through both tabs. It will be appreciated that other means of securing the two tabs together may be used, such as a permanent snap-fit.

One of the tabs comprises a narrowed section, and in the example shown in Figure 1 1 , it is the connector tab 300. This narrowed section is weaker than the remaining portion of the tab and is designed to break or snap when the connector 1 10 is removed from the port 120, leaving the sheath portion 220 connected to the port 120. One portion 300a of the tab remains connected to the other tab 310, whilst a base portion 300b remains connected to the detached connector remnant 1 10, as shown in Figure 12. This provides a very visible indication to a user that the connector has at some point been removed from the port. It will be understood that the tab designed to break may be that of the sheath portion, or some combination of the two tabs may be arranged to provide the tamper evidence.

Turning to Figures 13-17, these illustrate a still further embodiment of the present invention. In this embodiment, the pins 190 of the main connector 1 10 are themselves removably attached to the connector 1 10. Prior to insertion in to a port 120, the pins are connected to circuitry 330 within the connector which, in turn, is connected to the cable 130/140.

The sheath portion 220 of the connector 120 comprises one or more clips (not shown) of the type described in relation to Figures 5-10. The clips are arranged to increase the friction between the connector 1 10 and the port 120, so that when an attempt is made to remove the connector from the port, the sheath 220 and pins together separate from the main connector 1 10, and remain attached to the port 120. This results in the main connector 1 10 being permanently damaged, and unusable. As the pins remain inside the port 120, this is also now unusable (see Figures 14 and 15).

The pins 190 may be connected to the circuit 330 of the connector 1 10 by means of contacts 340, such that on removal, the pins no longer touch the contacts, thereby breaking the connection. Alternatively, the pins may be connected to the circuit 144 by weak cabled connections (not shown) which are arranged to break on separation of the connector 1 10 from the port 120.

In another example the tamper-proofing feature is a photosensitive sensor arranged such that when the socket is in the connected configuration no ambient light falls on the sensor and in the disconnected configuration the sensor is exposed to ambient light, causing a change in the properties of the sensor. In an example the photosensitive sensor is an inductor-capacitor (LC) resonator (such as a chipless radio-frequency tag) with a photosensitive component that causes a change of the resonance frequency of the resonator. In this example the resonator can include an interdigitated planar sensor featuring a micrometric inter-electrode gap optimized for a thin acrylamide photosensitive polymer layer. Exposure to ambient light within the absorbance band of the photosensitizer (e.g. ~530 nm) triggers polymerization, which irreversibly modifies the electrical properties of the film, producing a significant change of the dielectric constant of (e.g. a decrease of 27%), thereby changing the resonance frequency (e.g. a 540 kHz shift) of the resonator. This allows straightforward wireless detection of whether a light exposure event has occurred.

In the above described embodiments, a vehicle tracking device 150 can be permanently connected to the diagnostics port 120 of a vehicle (not shown). Any attempt to disconnect the tracking device will result at least in evidence of tamper, and, depending on the embodiment, may permanently damage the connector 1 10, the port 120, or both. This discourages a user from tampering with and/ or removing the tracking device. Meanwhile, a technician may still connect diagnostics equipment to the port 120 via the auxiliary socket 160.

The vehicle tracking device 150 draws power and data from the on-board diagnostics port 120 via the connector 1 10. The tracking device may be arranged in use to determine the speed of the vehicle and indicate to the user whether the speed limit is being exceeded at the location, which data may be derived using mapping information and current position information.

For example, the speed the vehicle is travelling may be determined by a satellite positioning system, such as Global Positioning System, Galileo, or GLONASS. The accuracy of the speed detected may be increased by the use of supplemental sensors such as an accelerometer, or alternatively, by receiving data from the on-board diagnostics port of the car. Once the speed is determined, it is checked against a database containing locations and the known speed limits on the roads. The database may be stored in the memory of the vehicle tracking device, or alternatively, it may be requested by the vehicle tracking device 150 from a remote server via a wireless connection, such as a cellular connection. In some embodiments, the speed limit at a particular location may be determined via a camera connected to the vehicle tracking device 150, either via a wired or wireless connection. The camera detects road signs and passes this data to the tracking device. The vehicle tracking device 150 alerts the user via a notification if the speed of the vehicle exceeds the known speed limit at the current location. The notification may be an audible notification emitted from the vehicle tracking device 150 itself via an in-built speaker. Alternatively, or in addition, the audible notification may be emitted through the vehicle's onboard sound system. In this case, the sound is sent through the on-board diagnostics port to the on-board sound system. The notification may be or may include a visual notification, and result in a warning being shown on a display, such as a vehicle display.

In some embodiments, the notification may be relayed continuously until the vehicle's speed is reduced to a safe limit. Thereby providing an additional incentive to reduce the speed below the speed limit.

In further embodiments, and determination of whether the speed of a vehicle is exceeding the speed limit may take place on a remote server. In this embodiment, the speed and location of the vehicle are sent to the remote server via a wireless connection, such as a cellular connection, and the server compares this to the known speed limit at a particular location, and indicates to the vehicle tracking device 150 whether to initiate a notification.

The use of a remote server means that an administrator can monitor vehicles of a particular fleet to determine which drivers, if any, are regularly breaking the speed limit.

Figure 18 shows a system for determining a cause of a vehicle fault. The system 400 for determining a cause of a vehicle fault is shown having a vehicle 402 which comprises an engine subsystem 404. The engine subsystem 404 is one of a number of subsystems, example of other such subsystems include the transmission, the recharging system (in an electric vehicle), the airbags, and electric power steering. The engine subsystem 404 comprises engine mechanics 406 which includes, for example, a number of combustion chambers, a fuel system and an ignition system. The engine subsystem 404 comprises a plurality of sensors which are arranged to measure a condition of the engine mechanics 406. The sensors include, for example, an engine temperature sensor 408, a fuel pressure sensor 410, a crank position sensor 412 an oxygen sensor 414 and any number of additional sensors 416. The engine temperature sensor 408 is arranged to measure an operating temperature of the engine mechanics 406. The fuel pressure sensor 410 is arranged to measure the pressure of the fuel system. The crank position sensor 412 is arranged to measure the position of a piston of the engine mechanics 406. The oxygen sensor 414 is arranged to measure the air- fuel ratio. There are additional sensors 416 which measure a plurality of other conditions of the engine.

Each subsystem of the vehicle 402 has an electronic control unit, and the engine control unit 418 is the electronic control unit for the engine subsystem 404. The sensors are arranged to supply, to the engine control unit 418, the measured condition of the engine mechanics 406. Alternatively, or additionally, the sensors are arranged to supply, to the engine control unit 418, information relating to or derived from the measured condition. For example, the engine temperature sensor 408 may supply, to the engine control unit 418, a deviation of the engine temperature from an ideal operating temperature.

The engine control unit 418 works to ensure optimal performance of the engine mechanics 406. The measured condition of the engine mechanics 406, and/or the information relating to or derived from the measured condition, which is supplied to the engine control unit 418 is interpreted with reference to one or more lookup tables. The lookup tables contain ideal conditions of the engine mechanics 406. In one example, the lookup table stores the ideal operating temperature of the engine mechanics 406 and the engine temperature measured by the engine temperature sensor 408 is interpreted with reference to an ideal temperature, that is, as to whether the engine temperature is higher or lower than is ideal. The engine control unit 418 is arranged to control actuators of the engine mechanics 406 in dependence on the interpretation of the sensor information. The engine control unit 418 stores threshold deviations from the ideal conditions of the engine mechanics 406 so that actuators 420 are actuated once the measured conditions exceed the stored deviations. Taking the previous example, if it is found that the engine temperature is significantly high enough so as to exceed a threshold temperature, the engine control unit 418 will actuate a fan of the engine cooling system so as to direct air through the vehicle radiator and cool the engine mechanics 406.

One function of the engine control unit 418 (and indeed the electronic control units of other vehicle subsystems) is to generate and output diagnostic trouble codes. Diagnostic trouble codes provide some information about a detected error in the given subsystem. The engine control unit 418 will generate and output a diagnostic trouble code if it detects an abnormality in the information received from any one of the plurality of sensors of the engine subsystem 404.

Diagnostic trouble codes, according to modern standards, comprise a letter followed by four numbers. The letter identifies a general system of the vehicle (for example the powertrain system, the chassis, the user network, or the body of the vehicle). The first of the four numbers identifies whether the code is a standardised diagnostic code or whether it is a vehicle manufacturer specific code; manufacturers are free to create their own codes if there is no standardised code which is suitable for the vehicle they have manufactured. The second of the four numbers identifies the subsystem (for example, in the general powertrain system, the second number may relate to an ignition system/misfire error or a transmission error). The remaining two numbers identify an individual error within each subsystem.

The diagnostics codes are insufficient to determine a fault of a vehicle for a number of reasons. Firstly, the codes are imprecise because one diagnostic trouble code corresponds to many possible faults. Secondly, the information provided by the code is simply a report of a symptom of a fault rather than a cause of a fault. For example, code P0301 informs a user that a misfire has occurred in a certain cylinder; however it does not provide any information as to the cause of the misfire (which, as with the first problem, could be any number of faults, including a fault with a spark plug or the fuel injection). In another example, a malfunctioning mass air flow sensor might cause a vehicle to overcompensate in its fuel mixture resulting in a diagnostic trouble code which reports that the air-fuel mixture is too lean or too rich. The information provided by the diagnostic trouble code in this example would be of very limited value when diagnosing the true fault which lies with the mass air flow sensor. Lastly, manufacturers use proprietary diagnostic trouble codes which tend to be of more use than the standardised codes. However, there is no incentive for a manufacture to make these codes available to a user of a vehicle, or to mechanics other than the manufacturer's own, as it would mean that the manufacturer's services would be less likely to be required in maintaining and repairing the vehicle.

Referring to Figure 18, the system is arranged to output the diagnostic trouble codes generated by the engine control unit 418 to the on-board diagnostics (OBD) port 422 and to the controller area network (CAN) interface 424. The OBD port 422 is arranged to output the diagnostic trouble codes to an external fault determining system 440, via a connector 436 which is preferably an electrical connector as described herein. The engine control unit 418 is arranged also to output additional information from the engine subsystem 404, including the conditions of the engine mechanics as measured by the sensors and the actuators 420 which have been actuated. This additional information is output to both the OBD port 422 and the CAN interface 424.

While the operation of the engine subsystem 404 has been described in detail with reference to Figure 18, the preceding description applies equally to each subsystem of the vehicle 402, and each subsystem of the vehicle 402 is arranged to output diagnostic trouble codes, along with the above mentioned additional information, to the OBD port 422.

The CAN interface 424 is arranged to interface with the CAN bus 426. The CAN bus 426 is a vehicle bus which, amongst other things, facilitates communication between the various subsystems of the vehicle, between sensors of one subsystem and electronic control units of another subsystem, and between the sensor, actuators and electronic control units within a subsystem. In one example, the CAN bus 426 is used to collate various sensor measurements from around the vehicle (including speed sensors, steering angle sensors, and engine temperature sensors) so as to determine whether or not the engine can be shut down when stationary for improved fuel economy and reduced emissions.

Referring to Figure 18, the transmission subsystem 428 is shown to be in communication with the CAN bus 426, and there are also any number of additional subsystems 430 in communication with the CAN bus 426. A speed sensor 432 is also in communication with the CAN bus 426, and there are also any number of additional sensors 434 in communication with the CAN bus 426. The speed sensor 432 is not part of any particular subsystem, rather it is a sensor which provides information to many subsystems via the CAN bus 426. Each sensor, subsystem or electronic control unit comprises a CAN interface to transmit and receive communications via the CAN bus 426.

The OBD port 422 is arranged to read the information which is communicated on the CAN bus 426. The OBD port 422 is arranged to output that information to an external fault determining system 440 via a connector 436 which is preferably an electrical connector as described herein. The fault determining system 440 is arranged to combine the diagnostic trouble codes, and additional information, which is output from each of the various electronic control units of the vehicle 402, with the sensor information which is read from the CAN bus 426. The fault determining system 440, which will be described in more detail with reference to Figure 19, is arranged to determine a cause of a fault of the vehicle 402 on the basis of the combination of the diagnostic trouble codes output from the electronic control units and the sensor information output from the electronic control units and the CAN bus 426. Figure 19 shows the fault determining system 440. The fault determining system 440 comprises an OBD interface 438 which is arranged to receive the diagnostic trouble codes and sensor information output from the electronic control units and CAN bus 426 of the vehicle 402 via the OBD port 422. The fault determining system 440 is arranged to analyse the diagnostic trouble codes and sensor information thereby to determine and output a cause of a fault of the vehicle 402.

Referring to Figure 19, the fault determining system 440 comprises an analysis engine 443 which is arranged to receive an input from an expert knowledge database 442 in addition to the diagnostic trouble codes and sensor information from the OBD interface 438. The expert knowledge database 442 contains expert knowledge in the form of facts and rules relating to the diagnostic trouble codes and sensor information. Each diagnostic trouble code corresponds to a range of possible errors. The analysis engine 443 is arranged to combine the diagnostic trouble codes with the sensor readings thereby to narrow the range of the possible vehicle errors in light of the sensor readings, that is, certain vehicle errors indicated by the code can be eliminated when determining the error because the sensor readings indicate that an error covered by the code has not occurred. The expert knowledge database 442 is arranged to store causes of vehicle faults associated with the combinations of diagnostics troubles codes and sensor readings. The expert knowledge database 442 may be an online database and may be wirelessly connected to analysis engine 443. The analysis engine 443 is arranged to look up, in the expert knowledge database 442, and extract from the expert knowledge database 442, the one or more causes of vehicle faults which correspond to the combination of diagnostic trouble codes and sensors. The analysis engine 443 is arranged to output 444 the one or more causes of the vehicle fault corresponding to the combination of the code and sensor readings. The output 444 is preferably a probabilistic output, where the analysis engine 443 outputs a probability that the causes of a fault which it has output is the true cause of the fault, and where there are multiple possible causes of the fault the analysis engine 443 is arranged to output the probability that, of the multiple possible causes of the fault, is the true or most likely cause of the fault.

In one example, the fault determining system 440 receives, from the engine control unit 416, the diagnostic trouble code P0301 which reports that a misfire in has occurred in a cylinder of the engine mechanics 406. The code P0301 is indicative of a number of different faults including faulty spark plugs, fuel injectors, and fuel mixture. The fault determining system 440 also receives, from the CAN bus 426 and from the engine control unit 418, sensor information from the oxygen sensor which is output to the analysis engine 443. The oxygen sensor information shows that the fuel mixture is not abnormal and therefore eliminates the fuel mixture as a cause of the error. The analysis engine 443 refers to the expert knowledge database to extract the possible causes of a fault corresponding to the combination of diagnostic trouble codes and sensor information received from the vehicle 402. The analysis engine 443 outputs the possible causes of the fault along with a probability that each cause is the true cause of the error.

A user of the fault determining system 440 uses the output 444 to determine which component of the vehicle 402 to repair or replace. The user also feeds information back to the fault determining system 440, which information relates to the verified cause of the fault. The fault determining system 440 is arranged to store this information and use the information to generate the probabilities of the output 444 in the future determination of faults. In one example, the fault determining system outputs two causes for a given error on ten different occasions. On eight of the ten occasions the user provides information to the fault determining system 440 verifying that the true fault was the first of the two faults, and on two of the ten occasions that it was the second of the two faults. The fault determining system 440 uses this information to determine that (with this specific combination of diagnostic trouble codes and sensor data) the probability of the first fault is 80% and fault two is 20%. While the verification has been described with reference to user feedback, the verification information may also be stored in the expert knowledge database 442.

Various other modifications will be apparent to those skilled in the art. For example, while the detailed description has considered connection of a vehicle tracking device in a vehicle, the disclosures herein could similarly be used with a variety of electrical devices calling for their own specific socket topology/configuration.

Whilst endeavouring in the foregoing specification to draw attention to those features of the invention believed to be of particular importance, it should be understood that the applicant claims protection in respect of any patentable feature or combination of features referred to herein, and/or shown in the drawings, whether or not particular emphasis has been placed thereon.

It will be understood that the present invention has been described above purely by way of example, and modifications of detail can be made within the scope of the invention.

Reference numerals appearing in the claims are by way of illustration only and shall have no limiting effect on the scope of the claims.