Abstract:
The present invention has a controller ( 010 ) to monitor the environmental temperature of automotive or industrial sensor ( 830 ) and a means of actively heating ( 651 ) or cooling ( 520 ) sensors such that the sensor ( 830 ) is not exposed to extreme cold or hot temperatures, which could negatively affect the operation of the sensor ( 830 ) either temporarily or permanently. The operator ( 901 ) is informed ( 356 ) of the future probability of measurable degraded performance of the automotive or industrial machine or thermal stress of sensors to enable the operator ( 901 ) to adjust her operation ( 910 ) of the machine and perform preventive maintenance to reduce the future probability of measurable degraded performance and thermal stress of sensor ( 830 ). There can be a plurality of sensors.

Description:
BACKGROUND OF THE INVENTION 
       [0001]    1. Field of Invention 
         [0002]    This invention relates to using a wheel speed sensor with an integrated temperature sensor to monitor brake heat applied to the wheel speed sensor, thereby enabling active cooling of the wheel speed sensor and/or brakes, enabling the driver to adjust their driving style to reduce brake heat and wear, and enabling detection and prediction of failures of wheel speed sensor and brakes caused by extreme brake temperatures. 
         [0003]    2. Description of Prior Art 
         [0004]    Variable reluctance sensors with integrated temperature sensors (for example, WIPO patent no. WO2005047838) do not provide a means of actively cooling the wheel speed sensor, providing driver feedback, or detecting and predicting failures of the wheel speed sensor and brakes. 
         [0005]    Wheel speed sensor mounting arrangements (for example, U.S. patent no. US2005206148) do not include a means of monitoring heat applied to the wheel speed sensor or a means of actively cooling the wheel speed sensor. 
         [0006]    Combined hub temperature and wheel speed sensor systems that monitor wheel bearing temperature (for example, U.S. Pat. No. 6,538,426) do not provide a means of actively cooling the wheel speed sensor. 
         [0007]    A vehicle with brake temperature monitoring and systems to provide warnings and disengage active stability systems utilizing brakes (for example, EPIO patent no. EPO489887A1) does not provide a means of actively monitoring wheel speed sensor temperature or provide a means of actively cooling brakes or wheel speed sensors. 
       SUMMARY OF THE INVENTION 
       [0008]    The temperature environment of the electronic automotive sensors and the automotive operation measured by the electronic automotive sensors is preferably monitored to inform the operator of electronic automotive sensors exposed to extreme thermal environment affecting the reliability of the electronic automotive sensor measurements and to inform the operator of degraded performance of the automotive system monitored by the electronic automotive sensors. 
         [0009]    The temperature of the environment of the electronic automotive sensors is preferably controlled to prevent temperatures from occurring outside the allowable temperature range of the electronic automotive sensors, which protects them from thermally induced degraded performance or damage. 
         [0010]    Magnetic wheel speed sensors operating in extreme thermal environment are preferably actively cooled and heated as required to keep these sensors operating within their operating temperature range. 
         [0011]    Data collected through measuring the operation of the active cooling and heating apparatus is preferably used to monitor the automotive braking system and to detect and report degraded performance. 
         [0012]    Modular subcontrollers are preferably used to allow subcontrollers to monitor each other and provide redundancy when highly reliable monitoring and active cooling is required. 
         [0013]    Retention of temperature sensor and electronic automotive sensor measurements are preferably used in combination with centralized machine learning to detect patterns and probabilistically classify measurements according to the future probability of degraded performance and thermal environment outside the operating range of electronic automotive sensors. 
         [0014]    When there is a high future probability of degraded performance and thermal environment outside the operating range of the electronic automotive sensors, the operator is preferably alerted. 
         [0015]    The operator is preferably able to adjust the operating behaviour of the electronic automotive sensors or of the temperature environment and to perform adjustments or perform preventive maintenance to reduce the future probability of degraded performance and thermal environment outside the operating range of the electronic automotive sensors. Still further objects and advantages will become apparent from a consideration of the ensuing description and drawings. 
         [0016]    The present invention is a system to monitor the environmental temperature of automotive or industrial sensors and a means of actively heating or cooling sensors such that the sensor is not exposed to extreme cold or hot temperatures, which could negatively affect the operation of the sensor either temporarily or permanently. The operator is preferably informed of the future probability of measurable degraded performance of the automotive or industrial machine or thermal stress of sensors to enable the operator to adjust her operation of the machine and perform preventive maintenance to reduce the future probability of measurable degraded performance and thermal stress of sensors. 
         [0017]    A system to monitor and control the environmental temperature of automotive sensors comprises a sensor assembly having an electronic automotive sensor an temperature sensor that are located in close proximity to one another. A system further has means of actively controlling or heating the electronic sensor according to an temperature operating range of electronic automotive sensor and a controller that uses the temperature sensor to monitor the temperature of the electronic automotive sensor and acts to control the means of actively cooling or heating the electronic automotive sensor to maintain the electronic automotive sensor within its temperature operating range. Damage to the electronic automotive sensor and measurement inaccuracy caused by temperatures outside the temperature operating range of the electronic automotive sensor is reduced by the controller controlling the means of actively calling or heating the electronic automotive sensor. 
         [0018]    A method of operating a system to monitor and control the environmental temperature of automotive sensors having a sensor assembly with an electronic automotive sensor and temperature sensor located in proximity to each other, with means of actively cooling or heating the electronic automotive sensor according to a temperature operating range of the electronic automatic sensor, with a controller to operate and control the system, the method comprising having the controller use the temperature sensor to monitor the temperature of the electronic automotive sensor and activating the means to cool or heat the electronic automotive sensor to maintain the electronic automotive sensor within its temperature operating range, thereby reducing any damage to the electronic automotive sensor that would be caused by operating at temperatures outside the temperature operating range. 
     
    
     
       BRIEF DESCRIPTION OF THE DRAWINGS 
         [0019]    The advantages of this invention may be better understood by reading the following description as well as the accompanying drawings where numerals indicate the structural elements and features in various figures. The drawings are not necessarily to scale, and they demonstrate the principles of the invention. 
           [0020]      FIG. 1  is a block diagram of a prior art wheel speed sensor assembly  030  and wheel speed sensor controller  010 ; 
           [0021]      FIG. 2  is a block diagram of a wheel speed sensor assembly  030  and wheel speed sensor controller  010  with active cooling of the wheel speed sensor assembly  030  controlled by the wheel speed sensor controller  010 ; 
           [0022]      FIG. 3  is a block diagram of a wheel speed sensor assembly  030  and wheel speed sensor controller  010  with active cooling of the wheel speed sensor assembly  030  and lift/lock axle control valves  042  controlled by controller designed to meet the Ontario, Canada SPIF requirements; 
           [0023]      FIG. 4  is a block diagram of a wheel speed sensor assembly  030  and wheel speed sensor controller  010  with active cooling, further including additional secondary sensors to provide alive checks and environmental monitoring; 
           [0024]      FIG. 5  is a flow diagram of the main control loop of an embodiment of the present invention; 
           [0025]      FIG. 6  is a flow diagram of the secondary sensor control loop monitoring and controlling the primary sensor environment; 
           [0026]      FIG. 7  is the state transition table which maps the resolved current and previous states to valid actions or error type and used in main control loop described in  FIG. 5 ; 
           [0027]      FIG. 8  is a flow diagram of the operator interaction with electronic automotive sensors with integrated temperature sensors  830 ; 
           [0028]      FIG. 9  is a flow diagram of the detection of operation trend patterns from electronic automotive sensors and temperature sensors; 
           [0029]      FIG. 10  is the diagram of a wheel speed sensor assembly  030  and wheel speed sensor controller  010 , shown in  FIG. 4  further including distributed resistive heater controllers  011  and active cooling air flow controllers  012 . 
       
    
    
     DRAWINGS 
     Reference Numerals 
       [0000]    
       
           010 —wheel speed sensor and steering axle controller 
           011 —resistive heater controller 
           012 —active cooling air flow controller 
           020 —air supply 
           030 —wheel speed sensor assembly 
           040 —air flow control valve 
           042 —lift/lock axle control valves 
           050 —magnetic encoder ring 
           110 —external signal wires connecting the wheel speed sensor  030  and the wheel speed sensor controller  010   
           111 —signal wires connecting the air spring pressure sensor with integrated temperature sensor  650  to the wheel speed sensor and steering axle controller  010   
           112 —signal wires connecting the air supply pressure sensor with integrated temperature sensor  610  to the wheel speed sensor and steering axle controller  010   
           113 —communication wires connecting the resistive heater controller  011  associated with the supply pressure sensor heating resistor  611   
           114 —communication wires connecting the resistive heater controller  011  associated with air spring pressure sensor heating resistor  651   
           115 —communication wires connecting the active cooling air flow controller  012  associated with the air supply pressure sensor with integrated temperature sensor  650   
           120 —solenoid power wires connecting the air flow control value  040  and the wheel speed sensor controller  010   
           121 —solenoid power wires connecting the lift/lock axle control valves  042  and the wheel speed sensor controller  010   
           125 —air flow solenoid current measurement 
           126 —wheel speed sensor current measurement 
           127 —lift/lock axle solenoids current measurements 
           130 —wheel speed and temperature signal wires connecting wheel speed sensor, temperature sensor  830  to external signal wires  110   
           131 —wheel speed signal wires connecting wheel speed sensor  831  to external signal wires  110   
           210 —air line from air supply  020  to air flow control valve  040   
           220 —air line from air flow control valve  040  to wheel speed sensor air shroud  520   
           230 —air line from air spring  660  to air spring pressure sensor with integrated temperature sensor  650   
           231 —air line from air supply  020  to air supply pressure sensor with integrated temperature sensor  610   
           240 —air line from air flow control valve  040  to wheel speed sensor air shroud  520   
           311 —read sensors 
           312 —resolve sensor readings into current compound state 
           313 —read previous compound state 
           314 —classify compound state transition as valid actions or error types 
           315 —invalid state transition error handler 
           317 —read previous error type 
           319 —error message reporting and error visual indication 
           343 —monitoring environmental operating limits of primary loads 
           351 —primary sensors required for resolving the controlled system states 
           352 —primary sensors analog and digital alive checks 
           353 —monitoring environmental operating limits of primary sensors 
           356 —alerting environment of primary sensors 
           360 —active cooling off 
           361 —active cooling on 
           363 —active cooling temperature limits 
           370 —active heating off 
           371 —active heating on 
           373 —active heating temperature limits 
           500 —wheel speed sensor assembly 
           510 —air flow 
           520 —air shroud and wheel speed sensor mounting encasement 
           530 —air shroud  520  air entrance 
           540 —air shroud  520  air exit 
           601 —wheel speed sensor controller heating resistor 
           610 —supply pressure sensor with integrated temperature sensor 
           611 —supply pressure sensor heating resistor 
           650 —air spring pressure sensor with integrated temperature sensor 
           651 —air spring pressure sensor heating resistor 
           660 —air spring 
           820 —electrical insulation of the wheel speed sensor signal wires 
           830 —magnetic wheel speed sensor with integrated temperature sensor 
           831 —magnetic wheel speed sensor 
           901 —operator 
           902 —operation monitor 
           904 —temperature alert monitor 
           910 —operator command interface 
           926 —classifier training and machine learning 
       
     
       DETAILED DESCRIPTION 
       [0093]      FIG. 1  is a diagrammatic view of the prior art wheel speed sensor assembly  030  with the wheel speed sensor controller  010 . The internal wheel speed signal wires  131  connect the wheel speed sensor  831  to the external signal wires  110 . The external signal wires  110  connect the wheel speed sensor assembly  030  to the wheel speed sensor controller  010 . The controller  010  is preferably a programmable controller and still more preferably one or more of a computer processor, a programmable gate array and an application specific integrated circuit or any combination thereof. The internal wheel speed signal wires  131  are protected from the environment by electrical insulation  820 . The magnetic wheel speed sensor  831  is located at the tip of the wheel speed sensor assembly  030  so that it is in close proximity to the magnetic encoder ring  050 . The wheel speed sensor  831  is in close proximity to a magnetic encoder ring  050  as required to provide a magnetic field strength sufficient for reliable detection of wheel speed. 
         [0094]    The wheel speed sensor  831  can detect wheel speed movement by either a Hall effect sensor or a variable reluctance sensor. 
         [0095]    A Hall effect sensor is a transducer that varies its output voltage in response to a magnetic field. The magnetic encoder ring  050  varies magnetic field to create proximity switching. A Hall effect sensor is combined with circuitry that allows the device to act in a digital (on/off) mode. 
         [0096]    A variable reluctance sensor consists of a permanent magnet, a ferromagnetic pole piece, a magnetic pickup, and a rotating toothed wheel. The amount of magnetic flux passing through the magnet and consequently the coil varies as the teeth of the magnetic encoder ring  050  pass by the face of the magnet. When the gear tooth is close to the sensor, the flux is at a maximum. When the tooth is further away, the flux drops off. The moving target results in a time-varying flux that induces a proportional voltage in the coil. Subsequent electronics are then used to process this signal to get a digital waveform that can be more readily counted and timed. The frequency and amplitude of the analog signal is proportional to the target&#39;s velocity. This waveform needs to be squared up, and flattened off by a comparator like electronic chip to be digitally readable. While discrete VR sensor interface circuits can be implemented, the semiconductor industry also offers integrated solutions. 
         [0097]    The material limitations of variable reluctance and Hall effect sensors used as the sensing device of the wheel speed sensor  831  generally restrict the operating temperatures to between −40 C and +150 C. Wheel speed sensors  831  with lower and higher operating temperatures such as −200 C to +450 C exist. These wheel speed sensors with higher operating temperatures are more expensive and require more expensive signal processing. However during emergency braking, disc brake temperatures in excess of +700 C are common. In designs where the wheel speed sensor  831  is in close proximity to the disc brake prior art wheel speed sensor  831  will experience operating temperatures in excess of +150 C and will even experience op crating temperatures in excess of +450 C. 
         [0098]      FIG. 2  is a diagrammatic view of the wheel speed sensor assembly  030  with active cooling and wheel speed controller  010 . The internal wheel speed and temperature signal wires  130  connect the wheel speed sensor with integrated temperature sensor  830  to the external signal wires  110 . The external signal wires  110  connect the wheel speed sensor assembly  030  to the wheel speed sensor controller  010 . The internal wheel speed signal wires  130  are protected from the environment by electrical insulation  820 . The magnetic wheel speed sensor with integrated temperature sensor  830  is located at the tip of the wheel speed sensor assembly  030  so that it is in close proximity to the magnetic encoder ring  050 . The magnetic encoder ring  050  and the magnetic wheel speed sensor  830  is in close proximity to the magnetic encoder ring  050 . The wheel speed sensor assembly  030  is enclosed inside an air shroud  520 . The air shroud  520  is the wheel speed sensor mounting encasement. An air line  220  is connected between the air shroud entrance  530  and the air flow valve  040 . The air flow valve  040  is connected to the air supply  020  by an air line  210 . The air flow valve  040  is opened and closed by its solenoid electrically connected to the wheel speed sensor controller  010 , by solenoid power wires  120 . The wheel speed sensor controller  010  opens the air flow valve  040  by powering the air flow valve  040  solenoid through the solenoid power wires  120 . The open air flow valve  040  allows air to flow from the pressurized air supply  020  through the air line  210 , through the air valve  040 , through the air line  220  into the air shroud  520  by the air shroud entrance  530 . Air flow  510  from the air shroud entrance  530  circulates inside the air shroud  520 , cooling the wheel speed sensor assembly  030  before exiting out the air shroud exit  540 . Air exiting the air shroud exit  450  is directed towards the magnetic encoder ring  050 . The magnetic encoder ring  050  creates a varying magnetic field for the magnetic sensor within the wheel speed sensor with integrated temperature sensor  830  to measure wheel speed. 
         [0099]    This air flow over the magnetic encoder ring  050  provides air cooling of magnetic encoding ring  050 , which reduces radiate heating of the wheels speed sensor assembly  030  by a hot magnetic encoder ring  050 . By cooling the wheel speed sensor assembly  030 , the wheel speed sensor with integrated temperature sensor  830  is also cooled. Therefore, by cooling or heating a first component, an electronic automotive sensor is also cooled. 
         [0100]      FIG. 3  is a diagrammatic view of the wheel speed sensor assembly  030  with active cooling, and lift/lock axle control valves actuated by the wheel speed controller  010 . The internal wheel speed and temperature signal wires  130  connect the wheel speed sensor with integrated temperature sensor  830  to the external signal wires  110 . The external signal wires  110  connect the wheel speed sensor assembly  030  to the wheel speed sensor controller  010 . The internal wheel speed signal wires  130  are protected from the environment by electrical insulation  820 . The magnetic wheel speed sensor with integrated temperature sensor  830  is located at the tip of the wheel speed sensor assembly  030  so that it is in close proximity to the magnetic encoder ring  050 . The wheel speed assembly  030  temperature measured by the wheel speed sensor with integrated temperature sensor  830 . The measured wheel speed assembly  030  temperature is communicated through signal wire  130  and  110  to the controller  010 . The magnetic encoder and the magnetic wheel speed sensor  830  is in close proximity to the magnetic encoder ring  050 . The wheel speed sensor assembly  030  is enclosed inside an air shroud  520 . The air shroud  520  is the wheel speed sensor mounting encasement. An air line  220  is connected between the air shroud entrance  530  and the air flow valve  040 . The air flow valve  040  is connected to the air supply  020  by an air line  210 . The air flow valve  040  is opened and closed by its solenoid electrically connected to the wheel speed sensor controller  010 , by solenoid power wires  120 . The wheel speed sensor controller  010  opens the air flow valve  040  by powering the air flow valve  040  solenoid through the solenoid power wires  120 . 
         [0101]    The open air flow valve  040  allows air to flow from the pressurized air supply  020  through the air line  210 , through the air valve  040 , through the air line  220  into the air shroud  520  by the air shroud entrance  530 . Air flow  510  from the air shroud entrance  530  circulates inside the air should  520 , cooling the wheel speed sensor assembly  030  before exiting out the air shroud exit  540 . By cooling the wheel speed sensor assembly  030 , the wheel speed sensor with integrated temperature sensor  830  is also cooled. 
         [0102]    The air line  230  connects the air spring  660  to the air spring pressure sensor with integrated temperature sensor  650 . Signal wires  111  connect the air spring pressure sensor with integrated temperature sensor  650  to the wheel speed sensor and steering axle controller  010 . The air spring  660  pressure is measured by the air pressure sensor with integrated temperature sensor  650 . Electric current flowing through the air spring pressure sensor heating resister  651 , heats the air spring pressure sensor with integrated temperature sensor  650 . The heating of the air spring pressure sensor with integrated temperature sensor  650  is controlled by the wheel speed sensor and steering axle controller  010 . The wheel speed sensor and steering axle controller  010 , controls air spring pressure sensor heating resister  651  so the air spring pressure sensor with integrated temperature sensor  650  operators within its operating temperature range. The air spring pressure sensor heating resister  651  can use to prevent water freezing in or near to the air spring pressure sensor  650 . 
         [0103]    Solenoid power signal wires  121  connect the lift/lock axle control valves  042  to the controller  010 . The wheel speed sensor and steering axle controller  010  uses the lift/lock axle control valves  042  to perform useful control of steering axles. This implementation of useful control by the wheel speed sensor controller  010 , the steering axles are controlled to lifted, lowered and locked according to the Ontario, Canada SPIF requirements and is described in  FIG. 5 . 
         [0104]      FIG. 5  refers to the main control logic loop of the wheel speed sensor controller  010  controlling steering axles according to the Ontario, Canada SPIF requirements. The control loop begins with the step of examining each of the primary sensors  351 , magnetic wheel speed sensor  830  and air spring pressure sensor  650 . The operator will provide user input by means of toggle switch or button. Then in the next step read sensors  311 . The sensor readings are used in the next step to resolve current state  312  of the controlled system. The resolved current state is stored for use by the next pass of the main control loop. The resolved current state  312  and the read previous state  313  stored in previous pass of the main control loop are inputs to the State &amp; Error Classifier  314 . The State &amp; Error Classifier  314  matches the current resolve state and the read previous state to a transition table present by  FIG. 7  to select a valid action or error type. The error handler  315  examines the current error from the State &amp; Error Classier  314  and Reads Previous Error  317  to determine the severity and type of error. The Error Reporter  319  indicates the severity and type of error visual and by message communicated for further analysis and logging. 
         [0105]      FIG. 7  refers to the state transition table used by the State &amp; Error Classifier  314  to select a valid action or error type according to the Ontario, Canada SPIF requirements. The state transition tables selects valid actions and error types according to the previous and current resolve states. The resolved states are determined according to the main control loop logic described in  FIG. 5 . 
         [0106]    In the state transition table the current resolved speed state is SP and the stored previous resolved state is SP−1. The current resolved air spring pressure is PR and the stored previous resolved pressure state is PR−1. The current resolved user input state is UR and the previous resolved user input state is UR−1. The resolved speed states SP or SP−1 is:
       S when the wheel speed sensor  830  detects the vehicle movement is less than 0.1 m in 20 seconds,   R when the wheel speed sensor  830  detects the vehicle has travelled more than 0.25 m in reverse,   L when the wheel speed sensor  830  detects the vehicle has moved more than 10 m forward and has remained below 57 km/hr or when the wheel speed sensor  830  detects the vehicle which has increased in speed beyond 57 km/hr and has reduced in speed below 55 km/hr,   H when the wheel speed sensor  830  detects the vehicle has increased in speed beyond 57 km/hr and has not reduced in speed below 55 km/hr.
 
The resolved air spring pressure state PR or PR−1 is
   H when the air spring pressure sensor  650  detects the vehicle weight has increased greater than a configured percentage of the trailer&#39;s maximum weight allowance, such as 85% and has not decreased below a configured percentage of the trailers&#39; maximum weight allowance, such as 80%,   L when the air spring pressure sensor  650  detects the vehicle weight has not increased greater than the configured percentage of the trailer&#39;s maximum weight allowance, 85%,
 
The resolved user input state UR or UR−1 is
   H known as over ride when the user
           1) turned on the four-way flashers after they have been off for more than a set number of flashing periods, such as 2 periods
               then turned off the four-way flashers before a set number of flashing periods, such as 2 periods   
               2) then turned on the four-way flashers before a set number of flashing periods, such as 2 periods
               then turned off the four-way flashers before a set number of flashing periods, such as 2 periods   
               3) then turned on the four-way flashers before a set number of flashing periods, such as 2 periods   
           and the four-way flashers are left on,   O known as normal when the user turns off the four-way flashers or the wheel speed sensor  830  resolved the vehicle&#39;s current SP state is H.       
 
         [0121]    The steering axles in front of the trailer&#39;s primary non-steerable axles do not require separate lock and unlock control. A steering axle behind the trailer&#39;s primary non-steerable axles has separate lock and unlock control. The steering axle behind the trailer&#39;s primary non-steerable axles is locked for high speed operation and unlocked for low speed operation. If the vehicle does not have a steering axle behind the trailer&#39;s primary non-steerable axles the solenoid power wires controlling the rear lock/unlock is left unconnected. If the trailer has only one steering axle in front of the trailer&#39;s primary non-steering axles, only the solenoid power wires controlling axle  1  are connected. If the trailer has only one steering axle and the steering axle is behind the trailer&#39;s primary non-steering axles, only the solenoid power wires controlling axle  2  are connected. When invalid state transitions occur, they are classified as errors and there is no change in the applied action commands. 
         [0122]    The trailer weight can change when the trailer is stopped without error and is indicated by the following state transitions. The combined speed state transition from S or L or R to S and air spring pressure state transition from H to L and user state remains O or H occurs, the result is no action and no error is reported. The combined speed state transition from S or L or R to S and air spring pressure state transition from L to H and user state remains O or H occurs, the result is no action and no error is reported. 
         [0123]    While stationary, the trailer lift axles can be lifted and lowered on command and is indicated by the following state transitions. The combined speed state transition S or L or R to S and any air spring pressure state transition and user transition from any user state to H results in the action commands axle  1  raise, axle  2  raise and rear lock. The combined speed state transition S or L or R to S and any air spring pressure state transition and user transition from any user state from H to O results in the action commands axle  1  lower, axle  2  lower and rear unlock. 
         [0124]    If the trailer changes from high speed to stopped, an invalid state transition has occurred and state transition error indicates an accident has occurred or the wheel speed sensor has failed. This is indicated in the state transition table by the combined speed state transition H to S and any air spring pressure state transition and any user transition results in no change in applied action commands and the error is classified as accident, or lost wheel speed sensor, or wheel speed sensor error. 
         [0125]    If the trailer changes from high speed to reverse, an invalid state transition has occurred and state transition error indicates an accident has occurred or the wheel speed sensor has failed. This is indicated in the state transition table by the combined speed state transition H to R and any air spring pressure state transition and any user transition results in no change in applied action commands and the error is classified as accident, or wheel speed sensor error. 
         [0126]    While moving, significant changes in load on its air springs is an invalid state transition and state transition error indicates lost load, or an air spring/axle problem, or air spring pressure sensor has failed. This is indicated in the state transition table by the combined speed state from any state to a moving state R or L or H and air spring pressure state changes from H to L and any user transition results in no change in applied action commands and the error is classified as lost load or air spring pressure sensor error. Alternatively, the combined speed state from any state to a moving state R or L or H and air spring pressure state changes from L to H and any user transition results in no change in applied action commands and the error is classified as lost air spring/axle or air spring pressure sensor error. 
         [0127]    When trailing in reverse, the trailer steering axles are lifted and locked and is indicated by the following state transitions. The combined speed state transition S or L or R to R and the air spring pressure state remains L or remains H, and user state transition results in the action commands axle  1  raise, axle  2  raise, and rear lock. 
         [0128]    If the trailer changes from stopped or reverse to high speed, an invalid state transition has occurred and state transition error indicates an accident has occurred or the wheel speed sensor has failed. This is indicated in the state transition table by the combined speed state transition S or R to H and any air spring pressure state transition and any user transition results in no change in applied action commands and the error is classified as accident, or wheel speed sensor error. 
         [0129]    When a loaded trailer is travelling at low speed, the steering axles are lowered and if there is a steering axle behind the trailer&#39;s primary non-steering axle, it is unlocked. This is indicated by the following state transitions. The combined speed state transition S or L or R or H to L and the air spring pressure state remains H, and user state transition results in the action commands axle  1  lower, axle  2  lower, and rear unlock. 
         [0130]    When travelling at low speeds, the operator can lift the loaded trailer&#39;s front steering axle to apply more weight on the tractor&#39;s drive axle for improved traction. This is indicated by the following state transitions. The combined speed state transition L to L and the air spring pressure state remains H, and user state transition from any state to H results in the action commands axle  1  raise, axle  2  lower, and rear unlock. 
         [0131]    When the loaded vehicle increases speed to high speed the controller exits the user state applied and lowers the trailer&#39;s front steering axle. This is indicated by the following state transitions. The combined speed state transition L to H and the air spring pressure state remains H, and any user state transition results in the state user state change to O and action commands axle  1  lower, axle  2  lower, and rear lock. 
         [0132]    An unload trailer will keep all steering axles lifted. This is indicated by the following state transitions. The combined speed state transition S or L or R or H to L and the air spring pressure state remains L, and any user state transition results action commands axle  1  raise, axle  2  raise, and rear lock. The combined speed state transition L to H and the air spring pressure state remains L, and any user state transition results action commands axle  1  raise, axle  2  raise, and rear lock. 
         [0133]      FIG. 4  is a diagrammatic view of the wheel speed sensor assembly  030  and wheel speed controller  010  with secondary sensors, active cooling, and lift/lock axle control valves. 
         [0134]    The internal wheel speed and temperature signal wires  130  connect the wheel speed sensor with integrated temperature sensor  830  to the external signal wires  110 . The current sensor  126  measures the wheel speed sensor  830  load current and provides the measurement to the controller  010 . The wheel speed sensor assembly  030  temperature is measured by the wheel speed sensor with integrated temperature sensor  830 . The measured wheel speed sensor assembly  030  temperature is communicated through signal wire  130  and  110  to the controller  010 . 
         [0135]    The internal wheel speed signal wires  130  are protected from the environment by electrical insulation  820 . The magnetic wheel speed sensor with integrated temperature sensor  830  is located at the tip of the wheel speed sensor assembly  030  so that it is in close proximity to the magnetic encoder ring  050 . The wheel speed sensor  831  is in close proximity to a magnetic encoder as required to provide a magnetic field strength sufficient for reliable detection of wheel speed. The wheel speed sensor assembly  030  is enclosed inside an air shroud  520 . The air shroud  520  is the wheel speed sensor mounting encasement. An air line  220  is connected between the air shroud entrance  530  and the air flow valve  040 . The air flow valve  040  is connected to the air supply  020  by an air line  210 . The air flow valve  040  is opened and closed by its solenoid electrically connected to the wheel speed sensor controller  010 , by solenoid power wires  120 . The current sensor  125  measures the air flow valve  040  solenoid load current and provides the measurement to the controller  010 . 
         [0136]    The open air flow valve  040  allows air to flow from the pressurized air supply  020  through the air line  210 , through the air valve  040 , through the air line  220  into the air shroud  520  by the air shroud entrance  530 . Air flow  510  from the air shroud entrance  530  circulates inside the air shroud  520 , cooling the wheel speed sensor assembly  030  before exiting out the air shroud exit  540 . By cooling the wheel speed sensor assembly  030 , the wheel speed sensor with integrated temperature sensor  830  is also cooled. 
         [0137]    The air line  230  connects the air spring  660  to the air spring pressure sensor with integrated temperature sensor  650 . Signal wires  111  connect the air spring pressure sensor with integrated temperature sensor  605  to the wheel speed sensor controller  010 . The air spring  660  pressure is measured by the air pressure sensor with integrated temperature sensor  650 . The heating of the air spring pressure sensor with integrated temperature sensor  605  is controlled by the wheel speed sensor and steering axle controller  010 . The air spring  660  pressure is measured by the air pressure sensor with integrated temperature sensor  650 . Electric current flowing through the air spring pressure sensor heating resister  651 , heats the air spring pressure sensor with integrated temperature sensor  650 . The heating of the air spring pressure sensor with integrated temperature sensor  650  is controlled by the wheel speed sensor and steering axle controller  010 . The wheel speed sensor and steering axle controller  010 , controls air spring pressure sensor heating resister  651  so the air spring pressure sensor with integrated temperature sensor  650  operators within its operating temperature range. The air spring pressure sensor heating resister  651  can be used to prevent water freezing in or near to the air spring pressure sensor  650 . 
         [0138]    The air line  231  connects the air supply  020  to the air supply pressure sensor with integrated temperature sensor  610 . Signal wires  112  connect the air supply pressure sensor with integrated temperature sensor  610  to the wheel speed sensor and steering axle controller  010 . The air supply  020  pressure is measured by the air pressure sensor with integrated temperature sensor  650 . Electric current flowing through the air supply pressure sensor heating resister  611 , heats the air supply pressure sensor with integrated temperature sensor  610 . The heating of the air supply pressure sensor with integrated temperature sensor  610  is controlled by the wheel speed sensor and steering axle controller  010 . 
         [0139]    Solenoid power signal wires  121  connect the lift/lock axle control valves  042  to the controller  010 . The wheel speed sensor controller  010  uses the lift/lock axle control valves  042  to perform useful control of steering axles. In this implementation of useful control by the wheel speed sensor controller  010 , the steering axles are controlled to be lifted, lowered and locked according to the Ontario, Canada SPIF requirements and is described in  FIG. 5 . 
         [0140]      FIG. 6  refers to the primary sensor  351  alive checks  352 , environment control logic and secondary environment sensors  353 . The control loop begins with the step of examining each of the primary sensors  351 , magnetic wheel speed sensor  830  and air spring pressure sensor  650 . For each primary sensor  351  analog and/or digital alive checks are performed. Analog alive checks include measuring the sensor&#39;s current/voltage and determining where the sensor is operational between its minimum and maximum allowable current/voltage. Digital alive checks include communication with the digital sensor, usually verified by reading the sensor&#39;s id and reading a measurement from the sensor. Every sensor must operate within environmental constraints. The environment of the primary sensors  351  are measured by secondary environment sensors  353 . 
         [0141]    In designs where the wheel speed sensor  831  is in close proximity to the disc brake, prior art wheel speed sensor  831  will experience operating temperatures in excess of +150 C and will even experience operating temperatures in excess of +450 C. 
         [0142]    The wheel speed sensor with integrated temperature sensor  830 , measures the temperature of the wheel speed sensor  831 . The wheel speed sensor controller  010 , opens air flow valve  040  setting active cooling on  361 , closes the air flow valve  040  setting active cooling off  361 , according to the active cooling temperature limits  363 . The wheel speed sensor controller  010  measures wheel speed sensor while integrated temperature sensor  830  measures temperature and rate of change, and measures the wheel speed and rate of change, to either predicatively determine when active cooling will likely be required or predicatively determine when active cooling will not be required. The wheel speed sensor controller  010  sets active cooling on  361  according to algorithmic prediction when active cooling is required to protect the wheel speed sensor with integrated temperature sensor  830  from over heating or sets active cooling off  360  according to algorithmic prediction when active cooling is not required to protect the wheel speed sensor with integrated temperature sensor  830  from over heating. 
         [0143]    The alert reporter  356  informs the operator when active cooling is required, dangerously high temperatures are measured by the wheel speed sensor with integrated temperature sensor  830 , and when destructive temperatures are measured by the wheel speed sensor with integrated temperature sensor  830 . Through this information, the operator is able to adjust their driving style to reduce brake where and destructive brake heating. 
         [0144]    The wheel speed sensor assembly  030  and wheel speed sensor controller  010 , must endure harsh and environmental extremes of the far north where temperatures fall below −40 C and hot deserts where temperatures rise dangerously high. In hot desert conditions, any significant heat from electronics may result in catastrophic and destructive over heating of the wheel speed sensor controller  010  electronics. 
         [0145]    The pressure sensors  610  and  650  are most sensitive to freezing and extreme cold. Air lines normally use dried air and anti-freeze. Unfortunately, moisture freezing can destroy the pressure sensors  610  and  650 . To protect the pressure sensors  610  and  650 , the wheel speed sensor controller  010  uses pressure sensor heaters  611  and  651  to prevent freezing. The wheel speed sensor controller  010  can use these pressure sensor heaters  611  and  651  that can evaporate dangerous moisture when damage to the pressure sensors  610  and  650  from freezing is likely to occur. The wheel speed sensor controller  010  monitors the daily extreme temperature measured by the pressure sensors with integrated temperatures  610  and  650 . From these measured temperatures, wheel speed sensor controller  010  determines whether pressure sensor heaters  611  and  651  evaporation cycle is necessary to remove moisture which may have accumulated in the pressure sensors  610  and  650 . The wheel speed sensor controller  010  uses the pressure sensor heaters  611  and  651  to prevent freezing temperatures occurring within the pressure sensors  610  and  650 . By preventing freezing temperatures within the pressure sensors  610  and  650 , the wheel speed sensor controller  010  also insures the wheel speed sensor controller  010  electronics never fall below −40 C. 
         [0146]    The pressure sensors with integrated temperatures  610  and  650  measure their temperature and rate of temperature change. The wheel speed sensor controller  010  uses the pressure sensors  610  and  650  measured temperature and rate of temperature change to predicatively control the pressure sensor heaters  611  and  651  to insure pressure sensors  610  and  650  are not heated to exceed their maximum temperature, typically 85 C. 
         [0147]    The alert reporter  356  informs the operator when active heating is required, dangerously low temperatures are measured by pressure sensors with integrated temperature sensor  610  and  650 , and when potentially destructive freezing temperatures are measured by the pressure sensors with integrated temperature sensor  610  and  650 . Through this information, the operator is able to adjust their maintenance to insure the air line has sufficient anti-freeze. 
         [0148]      FIG. 8  refers to the operator&#39;s interaction with electronic automotive sensors with integrated temperature sensors  830 . The operator  901  commands the automotive or machine to perform actions. These commands are sent through an interface  910  and are time stamped and monitored by an operation monitor  902 . The effects of these commands are monitored by the electronic automotive sensor with integrated temperature sensor  830 . The electronic automotive sensor measurements are time stamped and monitored by the operation monitor  902 . The temperature recorded by the temperature sensor in proximity to the electronic automotive sensor is time stamped and monitored by the temperature alert monitor  904 . Measurements collected by the operation monitor  902  and temperatures collected by the temperature alert monitor  904  are processed by the alert reporter  356 . The alert reporter  356  classifies the measurements collected and temperatures collected according to the operation patterns  353  obtained as illustrated in  FIG. 9 . The operation patterns  353 , which are used by the alert reporter  365  to classify the measurements, were previously trained or obtained by other machine learning approaches. The alert reporter  356  alerts the operator of operating behaviour that has been determined by classification of collected operator commands, electronic sensor measurements, and temperature measurements that are likely to result in measurable degraded performance or the sensor temperature environment outside the sensor temperature operating range. The alert reporter  356  also maintains a record of events classified as likely to result in measurable degraded performance or the sensor temperature environment outside the sensor temperature operating range. These collected predictive events and measured events are used to verify the accuracy of the predicted events and improve the machine learning used to obtain the operation patterns  353 , which are in turn used to provide more accurate predictive events. Predictive events of electrical or mechanical faults, such as low air pressure, failed wheel speed sensor, and brake wear, provide the operator an opportunity to perform preventive maintenance at a convenient time and place. 
         [0149]      FIG. 9  refers to the process of classifier training and machine learning to create the operation patterns  353 , which are used by the alert reporter of  FIG. 8 . Data collected by many operation monitors  902  and many temperature alert monitors  904  are used to predict events not previously experienced by the operator  901 . Data is wirelessly collected from the operation monitor  902  and temperature alert monitor  904  and transferred over the Internet to one or more centralized classifier training and machine learning processors  926 . The trained operation patterns  353  are received by the remote alert reporters  356 . Candidate centralized machine learning tools and services include RapidMiner, LIONsolver, Azure Machine Learning, Google Prediction API and others. RapidMiner was chosen as the centralized learning processor used to model and train operation patterns  353 . Predictive Maintenance is application of operation patterns  353 . 
         [0150]      FIG. 10  is a diagrammatic view of the wheel speed sensor assembly  030  and wheel speed controller  010  with secondary sensors, active cooling, and lift/lock axle control valves with distributed resistive heater controllers  011  and active cooling air flow controllers  012 . In  FIG. 8  the supply resistive heater control function is separated and moved from the wheel speed and steering axle controller  010  to be the resistive heater controller  011  associated with the supply pressure sensor heating resistor  611 . Similarly, the air spring resistive heater control function is separated and moved from the wheel speed and steering axle controller  010  to be the resistive heater controller  011  associated with the air spring pressure sensor heating resistor  651 . The resistive heater controller  011  associated with the supply pressure sensor heating resistor  611  communicates with the wheel speed and steering axle controller  010  by communication wires  113  connecting the controllers together. The resistive heater controller  011  associated with the air spring pressure sensor heating resistor  651  communicates with the wheel speed and steering axle controller  010  by communication wires  113  connecting the controllers together. In the diagrammatic view shown in  FIG. 8 , the supply pressure sensor with integrated temperature sensor  610  and the supply pressure sensor heating resistor  611  are in proximity to the air spring pressure sensor with integrated temperature sensor  650  and air spring pressure sensor heating resistor  651 . As a result, the integrated temperature sensor  610  is able to estimate the temperature of the air spring pressure sensor with integrated temperature sensor  650  and the integrated temperature sensor  650  is able to estimate the temperature of the supply pressure sensor with integrated temperature sensor  610 . As a result, the supply pressure sensor heating resistor  611  indirectly heats the air spring pressure sensor with integrated temperature sensor  650 . In turn, air spring pressure sensor heating resistor  651  indirectly heats the supply pressure sensor with integrated temperature sensor  610 . If the resistive heater controller  011  associated with the supply pressure sensor heating resistor  611  fails, the resistive heater controller  011  associated with the air spring pressure sensor heating resistor  651  is able to indirectly control the temperature of the supply pressure sensor with integrated temperature sensor  610 . As result of proximity, the resistive heater controller  011  associated with the air spring pressure sensor heating resistor  651  is able to provide redundancy for resistive heater controller  011  associated with the supply pressure sensor heating resistor  611 . If the temperature sensor of air spring pressure sensor with integrated temperature sensor  650  fails, the supply pressure sensor with integrated temperature sensor  610  is able to estimate the temperature of supply pressure sensor with integrated temperature sensor  610 . As a result, the temperature sensors are able to provide redundancy for each other. 
         [0151]    The active cooling air flow control function is separated and moved from the wheel speed and steering axle controller  010  to be the active cooling air flow controller  012  and moved closer to the air flow control valve  040  that it is controlling. The length of the solenoid power wires  120  are significantly shortened. The active cooling air flow controller  012  communicates with the wheel speed and steering axle controller  010  by communication wires  115  connecting it to the wheel speed and steering axle controller  010 . 
         [0152]    Although the invention has been described and shown with reference to specific preferred embodiments, it should be understood by those who are skilled in the art that some modification in form and detail may be made therein without deviating from the spirit and scope of the invention as defined in the following claims. Thus the scope of the invention should be determined not by the embodiments illustrated, but by the appended claims and their legal equivalents.