SYSTEM AND METHOD FOR BREAKING IN BRAKE PADS

Abstract

A computer-implemented method which, when executed by data processing hardware, causes the data processing hardware to perform operations that include determining the condition of one or more brake pads of a vehicle, evaluating the cumulative wear of the one or more brake pads, selecting a brake pressure calibration based on the cumulative wear, determining whether a wear limit has been reached, and generating a message indicating that one or more brake pads are fully worn in.

Description

INTRODUCTION

[0001] The information provided in this section serves the purpose of presenting the context of the disclosure in general. Works of the inventors mentioned herein, insofar as they are described in this section, as well as aspects of the description that may not have been prior art at the time of filing, are neither expressly nor implicitly recognized as prior art with respect to the present disclosure.

[0002] The present disclosure relates generally to vehicles and in particular to a method for breaking in brakes.

[0003] Brake bedding is a process used in the automotive industry to ensure optimal performance and longevity of braking systems by creating a smooth and even surface on brake pads and discs. Furthermore, brake bedding can significantly improve braking performance, reduce noise, and extend the lifespan of the braking system. If the brakes are not bedding in properly, or only insufficiently, drivers or owners often feel as if the brakes are being applied immediately upon pressing the brake pedal.

[0004] Although brake break-in provides the aforementioned advantages, conventional break-in procedures can be time-consuming and do not always produce consistent results. Furthermore, brake break-in often takes longer in some electric vehicles due to the presence of regenerative braking systems. One or more aspects of this disclosure address shortcomings of existing vehicles and procedures. SUMMARY

[0005] A configuration provides a computer-implemented procedure that, when executed by data processing hardware, causes the data processing hardware to perform operations. These operations include determining the condition of one or more brake pads of a vehicle, evaluating the cumulative wear of the one or more brake pads, selecting a brake pressure calibration based on the cumulative wear, determining whether a wear limit has been reached, and generating a message indicating that one or more brake pads are fully retracted.

[0006] The procedure may include one or more of the following optional aspects or steps. For example, determining the condition of one or more brake pads of a vehicle may further include determining whether the one or more brake pads are new, based on the vehicle's mileage. Determining the condition of one or more brake pads of a vehicle may further include determining whether the one or more brake pads are new, based on their replacement status.

[0007] According to one aspect, assessing the cumulative wear of one or more brake pads also involves collecting sensor data and using a model to estimate the cumulative wear.

[0008] From another perspective, selecting the brake pressure calibration based on cumulative wear can further include selecting an initial brake pressure calibration. Determining whether the wear limit has been reached can also include determining whether a first wear limit has been reached. Selecting the brake pressure calibration based on cumulative wear further includes selecting a second brake pressure calibration. Determining whether the wear limit has been reached can also include determining whether a second wear limit has been reached. Selecting the brake pressure calibration based on cumulative wear can further include selecting a third brake pressure calibration. Determining whether the wear limit has been reached can also include determining whether a third wear limit has been reached.

[0009] In another configuration, a system is provided that includes data processing hardware and storage hardware communicating with the data processing hardware. The storage hardware stores instructions that, when executed on the data processing hardware, cause the data processing hardware to perform operations. These operations include determining the condition of one or more brake pads of a vehicle, evaluating the cumulative wear of the one or more brake pads, selecting a brake pressure calibration based on the cumulative wear, determining whether a wear limit has been reached, and generating a message indicating that one or more brake pads are fully retracted.

[0010] The system may include one or more of the following optional aspects or steps. For example, determining the condition of one or more brake pads of a vehicle may further include determining whether the one or more brake pads are new, based on the vehicle's mileage and replacement condition.

[0011] According to at least one aspect, assessing the cumulative wear of one or more brake pads also involves collecting sensor data and using a model to estimate the cumulative wear.

[0012] According to another aspect, selecting the brake pressure calibration based on cumulative wear may also include gradually reducing the additional brake pressure as cumulative wear increases.

[0013] According to at least one example, determining whether the wear limit has been reached also includes determining whether the cumulative wear is greater than or equal to the thickness of the brake pad.

[0014] A vehicle management system of a vehicle is provided and includes a vehicle braking system comprising one or more disc brakes comprising one or more brake pads, a sensor system comprising a vehicle condition subsystem and a vehicle braking system sensor subsystem, data processing hardware and storage hardware in communication with the data processing hardware, wherein the storage hardware stores instructions which, when executed on the data processing hardware, cause the data processing hardware to perform operations.The processes include determining the condition of one or more brake pads, evaluating the cumulative wear of one or more brake pads, selecting a brake pressure calibration based on the cumulative wear, determining whether a wear limit has been reached, and generating a message indicating that one or more brake pads are fully worn in.

[0015] The vehicle management system may include one or more of the following optional aspects or steps. For example, determining the condition of one or more brake pads in a vehicle further includes determining whether the one or more brake pads are new, based on the vehicle's mileage and replacement condition.

[0016] According to at least one aspect, assessing the cumulative wear of one or more brake pads may further involve collecting sensor data and using a model to estimate the cumulative wear.

[0017] According to another aspect, selecting the brake pressure calibration based on cumulative wear may also include gradually reducing the additional brake pressure as cumulative wear increases.

[0018] According to at least one example, determining whether the wear limit has been reached may also include determining whether the cumulative wear is greater than or equal to the established thickness of one or more brake pads. BRIEF DESCRIPTION OF THE DRAWINGS

[0019] The drawings described herein serve only to illustrate selected configurations and are not intended to limit the scope of this disclosure. Fig. Figure 1 is a schematic diagram of a vehicle environment comprising a vehicle management system according to the principles of the present disclosure; Fig. 2 is a schematic diagram of the vehicle management system of Fig. 1, which includes a vehicle braking system; Fig. 3A is a side view of a brake pad of the vehicle's braking system. Fig. 2; Fig. 3B is a cross-sectional view of the brake pad of the vehicle's braking system. Fig. 3A; Fig. 4A is a diagram that shows brake wear versus braking torque; Fig. 4B is a diagram showing brake wear versus additional brake pressure; and Fig. 5 is a flowchart of a procedure for breaking in one or more brake pads of the vehicle's braking system. Fig. 2 according to the principles of the present revelation.

[0020] The corresponding reference symbols indicate the corresponding parts in all drawings. DETAILED DESCRIPTION

[0021] Exemplary configurations are now described in more detail with reference to the accompanying drawings. Exemplary configurations are provided to ensure that this disclosure is thorough and to fully convey the scope of the disclosure to those skilled in the art. Specific details, such as examples of particular components, devices, and processes, are set forth to enable a comprehensive understanding of the configurations of this disclosure. Those skilled in the art will recognize that specific details need not be used, that exemplary configurations can be implemented in many different forms, and that the specific details and exemplary configurations should not be interpreted as limiting the scope of the disclosure.

[0022] The terminology used herein serves only to describe certain exemplary configurations and is not to be understood as restrictive. As used herein, the singular forms "a," "an," and "the" can also include the plural forms unless the context clearly indicates otherwise. The terms "comprise," "comprehensive," "contain," and "exhibit" are inclusive and therefore specify the presence of features, steps, processes, numbers, elements, and / or components, but do not exclude the presence or addition of one or more other features, steps, processes, elements, components, and / or groups thereof.The procedural steps, processes, and procedures described herein are not to be interpreted as necessarily requiring them to be carried out in the specific order discussed or illustrated, unless they are expressly designated as the order of execution. Additional or alternative steps may be applied.

[0023] When an element or layer is described as being "on" or "interacting with" another element or layer, or as being "connected" or "coupled" or "attached" to the same, it may be directly on or interacting with, connected with, coupled to, or attached to the other element or layer, or there may be intervening elements or layers. However, when an element is described as being "directly on" or "directly interacting with" another element or layer, or as being "directly connected" or "directly coupled" or "directly attached" to the same, there must be no intervening elements or layers. Other words used to describe the relationship between elements should be interpreted similarly (e.g.,“Between” as opposed to “directly between”, “neighboring” or “adjacent” as opposed to “directly adjacent” or “directly bordering”, etc.). As used herein, the term “and / or” includes all combinations of one or more of the related listed items.

[0024] The terms first, second, third, etc., may be used here to describe different elements, components, areas, layers, and / or sections. These elements, components, areas, layers, and / or sections should not be restricted by these terms. These terms may only be used to distinguish one element, component, area, layer, or section from another. Terms such as "first," "second," and other numerical terms do not imply any sequence or order unless the context clearly indicates otherwise.Thus, one could refer to a first element, a first component, a first area, a first layer or a first section discussed below as a second element, second component, second area, second layer or second section, without deviating from the lessons of the exemplary configurations.

[0025] In this application, which includes the following definitions, the term "module" may be replaced by the term "circuit". The term "module" may refer to, be part of, or include an application-specific integrated circuit (ASIC), a digital, analog, or mixed analog / digital discrete circuit, a digital, analog, or mixed analog / digital integrated circuit, a combinational logic circuit, a field-programmable gate array (FPGA), a processor (shared, dedicated, or group) that executes code, a memory (shared, dedicated, or group) that stores code executed by a processor, other suitable hardware components that provide the described functionality, or a combination of some or all of the above components, such as in a system-on-a-chip.

[0026] The term "code," as used above, may include software, firmware, and / or microcode, and may refer to programs, routines, functions, classes, and / or objects. The term "shared processor" includes a single processor that executes some or all of the code from multiple modules. The term "group processor" includes a processor that, in combination with additional processors, executes some or all of the code from one or more modules. The term "shared memory" includes a single memory that stores some or all of the code from multiple modules. The term "group memory" includes memory that, in combination with additional memory, stores some or all of the code from one or more modules. The term "memory" may be a subset of the term "computer-readable medium."The term "computer-readable medium" excludes transitory electrical and electromagnetic signals propagating through a medium and can therefore be considered tangible, non-transient storage. Non-restrictive examples of non-transient storage include tangible, computer-readable media, including non-volatile memory, magnetic storage, and optical storage.

[0027] The devices and methods described in this application can be implemented in whole or in part by one or more computer programs executed by one or more processors. The computer programs comprise processor-executable instructions stored on at least one non-transient, concrete, computer-readable medium. The computer programs may also include and / or be based on stored data.

[0028] A software application (i.e., a software resource) can refer to computer software that causes a computing device to perform a task. In some examples, a software application may be called an "application," "app," or "program." Examples of applications include, but are not limited to, system diagnostic applications, system administration applications, system maintenance applications, word processing applications, spreadsheet applications, messaging applications, media streaming applications, social networking applications, and gaming applications.

[0029] Non-transient memory can be physical devices used for the temporary or permanent storage of programs (e.g., sequences of instructions) or data (e.g., program status information) for use by a computing device. Non-transient memory can be volatile and / or non-volatile addressable semiconductor memory. Examples of non-volatile memory include, but are not limited to, flash memory and read-only memory (ROM) / programmable read-only memory (PROM) / erasable programmable read-only memory (EPROM) / electrically erasable programmable read-only memory (EEPROM) (e.g., typically used for firmware, such as boot programs).Examples of volatile storage include, but are not limited to, random access memory (RAM), dynamic random access memory (DRAM), static random access memory (SRAM), phase change memory (PCM), and floppy disks or tapes.

[0030] These computer programs (also known as programs, software, software applications, or code) comprise machine instructions for a programmable processor and may be implemented in a procedural and / or object-oriented high-level programming language and / or in assembly / machine language. The terms "machine-readable medium" and "computer-readable medium" as used herein refer to any computer program product, non-transient computer-readable medium, device, and / or apparatus (e.g., magnetic disks, optical disks, memory, programmable logic devices (PLDs)) that serves to provide machine instructions and / or data to a programmable processor, including a machine-readable medium that receives machine instructions as a machine-readable signal. The term "machine-readable signal" refers to any signal that serves to provide machine instructions and / or data to a programmable processor.

[0031] Various implementations of the systems and techniques described herein may be realized in digital electronic and / or optical circuits, integrated circuits, specially designed ASICs (application-specific integrated circuits), computer hardware, firmware, software, and / or combinations thereof. These various implementations may include implementation in one or more computer programs that are executable and / or interpretable on a programmable system comprising at least one programmable processor, which can be used for special or general purposes and is coupled such that it receives data and instructions from and transmits data and instructions to a storage system, and at least one input device and at least one output device.

[0032] The processes and logic flows described in this description can be executed by one or more programmable processors, also known as data processing hardware, which run one or more computer programs to perform functions by responding to input data and producing outputs. The processes and logic flows can also be executed by specialized logic circuits, such as an FPGA (Field Programmable Gate Array) or an ASIC (Application Specific Integrated Circuit). Processors suitable for executing a computer program include, for example, both general-purpose and specialized microprocessors, as well as one or more processors in all types of digital computers. Generally, a processor receives instructions and data from read-only memory, random-access memory, or both.The essential elements of a computer are a processor for executing instructions and one or more storage devices for storing instructions and data. Generally, a computer also includes one or more mass storage devices for storing data, such as magnetic, magneto-optical, or optical disks, or is functionally coupled to them to receive data from or transmit data to them, or both. However, a computer does not necessarily have to have such devices. Computer-readable media suitable for storing computer program instructions and data include all forms of non-volatile memory, media, and storage devices, such as semiconductor memory devices (e.g., EPROM, EEPROM, and flash memory devices), magnetic disks (e.g., internal hard disks or removable disks), magneto-optical disks, and CD-ROM and DVD-ROM disks.The processor and memory can be supplemented by special logic circuits or integrated into them.

[0033] To enable interaction with a user, one or more aspects of the revelation can be implemented on a computer that has a display device, such as a CRT (cathode ray tube), LCD (liquid crystal display) monitor, or touchscreen, for showing information to the user, and optionally a keyboard and pointing device, such as a mouse or trackball, with which the user can input information into the computer. Other types of devices can also be used to enable interaction with the user; for example, the user can receive any form of sensory feedback, such as visual, auditory, or tactile feedback, and user input can be received in any form, including acoustic, verbal, or tactile input.Additionally, a computer can interact with a user by sending and receiving documents to and from a device used by the user, for example, by sending web pages to a web browser on a user's client device in response to requests received from the web browser.

[0034] With reference to Fig. 1 An exemplary vehicle operating environment 10 is provided to illustrate the principles of this disclosure. The vehicle operating environment 10 comprises a vehicle 100 and a vehicle service center 20. For illustrative purposes, the vehicle operating environment 10 is represented as a single vehicle service center 20. In other examples, however, the vehicle operating environment 10 may comprise a plurality of vehicle service centers 20 that communicate with each other via a network 40 (e.g., the Internet, cellular networks).

[0035] With reference to Fig. 1 and Fig. 2 The vehicle 100 comprises a vehicle body 102, which includes one or more wheel hubs 104 ( Fig. 2) and comprises one or more wheels 106 coupled to the one or more wheel hubs 104.

[0036] With reference to Fig. 1 and Fig. 2. The vehicle 100 comprises a vehicle management system 110, which includes a sensor system 120, a computing system 130, and a vehicle braking system 140. The vehicle management system 110 ( Fig. 1) can be configured to collect information (i.e., data) to assess and / or calculate brake wear and dynamically adjust brake pressure to achieve an intended braking torque.

[0037] The sensor system 120 comprises various sensor subsystems 122a, 122b, which are configured to collect sensor data 123a, 123b ( Fig. 2) For example, the sensor system 120 may include a vehicle condition subsystem 122a, which may include wheel speed sensors, accelerometers, odometers, or other sensors used in the automotive industry. The sensor system 120 may also include a vehicle braking system subsystem 122b, which includes one or more brake sensors that may be configured to collect information about the vehicle braking system 140 (e.g., brake pressure, brake pad thickness, brake pad temperature, rotor temperature, etc.).

[0038] While the sensor system 120 collects the sensor data 123, the computing system 130 is configured to store, process, and / or communicate the sensor data 123 within the vehicle operating environment 10. To perform computing tasks related to the sensor data 123, the vehicle's computing system 130 comprises data processing hardware 132 and storage hardware 134. The data processing hardware 132 is configured to execute instructions stored in the storage hardware 134 to perform computing tasks related to the operation and management of the vehicle 10. In general, the computing system 130 refers to one or more locations of data processing hardware 132 and / or storage hardware 134.

[0039] The data processing hardware 132 can be implemented as a discrete microprocessor, as an application-specific integrated circuit (ASIC), or as a dedicated control module, such as an electronic brake control module (EBCM) 136, coupled to the memory hardware 134. As discussed in more detail below, the EBCM 136 can be communicatively coupled to a vehicle brake system 140 and configured to control instructions (e.g., brake pressure calibrations) 137 and / or communicate with it. The vehicle 100 can also provide centralized vehicle control via a central processing unit (CPU) coupled with memory hardware 134, which can take the form of a CD-ROM, a magnetic disk, an IC chip, a semiconductor memory (e.g., various types of RAM or ROM), etc., and a real-time clock (RTC).In at least one configuration, the CPU can be referred to as the vehicle control unit 138. The vehicle control unit 138 can be configured to receive, process, and / or communicate with instructions via network 40 from one or more systems of the vehicle 100 and / or one or more systems (e.g., a mobile device) located away from the vehicle 100.

[0040] In some examples, the computing system 130 is a local system located within the vehicle 100. When located within the vehicle 100, the computing system 130 can be centralized (i.e., at a single location / area within the vehicle 100), decentralized (i.e., at various locations around the vehicle 100), or a hybrid combination of both (e.g., with a majority of centralized hardware and a minority of decentralized hardware). To illustrate some differences, a decentralized computing system 130 can allow processing to take place at a single activity location, whereas a centralized computing system 130 provides a central processing point that communicates with systems located at various positions within the vehicle 100.

[0041] Additionally or alternatively, the computing system 130 comprises computing resources located remotely from the vehicle 100. For example, the computing system 130 can communicate with a remote vehicle computing system 30 (e.g., a remote computer / server or a cloud-based environment) via the network 40. Very similar to the computing system 130, the remote vehicle computing system 30 also comprises computing resources such as remote data processing hardware 32 and remote storage hardware 34. In this case, sensor data 123 or other processed data (e.g., data processing performed locally by the computing system 130) can be stored in the remote vehicle computing system 30 and be accessible to the computing system 130.In some examples, the computing system 130 is configured to use the remote resources 32, 34 as extensions of the computing resources 132, 134, so that the resources of computing system 130 can reside on resources of the remote vehicle computing system 30.

[0042] With reference to Fig. Figure 2 provides an illustrative example of the vehicle management system 110. The vehicle braking system 140 may include a brake cylinder, such as a master cylinder 142. A brake pedal 144 may be communicatively coupled to the master cylinder 142 and configured to be actuated by a user or operator of the vehicle 100. When a force F is applied to the brake pedal 144, the master cylinder 142 converts the force F on the brake pedal 144 into a hydraulic pressure HP by supplying brake fluid to a brake circuit 146. The vehicle braking system 140 may also include a brake booster 147, which is communicatively coupled to the master cylinder 142 and configured to selectively increase the hydraulic pressure HP in the brake circuit 146. The brake circuit 146 can include one or more lines 148 which are communicatively coupled to at least one front disc brake 150 and / or at least one rear disc brake 152.The disc brakes 150, 152 each comprise a rotor (i.e., a disc) 154 coupled to the wheel hub 104. A brake caliper or housing 156 is coupled to each rotor 154 and comprises one or more brake pads 158. Fig. 3A).

[0043] With reference to Fig. 3B The brake pads 158 can comprise a main body 160, which has one or more layers of material, and a lining 162 coupled to the main body 160. The main body 160 comprises a first or main body thickness 164, and the lining 162 comprises a second or lining thickness 166. The main body thickness 164 and the lining thickness 166 together can define a brake pad thickness 168. It should be noted that additional layers are possible in other configurations, which are not shown in the present illustrative configuration. The brake pads 158 are new and are considered unbroken in when the lining thickness 166 is greater than a broken-in thickness. When the brake pads 158 are used, the lining 162 begins to wear due to material loss and is considered broken in when the lining thickness 166 is less than or equal to the broken-in thickness. Material loss can also be described as cumulative wear.Cumulative wear can be difficult to measure without removing the brake pads 158 from the vehicle 100 and manually measuring them with calipers or another measuring tool. One or more different models can be used to calculate and / or estimate cumulative wear. For example, a model of wear as a function of temperature (i.e., friction) can be used to calculate and / or estimate the cumulative wear of the pad 162.

[0044] With reference to Fig. 4A, if the vehicle 100 is new, or the brake pads 158 have recently been replaced, the brake pads 158 may generally provide an initial actual braking torque 170 that is less than an intended braking torque 172. For the purposes of this disclosure, the intended braking torque 172 may refer to a braking torque that a user would consider desirable for comfortable deceleration of the vehicle 100.

[0045] With reference to Fig. As discussed in more detail below, 4B additional brake pressure 174 can be applied via the brake booster 147 or in other ways depending on the cumulative wear of the pad 162.

[0046] In other words, the additional brake pressure 174 can be applied by the brake booster 147 or by other means if the brake pad thickness 166 is greater than the initial pad thickness. The additional brake pressure 174 may be desirable to compensate for a lack of friction that would otherwise result, for example, from a pad 162 that is not fully bedded in. In one configuration, the additional brake pressure 174 can be applied linearly 176 with respect to the cumulative wear of the pad 162. In another configuration, the additional brake pressure 174 can be applied based on a stage function 178.In other words, a first brake pressure calibration 180 can be used until the cumulative wear reaches a first wear limit 182, a second brake pressure calibration 184 can be used until the cumulative wear reaches a second wear limit 186, and a third brake pressure calibration 188 can be used until the cumulative wear reaches a third wear limit 190. Generally, a larger proportion of the additional brake pressure 174 is added during the first brake pressure calibration than during the third brake pressure calibration 188. Once the cumulative wear is less than or equal to the pad thickness (i.e., once the pad 162 is fully worn in), no additional pressure is added or required to achieve the intended braking torque 172.Although the configuration shown includes three brake pressure calibrations 180, 184, 188, n-fold brake pressure calibrations could be performed between the first, second, and third brake pressure calibrations 180, 184, 188 and / or after the third brake pressure calibration 188 until the pad 162 is fully bedded in. It should be noted that targeted control of the additional brake pressure 174 may be desirable, especially in vehicles with regenerative braking systems. In other words, the additional brake pressure 174 can help accelerate the bed-in process, even if the brake pads 158 are not used as frequently to decelerate the vehicle 100.

[0047] With reference to Fig. 4. A procedure 200 for seating one or more brake pads 158 is provided. The procedure 200 is initiated at 202. In practice, the procedure 200 is initiated during the operation of the vehicle 100 (e.g., when the ignition is switched on).

[0048] At 204, the EBCM 136 can evaluate sensor data 123a, 123b from sensor system 120 and determine whether one or more of the brake pads 158 are new. The brake pads 158 can be considered new if the vehicle 100 has low mileage or if they were recently replaced on the vehicle 100. In other words, the EBCM 136 can be configured to evaluate the mileage of the vehicle 100 or the replacement status of the brake pads 158.

[0049] At 206, the EBCM 136 can assess the cumulative wear of the pad 162 based on the sensor data 123b collected by the sensor system 120 and stored in the memory hardware 34, 134 and / or, for example, using one or more models.

[0050] At 208, with reference to Fig. 4B The first brake pressure calibration 180 is selected by the EBCM 136 based on cumulative wear. Additionally, the EBCM 136 can be configured to send instructions 137 to the vehicle brake system 140 to add the additional brake pressure 174 associated with the first brake pressure calibration 180.

[0051] At 210, the EBCM 136 continuously assesses and / or estimates the cumulative wear of the lining 162 to determine when the first wear limit 182 is reached. In other words, once the thickness of the lining 166 is less than or equal to the first wear limit 182, the process 200 continues with 212.

[0052] At 212, with reference to Fig. 4B The second brake pressure calibration 184 is selected by the EBCM 136 based on cumulative wear. Additionally, the EBCM 136 can be configured to send instructions 137 to the vehicle brake system 140 to add the additional brake pressure 174 associated with the second brake pressure calibration 184.

[0053] At 214, the EBCM 136 continuously assesses and / or estimates the cumulative wear of the lining 162 to determine when the second wear limit 186 is reached. In other words, once the lining thickness 166 is less than or equal to the second wear limit 186, the process 200 continues with 216.

[0054] At 216, with reference to Fig. 4B The third brake pressure calibration 188 is selected by the EBCM 136 based on cumulative wear. Additionally, the EBCM 136 can be configured to send instructions 137 to the vehicle brake system 140 to add the additional brake pressure 174 associated with the third brake pressure calibration 188.

[0055] At 218, the EBCM 136 continuously assesses and / or estimates the cumulative wear of the lining 162 to determine when the third wear limit 190 is reached. In the present illustrative configuration, the lining 162 is fully worn in once the lining thickness 166 is less than or equal to the third wear limit 186.

[0056] At 220, a message indicating that the brake pads 158 are fully retracted can be automatically filled in by the vehicle control unit 138 and communicated to the user, operator, and / or owner of the vehicle 100. The message can be communicated, for example, via the vehicle 100's infotainment system and / or via a mobile app to a mobile device communicating with the vehicle 100 via the network 40.

[0057] The procedure ends at 222, and at 200.

[0058] Several implementations have been described. It is understood, however, that various modifications can be made without deviating from the spirit and scope of the revelation. Accordingly, other implementations also fall within the scope of the following claims.

[0059] The foregoing description is provided for illustrative and descriptive purposes only. It makes no claim to be exhaustive or to limit the disclosure. Individual elements or features of a particular configuration are generally not restricted to that particular configuration but are optionally interchangeable and may be used in a selected configuration even if not specifically shown or described. They may also be modified in many ways. Such modifications are not to be considered a departure from the disclosure, and all such modifications are intended to be included within the scope of the disclosure.

Claims

[1] A computer-implemented method which, when executed by data processing hardware, causes the data processing hardware to perform operations, comprising: Determining the condition of one or more brake pads of a vehicle; Assessing the cumulative wear of one or more brake pads; Selecting a brake pressure calibration based on cumulative wear; Determine whether a wear limit has been reached; and Generating a message indicating that one or more brake pads are fully retracted. [2] Method according to claim 1, wherein determining the condition of one or more brake pads of a vehicle further comprises determining whether the one or more brake pads are new, based on the mileage of the vehicle. [3] Method according to claim 2, wherein determining the condition of one or more brake pads of a vehicle further comprises determining whether the one or more brake pads are new, based on a substitute condition. [4] Method according to claim 1, wherein the evaluation of the cumulative wear of one or more brake pads further comprises collecting sensor data and using a model to estimate the cumulative wear. [5] Method according to claim 1, wherein selecting the brake pressure calibration based on cumulative wear further comprises selecting a first brake pressure calibration. [6] Method according to claim 5, wherein determining whether the wear limit has been reached further comprises determining whether a first wear limit has been reached. [7] Method according to claim 6, wherein selecting the brake pressure calibration based on cumulative wear further comprises selecting a second brake pressure calibration. [8] Method according to claim 7, wherein determining whether the wear limit has been reached further comprises determining whether a second wear limit has been reached. [9] Method according to claim 8, wherein selecting the brake pressure calibration based on cumulative wear further comprises selecting a third brake pressure calibration. [10] Method according to claim 9, wherein determining whether the wear limit has been reached further comprises determining whether a third wear limit has been reached.

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