Patent Publication Number: US-2023139881-A1

Title: Method for determining a starting condition for cleaning a brake disk, method for cleaning a brake disk and data processing device

Description:
CROSS-REFERENCE TO RELATED APPLICATIONS 
     This application claims the benefit of and priority to pending EP patent application serial number 21205327.6, filed Oct. 28, 2021 and entitled “METHOD FOR DETERMINING A STARTING CONDITION FOR CLEANING A BRAKE DISK, METHOD FOR CLEANING A BRAKE DISK AND DATA PROCESSING DEVICE,” the entirety of which is hereby incorporated by reference herein. 
     The present disclosure relates to a method for determining a starting condition for cleaning a brake disk. 
     The disclosure is additionally directed to a method for cleaning a brake disk. 
     Furthermore, the disclosure is about a data processing device comprising means for carrying out at least one of the methods mentioned above. 
     In electric vehicles, a deceleration can be effected in two ways. In a first alternative, a foundation brake is used. This means that brake pads are pressed against corresponding brake disks being connected to the vehicle&#39;s wheels. The friction between the brake pads and the brake disks leads to a deceleration of the vehicle. A foundation brake can also be called a mechanical brake or a friction brake. In a second alternative, an electric traction machine is operated as a generator being driven by the vehicle&#39;s wheels and transforming the kinetic energy of the vehicle into electric energy being fed into an electric storage device. Thus, the vehicle is decelerated by recuperating kinetic energy in the form of electric energy. For this reason, this kind of deceleration can also be called recuperative braking or recuperation braking. 
     In this context, an electric vehicle can be a battery electric vehicle or a hybrid electric vehicle. 
     Since the recuperated energy is rendered available for a subsequent driving activity, e.g. acceleration, recuperative braking has a positive effect on the electric range and the overall energy efficiency of the electric vehicle. The friction energy generated in a foundation brake usually cannot be recuperated. In simplified words, it is lost. Therefore, known driving strategies of electric vehicles have the objective of using the foundation brake as little as possible. However, this results in the problem of corrosion on the brake disks, e.g. rust spots forming thereon. 
     Known solutions to this problem suggest using the foundation brake from time to time. 
     When the foundation brake is used, the abrasive surface of the brake pads is expected to remove the rust spots, i.e. to clean the brake disk. Consequently, this solution has a negative effect on the range and energy efficiency of the electric vehicle since the friction energy used for cleaning the brake disk cannot be recuperated. 
     An objective of the present disclosure is therefore to provide a solution to the problem of corrosion on the brake disk which increases the energy efficiency of the electric vehicle while maintaining a high level of effectiveness of cleaning. 
     The problem is at least partially solved or alleviated by the subject matter of the independent claims of the present disclosure, wherein further examples are incorporated in the dependent claims. 
     The problem is at least partially solved or alleviated by a method for determining a starting condition for cleaning a brake disk, comprising: determining that an amount of rust on the brake disk exceeds a defined threshold, determining an energy quantity being necessary for removing the amount of rust from the brake disk by pressing at least one corresponding brake pad against the brake disk, estimating a distribution of brake energy over a current drive cycle by using at least one parameter describing historic driving behavior and at least one parameter characterizing the current drive cycle, and deriving a starting speed and a starting brake force request from the distribution of brake energy, the starting speed and the starting brake force being determined such that the energy quantity being necessary for removing the determined amount of rust is fully applied to the brake disk during the current drive cycle. 
     The general observation underlying the method for determining a starting condition for cleaning a brake disk is that the formation of rust is dependent on environmental conditions and on past drive cycles. However, known brake disk cleaning activities are usually performed according to a fixed schedule. This leads to the fact that brake disk cleaning is rather performed more often than necessary. As a consequence thereof, the energy recuperation potential is not fully used which leads to reduced energy efficiency. 
     The general idea underlying the present disclosure is thus to determining a starting condition for cleaning a brake disk in an adaptive manner This means that at least one parameter describing historic driving behavior is used for determining the starting condition. Said otherwise, the starting condition depends on historic driving behavior. Additionally, at least one parameter characterizing the current drive cycle is used in order to determine the starting condition. It is thus possible to start the brake cleaning at a point during the drive cycle which proves to be well suitable in terms of energy efficiency. Thus, the energy efficiency of the electric vehicle is increased while effective cleaning is ensured. 
     In the present disclosure, the term current drive cycle always means the remaining portion of the current drive cycle, i.e. the portion of the drive cycle which lies ahead. 
     The method according to the disclosure makes use of the fact that the brake energy of the foundation brake is a function of a normal brake force between the brake pads and the corresponding brake disk, a duration of the braking event and a vehicle speed. The foundation brake essentially transforms the kinetic energy of the vehicle into thermal or frictional energy. 
     The starting conditions are determined such that brake disk cleaning is to be performed in a situation when braking is requested. This especially enhances the energy efficiency in comparison to a situation in which brake disk cleaning is performed when no actual braking is requested. In the latter situation the deceleration torque generated by the brake has to be compensated by the traction motor or engine. 
     The amount of rust on the brake disk can be determined by a rust formation model. Consequently, the amount of rust can be determined with high reliability and precision. The rust formation model for example uses at least one of the following input parameters: ambient temperature, humidity, parking time of the vehicle. Preferably, the history of these parameters is taken into account. The output parameter of the rust formation model is an amount of rust. To this end a chemical model can be used estimating the amount of rust being formed. Alternatively, a look-up table can be used for the same purpose. The look-up table can for example be generated in a laboratory or during test drives under defined conditions. 
     It is possible that the rust formation model is configured such that a parameter describing the history of brake force delivery of the foundation brake can be used as an additional input parameter. The amount of rust being estimated by the rust formation model is thus reduced appropriately, every time the foundation brake is used. This further enhances the precision of the estimation of rust formation. 
     The energy quantity being necessary for removing the amount of rust can be determined by a rust removal model. The rust removal model uses a current amount of rust as an input parameter. As has already been explained, the brake energy of the foundation brake is a function of a normal brake force between the brake pads and the corresponding brake disk, a duration of the braking event and a vehicle speed. The brake energy will be used to remove the rust. In order to precisely estimate the energy quantity being necessary for removing the amount of rust, a look-up table can be used. This look-up table can be generated during experiments, wherein different amounts of brake energy are applied and the resulting rust removal is determined by assessing a mass reduction of the brake disk in a laboratory or by assessing a reduction in surface roughness of the brake disk. 
     The method may respect a speed range which must not comprise the starting speed. In other words, a certain speed range may be excluded when considering brake disk cleaning. This is for example the case for a vehicle speed being below 50 km/h. In other examples, a vehicle speed below 45 km/h, below 40 km/h, below 35 km/h or below 30 km/h respectively may be excluded. In these exemplary speed regions a noise resulting from brake disk cleaning may be clearly noticeable for a user of the vehicle and thus reduce driving comfort. Also a speed range around 100 km/h may be avoided since in this speed range brake judder very often occurs. This speed range may be defined as a speed between 90 km/h and 110 km/h or between 95 km/h and 105 km/h. In summary, speed ranges which are not suitable from a technical point of view or which have an undesired impact on the passenger comfort can be excluded. 
     The historic driving behavior may be described by a parameter relating to the occurrence of braking events per distance unit in function of a vehicle speed. A distance unit may be a kilometer. This parameter can be easily recorded during the operation of the vehicle. Once this parameter is known for a set of different speeds, a curve can be drawn through these points, resulting in a corresponding model. Using this parameter and knowing the predicted speed during the current drive cycle, an amount of braking events can be estimated for the current drive cycle. Furthermore, the brake energy distribution over the current drive cycle can be estimated if at least an estimation about the energy used in each of the braking events is used. 
     The historic driving behavior may be further described by a parameter relating to the duration of historic braking events. Such a parameter is helpful for the assessment of the distribution of brake energy over the current drive cycle. For example, the parameter comprises an average braking duration or a distribution of historic brake durations. Also, a fixed standard value can be used. 
     The historic driving behavior can be described by a parameter relating to a historic deceleration action. Thus, the historic driving behavior is for example described by a historic brake pedal positon or by a history of deceleration actions resulting from a cruise control unit. These parameters are useful for estimating the amount and nature of deceleration actions throughout a current drive cycle. Based thereon, a brake energy distribution over the current drive cycle can be precisely estimated. For example, if the historic driving behavior is described by a distribution of historic brake pedal positions, it is noticeable if a driver usually pushes the brake pedal rather hard, i.e. rather aggressively, or not. 
     The historic driving behavior may also be described by a parameter relating to a distance and/or to a speed relative to a front vehicle. This parameter may for example be generated by a front radar or a front camera of the vehicle. It can be used for predicting a likelihood of a braking event throughout the drive cycle. This is especially the case if traffic data, be it historic data or real-time data, is available for the current drive cycle. Knowing the likelihood of the braking events leads to a better estimation of the distribution of brake energy. 
     The historic driving behavior may be described by a parameter relating to a historic speed relative to a corresponding speed limit. Consequently, an accuracy of the distribution of brake energy over the current drive cycle can be enhanced. This is especially the case when considering the fact that speed limits over the current drive cycle are available from a navigation unit. 
     The historic driving behavior may be described by a parameter relating to a historic power demand relative to a road slope. In this context, the road slope distribution over the current drive cycle is for example provided by a navigation unit. Consequently, a distribution of estimated power demand can be derived from the historic power demand This is helpful for estimating a distribution of brake energy over the current drive cycle. 
     The current drive cycle may be described by a parameter relating to at least one of a distance covered by the drive cycle, a slope distribution and a speed limit distribution. All or some of these parameters may be provided by a navigation unit. Alternatively, these parameters may be calculated from previous usage patterns, e.g. in assessing an average distance, an average slope and/or an average speed. In the latter case, no navigation unit is necessary. A precise characterization of the current drive cycle helps to find the best point for starting the brake cleaning and thus increases the energy efficiency of the vehicle. 
     The current drive cycle may also be described by a parameter relating to a real time traffic situation. So-called real time traffic information is for example received by a navigation unit. In function of the parameter relating to the real time traffic situation, a speed parameter characterizing the current drive cycle can be modified. The same is true for a likelihood of braking events. Thus, the estimation of the distribution of brake energy over the current drive cycle is improved. 
     It is also possible that the at least one parameter describing historic driving behavior and/or the at least one parameter characterizing the current drive cycle is updated during the drive cycle. The update is for example performed periodically after the lapse of a defined number of seconds or minutes. This means that also the estimation of the distribution of brake energy can be updated. As a result thereof, an updated starting condition for brake disk cleaning can be provided which takes into account changes in historic driving behavior and changes in respect of the current drive cycle. This measure further increases the energy efficiency of the vehicle. 
     The problem is further at least partially solved or alleviated by a method for cleaning a brake disk, comprising
         a. determining a starting condition for cleaning the brake disk by the method for determining a starting condition for cleaning a brake disk according to the present disclosure, and   b. starting a brake disk cleaning procedure once the starting condition is detected during a drive cycle.       

     In this context, starting a brake disk cleaning procedure means sending a corresponding starting request or setting a corresponding enabling flag. 
     Thus, brake disk cleaning is only started once a brake force is requested, i.e. when the vehicle is effectively to be decelerated. In order to achieve a cleaning effect, at least a portion of the brake force request is allocated to the foundation brake. 
     In an example, the foundation brake is used for providing a deceleration effect which goes beyond a deceleration effect being provided by regenerative braking. Thus, starting from the desired deceleration and the means to achieve it, no extra energy is used for cleaning purposes. 
     In another example, the foundation brake is used if the electric storage device is fully charged or achieves the fully charged state during a deceleration activity. In such a case no further energy recuperation is possible. Thus, also in this case, no extra energy is used for cleaning purposes. 
     It is understood that the brake disk cleaning procedure will be terminated once a termination condition is met. The termination condition can be an energy threshold, alternatively the termination condition can be an output of the rust removal model calculating the rust being removed if a certain brake force is applied for a certain time in combination with a certain speed or speed range. 
     The problem is further at least partially solved or alleviated by a data processing device comprising means for carrying out the method for determining a starting condition for cleaning the brake disk of the present disclosure and/or comprising means for carrying out the method for cleaning a brake disk of the present disclosure. Such a data processing device ensures effective cleaning of the brake disk and improves the energy efficiency of the corresponding vehicle at the same time. 
     The methods of the present disclosure may be at least partly computer-implemented, and may be implemented in software or in hardware, or in software and hardware. Further, the methods may be carried out by computer program instructions running on means that provide data processing functions. The data processing device may be a suitable computing means, such as an electronic control module etc., which may also be a distributed computer system. The data processing means or the computer, respectively, may comprise one or more of a processor, a memory, a data interface, or the like. 
     It should be noted that the above examples may be combined with each other irrespective of the aspect involved. Accordingly, the method may be combined with structural features and, likewise, the device may be combined with features described above with regard to the method. 
     These and other aspects of the present invention will become apparent from and elucidated with reference to the examples described hereinafter. 
    
    
     
       Examples of the invention will be described in the following with reference to the following drawings: 
         FIG.  1    shows a data processing device according to the present disclosure comprising means for carrying out the method for determining a starting condition for cleaning a brake disk of the present disclosure and comprising means for carrying out the method for cleaning a brake disk of the present disclosure, wherein also input parameters and output parameters are presented, 
         FIG.  2    shows the method for cleaning a brake disk of the present disclosure comprising the method for determining a starting condition for cleaning a brake disk of the present disclosure, 
         FIG.  3    shows an example of a parameter describing historic driving behavior, and 
         FIG.  4    shows a representation of an estimation of a brake energy distribution. 
     
    
    
     The figures are merely schematic representations and serve only to illustrate examples of the invention. Identical or equivalent elements are in principle provided with the same reference signs. 
       FIG.  1    shows a data processing device  10  comprising means for carrying out the method for determining a starting condition for cleaning a brake disk and for carrying out the method for cleaning a brake disk. 
     The data processing device  10  comprises a brake force allocation unit  12 . 
     The brake force allocation unit  12  is connected to a foundation brake controller  14  and an electric traction motor controller  16 . 
     The brake force allocation unit  12  and its connections are configured such that the brake force allocation unit  12  is able to selectively send a brake force request to the foundation brake controller  14  and/or the electric traction motor controller  16 . Additionally, the electric traction motor controller  16  can provide operational conditions of the electric traction motor to the brake force allocation unit  12 . 
     An example of such operational conditions is the achievable lowest limit of negative torque which is a function of speed, and temperature. This parameter restricts the torque being available for regenerative braking. 
     Furthermore, the brake force allocation unit  12  is configured for receiving a brake force request  18  as an input parameter. The brake force request  18  can be generated by a human driver by pressing a brake pedal or by an autonomous driver or a partly autonomous driver. A partly autonomous driver for example comprises an adaptive cruise control unit being able to generate a brake force request. A fully autonomous driver is for example a driving control unit of a fully autonomous vehicle. 
     The brake force allocation unit  12  is further configured to receive a vehicle speed  20  and operational conditions  22  being operational conditions of an electric storage device and an engine as input parameters. 
     In more detail, the operational conditions  22  are received from control units of the electric storage device and the engine respectively. 
     For example, an operational condition  22  of the electric storage device may describe that its state-of-charge is full. In such a case, regenerative braking is not possible. 
     An operational condition  22  of the engine for example relates to the achievable lowest limit of negative torque which is a function of speed and temperature. This parameter describes a braking effect being achievable by an engine drag torque. 
     Thus, the brake force allocation unit  12  is configured for sending a brake force request to at least one of the foundation brake controller  14  and an electric traction motor controller  16  in function of the above input parameters and operational conditions. 
     Moreover, the data processing device  10  comprises a rust prediction unit  24 . 
     The rust prediction unit  24  is configured such that a rust formation model and a rust removal model can be run thereon. 
     Furthermore, the rust prediction unit  24  is configured to receive a system time parameter  26  and at least one environmental condition parameter  28 . In the present example, the environmental condition parameter  28  comprises a value relating to an ambient temperature and a value relating to humidity. 
     Additionally, the rust prediction unit  24  is configured for receiving a brake request for the foundation brake controller  14  as an input parameter. 
     The rust formation model uses the system time parameter  26  and the environmental condition parameter  28  as input parameters to estimate an amount of rust being formed on the brake disk. 
     The rust removal model predicts an amount of rust which is removed from the brake disk by evaluating the brake request for the foundation brake controller  14 . 
     Since on the rust prediction unit  24  both the rust formation model and the rust removal model are run, the rust prediction unit  24  is able to always provide an estimation of a current amount of rust being present on the brake disk. 
     The rust prediction unit  24  is connected to the brake force allocation unit  12  unit such that the estimation of the current amount of rust can be communicated from the rust prediction unit  24  to the brake force allocation unit  12 . 
     The data processing device  10  further comprises a brake disk cleaning control unit  30  being configured for providing at least one starting condition for a brake disk cleaning procedure. 
     In the present example the at least one starting condition for a brake disk cleaning procedure comprises a starting speed and a starting brake force request. 
     The brake disk cleaning control unit  30  is connected to the brake force allocation unit  12  such that these starting conditions can be communicated. 
     In the present example, the starting conditions are not fixed, but calculated in function of parameters being provided by a drive cycle prediction unit  32  and a driving behavior history unit  34 . 
     The drive cycle prediction unit  32  receives input parameters characterizing a current drive cycle from a navigation unit  36  and from a front radar unit  38  of the vehicle. 
     The drive cycle prediction unit  32  is further configured to generate an output parameter characterizing the current drive cycle in dependency of the mentioned input parameters. 
     In order to communicate the parameter characterizing the current drive cycle to the brake disk cleaning control unit  30 , the brake disk cleaning control unit  30  and the drive cycle prediction unit  32  are connected. 
     The driving behavior history unit  34  uses a record of historic vehicle speed  40  and a record of historic brake force requests  42  as input parameters. 
     Additionally, historic road information  44  and historic results from front radar  38  are used. 
     Using the above input parameters, the driving behavior history unit  34  provides at least one parameter describing historic driving behavior to the brake disk cleaning control unit  30 . To this end, the brake disk cleaning control unit  30  and the driving behavior history unit  34  are connected. 
     The data processing device  10  thus is configured for carrying out the method for determining a starting condition for cleaning a brake disk (cf.  FIG.  2   ). 
     This method comprises a first step S 1  which consists in determining that an amount of rust on the brake disk exceeds a defined threshold. This is done by running the rust formation model on the rust prediction unit  24 . The defined threshold is also stored on the rust prediction unit  24 . 
     In a second step S 2 , an energy quantity being necessary for removing the amount of rust from the brake disk by pressing at least one corresponding brake pad against the brake disk is determined. This is done by running the rust formation model on the rust prediction unit  24 . 
     A third step S 3  consists in estimating a distribution of brake energy over a current drive cycle by using at least one parameter describing historic driving behavior being provided by the driving behavior history unit  34  and at least one parameter characterizing the current drive cycle being provided by the drive cycle prediction unit  32 . 
     In the present example, the current drive cycle, i.e. the remaining portion of the current drive cycle is described by a parameter relating to a distance covered by the drive cycle, a slope distribution of the drive cycle and a speed limit distribution over the drive cycle. These parameters are provided by the navigation unit  36 . 
     Furthermore, the current drive cycle is described by a parameter relating to a real time traffic situation. This kind of information influences the route selected by the navigation unit  36 , i.e. on the distance covered by the drive cycle and the slope distribution of the drive cycle. Moreover, the speed limit distribution can be adapted due to the real time traffic situation. 
     Thus, a characterization of the current drive cycle is available for the brake disk cleaning control unit  30 . 
     An aspect of the historic driving behavior is described by a parameter relating to the occurrence of braking events per distance unit in function of a vehicle speed. This information forms part of the record of historic brake force requests  42 . An exemplary representation is given in  FIG.  3   , wherein the vehicle speed is noted on the horizontal axis and the quantity of braking events per distance unit, here per kilometer, is noted on the vertical axis. A curve has been fitted through the points of measurement being indicated by crosses. 
     The historic driving behavior is also described by a parameter relating to the duration of historic braking events, e.g. an average duration. This information is also provided by the record of historic brake force requests  42 . 
     Moreover, the historic driving behavior is described by a parameter relating to a historic deceleration action. In the present example, this parameter relates to an average historic brake pedal positon. This information is also provided by the record of historic brake force requests  42 . 
     The historic driving behavior is additionally described by a parameter relating to a historic speed relative to a corresponding speed limit. This parameter can be imagined as an average offset from the speed limit, e.g. a few km/h below the speed limit. This information is provided by the records of historic vehicle speed  40 . 
     Furthermore, the historic driving behavior is described by a parameter relating to a historic power demand relative to a road slope. The historic power demand is defined to be positive for power being provided by the engine or the electric traction machine of the vehicle. Power being provided to the vehicle, e.g. because it drives down a very steep road is defined to be negative. This information is part of the historic road information  44 . 
     The historic driving behavior is further described by a parameter relating to a distance and/or to a speed relative to a front vehicle. Exemplary parameters can relate to an average historic distance or an average historic speed. This kind of information is provided by the front radar  38 . 
     Taking into account, all the parameters characterizing the current drive cycle and relating to historic driving behavior, a distribution of brake energy over the current drive cycle can be estimated. 
     In more detail, the distance covered by the drive cycle, the corresponding slope distribution and the corresponding speed limits are known from the navigation unit  36 . 
     Now the parameter relating to the historic speed relative to the speed limit is used in order to estimate a speed distribution over the current drive cycle. 
     Additionally, the parameter relating to the historic power demand relative to the road slope is applied to the slope distribution provided by the navigation unit  36 , thus an estimated distribution of power demand over the current drive cycle is known. Based thereon, changes in power demand can be assessed and it is possible to evaluate which changes relate to a deceleration of the vehicle, i.e. are related to a braking activity. It is noted that due to the speed distribution mentioned above, it is known at which speed the braking event will take place. 
     A likelihood of a braking event can be further described by the average historic distance or an average historic speed relative to a front vehicle. 
     Furthermore, due to the above mentioned parameters concerning historic driving behavior, it is possible to estimate the quantity and duration of the braking events which will be used to realize the changes in power demand leading to the above decelerations. Due to the parameter relating to the historic brake pedal position, the intensity of the brake actuation can be estimated. 
     Thus, a distribution of brake energy over the current drive cycle can be estimated. An exemplary distribution is shown in  FIG.  4   , which shows a group of probability density functions for different speed ranges. On the horizontal axis the braking energy is noted. 
     Based thereon, in a fourth step S 4 , a starting speed and a starting brake force request is derived from the distribution of brake energy. The starting speed and the starting brake force request are determined such that the energy quantity being necessary for removing the determined amount of rust is fully applied to the brake disk during the current drive cycle. This means, that in a drive cycle of comparatively low speed, potentially a low starting speed is derived. If additionally, the parameters about the historic driving behavior show that the brake pedal has been pressed with rather high caution, also a comparatively low starting brake force request will be determined. In contrast thereto, for a drive cycle in which braking events of high intensity at high speed are to be expected, the starting speed may be comparatively high. The same applies to the starting brake force request. 
     Once the starting speed has been derived, a check is performed if it falls within a speed range which must not comprise the starting speed. In this case the starting speed may be corrected such that it falls just outside this speed range. 
     It is further noted that the at least one parameter describing the historic driving behavior and the parameters characterizing the current drive cycle are periodically updated during the drive cycle. 
     The data processing device  10  is also configured for carrying out the method for cleaning a brake disk (cf.  FIG.  2   ). 
     This method determines the starting speed and the starting brake force by using the method for determining a starting condition for cleaning a brake disk comprising steps S 1  to S 4  as has been explained above. 
     The brake force allocation unit  12  starts a brake disk cleaning procedure once these starting conditions are met during a drive cycle. This constitutes a fifth step S 5  if the initial numbering is continued. 
     The cleaning procedure is terminated once the rust is removed entirely or if the estimated amount of rust falls below a termination threshold. 
     Other variations to the disclosed examples can be understood and effected by those skilled in the art in practicing the claimed invention, from the study of the drawings, the disclosure, and the appended claims. In the claims the word “comprising” does not exclude other elements or steps and the indefinite article “a” or “an” does not exclude a plurality. A single processor or other unit may fulfill the functions of several items or steps recited in the claims. The mere fact that certain measures are recited in mutually different dependent claims does not indicate that a combination of these measures cannot be used to advantage. A computer program may be stored/distributed on a suitable medium such as an optical storage medium or a solid-state medium supplied together with or as part of other hardware, but may also be distributed in other forms, such as via the Internet or other wired or wireless telecommunication systems. Any reference signs in the claims should not be construed as limiting the scope of the claims. 
     LIST OF REFERENCE SIGNS 
       10  data processing device 
       12  brake force allocation unit 
       14  foundation brake controller 
       16  electric traction motor controller 
       18  brake force request 
       20  vehicle speed 
       22  operational conditions 
       24  rust prediction unit 
       26  system time parameter 
       28  environmental condition parameter 
       30  brake disk cleaning control unit 
       32  drive cycle prediction unit 
       34  driving behavior history unit 
       36  navigation unit 
       38  front radar unit 
       40  record of historic vehicle speed 
       42  record of historic brake force requests 
       44  historic road information 
     S 1  first step 
     S 2  second step 
     S 3  third step 
     S 4  fourth step 
     S 5  fifth step