AOPA ASF offers a terrific Safety Advisor on this topic: Operations at Nontowered Airports (free PDF). I recommend the AOPA ASF resources (printed brochures, free online courses, and other goodies) to my students and customers all the time. They're terrific starting points for flight reviews, student lessons, and brushing up on skills and procedures.
I'll make the following additional point about traffic patterns at non-towered airports:
In this GPS age, it's easy to enter an airport ID, press the Direct-To button (or, these days, touch the appropriate icon on the screen), point the airplane's nose at the airport, and drive right toward the center of the runway(s).
This procedure leads to the puzzle of how best to join the flow if the desired track to the airport doesn't coincide with a standard entry to the traffic pattern. If the published traffic pattern, wind, and runway alignment require getting to the other side of the airport, you must find a way to cross the street, as it were.
But when airspace, traffic patterns at nearby airports, and weather permit, why not adjust your course well before you enter the vicinity of your destination so that you don't have to overfly the pattern and then try to merge?
The proliferation of AWOS broadcasts and availability of airborne weather make it easy to get a good idea of how the winds are blowing. Listening to the CTAF, while not ensuring that you're hearing from everyone in the area, gives you a good idea of the most popular runway currently in use. And the ready availability of the A/FD and similar sources online means you should know about local procedures and preferences well before you arrive.
Point your airplane slightly off course, complete your pre-landing checklists, and configure the aircraft so that you can keep your eyes outside as you join the flow at the appropriate altitude and from a good position to avoid the most common conflicts.
Finally, remember that one can make good arguments for a variety of procedures for entering and flying traffic patterns. The critical point is that we should follow a standard. Procedures in the U.S. differ from those in Canada, Europe, and other places.
We drive on the right side of the road. That preference isn't better than the custom in the UK, Australia, and other parts of the world. But it is the accepted standard, and it makes sense for everyone, while driving in the U.S., to follow that rule. The same logic applies to flying traffic patterns. If everyone followed the procedures outlined in the AIM, FAA training handbooks, Advisory Circulars, and the like, we'd have fewer exciting moments near airports.