Kaip gali buti 6gen celica be ABS !?

Jop. keliam tema i "apie viska"...

o siaip pradejau ieskotis info ir radau pakankamai priestaringos info kuria pateiksiu zemiau, o pats noreciau paspausti desine ir pasakyti jog statau alaus hedo, kuris isreiske mano mintis savame poste.

AnoX - truputi nusileisk ant zemes, nes savo postu pvz izeidi mane prilygindamas neprityrusiam vairuotojui.



Vehicle factors
Vehicle factors fall into two broad categories - those aimed at reducing harm when crashes occur, and those aimed at reducing the risk of crashing. Chapter 4 was devoted to the vehicle factor that has the greatest influence on the risk of death when a crash occurs, namely, the mass (and size) of the vehicle. Another set of vehicle factors, occupant protection devices such as safety belts and airbags, will be dealt with in Chapters 11 and 12. Here we consider just one device aimed at reducing the risk of crashing, especially in adverse weather conditions, and then discuss a number of safety standards.
Antilock braking systems (ABS)
Antilock braking systems (ABS) use electronic controls to maintain wheel rotation under hard braking that would otherwise lock a vehicle's wheels. Keeping the wheels rotating increases vehicle stability, especially
when tire/roadway friction is reduced or varying, as when the roadway is wet. Anyone who informally investigates the emergency-braking performance of ABS on a snow-covered deserted parking lot will soon be impressed by the effectiveness of the technology. Systematic test-track evaluations have convincingly demonstrated the technical advantages of ABS under a wide variety of conditions. - However, the influence of ABS on crash risk cannot be investigated on test tracks (or in parking lots) - this requires data from
real crashes.
A number of studies used the crash experience of seven General Motors cars (Chevrolet Cavalier, Chevrolet Beretta, Chevrolet Corsica, Chevrolet Lumina APV, Pontiac Sunbird, Pontiac Trans Sport, and Oldsmobile Silhouette). These were relatively unchanged between model year 1991 and model year 1992, except that none of the 1991 models had ABS while all the 1992 models did. Thus, comparing the crash experience of the 1992 and 1991 models is equivalent to comparing the experience of vehicles with and without ABS.
Two-car crashes were examined using data from five states (Indiana, Missouri, North Carolina, Pennsylvania and Texas). It was found that on wet roads ABS reduced the risk of crashing into a lead vehicle by (32 ± 8)%, but increased the risk of being struck in the rear by (30 ± 14)%. These results provide unmistakable evidence that ABS led to large differences in braking
in traffic.
Another study using the same data compared crash risks under one condition to risks under another condition, as summarized in Table 5-6. The first entry shows that ABS vehicles have (10 ± 3)% fewer crashes on wet roads relative to their experience on dry roads compared to the corresponding ratio for non-ABS vehicles. If one makes the plausible assumption that ABS does not affect crash risk on dry roads, the result implies that ABS reduced crash risk on wet roads by (10 ± 3)%. Likewise, assuming that ABS does not affect crash risk when it is not raining leads to the result that ABS reduced crash risk when it is raining by (12 ± 2)%. These important crash-risk reductions appear to be the result of ABS preventing skidding on slippery surfaces, what the system was designed to do. If ABS has no effect on the dry roads on which 80% of crashes occur, then the net effect on all crashes would be a reduction of about 2%. This is consistent with the findings of the many studies cited in Refs 15 and that find no net reduction in crashes to be associated with ABS. It is extremely unlikely that an effect as small as 2% can be detected in an overall crash rate. Early plans by insurance companies to give premium reductions for ABS were soon abandoned in the face of no demonstrable benefits.
The last entry in Table 5-6 shows that ABS is associated with a (39 * 16)% increase in rollover risk. After the first report that ABS substantially increased rollover risk, a number of studies - found similarly large risk increases, as summarized in Table 5-7. While the results are in some cases based on multiple analyses of the same or overlapping data, they nonetheless paint a picture that leaves little doubt that equipping cars with ABS increases rollover risk. As rollover crashes pose a high fatality risk, it is not surprising that there is no evidence that ABS reduces fatality risk overall.20, Indeed, the data suggest an increase is more likely than a decrease.


Why does ABS increase rollover risk? The finding that ABS increased rollover risk generated much concern by government officials and auto executives, who urgently sought explanations. Surveys showed that many drivers did not know that their vehicles had ABS, and those who did know were often unaware what ABS did, or how they were supposed to use it.16 There seems to be no convincing reason why a lack of knowledge about ABS should increase rollover risk. It is, of course, possible that wheels rotating rather than locking, or other engineering effect could, could promote rollover, but evidence is lacking.
The finding of higher rollover risk for ABS cars is not all that surprising given that one of the earliest technical papers on driving, published in the American Journal of Psychology in 1938, discussed why better breaking does not enhance safety. (We discuss this in detail in Chapter 13). Here we address specifically why ABS does not enhance safety even though it provides demonstrably superior braking.
Evidence the ABS-equipped vehicles are driven at higher average speeds.
I believe that the reason behind these effects is that ABS leads to marginally higher average travel speeds. While there are no rigorous studies showing that ABS vehicles travel at higher speeds than non-ABS vehicles, I am nonetheless confident that this is the explanation because of the combined weight of the following evidence:
1. Data from Oregon for the same previously mentioned seven GM cars showed that the fraction of all traffic violations that were for speeding was greater for the ABS cars.15
2. ABS-equipped taxis in Norway were observed to follow at shorter headways than non-ABS taxis. Other research indicates that tailgaters drive faster. ,
3. The previously mentioned result that on wet roads ABS cars were (30 ± 14)% more likely to be struck in the rear than non-ABS cars is consistent with the interpretation that ABS was facilitating closer following, which led to braking levels that following cars without ABS could not match.
4. A 10% increase in average severity was associated with ABS in Canadian insurance claims, consistent with higher speeds.
5. A test-track experiment suggested that drivers of ABS vehicles choose higher travel speeds.
6. I have asked the following question to many audiences. "Have any of you, under any circumstances, on any occasion, ever driven faster because your vehicle was equipped with ABS"? Generally a few hands are raised. I then ask the parallel question with "slower" replacing "faster". It is rare for anyone to indicate that they ever drove slower because they had ABS. Any instance of faster driving not balanced by one of slower driving implies that average speed is higher with ABS. The accumulated responses provide overwhelming statistical evidence that drivers self-report that, on average, they drive faster when they have ABS.
7. Respondents to a formal written questionnaire indicated they would drive faster if driving an ABS-equipped vehicle.
8. My own average speed is unquestionably higher with ABS. Before I had ABS and snow covered the two-lane road on which I commuted, I chose a speed sufficiently low to preclude much risk of moderate braking. I did not relish the possibility of skidding into oncoming traffic or into the deep drainage ditch on my right. When ABS eliminated these risks, I naturally drove faster. (As stated on p. 359, I have never been in a crash).
The risk of rollover is expected to depend very steeply on speed, so that even small speed increases generate large increases in rollover risk. While injury risk from, say, hitting a tree depends strongly on speed, it does so as a continuous function of speed. Rollover is more of a trigger, or threshold, phenomenon. A small increment of speed can make the difference between no incident of any type and a fatal rollover crash. Fatality risk, averaged over all crashes, increases as the fourth power of travel speed, so rollover fatality risk is expected to increase even more steeply than this. It is plausible that an undetectable small increase in travel speed associated with ABS would lead to the observed increases in rollover risk.
Is ABS a desirable technology? It is hard to imagine reasons why a driver would not prefer a vehicle with ABS over one without ABS, other factors being equal. Better braking is a desirable vehicle feature. However, it can be used to increase mobility or safety. Mobility may be increased by traveling at higher speeds, maintaining cruising speeds longer before beginning to stop, or by completing severe-weather journeys that would be abandoned if ABS were unavailable. We have treated this subject in some detail because it illustrates many themes that are central to traffic safety. It particularly provides guidance regarding the likely performance of proposed new technologies.
Major public efforts to incorporate advanced technologies
ABS is an example of applying advanced technology in an effort to enhance vehicle safety. It is the example that has had by far the most thorough evaluation. Many ABS effects in traffic are well established in multiple studies. The motivation and funding for ABS technology came from the auto industry, and led to a product that found widespread customer demand, notwithstanding its lack of any demonstrated overall safety benefit.
Major public funds have been spent in attempts to increase the use of modern technology to improve the performance of vehicles and the systems in which they operate. In the US, part of the Intermodal Surface Transportation Efficiency Act of 1991 authorized substantial expenditures to support Intelligent Vehicle Highway Systems (IVHS). The goal was to use a range of smart car and smart highway technologies to improve the safety, efficiency, and environmental friendliness of the highway system. This concept later evolved into Intelligent Transportation Systems (ITS), with stated aims of applying electronic, computer, and communication technology to vehicles and roadways to increase safety, reduce congestion, enhance mobility, minimize environmental impact, increase energy efficiency, and promote economic productivity for a healthier economy. In Europe Programme for European Traffic with Highest Efficiency and Unprecedented Safety (PROMETHEUS) was generously funded.
These programs generated massive activity, committees, bureaucracy, and extensive documentation on process, coordination, goals, needs, problem statements, definitions, and so on. Claims were made that reducing congestion would enhance safety, whereas the opposite is to be expected. It was likewise claimed that improved driver information would reduce congestion, without realizing that such a claim implied rejecting Wardrop's celebrated 1952 principle, "journey times on all routes actually used are equal." This principle is at the core of traffic assignment modeling and has been accepted for decades as a good approximation when traffic is in a normal, or equilibrium, state. If the equilibrium is disturbed by, for example, a crash, then information can be helpful in selecting an alternate route. However, a few drivers receiving such information by traditional radio broadcasting will soon establish a new equilibrium, restoring a new parity between routes. Under the umbrella of these government-supported programs some technologies, such as on-board vehicle navigation, in-vehicle telephones, Internet, and on-board television reception, advanced. However, the advances were underway and would have occurred through the same competitive forces that produced earlier automotive innovation. I have been unable to discover in the mountain of literature any understandable summary of what was accomplished at such vast public expense. An approximate estimate of the expense is also unavailable because each item is a not too clearly identified portion of some larger transporting allocation.
The situation brings to mind comments of Ezra Hauer, the distinguished Professor Emeritus of Transportation at Toronto University.
Those amongst you who have attempted a critical review of the literature will attest that many of the research reports found will be quickly discarded. They will be found deficient in method, too small to draw conclusions from, inconclusive, obsolete, of obscure message, biased, or otherwise fatally flawed. In the end one is left with very few studies that are not obviously unreliable and the results of which do not contradict each other. That this is not an exaggeration but the actual state of affairs I know from rich personal experience and from noting the experience of many others. The obvious question is why so much effort, by so many, on so many subjects has produced so little light? Why so much that has been published is unsound, inconclusive and generally of little practical use. The answer becomes obvious if one recognizes how much is produced and published by one-day wonders, by itinerant and untrained researchers without experience, here today - gone tomorrow. How much research has been ill conceived by those who set the question to be answered, who provided the money, who approved the research method, who accepted the product and who published the results.

uzsi**sau skajtyt tiek o pas mane abs ner ir as nesiskundziu, visaj jis nera rejkalingas
bet kas liecia AnoX - jau tik nerejk vajdinti bajsiaj patyrusio ir atstumo besilajkancio vajruotojo .. buna situaciju kaj nesi kaltas del ivykiu jeigu ka ir aplamaj zmogus tik pasitejrawo, o kiti pasidalino sawo zhiniom. kartajs sawo nuomone rejktu pasilajkyti sau, arba sugebeti ja taktiskaj isrejksti ir kalbedamas apie mergins vajruotojas prisikask liezhuvi - manau daugeliu atveju esu daug geresne vajruotoja uz tave
OT: nu bl** is kur pastoviaj atsiranda pas mus vis koks nors genijus, jibitute ..

na nesikeliu buvau agrwsyvus ir panasiai kaip sudauziau masina proto igijau o iskart niekam nei kelio duodavau lysdavau kur galedavau, nesakau kiti iskart pajaucia auto o kitiem reikia daug praktikos

Na,man abs tikrai netrugdo!
o Anox,juk pats rasei kad niekada neturejai masinos su abs'u,tai kaip tu cia gali reikstis?ar manai kad viena syki pravaziaves su masina turincia abs,jau gali pasakoti minusus ir pliusus?

a mano tiburone irgi nera ABS... 2005 metai tiesiog su tokia komplektacija pirko kazkas...

pas su tevo masina vazinejausi ten yra abs zinau kaip stabdo ir panasiai ne nesakau kad s... geras dalykas bet masina pirkdamas i tai tikrai neziurejau.

Drasu arba neismanymas.
Dar pasakykit kad ir ESP nereikia, kol neturejau negalvojau, kad tai taip supaprastina kasdienini vaziavima. Aisku kai nori pasivazinet ja isjungi nes su ESP jokio malonumo ir tikrai gali greiciau vaziuoti ir efektyviau nei su ijungta, bet kasdienai tai labai geras dalykas. Biski juokingai atrodo, kai zmones taip kalba apie savo vienintele masina, atrodo kad pastoviai ralyje vaziuoja. Jei turecaiu viena kasdienai, o o kita sportui, tada tikrai taip joje nereikia nei ABS nei ESP ir jokiu kitu pagalbiniu sistemu.

Galeciau paklausti kiek metu vazineji kad darai tokias isvadas, kad svarbu vien tik distancijos laikytis?
Idomu butu pamatyti kaip tu eidamas ant ribos ant posukio stabdai taip, kad prireiktu ABS.

baikit jau varyt ant zmogu jis cia naujas

uz viena musta du nemustus duoda