< Note >
Renault Clio II phase2 1.4 2001-2009
VW Golf 1.4TSi 122 DSG 2009-2013
Renault Clio IV 1.5DCi 2014-
Mazda MX-5 NB 1.6('00) 2016-
cosneo έγραψε:georgetz έγραψε:Νομίζω για χρόνια οι Ιάπωνες το είχαν αυτό.
To GTR εχει στα 180 χλμ. Και ξεκλειδώνει μέσω gps μόνο όταν μπαίνει σε πίστα.
Road traffic accidents involving Vulnerable Road Users are one of the world's largest health
problems. Of all road traffic fatalities, between 41% and 75% worldwide [1] and 14% in the EU-14
countries [2] are pedestrians. Passenger cars are with 74% reported as the most frequent collision
opponents in fatal pedestrian accidents [3]. In the majority of car-pedestrian accidents (65%-71%) the
pedestrians were struck by the front of the car [3-5].
In total, the Auto Brake functionality in CWAB-PD is estimated to reduce fatal pedestrian injuries by
24% in accidents where the pedestrians are struck by a passenger car front. By adding this information
to distributions of collision opponents and impact area of the car [3-5], it is likely that out of 3.500
pedestrian fatalities annually in EU14[2], the Auto Brake functionality in CWAB-PD can save the life
of more than 400 killed pedestrians each year, assuming the system is adopted by all vehicles in the
market.
The overall benefit of City Safety is estimated to 28% fewer rear-end frontal impacts for cars with the system
than for cars without it. When controlling for non-standard mounted collision avoidance systems such as ACC,
FCW and Auto Brake functionalities, the effect was 25%. The pronounced collision avoidance performance was
confirmed in a comparison of the same car models with and without the system. When evaluating the second
generation of City Safety that operates in higher speeds than the first generation, a non-significant collision
avoidance effect of 3% was found. Adding up to the collision avoidance effect, there is a crash mitigating effect
expected that was not estimated in this study.
Run off road events are frequent and can result in severe consequences. In the United States, single vehicle roadway
departure crashes accounted for about 20% of all police-reported crashes (Wang and Knipling, 1994). In Germany,
33% of all fatal crashes were run off road crashes (Statistisches Bundesamt, 2011). In Sweden since 2003, single car
crashes is the most common type when it comes to fatal accidents (Hillerdal, 2011).
The world-first run off road protection package includes
detection of run off road events and activation of an electrical reversible safety belt pretensioner, together with
unique energy-absorbing functionality in the seat. The cascade of countermeasures covering the whole event from
normal driving to crash care systems, also including systems acting to avoid crashes such as Driver Alert Control
and Lane Keeping Aid as well as added activation of eCall will provide improved safety in an important number of
run off road events.
In 2006,
brake support was introduced by Volvo Cars [2], followed by a second generation, called Collision warning with
Auto Brake, which could provide automatic emergency braking up to 5 m/s2
in certain lead vehicle conflict
situations [3]. In 2008 the first auto‐brake system enabling crash avoidance at low speeds, was introduced, and
has now reached a relatively large market penetration [4]. Some years later, the systems could achieve
automatic emergency braking up to 10 m/s2
, and not just for cars but for certain pedestrian conflicts as well [5].
As a first step, two different
brake durations, compared to no braking, were evaluated. Occupant accelerations were reduced by 15–45%
and 60–70% by pre‐braking from 64 km/h to 56 km/h and 39 km/h, respectively. In addition, the effect of an
electrical reversible retractor (ERR) were studied.
224v έγραψε:Μια χαρα στατιστικα νουμερα που βοηθαει την Βολβο να πουλαει ασφαλεια σε οδηγούς και πεζους.
επειδή όμως πιστευω ότι ολοι εδώ μεσα εχουν οδηγησει στην Ευρωπη τουλάχιστον οπου οι οδηγοι ακολουθουν τα ορια στις πολεις και τα χωρια όπως και σε αυτοκινητοδρομους, και εθνικες οδους, είναι δυνατον οδηγος με αισθημα ευθύνης (δλδ να μην οδηγει πιωμενος, χαπακομενος, νυσταγμένος και αρρωστος γενικα) με τα ορια που εχουν, (στη Γαλλια κατεβασαν τα 80 στα 70 προσφατα) να βγει από τον δρομο να μην δει πεζο στην ασφαλτο και να πεσει σε προπορευομενο οχημα??
224v έγραψε:μια βδομαδα στη Σκωτια που τη γυρισαμε σχεδόν ολη, με οδηγο που τα ακολουθουσε αυτά κατά γραμμα ειχε και χιονια στους δρομους τοτε δεν συνεβει ουτε κατά διανοια ένα near miss που λενε και οι μηχανικοι ασφαλειας.
By mode, in 2017 there were:
5,685 car user casualties (1,014, 15% less than 2016); including 65 fatalities (41 less than 2016)
1,350 pedestrian casualties (317, 19% less than 2016); including 38 fatalities (6 more than 2016)
618 motorcycle casualties (92, 13% less than 2016); including 29 fatalities (1 less than 2016)
729 pedal cycle casualties (8% less than 2016); including 5 fatalities (3 less than 2016)
355 bus and coach user casualties (53, 18% more than 2016) [Table 3].
These figures take no account of changes in modal choice so changes could be because more or fewer people are travelling by a particular mode.
KiloMeater έγραψε:Και όμως τρακάρουν ... όχι με τη συχνότητα και σοβαρότητα ενδεχομένως που έχουμε συνηθίσει όμως ειναι τόσο κουλάδια (αποτέλεσμα της αποχαύνωσης στην οδήγηση, πράγμα που φοβάμαι οτι κάποια στιγμή θα με καταπιεί ) που το καταφέρνουν .
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