vsc is very sensitive

The car is just like this

 

The phrase "pass the turntable" isn't familiar to me, so I am not sure what is being described.

 

I'm saying the VSC is very sensitive, you can hit a very small imperfection in the road and it'll come on. Many times that will make it harder for you to apply the brakes as well

 

You can do one thing to slightly address this is this device. Some, including myself, think it's noticeable improvement on this acceleration problem, some say not much: https://www.redbullet.net/products

 

When you hit a bump while braking the brake energy recycling system ( not correct name) will shut and you will have to apply the actual brakes much harder to decelerate. This happens very suddenly and is a "normal" flaw or safety feature in prius. Is this what you are asking about?

SM-G960U ?

 

maybe a roundabout?

 

Can you clarify what you mean by these two things: "the anti-skid system will intervene" and "the anti-skid rarely moves"?

What precisely do you notice in the first case where you conclude the anti-skid system has intervened? Do any dash warning lights appear and, if so, which?

 

One of the STUPIDEST ideas ever dreamed up!!!! (the idiotic traffic circle)

 

This is actually very popular in Europe, where the streets are very narrow

 

For a long time, I've been thinking of 'traffic circle' and 'roundabout' as synonymous, but it turns out I was mistaken.



Traffic circles had their heyday in the early 20th century and were falling out favor midcentury because they weren't efficient or particularly safe.

Roundabouts are getting quite popular these days, with significant reductions in injury and fatality accidents compared to most other intersection types, and considerable fuel savings too.

 

They can keep them!

 

Check your right front CV joint....assuming you drive on the right side of the road?

 

That does seem like a reasonable suspicion. While traversing the roundabout, the wheels on the outside are turning faster than those on the inside. The skid ECU should be able to match those speed differences mathematically to the steering angle and/or the yaw rate. If it cannot, it probably thinks the speed differences indicate a skid.

The car has both a steering angle sensor and a yaw rate/acceleration sensor. It does not have a special procedure to clear or relearn the steering angle sensor zero. It does have a clear and relearn procedure for the yaw rate/acceleration sensor. When you clear the yaw/acceleration zero point, that also clears the stored steering angle zero point.

Assuming the yaw/acceleration zero has been learned correctly, the car learns the steering angle zero automatically every time the car is made READY and driven for 5 seconds at 35 km/h or above. It just matches up whatever the steering sensor reads with whatever the yaw sensor says the car is actually doing. It will fail if the front wheel alignment or steering wheel centering is not reasonably close to correct.

So obtaining the zero point of the yaw rate and acceleration sensor is the critical thing.

In the repair manual (more info), there is a procedure OBTAIN ZERO POINT OF YAW RATE AND ACCELERATION SENSOR and it is given in two versions, one using Techstream software, and one that requires only a jumper wire at the car's diagnostic port. For the latter, the terminals used are Ts and CG, and that is not the same as Tc and CG used for the normal trouble code reading.

Whether or not Techstream is used, the procedure has two steps. The first step clears any current learned value for the yaw rate and acceleration. The second step can only be done when there is no current learned value.

It has to be done with the car stationary on a level surface. You must not vibrate, tilt, move, or shake it while the reading is being learned. The skid light should come on while learning the reading, then blink fast after the reading has been learned.

You can check that everything has been learned correctly by following the procedure called SENSOR CHECK USING THE TEST MODE in the repair manual. This procedure also has versions for use with and without Techstream.

The procedure involves entering test mode and then doing several things in a particular sequence. It has to be done where there is space for all steps of the test. I typically go to a nearby shopping center parking lot during non-business hours.

• keep stationary for at least 1 second (ECU checks the acceleration sensor value)
• quickly press and hold the brake with over 98 N force (ECU checks the master cylinder pressure sensor). ABS light comes on for 3 seconds. Hold the pedal down while the light is on.
• drive straight ahead at 45 km/h or more (ECU checks the speed sensors). ABS light should stay off.
• drive a 180° turn pattern at about 5 km/h with the steering wheel turned at least 90°. (ECU checks the yaw rate sensor. The turn may be to the left or the right.)
• stop and push the P button. If all tests checked out, the skid control buzzer sounds for 3 seconds.

That gives the flavor of how those procedures work, but I haven't copied all of the details from the manual.

 

Right. In the Repair Manual, you can look up the procedure named SENSOR CHECK USING THE TEST MODE, and you could use that as a quick check whether all the sensors are currently calibrated sanely.

Or you can look up the other procedure named OBTAIN ZERO POINT OF YAW RATE AND ACCELERATION SENSOR, and by following that procedure, you can first clear and then re-establish the correct zero points for yaw and acceleration.

(You could then follow that up with a second SENSOR CHECK USING THE TEST MODE, just to confirm that the learning process succeeded.)

 

I gotta admit to stressing out, whenever I negotiate one we have nearby. One thing, NOBODY signals their intentions as they're supposed to, signalling when they're entering, where they'll exit.