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* The Wall Street Journal
* MARCH 31, 2010
Now, Even NASA Is Involved in Toyota Crisis
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By BEN WORTHEN
U.S. regulators on Tuesday announced a broad investigation into
automotive computer systems and software, which have come under
scrutiny because of sudden acceleration and other reports involving
some Toyota Motor Corp. cars.
An examination of Toyota's problems will be conducted by experts from
the National Aeronautics and Space Administration, while the National
Academy of Sciences, which advises the government, will undertake a
separate, 15-month study into the use of computer technology in cars,
U.S. Transportation Secretary Ray LaHood said.
Toyota has said there is no evidence that software or electronic
systems are responsible for sudden acceleration in its cars. The
company "repeatedly and rigorously" tests its software and has
subjected it to outside review, a spokesman said.
Electronics have led to some of the biggest safety breakthroughs in
vehicles, such as antilock brakes and stability control. Software
controls an ever-growing variety of functions in cars, including
braking and accelerating. Increasingly, cars include software that
links these systems to do things like parallel park the vehicle or
remember the seat positions, temperatures and radio stations preferred
by different drivers.
"Ninety percent of all innovation in cars today is driven by
software," said Ingolf Krueger, an associate professor of computer
science and engineering at the University of California in San Diego.
No surprise then that software is sometimes to blame when things go
wrong. While Toyota has received most of the attention, other car
makers have had software-related incidents.
Ford Motor Co.'s 2010 Fusion Hybrid has a high-tech braking system
that also recharges its battery through a process called regenerative
braking. Software monitors sensors in the car and determines when to
engage the conventional braking system instead. Several drivers filed
complaints with the National Highway Traffic Safety Administration,
the agency responsible for vehicle safety, stating that they depressed
the brake pedal as far as possible but the brakes didn't engage.
A Ford spokesman said a sensor on the car was set too sensitively and
that software interpreted the signal to mean it should skip the
regenerative braking step. The company issued a software upgrade that
it said would take care of the issue, avoiding a recall.
In November 2008, General Motors Co. recalled 12,662 of its 2009 model
year Cadillac CTS sedans because a software glitch caused the
passenger-side air bag to be turned off when it should have been
active.
That same year, Volkswagen AG recalled 4,079 2008 Passats because of
software that didn't properly control the engine idle while the air
conditioning was on. And Toyota in February recalled 2010 Priuses to
fix the software in their antilock brakes that some owners said led to
delays in the brakes engaging.
To date, the National Highway Traffic Safety Administration has
evaluated software and electronic systems only as part of other
reviews, such as whether an air bag deploys when it is supposed to, a
spokeswoman said. The agency doesn't have any software or electronics
specialists on staff, she added.
Auto software has some distinct characteristics. For one thing, the
programs are relatively simple and are designed to be embedded in
simple components—typically eight-bit and 16-bit computer chips,
compared with more advanced 32-bit and 64-bit microprocessors found in
most personal computers.
The simplicity is intended to make the software more reliable—the
fewer things it is asked to do, the less likely it is to experience a
problem.
Indeed, Mr. Krueger said automotive software has led to some of the
biggest jumps in safety and fuel efficiency. Electronic
stability-control systems, which detect when a car is skidding and
automatically deploy the brakes, have reduced the number of vehicles
that flip over, he said.
In an effort to improve the quality of software in vehicles several
car makers in 2003 founded the Automotive Open System Architecture
group to create standards. These systems have become enormously
complex, said Simon Fuerst, a spokesman for the group, all the more so
because car makers traditionally use their own proprietary software
formats.
Raj Rajkumar, professor of electrical and computer engineering at
Carnegie Mellon University, has recently been studying the software in
a Lexus IS250, a car made by Toyota, that experienced sudden
acceleration. His hypothesis is that a software glitch caused the
vehicle's fail-safe mode—which typically shuts off or reduces engine
power in the event of a system failure—to not to kick in when it
should.
But he said he isn't certain and his study is made more difficult by
the fact he doesn't have access to the software code used in the car.
Mr. LaHood on Tuesday said that many members of Congress feel "there's
something wrong with the electronics, not only just in Toyotas but in
other automobiles, too. We felt that we really needed to look into
this."
—Josh Mitchell contributed
to this article.Printed in The Wall Street Journal, page B1
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