Klass.-Nr./Class. No.

8F M5 1 July 2005

Norm vor Anwendung auf Aktualität prüfen / Check standard for current issue prior to usage.
Airbag System
TL
Airbag Modules (Mounting Location: Seats)
825 17
Requirements and Test Conditions
In case of discrepancies the German version shall govern.

Konzernnorm
Descriptors: airbag, airbag system, airbag module, seat
D
The English translation is believed to be accurate.

Preface
The contents of Team Supply Specification AK-LV 07 (May 2005) has been adopted without
changes by Technical Supply Specification TL 825 17.
AK-LV 07 was drafted by the "Supply Specifications" team of the automobile companies Audi AG,
Bayerische Motoren Werke AG, Daimler Chrysler AG, Porsche AG and Volkswagen AG.

Changes
The following changes have been made as compared to TL 825 17, 1999-09:
─ see change documentation for AK-LV 07

Previous issues
1997-11; 1999-09

Additional in-house requirements

─ Approval of first supply and changes according to Volkswagen standard VW 011 55.

─ Avoidance of hazardous substances according to VW 911 01.

─ Design according to drawing or performance specifications.

─ Sections marked with a documentation bar are subject to mandatory documentation.

The documents shall be kept on file for 15 years.

Referenced standards
VW 011 55 Vehicle Supply Parts; Approval of First Supply and Changes
VW 911 01 Environmental Standard for Vehicles; Vehicle Parts, Materials, Operating Fluids;
Avoidance of Hazardous Substances
as well as all documents referred to in AK-LV 07.
QUELLE: NOLIS

Continued on 41 pages of AK-LV 07

Fachverantwortung/Responsibility Normung/Standards (EZTD, 1733)

E2SR/4 H. Rindfleisch Tel: +49-5361-9-31528 O. Guse Tel: +49-5361-9-32438 Sobanski

Confidential. All rights reserved. No part of this document may be transmitted or reproduced without prior permission of a Standards Department of the Volkswagen Group.
Parties to a contract can only obtain this standard via the B2B supplier platform “[Link]”.
 VOLKSWAGEN AG
 Team Supply Specification
May 2005
Airbag System
Airbag Modules AK - LV 07
(Mounting Location: Seats)
Requirements and Test Conditions
airbag system; modules (mounting location: seats); requirements and test conditions

Contents

1 Scope and aim

2 Definitions

3 General

4 General requirements and their test conditions for the module

4.1 Marking

5 Inflation behavior/static test

5.1 Preface
5.2 Requirements
5.3 Test fixtures
5.4 Test condition
5.5 Test procedure

6 Gas concentrations
6.1 Preface
6.2 Requirements
6.3 Test fixtures
6.4 Test conditions
6.5 Test procedure

7 Electromagnetic compatibility/interference immunity

7.1 Requirements
7.2 Electrostatic resistance
7.3 RF test
7.4 Igniter

8 Environmental simulation on the airbag module

8.1 Requirements after the environmental simulation
8.2 Environmental simulation

9 Definition of the response time te

10 Referenced standards and specifications

11 Previous issues

12 Changes

Page 1 of 41
AK-LV : Team Supply Specification (from German: Arbeitskreis Liefervorschrift)
Team of companies: Audi AG, Bayerische Motoren Werke AG, DaimlerChrysler AG, Porsche AG and Volkswagen AG
Page 2
AK-LV 07 : 2005-05

1 Scope and aim

This specification is intended to ensure the product quality and function of the airbag module within
the overall system to which it belongs by providing precise, clear and uniform guidelines for its
properties. The specification also describes the test methods used to document the requirements
for the module and their implementation.
The specification is a part of the drawing. The specification applies to all modules that have a note
in the drawing indicating this.

2 Definitions

The airbag module is a mounting unit of components of a restraint system.

The module consists of the following components: the gas generator, airbag and cover and,
if applicable, any further components as specified in the drawing.

3 General

The manufacturer shall ensure that the provisions in this specification and the drawing are
observed. This is documented along with the process reliability and must be demonstrated with
suitable methods and a sufficient test scope.
Alternative test methods are permissible, as long as they facilitate equally suitable verification. The
examining body must provide documentation that its tests correlate with the test methods
described in this specification.

Unless otherwise indicated, these requirements apply to parts in as-received condition (with no
prior load). Deviations must be noted in the test report.

If a requirement bears only the note "see drawing", the applicable value shall be taken from the
drawing. If the drawing does not contain any related information, the requirement can be omitted.
In the case of a discrepancy between the drawing and the specification, the entry in the drawing
takes precedence.

In general, the module must conform to all requirements listed in this specification. This conformity
must be documented in the release or first-sample test.

The module is subject to mandatory documentation. The standard-production tests required to

ensure proper functioning are subject to mandatory documentation; the test records must be kept
on file for 20 years. A clear assignment between the module and data subject to mandatory
documentation must be guaranteed.

The sections of this specification marked with a documentation bar are subject
to mandatory documentation.
 Page 3
AK-LV 07 : 2005-05

The module is a component whose functional characteristics must remain constant during driving
operation for the entire service life of the vehicle. This has been verified for various systems
through a 3-fold environmental simulation. Should deviating technologies (propellants, airbag
materials etc.) be employed, the module developer shall provide equally suitable verification.

The following list contains the module technologies for front and side protection modules subjected
to a 3-fold environmental simulation that achieved an OK result in a subsequent inflation test:

Driver’s airbag Gas generators: Technology Airbag

VW 4-spoke TRW FG pyro, azide 64 l, 3 rebound straps
DC, 4-spoke TRW MDN-2 pyro, azide-free 64 l, 3 rebound straps
Porsche 3-spoke Petri MDN-2 pyro, azide-free AK-64 l, tearing seam
Audi 3-spoke Takata NADI lw pyro, azide-free 72 l, rebound strap,
silicone
BMW 3-spoke,sports Petri MTG 6 pyro, azide AK-64 l, tearing seam
Passenger’s airbag Gas generators:
Audi B5 DN/Petri SBG 103.01 pyro, azide-free 135 l, uncoated
DC TRW HGI 6.2 heated gas 125 l, unc., tearing seam
VW Autoliv MPH-4 hybrid 120 l, 2D, 1 rebound strap
BMW TRW P 3.3 pyro, azide 130 l, coated
Porsche TRW P 4.0 hybrid 136 l, 2D, tearing seam
Curtain airbag Gas generators:
Audi B5 TRW SHI 30+ hybrid 25 l, coated
BMW X5 TRW SHI 12/25 V29 hybrid 12 l, ITS airbag
Porsche Boxster/911 Baico HS 25/74 hybrid 25 l, coated, 1 RS
DC Autoliv ASH-2.2 hybrid 18 l, coated
Page 4
AK-LV 07 : 2005-05

4 General requirements and their test conditions for the module

The airbag module ASSY1 must be made in such a way that – with proper handling – there is no
risk to persons or property during mounting in production and repair work in workshops (i.e., with
no special additional safety equipment).

The respective engineering department must be informed of any changes to the module and/or
manufacturing methods and manufacturing locations before they are introduced in standard-
production; these changes require a new release.

4.1 Marking

Marking must be carried out according to the drawing or must include the following at a minimum:
By the manufacturer:

• Number to track data subject to mandatory documentation

• Manufacturer's code
• Production date (year/day)
• Serial number

By the purchaser:

• Trademark (acc. to drawing)

• Identification number (acc. to drawing)

A link with the airbag/generator/cover must be ensured.

The marking must be easily legible and permanently applied. The function of the module must not
be impaired by the marking.

The module must be marked according to the explosives registration released by BAM (German
Federal Institute for Materials Research and Testing).

Hazardous materials registration must also be performed. In this context, the classification
according to UN guidelines in Class 9 (UN 3268) must be ensured. The procedure applies not only
to domestic registration and classification, but also to registration and classification in the
destination and transit countries.

1 ASSY = assembly
 Page 5
AK-LV 07 : 2005-05

5 Inflation behavior/static test

5.1 Preface

The inflation test serves to document the proper functioning of the airbag module.

5.2 Requirements

During and after the static inflation test, no part of the airbag module and/or the cover or the
housing shall cause a danger of injury to a person seated in the recommended sitting position.

During the static inflation test, the surface of the airbag must not tear open or burn through.

After the inflation test, the airbag must not loosen (not even partially) from the ASSY (e.g., by
scorching).

The airbag seams (other than the tearing and sacrificial seams) must remain closed and must not
be pulled apart.

Depending on test temperature, the respective inflation times must be maintained in the new state
and after the environmental simulation.

The inflation times shall be taken from the drawing.

Definition:
The inflation time is the time that passes from the ignition pulse to the squib until a protective
airbag is inflated. The airbag is considered filled when it moves back to the seat after being thrown
out from it and first begins to spring back from the seat. The evaluation is made with respect to the
major airbag diameter (equator).

5.3 Test fixtures

A fixture is required on which the module can be mounted according to the position as installed in
the vehicle and the mounting options defined by the design.
A suitable climatic chamber is required for keeping the modules at a constant temperature.
To perform the inflation test, a detonator with a stabilized power supply and two high-speed
cameras (min. 1,000 frames/second) are required.

5.4 Test condition

(-35 +5/-2.5) C
°
Test temperatures: RT (23 ± 5) C°
(85 ± 2.5) C
°
Page 6
AK-LV 07 : 2005-05

5.5 Test procedure

The airbag modules, fully assembled in the seat, are placed in the climatic chamber. The aging
temperatures shall be selected so that the test temperatures (immediately before detonation)
according to this specification are observed. For this purpose, the reference point for temperature
measurement during temperature control in the climatic chamber shall be in the interior of the
airbag (slowest to reach the desired temperature). After removal from the climatic chamber, the
tearing seam (measurement point in the material, fastest point to reach ambient temperature) shall
be selected as the reference point for temperature measurement.

In general, the following shall apply: immediately before the module is detonated, all
components of the module must be within the proper test temperature range.

After removal from the climatic chamber, the airbag module, assembled in a seat, is mounted on a
fixture in as-installed position or optionally rigidly mounted with vertical airbag unfolding (see
Figure 1).
The airbag modules are then detonated using a stabilized power supply.
The inflation process is filmed from the front and the side during the test with a high-speed camera
(at least 1,000 frames/s) to determine the exact inflation times.

For detonation conditions, see the specification AK-LV 09 "Gas Generators".

Specimenno.:
Specimen No.:
Testtemperature:
Test temperature:
Date:
Date:
Item No.: no.:
Identification

Figure 1. As-installed position of the module

In each test, the following must be measured and recorded with high-speed film (HF) and/or
measurement recording (M):

a) Specimen number, identification number, test temperature and test date (HF and M)
b) Ambient temperature during the test (M) in C°
c) Squib resistance of the gas generators
d) Detonation point (HF and M) and detonator current curve (M) over time
e) Airbag inflation time tF(HF) according to the specification
f) Time ta at which the airbag cover begins to tear (HF)
 Page 7
AK-LV 07 : 2005-05

6 Gas concentrations

6.1 Preface

The chamber test is used to determine the gas concentrations that are present after the detonation
of a complete airbag module in a passenger compartment air volume.

6.2 Requirements

After detonation of the airbag module, the average of the gas concentrations present over a 30-
minute exposure period must be given.

Note:
All airbag modules installed in the vehicle must meet the requirements of AK-ZV 01 "Pyrotechnical
Restraint Systems in the Entire Vehicle", found in the Section Gas concentrations.

6.3 Test fixtures

The modules are detonated using a suitable detonator with a stabilized power supply.
The modules are detonated in a 2.5 m3 chamber, which has approximately cubical dimensions.

The gas concentrations can be measured using one of the two following measuring setups.

6.3.1 Measuring setup A:

For the Cl2 and HCI measurement, suitable Dräger Tubes (cross sensitivities must be taken into
account) are required.

For the NO and NO2 measurement, CLD (chemical luminescence detection) or a suitable IR
measuring device must be used.

IR (infrared) measuring devices shall be used for all other harmful gases.
The FTIR (Fourier Transformation IR) measurement technique is preferred.

All measurements with these measuring devices must be made in parallel within the
30 minutes.

6.3.2 Measuring setup B:

A mass spectrometer, which is able to measure all gases simultaneously.

Page 8
AK-LV 07 : 2005-05

6.3.3 Measuring line

For measuring setup A: fluoropolymers (e.g. Viton, Teflon etc.)

For measuring setup B: heated stainless steel pipe of TTL quality

Inside diameter: max. 5 mm

Length: max. 5 m

6.3.4 Dust filter

CLD does not involve a filter, all other devices require a filter with ≤ 5 µm pore width.

The NO and NO2 measurements shall be performed without a filter.

6.3.5 Test point

Test point: Center of the sidewall in the unfolding direction

6.4 Test conditions

Test temperatures: RT

6.5 Test procedure

6.5.1 Preparation

To prepare for measurement, the measuring setup is stabilized by means of room air
measurements 5 minutes before module detonation; the module does not need to be in the
chamber at this point.
The airbag module is mounted on a fixture in as-installed position or optionally rigidly mounted with
vertical airbag unfolding in a 2.5 m3 chamber. Ambient air is present in the 2.5 m3 chamber. The
module is detonated in the pressure-tight chamber using the stabilized power source. Samples for
further analyses, if necessary, shall be removed from the chamber.
The interior chamber temperature and the ambient temperature around the chamber shall equal
RT immediately prior to detonation.
 Page 9
AK-LV 07 : 2005-05

6.5.2 Gas analysis

The tests must occur (60 ± 5) sec. after detonation of the module in the 2.5 m3 chamber, whereby
the airbag must not be pressed out after module detonation and the gases that occur during or
after detonation must not be agitated (as with a ventilator, for example).
The measurements must be taken over a period of 30 minutes. The average must then be
calculated.

[Link] Measuring setup A

When measuring using Dräger Tubes, measurements are carried out in 5-minute intervals,
whereby the cross sensitivities must be taken into consideration. The sample is removed directly
from the chamber using a bypass, for example.
When using CLD, the volume removal is in the order of ≥ 1.2 l/min.; when using FTIR, a flow rate
of 0.5 to 2.5 l/min must be selected.

[Link] Measuring setup B

When using a mass spectrometer, a flow rate of approximately 10 l/min shall be selected.
Page 10
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7 Electromagnetic compatibility/interference immunity

These tests must be performed to verify that the airbag module is not accidentally detonated due
to electrostatic discharge and/or radiated electromagnetic radio frequency fields.

7.1 Requirements

The tests according to Sections 7.2 and 7.3 shall be regarded as passed if the airbag module
(complete with igniter) does not detonate due to electrostatic discharge or radiated electromagnetic
radio frequency fields. The electric resistance and the insulation resistance (see Section Fehler!
Verweisquelle konnte nicht gefunden werden. “Igniter”) must remain unchanged over the
course of the tests.

7.2 Electrostatic resistance

7.2.1 Test setup

The ESD tests must be performed in the following two test configurations:
TEST A: Pin-to-pin discharge
TEST B: Discharge from every single pin to housing around ground connection

Test A Test B

Igniter
Lighter Igniter
Lighter

The following boundary conditions apply to the test setup:

1. The tests are performed without any EMC protection, such as inductors or ferrite elements, in
the wiring harness (e.g. standard-production plugs with short-circuited EMC inductor) as well
as with an open short-circuit bridge, if present. The length of the connection lines in the two
test configurations is 150 mm (single line, 0.5 mm² cross section, not twisted).
2. The electrostatic charge is fed in at the end of the line.
3. Test A and test B shall be performed on both pins.
4. The setup shall be photographed and documented.
 Page 11
AK-LV 07 : 2005-05

7.2.2 Test sequence

Test generator according to IEC 1000-4-2; deviating from this:

- Discharge network Ri = 150 Ω and Ci = 150 pF

- Maximum discharge voltage 25 kV

The igniters of 10 airbag modules shall be tested. The ESD test is performed at room temperature
under climatic conditions according to DIN IEC 1000-4-2. The airbag modules or, respectively, the
igniters must be numbered.

Each igniter must undergo all of the tests specified in Section 7.2. Gas generators 1 to 5 are tested
in the specified sequence and gas generators 6 to 10 are tested in the reverse sequence. The
discharge voltages must be applied in the specified order for the tests according to Sections 7.2.3
to 7.2.5.

7.2.3 Air discharge with rapid approach of the high-voltage source

- Test voltage: 25 kV
- 10 pulses with positive polarity and 10 pulses with negative polarity (waiting time > 5 s)
- High-voltage source must approach at a speed of at least 20 mm/s until discharge occurs

7.2.4 Air discharge with defined spark discharge gap

Test voltages:

10 kV 1.5 mm
15 kV 2.5 mm
20 kV 5.0 mm
25 kV 7.5 mm

10 pulses with positive polarity and 10 pulses with negative polarity (waiting time > 5 s)

7.2.5 Contact discharge with discharge relay

- Test voltages: 2/4/6/8 kV

- 10 pulses with positive polarity and 10 pulses with negative polarity (waiting time > 5 s)
Page 12
AK-LV 07 : 2005-05

7.3 RF test

NOTE: This test must be performed only if the module’s gas generator is complete with a cable in
as-received condition. If the electrical connection on the gas generator is not changed or no cable
is connected, this test can be omitted.

7.3.1 Test specifications

The tests described below are intended to ensure the interference immunity of the airbag modules
with respect to coupled-in radio-frequency fields in the frequency range from 1 MHz to 2.5 GHz.
Before commencing the tests, the original connector is plugged into the igniters. Airbag modules
supplied as an ASSY including an adapter harness are tested together with the harness whereas
the connector on the wiring harness must be removed. An additional inductivity of 10 µH must be
connected in series in the case of the driver’s module in order to simulate the inductivity of the coil
spring.
The RF test is performed at room temperature under climatic conditions according to
DIN IEC 1000-4-2.

7.3.2 Test equipment

The following Figure shows the setup and the necessary test equipment. Non-dissipative
reactance matching networks with as few elements as possible can be used to simplify power
supply. These matching networks must then be positioned in the direct vicinity of the electrical
igniter. In order to avoid pre-damage to the igniter, the power fed into it during the impedance
measurements must be less than 1 mW.
The line between the directional coupler and the igniter shall be shorter than 250 mm.

Signal
generator G Igniter with
Lighter with
connector
connector

Power meterPV Power meter Pr Terminal resistor

Matching
network and
Power
amplifier P P measuring
adapter

Directional coupler Coaxial relay

1 Igniter test setup

 Page 13
AK-LV 07 : 2005-05

[Link] Test signal

Frequency range 1 MHz to 2,500 MHz

Stay time/frequency step 10 s
Net forward power to be fed into the igniter PNF (pin-to-pin test) = 320 mW

Each specimen must be tested with a sinusoidal signal in the specified frequency range. The 25
frequencies described in the following Table are sufficient for verification.

Table of test frequencies (in MHz)

1 2 3 4 5 6 7 8 9 10
Frequency 7.2 10.2 14.2 27 28.5 40 52 73 100 146
11 12 13 14 15 16 17 18 19 20
Frequency 154 165 223 250 460 830 870 915 1,000 1,350
21 22 23 24 25
Frequency 1,500 1,800 2,100 2,400 2,500

7.3.3 Test procedure

The igniters must be numbered. The ohmic resistance of all igniters must be measured and
documented. The following frequency distribution tables show the frequencies to be used in the
tests. Each igniter is tested with 5 different frequencies.
The following steps shall be carried out for testing the igniters:

1. The signal generator is set to the frequency required for the 1st igniter according to the
following test procedure table (1st igniter, 1st frequency). The coaxial relay is connected to
the 50-Ω terminal resistor. The supplied power is set to 1 mW.
2. The first igniter is connected to the test setup, and the signal is switched over to the igniter
through the coaxial relay.
3. The reflection factor is measured. It must be ensured that the supplied power is less than 1
mW. Using the reflection factor, it is possible to calculate whether the available power
suffices to supply the required power.
4. If the available power is not expected to be sufficient, it will be necessary to dimension and
install a non-dissipative matching network that reduces the reflection factor. Results from
preceding impedance measurements can be used for this.
5. The required power is calculated and then set with the 50-Ω terminal resistor connected.
6. The coaxial relay is switched over. If the power that is now fed in does not conform with the
required value, the fed-in power shall be adjusted to the required value during the first
second of the test.
7. The required power is supplied to the igniter for the required time, and the behavior is
observed.
8. The test must be discontinued if detonation occurs.
9. The signal generator must then be set to the next frequency according to the test
procedure table, and steps 1 to 8 must be followed.
10. Steps 1 to 9 are repeated according to the test procedure table until all 10 modules have
been tested with all 5 of the required frequencies.
Page 14
AK-LV 07 : 2005-05

Test procedure table

Test no. 1 2 3 4 5

Module Test frequency no.

1 1 11 21 6 16
2 2 12 22 7 17
3 3 13 23 8 18
4 4 14 24 9 19
5 5 15 25 10 20
6 6 16 1 11 21
7 7 17 2 12 22
8 8 18 3 13 23
9 9 19 4 14 24
10 10 20 5 15 25

7.4 Igniter

The electrical connection of the igniter must be designed so that when the connector is removed,
the igniter is automatically short-circuited by a contact fuse.

7.4.1 Temperature range

Operating temperature -40 C

° to 95 C
°
Storage temperature -40 C
° to 105 C°

7.4.2 Electrical resistance

Nominal resistance ≥1.7 Ω and ≤ 2.5 Ω in the operating temperature range

The following values are desirable:

• Igniter resistance after triggering: ≥ 100 Ω
• Resistance between igniter pin and housing after triggering: ≥ 100 Ω

7.4.3 Insulation resistance

For igniters with electrostatic discharge via conductive materials:

The resistance between the contacts and the outside surface shall not fall below 50 kΩ at a test
voltage of ≥ 100 V DC in the operating temperature range.

For other igniters:

The resistance between the contacts and the outside surface shall not fall below 10 MΩ at a test
voltage of ≥ 500 V DC in the operating temperature range.
 Page 15
AK-LV 07 : 2005-05

7.4.4 No-fire condition

The igniters must not detonate

• at a current of ≤ 0.4 A in the operating temperature range.

7.4.5 All-fire condition

The igniters must detonate

• at a current ≥ 1.75 A to ≤ 40 A for a duration of max. 0.5 ms in the operating temperature

range.
• at a current ≥ 1.2 A for a duration of max. 2 ms in the operating temperature range.

The igniters shall meet both conditions.

7.4.6 Check

The conditions specified in Sections 7.4.2 to 7.4.4 shall be checked and documented in Section
8.2, Table 2 before detonation of the modules or gas generators.

The detonation of the modules or gas generators according to Section 8.2, Table 2 shall occur
under the all-fire conditions according to Section 7.4.5 (at an equal distribution).
Page 16
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8 Environmental simulation on the airbag module

8.1 Requirements after the environmental simulation

Before and after each individual test and after the entire test sequence, the airbag modules must
be subjected to a comprehensive visual inspection in which the modules are checked for external
changes and damage. External changes and damage must be documented. It is permissible to
repair damage to the module that affects its assembly so that the test program can be continued.
Before and after each individual test, the squib resistance of the gas generators must be tested
and the results documented.

After the environmental simulation, the following requirements must be met as in as-received
condition:

8.1.1 Inflation behavior

For requirements, see Section 5.2 "Requirements".

The airbag module ASSY must have no corrosion of the base material that impairs the function.

8.1.2 Tank test

For requirements, see the specification AK-LV 09 "Gas Generators", Section ”Requirements after
the environmental simulation".

8.1.3 Airbag test

For requirements, see the specification AK-LV 08 "Airbags", Section “Requirements for the airbag
after aging and/or module environmental simulation”.

8.1.4 Cover

If there is no additional trim cover for the airbag module in the seat, the cover of the airbag module
must display no detachment of the skin, no surface mark due to voids, no cracking and no
waviness.

8.1.5 Odor requirements

No component of the module must have an unpleasant odor.

The test is performed according to the test specification currently being drafted (German
Association of the Automotive Industry (VDA), No. 270, Version B3).
 Page 17
AK-LV 07 : 2005-05

8.2 Environmental simulation

A test program according to Table 1 must be performed with the airbag modules.

The test sequence according to Table 1 must be followed absolutely.

Unless otherwise indicated, the plug and the ignition lead shall be connected. A monitored test
current is formed by means of a pulse generator (see Figure 2).

The drop test, the insertion and removal force test and the dust test are performed without
a monitored test current; the vibration stress test is performed with monitoring using a 100 mA
continuous current. After each individual test (Table 1, Nos. 1 to 8), the squib resistance shall be
measured and documented.
Test current [mA]

100

0
10

200
Time [ms]

Figure 2. Clocked test current during the environmental simulation

Table 1 shows the minimum number of specimens (Nos. 1 to 10), which must undergo the
complete environmental simulation to cover all test parameters and be able to check all of the
requirements after the environmental simulation. (The main characteristic of the minimum number
is the drop test, in which 8 drop directions must be taken into account; in addition, after the
sunshine simulation with subsequent thermal shock test, the requirements must be verified at least
at the specified key temperatures of the operating temperature range.)

The actual number of specimens for each test sequence is determined by the testing body (see
Section 3).

Table 2 shows the distribution of the tests that are necessary to document the requirements set for
the module after the environmental simulation.
 Table 1: Test program for module environmental simulation

AK-LV 07 : 2005-05
Page 18
Environmental simulation
No. Test Section Reference (new parts)

1 2 3 4 5 6 7 8 9 10 11 12 13 14 15 16 17 18 19 20 21

1 Drop test X X X X X X X X
8.2.1

2 Mechanical shock test X X X X X X X X

8.2.2

3 Dust test X X X X X X X X
8.2.3

Vibration stress test with

4 X X X X X X X X
temperature
8.2.4

5 Temperature cycle test X X X X X X X X

8.2.5

6 Salt spray fog test X X X X X X X X

8.2.6

7 Sunshine simulation X X
8.2.7

8 Thermal shock test X X

8.2.8
 Page 19
AK-LV 07 : 2005-05

No.
Test Sec- Environmental simulation Reference (new parts)
Table 2: Test program to verify the requirements after the environmental simulation

tion
1 2 3 4 5 6 7 8 9 10 11 12 13 14 15 16 17 18 19 20 21

Inflation -35 C
° X X X X
behavior at 5
9 X X X
RT
X X X X
85
10 Gas concentrations 6 X X
1)
Tank test at-35 C
° X X
11 RT X X
X X
2)
12 Airbag test X X X X X X

3)
13 Reserve units X X

1)
For details see specification AK-LV 09 (Gas Generators), Section "Requirements after the environmental simulation"
2)
For details see specification AK-LV 08 (Airbags), Section "Requirements after the environmental simulation"
3)
Freely selectable requirements are checked with the reserve units
Page 20
AK-LV 07 : 2005-05

The test sequence and individual tests are selected based on the module's service life. This
includes storage, shipping, assembly and product use including rest phases, maintenance, repair
and reprocessing. The test sequence defined above shall trigger possible failure mechanisms.

Notes on the individual tests and their interactions with one another:

• The drop test and the mechanical shock test cover procedures during handling, transport
and assembly, which occur at a very early time in the product service life. Based on the service
life of a component, the drop test can occur as the first possible high stress, both in component
production as well as later assembly in the vehicle (on the assembly line). Characteristics of
the drop test are the random impact conditions as delimitation from the mechanical shock test
with precisely specified shock parameters. Impacts, knocks and mechanical shocks occur
mainly during transport by rail/truck (connecting new cars), when loading by forklift (picking up,
setting down) or during operation in the vehicle (movement of the mechanically adjustable
steering column to the limit stop and door slamming, among other things.)

• Dust occurs throughout the entire product life. The objective of this test is to simulate dust
accumulation during driving operation. Dust can essentially trigger two failure mechanisms in
the vehicle:
1. Failure mechanisms triggered by the abrasive effect of dust
2. Failure mechanisms triggered by the ability of dust to store moisture
The failure mechanism required as the test parameter is determined by the downstream tests
(effect of the individual tests on each other). Since the abrasive effect of dust is to be
considered here, this test is performed after the mechanical shock test and before the vibration
test.

• The vibration stress with superimposed temperature corresponds to the stress during
vehicle operation. The specimen is exposed to certain location-specific vibrations (in the three
vehicle planes) during its service life. Road unevenness causes constant vibration to be
introduced to the body and the systems and components mounted onto it via the wheel-
suspension system.
These generate alternating mechanical elongations and mechanical stress resulting from this,
which can lead to cracks and fractures. Excessive stresses can occur in the case of resonance.
Since the latest testing technique is to superimpose a temperature on the component during
vibration, a combination test of this kind is performed to cover the resulting failure mechanisms
– widening and propagation of mechanically generated hairline cracks due to temperature
influence. The abrasive effect of dust can be examined by means of the upstream dust test.

• The temperature cycle test generates mechanical stresses due to the different expansion
coefficients of different materials. In addition, the effect of condensation is tested.

• Vehicles are exposed to especially corrosive stresses from the de-icing salt used on streets
during winter and the salt encountered when driving along coasts (aerosols). Changing
temperature conditions further aggravate this corrosive effect. A salt deposit forms when
temperatures are low (dry air). When the temperature starts to rise (air becoming moister), the
dissolved salt starts to penetrate into the smallest capillary openings, stimulating a chemical
failure mechanism.
• The positioning of the salt spray fog test as the last climatic test guarantees that the corrosive
property of the salt does not affect other climatic tests.

• The sunshine simulation and the thermal shock test have been included in the test program
especially for the polymer cover. The aging behavior of polymer covers due to UV radiation is
examined by means of the sunshine simulation.

• The subsequent thermal shock test serves as a catalyst for any hairline cracks or other
material changes that impair the desired function of the tearing seam. As these two tests can
 Page 21
AK-LV 07 : 2005-05

be performed independently of the remaining branch of the environmental simulation, they are
represented as a separate test branch in Table 1.

• During individual environmental simulation tests (dust test, temperature cycle test and salt
spray fog test), a test current with monitoring is applied to the squib. The goal of this test is
to stimulate a failure mechanism that is triggered by the diagnosis of the detonation electronics.
In addition, any failure of the squib can be noted early and the test interrupted prematurely. To
take into consideration a possible aging effect of the squib, the test pulse frequency
corresponds to that of the diagnostic pulse but is increased in amplitude. During the vibration
stress, the permissible no-fire continuous current of 100 mA is present at the squib, since the
line interruption is being tested here in addition to squib fracture. This cannot always be
discovered with a pulsed current, however.
Page 22
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8.2.1 Drop test

[Link] Preface

This test serves to determine by a simple procedure how the specimen behaves with respect to
free, i.e., unguided drop stresses, which can occur with rough handling. This test can also
document a minimum durability.

[Link] Requirements

After the test is completed, the module must show no functional impairments.
Any visible damage must be documented. The specimen must undergo the test program according
to Table 1, even if it suffers visible damage. It is permissible to repair damage to the module that
adversely affects its assembly so that the test program can be continued.

[Link] Testing equipment

To perform this test, a steel plate with minimum dimensions of 1 m x 1 m x 10 mm is required,

which must lie on a firm surface. The modules must be dropped onto this. A retention device that
holds the specimen at the specified drop height is also required.

[Link] Test conditions

Drop height: (1 + 0.2) m

Test temperature: RT (23 ± 5) C
°

[Link] Test procedure

The drop test is performed as a free, unguided fall. Both directions of each of the module’s 3 main
axes determine the drop directions from initial position. In addition, the tester shall select two
further suitable drop directions. Each specimen shall be subjected to two drops.

8.2.2 Mechanical shock test

[Link] Preface

The purpose of this test is to examine whether the airbag module is damaged and/or its fastening
within the seat loosened when the seat is folded backwards or moved to the final stop.

[Link] Requirements

After completion of the test, the module, the components of the electrical plug connection, the
module fastening on the door inner panel and the side trim must not display any functional
impairments. All visible damage must be documented. Special attention shall be paid to the
fastening screws of the module.

[Link] Testing equipment

A test fixture is required on which the airbag module can be mounted according to the position as
installed in the vehicle and in the manner specified by the design.
The control system must allow the specified test profile (see Section [Link] "The test frequency
must be selected in such a manner as to ensure that the dying out of the module after each shock
is not influenced.
") to be followed, with the setting point on the specimen holder (see Figure 3).
 Page 23
AK-LV 07 : 2005-05
Position of the planes
Vibration generator setting point
Horizontal
Horizontal
lengthwise
lengthwise
Module
Specimen holder Vertical
vertical

Horizontal crosswise

Vibration
Vibrationelement
elementsofofthe
vibration generator
the vibration generator

Figure 3. Test setup and test directions

The measurement system must be able to record the actual curve of the shock – measured at the
setting point in the specified direction – within the specified tolerance range.
The frequency response of the entire measurement system including the acceleration sensor must
lie within the tolerance range.

+ 1 dB
0 dB
-1 dB
24 dB/octave

-10 dB

f1 f2 f3 f4
Frequency
Page 24
AK-LV 07 : 2005-05

Frequency above which

the curve may exceed
Duration of nominal Lower frequency Upper frequency +1 dB
shock limit limit
[kHz]
[ms] [Hz] [kHz]

f1 f2 f3 f4

0.2 20 120 20 40
0.5 10 50 15 30
1 4 20 10 20
3 2 10 5 10
6 1 4 2 4
11 0.5 2 1 2
18 0.2 1 1 2
30 0.2 1 1 2

Figure 4. Frequency response of the measurement system

 Page 25
AK-LV 07 : 2005-05

[Link] Test conditions

Every airbag module is subjected to 400 consecutive shocks only in a direction crosswise to the
longitudinal axis of the module (see Figure 3) at the following temperatures:

(-35 ± 2.5) C
°
Test temperatures: RT (23 ± 5) C°
(85 ± 2.5) C
°

This results in a total of 1,200 shocks, 400 shocks at each specified temperature.
The test frequency must be selected in such a manner as to ensure that the dying out of the
module after each shock is not influenced.

[Link] Test procedure

Prior to the test, the specimen must be conditioned over the temperature response time (see
Section 9 "Definition of the response time te") with the appropriate test temperature. The
temperatures in the temperature chamber shall be selected so that the test temperatures
according to this specification are observed. The reference point for temperature measurement
shall be selected in the interior of the airbag (slowest to reach the desired temperature).

[Link].1 Basic form of the shock curve

The test machine must approximate the shock form indicated by a dashed line in Figure 5. It is one
half period of a sine wave (nominal shock). The actual values of acceleration A and shock duration
D must be within the tolerance range.

Integration duration
1,5 D
1,2 A
A
0,8 A

+0,2 A

0,2 A 0,2 A
0 0
-0,2 A -0,2 A
0,4 D 0,1 D

2,5 D D D
2,5 D
2,4 D = T1

6 D = T2

Nominal shock
Upper and lower deviation limit
D Duration of nominal shock
A Peak acceleration of nominal shock
T1 Minimum duration for detecting the shock when
using standard shock generators
T2 Minimum duration for detecting the shock when
generating shocks using a vibration generator

Figure 5. Shock time curve

Page 26
AK-LV 07 : 2005-05

[Link].2 Speed

The actual value of the speed must not deviate from the nominal speed by more than ± 20%. To
determine the actual value of the speed, the actual shock curve between the values 0.4 D before
the shock to 0.1 D after the shock shall be integrated, substituting the nominal duration of the
shock for D (see Figure 5).

[Link].3 Lateral movement

The positive or negative acceleration occurring on the measuring point at right angles to the
specified shock stress must at no time be greater than 30% of the acceleration of the nominal
shock in the specified direction.

[Link] Severities

The test must be performed with the following test parameters:

Amplitude A 60 g
Shock form Half-sine
Shock duration D 6 ms
Pre-load (shaker) 10%
(Shaker travel 31.7 mm)
Total quantity 1,200
 Page 27
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8.2.3 Dust test

[Link] Preface

This test is to determine whether the module is resistant to the effects of dust.

[Link] Requirements

After the test is completed, the module must show no functional impairments.

[Link] Testing equipment

Testing equipment according to Figure 6 shall be used.

In addition, 1 kg of coarse dust is required to perform the test. The dust and the particle size are
specified more precisely in SAE J726b.
500 mm

Airbag-Module
Airbag module
500 mm

Dust collecting tank

Airbag-Module
Airbag module

250 mm

40°

Dust
Valve and filter
Jet
Nozzle
Compressed air

Figure 6. Dust test chamber

 Page 28
AK-LV 07 : 2005-05

[Link] Test conditions

The modules must be mounted in the test chamber in the position as installed in the vehicle. For
this, the modules shall be at least 20 mm apart from one another.
This test lasts a total of 5 hours.

[Link] Test procedure

The airbag modules are placed in the test chamber. With a total test duration of 5 hours, the dust is
agitated for 5 seconds every 20 minutes using compressed air (free of oil and moisture).
The test pressure is (550 ± 50) kPa2, the nozzle has a ∅ of (1.5 ± 0.1) mm.

The specimens are then carefully dusted off with a dusting brush leaving no dust residue.

2 100 kPa = 1 bar = 14.5 psi

550 ± 50) kPa = 5.5 ± 0.5) bar = 79.75 ± 7.25) psi
 Page 29
AK-LV 07 : 2005-05

8.2.4 Vibration stress test with temperature exposure

[Link] Preface

The vibration effects described occur in driving operation in all types of weather and every season.
This test is to determine whether the module is strong enough for driving operation.

[Link] Requirements

After the test is completed, the module must show no functional impairments.
Any visible damage must be documented. The specimen must undergo the test program according
to Table 1, even if it suffers visible damage. It is permissible to repair the module so that the test
can be continued.

[Link] Testing equipment

For this vibration test (exposure to wide band random vibration), an instrument is required with
which the vibration and temperature change can be tested simultaneously. The specimen must be
able to be mounted on the vibration generator in as-installed position and in the manner specified
in the design. The control system must allow the specified test profile (see Section [Link] "Test
procedure") to be followed, with the setting point on the specimen holder (see Figure 7).

Vibration generator setting point

Position of the planes

Vertical
vertical
Test time per plane:
Module

Specimen holder Horizontal Horizontal lengthwise:24 h

lengthwise Horizontal crosswise:24 h
Vertical: 24 h
Horizontal
crosswise

Vibration
Vibrationelement
elementsofof
the
thevibration
vibrationgenerator
generator

Figure 7. Test setup and test directions

Page 30
AK-LV 07 : 2005-05

[Link] Test conditions

• Testing with mechanical wide band random vibration according to the following power density
spectrum:

f [Hz] 8 50 80 200
RMS = 1.34 g
PSD [g²/Hz] 0.035 0.035 0.001 0.0005

Note: All lines are straight only in a log-log representation!

0.1

0.01
PSD [g²/Hz]

0.001

0.0001
0 50 100 150 200 250
Frequency [Hz]

Figure 8. Power density spectrum of the vibration test

• Test parameters:

Clipping: no limitation
Number of lines: 400
Analysis range: 500 Hz
(corresponds to a filter bandwidth of 1.25 Hz)
Degrees of freedom: 154
Switch-off limits, lines: ± 5 dB
Switch-off limits, gRMS: ± 5 dB
 Page 31
AK-LV 07 : 2005-05

• Temperature cycle:

The temperature cycle is generated with a climate chamber with mechanically circulated air.
The temperature must be superimposed cyclically according to Figure 9.

The general temperature tolerances are ± 2.5 C

°.

1,5 h 3,5 h 2h

te(1)

85
Temperature [°C]

te(3)

20

0
Time t

35
te(2)

Duration of individual cycle

Figure 9. Temperature superimposition

Prior to the test, the specific temperature response times te(n) must be determined for the cycle
form required in Figure 9 (see Section 9 "Definition of the response time te").
The reference point is the desired breaking line (interior of cover), approximately in the center axis
of the cover.

[Link] Test procedure

The specified test profile (Figure 8) acts on the airbag modules in the three planes (Figure 7).
The test lasts 24 hours for each plane (total test time: 72 h).
At the same time, the temperature cycle (Figure 9) resulting from the measured te(n) is
superimposed on the vibration profile for 24 hours (thus odd number of temperature change
cycles).
Throughout the entire test, the permissible no-fire current of 100 mA is applied to the squib.

8.2.5 Environmental cycle test

[Link] Preface

This test shall be performed in order to document the module's resistance to high air humidity and
temperature variations.
Page 32
AK-LV 07 : 2005-05

[Link] Requirements

After the test is completed, the module must show no functional impairments. The connector must
not detach from the gas generator. All visible damage must be documented. The module being
tested continues the entire test sequence (see Table 1) even if it has sustained visible damage. It
is permissible to repair damage to the module that adversely affects its assembly so that the test
program can be continued.

[Link] Testing equipment

For this test, a climatic chamber with mechanically circulated air is required. It must be able to
follow the specified air temperature change gradients.

[Link] Test conditions

The air temperature and the relative humidity in the climatic chamber must be applied according to
Figure 10. The temperature tolerances are ± 2.5 C °.

Prior to the test, the specific temperature response times te(n) must be determined for the cycle
form required in Figure 10 (see Section 9 "Definition of the response time te"). The reference point
is the airbag (folded in the module) – approximate point slowest to reach the desired temperature.

[Link] Test procedure

The airbag modules are mounted in the test chamber in as-installed position. Then the specimens
undergo 30 cycles according to Figure 10.
 ON
OFF
Rel. humidity [%]
Figure 10. Environmental cycle test

95
90
80
70
60
50
40

≤
ı 20 min

te (3)
- 2°C/min
85

te (4)
te (1)
50
Temperature [°C]

40

30 1°C/min - 0,25°C/min 3°C/min

20

10

- 10
Time t

- 20

AK-LV 07 : 2005-05
- 30
- 35
te (2)
Lead
Supply 1 cycle Page 33
Page 34
AK-LV 07 : 2005-05

8.2.6 Salt spray fog test

[Link] Preface

This test is to ensure that an airbag module can withstand corrosive media.

[Link] Requirements

After the test is completed, the module must show no functional impairments.

[Link] Testing equipment

[Link].1 Salt spray fog chamber

The test chamber must be made of a material that is resistant to the corrosive properties of the salt
spray fog.
The design of the test chamber must guarantee that
1. the specified test conditions can be met,
2. there is sufficient interior space in which constant, homogeneous testing parameters prevail
(not affected by turbulence) that are not affected by the specimen,
3. the spray stream does not hit the specimen directly,
4. test medium drops cannot fall onto the specimen from the walls or other parts of the chamber,
5. the chamber is well ventilated in order to prevent pressure buildup and to allow even
distribution of the salt spray fog,
6. the ventilation discharge opening is protected from strong drafts, which can create air eddies in
the chamber.

[Link].2 Atomizer

The atomizer must be designed so that it generates a dense, fine-drop fog.

[Link].3 Air supply

If compressed air is used, it must be largely free from any impurities such as oil or dust.

Additives shall be made available that can moisten the compressed air as necessary to fulfill the
operating conditions.

The air pressure shall be suitable for generating a finely distributed, dense fog with the atomizer(s)
used.

The air must have a relative humidity of at least 85% at the exit point of the nozzle to avoid
clogging the atomizer with salt deposits. One satisfactory method is to send the air in very fine
bubbles through a water tower, whose level is automatically kept constant. The water temperature
must not be lower than that of the chamber.
 Page 35
AK-LV 07 : 2005-05

The compressed air shall be adjustable so that the collection rate as established under
Section [Link] "Test procedure" can be met.

[Link].4 Salt solution

The salt solution used for the test shall be a high-quality NaCl solution, which, when dry, has no
more than 0.1% potash and no more than 0.3% total impurities.
The concentration of the salt solution shall be (5 ± 1)% in weight. The solution shall be produced
by dissolving (5 ± 1) parts salt by weight in 95% distilled or demineralized water in weight.
The pH value of the solution must be between 6.5 and 7.2 at a temperature of (20 ± 2) C °.
During conditioning, the pH value must be kept in this range; to adjust the pH value, hydrochloric
acid or brine solutions shall be used, on the condition that the NaCl concentration remains within
the specified limits. The pH must be measured each time a new test solution is produced.

[Link] Test conditions

A test cycle consists of a spray phase of 2 hours at a temperature of 30 C

° to 35 C
° . Following this
spray phase, the specimen is aged for 20 hours in the chamber at the same temperature (see
Figure 11). This 22 h cycle is run 3 times.

On
Spray

Off

0 2 4 6 8 10 12 14 16 18 20 22 Time [h]

1 cycle = 22 hours

Figure 11. Cycle for salt spray fog test

[Link] Test procedure

The original connector is plugged into the gas generator.

The specimen must be mounted in the test chamber in the position as installed in the vehicle and
sprayed with the specified salt solution.
The conditions in the spray chamber must be uniform in the location of the modules. A clean
collecting tank with a horizontal collection surface of 80 cm² must collect between 1.0 ml and 2.0
ml of the solution per hour during the testing period, independent of its position within the module
area. At least two collection containers shall be used. The collection containers shall be positioned
so that they are not covered by the specimens and so that no condensate is collected.
Page 36
AK-LV 07 : 2005-05

Note: When calibrating the salt spray rate within the chamber, a minimum spray phase of 8 hours
should be used to allow precise measurement.

The specimens must not touch one another or come into contact with any metal parts. They must
be positioned to prevent one specimen from affecting another.

Following the last cycle, any salt residue and possible crusting is cleaned from the specimen with a
moist sponge so that the changes of the metallic and other surfaces and load-bearing parts of the
module can be evaluated after a subsequent drying time of 1 hour at (55 ± 2) C °.

8.2.7 Sunshine simulation

[Link] Preface

This test applies to all modules whose cover is exposed to direct sunlight and is not covered by the
dashboard.

The procedure serves to determine the aging behavior of polymer vehicle components in their
original installation type and position.

[Link] Requirements

After the test is completed, the module must show no functional impairments.
Any visible damage must be documented.

[Link] Testing equipment

The design of the test chamber must allow:

1. the temperature and relative humidity to be applied cyclically (see Figure 12).
2. the sunshine simulation to be carried out using lamps that can be mounted on the ceiling of the
test chamber.

[Link].1 Test box

The sunshine simulation for interior conditions is achieved by placing glass filters directly under the
lamps or by using a glass box in which the specimens are located and that is placed inside the test
chamber.
In both cases, the adjusted temperatures (see Figure 12) must be kept at ± 3 K in usable test
volumes.
The glazing of the test box shall consist of window glass, see the note on Table 3.

[Link].2 Radiation device

The radiation device serves to generate the artificial global radiation. The main components are
sources of radiation, reflector systems and, if necessary, filter systems. The radiation device must
comply with the requirements listed in Figure 12. The tolerance of the radiation intensity shall be ±
5% in the reference plane.

Note: The reference plane is an imagined plane in the empty test chamber or in the empty test box
in which the specified climate parameters such as radiation intensity, temperature, etc. are
measured.

The sensors for temperature and relative humidity must be protected from direct radiation.

The spectral radiation distribution must correspond to Table 3.

 Page 37
AK-LV 07 : 2005-05

Table 3: Spectral radiation distribution of artificial global radiation

Wavelength Proportion of Transmittance Proportion of

range total radiation of 4 mm thick total radiation
intensity window glass intensity behind
4 mm thick
window glass

nm % %

280 to 320 0.5 ± 0.2 0.07 < 0.04

320 to 360 2.4 ± 0.6 0.61 1.8 ± 0.5
360 to 400 3.2 +1.2* / -0.8 0.88 3.4 +1.2* / -0.8
400 to 520 17.9 ± 1.8 0.89 19.2 ± 1.9
520 to 640 16.6 ± 1.7 0.89 17.8 ± 1.8
640 to 800 17.3 + 1.7* / -4.5 0.83 17.3 +1.7* / -4.5
800 to 3,000 42.1 ± 8.4 0.80 40.5 ± 8.1
Note:
4 mm window glass is used as the standard glass. Due to
the transmission in the UV range, this glass is used to
simulate the so-called “worst case”. Other types of glass
can of course also be used although this requires prior
consultation. It must be taken into consideration that the use
of other glasses can change the transmittance and thus also
the spectral radiation distribution. It must be indicated in the
test report if different glasses are used.

* Technical state of the art for the metal halogenide radiation

sources currently used.

[Link] Test conditions

A cyclical sunshine simulation test according to the conditions for dry climates (see Figure 12)
must be performed on the specimen.
Page 38
AK-LV 07 : 2005-05

[Link] Test procedure

The airbag modules must be mounted in the test chamber or the test box in the correct vehicle
installation position. The modules must be conditioned for 24 hours in a standard climate before
and after the test.

The airbag modules are exposed for 15 dry climate cycles according to Figure 12.

The temperature and the relative humidity shall be continually recorded.

Because of the unavoidable aging and contamination of radiation sources and filters, the radiation
must be monitored as follows:
Their spatial distribution is measured prior to each test.
During each test, the time curve must be measured against a selected reference point.

In order to check all variables (even those which cannot be measured) and to ensure comparable
results although using different test equipment, the exposition of reference specimens is
recommended.

Room climate
for inspection,
modification
and
maintenance
Intensity of radiation [W/m²]

Figure 12. Definition of the dry test cycle

8.2.8 Thermal shock test

[Link] Preface

This test applies to all modules whose cover is exposed to direct sunlight and is not covered by the
dashboard.
This test serves to ensure that the predetermined breaking lines of the cover withstand greater
temperature differences such as occur, e.g., during transport.
 Page 39
AK-LV 07 : 2005-05

[Link] Requirements

After the test is completed, the module must show no functional impairments.
Any visible damage must be documented. Particular attention must be paid to the predetermined
breaking lines of the cover of the airbag module.

[Link] Testing equipment

For this test, two climatic chambers with mechanically circulated air are required.

[Link] Test conditions

Temperature in the one chamber shall be TA = -35 ± 2.5 C

°,
and temperature in the other chamber shall be TB = 70 ± 2.5 C
°.

[Link] Test procedure

Prior to testing, the temperature response times te(n) must be determined for the cycle shown in
Figure 13 (see Section 9 "Definition of the response time te"). The reference point is the
predetermined breaking line (interior of cover), approximately in the center axis of the cover.
The airbag modules shall be aged in the hot chamber and, after the temperature response time te1
measured before, be transferred to the cold chamber within 3 minutes. The specimen need not be
in as-installed position.
After the temperature response time te2, the time it takes for the module to reach the low
temperature, has passed, the transfers are continued according to Figure 13. In total, 50 cycles
shall be run.

Acclimatization period < 3 min

te(2)
TB
Temperature [°C]

Time

TA
te(1)

1 cycle

Figure 13. Cycle for thermal shock test

Page 40
AK-LV 07 : 2005-05

9 Definition of the response time te

|Τ2−Τ1| ≥ 60Κ |Τ2−Τ1| < 60 Κ

te te

T2 T2
3 K{ 5%(T2-T1) {

T1 T1

t t

⊗⊗⊗⊗⊗⊗ T(target) environment

⊗⊗⊗⊗ T(actual) specimen

Figure 14. Temperature response time Figure 15. Temperature response time
te for | T2-T1 | ≥ 60 K te for | T2-T1 | < 60 K

The temperature response time te is the time that is required, after changing the ambient
temperature from T1 to T2, for the following to occur at a defined reference point on the specimen:

• in the case | T2-T1 | ≥ 60 K to approach the temperature T2 to within 3 K

• in the case of | T2-T1 | < 60 K to approach the temperature T2 to within 5% of the temperature
difference | T2-T1 |

The temperature response time is determined based on the time when the target value curve
reaches the ambient temperature in the chamber T2 (see Figure 14 and Figure 15).

The temperature response times must be determined in the respective device and under the
temperature curve of the respective test. The specified key temperatures of the temperature
change in the climatic chamber must be maintained long enough for the temperature of the
specimen to approach the required temperature difference (3 K or 5% of the temperature
difference | T2-T1 | ). The specimen temperature must be measured at the specified reference
point.

With the response times determined in this way, each test can be performed in an optimally short
test time.
 Page 41
AK-LV 07 : 2005-05
10 Referenced standards and specifications*)

AK-LV 08 Airbag System, Airbags, Requirements and Test Conditions

AK-LV 09 Airbag System, Gas Generators, Requirements and Test Conditions
SAE J726b Air Cleaner Test Code
ISO 11451/1-4
ISO 11452/1-7
AK-ZV 01 Pyrotechnical Restraint Systems in the Entire Vehicle

Source documentation for environmental simulation tests on the airbag module

Test Literature documentation

Drop test DIN IEC 68 Part 2-32, Test Ed

Mechanical shock test DIN IEC 68 Part 2-27
Dust test ECE R16 (Test Chamber and Dust Composition)
Salt spray fog test DIN IEC 68 Part 2-52, Severity 2

11 Previous issues

Airbag System, Modules, Requirements and Test Conditions, AK-LV 07: 02.97
Airbag System, Modules, Requirements and Test Conditions, AK-LV 07: 08.97
Airbag System, Modules, Requirements and Test Conditions, AK-LV 07: 01.99

12 Changes

The following changes and additions have been made as compared to the January 1999 issue:

a) Section 3, “The module is a component whose functional characteristics must remain constant
for over 15 years driving operation.” replaced with new formulation based on vehicle service life,
Table with modules for 3-fold environmental simulation added.
b) Section 7 completely revised and adapted to the specifications of the new AK-LV 16.
c) The conditions for the detonation of the airbag modules and gas generators in Section 8.2 were
adapted to the boundary conditions for the igniter specified in Section 7.4.
d) The no-fire continuous current specified in Section [Link] was increased from 40 mA to
100 mA.
e) Section 5.2 revised: After the inflation test, the airbag must not loosen (not even partially) from
the ASSY (e.g., by scorching).
f) Section 8 Environmental simulation revised, sunshine simulation and thermal shock test added,
test sequence adapted to AK-LV 01.

*) In this section terminological inconsistencies may occur as the original titles are used.