Group Standard VW 82511

Issue 2010-11
Class. No.:

Descriptors:
8FM51

air bag system, air bag, module, steering wheel, dashboard, LV 01

D

Air Bag System

Air Bag Modules (Installation Location: Steering Wheel, Dashboard)
Requirements and Test Conditions

Preface
This standard, in the present issue, is based on the Supply Specification LV 01, which was drawn up
by representatives of the automobile manufacturers Audi AG, BMW AG, Daimler AG, Porsche AG,
and Volkswagen AG.
Deviations from LV 01 are listed on the cover sheet of this standard. If modifications to individual test
sections become necessary in individual cases, these must be agreed upon separately between the
responsible department and the relevant manufacturer.
Test reports are accepted as long as the tests were performed by an independent testing institute
that is accredited according to DIN EN ISO/IEC 17025. Acceptance of the test reports does not au‐
tomatically result in a release.
NOTE 1 The LVs cited in the document have been replaced by corresponding internal document
numbers (e.g., VW 82511 instead of LV 01).
NOTE 2 With respect to Section 4.1 of this document, there are deviations from the original LV: CE
approval or identification according to 2007/23/EC is also possible for the air bag module via the
accredited EU test centers in addition to the listed testing institute (BAM).

Previous issues
TL 82511: 1997-11, 1999-09, 2005-07

Changes
The following changes have been made compared with TL 82511: 2005-07:

Verify that you have the latest issue of the Standard before relying on it.
This electronically generated Standard is authentic and valid without signature. Page 1 of 36
The English translation is believed to be accurate. In case of discrepancies, the German version is alone authoritative and controlling.
Numerical notation acc. to ISO convention.

Technical responsibility Standards Department

EKDV/4 Dirk Beinker EKDV
EKSR/2 Dr. Marcus Kamp Tel.: +49 5361 9 32550 Tel.: +49 5361 9 32438 Manfred Terlinden
Confidential. All rights reserved. No part of this document may be provided to third parties or reproduced without the prior consent of the Standards Department of a Volkswagen Group
member.
This Standard is available to contracting parties solely via the B2B supplier platform www.groupsupply.com.
© Volkswagen Aktiengesellschaft VWNORM-2010-08e
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– Type of standard changed from TL 82511 to VW 82511
– Section 3: Verification of functional properties of the module over the vehicle's lifecycle through
fulfillment of the environmental simulation.
– Section 7: Reference to the test conditions in VW 80152
– Section 8: Environmental simulation tests revised (resistance monitoring adapted, response
times replaced by constant hold times, vertical vibration tests 72 h instead of 24 h, 3 instead of
2 deployment tests after sunlight simulation, additional tests for modules with supporting com‐
ponents made of plastic)

Contents
Page
1 Scope ......................................................................................................................... 3
2 Definitions .................................................................................................................. 3
3 General information .................................................................................................... 3
4 General requirements placed on the module ............................................................ 4
4.1 Marking ...................................................................................................................... 4
5 Inflation behavior/static test ........................................................................................ 4
5.1 Introduction ................................................................................................................ 4
5.2 Requirements ............................................................................................................. 4
5.3 Test equipment .......................................................................................................... 5
5.4 Test condition ............................................................................................................. 5
5.5 Test procedure ........................................................................................................... 5
6 Gas concentrations .................................................................................................... 8
6.1 Introduction ................................................................................................................ 8
6.2 Requirements ............................................................................................................. 8
6.3 Test equipment .......................................................................................................... 8
6.4 Test conditions ........................................................................................................... 9
6.5 Test procedure ........................................................................................................... 9
7 Electromagnetic compatibility/interference immunity ................................................. 9
7.1 Requirements ........................................................................................................... 10
7.2 Electrostatic resistance ............................................................................................ 10
7.3 HF test ..................................................................................................................... 10
7.4 Igniter ....................................................................................................................... 11
8 Environmental simulation on the air bag module ..................................................... 11
8.1 Requirements after the environmental simulation .................................................... 11
8.2 Environmental simulation (overview) ....................................................................... 12
8.3 Environmental simulation (cluster 1) ........................................................................ 17
8.4 Environmental simulation (cluster 2) ........................................................................ 31
8.5 Aging test (cluster 3) Aging at elevated temperature, dry ........................................ 34
9 Air bag deployments with new parts ........................................................................ 35
9.1 Introduction .............................................................................................................. 35
9.2 Test procedure ........................................................................................................ 35
9.3 Requirements ........................................................................................................... 35
10 Source documentation for environmental simulation tests on the air bag module:
.................................................................................................................................. 35
11 Other applicable documents .................................................................................... 36
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1 Scope
This specification is intended to ensure the product quality and function of the air bag module within
the overall system to which it belongs by providing precise, clear, and uniform specifications for its
properties. The specification also describes the test methods used to document compliance with the
module requirements and their implementation.
The specification is part of the drawing. The specification applies to all modules that have a note in
the drawing indicating this.

2 Definitions
The air bag module is an installation unit comprising components of a restraint system.
The module consists of the following components: gas generator, air bag cushion and cover, and
additional components as specified in the drawing.

3 General information
The manufacturer must ensure that the provisions set forth both in this specification and the drawing
are observed. This is documented along with process reliability and must be demonstrated with suit‐
able methods based on a sufficient test scope.
Alternative test methods are permissible, as long as they provide equally suitable verification. The
examining body must provide documentation that its tests correlate with the test methods described
in this specification.
Unless specified otherwise, the requirements apply to parts in the as-received condition (without prior
load). Deviations must be recorded in the test report.
If only the remark "s. Z." (see drawing) is indicated with a requirement, the applicable value must be
obtained from the drawing. If the drawing does not contain any related information, the requirement
can be omitted. In case of discrepancies between the drawing and the specification, the drawing entry
takes precedence.
The module must fulfill all of the requirements listed in this specification. Compliance with these
requirements must be documented in the release test or first-sample test.
The module is subject to mandatory documentation. The series 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 docu‐
mentation.
The module is a component whose functional characteristics must remain constant during driving
operation for the entire service life of the vehicle. This will be verified through fulfillment of the envi‐
ronmental simulation tests (Section 8).
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4 General requirements placed on the module
The air bag 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., without
special additional safety equipment).
Any changes to the module and/or manufacturing methods or manufacturing locations must be re‐
ported to the relevant department before they are introduced into production. These changes must
be released.

4.1 Marking
Marking must be carried out according to the drawing or must include at least the following:
By the manufacturer:
– Number to track data subject to mandatory documentation
– Manufacturer's identification
– Date of manufacture (year/day)
– Serial number
By the purchaser:
– Trademark (acc. to drawing)
– Identification number (according to drawing)
A link with the air bag cushion/generator/cover must be ensured.
The marking must be easily legible and permanent. The function of the module must not be impaired
by the marking.
The module must be marked according to the explosives approval of the BAM (German Federal
Institute for Materials Research and Testing).
The approval according to hazardous materials law must also be performed. In this context, Class 9
categorization according to the UN guideline (UN 3268) must be ensured. The procedure applies not
only to domestic approvals and classifications, but also to approvals and classifications in the desti‐
nation and transit countries.

┌┐
5 Inflation behavior/static test

5.1 Introduction
The inflation test serves to document the proper functioning of the air bag module.

5.2 Requirements
During and after the static inflation test, no parts of the air bag module and/or cover or trim panels
must cause a risk of injury to a person seated in the recommended seating position.
During the static inflation test, the surface of the air bag cushion must not tear open or burn through.
After the inflation test, the air bag cushion must not loosen (not even partially) from the ASSY (e.g.,
as a result of scorching).

1) ASSY = assembly
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The air bag cushion seams (other than the tearing and sacrificial seams) must remain closed and
must not be pulled apart.
Depending on the test temperature, compliance with the respective inflation times in the unused
condition and after the environmental simulation is required.
The inflation times must be obtained from the drawing.
No undefined post-ignition of the second gas generator stage must occur due to thermal effects after
ignition of the first stage.
Definition: The inflation time is the time that elapses after the ignition pulse to the squib
until an air bag cushion is inflated sufficiently to provide effective protection.
On the steering wheel, the air bag cushion is considered filled when it moves
back to the steering wheel after being thrown out from it and first begins to
spring back from the steering wheel. The evaluation is performed at the major
air bag cushion diameter (equator).
On the dashboard, the air bag cushion is considered filled when it has assumed the shape specified
in the design.

5.3 Test equipment

A fixture is required on which the module can be mounted according to the as-installed position and
the mounting options defined by the design.
A suitable climatic chamber is required for controlling the temperature of the modules.
To perform the inflation test, an igniter with a constant-current source and two high-speed cameras
(minimum of 1 000 fps) are required.

5.4 Test condition

Test temperatures: (-35 +5/-2,5) °C
RT (23 ± 5) °C
(85 ± 2,5) °C

5.5 Test procedure

5.5.1 Steering wheel air bag module

The air bag modules are placed in the climatic chamber mounted in a steering wheel. The aging
temperatures must be selected such that the test temperatures (immediately before ignition) accord‐
ing to this specification are adhered to. For this purpose, the selected reference point for temperature
measurement during temperature conditioning in the climatic chamber must be in the interior of the
air bag (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) must
be selected as the reference point for temperature measurement.
The following generally applies: Immediately before the module is ignited, all components of the
module must be within the respective test temperature range.
After removal from the climatic chamber, the air bag module is mounted rigidly on a fixture in the as-
installed position or optionally with vertical air bag unfolding (see Figure 1).
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The air bag module must then be ignited using a constant-current source. During the test, the inflation
process is filmed from the front and the side with a high-speed camera (at least 1 000 fps) in order
to determine the exact inflation times.
For the ignition conditions, see VW 82513 ", Air Bag System; Gas Generators (Installation Location:
Steering Wheel, Dashboard); Requirements and Test Conditions".

Figure 1 – As-installed position of the module

5.5.2 Dashboard air bag module

The DUT must be arranged and wired as installed in the vehicle (see Figure 2) or optionally mounted
with vertical air bag unfolding.
Testing is according to the specifications in Section 5.5.1 "Steering wheel air bag module".
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Figure 2 – Test setup: Front passenger air bag, windshield simulation (top), knee air bag (bottom)

In each test, the following must be measured and recorded with high-speed film (HF) and/or mea‐
surement record (M):
1. DUT number, identification number, test temperature, and test date (HF and M)
2. Ambient temperature during the test (M) in °C
3. Squib resistance of the gas generators
4. Ignition time (HF and M) and ignition current curve (M) over time
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5. Air bag inflation time tF (HF) according to specification
6. Time ta at which the air bag cover begins to tear (HF)

6 Gas concentrations

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

6.2 Requirements
After ignition of the air bag module and a wait time of one minute, the mean value of the existing gas
concentrations must be recorded over a 30-minute exposure time.
All air bag modules installed in the vehicle must meet the requirements of VW 80151 ""Pyrotechnical
Restraint Systems in Vehicle"", found in the Section "Gas Concentrations".

6.3 Test equipment

– The modules are ignited using a suitable igniter with a constant-current source.
– The modules are ignited in a 2,5 m3 chamber with approximately cubical dimensions.
The gas concentrations are measured using one of the two following measuring setups.

6.3.1 Measuring setup A:

For the Cl2 and HCI measurement, suitable Dräger Tubes© are required (cross-sensitivities must be
taken into account).
For the NO and NO2 measurement, CLD (chemical luminescence detection) or a suitable IR (infrared)
measuring device must be used.
For all other harmful gases, IR measuring devices must be used. The FTIR (Fourier Transform IR)
measurement technique is preferred.
All measurements with these measuring devices must be carried out in parallel within the 30-minute
period.

6.3.2 Measuring setup B:

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

6.3.3 Measuring line

For measuring setup Fluoropolymers (e.g. Viton, Teflon, etc.)
A:
For measuring setup Heated stainless steel pipe of TTL quality
B:

Inner diameter: Max. 5 mm

Length: Max. 5 m
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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 must be performed without a filter.

6.3.5 Measuring point

Measuring point: Center of the sidewall in the deployment direction

6.4 Test conditions

Test temperatures: RT (23 ± 5) °C

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 ignition; the module does not need to be in the chamber at this point.
The air bag module is mounted rigidly on a fixture in the as-installed position or optionally with vertical
air bag unfolding (see Section 5.5) in a 2,5 m3 chamber. Ambient air prevails in the 2,5 m3 chamber.
The module is ignited in the pressure-tight chamber using a suitable power source. If necessary,
samples for further analyses are taken from this chamber.
The interior chamber temperature and the ambient temperature around the chamber must equal RT
immediately prior to ignition.

6.5.2 Gas analysis

The examinations must be performed (60 ± 5) s after ignition of the module in the 2,5 m3 chamber,
wherein the contents of the air bag must not be pressed out after module ignition and the gases
produced in the chamber during or after ignition must not be swirled (by a fan, for example).
The measurements must be taken over a period of 30 minutes. The average must then be computed.

6.5.2.1 Measuring setup A:

If Dräger Tubes© are used, measurements are carried out in 5 minute intervals, wherein the cross-
sensitivities must be taken into consideration. Gas samples are taken directly from the chamber, e.g.,
using a bypass.
During CLD, the volume removal is in the order of magnitude ≥1,2 l/min; during FTIR, a flow rate of
0,5 to 2,5 l/min must be selected.

6.5.2.2 Measuring setup B:

When using a mass spectrometer, a flow rate of approx. 10 l/min must be chosen.

7 Electromagnetic compatibility/interference immunity

These tests must be performed to verify that the air bag module is not accidentally ignited due to
electrostatic discharge and/or radiated electromagnetic high-frequency fields.
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7.1 Requirements
The tests according to Section 7.2 "Electrostatic resistance" and Section 7.3 "HF test " are regarded
as passed if electrostatic discharges or radiated electromagnetic high-frequency fields do not cause
the air bag module (complete with igniter) to ignite. The electric resistance and the insulation resis‐
tance (see Section Section 7.4 "Igniter") must remain unchanged over the course of the tests.
The modules are subsequently detonated to verify functional capability.

7.2 Electrostatic resistance

The test is conducted according to VW 80152, Section "ESD Tests" (Section 4.14 at the time this
standard was published).
The following deviations apply:
– Instead of 50 igniters, 10 complete air bag modules will now be used
– 5 modules are put through the tests in the normal sequence while the other 5 are put through in
the reverse sequence
– Only the first two of the three assessment criteria mentioned must be fulfilled (test of the resis‐
tors/suppressors/visual inspection and ignition system with all-fire current of 1,75 A)

7.3 HF test
NOTE 3 This test has to be conducted only when the gas generator of the air bag module is equipped
with a cable in the 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 air bag modules
with respect to coupled-in high-frequency fields in the frequency range from 1 MHz to 2,5 GHz.
Before the tests are started, the original connector is plugged into the igniters. Air bag modules sup‐
plied as an ASSY including an adapter cable are tested together with the cable, wherein the connector
on the cable must be removed. For the driver's side module, an additional inductance of 10 µH must
be connected in series in order to simulate the inductance of the coil spring.
Die HF test is conducted at room temperature under climatic conditions according to
DIN EN 61000-4-2 "Electromagnetic Compatibility (EMC) – Part 4-2: Testing and Measurement
Techniques – Electrostatic Discharge Immunity Test".

7.3.2 Test procedure

The test is conducted according to VW 80152, Section "HF Tests of Electric Ignition Elements" (Sec‐
tion 4.15 at the time this standard was published).
The following deviations apply:
– Instead of 50 igniters, 10 complete air bag modules will now be used
– The following test sequence plan (Table 1) will be used:
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Table 1 – Test sequence
Test no.: 1 2 3 4 5
Module Test frequency number (see VW 80152)
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 such that, when the connector is unplugged,
the igniter is automatically short-circuited by a contact fuse (if the igniters are qualified according to
VW 80152 and a contact fuse is not required for other reasons, this requirement can be omitted after
consultation with the OEM).

7.4.1 Igniter resistance

The igniter resistance is defined according to VW 80152 (Section 3.2 at the time this test specification
was published).

7.4.2 Insulation resistance

The insulation resistance is defined according to VW 80152 (Section 3.6 at the time this test speci‐
fication was published).

8 Environmental simulation on the air bag module

8.1 Requirements after the environmental simulation

Before and after each individual test and after the entire test sequence, the air bag 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 the as-received
condition:
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8.1.1 Inflation behavior
For requirements, see Section 5.2 "Requirements".
The air bag module ASSY must not exhibit any corrosion of the base material that impairs the function.

8.1.2 Tank test

For requirements, see VW 82513 "Air Bag System; Gas Generators (Installation Location: Steering
Wheel, Dashboard); Requirements and Test Conditions", Section "Requirements after the Environ‐
mental Simulation".

8.1.3 Air bag cushion test

For requirements, see TL 82512 "Air Bag System; Air Bag Cushion (Installation Location: Steering
Wheel, Dashboard); Requirements and Test Conditions", Section "Requirements for the Air Bag
Cushion after Aging and/or the Module Environmental Simulation".

8.1.4 Cover
If there is no additional trim cover for the air bag module in the steering wheel or on the dashboard,
the cover of the air bag module must display no detachment of the skin, no surface marks 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 conducted according to the Test Specification (VDA 270, variant B3).

8.2 Environmental simulation (overview)

A test program according to Table 2 must be conducted on the air bag modules, wherein the sequence
of tests is absolutely mandatory.
The test scope and the number of DUTs must be coordinated with the purchaser. The same applies
to the testing procedure for the two-stage gas generators.
The connector and the ignition line are connected during the dust test, the salt spray test, the vibration
test, and the environmental cycle test. The vibration stress takes place during monitoring with 100 mA
continuous current; with the other three tests, there is a monitored test current via a corresponding
pulse generator (see Figure 3).
The squib resistance must be measured and documented before and after each individual test
(Table 2, nos. 1 to 9); the specifications according to Section 7.4 must be adhered to.
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Figure 3 – Clocked test current during the environmental simulation

Table 2 shows the minimum number of DUTs that must undergo the complete environmental simu‐
lation to cover all test parameters and to be able to check all of the requirements after the environ‐
mental simulation. (The main characteristic for the minimum number is the drop test, in which 8 drop
directions must be taken into consideration.)
The actual number of DUTs for each test sequence is determined by the testing body (see
Section 3).
Table 3 shows the distribution of the tests that are necessary to document the requirements set for
the module before and after the environmental simulation.
 Table 2 – Test program for module environmental simulation
No. Test Section Environmental simulation D
Page 14

1 2 3 4 5 6 7 8 9 10 11 12 13 14 15 16 17
1 Drop test Section 8.3.1 X X X X X X X X
Mechanical
2 Section 8.3.2 X X X X X X X X
shock test
VW 82511: 2010-11

3 Dust test Section 8.3.3 X X X X X X X X

Vibration stress test
4 Section 8.3.4 X X X X X X X X
with temperature
Environmental cycle
5 Section 8.3.5 X X X X X X X X
test
6 Salt spray test Section 8.3.6 X X X X X X X X
7 Sunlight simulation Section 8.4.1 X X X
Temperature
8 Section 8.4.2 X X X
shock test
Aging at elevated
9 temperature Section 8.5 X X X X X X
dry
 Table 3 – Test program to verify the requirements after the environmental simulation
Environmental simulation Reference
Sec‐ for (plastic hous‐
No. Test Environmental simulation Reference (new parts)
tion plastic housing ing)
Section 8.5 Section 9.2.1
1 2 3 4 5 6 7 8 9 10 11 12 13 14 15 16 17 18 19 20 21 22 23 24 25 26 27 28
-35 °C X X X X X X
Inflation be‐
10 RT 5 X X X X X X
havior at
85 °C X X X Xa) X Xa)
11 Gas concentrations 6 X X
-35 °C X X
12 Tank test at RT b) X X
85 °C X X
13 Air bag cushion test c) X X X X X X

14 Reserve units d) X X

a) 70 °C
b) 1) For details, see VW 82513, "Gas Generators" Section "Requirements after Environmental Simulation"
c) 2) For details, see TL 82512, "Air Bag Cushions" Section "Requirements after Environmental Simulation"
d) 3) The reserve units are used to check freely selectable requirements
D
VW 82511: 2010-11
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The test sequence and individual tests are selected based on the module's service life. This includes
storage, shipping, installation, and product use including rest phases, maintenance, repair, and re‐
cycling. The test sequence defined above is intended to trigger possible failure mechanisms.
Notes on the individual tests and their interactions with one another:
– The drop test and the mechanical shock test cover processes during handling, transport, and
installation, which occur at a very early time in the product service life. With respect to the service
life of a component, the drop test can occur as the first possible high stress event, both during
component production as well as during later installation in the vehicle (on the assembly line).
The drop test is characterized by the random impact conditions, which distinguish it from the
mechanical shock test with its precisely specified shock parameters. Impacts, knocks, and me‐
chanical shocks occur mainly during transport by rail/truck (coupling of cars), loading by forklift
(picking up, setting down), or during operation in the vehicle (movement of the mechanically
adjustable steering column to the limit stop, door slamming, among other things).
– Dust occurs throughout the entire product life. The objective of this test is to simulate dust ac‐
cumulation 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 must be considered
in this case, this test is performed after the mechanical shock test and before the vibration test.
– The vibration stress test with superimposed temperature corresponds to the stress during vehicle
operation. The DUT is exposed to certain installation-location specific vibrations (in the three
vehicle planes) during its service life. Road unevenness causes constant vibrations, which are
introduced to the body and the systems and components mounted onto it via the wheel-suspen‐
sion system. These generate alternating mechanical elongations and resulting mechanical
stresses, which can lead to cracks and fractures. Excessive stresses can occur in the event of
resonance. Since the latest testing technique is to superimpose a temperature on the component
during vibration, a combination test of this type is performed to cover the resulting failure mech‐
anisms – 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 environmental cycle test generates mechanical stresses due to the different expansion co‐
efficients of different materials.
– The salt spray test represents the corrosive stresses from the use of de-icing salt on winter roads
as well as vehicle operation on the coast, islands, and the like (aerosols). The changing tem‐
perature conditions that occur in these cases aggravate the effects. 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 sunlight simulation and the thermal shock test have been included in the test program es‐
pecially for the polymer cover. The aging behavior of polymer covers due to UV radiation is
examined by means of sunlight 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 tear seam. As these two tests can be performed
independently of the remaining branch of the environmental simulation, they are represented as
a separate test branch in Table 2.
– The aging test is used to verify the strength of hydrophilic plastics over the service life of the
vehicle. For air bag modules with supporting components made of plastic, the aging effect of the
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plastic is tested by aging at elevated temperatures, wherein the different mechanical material
properties are considered in a dry and humid environment.
– During individual environmental simulation tests (dust test, environmental 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 ignition electronics. In
addition, any failure of the squib can be detected 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 test, the
permissible no-fire continuous current of 100 mA is present at the squib, since line interruption
is being tested here in addition to squib fracture. However, this cannot always be discovered with
a pulsed current.

8.3 Environmental simulation (cluster 1)

8.3.1 Drop test

8.3.1.1 Introduction
This test serves to determine - by a simple procedure - how the DUT behaves with respect to free,
i.e., unguided drop stresses, which can occur with rough handling. This test can also be used to verify
a minimum stability.

8.3.1.2 Requirements
The module must not show any functional impairments after the tests are completed.
Any visible damage must be documented. The DUT must undergo the test program according to
Table 2, even if it suffers visible damage. It is permissible to repair damage to the module that ad‐
versely affects its installation so that the test program can be continued.

8.3.1.3 Testing equipment

To perform this test, a steel plate with minimum dimensions of 1 m x 1 m x 10 mm is required. This
steel plate must lie on a firm surface. The modules must be dropped onto this steel plate. A retention
device that holds the DUT at the specified drop height is also required.

8.3.1.4 Test conditions

Drop height: (1 + 0,2) m
Test temperature: RT (23 ± 5) °C

8.3.1.5 Test procedure

The module must be dropped onto a steel plate. The drop directions must be the three main axes of
the module and their opposed directions (see Figure 4). In addition, the tester must select two further
suitable drop directions.
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The drop direction must be changed for each DUT (this corresponds to 1 drop per module).

Figure 4 – Main axes of the module

8.3.2 Mechanical shock test

8.3.2.1 Introduction
This test is performed to determine whether the module is suitable for an application in which it is
exposed to mechanical shocks. At the same time, the strength of its design can be evaluated.

8.3.2.2 Requirements
The module must not show any functional impairments after the tests are completed. Any visible
damage must be documented. The DUT must undergo the test program according to Table 2, even
if it suffers visible damage. It is permissible to repair the module so that the test can be continued.

8.3.2.3 Testing equipment

A test fixture is required on which the air bag module can be mounted according to the as-installed
position in the vehicle and in the manner specified by the design.
The control system must allow the specified test pulse (see Section 8.3.2.5 "Test procedure") to be
followed, with the point of measurement located on the DUT holder (see Figure 5).
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Figure 5 – Test setup and test directions

The measuring system must be able to record the actual curve of the shock, as measured at the
respective point of measurement in the specified direction, within the specified tolerance range. The
frequency response of the entire measuring system including the acceleration sensor must lie in the
tolerance range specified in Figure 6 and Table 4.
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Figure 6 – Frequency response of the measuring system

Table 4 – Frequency response of the measuring system

Frequency above
Duration of the nominal which the curve may in‐
Lower cutoff frequency Upper cutoff frequency
shock crease to greater than
in Hz in kHz
in ms 1 dB
in 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

8.3.2.4 Test conditions

Two shocks are applied to the module in the direction of the three component axes and their opposed
directions (see Figure 5).
Test temperatures: (-35 ± 2,5) °C
RT (23 ± 5) °C
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(85 ± 2,5) °C
The total is 36 shocks per module (12 shocks per test temperature).

8.3.2.5 Test procedure

The DUT must be conditioned at the corresponding test temperature for 4 hours before the test. The
temperatures in the temperature chamber must be selected such that the test temperatures according
to this specification are observed.

8.3.2.5.1 Basic form of the shock curve

The test machine must approximate the shock form indicated by a dashed line in Figure 7. It repre‐
sents a half-period of a sine wave (nominal shock). The actual values of acceleration A and shock
duration D must be within the tolerance range.

Figure 7 – Shock time curve

Legend
– – – Nominal shock
——— Upper and lower limit deviation
D Duration of nominal shock
A Peak acceleration of nominal shock
T1 Minimum duration for recording the shock using conventional shock generators
T2 Minimum duration for recording the shock when the shock is generated using a vibration
generator

8.3.2.5.2 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 must be integrated, using the nominal duration of the shock for D
(see Figure 7).
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8.3.2.5.3 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.

8.3.2.5.4 Severity
The test must be performed with the following test parameters (Table 5):

Table 5 – Test parameters

Installation location: Steering Installation location: Dashboard
wheel
Amplitude A 100 g, half sine 40 g, half sine
Shock duration D 6 ms 6 ms

8.3.3 Dust test

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

8.3.3.2 Requirements
The module must not show any functional impairments after the test is completed.

8.3.3.3 Testing equipment

Testing equipment according to Figure 8 must be used.
1 kg of coarse dust is required to perform the test. The dust type and the particle size are specified
more precisely in SAE J726b "Air Cleaner Test Code".
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Figure 8 – Dust test chamber

8.3.3.4 Test conditions

The modules must be mounted in the test chamber in the as-installed position. The modules must
be positioned at least 20 mm apart from one another.
This test lasts a total of 5 h.
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8.3.3.5 Test procedure
The air bag modules are placed in the test chamber. With a total test duration of 5 h, the dust is
agitated for 5 s every 20 min using compressed air (free of oil and moisture).
The test pressure is (550 ± 50) kPa2). The nozzle ∅ is (1,5 ± 0,1) mm.
The DUTs are then carefully dusted off with a dusting brush.

8.3.4 Vibration stress with temperature exposure

8.3.4.1 Introduction
The vibration effects described occur during driving operation in all types of weather and in every
season. This test is intended to determine whether the module has sufficient strength for driving
operation.

8.3.4.2 Requirements
The module must not show any functional impairments after the test is completed. Any visible damage
must be documented. The DUT must undergo the test program according to Table 2, even if it suffers
visible damage. It is permissible to repair the module so that the test can be continued.

8.3.4.3 Testing equipment

For this vibration test (exposure to wide-band noise), a device is required that makes it possible to
test vibration and temperature cycle simultaneously. It must be possible to mount the DUT on the
vibration generator in the as-installed position and in the manner specified in the design. The control
system must allow the specified test profile (see Section 8.3.4.4 "Test conditions") to be followed,
with the point of measurement located on the DUT holder (see Figure 9).

Figure 9 – Test setup and test directions

2) 100 kPa = 1 bar = 14,5 psi

(550 ± 50) kPa = (5,5 ± 0,5) bar = (79,75 ± 7,25) psi
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8.3.4.4 Test conditions
– Testing with mechanical wide-band noise according to the following power density spectrum
(Table 6 and Figure 10):

Table 6 – Power density spectrum

f in Hz 8 50 80 200
RMS = 1,34 g
PSD in g /Hz
2
0,035 0,035 0,001 0,0005

All lines are straight only in a log-log representation.

Figure 10 – 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
– Temperature cycle
The temperature cycle is generated by a climate chamber with recirculated air.
The temperature must be superimposed cyclically according to Figure 11.
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The general temperature tolerances are ± 2,5 °C.

Figure 11 – Temperature superimposition during vibration test

The following holding times apply here:

Table 7 – Holding times

te(1) 6h
te(2) 6h
te(3) 5h

8.3.4.5 Test procedure

The specified test profile (Figure 9) is applied to the air bag modules in the three spatial axes
(Figure 10). The test duration is 24 h in the horizontal direction, both lengthwise and crosswise, and
72 h in the vertical direction. The temperatures cycle is simultaneously superimposed on the vibration
profile (Figure 11).
Throughout the entire test, the permissible no-fire continuous current of 100 mA is applied to the
squib.

8.3.5 Environmental cycle test

8.3.5.1 Introduction
This test must be performed in order to verify the module's resistance to high air humidity and tem‐
perature fluctuations.
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8.3.5.2 Requirements
The module must not show any functional impairments after the tests are completed. The connector
must not detach from the gas generator. Any visible damage must be documented. The DUT must
undergo the test program according to Table 2, even if it suffers visible damage. It is permissible to
repair the module so that the test can be continued.

8.3.5.3 Testing equipment

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

8.3.5.4 Test conditions

The air temperature and the relative humidity in the climatic chamber must correspond to Figure 12.
The temperature tolerances are ±2,5 °C.

8.3.5.5 Test procedure

The air bag modules are mounted in the climatic chamber in the as-installed position. The DUTs then
undergo 30 cycles according to Figure 12.

The temperature hold times are:

Table 8 – Temperature hold times

Driver air bag and knee air bag Front passenger air bag
te(1) 240 min 240 min
te(2) 40 min 80 min
te(3) 200 min 300 min
te(4) 80 min 180 min

This results in a 12-hour cycle (or 16 hours for the front passenger air bag).
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Figure 12 – Environmental cycle test

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8.3.6 Salt spray test

8.3.6.1 Introduction
This test is to ensure that an air bag module can withstand corrosive media.

8.3.6.2 Requirements
The module must not show any functional impairments after the tests are completed.
Any visible damage must be documented.

8.3.6.3 Testing equipment

8.3.6.3.1 Salt spray 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 DUT,
3. the spray stream does not hit the DUT directly,
4. test medium drops cannot fall onto the DUT 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. The ventilation discharge opening must be protected from strong drafts,
which can create air turbulence in the chamber.

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

8.3.6.3.3 Air supply

If compressed air is used, it must be largely free from any impurities such as oil or dust.
Additives must be made available that can moisten the compressed air as necessary to fulfill the
operating conditions.
The air pressure must be suitable for generating a finely distributed, dense fog with the atomizer(s)
used.
The air must have a relative humidity of min. 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.
The air pressure must be adjustable so that the collection rate as established in Section 8.3.6.5 "Test
procedure" can be met.
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8.3.6.3.4 Salt solution
The salt solution used for the test must 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 must be (5 ± 1)% by weight. The solution must be produced by
dissolving (5 ± 1) parts salt by weight into 95% by weight of distilled or deionized water.
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 must be used, on the condition that the NaCl concentration remains within the
specified limits. The pH value must be measured each time a new test solution is produced.

8.3.6.4 Test conditions

A test cycle consists of a spray phase of 2 h at a temperature of (30 °C to 35 °C). Following this spray
phase, the DUT is aged for 20 h in the chamber at the same temperature (see Figure 13). This 22 h
cycle is run through 3 times.

Figure 13 – Salt spray test cycle

8.3.6.5 Test procedure

The original connector is plugged into the gas generator.
The DUT must be mounted in the test chamber according to the as-installed position and sprayed
with the specified salt solution.
The conditions in the spray chamber must be uniform in the position area 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 installation within the position
area. At least two collection containers must be used. The collection containers must be positioned
so that they are not covered by the DUTs and so that no condensate is collected.
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NOTE 4 When the salt spray rate within the chamber is calibrated, a minimum spray phase of 8 h
must be used to allow precise measurement.
The DUTs must not touch one another or come into contact with any metal parts. They must be
positioned such as to prevent the DUTs from affecting each other.
Following the last cycle, any salt residue and possible crusting is cleaned from the DUT 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 h at (55 ± 2) °C.

8.4 Environmental simulation (cluster 2)

8.4.1 Sunlight simulation

8.4.1.1 Introduction
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
as-installed position and manner of mounting.

8.4.1.2 Requirements
The module must not show any functional impairments after the tests are completed.
Any visible damage must be documented.

8.4.1.3 Testing equipment

The design of the test chamber must allow:
1. the temperature and relative humidity to be applied cyclically (see Figure 14),
2. the sunlight simulation to be carried out using lamps that can be mounted on the ceiling of the
test chamber.

8.4.1.3.1 Test box

The sunlight simulation for passenger compartment conditions is achieved by placing glass filters
directly under the lamps or by using a glass box in which the DUTs are located and that is placed
inside the test chamber.
In both cases, the specified temperatures (see Figure 14) must be kept at ±3 °C in the usable test
volume.
The glazing of the test box must be made of window glass; see note on Table 9.

8.4.1.3.2 Radiation device

The radiation device is used 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 14. The tolerance of the radiation intensity must be
± 5% in the reference plane.

NOTE 5 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.
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The sensors for temperature and relative humidity must be protected from direct radiation.

The spectral radiation distribution must correspond to Table 9.

Table 9 – Spectral radiation distribution of artificial global radiation

Wavelength range Proportion of total irra‐ Transmittance of 4 mm Proportion of total irra‐
diation intensity thick window glass diation 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
a)
0,88 3,4 + 1,2a) / -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
a)
0,83 17,3 + 1,7a) / -4,5
800 to 3 000 42,1 ± 8,4 0,80 40,5 ± 8,1
Remark:
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 "worst case scenario". Other types of glass may of course also be
used, although this requires prior consultation. It must be taken into consideration that the use of
other glass can change the transmittance and thus also the spectral radiation distribution. It must
be indicated in the test report if different glasses are used.
a) Technical state of the art for the metal halogenide radiation sources currently used.

8.4.1.4 Test conditions

A cyclical sunlight simulation test according to the conditions for dry climates (see Figure 14) must
be performed on the DUT.

8.4.1.5 Test procedure

The air bag modules must be mounted in the test chamber or the test box in the correct as-installed
position. The modules must be conditioned for 24 h in a standard climate before and after the test.
The air bag modules are exposed to 15 dry climate cycles according to Figure 14.
The temperature and the relative humidity are continuously recorded.
Because of the unavoidable aging and contamination of radiation sources and filters, the radiation
must be monitored as follows, at a minimum:
– Its spatial distribution must be measured prior to each test.
– During each test, the time curve must be measured against a selected reference point.
In order to control all variables (even those that cannot be measured) and to ensure comparable
results despite using different test equipment, exposure of reference specimens is recommended.
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Figure 14 – Definition of the dry test cycle

8.4.2 Thermal shock test

8.4.2.1 Introduction
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 tem‐
perature differences.

8.4.2.2 Requirements
The module must not show any functional impairments after the tests are completed. Any visible
damage must be documented. Particular attention must be paid to the predetermined breaking lines
of the cover of the air bag module.

8.4.2.3 Testing equipment

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

8.4.2.4 Test conditions

The first climatic chamber is conditioned at TA = (85 ± 2,5) °C; the second climatic chamber is con‐
ditioned at TB = (-35 ± 2,5) °C.
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8.4.2.5 Test procedure
The air bag modules must be placed in the test chamber with 85 °C.
After 50 minutes, the modules are placed in the second test chamber with a temperature of -35 °C
and remain there for 30 min before they are placed back into the test chamber at +85 °C. The DUTs
need not be in the as-installed position. The transfer process must take place in no more than 3 min.
This cycle is repeated 300 times.

8.5 Aging test (cluster 3) Aging at elevated temperature, dry

8.5.1 Introduction
The test applies to all modules whose supporting components are made of plastic. It is intended to
assess the aging of the plastic whose aging mechanism is based on its hydrophilic properties. The
supporting components must be indicated by the supplier and defined jointly with the purchaser.

8.5.2 Requirements
The supporting components made of plastic must not show any functional impairments after com‐
pletion of the test. Any visible damage must be documented.

8.5.3 Testing equipment

For this test, a temperature chamber with humidity control as needed is required.

8.5.4 Test conditions

The temperature in the chamber is (105 ± 2,5) °C, the relative humidity is less than 20%.

8.5.5 Test procedure

The air bags modules are aged in the chamber for 1 000 h (Table 2, test no. 12 – 17). The modules
are then dismantled and completed with new components that are not relevant to testing. No damage
must occur on relevant tests parts during the conversion. Alternatively, dummy inserts may also be
used to simulate mechanical stress on the housing during aging.
The air bag modules are then fired under the following conditions:
– 3 Airbag modules (test nos. 12 – 14) are aged for one week at 85 °C and a humidity of no more
than 20% relative humidity and then directly fired at all three test temperatures (see
Section 5.4) according to Table 3, test nos. 12 – 14.
– 3 air bag modules (test nos. 15 – 17) are moistened until saturated and fired according to
Table 3, test nos. 15 – 17, wherein the maximum water saturation level must be verified before
they are placed in the temperature chamber. In addition, the moisture saturation of the ambient
air must be assured during the heat-up phase through suitable technical measures.
– The moisture saturation of the supporting plastic parts can be achieved, for example, by aging
the supporting plastic components in a water bath for one week before completion with test-
irrelevant components.
The test temperatures are: (-35 +5/-2,5) °C
RT (23 ± 5) °C
(70 ± 2,5) °C
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9 Air bag deployments with new parts

9.1 Introduction
The test applies to all new air bag modules and serves as a reference for air bag deployments with
modules after the environmental simulation.

9.2 Test procedure

Tests on new parts are conducted according to Table 3 (Section 8.2).

9.2.1 Conducting tests on modules with supporting components made of plastic

The following expansion applies to modules with supporting components made of plastic:
1. The modules (new part numbers 18, 19, and 20 in Table 3) are aged for one week at 85 °C and
a humidity of maximum 20% relative humidity and then directly fired at the three test temperatures
(see Section 5.4).
The squib resistance and the insulation resistance must be measured before and after aging.
The values must be within the limits for new parts (see Section 5).
2. To examine the resistance to moisture, the test-relevant plastic components must be tested in a
water-saturated state. To this end, they are aged, for example, in a water bath for one week. The
air bag module is then completed with new parts components, wherein there must be no damage
to the relevant test part during installation.
The modules (new part numbers 26, 27, and 28 in Table 3) are then fired at the three test tem‐
peratures, wherein the maximum water saturation level must be verified directly before they are
placed in the temperature chamber. In addition, the moisture saturation of the ambient air must
be assured during the heat-up phase through suitable technical measures.

9.3 Requirements
The modules must not show any functional impairments after the inflation tests are completed.

10 Source documentation for environmental simulation tests on the air bag module:

Table 10
Test References
Drop test Section 8.2, DIN EN 60068-2-31 "Environmental Testing – Part 2-31:
Table 3 No. 1 Tests – Test Ec: Drop and Topple, Primarily for Equipment-
type Specimens"
Mechanical shock Section 8.2, DIN EN 60068-2-27 "Environmental Testing – Part 2: Tests;
test Table 3 No. 2 Test Ea and Guidance: Shock"
Dust test Section 8.2, ECE R16 (Test Chamber and Dust Composition)
Table 3 No. 3
Salt spray test Section 8.2, DIN EN 60068-2-52 "Environmental Testing – Part 2: Tests
Table 3 No. 6 – Test Kb: Salt Mist, Cyclic (Sodium Chloride Solution);
Severity 2"
Sunlight simula‐ Section 8.2 DIN 75220 "Ageing of Automotive Components in Solar
tion Table 3 No. 7 Simulation Units"; DIN 75220 - Z - IN1 - T
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11 Other applicable documents
The following documents cited in this Standard are necessary to its application.
Some of the cited documents are translations from the German original. The translations of German
terms in such documents may differ from those used in this Standard, resulting in terminological
inconsistency.
Standards whose titles are given in German may be available only in German. Editions in other
languages may be available from the institution issuing the standard.

TL 82512 Airbag System; Airbag Cushions (Mounting Location: Steering Wheel,

Dashboard); Requirements and Test Conditions
VW 80151 Pyrotechnical Restraint Systems in the Vehicle
VW 80152 Electric Igniters for Pyrotechnical Systems; Requirements and Test Con‐
ditions
VW 82513 Air Bag System; Gas Generators (Mounting Location: Steering Wheel,
Dashboard); Requirements and Test Conditions
DIN 75220 Ageing of automotive components in solar simulation units
DIN EN 60068-2-27 Environmental Testing – Part 2: Tests; Test Ea and Guidance: Shock
DIN EN 60068-2-31 Environmental Testing – Part 2-31: Tests – Test Ec: Drop and Topple,
Primarily for Equipment-type Specimens
DIN EN 60068-2-52 Environmental testing - Part 2: Tests, Test Kb: Salt mist, cyclic (sodium
chloride solution)
DIN EN 61000-4-2 Electromagnetic Compatibility (EMC) – Part 4-2: Testing and Measure‐
ment Techniques – Electrostatic Discharge Immunity Test
DIN EN ISO/IEC 17025 General requirements for the competence of testing and calibration labo‐
ratories
SAE J726b Air Cleaner Test Code
VDA 270 Determination of the odour characteristics of trim materials in motor vehi‐
cles