cvr-outside-front-ssp275 6/30/03 1:59 PM Page 1

The Phaeton
Air Suspension
Design and Function

Rebound

Spring Travel
Vibrating Mass
Amplitude

Amplitude
Position of Rest
Bump

Self-Study Program
Course Number 899303
Volkswagen of America, Inc.
Service Training
Printed in U.S.A.
Printed 08/2003
Course Number 899303

©2003 Volkswagen of America, Inc.

All rights reserved. All information contained

in this manual is based on the latest
information available at the time of printing
and is subject to the copyright and other
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System for information that may supersede
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 Table of Contents

Introduction ................................................................................................... 1

Suspension and Damping Basics ................................................................ 2

Vehicle Suspension, Types of Vibration Acting on a Vehicle,
Vibrations, Definitions, Suspension System, Spring Characteristics,
Spring Travel

Air Suspension Basics .................................................................................. 9

Air Suspension, Characteristics of Air Springs, Spring Characteristics,
Air Spring Design

Damping System Basics ............................................................................. 15

Shock Absorbers, Twin-Tube Gas Pressure Shock Absorber,
Shock Absorber Tuning

System Description ..................................................................................... 19

Air Suspension with Continuously Controlled Damping, Component
Locations, Operation and Display, Self-Leveling Suspension,
Damper Tuning, Control Strategy of the Self-Leveling Suspension,
Manual Deactivation and Activation, Actions of Air Suspension After
“Ignition Off,” Shock Absorber Control, Diagram of Air Suspension
System with Continuously Controlled Damping, Schematic Diagram
of the Overall System, System Overview

Design and Function ................................................................................... 34

Level Control System Control Module J197, Air Spring Struts,
Air Supply Module, Compressor Unit, Pressure Accumulator,
Air Supply Strategy, Self-Leveling Suspension Pneumatic Diagram,
Solenoid Valves, Level Control Pump Temperature Sensor G290,
Level Control Pressure Sensor G291, Vehicle Level Control New!
System Sensors, Body Acceleration Sensors, Wheel Acceleration
Sensors, Interfaces, Functional Diagram – Air Suspension with
Continuously Controlled Damping, Additional Interfaces,
Emergency Running Mode

Service .......................................................................................................... 66
Self-Diagnosis

Knowledge Assessment ............................................................................. 69

Important/Note!

The Self-Study Program provides you with information

regarding designs and functions.
The Self-Study Program is not a Repair Manual.
For maintenance and repair work, always refer to the
current technical literature.

i
 Introduction

Vehicle contact with the road is controlled One solution is a controlled suspension
by the suspension system components. system including:
Conflicting requirements for maximum • Full load-bearing self-leveling
comfort, optimum driving safety, and suspension system.
minimum noise transmission from the road • Continuously controlled damping.
surface to the vehicle interior place heavy
demands on suspension system designers. Control is based on the “skyhook
control strategy.”
Vehicles like the Phaeton, which are
expected to meet high standards of In a perfect world, damping would be
comfort, represent a special challenge controlled as if the vehicle body were
that necessitates a compromise between suspended by a hook from the sky, floating
the various requirements on the above the road without interference from
suspension system. the surface of the road.
The purpose or this Self-Study Program is
to introduce and describe this new system.

SSP275/20a

1
Suspension and Damping Basics
Vehicle Suspension
When a vehicle is moving, the is to absorb and reduce the forces produced
external forces that act upon it produce and, if possible, to keep them away from the
movements in the three possible directions vehicle body and its occupants:
of motion – the transverse, longitudinal, Driving safety – They help maintain
and vertical axes. continuous tire contact with the road,
The aim of good suspension and damping which is important for steering and braking.
system design is to minimize the effect of Driving comfort – Harmful or unpleasant
these forces on driving comfort, driving vibrations are kept away from the
safety, and operating safety by striking a passengers and the cargo remains intact.
balance between the suspension system
and the vibration damping system. Operational safety – The vehicle body and
assemblies are protected against high
A basic distinction can be drawn between impact and vibration loads.
the suspension system and the vibration
damping system. The task of both systems

SSP275/001

2
 Suspension and Damping Basics
Types of Vibration
Acting on a Vehicle
In addition to the upward and downward Transverse axis vibration terminology:
movement of a moving vehicle, vibrations • Drifting – Vibration in the direction
occur about and in the direction of the of the transverse axis (side slip,
longitudinal, transverse, and vertical axes. side-to-side motion).
The following terms are generally used to • Pitching – Torsional vibration (rotation)
describe the vibrations that can occur in a around the transverse axis (up-and-down
motor vehicle. motion of the front of the vehicle relative
Longitudinal axis vibration terminology: and opposite to the motion of the rear).
• Twitching – Vibration in the direction Vertical axis vibration terminology:
of the longitudinal axis (shudder, • Bouncing – Vibration in the direction of
back-and-forth motion). the vertical axis (road surface impacts,
• Rolling – Torsional vibration (rotation) vertical vibration, up-and-down motion).
around the longitudinal axis (snaking, • Yawing – Torsional vibration (rotation)
rolling, and tilting motion). around the vertical axis (side-to-side
motion of the front of the vehicle relative
and opposite to the motion of the rear).

Transverse Axis
• Drifting
• Pitching

Longitudinal Axis
• Twitching
• Rolling
Vertical Axis
• Bouncing
• Yawing SSP275/009

3
Suspension and Damping Basics
Vibrations Definitions
The tires, suspension elements, body, Sprung mass – The weight of the car
and vehicle seat form a system which is supported by its suspension including the
capable of vibration, i.e. when an external engine, transmission and body.
force such as a bump on the road acts on Vibration – Oscillating movement of a
this system, it oscillates back and forth mass (e.g. bump and rebound of the
about its position of rest. These vibrations vehicle body).
repeat themselves until they die away.
Amplitude – Maximum distance of an
The vibrations are defined by their oscillating mass from its position of rest
amplitude and frequency. (vibration displacement, spring travel).
Intrinsic body frequency is a major factor in Period – Duration of a single, complete
vehicle occupant comfort and safety. vibration cycle.
• An intrinsic body frequency of less than Frequency – Number of vibration cycles
1 Hz can cause nausea, depending on (periods) per unit of time. The customary
one’s predisposition. designation for cycles per second is Hertz,
• Frequencies above 1.5 Hz are detrimental abbreviated Hz.
to driving comfort.
One complete vibration cycle
• Frequencies higher than 5 Hz are per second = 1 Hz
perceived as shocks.
Intrinsic body frequency is essentially Intrinsic Frequency – Natural vibration
determined by the spring rate and the size frequency (free vibrations) of a given mass.
of the sprung mass. Resonance – The physical characteristics
of a mass that allow it to vibrate easily at its
intrinsic frequency with very little excitation
force, like a lightly plucked guitar string.
Shock absorption – Describes the decay
of vibrations.

4
 Suspension and Damping Basics

Damped Vibration

Spring Travel
Rebound

Vibrating Mass

Position of Rest
Time

Bump
Amplitude
Period

SSP275/003

Spring Travel

Larger masses or softer springs produce

a lower intrinsic body frequency with Time
increasing spring travel (amplitudes).

Period SSP275/005
Spring Travel

Smaller masses or firmer springs produce

higher intrinsic body frequencies with Time
decreasing spring travel.

Period SSP275/004

The intrinsic frequency of

unsprung masses like the wheels
and tires with attached brake,
hub, and axle components is
approximately 10 to 16 Hz.

5
Suspension and Damping Basics
Suspension System
The tires, the springs, and the seats with On the vehicle, a distinction is made
their cushioning effect collectively form the between unsprung masses and
vehicle suspension system. sprung masses.
As key components of this system, the Unsprung masses include items like
spring and shock absorber elements are wheels, brakes, final drive shafts, wheel
the link between the wheel suspension and bearings, and wheel bearing housings.
the vehicle body. Sprung masses include the vehicle body
Suspension elements include: with suspension and drivetrain parts.
• Steel springs (leaf springs, helical The general aim of vehicle tuning is to
springs, torsion bar springs) keep unsprung masses to a minimum. This
• Air springs (flexible air bladder springs minimizes interference with the vibration
and toroidal bellows springs) characteristics of the vehicle body and
improves suspension response (and as a
• Hydro-pneumatic springs (piston and result, driving comfort).
diaphragm type hydraulic accumulators)
The following components contribute to
• Rubber springs reducing unsprung masses:
• Anti-roll bars • Light-alloy suspension parts
• Combinations of these elements • Light-alloy brake calipers
• Light-alloy hollow-spoke wheels
• Weight optimized tires

Spring and Sprung Mass

Shock Absorber
Element

Unsprung Mass Seat Springs Spring and

Shock Absorber
Element
SSP275/002

6
 Suspension and Damping Basics
Spring Characteristics
The characteristics of a spring are obtained Examples of Spring Characteristics
by applying a force of increasing magnitude
to a spring in a spring press and plotting
Progressive
the change in spring travel against the
Linear Firm
force applied.
The spring rate is calculated from the ratio
of change in force and change in travel.

Force
Spring rate = force : distance
[pounds/inch (N/cm)]
Linear Soft
A “firm” spring has a steeper spring rate
characteristic than a “soft” spring.
If the spring rate is constant over the full
distance traveled by the spring, then the
spring has a linear characteristic. Travel
SSP275/006

If the spring rate increases over the distance

traveled by the spring, then the spring has a
“progressive” characteristic.
The characteristics of a coil spring can be
influenced as follows:
• Spring diameter
• Spring wire diameter
1 2
• Number of windings in the spring
Features of springs with progressive 3 4
characteristics include:
• Uneven winding pitch (1).
• Conical winding shape (2).
• Conical wire diameter (3).
• Combinations of these elements (4). SSP0275/007

7
Suspension and Damping Basics
Spring Travel
The necessary total spring travel (stot) of a the unladen and fully laden vehicle is large.
vehicle without self-leveling suspension Where the spring characteristic curve is
comprises the static bump (sstat) and the steep (firm spring), the static compression
dynamic spring travel (sdyn) resulting from is small.
vehicle vibration when the vehicle is fully
laden and when it is unladen. Definitions

stot = (sstat (fully laden) – sstat (unladen)) + sdyn The unladen position is the compression
of the spring when the serviceable vehicle
The static spring travel (sstat) is the distance (including a full tank of fuel, tool kit, and
which the spring is compressed when spare wheel, but without a driver or
stationary depending on payload. This is the passengers) is standing on its wheels.
difference between the static compression The design position is the position which
of the fully laden vehicle (sstat (fully laden)) and the serviceable vehicle adopts when loaded
the static compression of the unladen with three persons, each weighing 150
vehicle (sstat (unladen)). pounds (68 kg).
sstat = sstat (fully laden) – sstat (unladen) The controlled position is the position
in which the vehicle is held by the
Where a spring characteristic performance self-leveling elements of the air suspension
curve is flat (soft spring), the difference, system, regardless of payload.
and so the static compression, between
Payload

Fully Laden
Position Firm Spring Soft Spring
Performance Performance
Curve Curve

Unladen
Position

Spring Travel (s)

sstat Soft Spring

sstat Firm Spring SSP275/008

8
 Air Suspension Basics
Air Suspension
Air suspension is a variable-height vehicle The advantages of a self-leveling
suspension system and can be combined suspension are:
with continuously controlled damping. • The vehicle can be sprung comfortably.
The self-leveling suspension keeps the • The static level of the vehicle is constant,
vehicle body at constant pre-determined regardless of payload.
ground clearance level. The controlled
position is equal to a constant distance • Reduced tire wear.
between the center of the wheel and the • No payload-dependent change of drag
lower edge of the fender wheel opening. coefficient (CD).
The vehicle level is controlled by adjusting • Maximum rebound and bump travel are
the pressure acting on the air springs and maintained in all load states.
the associated change of air volume in the
air springs. • Full ground clearance is maintained, even
at maximum payload.
Static compression is always set to
sstat = 0, regardless of payload. • No changes of toe and camber due to
changes in payload.

Controlled Position

SSP275/010

9
Air Suspension Basics

In addition to the basic advantages of a Full load-bearing air suspension

self-leveling, full load-bearing air suspension means that only air springs are
system as described above, the system can used as load-bearing spring
also be used to set different vehicle heights. elements at all wheels.
Three level settings are possible on
Combined suspension systems
the Phaeton:
are described as partially
• The normal suspension level. load-bearing because they
• A raised suspension level for poor road consist of a combination of
surfaces or rough terrain. hydraulically or pneumatically
• A low suspension level that is set controlled steel and gas struts.
automatically while travelling at fast
highway speeds.
Constant

Spring Characteristics
Fully Laden
Design Position
Unladen
SSP275/063b

1124 lbs (5000 N)

Load-Bearing Force

899 lbs (4000 N)

674 lbs (3000 N)

450 lbs (2000 N)

225 lbs (1000 N)

Spring Travel
-3.15 in -1.57 in 0 +1.57 in +3.15 in
(-80 mm) (-40 mm) (+40 mm) (+80 mm)

Dynamic Rebound Dynamic Bump

sstat SSP275/063a

10
 Air Suspension Basics
Characteristics of Air Springs
Load-Bearing Force
Spring Force and Spring Rate
The spring force or load-bearing force of
an air spring is defined by its geometric
dimensions (the effective circular area) and
Excess Pressure
the excess pressure acting on the air spring.
The effective circular area is defined by the
effective circle diameter. Circle Diameter
With the configuration of a piston in a
cylinder, the piston diameter corresponds
to the effective circle diameter.

SSP275/011

Load-Bearing Force

The effective diameter of the air spring

is defined by the diameter at the lowest
point of the air spring (rebounded and
compressed). Minor changes in this
effective diameter lead to relatively large
changes in the area of the circle, and so
the load-bearing force of the air spring.

Rebounded Diameter

Compressed Diameter
SSP275/012

11
Air Suspension Basics

Rebounded The load-bearing force of the spring can be

Bump Stop adapted to the load situation simply by
changing the effective internal pressure in
the air spring.
The different pressures – depending on
payload – result in different spring
characteristics or spring rates.
The spring rates do not change in direct
proportion to total body weight.
The intrinsic body frequency, a key factor
Air Spring in handling performance, remains
Outer
almost constant.
Guide
Spring compression changes the effective
air spring diameter because it rolls back on
the roll piston.
Roll Piston Rebounded The illustrations show the effect of roll
Diameter
piston contour on effective diameter.
SSP275/014

Compressed

Compressed
Diameter
SSP275/014a

12
 Air Suspension Basics
Spring Characteristics
In principle, the spring characteristic
Steep Curve
of an air spring with a cylindrical piston (Firm Spring)
is progressive.

Load-Bearing Force of Spring

Small
The spring characteristic curve (steep or Air Spring
Volume
flat) is governed by the air spring volume. Flat Curve
The existing air volume is compressed by (Soft Spring)
Large
dynamic compression. Assuming that Air Spring
bump travel is constant, the pressures in a Volume
low volume system rise more rapidly than
131 psi
in a system with a large air spring volume. (900 kPa)

• A flat spring characteristic curve

(soft spring) is produced by a large air
spring volume. 116 psi
(800 kPa)
• A steep curve (firm spring), on the
other hand, is produced by a small air
102 psi
spring volume. (700 kPa)

The characteristic curve can be influenced

by the roll piston contour. Modifying the 87 psi
contour of the roll piston changes the (600 kPa)
effective diameter, and so the load-bearing
force (spring force), of the air spring.
An air spring can be tuned for the
required application by adjusting the
following parameters:
-s 0 +s
• Size of effective circular area.
• Amount of air spring volume (air volume). Spring Travel s
SSP275/015

• Outer contour of the roll piston.

13
Air Suspension Basics
Air Spring Design
There are two different types of air springs: In the full load-bearing type like those used
on the Phaeton, the air springs function as
• Partial load-bearing
the load-bearing spring elements.
• Full load-bearing
The full load-bearing air spring assembly
In the partial load-bearing type, a includes:
combination of steel and gas struts
• Upper housing with outer guide
generates the load bearing force of the
air spring. • Air spring (flexible air bladder)
• Roll piston (lower guide)
• Auxiliary accumulator (where required)
Typical Externally Guided
Full Load-Bearing Air Spring • Integrated shock absorber
Flexible Air Bladder
Air Volume Upper Housing
The air spring is comprised of a special
flexible air bladder made of a high-quality
Gas Cushion multi-layer elastomer material with
Outer Guide
reinforcing fabric inlays of nylon cord.
The reinforcing fabric absorbs the forces
arising in the air spring. The inner layer is
specially designed to be airtight.
The combination of individual layers in the
flexible air bladder provides for good
rolling characteristics of the air spring and
precise response to the movement of
the suspension.
The materials are resistant to all external
influences in a temperature range
Air Spring from -31°F to +194°F (-35°C to +90°C).
(Flexible
Air Bladder) The outer guide is a metallic sleeve used
Roll Piston to absorb some of the internal pressure in
the air spring and control the shape of the
flexible air bladder as it moves over the
roll piston. This is an externally guided
air spring.
Oil Reservoir Twin-Tube Air springs configured without the outer
Shock
Absorber
guide are designated “unguided.”

SSP275/027

14
 Damping System Basics
Shock Absorbers
The task of the shock absorbers is to
reduce the vibration energy of structural
and wheel vibrations as rapidly as possible
by converting vibration energy to heat.
Without shock absorbers, the vibrations
introduced into the vehicle would build up
to the extent that the wheels could lose
contact with the road surface. As a result,
the vehicle would no longer be steerable.
There are several different types of
shock absorbers.
Single-Tube Gas Pressure Typical Single-Tube
Shock Absorber Gas Pressure Shock Absorber

In a single-tube gas pressure shock

absorber, the working and oil reservoirs
are located in a single cylinder. Changes in
oil volume, due to temperature effects Piston
and movement of the piston rod and piston Rod
when the springs are compressed, are
equalized by the gas in the pressurized gas
cushion – approximately 363 to 465 psi Oil Reservoir
(2500 to 3000 kPa).
Pressure
The damping valves for the compression Piston Valve
and tension stages are integrated into with
the piston. Valves

Tension
Valve

Separating
Gas Cushion Piston

SSP275/081

15
Damping System Basics
Twin-Tube Gas Pressure
Shock Absorber
The twin-tube gas pressure shock absorber
has established itself as the automotive
industry standard for vibration damping.
Typical Twin-Tube As the name indicates, this type of shock
Gas Pressure Shock Absorber absorber consists of two tubes, one inside
(Compression Stage) Compression
the other.
The inner tube acts as the working cylinder.
Stage

It is completely filled with hydraulic fluid.

The piston together with the piston valves
and the piston rod move up and down
Piston Rod
inside the working cylinder.
The base of the working cylinder comprises
Outer Tube Gas Cushion the base plate and bottom valves.
The outer tube surrounds the oil reservoir.
It is only partially filled with oil. There is a
Inner Tube
gas cushion above the oil.
The oil reservoir equalizes changes in the
Oil Reservoir volume of oil in the working cylinder.
Piston Vibrations are damped by the two damping
Non-Return valve units located on the piston and at the
Valve
Working base of the working cylinder. They comprise
Cylinder a system of spring washers, coil springs,
Piston and valve bodies with restrictor bores.

Bottom
During the compression stage, damping is
Piston
Damper Non-Return defined by the bottom damper valve and
Valve Valve partly by the flow resistance of the piston.

Bottom
During the rebound stage, vibrations are
Damper damped by the piston damper valve alone.
Valve SSP275/082
This valve produces a defined resistance to
the oil as it flows through it to the bottom
of the working cylinder.

16
 Damping System Basics
Shock Absorber Tuning
In vibration damping, there is a distinction
to be made between the compression and

Spring Travel
rebound stages.
The damping force during the compression
stage is less than the damping force during
the rebound stage. As a result, jolts caused
Time
by rough road surfaces are transmitted to a
lesser degree to the vehicle body.
Shock absorber tuning affects both driving Low Degree of Damping
SSP275/017
comfort and safety.
Shock absorbers with adjustable damper
tuning and continuous control are installed
on luxury vehicles. The control module
determines within a matter of milliseconds
the degree of damping that is required for
each wheel.
The degree of damping indicates how
quickly the vibrations must be reduced. It is
Spring Travel

dependent on the damping force of the

shock absorber and the amount of the
sprung mass.
Given the same shock absorber tuning,
increasing the sprung mass reduces the Time
degree of damping and the vibrations are High Degree of Damping
reduced more slowly. Conversely, a
reduction in the sprung mass increases the SSP275/018

degree of damping and the vibrations are

reduced more quickly.

17
Damping System Basics

Damping Force
Force-Velocity Diagrams The damping force of a shock absorber
Showing Shock Absorber can be determined using a testing device
Characteristic Curves that can generate different compression
and rebound rates while maintaining a
Progressive Action constant stroke.
Damping Characteristic The values determined in this way can be
represented in force-velocity diagrams.
Tractive
Force

These diagrams clearly show the

1.17 0.85 characteristics of the shock absorbers.
(0.52) (0.26) 0
Compressive

A distinction is made between

-0.85 -1.71 progressive, digressive, and linear action
(-0.26) (-0.52)
shock absorbers.
Force

Velocity ft/s (m/s)

SSP275/019a

Digressive Action
Damping Characteristic
Tractive
Force

1.17 0.85
(0.52) (0.26) 0
Compressive

-0.85 -1.71
(-0.26) (-0.52)
Force

Velocity ft/s (m/s)

SSP275/019b

Linear Action
Damping Characteristic
Tractive
Force

1.17 0.85
(0.52) (0.26) 0
Compressive

-0.85 -1.71
(-0.26) (-0.52)
Force

Velocity ft/s (m/s)

SSP275/019c

18
 System Description
Air Suspension with
Continuously Controlled Damping
The full load-bearing air suspension with The Phaeton has three different suspension
continuously controlled damping used on height settings, the first two of which are
the Phaeton keeps the vehicle at a constant driver selectable:
level above the road, regardless of payload.
• “Normal” suspension level.
A constant static ground clearance adapted
• “High” suspension level, 1 inch (25 mm)
to driver input or vehicle road speed is
above “Normal”; intended for driving on
maintained between the road and the
bad roads.
vehicle floor pan.
• “Low” suspension level, 0.6 inch
The system includes:
(15 mm) below “Normal”; intended for
• Level Control System Control driving at high speed on a highway.
Module J197. Low ride height is selected and
• Air spring and a vehicle level control deselected automatically depending
system sensor at each corner. on vehicle road speed.

• Adjustable shock absorber integrated into The system also switches automatically
the air spring strut at each corner. to other levels depending on the
driving situation by means of a special
• Compressor with air drier and control strategy.
temperature sensor.
Ride height adjustments are made in the
• Solenoid valve block with four strut background and are not normally noticed by
valves, a drain valve, a pressure the driver.
accumulator valve, and an integrated
pressure sensor. When driving at high speeds, the ground
clearance is automatically lowered from the
• Pressure accumulator. “High” suspension level to the dynamically
• Air lines from the compressor to the more stable “Normal” suspension level.
individual air spring struts and to the At even higher speeds, the ground
pressure accumulator. clearance is automatically reduced to the
• Wheel acceleration sensor on each air “Low” suspension level which is not
spring strut (measurement range ± 13 g). selectable by the driver.
• Three body acceleration sensors The “Low” suspension level is automatically
(measurement range ± 1.3 g). deselected when the vehicle speed drops
below a pre-determined speed.
The suspension damper tuning “Comfort”
setting is automatically adjusted to firmer
settings at higher speeds in order to ensure
safe handling and track stability.

19
System Description
Component Locations
4 80 100 120
70 140
3 5 60
160
50
2 6 40
180

30 200
CLIMATE MAP NAV AUDIO SETTINGS ON/DARK
1 7 60 1/2 20 220
90 1/4 3/4

Front Information Display Control Head J523

30 10 240
RESET VEHICLE NAV SET TRIP DATA MANUAL HELP 50 80 12
110 260 10 14
20 120
16

with Menu Selection Rotary Knob E460, FM

AM
CD

SCAN BAL/FAD

Dampening Adjustment Button E387, and Control Module with

Level Control Button E388 Indicator Unit in
--
Instrument Panel
Insert J285

Left Front Body Acceleration Sensor G341

Right Front Body Acceleration Sensor G342

Left Front Wheel Acceleration Sensor G337

Right Front Wheel Acceleration Sensor G338

Left Front Level Control System Sensor G78

Right Front Level Control Sensor G289

Residual Pressure
Maintaining Valve

Air Spring Strut,

Front Axle (2)

20
 System Description

Rear Body Acceleration Sensor G343

(Luggage Compartment)

Air Supply Module with Compressor, Air Drier,

and Solenoid Valve Block with Integrated Level
Control Pressure Sensor G291

Level Control Pump

Temperature Sensor G290

Level Control System

Control Module J197

Pressure
Accumulator

Residual Pressure
Maintaining Valve

Air Spring Strut,

Left Rear Level Control Rear Axle (2)
System Sensor G76
Right Rear Level Control
System Sensor G77

Left Rear Wheel Acceleration Sensor G339

Right Rear Wheel Acceleration Sensor G340

SSP275/020

21
System Description
Operation and Display
The system features a full load-bearing air Pressing the appropriate button opens a
spring with self-leveling suspension at each pop-up menu in the Infotainment display.
wheel on both the front and rear axles. Selections can then be made using Menu
Each air spring strut assembly combines an Selection Rotary Knob E460 and the display
air spring integrated with a continuously function keys.
adjustable damping shock absorber. The driver can then select between two of
The system is controlled by the Level the three suspension levels:
Control System Control Module J197. • “Normal” suspension level (preset)
The system is operated by Dampening • “High” suspension level
Adjustment Button E387 and Level
Control Button E388 as described in the Four suspension damper tuning settings
operating manual. are also driver selectable:

These buttons are located on the center • “Comfort”

console behind the gear selector lever. • “Basic” (preset)
• “Sport 1”
• “Sport 2”

Display

Menu Selection
Rotary Knob E460
CLIMATE MAP NAV AUDIO SETTINGS ON/DARK

RESET VEHICLE NAV SET TRIP DATA MANUAL HELP

Gear Selector Lever

FM CD

AM SCAN BAL/FAD

Dampening
-- Level Control
Adjustment
Button E388
Button E387

SSP275/038

22
 System Description
Self-Leveling Suspension
The Level Control Button E388 must be “Normal” Suspension Level Display
pressed to set the level. By turning the
Menu Selection Rotary Knob E460, the AUTO AUTO

driver can select between “High”

suspension level or “Normal” suspension
level. The screen corresponding to the
level selected is displayed.
When the “High” suspension level is set,
Level Control Button E388 is lit.
The driver can exit the menu by pressing
the Menu Selection Rotary Knob E460.

CLIMATE MAP NAV AUDIO SETTINGS ON

SSP275/034

“High” Suspension Level Display

AUTO AUTO

CLIMATE MAP NAV AUDIO SETTINGS ON

SSP275/035

23
System Description
Damper Tuning
“Comfort” Damper Tuning Display The driver can select damper tuning
by pressing Dampening Adjustment
AUTO AUTO Button E387.
By turning the Menu Selection Rotary
Knob E460, the driver can select one of the
following four damper tuning settings:
• “Comfort”
• “Basic” (preset)
• “Sport 1”
• “Sport 2”
The corresponding screen is displayed.
CLIMATE MAP NAV AUDIO SETTINGS ON The driver can exit the menu by pressing
SSP275/036 Menu Selection Rotary Knob E460. In the
“Comfort,” “Sport 1,” and “Sport 2”
settings, the Dampening Adjustment
Button E387 is lit.

“Sport 2” Damper Tuning Display The damper tuning always resets

from the “Sport 2” position to
AUTO AUTO the “Basic” position when the
ignition is turned off.

CLIMATE MAP NAV AUDIO SETTINGS ON

SSP275/037

24
 System Description
Control Strategy of the
Self-Leveling Suspension
The relative positions of the vehicle body Effect of Changes in Vehicle Payload
and the wheels are measured by four level
If the height of the vehicle in relation to
control system sensors located between the road surface changes due to changes
the axle carriers and the lower wishbones:
in vehicle payload, the Level Control
• Left Front Wheel Acceleration System Control Module J197 readjusts the
Sensor G337 suspension to the preset default level.
• Right Front Wheel Acceleration Level adjustments are made through
Sensor G338 several valves integrated into the solenoid
valve block.
• Left Rear Level Control System
Sensor G76 To increase the height, air is channeled to
the four air springs through the four
• Right Rear Level Control System suspension strut solenoid valves:
Sensor G77
• Left Front Suspension Strut Valve N148
The reading from each sensor is compared
with a default that is stored in the Level • Right Front Suspension Strut Valve N149
Control System Control Module J197 for • Left Rear Suspension Strut Valve N150
the corresponding wheel. The Level Control
• Right Rear Suspension Strut Valve N151
System Control Module J197 must learn
these defaults. To decrease the height, air is discharged to
the atmosphere through the Solenoid for
The air required for self-leveling is normally
Level Control System N111, which is
provided by the compressor up to a
essentially a drain valve.
maximum pressure of 232 psi (1600 kPa).
At road speeds above 22 mph (35 km/h),
adjustments are controlled by the Activation of the compressor
compressor. The pressure accumulator is to replenish air pressure
also replenished as required. in the pressure accumulator
is independent of the
At road speeds below 22 mph (35 km/h), leveling adjustments.
adjustments are controlled by the pressure
accumulator, which has a capacity of
1.32 gallons (5 liters). A sufficient pressure
difference of approximately 44 psi (300 kPa)
between the pressure accumulator and the
air spring is required for this purpose.

25
System Description

Automatic Level Adjustments Automatic increase in suspension level

Changes in vehicle speed will trigger occurs from:
automatic adjustments in the self-leveling • “Low” to “Normal”:
suspension system.
— After 60 seconds at speeds of
Automatic decrease in suspension level 62 mph (100 km/h) or less.
occurs from:
— Immediately at 50 mph (80 km/h)
• “High” to “Normal” at speeds of 75 mph or less.
(120 km/h) or greater.
• “Normal” to “Low”:
— After 30 seconds at 87 mph
(140 km/h) or greater.
— Immediately at 112 mph (180 km/h)
or greater.

Level

“High”
Level

+1 inch (+25 mm)

“Normal”
Level 30 seconds

0 inch (0 mm)
“Low” 60 seconds
Level

- 0.6 inch (-15 mm)

0 50 62 75 87 99 112 124 mph

(0) (80) (100) (120) (140) (160) (180) (200) (km/h)

Manual Adjustment
Automatic Adjustment

SSP275/021

26
 System Description
Manual Deactivation and Activation
In special situations, it may be necessary The self-leveling suspension is
to deactivate the self-leveling suspension automatically raised to the “Normal”
system. To change a wheel or to carry out level again after the engine, and therefore
work on the vehicle while it is raised on a the compressor, has been running for a
hoist for example. short period of time.
When the vehicle is raised on a hoist or Deactivating the System
other lifting equipment at the lift points, The self-leveling suspension can be
air is allowed to escape from all four air deactivated by pressing both Dampening
springs until the Level Control System Adjustment Button E387 and Level Control
Control Module J197 determines that the Button E388 simultaneously for about
vehicle has been lifted. five seconds.
The self-leveling suspension initially A message indicating that the self-leveling
detects when the vehicle body is too high suspension has been deactivated will
in relation to the wheels and adjusts the appear on the instrument panel display.
vehicle height accordingly by allowing air
to escape from the springs. Activating the System
As a result, the vehicle may have a very The suspension system can be reactivated
low ground clearance when the lifting manually by pressing both Dampening
equipment is lowered. Adjustment Button E387 and Level Control
Button E388 simultaneously for about
five seconds.
To avoid this discharge of air,
the self-leveling suspension The system will automatically reactivate
must be deactivated before when the Level Control System Control
lifting the vehicle. Module J197 determines that the vehicle is
travelling at a speed of 6.2 mph (10 km/h)
or greater.

27
System Description
Actions of Air Suspension
After “Ignition Off”
System Response to System Response to Gradual Level Changes
Immediate Level Changes Gradual level changes can occur when the
After “ignition off,” the Level Control air in the air springs heats up during vehicle
System Control Module J197 remains operation and cools down again at the end
active for approximately one minute. of the trip. To compensate for gradual level
During this time it can execute suspension changes, three adjustments are made to
adjustments to compensate for changes achieve optimum ground clearance after
in payload, provided that sufficient pressure “ignition off.”
is available in the pressure accumulator.
The Level Control System Control Module
These adjustments are made
J197 always remains active for one minute
after approximately two, five,
until no further door hood, or luggage
and ten hours, provided that
compartment lid operations are detected.
sufficient pressure is available
in the pressure accumulator.

28
 System Description
Shock Absorber Control
The damping control system registers the driving situation and road conditions
condition of the road surface and the within milliseconds.
movements of the vehicle using four wheel Shock absorber damping is adjusted
acceleration sensors and three body depending on the vertical acceleration rates
acceleration sensors. of the wheels and the vehicle body.
The characteristics of the individual shock The Level Control System Control Module
absorbers are adjusted according to the J197 always attempts to set the damping
calculated damping requirements. In this force according to the “skyhook control
case, the shock absorbers function as strategy.” Ideally, this strategy would
active components during compression and control damping as if the vehicle body were
rebound cycles. suspended by a hook in the sky and
Continuous damping control is based hovering above the road without
on shock absorbers whose characteristics interference from the surface of the road.
are electrically adjustable. These shock Maximum driving comfort is achieved by
absorbers are integrated in the attempting to reach this ideal.
air spring struts.
Damping force can be set depending on
the characteristic map via the proportional Firm damping is achieved
dampening adjustment valves built into by low control rates.
the shock absorbers. As a result, they Soft damping is achieved
can adapt the damping force to the by high control rates.

Characteristic Map of Damper Force

in Phaeton Front Axle
lbs (dN)
13.49 (600)
50 mA
Compression Stage Rebound Stage 600 mA

11.24 (500)
Damper Force in Pounds (dN)

1200 mA

8.99 (400)

1800 mA
6.74 (300)

50 mA
600 mA
4.50 (200) 1200 mA
1800 mA

2.25 (100)

0 (0)
78.74 59.06 39.37 19.69 0 19.69 39.37 59.06 78.74 in/s
(2000) (1500) (1000) (500) (0) (500) (1000) (1500) (2000) (mm/s)
Damper Speed in Inches per Second (mm/s) SSP275/022

29
System Description
Diagram of Air Suspension
System with Continuously Level Control System
Controlled Damping Control Module J197
Inputs via CAN Data Bus:
This system diagram highlights the • ABS Control Module
relationships with other vehicle systems with EDL/ASR/ESP J104
as well as display and operating elements. • Engine Control Module
• Control Module with
Indicator Unit in Instrument
Panel Insert J285
• Vehicle Electrical System
Control Module J519
Front Information • Infotainment System
Display Control Head
J523 with Menu
Selection Rotary
Knob E460
Level Control
Button E388
Compressor

Dampening
Pressure
Adjustment
Accumulator
Button E387
Control Module
with Indicator Unit
in Instrument Panel
Insert J285

Air Spring Strut with Electrically Adjustable Connection via CAN Data Bus
Shock Absorber

Wheel Acceleration Sensors: Connection via On-Board Power Supply

Left Front Wheel Acceleration Sensor G337
Right Front Wheel Acceleration Sensor G338
Left Rear Wheel Acceleration Sensor G339
Right Rear Wheel Acceleration Sensor G340

Body Acceleration Sensors:

Left Front Body Acceleration Sensor G341
Right Front Body Acceleration Sensor G342
Rear Body Acceleration Sensor G343 SSP275/025

30
 System Description

CAN Data Bus

Schematic Diagram

Diagnosis via
via K Wire
Diagnosis
of the Overall System
Battery Management
Control Module with Indicator
Unit in Instrument Panel Insert
Convenience CAN Data Bus
J285 with Data Bus On-Board
Infotainment
Diagnostic Interface J533

Steering Angle
Electronic Sensor G85
Stabilization Program

CAN Data Bus

Drivetrain
Door, Hood, and Engine Control Module
Luggage Compartment
Lid Signals

Terminal 30 and Relay for

Terminal 15 Compressor Level
Status Signals Control System J403

Dampening Adjustment Level Control System Headlight

Button E387 and Level Control Module J197 Range Control
Control Button E388

Level Control Pump Level Control

Temperature Sensor
Pressure Sensor G291
G290

Solenoid for Level

Left Front Dampening
Control System N111
Adjustment Valve N336
(Drain Valve)
Left Front Wheel
Left Rear Level Control
Left Front Suspension Acceleration Sensor Right Front Dampening
System Sensor G76
Strut Valve N148 G337 Adjustment Valve N337
Right Rear Level Right Front Wheel
Right Front Suspension Control System Acceleration Sensor Left Rear Dampening
Strut Valve N149 Sensor G77 G338 Adjustment Valve N338
Left Rear Wheel
Left Front Level Control
Left Rear Suspension Acceleration Sensor Right Rear Dampening
System Sensor G78
Strut Valve N150 G339 Adjustment Valve N339
Right Rear Wheel
Right Front Level
Right Rear Suspension Acceleration Sensor
Control Sensor G289
Strut Valve N151 G340

Level Control
Left Front Body
Accumulator Valve Acceleration Sensor
N311 G341
Right Front Body
Acceleration Sensor
G342

Rear Body Acceleration

Sensor G343
SSP275/023

31
System Description
System Overview
Sensors
CLIMATE MAP NAV AUDIO SETTINGS ON/DARK

RESET VEHICLE NAV SET MANUAL HELP

FM CD

AM SCAN BAL/FAD

Dampening Adjustment Button E387

Level Control Button E388 --

Left Rear Level Control System Sensor G76

Right Rear Level Control System Sensor G77
Left Front Level Control System Sensor G78
Right Front Level Control Sensor G289

Level Control Pump Temperature Sensor G290

Level Control Pressure Sensor G291

(Integrated in Solenoid Valve Block)

Left Front Wheel Acceleration Sensor G337

Right Front Wheel Acceleration Sensor G338
Left Rear Wheel Acceleration Sensor G339
Right Rear Wheel Acceleration Sensor G340

Left Front Body Acceleration Sensor G341

Right Front Body Acceleration Sensor G342
Rear Body Acceleration Sensor G343

Additional Signals:
Door, Hood, and Luggage Compartment Lid
Contact Signals

32
 System Description

Actuators

Level Control System Solenoid for Level Control System N111

Control Module J197 (Drain Valve Integrated in Solenoid Valve Block)

Left Front Suspension Strut Valve N148

Right Front Suspension Strut Valve N149
Left Rear Suspension Strut Valve N150
Right Rear Suspension Strut Valve N151
(Integrated in Solenoid Valve Block)

Level Control Accumulator Valve N311

(Integrated in Solenoid Valve Block)

Left Front Dampening Adjustment Valve N336

Right Front Dampening Adjustment Valve N337
Left Rear Dampening Adjustment Valve N338
Right Rear Dampening Adjustment Valve N339
80 100 120
(Integrated in Air Spring Struts)
4 70 140
3 5 60
160
50
2 6 40
180

30 200
1 7 60 1/2 20 220
30 90 1/4 3/4 10
50 80
240 12
110 260 10 14
20 120
16

Control Module with

Indicator Unit in
Instrument Panel Insert Relay for Compressor Level Control System J403
J285 with Data Bus
On-Board Diagnostic
Interface J533

16-Pin Connector T16 Left Headlight Range Control Module J567

(Diagnostic Connection) Right Headlight Range Control Module J568
(Integrated in the Headlights)

SSP275/026

33
Design and Function
Level Control System
Control Module J197
The Level Control System Control Module The Level Control System Control Module
J197 is located in the luggage compartment J197 has a redundant processor design
on the left-hand side behind the side trim. (dual processors); the air spring algorithm
It is bolted behind the backup fuse and runs primarily on the first processor and
electronics boxes. damping control runs primarily on the
The Level Control System Control Module second processor.
J197 has the following tasks:
• Control air suspension and the
shock absorbers.
• Monitor the overall system.
• Diagnose the overall system.
• Communicate via the drivetrain
CAN data bus.

SSP275/083

34
 Design and Function
Air Spring Struts
Air spring struts with externally guided, Different auxiliary accumulators are used at
two-layer air springs are used on the front the front and rear axles.
and rear axles of the Phaeton. • The cylindrical accumulators on the front
The air spring is a flexible air bladder axle struts have a capacity of 24.4 cubic
arranged concentrically around the inches (0.4 liter).
twin-tube gas-filled shock absorber. • The ball accumulators on the rear axle
The thin wall of the air spring provides struts have a capacity of 73.2 cubic inches
excellent suspension response. The desired (1.2 liters).
spring rate is achieved by combining the
effects of the roll piston contour, the outer Dampening Adjustment Valve
guide, and an auxiliary accumulator directly Connecting Wires
attached to the strut.

Front Axle Air Spring Strut Strut Support Bearing

Compression/Rebound Bearing
Air Spring Cover

Auxiliary Spring (Bump Stop)

Air Spring
Shock Absorber Piston Rod

Roll Piston Outer Guide

Protective Bellows

Auxiliary Accumulator

Shock Absorber

SSP275/027a

35
Design and Function

The air spring struts are designed to A residual pressure maintaining valve is
minimize the effect of transverse forces on mounted directly on the air connection of
the shock absorbers. The special design of each air spring strut. It maintains a residual
the strut support bearing on the front axle pressure of about 51 psi (350 kPa) in the
air spring struts and the controlled flexing air spring strut. This permits easy assembly
at the fluid-cushioned top ends of the rear and mounting of the components.
struts help reduce the effects of transverse The outer guide protects the air spring
forces on the shock absorbers. against dirt and damage besides its
function of guiding the flexible air bladder
and the protective bellows.

Rear Axle Air Spring Strut Air Spring Cover

Dampening Adjustment Valve

Connecting Wires

Auxiliary Accumulator Compression/Rebound Bearing

Auxiliary Spring (Bump Stop)

Shock Absorber Piston Rod

Outer Guide

Air Spring

Roll Piston

Protective Bellows

Shock Absorber
SSP275/028

36
 Design and Function

Dampening Adjustment Valves

The continuous damping control twin-tube Example of a
gas-filled shock absorbers are adjustable Dampening
over a wide range of damping forces via Adjustment Valve
electrically controlled valves integrated in
their pistons:
• Left Front Dampening Adjustment Dampening
Valve N336 Adjustment Valve Hollow
Connecting Wires Piston Rod
• Right Front Dampening Adjustment
Valve N337
Housing
• Left Rear Dampening Adjustment
Valve N338 Solenoid

• Right Rear Dampening Adjustment Armature

Valve N339 Container
Tube
The oil flow through these valves, and Valve
hence the damping force, can be adapted Spring
to momentary demands within a few Cylinder
milliseconds by varying the electric Tube
current flowing through the adjustment
valve solenoids. Main
Damping
The wheel acceleration sensors mounted
Valve
on each shock absorber generate signals
which, together with the signals supplied Auxiliary
by the three body acceleration sensors, Valve
are used to calculate the required
damper setting.
Since the system can rapidly detect and Oil Flow
control rebound and compression stages, SSP275/093
it permits adjustment of the damping
force required for the momentary
driving situation.
The driving situation dependent control
maps for system reaction to various driving In certain driving dynamic
situations are stored in the Level Control states – e.g. longitudinal or
System Control Module J197. transverse dynamics –
the “skyhook control” is
deactivated and the shock
absorbers are controlled by
other dynamic models.

37
Design and Function

Air Spring Strut, Front Axle

Air Spring Components Shock Absorber Components

(Blue Highlighted Area) (Green Highlighted Area)

Connection for Dampening

Adjustment Valve

Piston Rod
Air Spring

Flexible
Air Bladder Shock Absorber

Left Front Dampening

Auxiliary
Adjustment Valve N336 or
Accumulator
Right Front Dampening
Adjustment Valve N337

SSP275/086 SSP275/084

38
 Design and Function

Air Spring Strut, Rear Axle

Air Spring Components Shock Absorber Components

(Blue Highlighted Area) (Green Highlighted Area)

Connection for
Dampening
Adjustment Valve

Air Spring

Piston Rod

Auxiliary
Accumulator
Shock
Absorber
Flexible Air
Bladder

Left Rear Dampening

Adjustment Valve N338 or
Right Rear Dampening
Adjustment Valve N339

SSP275/087 SSP275/085

39
Design and Function
Air Supply Module
The air supply module is a compact unit. The air supply module also includes a
It is mounted to the underbody on an solenoid valve block with:
anti-vibration mount in the spare-wheel
• Control valves for each air spring strut:
well adjacent to the activated charcoal filter
(EVAP canister). — Left Front Suspension Strut
Valve N148
A plastic cover with vents provides
protection from dirt. — Right Front Suspension Strut
Valve N149
The compressor is supplied with air from
the luggage compartment. Air is drawn — Left Rear Suspension Strut
into the compressor through the silencer Valve N150
with air filter, cleaned, and pumped into — Right Rear Suspension Strut
the system. Valve N151
The Level Control Pump Temperature • Control valve for the for the pressure
Sensor G290 protects the compressor accumulator:
against overheating and ensures availability
of the air supply for the air suspension in — Level Control Accumulator
all climatic and driving conditions. Valve N311
The air supply module includes a • Monitor for the pressure accumulator:
compressor unit with: — Integrated Level Control Pressure
• Electric motor Sensor G291
• Dry-running compressor
• Air drier
• Residual pressure maintaining unit
• Maximum pressure limiter
• Solenoid for Level Control System N111
(drain valve)
• Silencer with air filter
• Level Control Pump Temperature Sensor
G290 (temperature sensor for
overheating protection)
• Pneumatic drain valve with pressure
relief valve

40
 Design and Function

Vibration Isolator

Solenoid Valve Block Intake/Drain Line Silencer/Filter

Electric Motor

T-Connection
for Intake Circuit
and Drain Circuit

Compressor

Level Control
Pump Temperature
Sensor G290

Drain Line

Pneumatic Air Drier

Drain Valve

SSP275/031

41
Design and Function
Compressor Unit
Compressed air is produced by a The Solenoid for Level Control System
single-stage piston compressor with N111 (drain valve), a pneumatic drain valve
integrated air drier. with pressure limiting valve, and three
To prevent internal contamination of non-return valves are integrated in the
the air springs and the air drier cartridge, air drier housing.
compressor design is of the dry-running To protect the compressor against
type. overheating, it is turned off if excess
Lifetime-lubricated bearings and a piston temperature occurs.
ring made of polytetrafluorethylene ensure
a long service life.

Air Drier
Non-Return Valve 3 Non-Return Valve 1
Pneumatic Drain Valve
with Pressure Limiting Valve Cylinder

Solenoid for Diaphragm Valve

Level Control System “Closed”
N111 (Drain Valve)

Piston
Ring

Pressure
Lifting
Connection
Piston
Drain
Connection
Intake
Fitting

Non-Return Valve 2
Electric Motor

SSP275/032

42
 Design and Function

Intake/Compression Cycles The compressed and dried air flows

via non-return valve 2 and the pressure
During the upward movement of the
connection to the valves and the
piston, air is drawn into the compressor
pressure accumulator.
crankcase through the intake fitting via the
silencer/filter. Air in the cylinder is
compressed above the piston and flows
into the air drier via non-return valve 1.

Air Drier

Non-Return Valve 1

Piston
Moves
Upward

Intake
Pressure Fitting
Connection

Compressor
Crankcase

Non-Return Valve 2

SSP275/039

43
Design and Function

Bypass Air Flow Fill/Lift Cycles

During the downward movement of the To fill the air springs and thus raise the
piston, air drawn into the crankcase vehicle, the Level Control System Control
bypasses the diaphragm valve and flows Module J197 activates the compressor
into the cylinder. relay (Relay for Compressor Level Control
System J403) and the four air spring
suspension strut valves at the same time.

Diaphragm Valve “Open”

Cylinder

Bypass
Air Flow

Piston
Moves
Downward

SSP275/040

44
 Design and Function

Drain/Lowering Cycles during the drain cycle. The air spring

(Front Axle Components Shown) pressure flows toward the pneumatic
drain valve and from there via the air drier,
Left Front Suspension Strut Valve N148,
the pressure limiting valve, and the
Right Front Suspension Strut Valve N149,
silencer/filter into the spare-wheel well in
and Solenoid for Level Control System
the luggage compartment.
N111 (drain valve) are activated (open)

Pneumatic Drain Valve “Open”

Pressure Limiting Valve
and Solenoid for Level
Control System N111 Air Drier
(Drain Valve) “Open”

To Silencer/Filter

SSP275/041

Drain Cycle Pneumatic Diagram

(Front Axle Components Shown)
Signal from Relay for Compressor Signal from Level Control
Level Control System J403 System Control Module J197

Pneumatic
Drain Valve
Drain Solenoid for
Level Control
Restrictor
M Non-Return System N111
Non-Return Non-Return (Drain Valve)
Silencer/Filter Valve 1 Air Drier Valve 3 Valve 2

Left Front Suspension

Strut Valve N148

Right Front Suspension

Strut Valve N149

Signals from Level Control

System Control Module J197 SSP275/042

45
Design and Function

Pneumatic Drain Valve When an air spring pressure of more than

The pneumatic drain valve performs 51 psi (350 kPa) is applied, the valve body
two functions: lifts against the spring force of the two
valve springs and opens valve seats
• Residual pressure maintenance 1 and 2.
• Pressure limitation The air spring pressure is then admitted
To prevent damage to the air springs into the air drier via the flow restrictor and
(flexible air bladders), a specific minimum non-return valve 3.
pressure of at least 51 psi (350 kPa) must After passing through the air drier, the
be maintained. This is referred to as the air air passes the open valve seat of the
spring residual pressure. pressure limiting valve and through
The maintenance residual pressure ensures the silencer/filter in the spare-wheel well
that pressure in the air spring system does in the luggage compartment.
not drop below 51 psi (350 kPa) during A sharp decrease in pressure downstream
pressure relief during normal operation. of the flow restrictor leads to a reduction in
relative atmospheric humidity, thereby
increasing the amount of moisture that will
Residual pressure cannot be
be absorbed by the air that is discharged
maintained if there is a leak in
into the luggage compartment.
the system upstream of the
pneumatic drain valve.
Valve Body

Flow Restrictor
Pneumatic
Drain Valve
Non-Return Valve 3
Pressure Limiting
Valve “Open”
Air Drier

Valve Seat 1
Solenoid for Level
Control System N111
(Drain Valve) “Open” Valve Seat 2

Line to Solenoid Valve Block

To Silencer/Filter
SSP275/043

46
 Design and Function

Pressure Limiting Valve In such a case, the pressure limiting valve

will open against the spring force when
The pressure limiting valve protects the
the pressure exceeds approximately
system against excessively high pressures,
290 psi (2000 kPa), and air conveyed by
as for example if the compressor fails to
the compressor will escape through the
cut out due to a defective contact in the
silencer/filter.
Relay for Compressor Level Control System
J403 or a defective Level Control System
Control Module J197.

Pressure Limiting Valve “Open” Lifting Piston

Intake Fitting

To Silencer/Filter

SSP275/044

Pressure Limiting Valve Actuation

Pneumatic Diagram
No “Cut Out” Signal from Relay for No “Drain Valve Open” Signal from
Compressor Level Control System J403 Level Control System Control Module J197

Pneumatic Drain Valve

with Pressure Limiting Valve

M Compressor
Silencer/Filter

SSP275/044a

47
Design and Function

Air Drier As a result of this regenerative process, the

air drier requires no maintenance. It is not
The air in the self-leveling air suspension
subject to a replacement interval.
system must be dehumidified to avoid
problems caused by the condensation of
water in the system: Since the air drier is only
• Corrosion regenerated by discharged air,
the compressor must not be
• Freezing used to fill other vessels with
An air drier is used to dehumidify the air. compressed air.
The air drier uses a regenerative process to
remove moisture from the air. Moisture in the system
The air compressed in the self-leveling air signifies that the air drier has
suspension system is routed through a failed or the system is
silicate granulate and dried in the process. otherwise malfunctioning.
This granulate is able to absorb
atmospheric humidity amounting to over
20% of its natural weight, depending
on temperature.
When the air in the system is released to
lower the air springs, it flows back through
the silicate granulate and is discharged to
the atmosphere.
During this phase, the dry air extracts the
moisture from the granulate that was
absorbed during the intake cycle.
SSP275/033

Air Drier with Silicate

Granulate Filling

SSP275/045

48
 Design and Function
Pressure Accumulator Air Supply Strategy
Extraction of compressed air from the At road speeds below 22 mph (35 km/h),
pressure accumulator allows the vehicle air is primarily supplied by the pressure
level to be raised quickly with a minimum accumulator, provided that sufficient
of noise. The pressure accumulator is pressure is available.
only filled while the vehicle is moving. The pressure accumulator is only filled
As a result, compressor operation is when the vehicle is travelling at speeds
barely audible. above 22 mph (35 km/h).
Provided that sufficient pressure is available At road speeds above 22 mph (35 km/h),
in the pressure accumulator, the vehicle air is primarily supplied by the compressor.
level can be raised even if the compressor
is not running. Pressure is sufficient when This supply strategy ensures that the
the pressure difference between the system operates silently and conserves
pressure accumulator and the air springs is vehicle battery capacity.
at least 44 psi (300 kPa) before increasing
the level.
The compressor starts
The pressure accumulator is made of running when compressed air
aluminum and has a capacity of 1.32 gallons is extracted from the pressure
(5 liters). The maximum operating pressure accumulator even if the
is about 232 psi (1600 kPa). driver has not adjusted the
vehicle’s level.
Pressure
Accumulator

SSP275/064

49
Design and Function
Self-Leveling Suspension
Pneumatic Diagram

Signal from Relay for Signal from Level

Compressor Level Control System
Control System J403 Control Module J197

Pneumatic Solenoid for Level Control

Drain Valve System N111 (Drain Valve)

Motor for Drain

Compressor – Restrictor
M
Level Control
System V66

Non-Return
Non-Return Non-Return
Silencer/Filter Air Drier Valve 3
Valve 1 Valve 2

p
Level
Control
Pressure Level Left Rear Right Rear Left Front Right Front
Sensor Control Suspension Suspension Suspension Suspension
G291 Accumulator Strut Valve Strut Valve Strut Valve Strut Valve
Valve N311 N150 N151 N148 N149

Pressure
Accumulator

Left Rear Right Rear Left Front Right Front

Air Spring Strut Air Spring Strut Air Spring Strut Air Spring Strut

SSP275/065

50
 Design and Function
Solenoid Valves
The air spring self-leveling suspension Compressor
system has six solenoid valves. Connection
Red – Left Front Suspension
The Solenoid for Level Control System N111 Strut Valve N148
(drain valve) together with the pneumatic
Lilac – Level Control
drain valve form a functional unit that is Accumulator Valve N311
integrated in the air drier housing.
The Solenoid for Level Control System
N111 is a 3/2-way drain valve and is
normally closed when de-energized.
The pneumatic drain valve has two tasks:
to limit total system pressure and to
maintain residual pressure.
The following valves are combined in the Blue – Right Rear
Suspension Strut
solenoid valve block:
Valve N151
• Level Control Accumulator Valve N311
Black – Left Rear
• The four air spring suspension Suspension Strut
strut valves: Valve N150
Electrical
— Left Front Suspension Strut Green – Right Front Connection
Valve N148 Suspension Strut
Valve N149
— Right Front Suspension Strut
Valve N149
— Left Rear Suspension Strut
Valve N150
— Right Rear Suspension Strut
Valve N151
The valves in the solenoid valve block are
designed as 2/2-way valves and are normally
closed when de-energized. The system
pressure on the air spring and accumulator
side acts in the closing direction.
To avoid confusion when connecting them,
the pressure lines and their matching
connections on the solenoid valve block are Solenoid
color coded. Valve Block

SSP275/066

51
Design and Function
Level Control Pump
Temperature Sensor G290
To protect the compressor from overheating The Level Control System Control Module
and thus ensure system availability, Level J197 shuts the compressor down and
Control Pump Temperature Sensor G290 is inhibits starting when a maximum
attached to the compressor cylinder head. permissible compressor temperature
is exceeded.

Level Control Pump

Temperature Sensor G290

SSP275/067

52
 Design and Function
Level Control Pressure
Sensor G291
The Level Control Pressure Sensor G291 is Level Control
integrated in the solenoid valve block and Pressure Sensor G291
monitors the pressure in the pressure Left Rear Suspension
accumulator and the air springs. Strut Valve N150

Level Control Pressure Sensor G291

generates a voltage signal proportional to p
the pressure.
Information on accumulator pressure is
required to make plausibility checks on
the up-control functions and perform
self-diagnosis.

The individual pressures

of the air springs and the
pressure accumulator can be Level Control
Accumulator
determined by activating the Valve N311
solenoid valves accordingly.
Pressure
Accumulator
The individual pressures are measured
while the air springs or the pressure
accumulator are evacuating or filling.
The pressures determined in this way are
stored and updated by the Level Control
System Control Module J197.
During vehicle operation the accumulator
pressure is determined and updated by the
Level Control System Control Module J197
every six minutes.

Solenoid
Valve Block

SSP275/068

53
Design and Function
Vehicle Level Control
System Sensors
Front Axle Vehicle Level
Control System Sensor The four vehicle level control system
sensors are wheel angle sensors:
• Left Rear Level Control System
Sensor G76
• Right Rear Level Control System
Sensor G77
• Left Front Level Control System
Sensor G78
• Right Front Level Control Sensor G289
Changes in the level of the vehicle body
are registered and converted to angular
changes using coupling rod kinematics.
The wheel angle sensors used operate
according to the induction principle.
SSP275/076
The signal output provides an
angle-proportional pulse-width-modulated
signal for the self-leveling suspension.

Rear Axle Vehicle Level

Control System Sensor

The four sensors are identical;

only the mounts and the coupling
rod kinematics are specific for
each side and axle.

Deflection of the sender crank,

and hence the output signal, is
opposed on the left and right. As
a result, during suspension
compression for example, the
output signal rises on one side
and drops on the other side.
SSP275/075

Coupling Rods

54
 Design and Function

Level Control System Sensor Design The rotor is connected to the actuating
lever and moves with it. A closed conductor
A level control system sensor basically
loop is located on the rotor. The conductor
consists of a stator and a rotor.
loop has the same geometric shape as the
The stator comprises a multi-layer board three receiver coils.
that houses the exciter coil and three
receiver coils, as well as the control and
electronic evaluation module. The three
receiver coils are star-shaped and arranged
in an offset pattern. The stator exciter coil
is located on the back of the board.

Actuating Lever
on Rotor
Contacts to Printed
Circuit Board

Rotor with
Conductor Loop
Electrical
Connection

Stator
Exciter Coil
Control and Electronic
Evaluation Module

Contacts

Back of
Front of Multi-Layer Board Multi-Layer
with Receiver Coils Board
SSP275/069

55
Design and Function

Stator Level Control System Sensor Function

Board
Alternating Three An alternating current flows through the
Current Receiver stator exciter coil and produces an
Coils alternating electromagnetic field (first
magnetic field) around the exciter coil. This
alternating field permeates the conductor
loop of the rotor.
V1
The electric current induced in the
V2 conductor loop of the rotor in turn
produces an alternating electromagnetic
field (second magnetic field) around the
rotor conductor loop. The alternating fields
V3 of the exciter coil and the rotor act upon
the three receiver coils and induce
position-dependent AC voltages in the
receiver coils.
Whereas induction in the rotor is
Exciter Coil
independent of the rotor’s angular position,
First Magnetic Field induction in the receiver coils is dependent
Around Exciter Coil on their distance from the rotor, and hence
their angular position in relation to the rotor.
Conductor Loop
With Induced Current

Rotary
Motion

Second Magnetic Alternating

Field Around Current
Conductor Loop

Rotor Connected
to Actuating Lever

SSP275/070

56
 Design and Function

Since rotor overlap in relation to the The control and electronic evaluation
individual receiver coils varies depending on module rectifies and amplifies the AC
angular position, the induced voltage voltages of the receiver coils and
amplitudes in the receiver coils vary proportions the output voltages of the three
according to their angular position. receiver coils (ratiometric measurement).
After the voltage is evaluated, the result is
converted to output signals from the level
sensor and made available to the control
modules for further processing.

Example of Voltage Amplitudes in the

Receiver Coils Depending on Rotor Position

V1

0
Time

Receiver Coil 1

V2

0
Time

Receiver Coil 2

V3

0
Time

Receiver Coil 3

SSP275/071

57
Design and Function
Body Acceleration Sensors
Left Front Body Acceleration Sensor G341 The three body acceleration sensors
in Left Front Wheel Housing measure the vertical acceleration of the
vehicle body.
• Left Front Body Acceleration Sensor
G341 is located in the left front
wheel housing.
• Right Front Body Acceleration Sensor
G342 is located in the right front
wheel housing.
• Rear Body Acceleration Sensor G343 is
located in the right front area of the
luggage compartment, behind the
luggage compartment lining.

SSP275/079

Rear Body Acceleration Sensor

G343 in Luggage Compartment

SSP275/080

58
 Design and Function
Wheel Acceleration
Sensors
There are four wheel acceleration sensors
used in the Phaeton air suspension system
with continuously controlled damping:
• Left Front Wheel Acceleration
Sensor G337
• Right Front Wheel Acceleration
Sensor G338
• Left Rear Wheel Acceleration
Sensor G339
• Right Rear Wheel Acceleration
Sensor G340 Left Front Wheel
Acceleration Sensor G337
They are all mounted directly on their or Right Front Wheel
respective air spring struts at the front and Acceleration Sensor G338
rear axles.
They measure wheel acceleration.
SSP275/088
The Level Control System Control Module
J197 uses these signals along with body
acceleration signals to calculate the
direction in which the struts are moving in
relation to the vehicle body.
Left Rear Wheel
Acceleration Sensor G339
or Right Rear Wheel
Acceleration Sensor G340

SSP275/080
SSP275/089

59
Design and Function

Function and Design

of the Acceleration Sensors
All of the body and wheel acceleration Acceleration sensor
sensors used in the system are essentially measurement ranges:
the same and operate identically. They do
Acceleration due to the force of gravity
have different mechanical attachments and
varies depending upon where on the earth
measurement ranges (sensitivity).
it is measured. The force of gravity is
The acceleration sensors operate according greater measured at the poles and less at
to the capacitive measurement principle. the equator.
A flexibly mounted mass (m) acting as a The abbreviation “g” is the accepted unit
center electrode oscillates between of measurement for acceleration due to
capacitor plates and varies the capacitance the force of gravity.
of capacitors C1 and C2 in the opposite
Acceleration due to gravity is normally
direction at the same rate as their oscillation.
designated as 1g, but the standard value
The plate distance d1 of one capacitor of the factor for gravitational force varies
increases by the same amount as the slightly between different regions of
distance d2 decreases in the other capacitor. the world.
The capacitance in the individual capacitors • The U.S. customary standard used is
changes as a result. 32.16 ft/sec2.
An electronic evaluation module supplies • The European metric standard used
an analog signal voltage to the Level is 9.81 m/sec2, which converts to
Control System Control Module J197. 32.185 ft/sec2.
For an understanding of the acceleration
Capacitive Measurement Principle
sensors and how they operate, these minor
of the Acceleration Sensors differences are unimportant.
The body acceleration sensors have a
measurement range of ± 1.3 g.
C1 The wheel acceleration sensors have a
measurement range of ± 13 g.
d1

d2

C2

SSP275/091

60
 Design and Function
Interfaces
CAN Data Bus Information Exchange This system overview shows examples of
the type of information provided via the
Information on air suspension and damping
drivetrain CAN data bus and received and
control is exchanged between the Level
used by the networked control modules.
Control System Control Module J197 and
the networked control modules via
the drivetrain CAN data bus, with the
exception of a few interfaces.

Engine Control Module:

Engine speed
Drivetrain CAN
Data Bus High

ABS Control Module

Level Control System with EDL/ASR/ESP J104:
Control Module J197 ESP status
System status (OK or Not OK)
Self-diagnosis
Fault memory entry
Level status
Increase in level Front Information Display
Control Head J523
Decrease in level
Drivetrain CAN

Information interchange with

Data Bus Low

Infotainment system
Operation of Infotainment system
Information interchange with
Control Module with Indicator Unit Vehicle Electrical System
in Instrument Panel Insert J285 Control Module J519

Information Sent from

Level Control System
Control Module J197 Driver Identification
Control Module J589
Information Received
and Evaluated by
Level Control System
Control Module J197
SSP275/074

61
Design and Function
Functional Diagram –
Air Suspension with
Continuously Controlled Damping
Components Color Coding
E256 ASR/ESP Button Input Signal
E387 Dampening Adjustment Button Output Signal
E388 Level Control Button
Positive
F213 Door Contact Switch, Driver’s Door
Ground
G76 Left Rear Level Control System Sensor
G77 Right Rear Level Control System Sensor CAN Data Bus
G78 Left Front Level Control System Sensor
G289 Right Front Level Control Sensor
G290 Level Control Pump Temperature Sensor
G291 Level Control Pressure Sensor
G337 Left Front Wheel Acceleration Sensor
G338 Right Front Wheel Acceleration Sensor
G339 Left Rear Wheel Acceleration Sensor
G340 Right Rear Wheel Acceleration Sensor
G341 Left Front Body Acceleration Sensor
G342 Right Front Body Acceleration Sensor
G343 Rear Body Acceleration Sensor
J104 ABS Control Module with EDL/ASR/ESP
J197 Level Control System Control Module
J403 Relay for Compressor Level Control System
J567 Left Headlight Range Control Module
J568 Right Headlight Range Control Module
N111 Solenoid for Level Control System (Drain
Valve)
N148 Left Front Suspension Strut Valve
N149 Right Front Suspension Strut Valve
N150 Left Rear Suspension Strut Valve
N151 Right Rear Suspension Strut Valve
N311 Level Control Accumulator Valve
N336 Left Front Dampening Adjustment Valve
N337 Right Front Dampening Adjustment Valve
N338 Left Rear Dampening Adjustment Valve
N339 Right Rear Dampening Adjustment Valve
S Fuse
V66 Motor for Compressor – Level Control
System

62
 Design and Function

30 30
15 15

Can Data Bus – High

Can Data Bus – Low

S44 S19 S6
10A 5A J567/J568 40A
G337 G338 G339 G340 G341 G342 G343 G76 G77 G78 G289

F213

J197

E387 E388

t°

E256 G291 N148 N149 N150 N151 N311 N336 N337 N338 N339 G290 V66 N111 J403

J104
31 31
SSP275/073

63
Design and Function
Additional Interfaces
Door Contact Signal Headlight Range Control Signal
This signal is a ground signal from the Level height adjustments are made for
Vehicle Electrical System Control Module each axle. This would temporarily reduce
J519. It indicates that a vehicle door or the the range of vision while driving at night.
luggage compartment lid has been opened. The Phaeton is equipped with a headlight
range control. The automatic dynamic
It serves as a “wake up signal” for
headlight range control keeps the light
the transition from sleep mode to
cone at a constant angle.
standby mode.
To avoid constant, unnecessary
Terminal 50 Signal (Via CAN Data Bus) adjustments in level height due to surface
This signal indicates that the starter has unevenness, such as bumps or potholes,
been activated. It shuts down the level the self-leveling suspension has long
control system compressor during the reaction times when the vehicle is travelling
start-up routine. at relatively constant road speed and if
there is little or no wheel acceleration.
This safeguards the start-up routine and
conserves the battery. If level height is adjusted in highway mode
for example, the Level Control System
K Wire Control Module J197 sends a voltage signal
Self-diagnosis information is exchanged to the Headlight Range Control Module
between the Level Control System Control J431. The headlight range control reacts
Module J197 and the VAS 5051 via the immediately and adjusts the angle of the
CAN data bus connection to the Control light cone depending on the change of
Module with Indicator Unit in Instrument body position.
Panel Insert J285 (gateway), and from there Level change sequence:
to the VAS 5051 via the K wire.
• Raising – the level is raised at the rear
axle first, followed by the level at the
front axle.
• Lowering – the level at front axle is
lowered first, followed by the lowering
of the level at the rear axle.

64
 Design and Function
Emergency Running Mode
Both the air spring control system and the In these cases, a “Level Fault”
damping control system adopt stored or “Damper Fault” warning is
emergency running strategies in the event issued and a warning symbol
of faults in the sensors, the actuators, or appears in the instrument cluster.
internal faults in the Level Control System
Control Module J197. The vehicle must be taken to
the workshop for repair.
Control actions are limited under certain
circumstances and an entry is made in the
fault memory.

65
Service
Self-Diagnosis
Vehicle Diagnosis, Test and Information
System VAS 5051 and Vehicle Diagnosis
and Service Information System VAS 5052
are both suitable for communication
with the Level Control System Control
Module J197.
Self-diagnosis can be accessed with this
equipment using Address Word 34 –
Self-leveling suspension.
Resetting the Adjustment Position
If the Level Control System Control Module
J197, a vehicle level sensor, or the entire air
supply module are replaced, then the
adjustment position must be reset.
The adjustment position is reset using the
“Basic setting” function located in “Guided
fault-finding.”

Please note that repairs

SS275/050a
group 01 is integrated in
“Guided fault-finding.”

SSP275/050b

66
 Service

The color coded sensors, actuators,

and auxiliary signals are tested as part of
the self-diagnosis and guided fault-finding
for the Phaeton air suspension with
continuously controlled damping.

CLIMATE MAP NAV AUDIO SETTINGS ON/DARK

RESET VEHICLE NAV SET TRIP DATA MANUAL HELP

FM CD

AM SCAN AM BAL/FAD

E387, E388 --
J197 N111

N148, N149,
G76, G77, N150, N151
G78, G289

N311
G290

N336, N337,
N338, N339
G291

4 80 100 120
70 140
3 5 60
160
50
2 6 40
180

30 200

50 80
20
110
1 7
30
60
90

120
1/4
1/2
3/4
20
10 240
260
220

10
12
14
16
J403
G337, G338,
G339, G340 J285/J533

J567, J568
G341, G342,
G343

Door/Hood/Luggage T16
Compartment Lid Contact

Terminal 15

Terminal 30

SSP275/096

67
Notes

68
 Knowledge Assessment

An on-line Knowledge Assessment (exam) is available for this Self-Study Program.

The Knowledge Assessment may or may not be required for Certification.

You can find this Knowledge Assessment at:

www.vwwebsource.com

From the vwwebsource.com Homepage, do the following:

– Click on the Certification tab

– Type the course number in the Search box

– Click “Go!” and wait until the screen refreshes

– Click “Start” to begin the Assessment

For Assistance, please call:

Certification Program Headquarters

1 – 877 – CU4 – CERT

(1 – 877 – 284 – 2378)

(8:00 a.m. to 8:00 p.m. EST)

Or, E-Mail:

Comments@VWCertification.com

69
cvr-outside-back-ssp275 6/30/03 1:59 PM Page 1

Volkswagen of America, Inc.

3800 Hamlin Road
Auburn Hills, MI 48326
Printed in U.S.A.
August 2003