Brake system damping device

Abstract

A brake system damping device includes a first chamber on which hydraulic pressure is to be applied, a second chamber with a compressible medium located therein, and a first separating element configured to separate the first and second chambers. The damping device further includes a third chamber with a compressible medium located therein and a second separating element configured to separate the second and third chambers. The second and third chambers are connected in a medium-conducting manner via a passage in the second separating element. The first separating element is configured to move a closure element to close the passage when the hydraulic pressure in the first chamber has reached a predefined pressure value. The third chamber is formed by the second separating element and a cover. The second separating element is retained on the cover by an interference fit in a fluid-impervious manner.

Claims

1. A brake system damping device, comprising: a first chamber on which hydraulic pressure is to be applied; a second chamber in which a compressible medium is located; a first separating element configured to separate the first chamber from the second chamber; a third chamber in which a compressible medium is located; a second separating element configured to separate the second chamber from the third chamber, the second chamber connected to the third chamber in a medium-conducting manner by a passage configured in the second separating element; and a closure element configured to be moved with the first separating element, the passage configured to be closed by the closure element as soon as the hydraulic pressure in the first chamber has reached a predefined pressure value, wherein the third chamber is formed by the second separating element and a cover, and the second separating element is retained on the cover by an interference fit in a fluid-impervious manner, and wherein the brake system damping device has a rib structure that supports the second separating element and passes through the third chamber with at least one structure rib.

2. The brake system damping device according to claim 1, wherein: an axis extends through the passage and the closure element, and the second separating element extends along the axis and has a substantially radially directed shoulder against which the first separating element bears in a sealing manner.

3. The brake system damping device according to claim 1, wherein: an axis extends through the passage and the closure element, and the first separating element extends along the axis and has an annular sealing bead with which the first separating element bears in a sealing manner against one or more of the second separating element and a housing that delimits the first chamber.

4. The brake system damping device according to claim 1, wherein the second separating element is fully enclosed by the cover and the first separating element.

5. The brake system damping device according to claim 1, wherein the first separating element is formed in one piece with the closure element.

6. The brake system damping device according to claim 1, wherein the first separating element is configured with a diaphragm.

7. The brake system damping device according to claim 6, wherein the diaphragm is a roller diaphragm.

8. The brake system damping device according to claim 1, wherein the first separating element is formed from an elastomer.

9. The brake system damping device according to claim 1, wherein the predefined pressure value is predefined with a value between 0 and 30 bar.

10. The brake system damping device according to claim 1, wherein the passage is formed with an open-pored material.

11. The brake system damping device according to claim 1, wherein the rib structure forms at least two structure sub-chambers that are connected to one another by at least one connecting channel in a medium-conducting manner.

12. The brake system damping device according to claim 11, wherein the rib structure has a rib jacket that is configured to surround the rib structure.

13. The brake system damping device according to claim 12, wherein the rib jacket is configured with at least one jacket slot, and wherein the at least one jacket slot is configured to open the rib jacket toward the structure sub-chambers.

14. The brake system damping device according to claim 12, wherein the rib jacket is configured with at least one latching element that is arranged projecting from a jacket outer wall.

15. The brake system damping device according to claim 14, wherein the at least one latching element is arranged on a structure end side.

16. A brake system damping device, comprising: a first chamber on which hydraulic pressure is to be applied; a second chamber in which a compressible medium is located; a first separating element configured to separate the first chamber from the second chamber; a third chamber in which a compressible medium is located; a second separating element configured to separate the second chamber from the third chamber, the second chamber connected to the third chamber in a medium-conducting manner by a passage configured in the second separating element; and a closure element configured to be moved with the first separating element, the passage configured to be closed by the closure element as soon as the hydraulic pressure in the first chamber has reached a predefined pressure value, wherein the third chamber is formed by the second separating element and a cover, and the second separating element is retained on the cover by an interference fit in a fluid-impervious manner, and wherein the third chamber is divided into several sub-chambers that are connected in each case to the second chamber by the passage in a medium-conducting manner.

17. The brake system damping device according to claim 16, wherein the first separating element is formed in one piece with the closure element.

18. The brake system damping device according to claim 16, wherein the first separating element is configured with a diaphragm.

19. The brake system damping device according to claim 16, wherein the first separating element is formed from an elastomer.

20. The brake system damping device according to claim 16, wherein the passage is formed with an open-pored material.

Description

BRIEF DESCRIPTION OF THE DRAWINGS

(1) Exemplary embodiments of the solution according to the disclosure are explained in greater detail below on the basis of the enclosed schematic drawings. In the drawings:

(2) FIG. 1 shows a first exemplary embodiment of a brake system damping device according to the disclosure,

(3) FIG. 2 shows the brake system damping device in FIG. 1 in the case of a first applied hydraulic pressure,

(4) FIG. 3 shows the brake system damping device in FIG. 1 in the case of a second applied hydraulic pressure,

(5) FIG. 4 shows a diagram with characteristic lines as a function of pressure and volume take-up in brake system damping devices and

(6) FIG. 5 shows a second exemplary embodiment of a brake system damping device according to the disclosure,

(7) FIG. 6 shows a third exemplary embodiment of a brake system damping device according to the disclosure,

(8) FIG. 7 shows detail VII according to FIG. 6,

(9) FIG. 8 shows a fourth exemplary embodiment of a brake system damping device according to the disclosure,

(10) FIG. 9 shows detail IX according to FIG. 8 and

(11) FIG. 10 shows a fifth exemplary embodiment of a brake system damping device.

DETAILED DESCRIPTION

(12) A brake system damping device 10 having a housing 12 and a cover 14 is represented in FIG. 1. There is arranged in housing 12 a supply line 16, in which in the present case no hydraulic pressure is applied, represented by means of a crisscrossed arrow 18. Supply line 16 discharges into a first chamber 20 which adjoins a first separating element 22, here a roller diaphragm. As seen from first chamber 20, a second chamber 24 is located behind first separating element 22, which second chamber 24 is adjoined by a second separating element 26, wherein in the direction of view a third chamber 28 is located behind second separating element 26.

(13) As seen in detail, these chambers 20, 24, 28 and separating elements 22, 26 have the following appearance. First chamber 20 is surrounded by a housing inner wall 30 and a first separating element inner wall 32 of first separating element 22, referred to below as a roller diaphragm. A closure element 34 from which separating element 22 extends further to the outside to a diaphragm fold 36 is arranged to be formed centrally in separating element 22 and formed in one piece with it. A diaphragm fold recess 38 is located within diaphragm fold 36 or is surrounded by it. Adjoining diaphragm fold 36, separating element 22 extends up to a diaphragm collar 40 which engages around a coupling rim 42 of housing 12. Separating element 22 configured as a roller diaphragm bears with a part of its separating element inner wall 32 in a sealing manner against housing inner wall 30, and faces toward second chamber 24 with a first separating element outer wall 44. Second chamber 24 is surrounded by first separating element outer wall 44 and a second separating element inner wall 46 of second separating element 26.

(14) Second separating element 26 extends with a diaphragm retaining apparatus 48 into diaphragm fold recess 38. A passage 50 which connects second chamber 24 to third chamber 28 is arranged centrally in second separating element 26. Passage 50 is guided through second separating element inner wall 46, second separating element 26 and a second separating element outer wall 52. Third chamber 28 is surrounded by second separating element outer wall 52 and a cover inner wall 54 of cover 14.

(15) In the represented starting state of brake system damping device 10, no hydraulic pressure is initially applied in first chamber 20 in which a brake medium is located. Separating element 22, which is produced from an elastomer, is therefore located here substantially in its basic form. In this case, it bears against housing inner wall 30 in such a manner that first chamber 20 is hermetically sealed off from second chamber 24, wherein a gas, here specifically air, is located in second chamber 24. This gas is also located in third chamber 28 which is connected to second chamber 24 by means of passage 50. Both chambers 24, 28 thus form a joint gas volume available for damping. As a result of the greater elasticity of this gas volume, a better damping action is achieved during braking or when applying a hydraulic pressure on first chamber 20.

(16) If a hydraulic pressure is applied in first chamber 20, separating element 22 deforms in such a manner that the gas volume in second chamber 24 is reduced. Closure element 34 moves into second chamber 24. From a specific hydraulic pressure which is set above a pressure range which is relevant for damping, closure element 34 bears against second separating element inner wall 46 of second separating element 26 and closes passage 50 to third chamber 28. Second separating element 26 acts like a stop here. States of brake system damping device 10, in the case of which separating element 22 or closure element 34 thereof against second separating element 26 and closes passage 50, are represented in FIG. 2 and FIG. 3.

(17) As a result of closed passage 50, third chamber 28 is thus separated from second chamber 24, as a result of which only the remaining gas volume in second chamber 24 can be used for the further damping. The elasticity and damping action is only small since second chamber 24 is barely able to take up further volume. This effect is intentional since the travel of a brake pedal connected to the brake system is thus also no longer significantly lengthened. In the case of the state represented in FIG. 3 of brake system damping device 10, separating element 22 and second separating element 26 bear seamlessly or across the full surface against one another so that second chamber 24 disappears entirely or has no volume any more. In this case, the travel of the brake pedal is no longer lengthened.

(18) As soon as the hydraulic pressure applied in first chamber 20 decreases, separating element 22 moves back into its starting state or its starting position.

(19) FIG. 2 shows brake system damping device 10 from FIG. 1, but in a state in the case of which a first hydraulic pressure is applied on first chamber 20, represented by means of an arrow 56 in the region of supply line 16.

(20) As already mentioned, closure element 34 bears against second separating element inner wall 46 of second separating element 26 and closes passage 50 to third chamber 28. Only the remaining volume in second chamber 24 can thus be used for the further damping. In the representation of FIG. 2, this is primarily the region around diaphragm retaining apparatus 48. The effects on the damping and the braking process have already been listed in detail in the description relating to FIG. 1 and are therefore not described again here.

(21) FIG. 3 represents brake system damping device 10 from FIG. 1, but in a state in which a second hydraulic pressure is applied on first chamber 20, represented by means of an arrow 58 in the region of supply line 16.

(22) As already mentioned, closure element 34 bears against second separating element inner wall 46 of second separating element 26 and closes passage 50 to third chamber 28. Separating element 22 and second separating element 26 furthermore bear seamlessly against one another so that second chamber 24 no longer has any volume. The effects associated with this on damping and the braking process have already been listed in detail in the description in relation to FIG. 1 and are therefore not described again here.

(23) FIG. 4 shows a diagram of the relationship between a pressure 60 and a volume take-up 62 in such brake system damping devices. Here, pressure 60 is plotted on the x-axis and volume take-up 62 is plotted on the y-axis. A first characteristic line 64 and a second characteristic line 66 extend from a coordinate origin of the diagram. The diagram also shows a vertical, dashed line 68 which intersects the x-axis and a horizontal, dashed line 70 which intersects the y-axis.

(24) First characteristic line 64 shows the relationship between pressure and volume take-up for a brake system damping device with a small volume of medium which is available for damping. For the sake of simplicity here, the volume of second chamber 24 in FIG. 1 is assumed for said characteristic line 64.

(25) Second characteristic line 66 which extends above first characteristic line 64 shows the relationship between pressure and volume take-up for a brake system damping device with a comparatively large volume of medium which is available for damping. For the sake of simplicity, the total volume of second and third chamber 24, 28 in FIG. 1 is assumed here for characteristic line 66.

(26) A predefined pressure value 68 which forms the upper limit of a pressure range which is relevant for pulsation damping in such brake systems is represented with vertical, dashed line which intersects the x-axis. This relevant pressure region thus extends from the coordinate origin up to the dashed line.

(27) A volume stop 70 for brake system damping device 10 according to the disclosure is represented with the horizontal, dashed line which intersects the y-axis. This volume stop lies approximately at the volume of second chamber 24 in FIG. 1.

(28) By means of corresponding configuration of the respective volumes of second and third chamber 24, 28, brake system damping device 10 is matched to the relevant pressure range and the desired elasticity or damping action in this pressure range. In the case of optimum matching, as represented in the diagram of FIG. 4, dashed lines 68, 70 intersect with characteristic line 66 at a point.

(29) FIG. 5 represents a brake system damping device 10 which differs from that in FIG. 1 only where first separating wall 22 configured as a roller diaphragm faces toward first separating element outer wall 44. Separating element 22 itself and the region which separating element 22 faces with first separating element inner wall 32 correspond entirely with FIG. 1, and are not described again here.

(30) The main difference from brake system damping device 10 in FIG. 1 is that, instead of third chamber 28 and associated passage 50 in FIG. 1, brake system damping device 10 here in FIG. 5 has a first sub-chamber 72 with a passage 74 and a second sub-chamber 76 with a second passage 78. The two sub-chambers 72, 76 are separated by means of a separating wall 80. A further difference to FIG. 1 lies in second separating element 26 extending up to housing inner wall 30 here in FIG. 5 and separating cover 14 from it.

(31) All of the further features correspond to those in FIG. 1. Second chamber 24 is thus also surrounded here by first separating element outer wall 44 and a second separating element inner wall 46 of second separating element 26. Second separating element 26 also extends here with a diaphragm holding apparatus 48 into diaphragm fold recess 38 of separating element 22. Moreover, sub-chambers 72, 76 are next to separating wall 80, like third chamber 28 in FIG. 1, surrounded by second separating element outer wall 52 and a cover inner wall 54 of cover 14.

(32) The mode of operation here is similar to brake system damping device 10 in FIG. 1. If a hydraulic pressure is applied in first chamber 20, separating element 22 also deforms here such that the gas volume in second chamber 24 is reduced. Closure element 34 moves into second chamber 24 and, from a specific hydraulic pressure which ideally corresponds to the upper limit of the relevant pressure region bears against second separating element 26 and closes passages 74, 78 to sub-chambers 72, 76.

(33) As soon as the hydraulic pressure applied in first chamber 20 is reduced, separating element 22 configured as a roller diaphragm moves back into its starting state or its starting position. As a result of this, passages 74, 78 are then opened again and sub-chambers 72, 76 are connected again to second chamber 24.

(34) FIG. 6 shows a brake system damping device 10 which differs from that in FIG. 1 in the replacement of cover 14 and in particular the configuration of second separating element 26. The other components in FIG. 6 correspond to those in FIG. 1 and are not described again here. Only so much, in the represented state of brake system damping device 10, no hydraulic pressure 18 is applied on first chamber 20 at supply line 16 so that first separating element 22 is located in a normal form or starting form as in FIG. 1. Cover 14 in FIG. 1 is replaced in FIG. 6 by a component 82 with a component outer wall 84 and a component inner wall 86. Said component 82 can here also be used as a cover. In this case, component 82 bears against first separating element 22 so that second separating element 26 is entirely enclosed by component 82 and first separating element 22. Component inner wall 86 has a depression 88 which runs around second separating element 26, which depression 88 here is arranged at a maximum distance from first separating element 22. Component outer wall 84 bears against housing 30 or its housing inner wall 30.

(35) Second separating element 26 is configured on the side of separating element inner wall 46 to be substantially the same as in the case of second separating element 26 in FIG. 1. The difference here only lies in the fact that diaphragm holding apparatus 48 within diaphragm fold recess 38 is configured to be spread in a trumpet- or bead-shaped manner to the outside or in the direction of housing inner wall 30, referred to here as an outer camber 90. On the side of separating element outer wall 52, second separating element 26 has a rib structure 92 which extends from separating element outer wall 52 up to a structure end side 94, and thus passes through entire third chamber 28. Rib structure 92 is configured in one piece with second separating element 26 and furthermore surrounded by a rib jacket 96 with a jacket inner wall 98 and a jacket outer wall 100. Rib jacket 96 extends from separating element outer wall 52, more precisely from diaphragm holding apparatus 48 up to structure end side 94. Several latching elements, here only latching elements 102 and 104 are visible, are arranged on jacket outer wall 100 adjacent to structure end side 94, which latching elements are arranged latched-in in depression 88.

(36) Within the center of rib structure 92 there is arranged a circular hollow cylinder 106 with a cylinder cavity 108 which can be placed on separating element outer wall 52 in such a manner that passage 50 leads to cylinder cavity 108. There extend from circular hollow cylinder 106 several structure ribs, of which here only structure ribs 110 and 112 are visible, up to rib jacket 96 or its jacket inner wall 98. Structure ribs 110, 112 divide third chamber 28 within ring jacket 96 into several structure sub-chambers, of which here only structure sub-chambers 114 and 116 are visible. The structure chambers are connected by means of connecting channels, of which here only connecting channels 118, 120, 122 and 124 are visible, to cylinder cavity 108. Connecting channels 118, 120, 122, 124 are arranged on structure end side 94.

(37) Brake system damping device 10 represented here is comparable in its fundamental mode of operation with brake system damping device 10 in FIG. 1. Here too, for example, component 82, like cover 14 in FIG. 1, bears in a stabilizing manner against first separating element 22. This is supplemented in this brake system damping device 10 represented in FIG. 6 by the supporting function of rib structure 92 which furthermore enables a graduated adjustment of the degree of damping as well as the latching-in anchoring of second separating element 26 in component 82, configured here as a cover. The supporting effect is achieved in that all the components of rib structure 92 extend from separating element outer wall 52 up to structure end side 94, wherein the structure end side bears against component inner wall 86. Adjustment of the degree of damping can be carried out by means of closing of one or more of connecting channels 118, 120, 122, 124 to structure sub-chambers 114, 116. The latching-in anchoring in component 82 is performed by means of latching elements 102, 104. When inserting second separating element 26 into component 82 or pushing component 82 onto second separating element 26, latching elements 102, 104 are pushed inward, i.e. into rib jacket 96. As soon as structure end side 94 has reached component inner wall 86, latching elements 102, 104 latch into depression 88 provided for this in component 82.

(38) Second separating element 26 from FIG. 6 is represented in perspective with a view of structure end side 94 in FIG. 7. Rib structure 92 is therefore particularly clearly visible. Outer camber 90 and jacket outer wall 100 are also more clearly apparent here. In addition to structure ribs 110 and 112, further structure ribs 126, 128, 130 and 132 are thus also represented which extend from circular hollow cylinder 106 up to rib jacket 96 or its jacket inner wall 98. Structure sub-chambers 114, 116, 134, 136, 138, 140 are arranged between structure ribs 110, 112, 126, 128, 130, 132 and connected by means of connecting channels 118, 120, 122, 124, 142, 144 to cylinder cavity 108. In addition to latching elements 102 and 104, further latching elements 146, 148, 150, 152 are thus also represented on jacket outer wall 100 and at structure end side 94. Each of these latching elements 102, 104, 146, 148, 150, 152 is arranged bearing against two of several jacket slots 154, 156, 158, 160, 162, 164, 166, 168, 170, 172, 174, 176, wherein jacket slots 154, 156, 158, 160, 162, 164, 166, 168, 170, 172, 174, 176 extend from structure end side 94 in the direction of outer camber 90.

(39) The components newly represented here, which are similar in terms of designation to those in FIG. 6, such as, for example, further latching elements 146, 148, 150, 152, also have the same function. Such components are therefore not explained again in terms of their function. Jacket slots 154, 156, 158, 160, 162, 164, 166, 168, 170, 172, 174, 176 are entirely newly visible and have therefore not yet been described in terms of their functionality. These not only fulfil the purpose of making available additional volume of third chamber 28. In particular, jacket slots 154, 156, 158, 160, 162, 164, 166, 168, 170, 172, 174, 176 divide rib jacket 96 from the perspective of structure end side 94 in such a manner that latching elements 102, 104, 146, 148, 150, 152 are separated. Depending on the flexibility of the material of second separating element 26, the regions of rib jacket 96 on which one of latching elements 102, 104, 146, 148, 150, 152 is arranged, can be pushed more or less easily inward. As a result of this, the assembly described in relation to FIG. 6 of second separating element 26 and/or of component 82 is significantly facilitated.

(40) FIG. 8 shows a brake system damping device 10 which differs from that in FIG. 6 in the configuration of component 82 and of second separating element 26. No hydraulic pressure 18 is thus applied on first chamber 20 here by means of supply line 16. In contrast to FIG. 6, component 82 does not reach with its component outer wall 84 and component inner wall 86 here in FIG. 8 to first separating element 22. As a result of this, a fourth chamber 178 which surrounds second separating element 26 or its rib jacket 96 is formed. Second separating element 26 here has a bearing ring 180 which surrounds rib jacket 96 and is configured in one piece with it. Bearing ring 180 has a ring outer edge 182 and projects into fourth chamber 178 in such a manner that it bears against first separating element 22, and furthermore terminates with ring outer edge 182 on housing 12 or housing inner wall 30. Fourth chamber 178 is thus surrounded or formed by housing 12, component 82 and second separating element 26 or rib jacket 96 and bearing ring 180 of second separating element 26.

(41) Fourth chamber 178 is divided by means of several ring ribs, of which here only the two ring ribs 184 and 186 are represented, into several ring sub-chambers, of which here only ring sub-chambers 188 and 190 are represented. Ring sub-chambers 188, 190 are connected to structure sub-chambers 114, 116 by means of jacket slots 154, 156, 166, 168, only represented in FIGS. 7 and 9, in a medium-conducting manner. All of the further components and details in FIG. 8 correspond to those in FIG. 6, and are not listed again here.

(42) Brake system damping device 10 represented here is comparable in terms of its fundamental mode of operation with brake system damping device 10 in FIG. 6. However, component 82 here no longer bears in a stabilizing manner against first separating element 22. This task is taken on here by bearing ring 180 of second separating element 26. Fourth chamber 178 generated as a result of the smaller or shorter component 82 is thus available as additional volume, as a result of which an even high degree of damping of brake system damping device 10 is achieved. As a result of the division of fourth chamber 178 into several ring sub-chambers 188, 190, the degree of damping is also graduated here. Ring ribs 184, 186 which separate fourth chamber 178 furthermore support bearing ring 180 against component 82.

(43) Second separating element 26 from FIG. 8 is represented in perspective in FIG. 9. Outer camber 90 and jacket outer wall 100 of rib jacket 96 are also again clearly apparent. The focus in FIG. 9 is in particular bearing ring 180 with its ring outer edge 182 and ring ribs arranged on bearing ring 180, of which, in addition to ring ribs 184 and 186, further ring ribs 192, 194, 196 are also represented here. Rib structure 92 at structure end side 94 is not clearly apparent in the perspective represented here, but corresponds to rib structure 92 in FIG. 7. Jacket slots 156, 158, 160, 162 and 164 in rib jacket 96 which extend from structure end side 94 in the direction of bearing ring 180 are clearly apparent. Bearing ring 180 and ring ribs 184, 186, 192, 194, 196 are arranged on jacket outer wall 100 in such a manner that jacket slots 156, 158, 160, 162, 164 come closer to bearing ring 180 than ring ribs 184, 186, 192, 194, 196 protrude from it. It is only in this manner that ring sub-chambers, of which, in addition to ring sub-chambers 188 and 190, further ring sub-chambers 198, 200, 202, 204 are also indicated here, are connected to structure sub-chambers 114, 116, 134, 136, 138, 140, only represented in FIG. 7, in a medium-conducting manner.

(44) The components newly represented here which are similar to those represented in FIG. 8 in terms of designation such as, for example, further ring ribs 192, 194, 196 also have the same function. Such components are therefore not explained again in terms of their function. Jacket slots 154, 156, 158, 160, 162, 164 are once again newly visible here and have therefore not yet been described in terms of their functionality in FIG. 8. Remaining jacket slots 166, 168, 170, 172, 174, 176 represented in FIG. 7 are not represented for this embodiment. Since second separating element 26 is, however, configured to be symmetrical, an overall image can be arrived at on the basis of the visibly represented components. It can furthermore be concluded on the basis of FIG. 8 and FIG. 9 in combination how ring sub-chambers 188, 190, 198, 200, 202, 204 are connected by means of jacket slots 154, 156, 158, 160, 162, 164 to ring structure 92 within rib jacket 96.

(45) FIG. 10 illustrates an exemplary embodiment of a brake system damping device 10, in the case of which second separating element 26 is also configured with a passage 50 and a rib structure 92. Rib structure 92 is configured to be of such a size radially in relation to the axis of second separating element 26 that rib jacket 96 has on its jacket outer wall 100 substantially a diameter of the same size, such as housing 12 on housing inner wall 30. The diameter of second separating element 26 therefore corresponds largely to the diameter of first chamber 20.

(46) Second separating element 26 is furthermore configured on its jacket outer wall 100 to be of such a size that it forms a fluid-impervious interference fit 206 there with component inner wall 86 of component 82 which represents a cover 14.

(47) Second separating element 26 furthermore has at the transition from cover 14 to house 12 a step or a shoulder 208 which, as seen in the cross-section represented in FIG. 10, is oriented substantially transversely or radially to the axis of separating element 26. There is arranged on shoulder 208 a sealing bead 210 which belongs to first separating element 22 and by means of which first separating element 22 is sealed off both toward second separating element 26 and toward housing 12. This sealing off is performed by means of a pressing in of sealing bead 210 between second separating element 26 and housing 12 or its housing inner wall 30 during mounting of first separating element 22 together with second separating element 26 and cover 14 into chamber 20. As the last step of this mounting, cover 14 is fixed externally on housing 12 by means of a silencing 212 and in this manner the arrangement first separating element 22, second separating element 26 and component 82 in housing 12 is arranged in a stationary manner.