WO2014154562A1 - Moyen d'étanchéité et structure d'étanchéité comprenant ledit moyen d'étanchéité - Google Patents

Moyen d'étanchéité et structure d'étanchéité comprenant ledit moyen d'étanchéité Download PDF

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Publication number
WO2014154562A1
WO2014154562A1 PCT/EP2014/055614 EP2014055614W WO2014154562A1 WO 2014154562 A1 WO2014154562 A1 WO 2014154562A1 EP 2014055614 W EP2014055614 W EP 2014055614W WO 2014154562 A1 WO2014154562 A1 WO 2014154562A1
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WO
WIPO (PCT)
Prior art keywords
sealing
mortise
sealing means
tenon
groove portion
Prior art date
Application number
PCT/EP2014/055614
Other languages
English (en)
Inventor
Andrew C. Shum
Original Assignee
Basf Se
Priority date (The priority date is an assumption and is not a legal conclusion. Google has not performed a legal analysis and makes no representation as to the accuracy of the date listed.)
Filing date
Publication date
Application filed by Basf Se filed Critical Basf Se
Priority to CN201480017886.9A priority Critical patent/CN105209804B/zh
Publication of WO2014154562A1 publication Critical patent/WO2014154562A1/fr

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Classifications

    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F16—ENGINEERING ELEMENTS AND UNITS; GENERAL MEASURES FOR PRODUCING AND MAINTAINING EFFECTIVE FUNCTIONING OF MACHINES OR INSTALLATIONS; THERMAL INSULATION IN GENERAL
    • F16J—PISTONS; CYLINDERS; SEALINGS
    • F16J15/00—Sealings
    • F16J15/16—Sealings between relatively-moving surfaces
    • F16J15/32—Sealings between relatively-moving surfaces with elastic sealings, e.g. O-rings
    • F16J15/3248—Sealings between relatively-moving surfaces with elastic sealings, e.g. O-rings provided with casings or supports
    • F16J15/3252—Sealings between relatively-moving surfaces with elastic sealings, e.g. O-rings provided with casings or supports with rigid casings or supports
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F16—ENGINEERING ELEMENTS AND UNITS; GENERAL MEASURES FOR PRODUCING AND MAINTAINING EFFECTIVE FUNCTIONING OF MACHINES OR INSTALLATIONS; THERMAL INSULATION IN GENERAL
    • F16J—PISTONS; CYLINDERS; SEALINGS
    • F16J15/00—Sealings
    • F16J15/16—Sealings between relatively-moving surfaces
    • F16J15/32—Sealings between relatively-moving surfaces with elastic sealings, e.g. O-rings
    • F16J15/3248—Sealings between relatively-moving surfaces with elastic sealings, e.g. O-rings provided with casings or supports
    • F16J15/3252—Sealings between relatively-moving surfaces with elastic sealings, e.g. O-rings provided with casings or supports with rigid casings or supports
    • F16J15/3256—Sealings between relatively-moving surfaces with elastic sealings, e.g. O-rings provided with casings or supports with rigid casings or supports comprising two casing or support elements, one attached to each surface, e.g. cartridge or cassette seals
    • F16J15/3264—Sealings between relatively-moving surfaces with elastic sealings, e.g. O-rings provided with casings or supports with rigid casings or supports comprising two casing or support elements, one attached to each surface, e.g. cartridge or cassette seals the elements being separable from each other
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F16—ENGINEERING ELEMENTS AND UNITS; GENERAL MEASURES FOR PRODUCING AND MAINTAINING EFFECTIVE FUNCTIONING OF MACHINES OR INSTALLATIONS; THERMAL INSULATION IN GENERAL
    • F16J—PISTONS; CYLINDERS; SEALINGS
    • F16J15/00—Sealings
    • F16J15/16—Sealings between relatively-moving surfaces
    • F16J15/32—Sealings between relatively-moving surfaces with elastic sealings, e.g. O-rings
    • F16J15/3268—Mounting of sealing rings

Definitions

  • the present invention relates to a sealing means, and particularly a sealing means used for a housing cover having a through-hole provided for a rotating shaft to be sealed, the housing cover for example being used for sealing a housing, e.g. a crankcase of a vehicle engine or an engine block.
  • crankcase end cap of an engine is typically made of a material identical to that of the crankcase body or the engine block or of a material having the same coefficient of thermal expansion (CTE) as the material of the crankcase body or the engine block, so as to ensure that the axis of a dynamic sealing element for sealing the crankshaft is always coaxially aligned with the crankshaft over the entire designed operational temperature range, avoiding the risk of misalignment between the axis of the dynamic sealing element and the axis of the crankshaft and therefore minimizing the side-load imparted on the dynamic sealing element due to thermal deformation, thereby preventing leakage and possible permanent seal damage.
  • CTE coefficient of thermal expansion
  • an engine front cover made of plastic expands at a rate several times greater than an engine block made of metal (typically cast iron or aluminum alloy); the mismatch of CTE between the plastic and the engine block material will cause part of the sealing means to press harder towards the crankshaft surface while the diametrically opposite side of the sealing means will be pulled in a direction away from the crankshaft surface.
  • the unbalanced loads upon the sealing means results in the side-load referenced herewith.
  • the side-load applied by the engine front cover onto the sealing means disposed around the crankshaft will accelerate wear on the seal lip of the dynamic sealing element provided for the crankshaft and may lead to accelerated wear and eventual seal failure.
  • the reduced load on the seal lip of the dynamic sealing element may result in oil leakage even prior to the seal lip physically wearing, due mainly to insufficient seal load.
  • the crankcase body or the engine block is often made of metal. Therefore, in light of the above potential modes of failure for the sealing means, making an engine front cover from other materials than metal, or from materials with different CTE from the metal of the crankcase body or the engine block, such as light materials e.g. plastic, is always considered as not practical or unworkable.
  • Fig. 6 shows a modular seal design produced by Bruss Corporation, a well established seal manufacturer, for solving the problem of misalignment between the seal centerline and the crankshaft centerline, wherein the modular seal design is a bolt-on seal module, comprising: a base 100 made of hard engineering plastic; a flexible corrugated S-profiled elastomer 200 which is over-molded onto the base and which includes a dynamic seal lip intended to serve as a dynamic rotational seal for the crankshaft; a flat elastomeric gasket 300 disposed on the mating face of the base facing the engine front cover, the gasket being intended to seal the modular seal relative to the engine front cover, wherein the engine front cover must be equipped with entrapped metallic female threads to receive the assembly screws installed from the outside and passing through the base.
  • the modular seal design is a bolt-on seal module, comprising: a base 100 made of hard engineering plastic; a flexible corrugated S-profiled elastomer 200 which is over-molded onto the base and which
  • the female threads must be designed to prevent rotation to allow tightening the assembly screws from the outside.
  • a metallic anti-compression spacer is needed at each bolt location to ensure an all-metallic load path for the bolt load. If plastic, instead, is subject to part of the bolt load, creep deformation will occur to the plastic, leading to loss of torque of the bolt joint.
  • the elastomeric material in the 'S'-profiled corrugation will be subject to changes in stiffness over the operational temperature range of the seal (typically the range from -40°C to 150°C are used in engine applications). Misalignment between the seal centerline and shaft centerline will result in side-loads being imparted on the seal. Especially during low temperature operation, the stiffness of elastomeric material becomes higher, and the side-load also becomes higher, leading to accelerated seal wear at the lip(s). Therefore, the main problem with the modular seal design is that it is sensitive to temperature change. The designers may conceive of reducing the side loads during low temperatures by reducing the stiffness of the corrugated elastomer.
  • the material chosen for the corrugated elastomer must be the same as for the dynamic lip seal. Because the optimal material properties between the corrugated elastomer and the dynamic lip seal may not be the same, meeting requirements for the corrugated elastomer must be compromised with some properties of the dynamic lip seal.
  • the modular seal design is assembled to the engine front cover with bolts, and the assembling process is quite complex and work-load intensive.
  • a housing cover for a vehicle engine housing is known from a document WO2005/003604A1, wherein the housing cover has a through-hole for a crankshaft extended from the inside of the housing, including a reinforcing flange of light metal pressure cast and a sealing flange of polymer material, the reinforcing flange being detachably connected to the sealing flange by a snap lock.
  • a dynamic sealing element is secured to the sealing flange at the inner circumferential side facing the crankshaft and a static sealing element is secured to the sealing flange at the outer circumferential side facing the housing; in the outer contour of the sealing flange a notch is arranged through which the static sealing element is connected to the sealing flange in a form- fitting and non-moveable manner.
  • the sealing flange may be made of non-metallic material or light metal, such as polyamide, polyphenylene sulfide and polyphthalamide. Therefore, for corresponding applications, the materials of the housing cover can be selected before mounting and manufacture of the individual parts of the housing cover can be performed independent of each other.
  • the reinforcing flange and the sealing flange are connected by force-fitting and/or form- fitting and/or material fitting. Difference in thermal expansion coefficient of the materials of different parts of the housing cover may still lead to side loads on the dynamic sealing element, resulting in decreased sealing performance.
  • the present invention is intended to overcome one or more of the above design weaknesses which have prevented making engine front covers from materials with different CTE than the material of the crankcase body or of the engine block.
  • the objective of the present invention is to provide a sealing means for sealing between a shaft and an aperture of a cover part, which enables to ensure that, by eliminating or reducing side-loads of the sealing means applied onto the shaft by deformation caused by differences in the thermal expansion rates or the cooling shrinkage rates of the dissimilar materials between the crankcase body or engine block and the cover part, the sealing means attached to the cover part is always aligned with the shaft in a coaxial manner, maintaining the sealing performance between the cover part and the shaft.
  • the manufacturing material of the cover part is no longer required to have the same CTE as the crankcase body or the engine block.
  • a sealing means for sealing between a shaft and an aperture of a cover part comprising a circumferential rotational- sealing member fitted around the shaft passing through the aperture; and an adjustment face-sealing member attached to the circumferential rotational-sealing member and fixedly connected to the cover part, wherein the adjustment face-sealing member comprises a mortise and a tenon engaged with each other in a sealing manner, and an annular mortise groove portion of the mortise and an annular tenon protrusion portion of the tenon are capable of sliding relative to each other in an engagement plane so as to allow the sealing means to remain coaxially aligned with the shaft.
  • the mortise groove portion is in the form of a slot made of a material having moderate hardness, such as fluoro elastomer (FKM).
  • FKM fluoro elastomer
  • the material for the mortise groove portion has hardness of Shore A durometer of 60-90.
  • the mortise groove portion made of FKM is designed to significantly reduce friction generated by relative sliding movement between the mortise groove portion and the tenon protrusion portion.
  • the tenon protrusion portion is provided with an annular ridge, a tip of which abuts against an inner side wall of the mortise groove portion, forming a seal-bead, so as to increase the contact-bead load applied between the tenon protrusion portion and the mortise groove portion, and to ensure sealing performance of the adjustment face-sealing member.
  • the mortise comprises a support which is formed by an outer plate and an inner plate pressed onto the inner side of the outer plate.
  • the support is configured to support the mortise groove portion in compression.
  • the amount of compression is optimized through development testing to provide sufficient seal-bead load to prevent oil leakage past the mortise and tenon joint while allowing the tenon protrusion portion to slip relative to the mortise groove portion with low friction.
  • a pocket of a well controlled depth for receiving the mortise groove portion is formed by the outer plate and the inner plate, for example, when the mating surfaces of both plates are pressed together in intimate contact.
  • the invention intends for the manufacturing control of the pocket depth at the inner plate to be such that the optimized compression of the mortise and tenon joint described above can be achieved.
  • the mortise groove portion is provided, at each of the two sides of the mortise groove portion facing the outer plate and the inner plate, with two ridged rings spaced at two concentric diameters.
  • the ridged rings receive and transmit clamp force applied by the seal-bead (for example, formed by stamping) of the tenon protrusion portion.
  • the section of the mortise groove portion within the region of the annular space in this case acts like an annular "leaf spring", with the raised concentric ridged rings acting as the fulcrums of the leaf spring, so as to avoid squeezing by the tenon protrusion portion, such that the relationship of the friction between the tenon protrusion portion and the mortise groove portion can be de-sensitized in relationship to the manufacturing tolerances of the heights of the concentric raised rings on the mortise groove portion and the seal-bead on the tenon protrusion portion.
  • the net effect is to provide a more consistent seal-bead load and frictional load which is robust against manufacturing variations in the heights of the concentric rings on the mortise groove portion and the height of the seal-bead on the tenon protrusion portion.
  • a room temperature vulcanization (RTV) silicon rubber liquid sealant is applied between the outer plate and the inner plate during press assembly.
  • the RTV sealant functions as a compliant adhesive to prevent the outer plate from separating from the inner plate when subject to external forces and to make up for variations in flatness between the mating surfaces of the inner and outer plates.
  • an inside bottom edge of the mortise groove portion and a periphery of the tenon protrusion portion are provided with matching flats at corresponding positions so as to prevent relative rotation between the mortise groove portion and the tenon protrusion portion.
  • the tenon is a ringed member fitted around the rotational- sealing member and the tenon protrusion portion is on the outer periphery of the tenon;
  • the mortise is a ringed member fixedly connected to the cover part and the mortise groove portion is on the inner periphery of the mortise.
  • the mortise is integral with the cover part by an insert molding process, or, less preferably, adhered to the cover part by means of adhesive.
  • the rotational-sealing member is a hydrogenated nitrile rubber (HNBR) dual-lipped shaft seal, preferably with metal-spring energization.
  • HNBR hydrogenated nitrile rubber
  • the tenon protrusion portion is made of dual-side galvanized steel in order to provide the tenon with corrosion protection.
  • the present invention further provides a sealing structure comprising a cover part having an aperture, a shaft mounted in the aperture, wherein the above said sealing means is disposed inside the aperture and fitted onto the shaft.
  • the cover part may be an engine housing cover and the shaft may be an engine crankshaft.
  • the invention intentionally utilizes the vibration of the crankshaft due to engine firing frequencies to provide minute impact loads perpendicular to the crankshaft axis to jog the tenon protrusion portion relative to the mortise groove portion in minute steps in the direction of reducing side-loads on the seal lip(s); thereby preventing significant side-loads from building by sliding the tenon protrusion portion to maintain coaxial alignment with the crankshaft axis.
  • the cover part may be made of a material identical with or different from the engine block.
  • the cover part is made of plastic.
  • the sealing means of the present invention even with external factors that may cause the sealing means to coaxially de-align from the shaft, such as thermal deformation, the engine housing cover, for example, the engine front cover is no longer restricted to being made of the same material as the engine block but can employ materials different from the engine block.
  • the sealing means of the present invention can also eliminate the side-loads through relative translation between the mortise groove portion and the tenon protrusion portion.
  • Fig. 1 is a sectional schematic view of an engine assembly in which the housing cover is equipped with a sealing means according to the present invention
  • Fig. 2 is a longitudinal sectional view showing the mounting state of the sealing means according to the present invention around an engine crankshaft and in an aperture of a housing cover;
  • Fig. 3 is a longitudinal sectional view showing the engaging state of the mortise groove portion and the tenon protrusion portion of the sealing means according to the present invention
  • Fig.4 is an enlarged view of the engaging area C between the mortise groove portion and the tenon protrusion portion of the sealing means shown in Fig. 3;
  • Fig. 5 is a view of the tennon protrusion portion of the sealing means according to the present invention, taken along the direction as indicated by the arrow Y in Fig. 4 ;
  • Fig. 6 is a schematic sectional view of a modular seal design of the prior art.
  • Fig. 1 shows an engine assembly 1 for a vehicle, e.g. automobile, comprising an engine block 10, cylinders 11 within the engine block, and a crankshaft 12 linked to the pistons in the cylinders by piston rods.
  • the crankshaft 12 is passed through an engine housing cover 13 (for example, an engine front cover) of the engine block 10 via a throughhole 130.
  • the throughhole 130 serves for the crankshaft 12 to extend from the engine block 10.
  • a sealing means 20 is arranged between the housing cover 13 and the crankshaft 12 to ensure oil sealing around the crankshaft.
  • the housing cover 13 is mounted onto the engine block by known tightening means such as bolts to close a cavity in which the crankshaft and the engine cylinders are contained.
  • the sealing means 20 comprises a dynamic sealing member 21 (circumferential rotational- sealing member) fitted around the crankshaft 12 and an adjustment face-sealing member 22 (a quasi- static face sealing means) coaxially fitted around the dynamic sealing member 21 and fixedly connected to the housing cover 13.
  • the dynamic sealing member may be any type of commercially available dynamic sealing member, such as HNBR dual-lipped shaft seal with metal-spring energization.
  • the adjustment face-sealing member 22 comprises a mortise 220 and a tenon 230, which are capable of engaging with each other in a sealing manner.
  • the mortise 220 and the tenon 230 are substantially in an annular shape and respectively are formed with a mortise groove portion 221 and a tenon protrusion portion 231 that are configured to be moveable relative to each other in a plane in which the mortise and the tenon remain engaged (i.e. the plane perpendicular to the crankshaft axis in this embodiment).
  • the mortise 220 includes a support ring portion 222 fixedly connected to an inner circumferential edge of the housing cover 13 defining the throughhole 130.
  • the support ring portion 222 is configured to support the mortise groove portion 221 of the mortise 220.
  • the mortise groove portion 221 is arranged in an inner periphery of the support ring portion.
  • the mortise groove portion 221 is made of an elastomeric material having low friction and moderate hardness.
  • the mortise groove portion is made of FKM having hardness of Shore A durometer of 60-90.
  • the support ring portion 222 is configured as having a dual-layered structure by pressing an inner ring plate B onto an outer ring plate A and during the pressing process, an annular belt-shaped pocket for receiving the mortise groove portion is formed by locally pressing/stamping the inner ring plate B towards the outer ring plate A. Depth of the pocket (the key product characteristic) is controlled by processing profile of the inner ring plate B. Prior to the pressing, a sealant of room-temperature vulcanization (RTV) silicon rubber is applied between the inner ring plate B and the outer ring plate A to prevent forming an oil leak path therebetween due to mismatched profile (such as flatness or roundness).
  • RTV room-temperature vulcanization
  • the RTV sealant can be used as a compliant adhesive to prevent the inner ring plate B from separating from the outer ring plate A due to vibration from the engine. Therefore, application of the RTV sealant can, to the largest extent, moderate production control requirements for the inner ring plate B and the outer ring plate A.
  • an adhesive may additionally be applied between the inner ring plate B and the outer ring plate A in order to improve connection strength therebetween.
  • the inner ring plate B and the outer ring plate A are made of metal such as steel.
  • the support ring portion 222 is not limited to the dual-layered structure in Fig. 2 formed by the inner ring plate B and the outer ring plate A; for instance, the support ring portion may be cast into a mono-layered ring member by metal material.
  • the support ring portion 222 can be connected to the housing cover by traditional connecting means such as adhesive.
  • an outer peripheral edge of the support ring portion 222 is embedded into the engine housing cover 13 by insert molding process to achieve firm connection between the support ring portion and the engine housing cover, so that the RTV sealant or adhesive requirement between the inner ring plate B and the outer ring plate A is dispensable and potential leak path is eliminated.
  • plastic material such as polyamide material can be selected to manufacture the housing cover.
  • polyamide material has a melting point of about 300 degrees while metal material, e.g. steel, has a melting point far greater than 300 degrees, the selection of materials for the housing cover will have no problem in supporting the temperature of the insert-molding process.
  • the insert molding process will not impose too much limitation either to the selection of the materials for the inner ring plate B and the outer ring plate A.
  • the mortise groove portion 221 (FKM block), accommodated within the pocket formed by the inner ring plate B and the outer ring plate A, has four bulges at four corners. Because the mortise groove portion 221 is configured as a disc-shaped member, the shown four bulges actually represent four ridged rings 221a, 221b, 221c, 22 Id, wherein two ridged rings 221a, 221b are at one side of the mortise groove portion 221 facing the inner ring plate B and are spaced from each other at concentric diameters, and the other two ridged rings 221c, 22 Id are at the other side of the mortise groove portion 221 facing the outer ring plate A and are spaced from each other at concentric diameters as well.
  • the four ridged rings effectively provide four seal beads to prevent oil from leaking out of the gap between the mortise groove portion 221 and the inner ring plate B or the outer ring plate A.
  • the substantially disc-shaped mortise groove portion 221 is in the form of a slot opening toward the inner circumferential side along the entire length of the inner periphery thereof.
  • the slot defines an annular cavity for engagement with the tenon protrusion portion 231.
  • the tenon 230 includes a thimble portion 232 coaxially fitted around the dynamic sealing member 21 in a tight-fitting manner and a tenon protrusion portion 231 extending outwardly along the outer periphery of the thimble portion 232 in a radial direction.
  • the thimble portion 232 is substantially sleeve-shaped.
  • the thimble portion 232 and the tenon protrusion portion 231 are integrally formed by, for example, metal materials, e.g. steel, through casting process.
  • the sealing means 20 is working, one side of the tenon 230 (left side in Fig. 2) is exposed to the ambient while the opposite side (i.e. right side in Fig. 2) is exposed to oil.
  • the tenon is made of dual side galvanized steel.
  • the tenon protrusion portion 231 of the tenon 230 is inserted into the mortise groove portion 221 (slot of the FKM block), and a gap is present between an outer periphery of the tenon protrusion portion 231 and a inner bottom edge of the slot of the mortise groove portion 221 so as to enable the tenon protrusion portion 231 to be movable within the slot of the mortise groove portion 221.
  • the mortise 220 moves with deformation of the housing cover 13 caused by thermal expansion
  • the tenon 230 moves with deformation of the crankshaft 12 caused by thermal expansion (in the case where the engine is heated or cooled, total movement of the dynamic sealing member perpendicular to the axis of the crankshaft is about 0.5mm within fifteen minutes). Due to different thermal expansion coefficients between the material of the housing cover 13 and the material of the engine block or the crankshaft, the movements thereof are different, inevitably leading to relative movement between the mortise 220 and the tenon 230.
  • the adjustment face-sealing member 22 as a power transmission member located between the housing cover and the crankshaft, performs displacement compensation via sliding sealing engagement between the tenon protrusion portion and the mortise groove portion to eliminate the side load on the dynamic sealing member 21 caused by different displacements of the housing cover and the crankshaft.
  • relative movement occurs between the tenon protrusion portion and the mortise groove portion, such that a relatively translatable mortise-tenon engagement connection is formed between the tenon and the mortise.
  • annular ridge 2310 which is formed, e.g. by pressing or stamping on a flat tenon protrusion portion.
  • a tip of the annular ridge 2310 of the tenon protrusion portion 231 abuts against an inner wall of the mortise groove portion 221.
  • the annular ridge 2310 provided on the tenon protrusion portion 231 is used for locally increasing seal load (N/mm) abutting against the inner wall of the mortise groove portion, thereby maintaining the slot of the mortise groove portion 221 in a flat shape.
  • the annular ridge 2310 hence can also be called a seal bead.
  • the portion between two ridged rings at the same side of the side wall of the mortise groove portion 221 serves as a "leaf spring", so that the friction between the annular ridge 2310 of the tenon protrusion portion 231 and the inner side wall of the mortise groove portion 221 can be significantly reduced.
  • the mortise groove portion is made of an elastomeric material having low friction such as FKM, so that sliding of the tenon protrusion portion relative to the inner side wall of the mortise groove portion will not suffer from great factional resistance.
  • the annular ridge 2310 of the tenon protrusion portion 231 is sliding relative to the inner side wall of the mortise groove portion 221
  • the bending stiffness provided by the portion (acting as a leaf spring) between the ridged portions at the same side of the side wall of the mortise groove portion can reduce friction with respect to the annular ridge 2310.
  • the annular ridge 2310 sliding in the slot can be vividly compared as a rabbit running under a blanket held down at the sides.
  • combination of the "leaf spring” design of the mortise groove portion and the “seal ring” design of the tenon protrusion portion can ensure low friction between the mortise groove portion 221 and the annular ridge 2310 and sufficient seal load applied onto the annular ridge by the mortise groove portion, so that the mortise-tenon engagement connection of the adjustment face-sealing member 22 can advantageously achieve self-adjustment (small relative movement between the mortise and the tenon is used to compensate small movement of the dynamic sealing member 21 relative to the crankshaft axis caused by thermal deformation) and seal performance, and further the side load applied onto the shaft is minimized or eliminated.
  • the depth of the pocket defined by the inner ring plate B and the outer ring plate A for receiving the mortise groove portion 221 determines the clamp force applied onto the mortise groove portion.
  • the "leaf spring" design of the mortise groove portion 221 makes the clamp force applied from the inner ring plate B and the outer ring plate A onto the mortise groove portion 221 via the four ridged rings much less direct at affecting the friction between the mortise groove portion 221 and the tenon protrusion portion 231.
  • This means that the depth of the pocket can vary over a wider range without direct and significant effects on friction and seal load between the mortise groove portion 221 and the tenon protrusion portion 231. Therefore, the design control parameters for the inner ring plate B and the outer ring plate A are less sensitive to manufacturing tolerances during the manufacturing process.
  • none of the mortise 220, the tenon 230 and the dynamic sealing member 21 of the sealing means 20 is expected to rotate relative to the cylinder block. Nevertheless, in practice, relative rotation between the tenon protrusion portion 231 and the mortise groove portion 221 may occur.
  • a portion may be cut off from the outer periphery of the tenon protrusion portion 231 to allow the outer periphery to have at least one flat 233; accordingly, there is a corresponding flat design at corresponding position of the inner bottom edge of the slot of the mortise groove portion 221; because the outer periphery of the tenon protrusion portion 231 and the inner bottom edge of the mortise groove portion 221 have non-rotational symmetrical matching shape, relative rotation between the tenon protrusion portion 231 and the mortise groove portion 221 can be avoided.
  • the flats can be provided over one or more angular positions of the periphery of the tenon protrusion portion or of the mortise groove portion, e.g. angular positions of 3-6-9-12 face.
  • any other anti-rotation means on the tenon protrusion portion and the mortise groove portion respectively for preventing relative rotation therebetween such as keyway engagement structure, or the outer periphery of the tenon protrusion portion and the inner bottom edge of the mortise groove portion are designed in non-rotational symmetrical shapes, such as rectangular, triangular, etc.
  • the mortise is on the outer periphery of the tenon
  • those skilled in the art could easily, based on the embodiments described, conceive of another variant in which the tenon is fitted around the mortise, and the tenon protrusion portion of the tenon is pointing inwardly in a radial direction while the mortise groove portion of the mortise opens outwardly in a radial direction.
  • the present invention makes it possible to manufacture the engine housing cover with a material different from the engine block.
  • the engine housing cover can be made of plastic instead of aluminum. With this replacement, the weight of the engine housing cover can be reduced by at least 66%.
  • the sealing means 20 according to present invention can be produced in modularization; for example, the adjustment face-sealing member may be designed as a modularized component sized to match with existing commercially available dynamic sealing member. Hence, research and development risk can be greatly reduced and thus production and tooling cost can be decreased.
  • sealing means 20 in Fig. 1 is shown to be mounted in a throughhole of the engine housing cover between the crankshaft and the engine housing cover, it is easy for those skilled in the art to conceive that the sealing means 20 is applicable to any other seal engagement between the shaft and the cover part having an aperture for the shaft, and is not limited to the sealing between the engine shaft and the engine housing cover.
  • the sealing means of the present invention can be applied to machines or devices that require shaft seal, such as water pump, oil pump and so on.
  • Those skilled in the art can select suitable materials to manufacture the sealing means according to specific application circumstances, so as to guarantee the coaxial alignment between the sealing means and the shaft during operation of the machine or the device.

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  • Engineering & Computer Science (AREA)
  • General Engineering & Computer Science (AREA)
  • Mechanical Engineering (AREA)
  • Gasket Seals (AREA)
  • Cylinder Crankcases Of Internal Combustion Engines (AREA)

Abstract

La présente invention concerne un moyen d'étanchéité (20) destiné à assurer l'étanchéité entre un arbre (12) et une ouverture (130) d'une pièce de recouvrement (13), comprenant : un élément d'étanchéité rotatif circonférentiel (21) monté autour de l'arbre passant à travers l'ouverture de la pièce de recouvrement ; et un élément d'étanchéité (22) à face d'ajustement fixé à l'élément d'étanchéité rotatif circonférentiel et relié à demeure à la pièce de recouvrement, l'élément d'étanchéité à face d'ajustement comprenant une mortaise (220) et un tenon (230) en prise l'un avec l'autre de façon étanche, et une partie (221) de rainure de mortaise annulaire de la mortaise et une partie (231) en saillie de tenon annulaire du tenon étant conçues pour pouvoir coulisser l'une par rapport à l'autre sur un plan de mise en prise de sorte à permettre au moyen d'étanchéité de rester aligné de façon coaxiale avec l'arbre. La présente invention concerne également une structure d'étanchéité comprenant le moyen d'étanchéité.
PCT/EP2014/055614 2013-03-26 2014-03-20 Moyen d'étanchéité et structure d'étanchéité comprenant ledit moyen d'étanchéité WO2014154562A1 (fr)

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CN201480017886.9A CN105209804B (zh) 2013-03-26 2014-03-20 密封装置和包括所述密封装置的密封结构

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CNPCT/CN2013/073204 2013-03-26

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CN109307077B (zh) * 2017-07-27 2022-11-29 舍弗勒技术股份两合公司 密封组件
US10527173B2 (en) * 2017-08-15 2020-01-07 Aktiebolaget Skf Resilient shaft seal

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US20060012129A1 (en) * 1997-09-25 2006-01-19 Freudenberg-Nok General Partnership Retrofittable severe duty seal for a shaft
EP1055850A2 (fr) * 1999-05-24 2000-11-29 Rolf S.p.A. Dispositif d'étanchéité de type boítier, en particulier pour essieux de véhicules
US6471211B1 (en) * 2000-08-28 2002-10-29 Brenco, Incorporated Seal assembly
WO2005003604A1 (fr) 2003-07-04 2005-01-13 Carl Freudenberg Kg Couvercle de fermeture de carter
US20120146397A1 (en) * 2010-04-07 2012-06-14 Kenichi Hisamatsu Roller unit

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* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
CN113405897A (zh) * 2021-06-30 2021-09-17 中国航发贵州黎阳航空动力有限公司 一种活塞杆强度、密封试验夹具
CN113405897B (zh) * 2021-06-30 2022-09-30 中国航发贵州黎阳航空动力有限公司 一种活塞杆强度、密封试验夹具

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