Multi-position crankshaft lip seal

Abstract

Various systems and methods are provided for using a crankshaft lip seal during a first overhaul life and a second overhaul life. In one embodiment, a method includes installing a crankshaft lip seal between a flywheel housing and a crankshaft of an engine and operating the engine using the crankshaft lip seal. The method also includes removing the crankshaft lip seal, reworking a floating seal sleeve connected to the crankshaft or the flywheel housing, and replacing the lip. The crankshaft lip seal is then reinstalled between the flywheel housing and the crankshaft, and the engine is operated using the reinstalled crankshaft lip seal.

Description

[0001] Priority declaration

[0002] This application claims priority to U.S. Provisional Patent Application No. 63 / 052,824, filed on July 16, 2020, entitled “MULTIPLE POSITION CRANKSHAFT LIP SEAL.” Technical Field

[0003] Embodiments of the subject matter disclosed herein are directed to a multi-position crankshaft lip seal. Background Art

[0004] An engine, such as an automobile or locomotive engine, may have a crankcase, a piston, and a crankshaft. The piston rotates the crankshaft about an axis to convert linear motion into rotational motion. In an internal combustion engine, a flywheel is connected to the crankshaft, and the flywheel and crankshaft splines mesh. The crankshaft lip seal is designed to seal the radial clearance between the rotating crankshaft and the stationary flywheel housing, thereby maintaining oil pressure and vacuum pressure within the crankcase. If the seal is not properly done, it can cause oil and / or air leakage, which can increase the crankcase pressure above a threshold limit, causing the engine to stall. However, as wear occurs between the crankshaft and the seal, the positioning of the seal between the stationary flywheel housing and the rotating crankshaft may cause component degradation. The wear of the seal on the crankshaft may create a clearance path for mechanical activity. This condition may allow dust and other unwanted debris to enter the engine cavity. The harsh environment in which the seal is exposed may exacerbate the degradation of the seal. Exposing the seal to hot engine oil may degrade the seal and reduce reliability. As a result, the seal will eventually wear out and must be replaced. However, such seals may be difficult to remove, and the crankshaft surface in contact with the seal may need to be re-machined. Re-machining the crankshaft surface may change the size of the surface, which in turn may require a new seal with a new appropriate size (e.g., the size of the new seal is different from the size of the seal to be replaced).

[0005] It may be desirable to have a system and method that is different from existing systems and methods. Summary of the invention

[0006] In one embodiment, a method includes installing a multi-position crankshaft floating lip seal assembly between a flywheel housing and a crankshaft of an engine and operating the engine using the crankshaft floating lip seal assembly. The method includes removing and remachining a floating seal sleeve connected to the crankshaft or the flywheel housing, replacing the lip, and then reinstalling the crankshaft floating lip seal assembly between the flywheel housing and the crankshaft, and operating the engine using the reinstalled crankshaft floating lip seal assembly.

[0007] In one embodiment, a system includes: a crankshaft; a flywheel housing; and a multi-position crankshaft lip seal mounted between the flywheel housing and the crankshaft. A lip of the multi-position crankshaft lip seal seals with the crankshaft. A drain groove in the multi-position crankshaft lip seal is aligned with a drain passage in the flywheel housing. BRIEF DESCRIPTION OF THE DRAWINGS

[0008] Figure 1 A schematic diagram of a vehicle is shown whose engine has a crankshaft assembly that may include the multi-position crankshaft lip seal of the present disclosure;

[0009] Figure 2A and Figure 2B shows a cross-sectional view of a multi-position crankshaft lip seal located between a flywheel housing and a crankshaft;

[0010] Figure 3 shows a perspective view of a flywheel housing;

[0011] FIG. 4A to FIG. 4C showing different views of a multi-position crankshaft lip seal according to an embodiment of the present disclosure;

[0012] Figure 5A and Figure 5B The position of the drain groove in the multi-position crankshaft lip seal at the beginning of the first life and the second life respectively is shown;

[0013] Figure 5C yes Figure 5B A cross-sectional view of a discharge trough;

[0014] Figure 6 shows a cross-sectional view of a flywheel housing connected to a multi-position crankshaft lip seal and a crankshaft at the beginning of a first life of the multi-position crankshaft lip seal;

[0015] Figure 7 showing a cross-sectional view of a flywheel housing connected to a multi-position crankshaft lip seal and a crankshaft at the beginning of a second life of the multi-position crankshaft lip seal; and

[0016] Figure 8 A flow chart illustrating an exemplary method of using a multi-position crankshaft floating lip seal assembly within an engine during a first overhaul life and a second overhaul life is shown according to one embodiment of the present disclosure. DETAILED DESCRIPTION

[0017] The following description relates to an embodiment of a multi-position crankshaft lip seal that can be reused after a first overhaul life. The multi-position crankshaft lip seal can be positioned within an engine to close a gap between a crankshaft and a flywheel housing (e.g., the multi-position crankshaft lip seal is positioned between the flywheel housing and the crankshaft). In addition, the multi-position crankshaft lip seal can drain any lubricant (e.g., oil) that may seep or leak from the crankshaft lip. The multi-position crankshaft lip seal can include a floating lip seal sleeve having a drain feature and a lip. After reaching a first overhaul life or usage threshold (e.g., after a certain degree of wear or degradation of the multi-position crankshaft lip seal, crankshaft and / or flywheel housing or after a leak is detected), the floating lip seal sleeve can be remachined to a determined position and the lip replaced so that the multi-position crankshaft lip seal can be reinstalled in the original position on the crankshaft for a second life. Alternatively, fixed crankshaft lip seals require tight positioning tolerances where the seal is mounted to successfully function (e.g., seal) throughout the service life of the seal, which can be difficult and costly to maintain (e.g., by remachining or replacing the crankshaft or flywheel housing). Therefore, compared to conventional methods, initial degradation of the seal does not require remachining of the crankshaft or flywheel housing. This avoids disassembly, thereby extending the service life of the crankshaft. As a technical effect, the multi-position crankshaft lip seal described herein can reduce the cost, labor, time, and environmental impact associated with crankshaft lip seal replacement.

[0018] Figure 1 An example of a vehicle system is shown that may include the multi-position crankshaft lip seal described herein. Figure 2A and 2B The mounting position of the multi-position crankshaft lip seal relative to the flywheel housing and crankshaft is shown. Figure 3 An example of how a flywheel housing may be machined to introduce a surface for a floating seal sleeve that houses a multi-position crankshaft lip seal is shown. Figures 4A-4C Different views of a multi-position crankshaft lip seal are shown according to a non-limiting embodiment. Figures 5A-5C The relative positions of the emissions features at the beginning of a first life and a second life of a multi-position crankshaft lip seal are shown. Figure 6 and Figure 7 The positions of the multi-position crankshaft lip seal relative to the flywheel housing and the crankshaft at the beginning of the first life and the second life, respectively, are shown. Figure 8 A flow chart illustrating an exemplary method of using a multi-position crankshaft lip seal within an engine during a first overhaul life and a second overhaul life is shown according to one embodiment of the present disclosure.

[0019] The methods described herein can be used in systems driven by a variety of engine types and a variety of engines. Some of these systems may be fixed, while other systems may be on semi-mobile or mobile platforms. Semi-mobile platforms can be relocated during operation, such as mounted on a flatbed trailer. Mobile platforms include self-propelled vehicles. Such vehicles may include road transport vehicles (such as automobiles), mining equipment, ships, rail vehicles and other off-highway vehicles (OHVs). For clarity of illustration, rail vehicles such as locomotives can be provided as examples of mobile platforms that support systems including embodiments of the present invention.

[0020] Figure 1 An embodiment of a system for installing a multi-position crankshaft lip seal is shown. Specifically, Figure 1 1 is a block diagram of an embodiment of a vehicle system 100, depicted herein as a locomotive 106 configured to travel on a road 102 via a plurality of wheels 112. As shown, the locomotive 106 includes an engine 104. The engine includes a plurality of cylinders 101 ( Figure 1 1 (only one cylinder is shown), each cylinder includes at least one intake valve 103, at least one exhaust valve 105, and at least one fuel injector 107. Each intake valve, exhaust valve, and fuel injector may include an actuator that may be actuated by a signal from a controller 110 of the engine 104. In other non-limiting embodiments, the engine 104 may be a stationary engine, such as in a power plant application, or may be an engine in a marine or other off-highway vehicle propulsion system as described above.

[0021] The engine 104 receives intake air for combustion from an intake passage 114. The intake passage 114 includes an air filter 160 that filters air from outside the locomotive. Exhaust gas produced by combustion in the engine is supplied to an exhaust passage 116. For example, the exhaust passage 116 may include an exhaust gas sensor 162, which may monitor the temperature and / or air-fuel ratio of the exhaust gas. The exhaust gas flows through the exhaust passage 116 and the exhaust system of the locomotive. For example, the exhaust passage 116 may be connected to a combined spark arrestor and muffler assembly 170 to reduce sparks and / or carbon deposits in the exhaust gas and reduce unnecessary exhaust noise.

[0022] The vehicle system may also include an aftertreatment system connected to exhaust passage 116. In one embodiment, the aftertreatment system may include one or more emission control devices. Such emission control devices may include a selective catalytic reduction (SCR) catalyst, a three-way catalyst, a NO x Trap or various other devices or exhaust aftertreatment systems. In another embodiment, the aftertreatment system may additionally or alternatively include a diesel oxidation catalyst (DOC) and a diesel particulate filter (DPF).

[0023] In addition, combustion in the cylinder drives the rotation of the crankshaft 180. The crankshaft 180 can be connected to the flywheel housing 184, and the seal 182 is located between the flywheel housing 184 and the crankshaft 180. In some examples, the seal 182 can be a multi-position crankshaft lip seal according to the present disclosure, such as with respect to Figures 2A to 7 The multi-position crankshaft lip seal is further described. The crankshaft 180 may be splined with a flywheel (not shown) within a flywheel housing 184 , which also meshes with a starter pinion to rotate the crankshaft 180 and start the engine 104 .

[0024] In one example, the engine is a diesel engine that burns air and diesel by compression ignition. In another example, the engine is a dual-fuel engine or a multi-fuel engine that can burn a mixture of gaseous fuel and air when injecting diesel fuel during compression of the air-gas fuel mixture. In other non-limiting embodiments, the engine can additionally or alternatively burn fuels by compression ignition (and / or spark ignition), including gasoline, kerosene, natural gas, biodiesel, or other petroleum distillates with similar density.

[0025] like Figure 1 As shown, the engine is connected to a power generation system, which includes an alternator / generator 122. For example, the engine is a diesel and / or natural gas engine that produces a torque output that is transmitted to the alternator / generator 122, which is mechanically connected to the crankshaft and connected to at least one of the multiple wheels 112 to provide power to propel the locomotive. The alternator / generator 122 generates electrical energy that can be stored and subsequently transmitted to various downstream electronic components. In one example, the alternator / generator 122 can be coupled to an electrical system 126. The electrical system 126 can include one or more electrical loads configured to run on the electricity generated by the alternator / generator 122, such as vehicle headlights, a cab ventilation system, and an entertainment system, and can further include an energy storage device (e.g., a battery) that is configured to be charged by the electricity generated by the alternator / generator 122. In some examples, the vehicle can be a diesel electric vehicle, and the alternator / generator 122 can power one or more electric motors to drive the wheels 112.

[0026] like Figure 1As shown, the vehicle system also includes a cooling system 150 (e.g., an engine cooling system). The cooling system 150 circulates a coolant in the engine 104 to absorb engine waste heat and distributes the heated coolant to a heat exchanger, such as a radiator 152 (e.g., a radiator heat exchanger). In one example, the coolant can be water. A fan 154 can be connected to the radiator 152 to maintain airflow through the radiator 152 when the vehicle is moving slowly or when the vehicle is stopped and the engine 104 is running. In some examples, the fan speed can be controlled by the controller 110. The coolant cooled by the radiator 152 may enter a water tank (not shown). The coolant can then be pumped back to the engine or another component of the vehicle system by a water or coolant pump 156.

[0027] The controller 110 may be configured to control various components associated with a locomotive vehicle system. As an example, various components of the vehicle system may be coupled to the controller 110 via a communication channel or a data bus. In one example, the controller 110 includes a computer control system. The controller 110 may additionally or alternatively include a memory that holds a non-transitory computer-readable storage medium (not shown) that includes code for implementing on-board monitoring and locomotive operation control. In some examples, the controller 110 may include more than one controller that communicates with each other, such as a first controller for controlling an engine and a second controller for controlling other operating parameters of the vehicle (e.g., engine load, engine speed, brake torque, etc.). The first controller may be configured to control various actuators based on outputs received from the second controller, and / or the second controller may be configured to control various actuators based on outputs received from the first controller.

[0028] The controller 110 can receive information from multiple sensors and can send control signals to multiple actuators. While supervising the control and management of the engine and / or vehicle, the controller 110 can be configured to receive signals from various engine sensors, as further described herein, to determine operating parameters and operating conditions, and adjust various engine actuators accordingly to control the operation of the engine and / or vehicle. For example, the controller 110 can receive signals from various engine sensors, including but not limited to engine speed, engine load, intake manifold air pressure, boost pressure, exhaust pressure, ambient pressure, ambient temperature, exhaust temperature, particle filter temperature, particle filter back pressure, engine coolant pressure, etc. Additional sensors such as coolant temperature sensors may be located in the cooling system. Accordingly, the controller 110 can control the engine and / or vehicle by sending commands to various components such as one or more motors 124, alternators / generators 122, fuel injectors 107, valves, coolant pumps 156, etc. For example, the controller 110 can control the operation of a throttling element (e.g., a valve) in an engine cooling system. Other actuators can be connected to various locations in the vehicle.

[0029] Figures 2A to 7 Provided are methods that may be included in a vehicle system (e.g. Figure 1 100) in a vehicle system 100). For example, the seal 204 may be Figure 1 One embodiment of a seal 182 of a vehicle system 100 is shown. Figures 2A to 7 The description will be centralized, with the same parts numbered the same and not reintroduced between the figures. Figures 2A to 7Example configurations with relative positioning of various components are shown. If shown as being in direct contact or directly connected to each other, such components may be referred to as being in direct contact or directly connected, respectively, in at least one example. Similarly, components shown as being adjacent to each other or adjacent to each other may be adjacent to each other or adjacent to each other, respectively, in at least one example. As an example, components placed in face-sharing contact with each other may be referred to as being in coplanar contact. As another example, in at least one example, components that are positioned separately from each other and have only space between them and no other components may be referred to as such. As yet another example, components shown above / below each other, on opposite sides of each other, or on the left / right side of each other may be referred to as such relative to each other. In addition, as shown in the figure, in at least one example, the topmost element or point of an element may be referred to as the "top" of a component, while the bottommost element or point of an element may be referred to as the "bottom" of a component. As used herein, top / bottom, upper / lower, above / below may be relative to the vertical axis of the figure and are used to describe the positioning of elements in the figure relative to each other. Thus, in one example, an element shown above other elements is vertically located above the other elements. In addition, in each Figures 2A to 7 Reference coordinate axes 201 are included to facilitate comparison of views and relative orientations described below. Although other dimensions or relative dimensions may be used, Figures 2A to 7 Drawn approximately to scale.

[0030] Now go to Figure 2A and 2B , showing a cross-sectional side view 200 and a cross-sectional perspective view 202 of the connection between the flywheel housing 184, the multi-position crankshaft lip seal 204 and the crankshaft 180, respectively. The multi-position crankshaft lip seal 204 can be in coplanar contact with the flywheel housing 184 and the crankshaft 180, thereby forming a seal and providing a friction barrier between the two components. When the flywheel housing 184 remains in a fixed position during engine use, the crankshaft 180 will rotate as needed. In this way, the portion of the multi-position crankshaft lip seal 204 that contacts the crankshaft 180 will wear over time due to the rotation of the crankshaft. Once the wear threshold or limit is reached, the worn portion of the multi-position crankshaft lip seal 204 can be machined and replaced, thereby reinstalling the multi-position crankshaft lip seal 204 (e.g., in the original position on the crankshaft) to obtain a second life, as shown below and described.

[0031] Figure 3 A perspective view 300 is shown of a non-limiting example of how the flywheel housing 184 may be machined to incorporate the multi-position crankshaft lip seal 204 so that the floating seal sleeve 408 (e.g., at least one of the plurality of crankshaft lip seals 204) may be provided. Figure 4A ) can be inserted into the central hole 306 of the housing 184. Figure 4AAs shown in the perspective view 400 of FIG. 404 , the multi-position crankshaft lip seal 204 has a gasket-shaped flange portion 406 extending vertically from a floating seal sleeve 408 and an annular sealing lip 416 surrounding the inner periphery of the floating seal sleeve 408 (e.g., the lip 416 is lined in a central hole 418 of the floating seal sleeve 408). The lip 416 can be formed of a suitable material and can have such a size that when the multi-position crankshaft lip seal 204 is connected to the flywheel housing 184, the crankshaft 180 can be inserted into the central hole 418 of the floating seal sleeve 408 and a seal is formed around the inserted portion of the crankshaft 180 by the lip 416. As described below, Figure 4C The lip 416 is shown in greater detail. The multi-position crankshaft lip seal 204 also has a drainage groove 412 located within the floating seal sleeve 408 that extends away from the lip 416 and the flange portion 406 and partially through the sleeve.

[0032] Figure 4B 4 shows an enlarged view 402 of the area indicated by box 414 including the drain groove 412. The lip 416 has been removed from the enlarged view 402 to show the drain groove 412 in more detail. The drain groove 412 may be L-shaped, partially spanning and extending into the inner surface 420, and then spanning and extending downwardly into the bottom edge 422 of the floating seal sleeve 408. The drain groove 412 may be sized appropriately so that when the multi-position crankshaft lip seal 204 is positioned between the flywheel housing 184 and the crankshaft 180, the drain groove 412 may be connected to the drain passage 606 within the flywheel housing 184, as shown in FIG. Figure 6 and Figure 7 As further shown and described above. In this way, any lubricant (e.g., oil) that may seep or leak from the crankshaft lip can be drained through the drain groove 412. In some examples, the drain groove 412 can extend through the entire width of the bottom edge 422 (e.g., along the y-axis) and into one-third of the entire width of the inner surface 420 (e.g., along the x-axis). For example, the inner surface 420 of the floating seal sleeve 408 can have a width of 48 mm (e.g., along the x-axis). The drain groove 412 can have a width of 4 mm (e.g., along the z-axis), a depth of 2 mm, and a length of 16 mm (e.g., along the x-axis) within the inner surface 420, and the drain groove 412 extends downwardly through the entire width of the bottom edge 422 (e.g., along the y-axis).

[0033] The flange portion 406 is penetrated by a plurality of openings 410. The plurality of openings 410 are located and sized to correspond to the plurality of holes 310 (eg, Figure 3) are complementary so that the multi-position crankshaft lip seal 204 can be connected to the flywheel housing 184 by aligning the opening 410 with the hole 310 and inserting a suitable fastener or fastening system (e.g., nuts and bolts) therein. Figure 3 , the floating seal sleeve 408 of the multi-position crankshaft lip seal 204 can be inserted into the central hole 306 of the flywheel housing 184 so that the bottom edge 422 extends toward the first side 304 of the flywheel housing 184 and the flange portion 406 is in coplanar contact with the second side 302 of the flywheel housing 184. When the flywheel housing 184 is installed in the engine, the first side 304 faces the crankshaft 180 and the second side 302 is connected to the flywheel. After insertion, the plurality of openings 410 in the flange portion 406 can be aligned with the plurality of holes 310 surrounding the central hole 306, and the multi-position crankshaft lip seal 204 is connected to the flywheel housing 184 through the aligned openings / holes using a suitable fastening mechanism.

[0034] Now go to Figure 4C , a cross-sectional view 404 of a multi-position crankshaft lip seal 204 through a drain groove 412 is shown. The lip 416 of the seal 204 can have a double L-shaped bracket 424 that partially accommodates a first insert 426 and a second insert 428. The portions of the first insert 426 and the second insert 428 that extend beyond the bracket 424 may include a sealing member 430 that engages with the crankshaft 180 to form a seal. The first insert 426 and the second insert 428 may be formed of a suitable material to form a seal around the crankshaft. Suitable materials may include blended synthetic rubber, polyethylene, polypropylene, fluorocarbon polymers, etc. The sealing members 430 of the first insert 426 and the second insert 428 may be bent or otherwise shaped to increase engagement with the crankshaft 180. For example, the first insert 426 may be bent away from the second insert 426, and vice versa. In addition, the portion of the first insert 426 that includes the sealing member 430 may be lined with a series of ridges 432 to increase engagement with the crankshaft 180.

[0035] As shown in view 404, the drainage groove 412 may slope upward from the bottom edge 422 and terminate at the boundary of the lip 416 closest to the bottom edge 422. In other words, the drainage groove 412 may slope downward / recessed from the lip 416 to increase drainage, extending only between the bottom edge 422 and the lip 416 (e.g., not across the entire inner surface 420 of the floating seal sleeve 408). During the service life of the multi-position crankshaft lip seal 204, the bottom edge 422 and the lip 416 are in coplanar contact with the crankshaft 180, and therefore, all contacting surfaces may be ground / worn due to the rotation of the crankshaft. Therefore, over time and use, the effectiveness of the seal formed between the crankshaft 180 and the multi-position crankshaft lip seal 204 may decrease with time and use. However, once the first overhaul life or usage threshold is reached, the multi-position crankshaft lip seal 204 can be removed, the floating seal sleeve 408 remachined, the lip 416 replaced, and the multi-position crankshaft lip seal 204 reinstalled for a second life so that the new lip is positioned on the original surface of the crankshaft 180.

[0036] Figure 5A A perspective view 500 is shown of the position of the bottom edge 422 relative to the leading edge 436 of the lip 416 at the beginning of a first life of the multi-position crankshaft lip seal 204 . Figure 5B A perspective view 502 is shown of the position of the bottom edge 422 relative to the forward edge 436 of the lip 416 at the beginning of a second life of the multi-position crankshaft lip seal 204 (e.g., after the multi-position crankshaft lip seal 204 is removed, the floating seal sleeve 408 is re-machined, and the lip 416 is replaced after the first overhaul life is completed). As shown in view 502, after the first overhaul life or service threshold is met, the floating seal sleeve 408 can be re-machined so that the bottom edge 422 moves inwardly toward the forward edge 436 of the lip 416 without changing the size of the portion of the drain groove 412 that extends through the bottom edge 422. In this way, the drain function of the multi-position crankshaft lip seal 204 can be maintained and an effective seal can be once again formed around the crankshaft 180 once the re-machined multi-position crankshaft lip seal 204 is reinstalled, as shown in FIG. Figure 6 and Figure 7 As further shown and described. Figure 5C The diagram is shown taken along the axis A1. Figure 5B 504 of an enlarged cross-sectional view showing the new size of the drain groove 412 for the second life of the multi-position crankshaft lip seal 204 (with Figure 4CFor example, the length of the drain groove 412 in the inner surface 420 (e.g., along the x-axis) may be 16 mm at the beginning of the first life and 2.5 mm at the beginning of the second life (e.g., after the seal 204 is removed and re-machined).

[0037] Figure 6 6 is a cross-sectional view 600 of a flywheel housing 184 connected to a multi-position crankshaft lip seal 204 and a crankshaft 180 at the beginning of the first life of the multi-position crankshaft lip seal 204. As shown in view 600, the multi-position crankshaft lip seal 204 can be positioned between the crankshaft 180 and the flywheel housing 184 with its bottom edge 422 facing the gear 602 of the crankshaft 602. As previously described, the multi-position crankshaft lip seal 204 can be inserted into the central hole 306 of the flywheel housing 184. The seal 204 can then be connected to the flywheel housing 184 by inserting a suitable fastening mechanism (e.g., threaded bolts 604) through the plurality of openings 410 of the seal 204 into the aligned plurality of holes 310 of the flywheel housing 184. In this way, the sealing member 430 of the lip 416 of the multi-position crankshaft lip seal 204 can be engaged with the crankshaft 180, and the drain groove 412 can be connected to the drain passage 606 in the flywheel housing 184. Therefore, a seal can be formed between the crankshaft 180 and the multi-position crankshaft lip seal 204 through the lip 416, and any lubricant that penetrates into the sealed connection is discharged through the drain groove 412 into the drain passage 606.

[0038] Once a leak is detected, an engine overhaul is performed, or the first overhaul life of the multi-position crankshaft lip seal 204 is reached, the seal 204 can be removed, the floating seal sleeve 408 can be remachined, the lip 416 can be replaced, and the seal 204 can be reinstalled to a new sealing surface (e.g., an unworn original surface) of the crankshaft 180 to obtain a second life. Figure 7 A cross-sectional view 700 is shown of the position of the multi-position crankshaft lip seal 204 between the crankshaft 180 and the flywheel housing 184 at the beginning of the second life (e.g., after the seal 204 is removed, the floating seal sleeve 408 is re-machined, the lip 416 is replaced, and the seal 204 is re-installed. As shown in view 700, the position of the multi-position crankshaft lip seal 204 between the crankshaft 180 and the flywheel housing 184 is shown in FIG. Figure 6 The bottom edge 422 of the multi-position crankshaft lip seal 204 is closer to the lip 416 at the beginning of the second life than the bottom edge 422 at the beginning of the first life shown in view 600 of FIG. As previously described, after the floating seal sleeve 408 is remachined, the drain groove 412 is shortened (e.g., the length along the x-axis is reduced), but after reinstallation, it can still be connected to the drain passage 606 in the flywheel housing 184, as shown in FIG. Figure 7 In addition, Figure 6 and Figure 7 As shown in the comparison between the two, the sealing member 430 of the new lip 416 can still engage the crankshaft 180, but is offset (e.g., moved axially along the length of the crankshaft 180) relative to the position of the first life of the multi-position crankshaft lip seal 204. Therefore, the position where the lip engages is moved to the original surface of the crankshaft 180 so that the reinstalled multi-position crankshaft lip seal 204 can prevent oil and / or crankcase gases from being discharged from the engine. Therefore, the function of the multi-position crankshaft lip seal 204 can be maintained for a second life by remachining the floating seal sleeve 408, replacing the lip 416, and reinstalling the seal 204 at a new position on the crankshaft 180.

[0039] In this way, Figures 1 to 7 The components enable a system for a multi-position crankshaft lip seal to include: a floating seal sleeve including a drain groove, a lip and a sacrificial material, and a flange portion extending vertically from the floating seal sleeve, wherein the sacrificial material is located at a position opposite the flange portion and extends away from the lip, and the sacrificial material is subsequently machined away without changing the function of the lip or the drain groove.

[0040] Figure 8 A flow chart is shown that illustrates an exemplary method 800 for using a crankshaft floating lip seal assembly, such as the multi-position crankshaft floating lip seal 204, within an engine during a first and second overhaul life according to an embodiment of the present disclosure. The method 800 may be implemented in a vehicle system, such as Figure 1 The method 800 is shown as being performed in the vehicle system 100. In some examples, the method 800 may be performed in another suitable system without departing from the scope of the present disclosure.

[0041] At 802, method 800 may include installing a crankshaft floating lip seal assembly between a flywheel housing and a crankshaft (e.g., flywheel housing 184 and crankshaft 180) of an engine. The crankshaft floating lip seal assembly (e.g., multi-position crankshaft lip seal 204) may have a flange portion (e.g., flange portion 406) extending vertically away from a floating lip sleeve (e.g., floating seal sleeve 408). An inner surface of the floating lip sleeve may be lined with a lip (e.g., lip 416) and include a drainage groove (e.g., drainage groove 412) extending from the lip to a bottom edge of the floating lip sleeve (e.g., located opposite the flange portion). During installation, the floating lip sleeve may be inserted into a center hole (e.g., center hole 306) in the flywheel housing with the flange portion in coplanar contact with the flywheel housing surface surrounding the center hole, with the drainage groove / bottom edge of the floating lip sleeve facing a crank gear (e.g., gear 602) connected to the crankshaft. The crankshaft floating lip seal assembly can be connected to the flywheel housing via the flange portion using a suitable connection technique / mechanism, wherein the crankshaft floating lip seal assembly can be removed and reinstalled. For example, a plurality of openings (e.g., plurality of openings 410) in the flange portion can be aligned with a set of complementary holes (e.g., plurality of holes 310) surrounding the central hole of the flywheel housing, and an inserted bolt (e.g., bolt 604) can be threadedly engaged with the aligned openings and holes.

[0042] The crankshaft floating lip seal assembly can be positioned so that the drain groove in the floating lip is connected to the drain passage in the flywheel housing. In addition, the sealing member of the lip (e.g., sealing member 430) can engage with a portion of the crankshaft and surround the portion of the crankshaft, thereby forming a seal between the crankshaft and the crankshaft floating lip seal assembly. In this way, relative movement between the flywheel housing and the crankshaft can be absorbed by the crankshaft floating lip seal assembly. In addition, lubricant (e.g., oil) that may penetrate between the crankshaft and the crankshaft floating lip seal assembly can be discharged by passing through the drain groove and entering the drain passage of the flywheel housing. At 804, the engine using the crankshaft floating lip seal assembly can be operated.

[0043] At 806, the crankshaft floating lip seal assembly may be removed, the floating lip sleeve re-machined, and the lip replaced. After removal by disengaging the flange portion from the flywheel housing (e.g., removing bolts from multiple openings and holes in the crankshaft floating lip seal assembly and the flywheel housing, respectively), the floating lip seal may be re-machined to reposition the replaced lip on a new sealing surface on the crankshaft. For example, the crankshaft floating lip seal assembly may be re-machined to reduce the portion of the floating lip sleeve extending from the lip to the bottom edge by two-thirds. Thus, the re-machining may create a new original surface on the bottom edge while the drain groove remains unchanged so that the crankshaft floating lip seal assembly may be re-installed between the flywheel housing and the crankshaft for a second life without losing any of the original functionality.

[0044] At 808, the reworked crankshaft floating lip seal assembly may be reinstalled between the flywheel housing and the crankshaft for a second life. The crankshaft floating lip seal assembly may be reinstalled in the same manner as the initial installation described in step 802, with the replaced lip being repositioned relative to the original surface of the crankshaft (e.g., Figure 7 ). After the crankshaft floating lip seal assembly is reinstalled, the shortened drain passage can still be connected to the drain passage in the flywheel housing, and the lip 416 can still engage the crankshaft 180, but the axial position is offset relative to the first life. At 814, the engine using the reinstalled crankshaft floating lip seal assembly can be operated.

[0045] In this manner, the multi-position crankshaft floating lip seal assembly can be positioned to bridge the gap between the flywheel housing and the crankshaft within a system (e.g., a rolling stock system) and drain any lubricant (e.g., oil) that may have seeped or leaked from the crankshaft lip during the first overhaul life and the second overhaul life. After the first overhaul (e.g., after a leak is detected), the multi-position crankshaft floating lip seal assembly can be removed, the lip replaced, and the floating lip seal sleeve re-machined to a determined point to remove any degradation and / or debris generated during the first life and move the position of the replaced lip so that after the multi-position crankshaft floating lip seal assembly is re-installed, the lip is located on the original surface of the crankshaft. The floating lip seal sleeve can be re-machined so that the sealing and draining functions of the multi-position crankshaft floating lip seal assembly remain unchanged, and the position of the lip is only moved inwardly along the crankshaft axis after re-installation. The technical effect of reusing / installing the same multi-position crankshaft floating lip seal assembly after the first overhaul is that the time, cost and labor associated with crankshaft floating lip seal assembly replacement can be reduced.

[0046] The elements or steps used herein that are expressed in the singular and described with the words "one" or "a kind of" should be understood as not excluding the plural form of elements or steps, unless such exclusion is clearly indicated. In addition, the reference to "an embodiment" of the present invention does not exclude the existence of other embodiments that also include the features. In addition, unless otherwise clearly stated, the embodiments of "including", "comprising" or "having" one or more elements with a specific characteristic may include other such elements that do not have the characteristic. The terms "including" and "wherein" are used as the popular equivalent expressions of the corresponding terms "including" and "wherein". In addition, the terms "first", "second" and "third" etc. are used only as labels and are not intended to impose numerical requirements or specific positional order on their objects.

[0047] This written description uses examples to disclose the invention, including the best mode, and also enables those skilled in the art to practice the invention, including making and using any device or system and performing any method. The patentable scope of the invention is defined by the claims and may include other examples that occur to those skilled in the art. These other examples fall within the scope of the claims if they have structural elements that do not differ from the literal language of the claims, or if they include equivalent structural elements that are not substantially different from the literal language of the claims.

Claims

1. A method for an engine, the method comprising: Installing a crankshaft floating lip seal assembly between a flywheel housing of the engine and a crankshaft of the engine, the crankshaft floating lip seal assembly comprising a floating seal sleeve and a lip; operating the engine using the crankshaft floating lip seal assembly; removing the crankshaft floating lip seal assembly, remachining the floating seal sleeve connected to the crankshaft or the flywheel housing, and replacing the lip; reinstalling the crankshaft floating lip seal assembly between the flywheel housing and the crankshaft; and The engine was operated with the reinstalled crankshaft floating lip seal assembly.

2. The method according to claim 1, characterized in that The lip includes a double L-shaped bracket that partially receives each of a first insert and a second insert, portions of the first insert and the second insert extending beyond the double L-shaped bracket forming a sealing member that engages the crankshaft to form a sealing engagement with the crankshaft, and wherein the sealing member is bent in a manner that the first insert bends away from the second insert, the first insert including a series of ridges, or Wherein, installing and reinstalling the crankshaft floating lip seal assembly includes: positioning the lip located in the floating seal sleeve around the crankshaft so that the lip is in sealing engagement with the crankshaft, or The reinstallation of the crankshaft floating lip seal assembly is in response to reaching a first overhaul life of the crankshaft floating lip seal assembly or after the crankshaft floating lip seal assembly is degraded, and the crankshaft floating lip seal assembly is reinstalled to obtain a second overhaul life.

3. The method according to any one of the preceding claims, characterized in that Installing the crankshaft floating lip seal assembly includes fixedly connecting the crankshaft floating lip seal assembly to the flywheel housing.

4. The method according to claim 3, characterized in that The crankshaft floating lip seal assembly includes a flange portion extending perpendicularly to the floating seal sleeve. wherein the lip surrounds the inner circumference of the floating sealing sleeve, and Wherein, installing the crankshaft floating lip seal assembly includes: aligning the discharge groove in the floating seal sleeve with the discharge channel in the flywheel housing.

5. The method according to claim 4, characterized in that Remachining the floating seal sleeve includes: removing a portion of the drain groove by reducing the overall length of the floating seal sleeve; or wherein reinstalling the crankshaft floating lip seal assembly comprises: aligning the drain groove with the drain passage and fixedly connecting the crankshaft floating lip seal assembly to the flywheel housing, or Wherein, installing and reinstalling the crankshaft floating lip seal assembly comprises: inserting the floating seal sleeve into the central hole in the flywheel housing, the flange portion being in coplanar contact with the surface of the flywheel housing surrounding the central hole, and the discharge groove of the floating seal sleeve facing the crankshaft gear connected to the crankshaft, or wherein the drainage groove is L-shaped, the drainage groove at least partially spans and extends into the inner surface of the floating seal sleeve and downwardly spans and extends into the bottom edge of the floating seal sleeve, and wherein the drainage groove slopes downwardly from the lip while extending between the bottom edge of the floating seal sleeve and the lip.

6. An engine system comprising: Crankshaft; Flywheel housing; as well as a multi-position crankshaft lip seal mounted between the flywheel housing and the crankshaft, wherein a lip of the multi-position crankshaft lip seal sealingly engages the crankshaft and a drain groove in the multi-position crankshaft lip seal is aligned with a drain passage in the flywheel housing; After satisfying the first life, the multi-position crankshaft lip seal is removed, remachined, the lip replaced with another lip, and reinstalled to obtain a second life.

7. The engine system according to claim 6, characterized in that: The remachining includes remachining a floating seal sleeve connected to the crankshaft or the flywheel housing so that a bottom edge of the floating seal sleeve moves toward a front edge of a lip lining a central hole of the floating seal sleeve.

8. The engine system according to claim 7, characterized in that: The remachining reduces the portion of the floating seal sleeve extending from the lip to the bottom edge by two thirds.

9. The engine system according to claim 7, characterized in that: The floating seal sleeve comprises a sacrificial material, wherein the flange portion extends vertically from the floating sealing sleeve, wherein the sacrificial material is disposed opposite to the flange portion and extends away from the lip, and Wherein the remachining comprises machining away the sacrificial material without changing the functionality of the lip or drain slot.

10. The engine system according to any one of claims 6 to 9, characterized in that: The multi-position crankshaft lip seal is inserted into a hole in the flywheel housing, or wherein the lip comprises one or more curved inserts which engage with the crankshaft to form a sealing engagement with the crankshaft, or The lubricant that penetrates between the crankshaft and the multi-position crankshaft lip seal is discharged into the discharge passage through the discharge groove.

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