Sealing structure for a vehicle pneumatic system and vehicle pneumatic system

Abstract

This utility model provides a sealing structure for a vehicle pneumatic system and a vehicle pneumatic system, relating to the field of vehicle pneumatic system technology. The sealing structure for a vehicle pneumatic system includes: a radial sealing lip, used to seal the air passage of the transmission housing of the vehicle pneumatic system; and an axial sealing lip, the first end of which is connected to the radial sealing lip, the second end of which extends away from the radial sealing lip along the radial direction of the radial sealing lip, and a groove provided at one end of the axial sealing lip near the radial sealing lip, used to seal the air inlet groove of the clutch actuator of the vehicle pneumatic system. By applying the technical solution of this utility model, the groove provided at the end of the axial sealing lip near the radial sealing lip achieves a pressure buffering effect, effectively preventing gas leakage, and solving the problem that traditional elastomer sealing structures in the prior art are difficult to maintain stable sealing performance under high-frequency vibration and are prone to air passage leakage.

Description

Technical Field

[0001] This utility model relates to the field of vehicle pneumatic system technology, and more specifically, to a sealing structure for a vehicle pneumatic system and a vehicle pneumatic system. Background Technology

[0002] In current vehicle pneumatic systems, the sealing connection between the transmission and clutch actuator typically relies on star-shaped seals or O-rings. These elastomeric sealing elements have certain limitations in design and application, especially under harsh operating conditions of high-frequency vibration and temperature cycling, where the stability of their sealing performance is severely challenged.

[0003] As traditional sealing elements, the sealing performance of star-shaped and O-ring seals is highly dependent on the preload applied during assembly. To compensate for stress changes on the sealing face caused by vibration and ensure effective sealing under dynamic conditions, a considerable preload is typically required. However, continuous high-frequency vibration can lead to mechanical loosening of the connecting bolts, causing the bolt preload to gradually decrease over time, thus weakening the sealing performance of the seal. Furthermore, under the influence of temperature cycling, the elastic modulus and dimensional stability of the seal material are affected, further exacerbating permanent deformation of the seal and resulting in a significant decrease in the airtightness between the seal and the contact surface.

[0004] Due to the combined effects of the aforementioned factors, traditional sealing structures based on star-shaped or O-rings struggle to maintain a stable sealing effect under high-frequency vibration conditions. This not only increases the risk of leakage in the air circuit system but also directly impacts the reliability, safety, and service life of the transmission pneumatic system. In practical applications, frequent air circuit leaks force users and manufacturers to adopt more complex maintenance measures, or even replace the entire pneumatic system. This undoubtedly increases vehicle maintenance costs and downtime, causing inconvenience to users and negatively impacting the manufacturer's reputation and product competitiveness.

[0005] To overcome the shortcomings of traditional elastomeric sealing structures in maintaining stable sealing performance under high-frequency vibration and being prone to air leakage, those skilled in the art have been seeking new technological solutions to improve sealing reliability. This is particularly true in the heavy-duty commercial vehicle sector, where the vibrations and impacts experienced during vehicle operation are more severe, placing more stringent demands on the performance of sealing structures. Therefore, developing a novel sealing structure that can still provide a stable sealing effect under low preload conditions is of great significance for improving the overall performance of the transmission pneumatic system and extending its service life. Utility Model Content

[0006] The main purpose of this utility model is to provide a sealing structure and vehicle pneumatic system for use in a vehicle, so as to solve the problem that traditional elastomer sealing structures in the prior art are difficult to maintain stable sealing performance under high frequency vibration and are prone to air leakage.

[0007] To achieve the above objectives, according to one aspect of the present invention, a sealing structure for a vehicle pneumatic system is provided, comprising: a radial sealing lip for sealing the air passage of the transmission housing of the vehicle pneumatic system; an axial sealing lip, a first end of which is connected to the radial sealing lip, a second end of which extends away from the radial sealing lip along the radial direction of the radial sealing lip, and a groove provided at one end of the axial sealing lip near the radial sealing lip for sealing the air inlet groove of the clutch actuator of the vehicle pneumatic system.

[0008] Furthermore, the third end of the axial sealing lip extends away from the radial sealing lip along the axial direction of the radial sealing lip.

[0009] Furthermore, the cross-sectional area of ​​the axial sealing lip along the axial direction of the radial sealing lip varies along the radial direction of the radial sealing lip, and / or the cross-sectional area of ​​the axial sealing lip along the axial direction of the radial sealing lip gradually increases along the radial direction of the radial sealing lip.

[0010] Furthermore, the axial sealing lip includes: a first component segment connected to the radial sealing lip, with a groove disposed on the first component segment; a second component segment connected to the first component segment, extending away from the radial sealing lip along the radial direction of the radial sealing lip; a transition segment, one end of which is connected to the second component segment; and a third component segment, the other end of which is connected to the third component segment, extending away from the radial sealing lip along the axial direction of the radial sealing lip.

[0011] Furthermore, the transition section has a guide slope that is projected along the radial direction of the radial sealing lip. The angle between the axial direction of the radial sealing lip 10 and the guide slope is α, where 10°≤α≤25°.

[0012] Furthermore, the radial sealing lip is provided with multiple buffer grooves, which are arranged circumferentially along the radial sealing lip, and each buffer groove is connected to the groove.

[0013] Furthermore, the connection between the first component segment and the radial sealing lip is smoothly transitioned.

[0014] Furthermore, both the radial sealing lip and the axial sealing lip are made of fluororubber, silicone rubber, polyurethane rubber, or nitrile rubber.

[0015] Furthermore, the radial sealing lip and the axial sealing lip are integrally formed.

[0016] According to another aspect of the present invention, a vehicle pneumatic system is provided, including a sealing structure for the vehicle pneumatic system, wherein the sealing structure for the vehicle pneumatic system is the sealing structure for the vehicle pneumatic system described above.

[0017] By applying the technical solution of this utility model, the radial sealing lip is in close contact with the air passage of the transmission housing through an interference fit, while the axial sealing lip is in contact with the groove of the air inlet of the clutch actuator and forms a seal by using pre-tightening force. The combination of the two ensures the bidirectional sealing effect of the air passage. The groove set at the end of the axial sealing lip close to the radial sealing lip realizes the pressure buffering effect, which enhances the sealing reliability of the system under complex working conditions such as high-frequency vibration and temperature changes, effectively prevents gas leakage, ensures the normal operation of the pneumatic system, and solves the problem that the traditional elastomer sealing structure in the prior art is difficult to maintain stable sealing performance under high-frequency vibration and is prone to air passage leakage. Attached Figure Description

[0018] The accompanying drawings, which form part of this application, are used to provide a further understanding of the present invention. The illustrative embodiments of the present invention and their descriptions are used to explain the present invention and do not constitute an undue limitation of the present invention. In the drawings:

[0019] Fig. 1 A schematic diagram of the first embodiment of the sealing structure according to the present invention is shown;

[0020] Fig. 2 A schematic diagram of a second embodiment of the sealing structure according to the present invention is shown;

[0021] Fig. 3 A schematic diagram of a third embodiment of the sealing structure according to the present invention is shown.

[0022] The above figures include the following reference numerals:

[0023] 10. Radial sealing lip;

[0024] 20. Axial sealing lip;

[0025] 21. First section;

[0026] 22. The second section;

[0027] 23. The third section;

[0028] 24. Transition section;

[0029] 241. Guide ramp;

[0030] 30. Groove;

[0031] 40. Transmission housing air passage;

[0032] 50. Air inlet groove of clutch actuator. Detailed Implementation

[0033] It should be noted that, unless otherwise specified, the embodiments and features described in this application can be combined with each other. The present invention will now be described in detail with reference to the accompanying drawings and embodiments.

[0034] It should be noted that the terminology used herein is for the purpose of describing particular embodiments only and is not intended to limit the exemplary embodiments according to this application. As used herein, the singular form is intended to include the plural form as well, unless the context clearly indicates otherwise. Furthermore, it should be understood that when the terms "comprising" and / or "including" are used in this specification, they indicate the presence of features, steps, operations, devices, components, and / or combinations thereof.

[0035] It should be noted that the terms "first," "second," etc., in the specification, claims, and accompanying drawings of this application are used to distinguish similar objects and are not necessarily used to describe a specific order or sequence. It should be understood that such terms can be used interchangeably where appropriate so that the embodiments of this application described herein can be implemented, for example, in orders other than those illustrated or described herein. Furthermore, the terms "comprising" and "having," and any variations thereof, are intended to cover a non-exclusive inclusion; for example, a process, method, system, product, or apparatus that comprises a series of steps or units is not necessarily limited to those steps or units explicitly listed, but may include other steps or units not explicitly listed or inherent to such processes, methods, products, or apparatus.

[0036] Exemplary embodiments according to this application will now be described in more detail with reference to the accompanying drawings. However, these exemplary embodiments may be implemented in many different forms and should not be construed as being limited to the embodiments set forth herein. It should be understood that these embodiments are provided so that the disclosure of this application is thorough and complete, and that the concept of these exemplary embodiments is fully conveyed to those skilled in the art. In the drawings, for clarity, the thickness of layers and regions may be exaggerated, and the same reference numerals are used to denote the same devices, and therefore their description will be omitted.

[0037] Combination Figs. 1-3 A specific embodiment of this application provides a sealing structure for a vehicle pneumatic system.

[0038] Specifically, the sealing structure for a vehicle pneumatic system includes a radial sealing lip 10 and an axial sealing lip 20. The radial sealing lip 10 is used to seal the air passage 40 of the transmission housing of the vehicle pneumatic system. The first end of the axial sealing lip 20 is connected to the radial sealing lip 10, and the second end of the axial sealing lip 20 extends away from the radial sealing lip 10 along the radial direction of the radial sealing lip 10. A groove 30 is provided at one end of the axial sealing lip 20 near the radial sealing lip 10. The axial sealing lip 20 is used to seal the air inlet groove 50 of the clutch actuator of the vehicle pneumatic system.

[0039] Combination Figs. 1-3 As shown, the radial sealing lip 10 is in close contact with the air passage 40 of the transmission housing through an interference fit, while the axial sealing lip 20 is in contact with the air inlet groove 50 of the clutch actuator and forms a seal using preload. The combination of these two ensures a bidirectional sealing effect for the air passage. Through this dual sealing mechanism of radial sealing lip 10 and axial sealing lip 20, a groove 30 is provided at the end of the axial sealing lip 20 near the radial sealing lip 10. The groove 30 is circumferentially arranged along the axial sealing lip 20 and is an annular groove. The groove 30 plays a crucial pressure buffering role in the sealing structure, significantly enhancing the sealing reliability of the system under complex operating conditions such as high-frequency vibration and temperature changes, effectively preventing gas leakage and ensuring the normal operation of the pneumatic system. During the operation of the pneumatic system, the pressure of the medium constantly changes. The groove 30 can temporarily store excess gas, buffering this pressure fluctuation, thereby ensuring the stability and reliability of the sealing structure under pressure change conditions and preventing seal failure caused by sudden pressure changes.

[0040] By applying the technical solution of this utility model, the radial sealing lip 10 is in close contact with the air passage 40 of the transmission housing through an interference fit, while the axial sealing lip 20 is in contact with the air inlet groove 50 of the clutch actuator and forms a seal by using pre-tightening force. The combination of the two ensures the bidirectional sealing effect of the air passage. The groove 30 set at the end of the axial sealing lip 20 near the radial sealing lip 10 realizes the pressure buffering effect, enhances the sealing reliability of the system under complex working conditions such as high-frequency vibration and temperature changes, effectively prevents gas leakage, ensures the normal operation of the pneumatic system, and solves the problem that the traditional elastomer sealing structure in the prior art is difficult to maintain stable sealing performance under high-frequency vibration and is prone to air passage leakage.

[0041] Furthermore, the third end of the axial sealing lip 20 extends away from the radial sealing lip 10 along the axial direction of the radial sealing lip 10.

[0042] The axial extension of the third end of the axial sealing lip 20 increases the length of the contact surface between the sealing lip and the air inlet groove 50 of the clutch actuator, thereby improving the stability of the axial sealing lip 20. This design allows the axial sealing lip 20 to fit more firmly with the air inlet groove 50 of the clutch actuator when subjected to pressure and vibration, reducing displacement caused by vibration, thus ensuring sealing effect in both the radial and axial directions, avoiding sealing failure due to excessive local stress, and improving the stability and reliability of the entire sealing structure.

[0043] Furthermore, the cross-sectional area of ​​the axial sealing lip 20 along the axial direction of the radial sealing lip 10 is varied along the radial direction of the radial sealing lip 10.

[0044] In one embodiment of this application, the cross-sectional area of ​​the axial sealing lip 20 along the axial direction of the radial sealing lip 10 is first reduced and then increased along the radial direction of the radial sealing lip 10 to avoid excessive stress concentration. The initial reduction in cross-sectional area reduces friction during initial contact, while the subsequent increase strengthens the sealing performance, creating a more uniform pressure distribution at different contact points between the clutch actuator air inlet groove 50 and the axial sealing lip 20, thus improving the stability and reliability of the seal. This variation pattern enhances the adaptability of the axial sealing lip 20 to changes in the shape of the clutch actuator air inlet groove 50, especially when there are slight geometric irregularities in the groove or contact surface. Through dynamic adjustment of the cross-sectional area, the axial sealing lip 20 can better fill gaps, forming a tight seal both radially and axially, maintaining good sealing performance even under environments with frequent vibration and temperature changes.

[0045] In another embodiment of this application, the cross-sectional area of ​​the axial sealing lip 20 along the axial direction of the radial sealing lip 10 gradually increases along the radial direction of the radial sealing lip 10. This continuous increase in the cross-sectional area of ​​the axial sealing lip 20 along the radial direction of the radial sealing lip 10 significantly improves the contact area with the air inlet groove 50 of the clutch actuator, thereby enhancing axial sealing performance. A larger contact area means it can withstand higher gas pressures while reducing the possibility of radial gas leakage, making it particularly suitable for high-pressure pneumatic systems. The continuously increasing cross-sectional area helps improve the assembly process of the axial sealing lip 20, especially in situations with limited assembly space, where this design provides better assembly guidance and reduces seal failure due to improper assembly. Furthermore, during maintenance, the larger cross-sectional area provides clearer visual and operational guidance for inspecting and adjusting the sealing structure. The continuous increase in cross-sectional area means a larger physical size for the axial sealing lip 20, which improves its wear resistance and extends its service life. A large cross-sectional area sealing lip better disperses damage caused by friction and pressure, reducing the rate of localized wear, thus maintaining high sealing efficiency over long-term use.

[0046] Furthermore, the axial sealing lip 20 includes a first component segment 21, a second component segment 22, a third component segment 23, and a transition segment 24. The first component segment 21 is connected to the radial sealing lip 10, and a groove 30 is disposed on the first component segment 21. The second component segment 22 is connected to the first component segment 21 and extends away from the radial sealing lip 10 along the radial direction of the radial sealing lip 10. One end of the transition segment 24 is connected to the second component segment 22. The other end of the transition segment 24 is connected to the third component segment 23, and the third component segment 23 extends away from the radial sealing lip 10 along the axial direction of the radial sealing lip 10.

[0047] A groove 30 is provided on the first section 21. This groove not only helps to reduce the weight of the sealing lip but also provides temporary storage space for the medium and buffers pressure fluctuations. The second section 22 extends radially along the radial direction of the radial sealing lip 10, expanding the contact range between the axial sealing lip 20 and the air inlet groove 50 of the clutch actuator. This allows the axial sealing lip 20 to better adapt to the geometry of the air inlet groove 50 of the clutch actuator, increasing the effective sealing area and contributing to a tighter seal in the radial direction. One end of the transition section 24 connects to the second section 22, and the other end connects to the third section 23. Its function is to ensure a smooth transition from the second section 22 to the third section 23, avoiding stress concentration, reducing turbulence and pressure loss, promoting smooth flow of the medium, and improving the overall strength and durability of the sealing structure. The third section 23 extends axially away from the radial sealing lip 10, increasing the axial length of the axial sealing lip 20 and providing additional support and stability to the entire sealing structure.

[0048] Furthermore, the transition section 24 has a guide slope 241 projected along the radial direction of the radial sealing lip 10, and the angle formed between the axial direction of the radial sealing lip 10 and the guide slope 241 is α, where 10°≤α≤25°.

[0049] Combination Fig. 2 As shown, the guide slope 241 is the outer surface of the transition section 24. The design of the guide slope 241 can significantly improve the assembly convenience of the sealing structure. Especially when the included angle α is in the range of 10° to 25°, the guide slope 241 can act as a guide during assembly, helping the axial sealing lip 20 to more smoothly align with the air inlet groove 50 of the clutch actuator, reducing friction and resistance during assembly, lowering the assembly difficulty, and thus reducing friction and wear. It also avoids the risk of seal failure due to improper assembly. In addition, the included angle setting of the guide slope 241 can also optimize the pressure distribution between the axial sealing lip 20 and the air inlet groove 50 of the clutch actuator, ensuring that the preload and working stress are more evenly distributed on the contact surface between the sealing lip and the groove, avoiding stress concentration, and reducing the possibility of local deformation and leakage.

[0050] Furthermore, the radial sealing lip 10 is provided with multiple buffer grooves, which are arranged along the circumference of the radial sealing lip 10, and each buffer groove is connected to the groove 30.

[0051] In this embodiment, the buffer groove effectively buffers and absorbs instantaneous pressure fluctuations in the pneumatic system. When the pressure in the pneumatic system suddenly rises, excess gas can be temporarily stored in the buffer groove, avoiding direct impact on the radial sealing lip 10 and the axial sealing lip 20, thus reducing the negative impact of sudden pressure changes on the stability of the sealing structure. Conversely, when the pressure drops, the gas in the buffer groove can be released, helping to maintain the pressure balance of the pneumatic system, thereby ensuring the continuous and effective operation of the entire sealing structure. The circumferential distribution of multiple buffer grooves means that the circumferential sealing performance of the entire radial sealing lip 10 is uniformly improved and strengthened. The interconnected design of the buffer groove and the groove 30 optimizes the flow path of the medium inside the sealing structure. This design reduces turbulence and pressure loss during the medium flow process, contributing to the smooth flow of the medium and further improving the efficiency and performance of the pneumatic system.

[0052] Furthermore, the connection between the first section 21 and the radial sealing lip 10 is smoothly transitioned. This arrangement significantly reduces stress concentration at the connection, optimizes the path of the medium flowing through the sealing structure, reduces turbulence and pressure loss, and also reduces potential gaps between the sealing lip and the sealing surface caused by unevenness at the connection. This enhances the bidirectional sealing effect in both the radial and axial directions and reduces the risk of gas leakage.

[0053] Furthermore, both the radial sealing lip 10 and the axial sealing lip 20 are made of fluororubber, silicone rubber, polyurethane rubber, or nitrile rubber. This design not only ensures the long-term stability and reliability of the sealing structure but also enables it to withstand various harsh working environments, such as high temperature, high pressure, and chemical corrosion, thereby providing a more efficient and durable sealing solution for vehicle pneumatic systems.

[0054] Furthermore, the radial sealing lip 10 and the axial sealing lip 20 are integrally formed. This arrangement not only enhances sealing performance, improves structural strength and durability, but also simplifies assembly and maintenance processes, and improves production efficiency and cost-effectiveness.

[0055] It should be noted that the edges of the axial sealing lip 20, the radial sealing lip 10, and the groove 30 are all rounded to reduce the friction of the sealing structure, reduce wear, and extend the service life of the sealing structure.

[0056] Combination Fig. 1 As shown, in another embodiment of this utility model, a vehicle pneumatic system is also provided, including a sealing structure for the vehicle pneumatic system, wherein the sealing structure for the vehicle pneumatic system is the sealing structure for the vehicle pneumatic system in the above embodiment.

[0057] Specifically, the sealing structure for a vehicle pneumatic system includes a radial sealing lip 10 and an axial sealing lip 20. The radial sealing lip 10 is used to seal the air passage 40 of the transmission housing of the vehicle pneumatic system. The first end of the axial sealing lip 20 is connected to the radial sealing lip 10, and the second end of the axial sealing lip 20 extends away from the radial sealing lip 10 along the radial direction of the radial sealing lip 10. A groove 30 is provided at one end of the axial sealing lip 20 near the radial sealing lip 10. The axial sealing lip 20 is used to seal the air inlet groove 50 of the clutch actuator of the vehicle pneumatic system.

[0058] In this embodiment, the radial sealing lip 10 ensures a sealing effect in the radial direction through an interference fit with the air passage 40 of the transmission housing. This tight fit effectively prevents gas leakage in the radial direction, thereby improving the airtightness of the entire pneumatic system. The first end of the axial sealing lip 20 is connected to the radial sealing lip 10, and its second end extends in the radial direction of the radial sealing lip 10. This design ensures that the axial sealing lip 20 forms an effective axial seal when it contacts the air inlet groove 50 of the clutch actuator. This guiding and extending method of the axial sealing lip 20 reduces friction during assembly, improves the smoothness of assembly, and also enhances the durability of the sealing structure. A groove 30 is provided at the end of the axial sealing lip 20 near the radial sealing lip 10. The groove 30 plays a key pressure buffering role in the sealing structure. During the operation of the pneumatic system, the pressure of the medium will change continuously. The groove 30 can temporarily store excess gas, buffering this pressure fluctuation, thereby ensuring the stability and reliability of the sealing structure under pressure change conditions and preventing seal failure caused by sudden pressure changes.

[0059] As can be seen from the above description, the embodiments of this utility model achieve the following technical effects:

[0060] 1) The dual sealing mechanism of radial sealing lip 10 and axial sealing lip 20 significantly enhances the sealing reliability of the system under complex working conditions such as high-frequency vibration and temperature changes, effectively prevents gas leakage, and ensures the normal operation of the pneumatic system.

[0061] 2) The pressure buffer design of the guide slope 241 and the groove 30, as well as the application of rounded corner transition, not only reduces the friction during assembly, but also reduces the wear of the sealing structure during the operation of the pneumatic system, thereby extending the service life of the sealing components.

[0062] 3) Improve the flow performance of the medium: By optimizing the flow channel design inside the sealing structure, such as the radial sealing lip 10 being provided with multiple buffer grooves and the cross-sectional area of ​​the radial sealing lip 10 gradually increasing along the radial direction, turbulence and pressure loss can be reduced, the flow efficiency of the medium can be improved, and the working performance of the vehicle pneumatic system can be enhanced.

[0063] For ease of description, spatial relative terms such as "above," "on top of," "on the upper surface of," "above," etc., are used herein to describe the spatial positional relationship of a device or feature as shown in the figures to other devices or features. It should be understood that spatial relative terms are intended to encompass different orientations in use or operation beyond the orientation of the device as described in the figures. For example, if the device in the figures were inverted, a device described as "above" or "on top of" other devices or structures would subsequently be positioned as "below" or "under" other devices or structures. Thus, the exemplary term "above" can include both "above" and "below." The device may also be positioned in other different ways (rotated 90 degrees or in other orientations), and the spatial relative descriptions used herein will be interpreted accordingly.

[0064] In addition to the above, it should be noted that the terms "one embodiment," "another embodiment," and "embodiment" used in this specification refer to specific features, structures, or characteristics described in connection with that embodiment, which are included in at least one embodiment described in the general description of this application. The appearance of the same expression in multiple places in the specification does not necessarily refer to the same embodiment. Furthermore, when a specific feature, structure, or characteristic is described in connection with any embodiment, the intention is to suggest that implementing such a feature, structure, or characteristic in conjunction with other embodiments also falls within the scope of this utility model.

[0065] In the above embodiments, the descriptions of each embodiment have different focuses. For parts not described in detail in a certain embodiment, please refer to the relevant descriptions in other embodiments.

[0066] The above description is merely a preferred embodiment of this utility model and is not intended to limit the utility model. Various modifications and variations can be made to this utility model by those skilled in the art. Any modifications, equivalent substitutions, improvements, etc., made within the spirit and principles of this utility model should be included within the protection scope of this utility model.

Claims

1. A sealing structure for a vehicle pneumatic system, characterized in that, include: Radial sealing lip (10) is used to seal the air passage (40) of the transmission housing of the vehicle pneumatic system; An axial sealing lip (20) is provided, the first end of which is connected to the radial sealing lip (10), and the second end of which extends away from the radial sealing lip (10) along the radial direction of the radial sealing lip (10). A groove (30) is provided at one end of the axial sealing lip (20) near the radial sealing lip (10). The axial sealing lip (20) is used to seal the air inlet groove (50) of the clutch actuator of the vehicle pneumatic system.

2. The sealing structure for a vehicle pneumatic system according to claim 1, characterized in that, The third end of the axial sealing lip (20) extends away from the radial sealing lip (10) along the axial direction of the radial sealing lip (10).

3. The sealing structure for a vehicle pneumatic system according to claim 2, characterized in that, The cross-sectional area of ​​the axial sealing lip (20) along the axial direction of the radial sealing lip (10) is varied along the radial direction of the radial sealing lip (10), and / or, The cross-sectional area of ​​the axial sealing lip (20) along the axial direction of the radial sealing lip (10) is gradually increased along the radial direction of the radial sealing lip (10).

4. The sealing structure for a vehicle pneumatic system according to any one of claims 1 to 3, characterized in that, The axial sealing lip (20) includes: The first component segment (21) is connected to the radial sealing lip (10), and the groove (30) is disposed on the first component segment (21); The second component segment (22) is connected to the first component segment (21) and extends away from the radial sealing lip (10) in the radial direction. A transition section (24), one end of which is connected to the second component section (22); The third component segment (23) is connected to the other end of the transition segment (24), and the third component segment (23) extends away from the radial sealing lip (10) along the axial direction of the radial sealing lip (10).

5. The sealing structure for a vehicle pneumatic system according to claim 4, characterized in that, The transition section (24) has a guide slope (241) projected along the radial direction of the radial sealing lip (10), and the angle formed by the axial direction of the radial sealing lip (10) and the guide slope (241) is α, where 10°≤α≤25°.

6. The sealing structure for a vehicle pneumatic system according to claim 5, characterized in that, The radial sealing lip (10) is provided with a plurality of buffer grooves, which are arranged along the circumference of the radial sealing lip (10), and each buffer groove is connected to the groove (30).

7. The sealing structure for a vehicle pneumatic system according to claim 4, characterized in that, The first component segment (21) and the radial sealing lip (10) are smoothly connected.

8. The sealing structure for a vehicle pneumatic system according to claim 1, characterized in that, Both the radial sealing lip (10) and the axial sealing lip (20) are made of fluororubber, silicone rubber, polyurethane rubber or nitrile rubber.

9. The sealing structure for a vehicle pneumatic system according to claim 1, characterized in that, The radial sealing lip (10) and the axial sealing lip (20) are integrally formed.

10. A vehicle pneumatic system, comprising a sealing structure for the vehicle pneumatic system, characterized in that, The sealing structure for the vehicle pneumatic system is the sealing structure for the vehicle pneumatic system as described in any one of claims 1 to 9.

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