A new seal should never be run in the same
shaft wear track as an old seal.If grooving of the shaft surface exists from
previous service, three options are available. A spacer can be
placed within the bore (behind the seal) in order to make sure the seal contacts an ungrooved portion of the shaft.compressor auto oil seals Factory supplys.
Alternatively, a metallic wear sleeve may be fitted over (and, if need be, adhered to)the damaged shaft to provide a more suitable sealing surface. rubber sealing.Use of a thin-walled sleeve will normally make it possible to thus retrofit a damaged shaft surface without changing the seal dimensions or design. In some cases, it may be necessary to refinish or replace the shaft.
Because a shaft seal should never run without proper lubrication, both the seal lip and the shaft should be lubricated (typically with the same oil or grease being sealed) prior to installation of the seal. In addition to making the installation both easier and less potentially damaging to the seal, lubrication also helps protect the sealing element during the initial break-in period.mechanical seal. Continued lubrication minimizes wear and maximizes service life.shows a double lip seal packed with grease between the primary and secondary lips. When two seals are installed in tandem, the entire space between the two seals may be packed with grease. In some cases, seal suppliers will pre-lube seals upon request.compressor auto oil seals Factory supplys.
As obvious as it may sound, care must be taken to install the seal in the right direction. If replacing a previously used seal,be sure to note the direction in which the primary lip of the old seal was facing,then ensure that the primary lip of the new seal faces the same way. dust seal.Failure to orient the seal properly relative to the fluid being sealed will result in instantaneous leakage upon startup.compressor auto oil seals Factory supplys.
But even if it’s facing the right direction,the seal must also be installed at a right angle (perpendicular) to the centerlines of both the shaft and the bore.Anything less than a right angle means the seal is angularly misaligned (cocked). Installing a standard shaft seal into a housing can be a problem if there is no counterbore to help align and seat the seal. Even if initial installation is perfect, the absence of a counterbore makes it easy for the seal to become cocked when the shaft is slipped into place.. Seal cocking is most common in blind.car seal.
designs that prevent the field assembly team from seeing whether the seal is properly seated.Seal cocking is problematic for several reasons. For example, it can contribute to uneven wearing of the sealing lip.
Cocking also increases the chances that any garter spring might become dislodged from its groove in the lip (a phenomenon known as spring pop out). Damage to the lip itself and/or to the seal O.D. is also more likely.silicon seal.
In addition, seal cocking increases the temperature at the interface between the shaft and the seal lip. High temperature hastens hardening and cracking of the seal.compressor auto oil seals Factory supplys.
placed within the bore (behind the seal) in order to make sure the seal contacts an ungrooved portion of the shaft.compressor auto oil seals Factory supplys.
Alternatively, a metallic wear sleeve may be fitted over (and, if need be, adhered to)the damaged shaft to provide a more suitable sealing surface. rubber sealing.Use of a thin-walled sleeve will normally make it possible to thus retrofit a damaged shaft surface without changing the seal dimensions or design. In some cases, it may be necessary to refinish or replace the shaft.
Because a shaft seal should never run without proper lubrication, both the seal lip and the shaft should be lubricated (typically with the same oil or grease being sealed) prior to installation of the seal. In addition to making the installation both easier and less potentially damaging to the seal, lubrication also helps protect the sealing element during the initial break-in period.mechanical seal. Continued lubrication minimizes wear and maximizes service life.shows a double lip seal packed with grease between the primary and secondary lips. When two seals are installed in tandem, the entire space between the two seals may be packed with grease. In some cases, seal suppliers will pre-lube seals upon request.compressor auto oil seals Factory supplys.
As obvious as it may sound, care must be taken to install the seal in the right direction. If replacing a previously used seal,be sure to note the direction in which the primary lip of the old seal was facing,then ensure that the primary lip of the new seal faces the same way. dust seal.Failure to orient the seal properly relative to the fluid being sealed will result in instantaneous leakage upon startup.compressor auto oil seals Factory supplys.
But even if it’s facing the right direction,the seal must also be installed at a right angle (perpendicular) to the centerlines of both the shaft and the bore.Anything less than a right angle means the seal is angularly misaligned (cocked). Installing a standard shaft seal into a housing can be a problem if there is no counterbore to help align and seat the seal. Even if initial installation is perfect, the absence of a counterbore makes it easy for the seal to become cocked when the shaft is slipped into place.. Seal cocking is most common in blind.car seal.
designs that prevent the field assembly team from seeing whether the seal is properly seated.Seal cocking is problematic for several reasons. For example, it can contribute to uneven wearing of the sealing lip.
Cocking also increases the chances that any garter spring might become dislodged from its groove in the lip (a phenomenon known as spring pop out). Damage to the lip itself and/or to the seal O.D. is also more likely.silicon seal.
In addition, seal cocking increases the temperature at the interface between the shaft and the seal lip. High temperature hastens hardening and cracking of the seal.compressor auto oil seals Factory supplys.
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