29 MECHANICAL ASPECTS OF KILNS BR TRILL3. 5. 8. 10. MECHANICAL ASPECTS OF KILNS CONTENTS SNTRODUCTION MECHANICAL DEFORMATIONS 2.1 Bananaring (Curved Axis) 2.2 piistering 2.3 Waisting 24 — Misalignment 2.5 Dog Leg KILN OVALITY ‘MEASURING OVALITY ‘CONTROLLING OVALITY OTHER FACTORS AFFECTING SHELL LIFE TYRE AND ROLLERS ROLLER SETTINGS KILN ALIGNMENT REPAIRS, MAINTENANCE AND INSPECTIONS 10.1. Shell Cracks 10.2 Tyre and Roller Flanging 10.3 Roller and Tyre Face Machining 10.4 Tyre Welding Repairs 10.5 Kiln and Roller Spalling Repair 10.6 Shell Strengthening 10.7 NDT Inspection1. INTROpUCTION ‘The plant defined as a thin rotating cylinder, from a mechanical and structural point of view, in respect to a Cement Works are kilns and mills. In the case of kilns, heat is also applied to the cylinder as it rotates. If a kiln or mill 1s considered In pure structural terms, it can be described as a simply supported beam having two or more supports, The rotating cylinder applies load to these supports due to the following reaso: © Its self weight excluding the actual type welghts from the point of view of the shell only. © The weight of attachments fixed to the cylinder which give point loads, such as tyre pads, all seals, girth gear, etc. © The weight of lining, etc, which give a static uniform load having various step changes. © The weight of moving loads within the cylinder which give dynamic loads such as the material passing through the kilns. For the purpose of stress and distortion calculation, the weight of any support mechanism not fixed to the cylinder is ignored. If we consider » cement kiln, it is necessary to obtain a considerable amount of information to carry out a complete check and the following is a Ist of the requirements: » Kila shell details (section lengths, diameters and thickness). nn) Refractory details (lengths, thickness, density). a) Costing position and thickness. Ww) Weight of kiln pads. y Position of kiln tyres. vi) Weight and position of airseals. vi) Weight of satellite coolers (if applicable). viii) Position of satellite cooler supports (if applicable). ix) Weight of kiin door and end if @ satellite kiln, x Dimensions of kiln tyres (O/D, I/D and width). xi) Dimensions of kiln rollers (diameter and width). xii) ‘Dimensions of kiin bearings (diameter and width).xiii) Angle between rollers, xiv) Centres of bearings. xv) Position and weight of girth gear. xvi) Kiln speed. xvii) Power absorbed by kitn, xviii) Kiln output. xix) Kiln chain position and derssity. ‘The amount of detall required is dependent upon the extent of the check required, Often it is only necessary to check the bending stress and for this, items 1-9 plus 15, 18 and 19 is the only information required, In order to calculate the bending stress, it is necessary to compile all the loading data and produce @ loading diagram. This loading diagram (Figure 1) is then used with normal, continuous beam theory to produce a bending moment diagram, The size of the bending moment Is, In fact, a direct function of load and, therefore, as the load increases so does the bending moment. For small changes in load, this can be assumed to be in a direct ratio, but over 5% this would no longer hold true. Itt + b-Li-l4 DR? ING DIACThe loading diagram Is used to produce bending moment diagram (Figure 2) and eventually a bending stress diagram (Figure 3). 1589, a 12e2) / ; sol PR 388, ae 188: La He rH ~s02% ae AZ | I -300 | | Y PIThe shear stress is the largest and therefore the principle stress in a kiln shell and as a result 1s used in accessing the design of the shell. However, due to the self weight of the kiln and all its associated components, a shear loading is set up. This shear gives ‘the load to be supported at the tyres, It is necessary to add the actual tyre weight when calculating the tyre end roller stresses and roller weight when calculating the roller shaft stress. These loadings set up bending and hertz stresses within the tyres and rollers. Examples of these are shown in Figures 4 and 5. eT) aw 129) -18) ee -300! JURE 4:The torsional stress requires all 19 {tems of Information to enable the torque diagram to be produced. I order to produce this, the reactions at each tyre must be calculated. The largest influence on the torque diagram is the kiln power end again this Is in direct ratio to the power input into the kiln, In relative terms, the stress produced by torsion is small compared to the bending stress. The actual stress in the shell is the composite effect of these, but since they act in different directions, the resultant stress pattern produces a sine wave stress pattern for every rotation of the kiln. 2, MECHANICAL DEFORMATIONS The loadings generate stress patterns which cause deformation within the kiln shell and there ere 4 natural types of distortion, these being:- © Sagging between the supports. This is generally small and has little effect on the kiln performance, The amount of sagging depends entirely on bending moment. and shell rigidity. This is called axia distortion. This distortion is downward Between the supports and therefore has an influence on the fatigue life of the kiln shell, © Twisting due to resistance to motion is generally small and has little effect on the kiln Since this is also influenced by shell thickness it is, therefore, dependent upon shell rigidity. This Is called torsionel distortion. If a kiln ig running steady once this distortion has occurred, it remains constant until the Kiln stops. © Ovality at the tyres due to combination of load and stress. However, this ovality is restrained by the tyre ovelity. The actual ovality is normally the tyre ovality Plus the ovality due to pad clearance. This deformation has the greatest effect on the kiln since refractory life can be related to ovality. This is called transverse distortion. This ovality can be drastically increased if the kiln is out Of line since this can increase the load that is supported at any particular tyre. © Thermal expansion of the shell due to the process. This has the effect of reducing the ovality at the tyres since the gap between pads and tyre is reduced and as a result the ovality is decreased, Thermal expansion should expand the tyre positions from their cold position to e position centrally with the rollers. All kilns are designed for certain shell temperatures in different areas If these are exceeded by any margin one consequence is that the tyres and rollers do not have 100% fact contact with a resultant increase in stress and ovality. These natural type of distortions are all affected by temperature and excessive temperatures increase distortion and reduce component life.) © Torsional distortion \ at Axial distortion Transverse distortion GUE 6:_NA’ In addition to these 3 distortions shown in Figure 6, it is possible to generate 5 further distortions, these bein 21 ari ud Axis This can be caused by several reasons and can be permanent or temporary. A typical example of temporary bananaring Is uneven coating thickness or loss of coating resulting, in one part of the shell circumference being hotter and, therefore, expanding by a greater amount. Bananaring results in uneven loading at the tyres giving @ cyclic loading to the rollers rather than a constant loading. The result of this is a change in the ovality shape and it is possible to increase the kiln ovality at a tyre. Bananering ca normally be seen at either the kiln inlet or outlet seals.Bonsnaring also has the effect of increasing and decreasing the load on the rollers due to the kiln shell trying to move sideways within the tyre or even lift the tyre. The change in load always affects the ovality and reduces brick life and can evenwually reduce the life of the roller shafts. In some Instances the tyre can lose contact with the rollers and as a result all the load is taken by one roller at an ongle to the kiln. Once this happens the ovality is increased by a large amount and hence refractory life is reduced, the Hertz stress in the tyre and roller is normally doubled and, if allowed to continue, would result in possible spalling oF cracking of the rolling faces. A third possible failure would be the roller shaft normally at the edge of, or Just inside, the roller bore. 2.2 Blistering ‘his is normally caused by overheating a section of shell after loss of refractory. This has two effects on the kiln from a mechanical standpoint and is the most usual form of generated distortion. © it induces permanent bananaring © it shortens the shell ‘The shortening of the shell reduces the contact area between tyre and roller resulting in increased Hertz stress in the tyre, Since tyre ovality is directly related to Hertz stress, any increase results in increased kiln shell ovality and a decrease in refractory 2.3 Walsting ‘This is shown in Figure 7 and is caused when the kiln shell is allowed to expand within a kiln tyre to an extent where there is no gap or there is an "interference" fit between shell and tyre, then additional stress is generated in both shell and tyre, The amount of stress generated is entirely a function of the shell temperature. Since the stress that ‘can be withstood has an exponential inverse function to temperature, damage can very quickly and easily occur, This damage has 4 effects on the kiln once normal running conditions have been restored:- © The slip and, therefore, ovality is increased with a corresponding reduction in refractory and shell life, © Longitudinal cracking of the shell at the pad edges due to concentrated stress and flexing. © Tyre pad cracking since the pads act as bridges as they are not necessarily flat on the shell,© If the "waisting* 1s greater than 10% of the shell thickness then the shell will continue to roll itself smaller as it rotates under its own weight, due ta the elastic limit of the material being exceeded if the shell temperature Is above the recommended for the material, then the 10% could be reduced to 7.5%. Ee} ee — p= 2.4 Misalignment Where a kiln is allowed to be misaligned in respect of its straight axis, both horizontally and vertically, then the kiln loading will be altered and significant loads can be transferred from one tyre to another. Any increase in loading at a tyre will increase ovality. It should be noted that, in general, kilns should be fully aligned In their hot condition, since an allowance has to be made for expansion when aligned cold, which can, in certain circumstances, cause the kiln to be out of line when runaing in the hot. condition. 2.5 Dor hex A Dog Leg has the same effect as Bananaring and in some instances can be more severe in its effect. A Dog Leg is normally the result of a circumferential seam that was not correctly aligned before welding. It is also possible to cause a Dog Leg by installing a ‘patch without considering all the consequences of the repalr.3. KILN OVALITY. In order to give good shell and refractory life, it is important to understand the mechanics of deformation and how this can be controlled within acceptable limits. It should also be realised that due to the kiln rotating the shell when deformed by ovality it 1s continually changing its shape end thus produces changes in stress within the refractories. It Is, therefore, necessary to design the tyre for the minimum economic ovality and keep the hot gap to the practical minimum, The effect on the refractory is shown in Figure 8 and it can be seen that constant movement, due to ovality, can produce stresses which eventuelly allow the refractory bricks to work loose. GI 7 iG VAS TH‘The normal maximum design ovality for a tyre is .2% relative to the inside dlameter of the kiln shell. This would give a difference to 8 mm between the horizontal and vertical outside dimension on a tyre for a 4000 mm kiln, Under ideal conditions, this would ‘eoult in a shell ovality of .23%, but in practice this Is rarely achieved. Experience has. shown that ovalities become very critical at .5% and this should, therefore, be treated fs an absolute maximum, with .4% being the point at which correction should be made. Under cold conditions, {t would be normol to find ovalities approaching .5% or, in some cases, even more. It Is, therefore, important to obtain the minimum cold gap, but at the same time giving ample clearance to allow the shell to expand within the tyre without waisting occurring. It Is normal to assume a temperature differential of 200°C fat the hottest tyres which would fall to 100°C at the coldest tyre. The differential of 200°C would normally assume s maximum shell temperature of about 325°C. Hotter shell temperatures will require larger cold gaps and thus Increase ovality and refractory stress when turning the kiln cold or at low shell temperatures for any appreciable length of time. High shell temperatures also reduce the stress and deflection resistance ‘capabilltles of the shell which cesult ip reduced shell fe. Figure 9 shows the chenge In theoretical gap between hot and cold during the kiln warm up period L Tyre HOT GAP Sheil TEMPERATURE/DIAMETER COLD GAP 10The only time the actual gap can be measured Is with the kiin stopped and although = theoretical gap can be calculated by measuring the slip. This is called the diametral gap, the actual gop measured will always be greater due to the ovality of the tyre and shell, This increase could be calculated, but in practice is normally 1.7 times the theoretical gap as illustrated in Figure 10. DIAMETRAL SQUAT CIRCULAR DISTORTED! THEORETICAL EFFECTIVE Where kilns have splined tyres, ovality is reduced since the splines hold the shell to the same shape as the tyre. It is usual to find ovalities in excess of .2% on a splined tyre unless the shell has been damaged. It is, however, possible to find waisting under @ splined tyre. n1k should be remembered that the effect of ovality reduces further away from the tyre that is measured as shown in Figure 11. OVALITY OISTANCE FROM TYRE FROM TYRE The effect of a small increase In ovality due too whatever reason can have a large effect of refractory life as shown in Figure 12, 2MEASURING OVALITY ‘An instrument has been developed to measure the ovality of the kiln shell and record the measurement on a polar diagram. This polar diagram form of presentation gives a greater appreciation of the problems associated with large ovality values and gives a visuai Indication (exaggerated) of the shape of the kiln shell in operation. These diagrams display the indentation of the rollers on the kiln shell and the "flattening" effect of the shell within the tyre. This Instrument is attached to the kiln as it is rotating, by magnetic feet and the Measurements recorded without affecting the production in any way. The measurements taken are then substituted into a formula and the ovality obtained. Messurements are normally taken as close to the tyres as possible since the greatest ovality is present at the kilo supports. This instrument produces diagrams (Figures 13a, b, c, d, e and f) which can give ‘alignment information in addition to the ovality readings. This trace Is the normal shape of a kiln having an ovality within tolerance O FIGURE 138 “4“This avality trace Is typical where shimming O {s required to reduce ovality Whilst this ovality trace o0ks good, it probably Indicates that the tyre Is lightly loaded and indicates an alignment should be carried out FIGURE, 13¢ 15Whilgt this trace Indicates a high ovality and a need to shim, the main reason for the ovellty Is misalignment of the tyre (te being too high) causing it to carry a very high load Although this trace looks ‘good, It in fact, indicates a sideways misalignment of the Kile 16‘This odd looking trace indicates @ curved axis and if repeated with the instrument in a different place on the circumference of the kiln shell the bulge would move to a different position on che trace ‘As can be seen, a lot of information can be obtained from ovallty traces, but action should never be taken just on the results of a trace and it is always necessary to obtain the temperature differential between shell and tyre as well as the slip reading. The temperature differential is used to correct the ovality because if it larger than normal, then the ovality obtained will be larger and If it is smaller then the ovality will be smaller. 1 ts possible to measure ovality by producing a squat disgram (Figure 14). This is obtained by fixing a magnetic plate to the tyre which has @ pager chart attached and f stand holding a pencil to the kiln shell. The result gives the maximum ovality, but 20 Information in respect of roller to tyre indentation or misalignment ovality. 17FIGURE 14 ‘As can be seen, this system also gives the slip reading as well as maximum ovality. It 4s also necessary to record the temperature differentials between tyre and shell as for the ovality Instrument. A third method would be to measure slip alone as shown aver and as a rough guide any ‘slip i excess of 30 mm per revolution would indicate a problem with ovality. In general, it would be advisable to carry out an ovality check if slip was greater then 25 ‘mm under normal running. To obtain good ovality, a maximum slip of 10 mm should be ‘aimed for under normal running conditions. As can be seen (Figure 15) all that is nected is a plece of chalk and a tape. Normally the measurement between tyre and pad is taken after ten revolutions of the kiln shell. 18EIGSURE 1S: TYRE SLIP MEASUREMENT - CHALK MARK METHOD In order to obtain the theoretical gap, the slip measured after ten revolutions is divided by ten and then by PI. Again, it is necessary to measure the temperature differential between shell and tyre. 198. CONTROLLING OVALITY Normally, ovality is reduced by inserting or replacing shims at the tyre pads. In selecting the new shim thickness, it is essential to consider the shell to tyre temperature differential under Vight-up and running conditions so that zero slip is not obtained, resulting in shell damage. ie ls possible to obtain high avalities and not have sufficient clearance (slip) to shim. This always indicates that the tyre ovality is greater than .2% and the reasons for this should be investigated and corrected so that the tyre ovality and hence shell ovality is, reduced. ‘Shimming or installing of thicker pads under a tyre should nat be carried out just as a result of slip or ovality alone, but by considering all data including temperature differentials and light-up conditions. 6. FA FE It Is possible for other factors to Increase stress end distortica and, in turn, this give a decrease in shell life, These are:- © Welds left proud or undercut, which can have the effect of multiplying the actus] stress by up to 2. © Holes In the shell where square or rough cut corners can have a stress concentration of 4 times the actual stress, These holes would be manholes and cooler outlet ports. © High shell temperatures above 350°C which dramatically reduce the stress capabilities and life of the ehell and above 400°C, it is possible for crystallisation to take place with a dramatic reduction in shell life. Crystallisstion causes the shell to become brittle and make repairs by welding difficult. The table below sets out the stress rupture limits of the steels used for kiln shette, Boiler quality 2 | 87 N/m? 15 Mo 3 2 | 134 N/mm?Some kiln manufacturers are now starting to consider an intermediate grade of steel between the ‘wo steels in certain circumstances: © Local deformation which can have a localised effect on stress and ovality, © Incorrectly designed strong-backs which can add too much stiffness to the shell as well as giving rise to stress raisers, © Incorrect weld preparation and execution during repairs. © Internal attachments welded to the shell that have insufficient expansion allowance, ‘The life of any rotating part which has a cyclic loading stress and deflection pattern is entirely dependent upon an exponential curve relating stress to cycles. This curve then has to be modified for temperature effect. Its, therefore, possible for a fairly small increase in stress ot flexing, in the form of greater ovality, to result ina larger decrease in kiln shell life, especially when any of the 7 previously mentioned items are present, or there are problems with alignment or large ovalities, In order to optimise shell life, the bending stress is normally limited 10 125 N/mm” in the high temperature area and 150 N/mm in other parts of the kiln with a maximum ovality of .4% on shell diameter, However, itis very easy as a result of any of the 7 previously mentioned items to magnify the bending stress by a factor of 3. 217. TYRE AND ROLLERS Where the tyre and roller meet, a Hertz stress is generated and this Is a function of load, tyre width, contact percentage ané tyre to roller diameter ratio, This Hertz stress, If allowed to become too large, normally shows Itseif by spalling on the tyre surface. The stress work hardens the surface which results in tiny cracks, either on or Just below the surface, which eventually join up and create spalling. This spalling can be accelerated if water or oil is present on the tyre, A relationship exists between Hertz stress and tyre ovallty. Since flexing of a'large solid casting 1s not desirable we have targeted on « low ovality figure of 0.2% ovality and a Hertz stress of 450 N/mm* as upper limits. High atress can also be seen as "flanging” on the roller and tyre edges. These flanges, if not removed by grinéing, will normally produce cracks within the tyre. In order to maintain an even stress across a tyre, It is essential that the tyre to roller face contact ts good and that the rollers are correctly aligned relative to the kiln axis. Where the kiln has become shortened due to shell problems and as a result the tyre overhangs the roller, then higher Hertz stress levels are generated with a greater risk of spalling and flanging taking place. Where these circumstances apply, this should always be corrected by replacing the damaged shell and cutting the kiln so that tyre and rollers return to their correct position. Once tyre and roller surfaces have begun to spall they should be checked by NDT to determine the depth of the cracking below the surface, this should be repaired by either welding (see Section 10) or by machining. Since any reduction in tyre or roller diameter results in an increase in Hertz stress machining should not be be carried out without first checking its result on the Hertz stress. It ts possible over a period of time for roller and tyres to become concave or convex with a reduction in surface contact. Once this has reduced to 70% contact or the convexity or concavity has reached 2 mm then machining should be considered. When a tyre has not floated for eny reason then steps can form on the roller and tyre. These steps need to be machined off since any increase in expansion due ta thinner refractories or loss of coating will result in the tyres and rollers running on the steps with the consequence of the edges breaking away. For this reason, kilns should be floated. Another form of damage seen on tyres Is a groove worn in as 0 result of high pressure between the thrust blocks of the tyre. This is normally due to the rollers not being set correctly relative to the kiln centre line and as a result they are trying to push the kiln In one direction, often downhill, so that when the Kiln is pushing uphill very high pressures are generated. The rollers should be set so that they Just keep the kiln neutral without generating pressure on the bearing thrust block end resulting in a hot bearing. 28 ROLLER SETTINGS ‘A major reason for tyre roller and thrusting problems is incorrect setting of the rollers relative to the kiln centre line, When a kiln is installed new, it is normal to set the rollers parallel to the kiln axis. However, with this configuration the kiln will tend always to try and run downhill and 5 a result will need a large thrust to push the kiln back uphill for floating. ‘Under normal running it is usual to skew the rollers slightly so that they thrust the kiln uphill, but at the same time allow the kiln vo float. tn many cases, It is sufficlent just to skew the heavy loaded tyre stations. When the rollers have been skewed their shafts should still remain parallel. This can be seen in Figure 16. It Is possible to set rollers incorrectly and if the skews had been set in reverse then a Jarge force would be generated pushing the kiln downhill. This force could result in the thrust rollers feiling and wear on the tyre face adjacent to the thrust hocks. Quite often, due to various minor adjustments over the years, the kiln rollers have become skewed in opposite directions. As a result, they work against each other. If left for some years the tyre and rallers will both wear tapered, resulting in a high uphill or downhill thrust from that particular tyre. This also gives difficulty in floating the kiln and generelly results in wear or scuffing on the tyre face adjacent to the thrust hocks. Figure 17 shows the incorrect roller settings. a 23i— hat a FIGURE 17 ‘There are two ways of checking if the rollers are correctly aligned and these sre:- by checking the position of the roller shaft relative to the thrust block. If the rollers are both set correct (towards the discharge end). ly then they should both be thrusting downhill In many cases it is difficult to observe the thrust washer, In this case another ‘simple method is the “rule of thumb" method as indicated in Figure 18. 249. KILN ALIGNMENT In order to obtain good life from both mechanical components and refractory, it is necessary to maintain a good alignment of the kiln tyres and rollers so that excessive loads are not transferred along the kiln due to tyres being higher than their normal centre line or to one side of ‘The best form of alignment ts a hot on the run alignment normally carried out using a nser, this alignment normally includes a shell map as well. Provided this is carried out with the kiln running under normal conditions it will show the actual running position of the kiln and should any problems be indicated the reasons for these can be seen on the shell map. A typical shell map Is shown in Figure 19. fp © 6s sz 100 240 200 9 Angle of Occurence FIGURE 19 As can be seen, the shell distortion is clearly shown, but It must be remembered that this mapping gives an exaggerated view. 26If the kiln alignment has been carried out cold using either level and staff method or flight Line through the centre an allowance must be made for the differential expansion of the tyres, This is particularly Important in respect of satellite kilns. The results of an allgnment should always be shown graphically as shown In Figure 20, 7 * 310" 9.490" 430" 0,340: 0,080" aatee aaa Tie ‘igh It should be noted that the “as found line always passes through the girth gear and that. all deviations and roller adjustments are made so that the girth gear remains in the ‘same position, The only exception to this rule is in the event of the gear being too deep ‘or shallow in mesh then the "as found" line should be drawn to reflect that. Ideally, an alignment should be carried out each year and at least every 2 years.10. REPAIRS, MAINTENANCE AND INSPECTIONS Ie Is necessary, at times, to carry out repairs to kiln shells, tyres end rollers in order to maintain integrity and extend the life of the components. However, It 18 possible to cause further problems if repairs are not carried out to the correct procedures. 10.1 Shell Cracks For various reasons already indicated in this paper, cracks appear in shells and in the majority of cases these can be repaired by gouging out and repairing. it's important to determine the exact length of the crack before starting and to make certain that the shell has nat become crystallised. It Is also very important that the correct procedure is carried out and that short cuts are not taken. A typical weld procedure would be 10.1.1 Marking of the Crack Length Mark-off the length of crack by means of centre punches at the 2 ends of the crack so that the welding operator is able to identify point where welding is to be commenced, 10.1,2 Prebeating Preheat the area where weld Joint is to be applied to 100-150°C. 10.1.3 Weld Joint. Weld joint to be applied with Are-Alr, from the 2 ends of the crack towards the centre of crack. The thickness of the carbon electrode should be 8mm and the welding ‘snachine must have a rating of minimum 400 A. Since based electrodes are highly sensitive to moisture, they must have been kept In a drying oven at a temperature of 200-250°C for at least 3 hours before being used. At the welding point the electrodes must be kept In a heat-retaining bucket at 70-150°C. 10.1.4 Grinding (Prior to Welding) It Is very important that the area where the weld joint 1s to be applied is ground prior to welding, Inadequate grinding may give rise to new crack formations. As a minimum Imm must be ground off the surface of weld joint to remove the chasred layer. The entire weld Joint must be metallically clean, 2810.1.5 Examination of Weld Jolat ‘Weld joint to be subject to a dye-penetrant or magnetic particle examination. Do not forget the sides of weld joint. In case the traces of crack formations have not been fully removed, operations under Clause 3, 4 and 5 must be repeated. Welding must never be performed until all traces of flaws have been removed. 10.1.6 Prebesting Preheat to minimum 150°C. This temperature must be maintained throughout the Welding operation. After welding, the welding point must be covered with mineral woo! mats or similar items 50 as to minimise the rate of cooling. 10.1.7 Welding ‘Minimum electrode thickness to be 3.25 mm, This requirement also applies to bottom Tuns as well 9s to position welding. In connection with normal bulld-up welding electrodes having a thickness of 5-6 mm should be used. For major build-up operations where flat-downhand welding can be applied, use high- efficiency electrodes. 10.1.8 Through-going Cracks Repeat operations under Clause 1 through 7, on the inner side of kiln shell. Where the shell has a thickness greater than 70mm, then stress relieving must be carried out. Where the ambient temperature is below 5°C then stress relieving should also be carried out. 10.1.9 Grinding (After Welding) In order to maximise the durability of the repairs, the convexity must be removed by grinding. Grinding of the finished weld to be performed s0 that the resultant surface is absolutely smooth, withoat any notch Indicators and with the grinding marks at right angles to the longitudinal direction of weld. 2810.1.10 Examination of Weld The entire area repaired to be subjected to a magnetic particle and ultrasonic examination. 10.2 Tyre of Roller Flanging As a result of tyres and rollers running out of position for some time, flanging can occur at the corners. Where this is detected, it should be ground off before any cracks form, since these will spread Into the tyre or roller, Once the flanging has been removed # NDT check should be made ta ascertain that no cracks are present. If flanging is not ground off then tyre and roller spalling will result. 10.3 Roller Tyre Face Machining From time to time it is necessary to re-machine the roller and tyre faces in order to ‘maintain good contact and prevent high stress areas resulting from point contact. Since the reduction in diameter of the tyres and rollers increases the Hertz and ovality, 8 Judgement always needs to be made as to the effect of the reduction. The change in stress and ovality should therefore always be calculated before any machining takes place, When machining rollers the setting up is vital otherwise tapered roller will result. The ‘grinding tool should be set up parallel with the roller shaft centres and at the same angle as the roller. In the case of a tyre, the grinding tool should be set up parallel with the kiln axis and at the same angle as the Kiln. Since the tyre can move with the kiln during the machining, it is essential that guide rollers are fitted to the tool before and after the grinding surface. 10.4 Tyre Welding Repairs ~ It is possible to repair # cracked or broken tyre by welding, but this is a highly specialised repair and should only be undertaken by good welding companies with experience in this type of repair, ‘There are some essential points that must always be observed and these are:- 1) The weld repair must always be carried out with the break or crack oa top. 11) The tyre must be pulled back into position accurately and held firmly in position during the repair. 304) Samples of the tyre material must be taken and the welding electroded ‘accurately matched to give compatibility with the tyre. iv) The preheating and cooling temperature gradients must be observed. v) The tyre must be stress relieved on completion and before the kiln Is rotated. 10.5 Kiln and Roller Spalling Repair It i possible to repair the rolling faces of tyres and rollers that have spalled using a cambination of welding (Section 10.4) and machining (Section 10.3). The choice of which ‘would depend upon the amount and depth of the spalling. If the spalling 's only 3 or 4 ‘mm deep then machining only would be possible, if It is deeper then the spalling would need to be repaired by welding and the tyre skimmed, Before attempting any repair of # spalled tyre oF roller, It is essential that an NDT check is carried out to ascertain the full extent of any cracks below the surface that ‘would have to be cut out and welded as part of the repair. 10.6 Shell Strengthening In areas where shell cracking becomes # repeated problem, then It is necessary to strengthen the shell with a strong back across the weld. The recommended strong back design Is shown in Figure 21. ‘These stiffening plates should never be thicker than the original shell and should always be flat as shown. in some cases strong backs have been installed on their edge and this alwys produces a shell which Is too rigid and this then becomes prone to further cracking. 10.7 NDT Inspection NDT inspection of tyres, rollers and shell is sequired to prevent the unforeseen breakdown between major repairs. It ls recommended that the following inspections are carried out ennuatly during major repairs, 10,7. Tyres Where tyres are showing signs of hairline cracks, spalling or flanging a NDT check is required to check for cracking below the surface. If the tyre has been in contact with water or oil then spot checks should be made on the surface for the formation of cracks Just below the surface. aFIGURE 21 10.7.2 Rollers The same applies for rollers as suggested in Section 10. In addition, where a kiln has @ throw caused by a banana or dog leg resulting in cyclic loading or the tyre to roller centre line is incorrect resulting in the tyre overhanging the roller, then the roller shaft should be ultrasonically checked for cracking in the area ‘adjacent to the roller bore. This can be carried out from the end of the shaft. The roller shafts should be checked for “wire drawing" and other damage which could cause hot bearings, 10.7.3 Gearing The girth gears and pinion should be checked for wear steps (if the kiln hes not been floated) and contact. 3210.7.4 Shell If there are areas of the shell that show signs of corrosion, fatigue or wear (in the chain area after loss of refractory) thickness checks are recommended so that any future repairs can be planned. Where corrosion is a problem due to burning conditions on the raw materials, then a possible solution would be to paint the shell with phosporic acid which appears to prevent shell corrosion, Whilst this does not cover all inspections required, the above can be used as a guide line. 33