Wednesday, January 12. 2011
CALCULATING COLD GAPIf historical temperature information is available, long term averages of shell to tire temperaturedifferences are a good way to calculate the cold gap/ filler bar thicknesses. If so, the filler barthicknesses determined by creep reduction can be verified.Kiln Shell Diameter x Temperature Difference between Tire and Shell x Expansion Coefficient =Reduction of the Filler Bar to Tire ID Gap. This is the differential expansion.EXTRA GAP is a safety factor that we apply since we can only work with average temperaturevalues and temperatures fluctuate during normal operation. Since these temperature differencescannot be strictly controlled and a locked tire is something to be avoided, leaving a residual orextra gap is the accepted norm.The final step would be to take the cold gap, subtract it from the difference between tire bore andshell OD and divide by two to get the average new filler bar thickness. Individual bar thicknesswill vary if the original shell was manufactured without machining. If the shell was not originallymachined measuring and numbering the old bars is recommended.
The chart above is taken from:Recommended Procedures for Mechanical Analysis of Rotary Kilns, By R.P. Chapman, Publishedby Fuller Company 1985As it turns out the coefficient of expansion (CE) is itself a function of temperature. Chapman hasprepared this useful chart that not only eliminates the need to make any calculations for therequired cold gap but has at the same time incorporated the changing value of the CE.CAUTION:The above chart only gives the clearance needed for expansion. If you use the chart to work theexample on the previous page you will see it clearly does not include the EXTRA GAP.To make matters even more confusing these calculations do not correspond to the measured gap.The measured gap at the top will be about 50% larger due to shell sag or ovality since neither tirenor shell is round. The calculations are based on the shell and tire being perfectly round.Posted by Walter Gebhart in Kiln Tires (Tyres) at 06:03 | Comments (3) | Trackbacks (0)
Tuesday, January 11. 2011
This procedure is usually only required with refractory lined units. Non refractory lined units canstill use these guidelines but make the fit tight so that the creep is as close to zero as possible.The steps in principle are outline here. The actual sequence of events will be determined by howthe old filler bars are mounted; specifically if they are welded under the tire, which may meanpartially or completely relocating the tire.In any case the work should always be carried out in the upper area of the shell, usually involvingonly three or four bars between incremental shell rotations. Removal, replacement and weldingshould only be done in the down hand position, never on the vertical or overhead. If it wasnecessary to push the tire completely off the pads to get the old bars out, necessitating lifting theshell, the tire will be put back in place by supporting it with temporarily placed filler bars in orderto allow rotation to fit the new bars while working in the upper area only.Using any other technique, will take longer and risk lower quality of workmanship.OK, I agree, there is no proactical way that a new set of shell pads (filler bars) can be made tothicknesses other than standard plate sizes. So there is more to this procedure than outlined herebut at least this is the theoretical start.Posted by Walter Gebhart in Kiln Tires (Tyres) at 13:23 | Comments (0) | Trackbacks (0)
Phillips Kiln Tires Services
Rotary kiln tires alignment
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