Technical Machinery Documentation State: 04.

2001

Loose tyre with tyre section BA 413-0171 en

and tyre fastening Page 1 of 26

Safety

by correct assembly, proper operation,

careful maintenance and care
BA 413-0171 en
Previous edition:

This symbol indicates all important safety references in the

present operating instructions.

Observe these references and, in these cases, behave parti-

cularly careful. Notify these safety instructions also to other
users.

Beyond the references in these operating instructions, the

general safety- and accident prevention regulations of your
legislator must be observed.

Urheberrecht
The copyright to these operating instructions remains with the KHD Humboldt Wedag
GmbH. The instructions are meant for the assembly-, operating- and supervision staff. The
operating instructions contain regulations of technical nature and drawings which are not
permitted to be multiplied, distributed or used for competition purposes without authorisa-
tion, nor in whole, nor in part, unless this has been expressly approved. The non-obser-
vance of the above will entail claims for indemnification.

Postanschrift
Alterations in this edition:

KHD Humboldt Wedag GmbH

Dillenburger Str. 69
51170 Köln
Germany

Telefon: +49 (0)221 6504-1200

Telefax : +49 (0)221 6504-1209
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Contents: Page

1 Description . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3

1.1 Tyres. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3
1.1.1 Dimensioning . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3
1.1.2 Quality assurance . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4

1.2 Ovality . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4
1.2.1 Measuring the ovality according to the shell test method . . . . . . . . . . . . . . . . . . . . . . . 6
1.2.2 Assessment of the ovality by measuring the relative movement . . . . . . . . . . . . . . . . . . 8

1.3 Tyre fastening . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 10

1.3.1 Cold gap KSP (= diameter difference in cold condition). . . . . . . . . . . . . . . . . . . . . . . . 11
1.3.2 Hot gap WSP (= diameter difference in operating condition) . . . . . . . . . . . . . . . . . . . . 11
1.3.3 Axial movement of the tyre, axial gap . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 12
1.3.4 Radial movement of the tyre relative to the tube . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 12
1.3.5 Wobbling of the tyre . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 14

2 Maintenance, measures. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 15

2.1 Pre-conditions for a trouble-free operation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 15

2.2 Lubrication. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 16

2.3 Measures for avoiding narrowings . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 17

2.4 Calculation example for determining the diameter difference . . . . . . . . . . . . . . . . 18

2.5 Rehabilitation measures for narrowings . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 19

2.5.1 Replacement or lining of the slide plates . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 19
2.5.2 Repair of worn down guide strips . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 23

2.7 Equalising the contact surfaces of tyres, supporting rollers and thrust rollers. . 25

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1 Description

1.1 Tyres
The tyres have a rectangular solid-profile cross section and are mechanically worked on either
side. All forces and loads from the rotary tube are directed via the tyres into the tyre assembly
and further into the foundations.

Beyond this function as supporting elements, the tyres are meant for providing the relatively
"soft" rotary tube with the necessary circular stiffness.

Therefore, proper functioning of the tyres is of utmost importance.

1.1.1 Dimensioning
Dimensioning of the tyres is based on the assembly load resulting from the statical rotary tube
calculation considering the alternating dynamical and thermal stress upon different operating
conditions. The tyres are highly resistant to deformation, rupture and wear. Such, they are mee-
ting all requirements regarding admissible
• ovality

• tension in the cross section

• Hertzian stress between tyre and supporting roller/thrust roller.

The stiffness of the tyres, i.e. a small deformation under stress is of high importance for the dura-
bility of the bricklining. This so-called ovality of the tyres is calculated acc. to Nies and is indica-
ted in % of the internal diameters of the sheet shell (= rated tube diameter).

For the calculated ovality of the tyres, the ovality value of max. 0.2% common in the cement
industry and recommended by the manufacturers of refractory materials has been taken as a
basis.

Calculation formula (acc. to Nies):

With P = assembly load in N calculated from the tube statics assuming the common
load values for a geometrically straight rotary tube (incl. tyre weight)

Rs = centre-of-gravity radius of the tyre (cm)

E = modulus of elasticity (N/cm²).

I = moment of inertia (cm4).

ϑ = Radius change

ω = difference between large and small diameter of the deformed tyre bore

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1.1.2 Quality assurance

The quality assurance is realised via extensive material tests such as
• non-destructive tests with the tyres and

• destructive tests with samples of identical material

Tyre materials coming into question are high-quality types of cast steel, cast tempering steel or
forged steel with matched mechanical properties.

1.2 Ovality
Ovality in connection with rotary tubes generally means the change of the shape of the shell
plate during a tube rotation. The ovality is of decisive importance for the durability of the rotary
tube lining.

The ovality is a function of the transverse force and depends on the stability (circular stability) of
the tyre, the tube plate thickness in the tyre area and the diameter difference d (see Fig. 5).

With the frequency of the tube rotation, the size of the transverse force can be subjected to
heavy deviations. The cause is a distortion of the tube axis by local or linear exceeding of the
normal shell temperature. Moreover, the transverse force can permanently change due to
lowering of the foundation, different narrowings of the tyre sections or by wrong positioning of the
tyres.

The deformation of the tube (ovality) is generally dependent on two parameters:

• ovality of the tyre

• deformation of the tube in its upper vertex (flattening)

The stiffness of the tyres can be evidenced by calculation as already mentioned under 1.1.1 and,
at the indicated limit value of max. 0.2% ovality related to the rated rotary tube diameter, it offers
the required safety.

The tube plate thickness near the tyre influences the ovality only to a minor degree which could
be confirmed by numerous practical measurements in the last years. The reason is that the
rotary tube - irrespective of its plate thickness - is always the clearly 'softer' component compared
with tyre and, in its lower section, adapts itself to the bore of the stiffer tyre (see fig. 7, picture C).

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Differences regarding the deformation can only occur in the relatively small area of the upper flat-
tening (see Fig. . 1.1, 1.2).

Deformation of the tyre section Deformation of the tyre section

with normal plate thickness at insufficient plate thickness

Fig. 1.1 Fig. 1.2

The diameter difference d between tyre and tube is of considerably higher importance. It is
dimensioned such that, during normal operation, a small gap width S is establishing between tyre
and tube and, consequently, a relative movement.

Relative movement is the dimensional displacement of a point of the rotary tube shell against
the tyre during one rotation. Depending on the rotary tube size, in warm operating condition, up
to max. 25 mm/rev. are admissible.

During heating up of the rotary tube - but also during production operation, if the accretions fall
down in the area of the tyre - the shell temperature rises more rapidly than the temperature of the
tyre. Normally, the tyre gap is sufficient to balance this temperature difference. Nevertheless, the
kiln shell temperature must be monitored since, in the extreme case, if there is no tyre gap, com-
pressive strain can occur in the tube shell which exceeds the proportionality limit of the material.
This means lasting narrowing of the tube and, as a result, an increased ovality when the normal
temperature difference between tyre and tube section is restored.

Note!

In our chapter "Commissioning" of the operating instructions, the

"particular features during the drying and heating up phase" are
described. They must absolutely be observed!

In the following text, measuring methods for the determination of the tube ovality are described
and limit values indicated.

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1.2.1 Measuring the ovality according to the shell test method

One option to directly measure the ovality during normal production operation is the shell test
method. An instrument was developed (see Fig. 3) to scan the curvature change of the rotary
tube shell during one rotation. The instrument comprises a measuring bar, a scanning pin and a
recording unit. From the data recorded, the ovality can be determined using a calculation for-
mula.

According to bricklining companies, an ovality (%) of up to 1/10 of the rated tube diameter in
metres (m) is considered not critical but normal. Higher ovality values are mostly critical (see Fig.
2).

For an internal tube diameter of 4.6 m, the approximate upper limit for the tube ovality is 0.1 x
4.6 (m) = 0.46%.

A negative influence of higher ovality values on the service life of the lining can mostly be clearly
noticed. Rehabilitation methods are described under 2.5.

Inter-relation between admissible ovality and kiln diameter.

Fig. 2

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The measuring instruments can be obtained from the following manufacturers:

• · Messr.
HOLDERBANK
Management and Consulting Ltd.
CH - 5113 Holderbank AG
Switzerland

• · Messr.
REFRATECHNIK GmbH
Rudolf-Winkel-Straße 1
D - 37079 Göttingen
Germany

Fig. 3

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1.2.2 Assessment of the ovality by measuring the relative movement

During normal production operation

a) If a shell test measuring instrument should not be available, conclusions regarding the ova-
lity can be drawn on the basis of the relative movement between kiln tube and tyre.

The most simple method is a to apply a marking with a chalk line on rotary tube shell and
tyre. In case of large relative movements, one tube rotation is sufficient. In case of smaller
relative movements, it is recommended, to measure the displacement of the two markings
after 10 rotations (also see Fig. 4) and to divide them by 10.

Depending on the rotary tube size, in warm operating condition, a relative movement of
max. 25 mm/rotation can be considered normal.

If, despite a straight kiln axis, near the tyres lining defects should repeatedly occur and the
relative movement for smaller rotary tubes should be more than 15 mm and for larger ones
more than 25 mm, the increased walking work of the rotary kiln (ovality) can be the cause
of frequently occurring defects.

b) A more exact method for measuring the relative movement than that described above is to
have the relative movement recorded by a circulating recorder (see Fig. 6). This method
has become generally known in the meantime.

A pen fastened with magnets on the tube shell presses against a recording plate also
fastened with magnets on the tyre. The recorded curve indicates the degree of ovality.

Fig. 4

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c) A further method for determining the relative movement is the comparison of the speeds of
tyre and rotary tube (RELATYREX® method). The rotations of the motor shaft counted by
the instrument, divided by the overall transmission ratio (gear and girth gear - pinion trans-
mission) indicate the number of tube rotations. At the same time, the rotations of the tyre
are counted (also see ZKG No. 12/1976 and tyre section cooling, page 17).

• For a tightly seating tyre, the following results:

counted motor shaft rotations
= rotations of the tube = rotations of the tyre
i-totally

• Below, an example for the calculation of the relative movement with loose tyre.

Outer diameter slide plate:5200 mm

Counted motor shaft rotations: 14020

i-totally (i1 x i2 ist): 700 : 1

Counted tyre rotations: 20

14020
Number of tube rotations: --------------- = 20, 028
700

On that basis, the relative movement per tube rotation is calculated:

If the control centre comprises a computer system, counting and calculating of the value can also
be realised via the computer so that the relative movement can be determined at any time.

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1.3 Tyre fastening

The tyre fastening (Fig. 5) comprises the following:
• loosely inserted slide plates Item 1

• lateral guide strips Item 2

• lateral fixing cams Item 3

• welded slide plate fixing Item 4

The thickness of the replaceable slide plates depends on the tyre width and the selected diame-
ter difference d between tyre bore A and slide plate outer diameter B.

Abb. 5

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1.3.1 Cold gap KSP (= diameter difference in cold condition)

The specified diameter difference d between tyre bore and external slide plate diameter is, with
cold rotary tube, between 3 and 15 mm depending on the size (see Item 1.1.3).

1.3.2 Hot gap WSP (= diameter difference in operating condition)

In operating condition, the rotary tube has a higher temperature than the tyre. From the different
thermal expansion, the hot gap is resulting which is smaller than the cold gap (see Item 1.1.3).

Remark:
The terms "tyre gap", "cold gap" and "warm gap" are frequently used such that misunderstan-
dings result.

Therefore, the terms should always be clearly used as described in these instructions, e.g.:
• Diameter difference d

• Relative movement ∆U

• Gap width in the vertex S.

When indicating measured values, always indicate to which kiln condition the data refer: cold kiln
or kiln at operating temperature (see Fig. 6).

Schematic representation of the Schematic representation of the

theoretical diameter difference d in actual gap S in the upper vertex in
manufacturing condition operating condition (with load),
(without load) deformation of the tyre not considered

Fig. 6

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1.3.3 Axial movement of the tyre, axial gap

The lateral guide strips are mounted such that, in horizontal direction, the tyre has an axial gap of
about 5 mm, i.e. in the central position of the tyre, about 2.5 mm on either side, see Fig. 5, Item
X. This gap ensures the unhindered movement of the tyre and prevents it from being jammed.

During kiln operation, it may be noticed that the tyre, due to its axial gap, is moving between the
lateral guide strips. This means that it is contact with the upper or lower strips or takes an inter-
mediate position. In any case, the respective contact surface must be lubricated as described in
the maintenance reference.

One reason for the movement of the tyre from one side to the other can be that the axial move-
ment (hydraulic displacement) of the kiln tube influences the ring. This will be the case, if very
constant temperatures are prevailing in the entire tyre fastening system and the supporting rol-
lers remain largely thrust-free.

However, it is frequently noticed that, for a longer time or even predominantly, the tyre is in con-
tact with the guide strip only on one side and stress is acting only on this side. This condition is
not critical (here again: lubrication of the axial contact surface is required).

The reasons for this are the different temperatures in the tyre, in the supporting roller and in the
kiln shell.

Differences in the tyre width lead to different diameters from one to the other side, i.e. the tyre
becomes somewhat conical.

The same applies to the supporting roller(s).

Temperature differences in the kiln tube on both tyre sides also lead to it that the tube becomes
conical. The larger tube diameter is on the side with the higher temperature.

All mentioned influences can occur alone or in combination. By temperature measurements, it

was determined that normally the greatest influence results from different tube temperatures,
e.g. caused by different accretion situations or bricklining conditions. But also outer influences
can be of importance such as wind and rain.

It was observed that the tyre is always tending to move axially towards the highest shell tempera-
ture (= largest kiln shell diameter). Following the course of the movement, this is a logical proce-
dure which can also be observed during other applications, e.g. in case of a flat belt drive where
the belt is always running in the direction of the largest disc diameter.

To get a clear impression of the situation, it is recommended to measure all temperatures and to
evaluate their effects.

1.3.4 Radial movement of the tyre relative to the tube

In Fig. 7, picture C, the course of the movement during one tube rotation is represented.

In the shaded area, the rotary tube is in tight contact with the tyre; at point 'a', the tyre and the
tube are drifting apart and at point 'b', both parts are in tight contact again, i.e. nearly no friction
wear occurs. The movement of the tube in the tyre is more of rolling nature. An internal lubrica-
tion of the tyre to support the rolling movement is normally not necessary.

If, nevertheless, material break-outs are noticed at the slide plates, the cause is a sudden over-
heating of the shell plate in a restricted area with the tyre still remaining relatively cold. The pres-
sure forces in the contact area are such large that a partial cold set results. As soon as the
temperatures of tyre and tube become nearly identical, a relative movement takes place. This will
first be only a few centimetres so that the welding point is displaced only to a minor degree
during the tube rotation. The folded up material becomes larger with every rotation and breaks
off as chip when reaching the external edge of the slide plate.

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If such a case should occur, the inner surfaces of the tyre and also the lateral contact surfaces of
the guide elements should be lubricated. This slows down the formation of chips and completely
stops it after a certain time.

To largely prevent the chip-forming effect, upon the new installation of slide plates, the surface
showing towards the tyre bore must be lubricated. The lubricant "Anti Seize Nickel" proved well
here. However, it should b aimed at avoiding such a cold set just from the beginning, i.e. tube
section and tyre must be heated up such uniformly that always a small tyre gap is existing.

Abb. 7

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1.3.5 Wobbling of the tyre

By the bending-free fastening of the tyre on the kiln tube, during normal kiln operation, the free
movement of the tyre in axial and radial direction is ensured (see Item 1.2.3 and 1.2.4). If all ope-
rating directions are observed - e.g. the starting and shutting down procedures, behaviour upon
failures - the different thermal expansions are balanced by the tyre fastening.

The position on the kiln tube is determined by:

• the lateral fixings which are mounted exactly rectangularly to the kiln axis,

• the cylindrical seal between tyre and slide plate/kiln tube,

• the cylindrical contact surface of the tyre and of the supporting rollers,

• the contact of the tyre with the thrust roller.

Due to the operating stress acting onto the kiln, the kiln tube is subject to a flexible deformation
which is calculated as bending line of the kiln axis. The inclined position of the kiln tube resulting
from the bending line is only a few tenth millimetres over the tyre width which is accepted by the
kiln shell as deformation and does not lead to wobbling of the tyre.

If, however, bending of the tube has occurred due to partially more heated up tube areas and the
tyre gap is very small or = 0 and possibly heavy temperature differences in longitudinal direction
and/or over the circumference are existing, wobbling of the tyre during one kiln rotation can
occur.

Wobbling of the tyre can only be eliminated by eliminating the causes; e.g. the increase of the
tyre gap can most simply be remedied by direct cooling of the tyre section. In view of the existing
axial gap of about 5-10 mm, tyre and supporting roller will largely come into contact despite the
still existing tube bending.

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2 Maintenance, measures

2.1 Pre-conditions for a trouble-free operation

In operating condition, the tyres can only fulfil heir function, if they are really sound and mechani-
cal and thermal overloads are avoided. Below you will find some useful information:

a) Avoiding of damage to the surface

– Lubrication of the contact surfaces tyre/supporting rollers

– Lubrication of the contact surfaces tyre/thrust rollers

– Lubrication of the lateral guide strips

– No entrance of foreign bodies between the contact surfaces

– Do not lead welding current over the tyres

– Do not ignite electrodes at the tyre

– Remove burrs and build-ups

Defects at the tyres result in increased notch tensions which are low at smooth tyres. As
the notch impact strength of the tyre material is strongly reduced at low temperatures, it is
recommended to preheat damaged tyres prior to starting the kiln at temperatures of below
0 °C as it is also suggested for internally geared tyres.

Preheating should always take place over an extended period of time prior to turning the
kiln (about 1 day), uniformly distributed over the circumference using hot gases and a gas
burner with soft flame or similar. The surfaces should be heated up to about 20°C.

b) Avoiding of overloads

– Maintaining the geometrically straight tube axis (correct position of the supporting rol-
lers also after the foundation has lowered, installation of new tube sections and bearing
assemblies).

– Avoiding/eliminating lasting tube distortions as they can occur after a sectional overhea-
ting of the tube.

– Ensure correct position of tyre to supporting rollers in axial direction.

– Ensure correct position of the thrust roller to the tyre, check pressure.

– Avoiding an extreme increase of the assembly loads as they would result from heavy
bricklining, heavy inner assemblies or a heavy satellite cooler.

– Avoiding thermal overload of the tyres as they can occur upon overheating of the tube
underneath the tyre in case of defective bricklining.

Tyre overloads can never be caused by the pressure of the tube in the tyre bore at an
excessively small tyre gap. After the limit of proportionality of the tube material has been
exceeded, such cases always lead to narrowing of the "softer" rotary tube compared with
the tyre.

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2.2 Lubrication
Between the lateral surfaces of the tyre and the lateral guide strips (Fig. 7), a relative movement
takes place. To minimise the wear at these surfaces, they must be lubricated on a daily basis.
Here, a lubricant with a high solids portion on graphite- or copper basis should be used, e.g. the
following products:

Address Product

Weidling GmbH + Co. KG WEICON Anti-Seize

Postfach 84 60
Königsberger Str. 255 (Urgently recommended for the
D - 48157 Münster first lubrication)
Germany

Carl Bechem GmbH Berulub FCC

Weststr. 120
D - 58089 Hage
Germany

K.S. Paul GmbH PBC

Ronsdorferstr. 53
D - 40233 Düsseldorf
Germany

Klüber Lubrication München KG Wolfracoat C Fluid

Geisenhausenerstr. 7 Wolfracoat C Paste
D - 81379 München
Germany

Fuchs Lubritech GmbH Ceplattyn HT

Hans-Reiner-Str. 7-13
D - 67685 Weilerbach
Germany

At high temperatures, the carrier oil of the lubricant evaporates after the application. The solids
portion, however, adheres to the surface and fulfils the lubricating function in the application
area. It is recommended to apply the lubricant with a spatula or brush or to use portable spraying
devices (can be obtained from the above companies).

In view of the high temperatures, an automatic lubrication is difficult.

Observe safety references in the "Technical Machine Documentation".

In practice, despite a thorough lubrication, material break-outs occurred at the guide strips and
the tyre surfaces. This means that forces were acting whose size was far beyond the admissible
limit values. The following example gives an explanation.

If the shell temperatures besides the tyre are higher than underneath it, the rotary tube expands
and the lateral guide strips are jamming against the lateral tyre surface (Fig. 8, picture B). By the
punctual loads occurring here, material erosion can result.

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2.3 Measures for avoiding narrowings

As already mentioned under 1.1.3, narrowings are the consequence of an excessive irregular
heating up of tube and tyre.

In particular upon heating up the plant or in case of defective brickwork in the tyre area, the risk
of narrowings is high as the rotary tube shell is heated up relatively rapid and the tyre takes the
heat considerably slower.

Caution!

Observe that not the shell temperature proper is the cause of the
narrowing, but the temperature difference between tyre and tube.

Also at a relative low shell temperature, narrowings can occur.

At a diameter difference of 10 mm, the admissible temperature difference is ∆t :

At ∆t = 160 °C, the diameter difference between tyre and tube would be zero. if the tempera-
ture difference increases by further 50°C, the limit of proportionality of the shell plate is rea-
ched.

Upon heating up, it is difficult to assess, whether a gap is still existing between tyre and tube as
the tube cannot be continuously turned. Here, it is recommended to monitor the temperature at
tyre and tube with the aid of an adhesion thermometer.

It is important that the tyre section and the tyre are heated up and operated at an as small tempe-
rature difference as possible. Of course, the heating up instructions of the brick suppliers must
also be observed. Possibly, blowers must be used to cool the tube shell. The same applies, if
during production operation narrowing must be expected due to sudden partial heating up of the
tyre section.

Information on tyre section cooling and its control:

In case that the rotary kiln has already been equipped with a tyre section cooling system, axial
blowers are rigidly installed at both outlet-side bearing assemblies. The blowers must be posi-
tioned such that the emerging cooling air flow is acting onto the tyre section on either side of
the tyre, but not the tyre proper.

In addition, the blowers approximately positioned in the kiln centre must be aligned such that
the air flow can escape over the kiln, i.e. upwards. If the heated up air would be pressed
underneath the kiln, an undesired temperature increase at the bearings etc. would result.

The tyre section cooling can be made manually, if the tyre gap becomes too small and
jamming of the tyre shall be avoided; if a RELATYREX® system is installed, the tyre section
cooling can be controlled automatically.

By no means, the tyre section cooling should be permanently operated!

An unnecessary increase of the tyre gap would result.

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To avoid excessive temperature differences between ring and tube, also an external heating up
device for the tyre can be mounted. This not very expensive method (heat supply into a housing
arranged around the tyre) was little used in practice as its reliably is not yet proven.

If, in the tyre area, a lining defect is noticed (red spot), the plant must be put out of operation.

For rotary kilns, it is disadvantageous, if a damage occurs underneath or adjacent to a tyre seat.
As it is known, the beginning of the sintering zone is a critical area for the brickwork (changing
accretion conditions). For statical reasons, often just here a tyre assembly is arranged.

In particular for this zone, the operator and the brick supplier must co-operated to optimally pro-
tect the mechanical parts of this zone.

Here, it must be kept in mind that a change of the burning process (short flame or long flame) as
well as changes in the raw meal composition immediately entail a change of the accretion beha-
viour in the kiln. These plant-related requirements must be considered when selecting the brick
quality and the determination of the zones.

As soon as defects on the rotary tube become noticeable, the required rehabilitation should be
made to its full extent and without delay. In this way, longer operating phases become possible
and consequential damage to the mechanical parts is avoided.

2.4 Calculation example for determining the diameter difference

The plant section "tyre seat" requires particular attention.

Therefore, for every tyre assembly of the rotary tube, a measuring log should be prepared. It is
recommended to determine at least twice per week the existing relative movement between tyre
and tube and to enter the readings into the log. Such, changes can be recorded and used for the
comparison with recordings on lining defects. At least twice per year, also the lateral surfaces
should be checked and the gap widths between tyre and guide strip entered in a log.

If rehabilitation measures become necessary, first the diameter difference must be determined.
To that end, the method described below has proven well.

This proven measuring method refers to the cold rotary tube as well as to the operated warm
rotary tube. While, upon the cold measurement, the cold gap specified for the assembly must be
considered, upon the warm measurement in normal operating condition, a measurement to be
repeated on several days is required. The smallest value determined during the measurement is
considered when newly determining the slide plate thickness D. Here, it is necessary to have the
rotary tube perform at least one rotation and to measure the relative movement ∆U with the aid of
the curve recorder (see Fig. 4) or using the markings on tyre and tube. ∆U divided by 3.14 (Π) is
the actually existing diameter difference d.

Relative movement Gap widthS Slide plate thickness

∆U D (exist.)

Assy. I

Assy. II

Assy. III

Meßprotokoll

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2.5 Rehabilitation measures for narrowings

If, due to a narrowing, a rehabilitation or slide plate thickness measurement is indispensable, the
replacement of the slide plates can be a rapid remedy.

2.5.1 Replacement or lining of the slide plates

The following cases can occur

Case I:
The tyre gap is too large and the rehabilitation is realised by installing new slide plates.

This is done as follows:

• · Determine the actually existing diameter difference (see Item 2.4).

• · Determine the new slide plate thickness considering the desired gap and the current slide
plate thickness.

with

D1 = new slide plate thickness

D = current thickness of the slide plate (e.g. 25 mm)

d1 = calculated actually existing diameter difference

(e.g. 16 mm) between tyre and tube

d2 = desired diameter difference for the cold tube (e.g. 10 mm,

as a function of tube diameter and assembly, e.g. inlet, centre, outlet).

In this example, instead of the currently existing 25 mm thick plates, now 28 mm thick plates
must be installed.

The length of the plates depends on the tyre width; the width must re-measured at the existing
plate.

The bending radius must be matched to the outer tube diameter "C".

The material for the plates can be normal construction steel.

New slide plates can also be welded together of two plates, i.e.
• one plate already kept on stock or base plate manufactured previously and a lining plate to
achieve the total thickness

• the lining plate should not be thinner than 3 mm and be of material St 52-3N.

The thinner lining plate is welded underneath the slide plate (see Fig. 10, Item 1 and 2).

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Case II:
The tyre gap is too large and the rehabilitation is made by placing lining plates underneath the
still used slide plates; e.g. the lining plates must be 3 mm thick (28-25 = 3 mm). See Fig. 8, 9. 10,
lining plates of material St 52-3N.

This temporary solution should be substituted soon by 28 mm thick plates.

In case II, the slide plates are lifted and the lining plates slid between slide plate and tyre!)

The somewhat protruding head sides of the lining plates are tack-welded to the slide plate (see
Fig. 10, Item 1, 3)..

Fig. 8

The replacement or lining of the slide plates is always made at the vertex of the rotary tube. The
lateral fixings (Fig. 5, Item 4) are unfixed, the old plates (Case II) withdrawn and replaced by new
ones and, in Case II, lined with lining plates.

If sliding in should be difficult due to an insufficient correspondence of the tube- and slide plate
radii, the slide plates must be matched.

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The previously chamfered slide plate fixings are welded to the cams again as illustrated in Fig. 5,
Detail "X".

During the works on the tyre fastenings, all parts loosely placed
on the rotary tube must be secured against slipping.

For the works, all necessary safety measures must be taken (safe
climbing, secured standing surface and railings)!

Fig. 9

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Fig. 10

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2.5.2 Repair of worn down guide strips

If guide strips are worn down by 15 mm and more, the original axial gap of 5 mm should be resto-
red.

Such repair works are relatively simple. The tyre must be pressed off the worn down contact sur-
face and an accordingly thick lining plate welded to the guide strip (see Fig. 9, item 1).

The ends of the lining plates should be slightly inclined, see Fig. 9.

2.6 Rehabilitation measures for tube bulges underneath the tyre

If underneath the tyre a lining defect has lead to local overheating, at this point, the tube shell will
be bulged inwards. Depending on its size, this bulge can entail further defects.

Due to the wedge shape of the bricks, particular difficulties result for the bricklining, see Fig. 11.

Fig. 11

Regarding suitable measurements for the refractory lining, we refer to the information given by
the suppliers of the refractory material.

Upon every tube rotation, moreover, a shock-like load will occur when the flattened tube area is
entering the tyre bore.

In such a case, the loosely placed slide plates between tyre and tube permit a rapid remedy
against these shock-like loads.

First, the defective area is moved to the vertex of the tube and the slide plate in this area is with-
drawn.

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The tube is then turned by 180° so that this area is positioned at the bottom and there, the gap
between tyre bore and tyre section can be measured. Upon measuring, it must be checked, whe-
ther the bulge is located centrally or laterally displaced to the tyre (see Fig. 12).

Fig. 12

Depending on the situation, the slide plate must be lined with plates of identical or different thick-
ness or with flat steel (see Fig. 13). The lining must not be thicker than the measured gap.

Fig. 13
(for a clear representation, not true to scale)

Although this work is taking a lot of time and requires skill, the expenditure will be worth while as
the plant can be further operated up to a final rehabilitation of the damaged areas.

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Depending on the extent and serious nature of the defects, the following final rehabilitation mea-
sures are coming into question:
• Inserting of a plate patch
(disadvantage: under the tyre, welding is only possible from the inside, if the tyre is not axi-
ally displaced)

• Installation of a new tyre section with fastening.

2.7 Equalising the contact surfaces of tyres, supporting rollers and

thrust rollers
In the case of plants without hydraulic system for that purpose, the longitudinal movement of the
rotary tube is initiated by setting the supporting roller axles into an oblique position. In this way,
the contact surface of the tyres gets a slightly convex shape, while the shape of the supporting
rollers becomes concave. This can essentially affect the tube movement. It is recommended to
make a correction by overturning or grinding the surfaces. A turning device is schematically
represented in Fig. 14, picture A.

If required, the works can be made with temporary facilities. Companies active in this field (e.g.
DIW Indumont) are availing on equipment and experienced staff.

For tubes with a hydraulic system for the longitudinal movement of the tube, the surface of the
tyre is stressed by supporting- and thrust roller at two contact surfaces arranged at an angle of
90° towards each other (see Fig. 14). Within the course of time, the rounded edge becomes
sharp-edged by the consolidation of the surface. Chamfer the surface by grinding as, otherwise,
the surface would be damaged or would crack. Cracks in the sharp-edged bur - if the bur is not
ground off - can develop to cracks in the tyre. The works can be performed during operation.

Due to the same cause, above the thrust roller contact surface, a slight build-up can form on the
tyre front face (see picture B). This build-up must also be removed by grinding - in particular
directly after the new alignment of the supporting roller bearings - to avoid that from there uncon-
trolled forces are vertically introduced into the thrust roller assembly.

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Fig. 14

To counter-act the formation of build-ups, the tyres are provided with a turned-in circular groove
at the tyre front face, see Fig. 14.

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