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Kiln tires serve two basic functions.

The first is obvious, the tires are the main bearing rings
on which the kiln turns. In this regard, the tire is similar in function to the race of a spherical
roller bearing. The second function is less obvious but equally important. The tires are also
the structural member that support the kiln shell. For this reason, the way the tires are
mounted to the shell is critical for long term operation. Since, by function, the kiln involves
thermal processing, the shell, the tires and the tire mounting system all undergo changes
from thermal expansion and contraction. It is impossible to restrain the effects of thermal
expansion. Because the expansion rate of the components is usually unequal to that of the
shell, the problem of managing these differences becomes an important focus for
maintenance personnel.

Any time that inspection of a rotary unit is carried out, the tires and tire elements should be
carefully examined. Once a small problem develops with these components, larger problems
are sure to follow.

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Riding rings can be manufactured from cast iron, cast steel, or from a one piece seamless
forging. Configurations include cast and hollow, forged and rolled, fabricated, multi-piece or
segmented, and a drive type, in which the girth gear is directly bolted.

FORGED

A typical riding ring may be manufactured from 1045 normalized material or equivalent, and
hardness falls between 180 BHN and 220 BHN.

CAST

Some cast riding rings use a ASTM, A-551-81 Class C locomotive steel with carbon
content of .7 to .85. This is non-weldable and can reach hardness up to 400 BHN to 540
BHN. These tires require the use of special flame-hardened rollers.

If a tire needs to be repaired it is essential to identify the material exactly so that correct
welding procedures can be performed. After repairs have been made it is imperative that
the ring be resurfaced to establish its true contact surface, and to remove any out-of-
roundness that may have developed from the welding process.

The specific way a tire is mounted on the shell determines what problems may arise.

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TIRES
Riding rings/tires provide substantial strength to the shell by maintaining shell roundness. Much of
the shells integrity is directly related to the thickness, width and mounting style of the riding ring.
Riding rings can be manufactured from cast iron and cast steel. They can be cast and hollow,
forged and rolled, or fabricated, multi-pieced and segmented. A typical kiln riding ring is
manufactured from 1045 normalized material or its equivalent, and hardness typically falls between
180 BHN and 220 BHN.
In the broadest sense tires can be put into two classes; fixed tires and loose, migrating or floating
tires. Loose tires are normally required to accommodate differential thermal expansion between the
tire and the shell, especially on those shells whose surface temperature is high. Fixed tires are
usually found on unfired vessels and equipment whose shell temperature is below 200F or 100C.
FIXED -There are various designs that have been used to mount and fix the tires on the shell.
Some tires are welded directly to the shell. Others may be shrink fitted, wedged, pinned, keyed,
splined, or otherwise mechanically fixed. If a tires mounting system begins to require frequent
repair, an evaluation of the method of mounting should be made.
MIGRATING/LOOSE - Migrating tires are free to rotate on the shell. The mounting is designed to
allow for a different rate of thermal expansion between the shell and the tire. Migration, even when
sufficient and controlled, and even when appropriate lubrication is present, will lead to wear of the
mating parts (filler bars, stop blocks, wedges, etc.). A migrating tire also becomes a problem when
it becomes too loose to properly support the shell.

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Side Wall Wear - This problem occurs when a tire is migrating on the shell, whether it is designed
to or not. Visual signs of undercutting on the side wall are a clear indication that a problem exists.
Conditions that cause or contribute to this wear problem usually exist in some combination of
varying degrees with one another and will be; warped shell, improperly skewed or out of slope
rollers.

Surface Deterioration - Surface craters on the surface of the tire, commonly referred to as
spalling, is a sign of metal failure. There is always some metal distortion present in the pinch point
of the roller and tire. If a tire starts to wobble or if for some other reason the pressure at the pinch
point becomes excessive, the steel will distort beyond the elastic limit. The flexing of the work-
hardened layer against the softer underlying layer will create small cracks to develop. Once
cracking starts it continues until chunks of metal break free. The two major factors that cause
surface spalling are reduced contact area because of abnormal wear patterns and excessive thrust
due to improperly adjusted rollers.

Excessive Gap/Flex - The looser the tire, the less support it gives to the shell. When support of
the shell is reduced the shell flexes more. Flexing in the extreme is detrimental to the shell and can
cause fatigue cracks to develop in the area around the tire mounting elements. Excessive shell flex
must be controlled.

Excessive Creep - Wear accelerates as creep increases. Shell flex increases causing shell fatigue
cracks to develop in the shell. Tires can wobble and get cocked on the shell. Stop blocks and
retainers can wear and undercut the tires.

In all cases it is critical to minimize excessive axial and radial run-outs of the riding ring. Excessive
run-outs may affect the gear train, thrust rollers, feed and discharge seals and the crucial rolling
surfaces of the carrying rollers.

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Tire Wobble Excessive axial run out of the tire is referred to as wobble. The contact
between a wobbling tire and its rollers will vary throughout each revolution of the kiln.
Through part of the revolution the tire will be contacting predominately on one side of the
rollers. Then, throughout the balance of the revolution the tire will contact on the opposite
side of the rollers. This results in reduced contact area between the tire and the roller and
uneven wear patterns will develop. As a result of the reduced contact area, the metal is
overstressed and in extreme conditions, surface spalling can occur. Tire wobble can also
contribute to tire side wall wear and tire retainer wear or failure.

Proper roller adjustments can be extremely difficult to make with a wobbling tire. The thrust
reaction of tire and the rollers becomes erratic as a result of the changing contact.

Tire wobble is generally caused by some type of bend or bow in the shells rotational axis that
is created by distorted shell plate resulting from localized overheating during a refractory
failure. It can also be a temporary condition caused from uneven coating or some process
condition that causes an unbalanced thermal profile in the kiln.

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Side Wall Wear Aggressive wear or undercutting of the side face of the tire can occur
when a tire is migrating on the shell under high load conditions. Any signs of excessive wear
to the tire retaining blocks or excessive scuffing on the side wall of the tire are a clear
indication that a problem exists.
Visual observation of the space between the tire and the retainer blocks gives a good idea of
what is going on. For a new assembly this space is about 1/16 1/8. Over the years, as a
result of wear, this space may increase to about 1/2 to 3/4 . Any more than this and the
tires may run off the edge of their rollers and the gear may overhang the pinion
Heavy side loading of the tire against the retainers can also cause the retainers to break off.
If the tire retainers are welded, cracks may appear. If they are bolted on, the bolts may
shear. Fixing cracks and worn parts, or replacing missing pieces may not resolve the
problem. It is important to carefully analyze the condition, since redesigning the way the tire
is retained may be required
Conditions that cause or contribute to this wear problem are; a collapsed shell under the tire,
a warped shell that is creating a bow or bend to the shells axis, out of slope rollers, or
improperly skewed rollers.
They usually exist in some combination with one another and to varying degrees.

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The presence of surface craters on the rolling face of the tire, commonly referred to as
spalling, is a sign of metal failure.

Since steel is an elastic material, there is always some metal distortion present in the pinch
point between the roller and the tire. On a microscopic level this can be seen as an area
flattening out, similar to that of a rubber tire on a car where it contacts the road. If for any
reason the pressure in a localized area of the pinch point becomes excessive, the distortion
of the steel will go beyond the elastic limit. The flexing of the work-hardened layer against
the underlying softer mass will cause fatigue cracks to develop. Once this fatigue cracking
starts, it can propagate until chunks of metal break free.

The two major factors that cause surface spalling are reduced contact area
because of abnormal wear patterns and excessive thrust due to improperly adjusted
rollers.
The example shown is caused by an excessive thrust condition. This is a direct result of
improperly adjusted support rollers. If any roller is skewed excessively with respect to the
rotational axis of the tire, a sliding or scuffing action occurs that creates a high friction load
that can lead to spalling of the surfaces. This will be discussed in greater detail in the
section on support rollers skewing.

Spalling on the contact surfaces of the tire and rollers can also be caused by the use of oil
to lubricate these surfaces. As the rolling contact surfaces meet, since oil is a non-
compressible fluid, hydraulic pressure forces the oil down into any small fatigue cracks.
Over a period of time this hydraulic pressure causes small pieces of material to fracture
loose.

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Any area of the tire that has been welded can be prone to cracking.
This happens for two reasons.
First, the material used for the tire is typically a medium carbon steel which requires very
specific weld procedures for a successful weld. This typically includes a localized
preheating prior to welding and some type of post-weld stress relieving as a minimum. If
proper weld procedures are not followed cracks will most certainly develop.
Second, since the tire is subject to cyclical loads, it is subject to fatigue failure which can
occur at stress levels as much as 40% below the ultimate strength of the tire material.
Any stress risers exacerbate this problem. Any tire mounting elements that are welded
to the tire, such as anti-rotation keys or mounting chairs, create a stress riser in the tire.

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FIXED TIRE MOUNTING STYLES
Shrink Fit - For low temperature applications this is by far the best way to fix a tire. It is mechanically simple
because it has no tire mounting elements. There is a requirement to accurately machine the shell however,
which is an added expense. A shrink fit tire grips the shell for its full bore, circumference and width. No other
method does this. Additional welding is not recommended because the flexing with each rotation soon
fatigues the heat effected zone causing eventual cracking.
Direct weld - This method should also only be used on low temperature units since it does not allow for any
variation in the thermal expansion of the shell. When troubleshooting this type of mounting, always look for
fractures in the weldment. Any weld fractures can propagate as cracks into the shell and will cause a
circumferential split.
Wedge & Shoe - In this design a guide shoe is welded to the shell surface and a tapered wedge is driven in to
force the riding ring tight to the shell body. The wedge is then welded to the shoe. Caution must be used when
tightening the wedges so as not to collapse the shell by driving the wedges to tight. Also, if proper procedures
are not followed when wedging the ring, we can actually reposition or re-center the shell within the bore of the
tire. This can affect the gear run out and the run out on the ends of the drum shell.
Anti-rotation keys - The keys are welded into the riding ring and prevent the ring from migrating around the
shell during rotation. Because most drums flex at the 12 oclock position the keys are constantly fretting at the
point where they contact the tire supports. Listen for a banging noise which indicates worn keys. It is not
uncommon for a key to become pinched and fracture the tire.

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Spring Chair Supports
This design is a fixed tire arrangement that is intended to allow for some difference in the
thermal expansion of the tire and the shell. It consists of bars that act as a springs,
welded to the riding ring and bolted to the shell. The concept of the sprung chair support
is to provide a suspension system for the riding ring. As the shell temperature changes
at a different rate than the tire the, shell expands and the springs flex to allow this to
happen without damaging the shell. As the tire wears down over time it becomes thinner
and begins to flex more. The areas where the spring plates are welded to the tire can
become prone to cracking.

Opposing wedges - Two wedges are driven from either side of the riding ring to tighten
the shell. Stop blocks are welded to the shell to limit the axial movement of the tire. It is
common for cracks to appear at weldments and for them to propagate to the shell. It is
important that the wedges are not installed too tightly or the shell can actually neck
down under supporting assemblies.

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Irregular wear patterns develop between the tires and their rollers as a result of
misadjusted and out of slope rollers, drive train problems and wobbling tires.
Regular inspections can be made of these surfaces by laying a precision straight edge
across the face and making a visual comparison. Also, circumferential measurements can
me made using a tachometer counting device or by physically taping the tire and roller
circumferences.
Since many of the wear pattern that develop on the ring are a result of problems with the
rollers, the causes and symptoms of the various types of wear patterns will be covered in
more detail in the roller troubleshooting section.

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MIGRATING TIRE MOUNTING SYSTEMS

Units requiring floating tires demand the most service performance from the tire
mounting components.

Filler bar style tire mounting systems - Filler bars can be designed to allow for
different rates of thermal expansion between the tire and shell and yet provide
support to the shell within the bore of the riding ring. The style of filler bar and
method of installation can be selected for each particular rotary unit as unique
conditions dictate. Over the years the full floating filler bar design has evolved as
providing one of the best compromises of the conflicting service demands of the
migrating tire mount.

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Refractory-lined shells that require loose tires demand the most service performance from the
tire mounting components. Over the years various tire mounting systems have been used.
Design has evolved in an attempt to provide the best compromise to meet the severe service
demands of the migrating tire arrangement.
We will review this evolution with an eye to the maintenance problems associated with each
design.

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Welding did not become accepted in industry until after the second world war
(1945) up until then shells were riveted and filler bars usually bolted. Often tires
and filler bars with integral stop blocks were cast and bolted to the shell. Even
today some manufacturers still like cast and bolt arrangements.
This design is prone to bolts shearing off due to thermal expansion. The shell
under the filler bar gets hotter than the filler bar. This means there will be some
shear force present. More significant is the force of the tire dragging over the filler
bar which acts to shear off the bolts.
Some improvements have been made to this design in recent years by adding
special elastic inserts to cushion the bolts from the shear forces. These have only
been partially successful.
In most installations involving bolted filler bars and or stop blocks it does not take
too much concentration to spot missing bolts, nuts and cracked filler bars.
The real disadvantage to the bolted filler bar is that bolt replacement involves going
inside the shell and removing refractory. This makes maintenance expensive.
Having to drill the shell in the first place to accept the bolts makes this an all around
expensive arrangement. PKS does not recommend it.

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Bolted filler bar design Some manufacturers use a bolted filler bar system.
The bolts are prone to breaking as a result of the shearing forces created as the
tire was across the filler bars and from the differential thermal expansion between
the filler bars and the shell.
Replacing the bolts is a difficult task which requires a kiln shutdown and some
refractory removal. Many installations with a bolted bar arrangement have been
converted to a free floating bar system. The holes in the shell are plugged and
welded closed and a new pad system is installed. Since the filler bars are
generally larger in a free floating system, there will be fewer pads with a different
spacing. This requires any weld that is in the area under the tire to be gouged off
and ground smooth.

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THE EVOLUTION OF FILLER BAR MOUNTING SYSTEMS
Fully welded filler bar design - The expansion and contraction forces and the dragging
force from the tire as it slides across the filler bars are transferred to the welds. The
difference in shell expansion acts to crack the end welds in tension. The welds along both
sides of the bar run parallel to the lines of stress resulting from circumferential shell flexing.
Additionally the filler bar acts like a stiffener, trying to resist the shell flexing. This means
that the area between the stiffeners will flex more. These stress lines cross at the corners
producing a high stress concentration. Chances are this is where the cracks will appear
first.
This type of arrangement is prone to developing cracks in the weld, which when left
unattended eventually run into and through the shell plate. Cracks running from one side of
the tire to the other are not unusual.
When this happens no amount of weld will hold. A better design is needed.

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Semi trapped filler bar system - To solve the problem of expansion stresses it would
seem obvious to not attach both, but just one end of the bar to the shell. Then, by simply
trapping the free end of the bar in the circumferential direction to take the tire drag load the
assembly would function correctly and not be prone to developing cracks from tensile
stresses.
Since the filler bar is now only welded to the shell at one end it does not act so much as a
stiffener and circumferential stresses due to shell flexing are not as concentrated. In fact
the line of axial stress concentration is now broken up to some degree.
We also see in this illustration that the stop blocks are staggered. For the semi trapped
arrangement with its addition of trap blocks it allows the filler bars to be put closer together.
Getting the maximum circumferential shell coverage is always desirable. If stop blocks
were mounted at both ends of the filler bars the stagger coupled with the shell expanding
more than the filler bars, half the blocks would loose contact with the side of the tire.
Theoretically at least you could argue that blocks are only needed at the fixed end of the
bars. The clincher of course is that this design is cheaper because of the reduction of the
number of stop blocks.
This design started to address key issues but more was yet to come.

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Full floating filler bar system - The advantages of the semi-trapped design
quickly led to a full floating arrangement, which had even more advantages. By
eliminating all welds between the filler bars and the shell and adding keepers at the
stop block end a fully trapped design was achieved. The stresses associated with
the bar acting as a stiffener plate were now completely eliminated. There remain
welds on the shell from the smaller keeper blocks but since they are small and
short the weld material can easily take the differential expansion without exceeding
the material yield point.
To further reduce stress concentration every attempt is made to have welds run
diagonally across the shell flexing (axial) stress lines. This is why the filler bar
keepers are somewhat triangular in shape. The side keepers should also have
large radius corners.
An additional advantage this arrangement provides is the ability to remove the filler
bar for replacement or re-shimming without having to do any gouging or welding on
the shell. Only the stop block needs to be removed from the top of the filler bar and
it can be pulled out from beneath the tire.

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An improvement to handle tire side face wear - One of the major remaining problems with
migrating tires is stop block wear against the side of the tires. Lack of lubrication and unusual
loading conditions will increase the wear rate.
Staggered stop blocks may not provide enough bearing surface to take the rubbing pressure of
the tire. One solution, space permitting, is to introduce keyed rings. These rings are installed
with a cold clearance the same as the tire but are prevented from migrating with the tire by keys.
There should be a minimum of six keys for each ring. Too few keys and they will tear the filler
bar away.
The bearing area is now between the rings and the side face of the tire. This area is now larger
and continuous, which greatly reduces the unit stress and subsequently wear.
The contacting surface between rings and stop blocks has no relative movement in the
circumferential direction which all but eliminates wear on the stop block. This makes the rings
the sacrificial elements, which are easier to replace than are the welded stop blocks.
In all cases it is critical to minimize the axial movement of the riding ring. Excessive axial tire
movement may affect the gear train, thrust rollers, feed and discharge seals and the crucial
rolling surfaces of the carrying rollers.

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This variation has an improvement on the full floating ring in that the segments are easier to
manufacture transport and fit to the pads.
The danger of having ring keys shear off the filler bar pad retainers is also eliminated.
Although the segmented rings have a slightly smaller bearing area than complete rings and
require more weld to be removed in case of a need to replace them, they do provide equal
service life. Barring a customers express desire for another arrangement this would be the
PKS recommendation.
This is a more manageable installation, which makes for quality results. With very little
sacrifice of service life the segmented style with stop block backup to keep the rings from
rolling over is the best arrangement provided space exists to fit in.

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Sometimes the side faces of the tires have been seriously worn. Elevating the block
increases the bearing area and reaches up to unused areas of the tire face.
This method is likely not an option on tires equipped with thrust rollers due to the height
limitation.

We have only shown some of the typical kinds of filler bar designs. These cover the basic
variations although many different styles with other combinations of features exist.

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SPLINED DESIGN - In this design the load of the rotary kiln is transmitted, via the X-shaped
retaining blocks welded to the shell, to the floating tire shoes, to the wedges, then to the tire
splines. The shell is supported by the tire at 3 oclock and 9 oclock. Consequently there is
almost as much gap at the bottom as there is on the top although ovality still makes the top
gap larger. The ovality for this type of shell support is considerably less than conventional
designs.

The clearance between the tire splines and the shell pads is taken up by the slow wedges.
As this clearance varies with tire to shell temperature differences, the wedges migrate in and
out. This results in a tight assembly circumferentially at all temperatures yet leaves room for
the the shell to expand/contract radially within the tire.
The wedge and spring assemblies should be lubricated to insure that they can move freely.
The welds between the X-shaped blocks should be checked regularly for cracks. Since the
X blocks are welded solid to the shell, they can act as a stiffener trying to resist any flexing
of the shell and can be prone to cracking.

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CREEP MEASUREMENT ON MIGRATING TIRES

The riding rings provide substantial strength to the shell by maintaining shell roundness.
Because the shell naturally flattens out at the 12 oclock position like a flexible bag of water,
the riding ring system must maintain shell integrity by minimizing flex.

To accommodate any difference in the expansion rate of the shell and the tire, there is a
difference in the size of the shells outside diameter (OD) and the tires inside diameter (ID),
the tire having a larger diameter. Because of this difference the tire naturally wants to
creep, or migrate at a slower rotational speed than the shell. The shell is actually rotating at
one speed and the tire is lagging behind at a slightly slower speed.

By making a mark with a soapstone from the side face of the tire to the surface of a filler
bar, or along a stop block, it is possible to witness the marks slowly separate during each
rotation. This separation is a direct measurement of the fit between the shell OD and the
riding ring ID.

Worn filler bars, or supports, allow excess gap at the shells 12 oclock position, thus
allowing excessive flexing of the shell plate as the drum rotates. This reduces the shell
support provided by the riding ring, accelerates and compounds support pad wear, and
leads to fatigue cracks in the welds of the mounting system and can eventually lead to shell
cracks.

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When we go to the top of the kiln and measure the actual gap we find that it is larger than
the difference in circumferences (Tire bore circumference less shell filler bars circumference)
divided by . The reason for this is ovality, meaning the shell sags across the top. Another
way to think of this is that the shell and tire are not perfect eccentric circles. If they where
then the gap would be equal to the creep/ . Even this assumes that the creep is the result
of true rolling action with no slip or hang-up. The Obourg device shows us the complete
story. It shows us the relationship between slip, gap and the effects of ovality.
The amplitude s of the resulting plot is the actual gap. The period U is the prevailing
creep. U/s but something more like 2 to 2.5. This ovality ratio varies from kiln to
kiln and tire to tire.
This may seem like a very academic issue but it has great significance when it comes to
calculating the expected filler bar thickness when reducing the gap to correct ovality is
necessary.
Although this is an excellent diagnostic tool its use is often limited by the presence of thrust
rollers and high speed kilns.

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Measuring diagram after 4 revolutions

S
U
U = Relative Motion (creep)
S = Actual Gap

U
< Pi 2 - 2.5
S
Typical Ovality Ratios

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PROBLEMS CAUSED BY EXCESSIVE TIRE CREEP
1. Wear accelerates as creep increases.
2. Shell flexing increases which can lead to:
Brick failure due to crushing
Shell fatigue leading to cracking in shell plate and filler bar welds.
3. Stop blocks and retainers wear out then undercut tires. Undercut tires lead to the
continuous problem of matching up stop blocks.

There is a direct relationship between tire creep and the gap between the tire and the shell.
The more tire creep the more gap. The more gap the looser the tire. The looser the tire the
less support it gives to the shell. Worn filler bars, or supports, create excessive gap thus
allowing excessive flattening or flexing of the shell at the 12 oclock position. This
accelerates and compounds support pad wear, and leads to shell cracks. Cracks are a sign
of complete failure and will eventually adversely affect the total operation of the kiln.

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Page 2 Tires and Tire Elements
If the tire has cracked, is severely undercut on the side face or if the wear is so
severe that the tire no longer has sufficient strength to support the kiln, replacement
is required.

If the contact surfaces have developed irregular wear patterns or are pitted or
spalled, retruing by grinding the surfaces smooth is a prudent step to returning the
equipment back to a dependable condition (See Resurfacing and Grinding
section).

If there is excessive tire migration and high shell ovality flexing, a solution may be to
replace the worn filler bars and stop blocks. Prior to this step the shell under the tire
should be carefully inspected. If the shell has collapsed under the tire, a section
may have to be replaced.

If the bore of the tire is severely damaged from the excessive migration, the tire may
need to be taken off and sent to a machine shop for true-up during the filler bar or
section change out.

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If indications are for filler bar replacement, be aware that in some of the old filler bar designs
the bars are welded to the shell in the area under the riding ring. This is important to know
because when it comes time to replace the bars, the riding ring must be pushed off the bars
to facilitate removal of the weld and grinding these areas smooth. This takes extra time and
equipment which must be planned into the shutdown for the job.

The replacement filler bars are generally ordered in a stock thickness. A full set of 1/16,
1/32, and 1/8 shims are supplied so that the bars can be shimmed as required for the proper
clearance based on the operating temperatures for the shell and tire.

In addition, the shims are used to help fit the out of round shell to the bore of the tire.

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PREPARING FOR A SHUTDOWN

Always make a map of the position of the kiln components based on hot and normal
conditions, prior to the shutdown. Once the outage starts, the kiln is cool and it is difficult to
determine what, if any, adjustments should be made to correct problem conditions. With a
written record for reference, corrections or replacements can be more accurately
determined.

Check the position of the tires with respect to their support rollers and the rollers with
respect to their housings. If the tire is not centered over the rollers, note how much and in
which direction the tire should move. Note how much space is between the edge of each
tire and its retainers. Make a note if repositioning is necessary.

Also look to see if the gear is centered over the pinion and where the kiln is at between the
thrust rollers. Is there excessive clearance between the thrust rollers that allows too much
axial movement of the kiln?

Measure and document the shell temperature on either side of the tire and the temperature
of the tire. This information will be used to help determine the proper amount of cold
clearance when reshimming a tire.

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Preparation and Protecting the Equipment
Measure the position of the tire as it relates to the transition.
Check the gear and pinion axial alignment.
Review inspection reports and discuss with the customer if the tire has full
contact with the carrying rollers during operation. Review all inspection data for
positions and conditions of all relevant tire(s) with relationship to carrying rollers,
thrust rollers, stops, etc.
Does the above information require the tire to be repositioned?
Cover the carrying rollers. (Nothing works better than a sheet of plywood.)
Blow out the contact area of the rollers and tire with high-pressure air before
each kiln turn.
Protect areas below the pier. (Make it a regular event to barricade ribbon off the
area below for personnel people protection.)
Grounding always ground directly to the kiln shell when welding on the shell or
filler bars. Do not ground through carrying roller frames or bearings.

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CALCULATING COLD GAP

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
temperature values and temperatures fluctuate during normal operation. Since these
temperature differences cannot be strictly controlled and a locked tire is something to be
avoided, leaving a residual or extra gap is the accepted norm.

The final step would be to take the sum of the differential EXPANSION and the Cold Kiln
shell diameter subtracted from the cold bore diameter of the tire, divided by two to give the
theoretical filler bar thickness. This information can then be used to specify machining
diameters for new sections or replacement filler bar base thickness and shim packs in case
of repairs.

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THE QUESTION OF LUBRICATION

The question of lubrication between the bore of a migrating tire and the shell has always been
controversial. Although lubricating the tire bore may seem to be a natural requirement of
good kiln operation, some experts advise against it. One argument is that greasy lubricants
may attract dust and debris which then act as grinding compounds and accelerate wear. The
second argument says that lubrication will promote slippage and creep, again, hastening
wear.

1. A dry form of lubrication should be used so as not to attract air born contamination and
debris.

2. Slippage will occur with or without lubrication.

True rolling action can never be assured and is at best, a transient condition. Lubrication,
therefore, is not applied to induce slippage, but to prevent any local areas from galling and
hanging up to the point where metal failure occurs. A greater amount of creep may be seen
with the use of lubricant than without, which, if it acts to polish the surfaces, is infinitely more
desirable than creep which is limited. Inhibited creep will eventually tear the metal.

Page 32 Tire & Tire Elements


Galling occurs when dry steel slides by dry steel and the surfaces attach themselves on a
microscopic level. The steel balls up and forms slugs or spitzers. These are created at the
sides of the tire where they contact the retaining blocks. Lubricating here is essential to
prevent undercutting the tire and consuming the stop blocks. Lubricating the entire area is
completely appropriate.

Graphite is most frequently used for this application. Other lubricants specifically formulated
for this are colloids containing molybdenum, aluminum etc. These are solid lubricating
materials in a carrier that is designed to evaporate at low temperatures. In no way should
this carrier be confused with grease. The carrier quickly dissipates leaving solids as a non-
sticky residue, which closely adheres to the surface of the steel components.

Lubrication does not correct misalignment but lubrication in the areas discussed is an
important step toward good equipment maintenance.

Tires and Tire Elements Page 33

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