Beruflich Dokumente
Kultur Dokumente
lllc largest rollers used in the xvorld appear to be 84 jn. long and
92 to 44 in. in diameter. Messrs. hlirrlecs 1Ya.tsun many Fears ago
manufactured a mill with rollers BB in. l o ~ g Ixlt
, i t seerns to be generally
agreed tlrat the cconorr~iclimit is 81 in. I n the Ql~eensk~ud
indus4.r~the
srnallcst rollers are fount1 a t Rocky Point, and are 24 in. in diarneter
ancl 38 in. l o i ~ gwith jourllals 9 in. in diameter and 12 in. long. The
largest rollers found here are in t l ~ eX4 in. nlills, and their diameter is
approsirnately 38 in., while tlie journals are I9 in. in diarneter ancl.
26 in. long. 'Fhe weight of a top roller. \wit11 pinion for Rocky Point
is a.ppl-oxixnately 44 tons, and the weight of a.n W4 in. roller with Ranges
and pinion is ayproxir~~alely
20 tons. Figure I shows a. Rocky h i n t
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EIGHTEENTH CONFERENCE
1951
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Diameter In.
48
54
60
66
72
78
84
24--26
26-28
30-32
32-34
34-36
34-37
3842
10-12
12-15
15-16
17-IB
17-18
18-19
13-15
I8-22
20-24
20-24
2628
The grooving in the rollers varies widelv, hut the commonest pitch
is 3 grooves in 2 in., the finest being 3 grooves to 1 in, and the coarsest
pitch wit h which we have Iiad expcriencc i s 14 in. Longitudinal grooves
are used to assist in fwding and deep juice pooc-es are common to mist
in ett tin^ the juice a w v . A skctch of typical grooving is shown in Fig. 4.
Fig. 3-Illustrating
M in.
38 in. rollers
In the original designs the roller and Ranges were cast solid of cxst
iron. Sugar mill engineers will be vent glad that this type of construction died 011t manv years ago, and one mould hate to think of having
to crush at modern rates w i t h such equipment.
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EIGHTEENTH CONFERENCE
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The Shaft.
The general construction of sugar mill rollers is well-known to all
mill engineers and standa.rd practice is to fit a cast iron shell to a steel
shaft. In the earlier days all shafts were imported, but for a long while
now almost the wllole of the shafts have been of ilustr;llian manufacture
and conform to specification R.S.S. 29/1941, 28,32 tons tensile, 2w25
per cent. elongation. Consideration has frequently been given to the
use ol a steel of higlrer tensile strength, but it has alvraj~sbeen decided
that as well as getting increased strength there were bad disaclvarltages
in other directions and the above specification has come to be accepted
as the best all round one for roller shafts. Roller shafts are forgecl from
cast steel ingots and are among the biggest forgin~sturned out in quantity
by the Australian forge mqsters. I t is usual for the forge to supply a
plain forging of rough cylinclrica.1 shape and this is machined by the
Fig. 4-Showing
typicol grooving.
manufacturer of the roller to the finished size. Top roller shafts have a
square at the pinion end for driving, and all shafts have a pinion seating
outside the driving end journal. In a number of cases a pirltle is
providecl at the other end of the shaft for driving the carrier or other
seconclary machinery. The sizes of typical journals are given in Table I
and it is n~clstimportant to have a generous radius at the fillet of the
journal. This radius must depend to some extent on the relation between
the diameters of the journal and the body of the shaft, but a good size
fillet for a 7 2 in. roller would be 2 in. and for an .84 in. roller 4 in.
This will be referred to later in connection with shaft failures. The finish
on the journals is turned only and ground surfacxs have not been founcl
necessary. The body of the shaft contains the sllell seatings and these
consist of either two or thrcc seatings in the smaller size rollers and of
three seatings in the 7 8 and 84 in. rollers. Up till recently it was
sta.ndard practice to key the roller to the shaft, but the number of keys
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ZiGHTEENTH CONFERENCE
79
Fig. 5-lllustmting
In all the older d e s i q s the shaft was Stteil at thr end of the shell
with a pair of split retitfninr: rings ccn*ered
a full ring, and these
were desimed t o prevent rntl\ris~movement OF thc ~ i ~ eon
l l the slraft.
For many !-cars this Company has rccornmendetl the abolition of retaining
r i t i p anti has turner1 out a large urnhe her of shells \vitho~ltrings ; a largr?
number of rollerr; have also h e m rnnvertcd to the ringless t!'pc. Again
providing the workmanship is g~lodthere shoulrl l-lc n o tso~rhle. and
w i t h tkc very large number in service i t can safely he claimed that
r~tainingrinqs arc ahsol~~tely
unnecessary ~nstria~
as cntlwi.rr location
In one dcsign a solid ring is shnink on to thr shaft, hut:
i q concrrned.
tl-liq is rised for attxrhtng thr j~rice ring and has nntlling to do with
c~ldrvise locat inn.
The Shell.
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EIGHTEENTH CONFERENCE
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In ~ r r i . i r r ,;I roller
1s
;tt~
t * ~ n t i t i t ~ nTCVC~L:II
~ls
fraf.tur? o l t11p sh:~lt.
rntlkcq R
tl11-
1951
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EIGHTEENTH CONFERENCE
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EIGHTEENTH CONFERENCE
1951
frequently fill keyways so that the finished re-shell has only two keys in
hne instead of four keys a t right angles as it may have had originally
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EIGHTEENTH CONFERENCE
83
Conclusion.
Kollers X4 in. in lengtll seeln to 1,e tlic tnasi~llu~il
ill worltl practicr,
b11t they Itlay l ~ e12 to 44 in. in tlin~neterand no do111,t before lung there
u.111 11e c\.cn larger nlills in Xustralix than there arc a t present. The
o\-t~r-sexstendency also seems to he tc~wardsa large ilulrlher of rollers
i n the train ;lnd where the majonty of Queensland mills ha\-c o~ll!. twelve
~rollers,cornbinatio~isof up t o 22 rollers are quite usual overseas. There
alrcadj- secrns t o be a tendenc!; htre towards a combination of rollers
~rlaliing15 in the train and the 111i11s 11sing this 1net110d;ill sccnl to be
X-cr\.l)lea.;cd it-it11 the s e s ~ ~ l the!ts
are getting.
111 r-o~~clusion
it is clcsiretl to repeat the fact tlrat this is not a
tcchl~iral treatise on roller design or milling, but has just t ~ e c ~written
l
10 clra\v attention to that most useful cornponetlt- the s ~ ~ g njnill
r rollcv.
T11r 1 3 1 f i ~ d ( z t 1 F
r ~og ~ ~ u Co.
d r ~1-td ,
I:IIII~N~EY,O.