Shelltest User Guide-Optimized

Corporote Services CH-5113 Holderbank/Switzerland
[I Tel. 062/887 61 61
Fax 062/887 62 22
Management and Consulting Ltd
Telex 981404 hmc ch
1
"Shelltest" Measurements
]
on Rotary Kilns
rI
USER'S GUIDE AND MANUAL
1
•• Basic Knowledge
Measuring Procedure
•• Interpretation of Diagrams
Advanced Analysis Procedure
• Useful Hints
. , TABLE OF CONTENT
1. INTRODUCTION 4
2. EFFECTS OF MECHANICAL AND THERMAL LOADING 6

2.1 Mechanical loading 6
2.2 Thermal loading 7
2.3 Elastic deformation 8
2.4 Plastic deformations 9
II 3. RADIAL DEFORMATION, EFFECTS AND INFLUENCING FACTORS

3.1 Effects of fadial deformations
11
11
-
'-:,' .-' 3.2 Determining factors of the radial deformation 12
~ ". ....: ~ 3.2.1 Radial stiffness : .. 12
."
..
"
-.\ . 3.2.2 Clearance between tyre and shell 13

3.2.3 Influence of brick lining and coating condition 14
3.3 Conclusion 14
4. SIGNIFICANCE OF THE RIDING RING CLEARANCE 15

4.1 General remarks 15
4.2 Design clearance 16
4.3 Operating clearance 17
4.4 Gap due to shell flattening 18
5. DETERMINATION OF THE OPERATING CLEARANCE 19

5.1 General .. ~ r ' . . . . . . . . . . . . . .. . . . .. . . . .. . .. • . • .. . .. .. . . • . . . .. . . . . . .. . . .. . . . . . .. . . • . . .. 19
5.2 Simple determination of the relative movement 19
• ..... ~.~~. I
, .... 5.3 Mechanical measuring device "':. 19

5.4 Electronic creep measuring by PLC 20
5.4.1 Hardware specifications 20
5.4.2 Typical program 21
6. KILN OVALITY MEASURING GAUGE "SHELLTEST" 22

6.1 Definition of the term ovality 22
6.2 "Shelltest" measuring principle 22
6.3 Ovality limiting values 24 .
6.4 Kiln ovality measuring gauge "Shelltest" 25
. "
6.5 Maintenance and spare parts 25
. -
", '0.,
7. DEFORMATION MEASUREMENTS 26
7.1 Preparatory work , 26
7.2 Performance of the measurements 27
8. EVALUATION OF THE "SHELLTEST" DIAGRAMS 27

8.1 Qualitative assessment of the diagrams 27
8.2 Quantitative assessment (ovality calculations) 42
8.3 Representation of the results 43
9. EVALUATION SOFTWARE "SHELLSOFT" 44

9.1 General remarks 44
9.2 Installation of the software "Shellsoft" 45
9.3 Data input procedure 45
9.3.1 Input of general data 46
9.3.2 InpLit of the h values 46
9.4 Saving the "Shelltest" files 49
9.5 Representation of the measurements , 49
9.5.1 Single measurement representation 49
9.5.2 Measuring plane representation 49
9.5.3 Representation of a measuring campaign 50
9.6 Printing diagrams 50
10. OVALITY BEHAVIOUR OF ROTARY KILNS 50

10.1 Ovality along the kiln axis 50
10.2 Ovality and riding ring clearance 52
10.3 Ovality behaviour during heating 53
10.4 Creep monitoring during heating-up 56
" • J 10.5 Ovality a.nd peak-to-peak stress 57
'-:~ ;,~·.i.loVo,::1
. ;:~ '. ";
:. ~' ,. '-' ,"'-. j 11. IMPROVEMENTS, REMEDIES AND USEFUL HINTS 60
_....... ° I
I
11.1 Reduction of the riding ring clearance ~ 60
11.2 Temperature-controlled heating 61
11.3 Correction of kiln warp 62
RELATED LITERATURE 65
4
1. INTRODUCTION
All over the world, efforts are being made by the cement industry to increase the availability
of plants and, particularly, the utilisation of kilns. In order to establish how the utilisation of
kilns can be increased, the causes of shut-downs must first be analysed. In Table 1.1 a
typical analysis of shut-downs of a characteristic kiln facility for a period of one year is
illustrated.
Table 1.1: Analysis of shut-downs
80 % Brick lining failures

10 % Mechanical failures
6% Electrical failures
4% Others
Although the refractory lining needs not always be the cause of a shut-down, however, the
length of th~ shut-down and, hence, the utilisation factor are significantly affected by the
brick lining repairs and rehabilitation, respectively. It is therefore of vital interest for every
plant to obtain the longest possible brick lining service life.
The durability of the refractory lining depends on various factors which can be summarised
in three main groups
o mechanical stability of the brick lining;
o process and general running condition;
o type of refractory lining and its installation quality.
It is well known that the mechanical forces in the radial direction, created by the elastic shell
deformation, are of particular significance with respect to the durability of the refractory lin-
ing. Since the radial deformations are proportional to the radial forces it is essential to know
the deformation behaviour of a rotary kiln. Consequently, kiln shell deformation measure-
ments have to be frequently carried out. From this point of view, the "Holderbank" kiln shell
deformation measuring gauge, called "Shelltest" is a useful tool in kiln preventive
, .. :.- maintenance.
.~. ' .
..... ~ .' ' , ' I
In the mid-fiftIes, "Holderbank" started using shell deformation measuring equipment devel-
,
0"1·
oped by Skanska in Sweden. As the use of deformation measurements gained recognition
worldwide, "Holderbank" improved the equipment in the early sixties. The gaugeS were
equipped with magnetic feet for easy attachment on the rotary kiln and the deformations
were logged on a recorder disk, which reproduced the deformation as a clear polar graph
for easy and quick assessment.
Since the beginning of the seventies the "Holderbank" Process Technology Division has
sold over 150 of these "Shelltest" devices both inside and outside the "Holderbank" Group.
In 1979, the recorder disk which, until then, had been attached to the outside, was inte-
grated in the protective yoke of the device and, at the same time, the complicated parallelo-
gram stylus guide was replaced by a rack-and-pinion drive. This enabled the scale to be
=
increased from 1: 1a to 1: 15 (1 mm on the kiln shell 15 mm on the diagram). Other advan-
tages were the significant reduction of the overall height and the weight of only 7 kg. Fi-
nally, since 1993 modified magnets have been used, the adhesion forces of which have
been increased by a factor of 10.
.... ,
, ".
5
"Shelltest" measurements are an indispensable aid as they allow increased mechanical

stresses on the refractory lining of a kiln to be detected at an early stage and damage to
the brick lining to be prevented which, as is well known, would lead to a prolonged shut-
down of the kiln.
"Shelltest" records in the form of polar diagrams, taken close to the supporting planes re-
flect the mechanical condition of the kiln tube. Since the elastic deformations are propor-
tional to the bending moments to which the kiln shell is subjected during one rotation, the
peak-to-peak stresses also can be estimated from the "Shelltest" diagrams. This option is of
particular interest if cracks in the kiln shell are found and the cause of them has to be ana-
lysed. The radial deformation behaviour reflects quite well the mechanical "health" of a ro-
tary kiln. Therefore "Shelltest" measurements should be taken as a reference data source
on newly installed kilns, at least twice a year or before and after kiln shell repair and over-
haul work and whenever refractory lining problems occur.
The "Shelltest" diagram in a polar graphic form offer the great advantage that interpretation
in a quantitative sense is immediately possible, as the diagram curve represents a geomet-
rical similar representation of the deformed cross-section. Conclusions can be drawn from
the diagrams with respect to;
o mechanical effects to the refractory lining in the case of brick failures and/or inade-
quate reliability due to mechanical wear and tear;
o alternating radial shell stress behaviour in case of crack formation in the kiln shell;
o assessment of the supporting roller position in relation to the kiln center;
o verification of plastically deformed kiln axis due to buckling and hot spots.
The evaluation of the diagrams and the preparation of graphical illustrations for proper re-
porting is indeed a time-consuming job. Furthermore, in the course of time a large number
of diagrams and graphical illustrations of measurements are produced and have to be prop-
erly and systematically stored for quick and easy call-up on demand.
This routine works can easily be done by a newly developed PC software "Shellsoft", by
which the diagrams can be stored on the harddisk and diskettes. The software is based on
a new type of diagram disk with radial co-ordinates. The mechanically plotted curve can be
broken into fifty measurement points, providing digitalised measurement data. The deforma-
tion curve can be transferred either manually (via the keyboard) or with the CAD program
• ; '. 1.. ';">-'. I~ (Le. AUTOCAD) .
The calculations and various graphical illustrations of the results are performed by the PC
very quickly. However, the beauty of this software is its quick call-up of individual diagrams
and graphs,no time-consuming searches through measuring sheets and files, on-line ac-
cess to all the measurements taken in the past. No space in the office is necessary to store
all the records and diagrams.
The manual consists of three main parts:

o Fundamental knowledge regarding kiln mechanics.
o Measuring principle, measuring gauge and evaluation of the records.
o Experience and useful hints.
This manual can be used as instructions to handle the "Shelltest" gauge and to evaluate the
diagrams by "Shellsoft" software as well as a guide-line whenever refractory lining and me-
chanical problems occur, and as a useful means of educating and training the maintenance
staff with respect to kiln mechanics.
. ~ .'
2. EFFECTS OF MECHANICAL AND THERMAL LOADING
2.1 Mechanical loading
The kiln weight of several hundred tons creates reaction forces in the supporting planes,
consequently, the kiln tube is subjected to
o shear forces and shear stresses;
o bending moments and bending stresses.
However, the determining shell stress is called the reference stress as a composition of the
bending and the shear stress, calculated as follows:
Reference stress cr v = Jcr~ + 31 2 [MPa] (2.1 )
where: as = bending stress [MPa]
,' " .' 1: '- shear stress [MPa]
rI
'.,' ,," ... ;,.~. :- ..... ~.;
.\:'::t -~. _\S~": From the example of a kiln with planetary coolers (0 5.4 m x 82 m length), illustrated in Fig .
... "'.'.' 2.1 it is shown that;
o the maximum station load of 12 066 kN (1 230 tons) is present on station NO.3 (be-
1 fore the planetary coolers), the total static weight was found to be 26 878 kN (2 740
tons);
o the shear stress is maximum in the supporting planes and zero in the middle part, be-
1 tween the supporting stations;
o the bending stress along the kiln axis is maximum in the supporting planes and in the
middle section between the supporting stations (where the shear forces are zero).
J
Due to the static forces the kiln tube is subjected to vertical deflections, which rise to a
. maximum between the supporting stations and are zero in the supporting planes. For the
example in Fig. 2.1 the maximum deflection was found to be 5.5 mm between station 1
"
and 2.
Of particular importance is the proper alignment of the kiln axis; misalignment, particularly in
the vertical direction, will create additional load on the supporting rollers. The stress pat-
terns and the vertical deflection may be significantly increased. ..
In Table 2.1 the results of a computer analysis of a long wet process kiln (0 6.1/5.2 m x
170 m) is illustrated. The additional loads ~Q on the supporting rollers are tabulated, which
are created when the individual foundations are moving vertically by 12 mm.
It is seen that additional loads of 24 - 31 % are created on the neighbour piers. The corre-
sponding graphical representation of the effects of lowering of individual foundations on the
same kiln are shown in Fig. 2.2 and 2.3.
· . ':
7
Table 2.1: Effects of vertical movement, long wet kiln
+ 2.6
+ 13.7 - 29.0 + 25.2 - 11.5 + 3.81 - 1.9
- 9.5 + 24.5 - 29.0 + 22.1 -9.4 4.60
+ 2.7 - 10.2 + 20.2 - 33.9 + 25.8 - 18.8
- 1.2 +4.4 - 11.3 + 33.8 - 36.0 + 31.5
+ 0.30 - 1.20 + 2.97 - 13.0 + 16.7 - 15.9
However, a long kiln, supported on six stations is more sensitive regarding additional
weights as a short kiln. The following values are found for a planetary cooler kiln (0 5.4 m x
82 m) with four stations.
Table 2.2: Effects of vertical movement, planetary cooler kiln
+ 4.79 + 1.87
+ 8.76 - 17.6 + 15.14 - 15.35
- 7.06 +19.4 - 20.2 + 24.7
+ 1.44 - 6.54 + 8.23 - 11.1
It can be summarised that the static stresses and deflections of a kiln depend mainly on the
shell thickness and the distances between the supporting stations, i.e. it is a matter of di-
mensioning. The alignment of the kiln axis, on the other hand, is a task for which of the op-
erating and maintenance staff is responsible.
2.2 Thermal loading
Beside forces and stresses the process temperature and the subsequent shell temperature
are also important influencing factors in kiln operating condition. In Fig. 2.4 the characteris-
tic radial and axial temperature profiles of a rotary kiln are illustrated.
The radial temperature pattern in the burning zone is of particular interest. It is seen that the
insulation capacity of the refractory lining must be very high to reduce the temperature from
approx. 1 500°C to 350°C. The gas temperature of approx. 1 500°C is reached at a dis-
tance of approx. 2 x D (D = kiln diameter) from the discharge end. However, the maximum
temperature should not be in the immediate proximity of a riding ring. The shell temperature
varies over the length due to process characteristic, coating behaviour and refractory prop-
erties. The temperature changes may be caused by chemical material composition, material
flow, coating and refractory condition.
In Fig. 2.5 and 2.6 typical temperature plots (T-Scanner) of two preheater kilns with two and
three supporting stations are shown. These plots are produced by an infrared temperature
scanning device, which is a very useful aid to monitor the complete burning process. Critical
., ~'.'.1
process conditions (hot spots, condition of the refractory lining) can be detected in due time.
8
In Fig. 2.6 it is clearly shown that an excessive temperature spot of 430°C exists at 36 m;
may be a coating ring is fallen down causing a brick failure. Such so-called hot spots can
cause plastic deformations on the kiln shell, called buckling with subsequent bending of the
kiln tube, referring to chapter 2.4.
During heating up the kiln tube expands axially and becomes somewhat longer .1L and the
shell diameter increases radially .10 in accordance with the following basic law:
Axial increase = Lo x a T x ti T
tiL [mm] (2.2)
Radial increase tiD = Do x a T x tiT [mm] (2.3)
where aT =thermal expansion coefficient [mmrC]
=12.2 x 10.6
.1T = temperature rise [0C]
Do = diameter in the cold state [mm]

Lo = length in the cold state [mm]
-
Some fundamental operating problems have to be connected with the thermal expansion
both in radial and axial direction, as discussed in the following.
2.3 Elastic deformation
Beside the axial deflection of the kiln axis caused by static loading, the kiln cross-section is
subjected to radial elastic deformations when in operation. In Fig. 2.7 the axial deflection
and radial deformation are illustrated so that both terms can be clearly distinguished.
o The radial deformation reaches maximum values in the supporting planes 0RADIAL and
minimum in the middle section between the tyres. However, the radial deformation be-
haviour of a rotary kiln is an essential factor in kiln operation and depends mainly from
the tyre/shell attachment behaviour (clearance) and the radial stiffness of the tyres.
The radial deformations of the kiln shell are proportional to the radial bending mo-
ments to which the kiln shell is subjected during one turn of the kiln (Fig. 2.7, right).
o In the tyre section the axial deflection is zero whereas in the mid-section (between two
tyres) maximum values can be noticed 0VERTICAL' (Fig. 2.7, left). The deflection behav-
iour depends on the distances from the supporting planes and the thickness of the
shell. A certain degree of flexibility should be achieved by suitable design ang dimen-
sioning in order to absorb misalignment of the kiln axis (referring to Tables '2.1 and
2.2).
The elastic deformation can be represented by a so called "Shelltest" diagram, shown in

Fig. 2.7, bottom, measurements performed with a special type of measuring device called
"Shelltest" gauge. This device allows the radial deformations to be detected under normal
running conditions. The measuring principle is very simple, the radial deformation of the kiln
shell is transferred by a mechanism (feeler pin, recorder) to a diagram chart, during one ro-
tation the deflection is recorded and a polar graph is created, illustrating a geometrically
similar representation of the kiln shell, more details under chapter 3.
., ~.. 9
2.4 Plastic deformations
It was mentioned earlier that the thermal expansion in the diametrical and longitudinal direc-
tions plays an important role in kiln operation. Due to the big dimensions and the high tem-
perature differences the expansion rate is always remarkably large and must therefore be
taken into consideration in design and operation.
During heating up of a kiln the shell and tyres are subjected to a remarkably high difference
in thermal expansion, therefore ~n adequate "cold" clearance between tyre and shell must
be provided to avoid shell constriction and in consequence excessive clearance.
In case of constricted expansion the stresses may pass the elastic limit of the material and
plastic deformation may occur. In Fig. 2.8 some types of plastic deformations, which can be
seen on rotary kilns, are introduced:
o Constriction of the shell under the tyre;
o Buckling in the kiln shell;
o Crank-shaft deformation of the kiln tube.
Buckling and "crank-shafts" are mainly caused by restrained expansion.

-,.\ :
. ,', -'-.
Thermal stress a EX = E x aT [MPa/mm] (2.4)

where: E =modulus of elasticity =2.1 x 105 [MPa]
For instance at a temperature difference of L\ T = 1°C and for thermal expansion coefficient
of a T = 12.2 x 10-6 mmrC a thermal stress of
(SEX = 2.1 x 10 5 x 12.2 x 10-6 = 2.56 MPa/mm

will develop. If the yield strength of the kiln shell material (structural steel) of 200 MPa is
taken into consideration, a temperature difference of
L1 T = 200
2.56
= 78°e must be regarded as a critical value.
:.;i'~~':f):J
• <:
\,,;.
~
H,;'..,.. :: ::\J ~.
I ,'.
Due to a sudden kiln stop, under heavy rain for instance, when there is no chance to turn
=
the kiln slowly, a temperature difference of approx. L\ T 200°C between the upper arid the
lower part of the kiln tube may be expected, the upper part tends to contract but the bottom
part tends to expand. Assuming the expansion is only restrained to 50%, the thermal stress
will be at least 245 MPa.
The consequences of crank shaft deformations are at first variable bearing reactions during
one revolution of the kiln, illustrated in Fig. 2.9. A heavily warped rotary kiln can have the
following consequences:
o The kiln can be lifted from one or several supporting rollers.
o The drive motor will more heavily loaded, the drive torque can vary in a large range.
o The brick lining will by damaged causing brick failures ((bricks falling out).
. "
o The alignment of the kiln axis and of the girth gear (axial and radial runout), the mesh-
ing of the teeth of the girth gear drive (radial runout) are also affected.
-.:;
. ',' ,".
10
o Due to the eccentric turning movement also poor seal effect and false air may occur
on the inlet and outlet seal of the kiln.
Perhaps an increased variation of the power consumption can be noticed on the display in
the control room. In Fig. 2.10 a typical display of some operating parameters from a kiln
with planetary coolers is shown. It is seen that the variation of the power consumption is re-
markable high.
On this kiln torque measurements were taken. For this purpose the drive shaft between the
reducer and the pinion was prepared with strain gauges (Fig. 2.11). The torque was meas-
ured during run up at a kiln speed of 1.3 rpm and at nominal speed of 2.35 rpm. The read-
ings are characterised by high variation in torque (+/- 37%) with the frequency of the kiln
speed. Undoubtedly this behaviour is an indication of a bent kiln tube.
When bricks fall down, so called "red spots" appear and the shell temperature rises to ap-
D
prox. 1000 C. Consequently there is a temperature difference between the red spot and the
D
surrounding area of approx. 650 - 800 C. The extremely high shell temperature and the
temperature gradient cause a significant reduction of the yield strength, probably lower than
80 MPa and considerable thermal stresses as well. As a consequence, the stresses pass
the elastic limit and partial shell deformation "buckling" appears.
Due to buckling in the shell the installation of bricks is rendered more difficult and very often
the service life of the refractory lining is significantly reduced. Buckling is of particular dan-
ger in shell sections of high ovality or when buckling is located under the tyre.
An example of the buckling problem and its consequences are illustrated by photographs in
Fig. 2.12 and 2.13. On a preheater kiln (0 5.4 m x 96 m) a hot spot occurred directly under
NO.3 tyre (burning zone) causing significant local plastic deformation and excessive runout
in the outlet seal of approx. 200 mm. Proper installation of the brick lining was no longer
possible, the kiln section from tyre No. 3 to the outlet, including the seal, had to be re-
placed, which was a very costly repair for the plant.
l In Fig. 2.14 examples of plastically deformed kiln shell sections are illustrated, mainly hot
spots were found to be the causes. A typical brick failure, announced by a hot spot, is
shown by photographs in Fig. 2.15, bottom.
A bent kiln axis and a plastically deformed cross-section of a kiln can be analysed by an up-
to-date laser-based measuring system. Measurements are taken at intervals of 1 - 1.5 m up
to the length' of the kiln shell. The readings of the deformed cross-section, taken electroni-
cally through the laser beam device, are transferred directly to a computer which can store
volumes of data for plotting the configuration of the kiln axis and the kiln shell deformation.
There are two principle graphs concerned with determining the amount of plastic shell de-
formation. Fig 2.16 shows the actual radial runout and the angle of occurrence where the
maximum runout occurs. Fig. 2.17 illustrates the shell profile showing the plastically de-
formed kiln shell very clearly. In the area of NO.2 tyre the deformation exceeds a present
runout tolerance and brick failures occurred at regular intervals of 3 - 4 months.
However, by means of a simple mechanical measuring method the deformed cross-sections

of a kiln tube can also be determined and recorded in the form of polar diagrams (Fig.
2.18). By joining the diagrams to one another an axonometric picture of the kiln axis can be
obtained showing how much the kiln tube is warped.
All these representations are very helpful when the source of refractory lining problems has
to be identified .
I '.. , .
. . '
-:;
• -'.' ~. f:,~'~' '~'I' ·.f
, ' ,
",
11
3. RADIAL DEFORMATION, EFFECTS AND INFLUENCING FACTORS
3.1 Effects of radial deformations
During one rotation of the kiln the shell will take up different curvature radii as shown in Fig.
3.1, This elastic deformation of the kiln shell can be classified as;
o riding ring deformation in the area of the supporting rollers, caused by the reaction
forces OR depending of the radial stiffness of the tyre, In case of adequate dimension-
ing these deformations can hardly be recognised;
o kiln shell deformations and/or flattening in the apex point due to clearance between
shell and tyre,
From the above it is seen that the kiln deformation which occurs during each revolution is
highest either in the apex point or in the supporting roller area. As already mentioned (Fig.
2.7) in the axial direction the deformation is maximum in the tyre area and minimum in the
middle section between two tyres.
These deformations of the cross-section of the kiln tube are transferred to the brick lining
which, however, is subjected to alternating pressure, affecting its service life significantly as
well as the stability of the coating. Due to the continuous change of the curvature radius of
the kiln shell, a so-called fulling (milling) process is generated. The refractory lining is ex-
posed to a greater surface pressure at its edges which can lead to a high rate of wear
and/or to bricks dropping out.
The brick lining in large kilns is particularly sensitive to radial deformation. In large kilns the
coating is usually less evenly distributed than in kilns of smaller diameter. In the compara-
tive table below the normal ranges of cross-sectional mass and heat loading are shown.
Table 3.1 Comparison of kiln characteristics
Diairief8¥48biri i iOtameteBe;Omi
..
;.;.:.;.: .....:...:.:.: ...:.....:.:.:.:.:.:.:.:. ;.:.:.'.:...:.;.:...:,:, :.;.:.:.:.:,;.:.:.:.;.'.:,;,;.;.;.:.'.:.:,:.:.'.:.:.;.;.:~ .. ,:.:.',-.'
700 - 1 200 2700 - 4 400

. . '."~.'" .:: ..:~
ca. 10 m2 ca. 24 m2
, ,,', '" .. I
, "
2.9 - 5.0 4.7 - 7.6

4.7 - 4.5.0 7.1 - 7.3
200 650
It is seen that these specific data are about 45 - 65% higher in the larger kilns. Conse-
quently, the sensitivity to kiln deformation and general irregularity of operation increases
with increasing kiln diameter. The radial deformation is an important factor in kiln operation.
By regularly monitoring the deformation behaviour of the kiln tube an unforeseen break-
down of the refractory lining can be avoided.
;. I
"; ..
12
3.2 Determining factors of the radial deformation
3.2.1 Radial stiffness
The vertical load Or and its associated reaction forces OR to which the tyre is subjected,
causes radial deformations, whereas in an ideal case the shape of the deformed tyre is as-
sumed to be an ellipse. Consequently, the deformation pattern shows maximum values in
12-, 3-, 6- and 9-o'clock positions, as illustrated in Fig. 3.2, above.
According to mathematical analysis the values of the horizontal deflection, expressed by an

non-dimensional constants, are tabulated in the Table 3.2.
Table 3.2: Non-dimensional constants of deflection
·ADQI~.gff9t§!iRQ(m)··
0° 0.0250
0.0212
0.0205
0.0191
The deformation or of tyres with a solid rectangular cross-section is calculated as follows:

Qr xR3
Deformation 8T = C f x Ex J
x
[mm] (3.1 )
where: Cf = non-dimensional constant according to Table 3.2

Or = total vertical station load [N]
R = mean radius of tyre [mm]
E = modulus of elasticity [MPa]
3
Jx = moment of inertia = BxH /12 [mm 4]
....,,""
'
..~:',. B = face width of tyre [mm]

H = section height of tyre [mm]
The degree of deformation of a tyre is called NIES ovality (/3/, /41) and is calculated as
follows:
Tyre ovality CO TA = 4 x 8 Tmax

3
= 0.085 X o;xxJ: [mm] (3.2)
, :'.,
13
Usually the ovality of tyres is expressed in % of the mean diameter (2R):
w A
Tyre Qvality 0) TR = 2 : R x 100 (3.3)
· r
It is illustrated by the above equations that for a given tyre diameter the decisive factor for
the radial stiffness is the section height H, because the moment of inertia J x increases with
the third power of H. The stiffness requirement is met if the calculated ovality co TR < 0.18%.
The riding ring stiffness can also be expressed by a simplified term called the stiffness fac-
tor STT which should not exceed approx. 630 MPa corresponding to an ovality of CO TR =
0.18%. Between the ovality co TR and the stiffness factor STT an empirical relationship exists
=(4.5 x 10- 4 x ST T) - 0.102 [%] (3.4)

where: ST r = QrWxR = stiffness factor [MPa]
x
W x __ Bx H 3
6
= section modulus [mm]
3
In Fig. 3.2, bottom, a graph is represented showing the results of a statistical investigation
of a large number of tyres from kilns in the "Holderbank" group. It is seen that many tyres
do not meet the stiffness criterion, as their section moduli and moment of inertia, respec-
tively, are too low.
In conclusion, in case of a new kiln project or if a damaged kiln tyre has to be replaced, the
dimensioning regarding the radial stiffness should be evaluated by calculation of the radial
stiffness and ovality. If necessary, the section height must be properly adapted to meet the
!. j
criterion mentioned above.
' .. 3.2.2 Clearance between tyre and shell
In case of loose riding rings, the riding ring's inner diameter must always be greater than the
outside diameter of the kiln shell in order to compensate the different thermal expansion
rates, the kiln shell expands much faster than the tyre. In an optimum case the clearance in
normal operation is nearly zero; however, in general there is a certain clearance of 3 to 10
mm or more. The consequence of a riding ring clearance is looseness of the radial support-
ing action and consequently the shell is flattening in the apex point. One can say:
The greater the operating clearance the greater the radial deformation.
In general there is a linear relationship between the clearance and the deformation and
ovality, respectively of the cross-section. Because of the great importance of the tyre clear-
ance this item will be discussed in more detail in chapter 4.
3.2.3 Influence of brick lining and coating condition
Beside the riding ring clearance and the stiffness of the tyre a third influencing factor on the
kiln shell deformation is the refractory lining and the coating condition of a kiln section. The
brick lining and the coating itself exhibits an inherent stability which significantly increases
the radial stiffness of the kiln shell.
A rough idea regarding the stiffening effect is illustrated by the following computer analysis
(Fig. 3.3). The results are represented by polar graphs, the stiffening effect of the brick lin-
ing is taken into account by variation of the modulus of elasticity E.
Figures A and C illustrate the radial deformation (5s (mm, left) and the bending stress G'b
(MPa, right) calculated in the mid-section, figures Band D illustrate radial deformation Os
(mm, left) and the bending moment Mb (Nm, right) in the tyre section.
Figures A and B represent the deformation behaviour when no brick lining was taken into
account, whereas the stiffening effect by the brick lining is considered in figures C and D.
The following can be seen. In the support plane of the kiln: there is no significant stiffening
effect on the deformation and moment patterns by the brick lining. However, in the middle
section between two supports that effect is clearly illustrated by the shapes of the radial de-
formation. When the stiffening effect of the brick lining is taken into account the deformation
is nearly zero (shaped like a circle) and the bending stress of the kiln shell is approx. 10
times lower.
3.3 Conclusion
From the above it is seen that radial deformation and consequently the stability of the re-
fractory lining is mainly influenced by;
J
o the radial stiffness of the riding rings as a matter of dimensioning;
o the operating clearance between the riding ring and kiln shell;
o the condition and stability of the brick lining and the coating.
I,"
'.... "" ,pl,
In Fig. 3.4 the shell ovality, expressed in % of the kiln diameter, is shown as a function of
the riding ring clearance and the riding ring stiffness for a kiln section with a stable coating
and a kiln section where the stiffening effect by the brick lining and coating is poor. This ap-
proximation is based on the fact that between the clearance and the ovality a linear relation-
ship exists (see chapter 10.2).
However, the radial stiffness of the tyres is a question of design and dimensioning and it is
important to known it and to check it previously by calculations, whereas the deformation
behaviour of the shell is mainly influenced by operating conditions and consequently the op-
erating personnel is responsible.
, . '.-' .,,; ..
15
4. SIGNIFICANCE OF THE RIDING RING CLEARANCE
4.1 General remarks
There are two different concepts of riding ring attachment to the kiln shell (Fig. 4.1):
o Loose riding rings are not fitted direct to the shell but by filler bars (riding ring shoes)
which may be arranged loose, fitted by radial and axial retainer blocks, or they are
welded or bolted to the shell (old design philosophy). The forces are radially trans-
ferred to the tyre and are concentrated in a small area. One of the difficulties of this
system lies in the clearance between shell and tyre under operating conditions, as an
excessive clearance allows too much ovality in the kiln shell.
o The toothed fitting system (offered by POLYSIUS and FLS) is designed to overcome
the problems experienced with loose tyres. It will be noticed that the kiln shell "hangs"
concentrically in the riding ring with reaction forces being transmitted tangentially and
not radially as in the case of loose tyres. The shell is free to expand in the radial direc-
tion, the diametrical clearance has no influence on the shell ovality.
o For both types of riding rings the same design criteria are taken into consideration,
namely;
the NIES ovality should be kept < 0.18% in order to avoid deformations in the
area of the supporting roller and consequently to keep the shell ovality as low
as possible;
:> the Hertzian contact stress should be within acceptable limits, i.e. the operating
contact stress should be clearly below the limiting endurance strength of the
material;
> the radial bending stress should not exceed the admissible limiting stress as a
function of the material strength.
In Fig. 4.2 the condition of riding ring shoes after 20 years in operation is illustrated. That
kiln was operated at a circumferential speed of 30 mlmin, that is 1.7 revolutions per minute
or 800 000 kiln revolutions per year of operation. With an average creep of 15 mm, i.e. the
kiln tube turns 15 mm faster than the tyre per revolution, that is about 12 km of creep per
year.
For this reason the running surface must regularly be lubricated by a special type of lubri-
\~"'.; '.\li
cant with an application range from -20°C to +600°C. Even with lubrication it cannot be
avoided that in the course of time the shim plates become thinner. According to experience
.'. . l
gained in the past after about 4 - 5 years 2 mm wear of the riding ring shoe outer diameter
must be compensated with 1 mm thicker shims.
However, some problems were also were found on toothed tyres as shown in Fig. 4.3. Due
to excessive tangential forces of a kiln with planetary coolers, pitting was noticed on the
teeth of the tyre after about 15 years in operation. In the meantime the design of toothed fit-
ting has been modified to overcome this problem.
Basically two different types of cross-section of riding rings are known, namely;
o the hollow or sectional type (0 section);
o the solid rectangular section type.
.'
'.
....
: .. j
l,~
1'1",
16
Older kilns of smaller size are mostly equipped with the hollow type. The advantage of this
design is the favourable mass ratio between the tyre and the shell which is of particular sig-
nificance regarding the thermal expansion behaviour in the heating period of the kiln. Based
on the same principal dimensions the radial stiffness of the hollow type is slightly lower than
that of the solid section type.
. ," ':.
The following discussion is related to loose riding rings having a solid cross-section.
In general a clearance always represents a difference in diameter and does not include any
deformation of the cross-section. In order to avoid any confusion the following terms must
be strictly distinguished (Fig. 4.4):
o Design or cold clearance STH' difference of the diameters tyre/shell in the undeformed
cross-section.
o Operating or hot clearance SOP' the clearance between tyre and shell at operating
condition causing relative movement between tyre and shell.
o Cold or hot gap Gc • GH • the gap in 12-0'c1ock position between tyre and shell.
. ' In the following the above terms are discussed in more details.
I·
4.2 Design clearance
I
Design or cold clearance is understood to mean the difference between the inner diameter
of the riding ring and the outer diameter of the kiln shell (over the riding ring shoes). the kiln
cross-section being undeformed (Fig. 4.4 A):
Diameter difference I1D = D T - D s = S th [mm] (4.1 )

where: DT = inner diameter of tyre [mm]
Ds = outer diameter of shell [mm]
8 TH = design clearance [mm]
.'.
:. '.
:\:. :'.~ ._~ !:',t·:;
,'"I The design clearance must be properly adapted to the thermal expansion rate of the shell
..':
, : ·t'''''.). '.
'. ,..', '..;
and riding ring during heating up as well as the temperature variation at steady state. Due
to the differel'1t masses of the shell and riding ring the shell expands much faster than the
riding ring when both are subjected to temperature rise.
For loosely fitled riding rings the cold clearance STH must be selected such that under oper-
ating conditions the clearance is minimum (0 < STH < 3 mm). There is a linear relationship
between the temperature difference LlT (between tyre and shell) and the diameter differ-
ence (between tyre and shell) according to the basic equation 2.3:
Diameter difference ~D = Do x a T x ~ T [mm] (4.2)

In Fig. 4.5 the above relationship is graphically illustrated for kilns of different sizes (0 3.5
m, 0 5 m and 0 6.5 m diameter). For instance. the thermal expansion for a temperature
difference of 160°C of a kiln of 0 5 m is 9.8 mm.
.;
~.
..
'. to. - \- •~ ,
.-,'
., 17
The consequence is that the internal diameter of a riding ring must be a little bit larger then
the external diameter of the kiln shell in order to take into account the differences in thermal
expansion of the kiln shell and riding ring during the heating up period. Both diameters are
calculated by the suppliers to be such that the clearance between riding ring and shell is
minimum under operating condition.
From the above the conclusion can be drawn that the knowledge regarding the temperature
behaviour of the riding ring and shell when heating the kiln is essential. The following rough
approximations, found by experience (referring to chapter 10.3), are used by the suppliers
to determine the design clearance STH' expressed in % of the kiln's nominal diameter ON:
o Riding ring in a hot area: STH = 0.2% of ON

o Riding ring in a cold area: STH = 0.08% of ON
Characteristic values of STH for different sizes of kilns (0 3.5 m, 0 5 m and 0 6.5 m) are
compiled in Table 4.1.
Table 4.1. Recommended design clearances
i. -~...
In Fig. 4.6 the values are graphically represented as a function of the temperature differ-
ence between tyre and shell for characteristic kiln sizes. It is seen that the cold clearances
tabulated above correspond to a maximum temperature difference of 65°C (cold zone tyres)
and 165°C (hot zone tyres). If these values are exceeded when heating up or at steady
state a plastic constriction of the kiln shell will taken place, causing a significantly higher
clearance.
;(.~: ..
. . .: 4.3 Operating clearance
(,r , ."
~ .'. .
..,. .,' ...-~ .. ~ " t
The operational clearance SOP is a purely hypothetical value as its basis is the undeformed
kiln's cross-section. Nevertheless, SOP is very significant in context with the deformation
measurements as it serves as an important starting point in clarifying the causes of the ex-
cessive radial deformation measured (Fig. 4.4, B).
The operating clearance is given by the following equation:
(4.3)
It is seen that SOP depends on the design or current cold clearance STH and the current tem~
perature difference ~T. The ideal would be an operating clearance of zero, Le. the kiln shell
in the heated state would just press into the riding ring without becoming constricted. This is
obtained if the design clearance is properly selected in accordance with the temperature
...: ".:'.
. ,"',
.,!
",
~. .... .
10
" " ,-':
behaviour of the kiln. Depending of the operating clearance a relative movement (creep) t.U
between riding ring and kiln shell exists, as shown below:
Creep ~U = (0 TI x n) - (0 SA x n)
= (DTI- oTA) x n = SOP x n [mm] (4.4)

It is seen that the operating clearance can be determined via the relative movement, i.e. the
larger the clearance the larger the relative movement. The kiln shell is rotating faster as
the riding ring. As already mentioned the relative movement may cause serious wear on the
guiding devices, particularly the riding ring shoes and the axial retainer devices when they
are sUbjected to dry friction.
4.4 Gap due to shell flattening
The shell flattening in the vertex represents the actual gap G present in the upper area be-
tween the riding ring and the kiln shell. In both the cold and hot state, the gap Go GH in-
cludes the shell flattening 8s in the upper part as well as the cold/hot clearance, referring to
.v: '~"'.,.' Fig. 4.4, bottom:
Cold gap Gc = STH + Os [mm] (4.5)
Hot gap G H = Sop+OS [mm] (4.6)
The hot gap G H can be measured by a simple mechanical measuring device, as introduced
in the following chapter. The measuring records indicate the gap (ordinate) as a function of
the relative movement t.U (abscissa).
The hot gap, of course, is always larger than the operating clearance SOP' the following for-
mula can be used as a rough approximation:
Hot gap GH =(1.2~.~2.2) >> Sop [mm] (4.7)
However, the cold and hot gap GH has a poor significance in kiln operation and mainte-
nance, in context with deformation measurements or shimming of tyres as well. If shimming
of a riding ring/shell arrangement becomes necessary, to reduce excessive clearance, the
operational clearance SOP must be taken as a basis in determining the proper thickness of
the shims (see chapter 11.1).
19
. ",' ~. .,~ ..... ,
5. DETERMINATION OF THE OPERATING CLEARANCE
5.1 General
The operating clearance SOP is determined by means of the difference in circumference t:.U
which is noticeable as the relative movement between the riding ring and the kiln shell. Ac-
cording to equation 4.4 the operating clearance SOP is given by
Operating clearance SOP = t:.rtU [mm] (5.1 )

There are various methods to determine the relative movement of a riding ring and the cor-
responding operating clearance as shown in the following.
5.2 Simple determination of the relative movement
The relative movement ~U can be determined in a simple way as follows (Fig. 5.1):
o Place a chalk mark at the face side of the riding ring and on the kiln shell (riding ring
"
""
:.., . shoe);
\,. ", ~~.~"'.:~ ',' ~~
, ) ',' ,I
o After a certain number of rotation (3 - 5 turns), the distance ~X can be seen between
the chalk mark on the riding ring and on the kiln shell;
o The displacement or creep ~X must measured and must be divided by the number
of kiln' rotations N. The result is the relative movement ~U.
!!.U CREEP tY< [mm]

= NBR. OF REVS. = N (5.2)
5.3 Mechanical measuring device
A simple device has been developed, which allows the relative movement and the gap to
\ ',"',' :': ~
be simultaneously measured, as illustrated in Fig. 5.2.
. I' .' :~.~, ~
A pencil is fixed by means of a magnet on the kiln shell, on the face side of the tyre a plate
with a paper is attached by magnets. For each rotation a characteristic bell-shaped curve is
traced on the paper, the ordinate represents the hot gap GH and the abscissa the relative
movement ~U. It was found by experience that the ratio GH/~U is in general 1.2 to 2.2.
The two sketches in Fig 5.2, above left, show the longitudinal section and cross-section of
a kiln with the instrument situated at the apex point, where the maximum gap exists. Corre-
spondingly the pencil point is located at the apex point of the curve. In the lower sketch, the
kiln shell rests on the tyre and the pencil remains at the reversing point of the curve. The
photograph in Fig. 5.2, above right, shows the measuring device on the riding ring of a ro-
tary kiln during a measurement.
-:;;
20
5.4 Electronic creep measuring by PLC (programmable logic controller)
Based on the time difference for one rotation between loosely fitted riding rings and the kiln
shell, the relative movement can be determined. The time during one revolution of the tyre
and the shell will be measured with start and stop pulses created by magnetic reed switches
or electronic proximity switches. The clock frequency must be proportional to the kiln speed
given by a tooth disk or a voltage/frequency converter so that the time difference does not
depend on the kiln speed.
5.4.1 Hardware specifications
An ordinary process PLC with a typical cycle time of 200 ms is not suitable for calculating
the relative motion (slip) between tyre and shell. Therefore an individual small PLC with
about 1 IJm per digital or analogue instruction has to be used (e.g. SIEMENS 100 U, 95 U).
With a PLC like this a program cycle time of 0.2 ms can be achieved. This guarantees a
stable slip indication of 0.1 mm (important during the heating up period.
In Fig. 5.3 a schematic illustration of the hardware configuration of the electronic creep
· ..... measuring device is shown.
At a speed of 1 rev/minute (and faster) the indication of the slip should be converted to mm,
because the 0.1 mm indication will be unstable.
1
I Example
Data: Kiln diameter: 5.0 m

I Required indication at normal speed (1 ... 3 rpm):
Required indication at slow speed (2 rpm or 1 rev/5 minutes
1.0 mm
or 157 080 pulses/rev): 0.1 mm
A toothed disk at the shaft end of the kiln drive motor combined with a fast proximity sensor
or a voltage/frequency (V/F) converter connected with the voltage of the speed dynamo (ta-
chometer) has to produce a frequency of at least 524 Hz when the kiln turns with 0.2 rpm (1
rev/5 minutes). The frequency at fast speed of the kiln (3 rpm) is then 7 854 Hz. These
pulses has to be detected by the PLC.
It is advisable to use a toothed disk rather then a V/F converter owing to its higher
accuracy.
The tachometer and the V/F converter must have full range accuracy and a signal repeat-
ability of at least 0.05 % (based on a dynamo where 60 Volts corresponds to 3 rpm of a kiln
5 m in diameter).
,'.. 21
5.4.2 Typical program
Variables
A, B, e, K = One-cycle pulses after edge-detection of the digital inputs, each pulse (pro-
duced by proximity switches) represents 1 rev of each tyre involved as well
as the kiln. The pick-up device for K is fitted at the kiln shell or at the girth
gear rim. The time between two pulses represents the reference time.
P =Fast counting input, each pulse represents 0.1 mm movement of the kiln circumference.
AA, BB, ee, KK = counter words, containing the number of counts.
AAA, BBB, eee, KKK = latched (memorised) counter words.
SLIP A, SLIP B, SLIP e = slip of tyre A, B, e in 0.1 mm.
Slip detection
P must be a fast counting input or interrupt-controlled input. In some PLC's AA, BB, ec, KK
are created by special modules.
,;
If P then increment AA, BB, ce, KK
If A then store AA in AAA, reset AA
If B then store BB in BBB, reset BB
If e then store ee in eec, reset ec
If K then store KK in KKK, reset KK
AAA - KKK =Slip A

.... ' ..
..J,o,··"~:.';i··"'·r,J..·'.
(----
'
BBB - KKK =Slip B
ecc - KKK =Slip C
ereating alarm limits
If Slip A < alarm level then create an alarm (in the same way as for the other tyres).
In Fig. 5.4 a typical up-to-date display of kiln operating data in the control room, including
the creep of two tyres, are shown. The significance in kiln operation of an automatic creep
measuring device is discussed in more detail in chapter 10.4.
6. KILN OVALITY MEASURING GAUGE "SHELLTEST"
6.1 Definition of the term ovality
Under ovality of the kiln tube is understood the magnitude or degree of the radial deforma-
tion of the cross-section under normal operation condition. In a theoretical model, where
the circular kiln shell is deformed to an ellipse, the ovality can be defined as twice the differ-
ence of both half axes. From Fig. 6.1 the following terms can be derived:
UE - (a+b)x1t q Uc=DX1t
a+b q 0
Circumference ellipse UE ,... Circumference circle Uc
. ~ r~... .' Based on the above term ovality is defined by the following relationship
:~.' :.',:
..... : ,~
".,
,: "
Ovality CJ) = 28 - 2b = 2 x (a - b) [mm] (6.1 )

where: a = mayor half- axis [mm]
b = mayor half-axis [mm]
The ovality is a measure of deformation and is used to assess the degree of deformation to
which a kiln tube is subjected. The ovality is expressed either in mm (absolute ovality) or in
% of the kiln diameter (relative ovality).
However, to determine both axes (a and b) of a deformed cross section of a kiln in opera-
tion is hardly possible. The determination of the ovality can be performed by a special type
of measuring gauge called "Shelltest".
. ;
6.2 "Shelltest" measuring principle
The radial kiln shell deformation of a rotary kiln under actual operating conditions can be re-
corded by means of mechanically based measuring gauge, called "Shelltest", especially de-
veloped for this purpose. The measuring principle of this instrument can be described as
follows, referring to Fig. 6.2.
A yoke (A), provided with two magnet devices (8) at both ends, is fastened to the rotary
kiln, vertically to the center axis. The yoke spans a circular sector with the basic length I = 1
m and a corresponding sector height h. A recorder (C) is provided in the middle of the yoke
whose feeler pin (D) is in contact with the kiln shell during the measurement.
In the course of one rotation, the kiln shell is subject to different curvature radii. These cur-
vature changes are noticeable by changing of the sector height h, these movements are
transferred by the feeler pin via a pencil (E) to a diagram disk (F), scale 1: 15.
23
The diagram disk is fastened to the recorder shaft and kept in place by the effect of gravity
of a weight (H) of the pendulum disk (G). As a result, a relative movement takes place be-
tween the pencil and the diagram disk. After one kiln rotation a closed line graph has been
produced which represents a geometrically similar representation of the deformed kiln shell.
This polar graph is called "Shelltest" diagram or "Shelltest" record.
The alternation in the sector height (~h) during one rotation can be regarded as a measure
of the radial deformation and is equal to the greatest difference (8) between the two half-
axes of the diagram curve, magnified 15-fold.
"Shelltest" diagrams can above all be used for qualitative evaluations in a simple manner,
because any deviation from the circular form points to the magnitude of the radial deforma-
tion. From the location of the curve with respect to the polar co-ordinate system, deforma-
tions can be easily located. The vertical axis of the kiln corresponds to the vertical axis of
the diagram, which is marked by means of a small hole above the co-ordinate center. Due
to the polar representation, the assessment of the deformation behaviour of a shell section
is quite simple, because the curve represents a geometrically similar representation of the
deformed kiln's cross-section.
For instance, it is easy to see if a significant deformation is present in the vicinity of the
supporting rollers (this is the case if the riding ring is not rigid enough); or if deformation of
the kiln shell is present in the apex point, which points in the direction of too large a riding
. ~. ring clearance .
An actual measurement in the sense of obtaining absolute values does not take place.
Only the change in the polar sector height is recorded, whereby only the maximum deflec-
tion, i.e. the greatest difference between both diagram ellipse half-axes, is of interest.
For the evaluation of the diagrams, the following terms are important:
o Degree of deformation called ovality CD is defined as the 2-fold difference of both half-
axes of the elliptically deformed kiln cross-section in accordance with the equation
6.1.
o Extent of deformation 8s ' the greatest difference between both diagram half-axes.
The mathematical relationship between the ovality CD SA and the extent of deformation 8s is
provided by the following equation:
Ovality (abs) 0) SA = ~ x D~ x 8s [mm] (6.2)

100
Ovality (ref) 0) SR = co SA X ON (6.3)
where: DA = external diameter where the gauge is attached [mm]

ON = nominal diameter [mm]
8s = radial deformation, difference between the
greatest and the sammest semi-axis of the
diagram curve [mm]
24
It is seen from the above equation that the ovality increases with the second power of the
kiln diameter. Therefore the ovality of a kiln tube is mainly expressed in % of the nominal
kiln diameter in order to compare ovality values of different kiln sizes. We distinguish be-
tween the absolute ovality C0 8A [mm] and the relative ovality C0 8R [%].
J There is a linear relationship between the relative ovality C0 8R the kiln diameter ON and the
deformation value 88 , In Fig. 6.3 the relationship between the diameter difference (a-b) and
the absolute ovality, on the one hand and on the other hand between the deformation 88
I and the "Shelltest" ovality as a function of various kiln diameters (0 3.5 m, 0 5m and 0
6.5 m). It is clearly seen that there are linear relationships.
For instance, a diameter difference of (a-b) = 15 mm corresponds to an ovality of C0 8A = 30

f mm and a deformation of 88 = = =
1.8 mm (0 3.5 m), 8 8 0.9 mm (0 5 m) and 8 8 0.5 mm (
o 6.5 m). In the other direction a deformation of 88 = 0.9 mm corresponds to an absolute
ovality value of 14.7 mm (0 3.5 m), 30 mm (0 5 m) and 50.7 mm (0 6.5 m). The example
f has shown that the ovality value is significantly influenced by the kiln diameter.
Therefore it makes more sense to express the ovality in % of the kiln diameter. Based on
J the above example the following values were found:
).'. .:' Table 6.1: Deformation and ovality values
The above calculation of the relative ovality is based on the following simplified formula
Ovality (reI) (6.4)

...
,.,/ ... where: 88 =deformation [mm]
~_~I1'f, .....r. :" .." ~·l
, ...... ,. ON = nominal kiln diameter [m]

'"',
6.3 Ovality limiting values
The increase in the rate of lining wear, the dropping out of lining bricks can be avoided if
the shell ovality does not exceed certain limits. The determination of ovality limits, which
can be exceeded only at the peril of damage, is difficult and depends among other factors
on the size of the kiln and the actual coating condition.
For medium sized kilns, the maximum deformation d of the shell below a riding ring, meas-
ured over 1m of basic length ("Shelltest" gauge) should never be more than 0.7 mm, this,
however, is considerably smaller tolerance than generally expected. These findings are ex-
pressed in a graph in Fig. 6.4, above. The figures illustrate the deformation of 0.8 mm
' .. ',.
25
which is regarded as the limit for a kiln of 0 3 m and 0.65 mm for a kiln of 0 7 m, to avoid
any effects on the brick lining.
In Fig. 6.4, bottom the above relationship is converted into relative ovality values. It is
seen, that for a kiln of 0 3 m the above limit is approx. 0,3%, and for a kiln of 0 7 m, ap-
prox. 0.7%. The upper limit may be applied for a stable coating or a new brick lining.
6.4 Kiln ovality measuring gauge "Shelltest"
The "Shelltest" instrument comprises three main parts: The yoke, two magnet supports
and the recorder (Fig. 6.5). Parts of the recorder are the feeler pin and the adjusting
screw.
The supply schedule includes a useful set of accessories. The normal supply schedule in-
cludes, among other things two pencils and two knurled nuts. Based on experience these
two parts can be damaged when the gauge falls down.
The recorder is located in the middle of the yoke, inside the quadrangular tube, Fig. 6.6. Its
. J
main parts are the feeler pin, the recorder shaft and the pencil. The movements of the
feeler pin are transferred to the pencil via a rack-and-pinion arrangement. The pencil re-
cords the deflections on the diagram to scale 1: 15. The pencil can be inserted into the hull
from the rear and engages in two positions, first in the "off" position (no contact) and, after
a light pressure forward, in the "record" position, the pencil is in contact with the diagram
disk.
The pendulum disk with the diagram chart is fastened to the recorder shaft by means of a
knurled nut. A pin in the shoulder of the recorder shaft serves to secure the diagram
against independent rotation in such a manner that it penetrates the small hole in the dia-
gram and the slit of the pendulum disk so that the diagram and the disk are fastened and
rotate together.
The magnet supports are screwed to the two ends of the yoke. If the star handles are loos-
ened, the magnet supports can be readjusted by elevating them for roughly adapting the
instrument to different kiln sizes. There is a scale to find easily the position of the two mag-
nets depending on the kiln diameter, however, the feeler pin must be set in a middle posi-
.~ ..
tion. A micrometer screw is provided to move the feeler pin up and down and allows fine
. ~.~r~?~~!·.I" I ::
adjustments of the "Shelltest" gauge corresponding to the kiln diameter and the pencil to be
A,:. >.. . . ,,:;'",~
.,,'
brought into a suitable and desirable position on the diagram. The instrument is easily
adaptable to ~ilns with diameters between 2.2 m and 7.5 m.
6.5 Maintenance and spare parts
The instrument hardly requires any maintenance. Only stainless and rust-protected metals
were used. However, the only parts which require any attention are the magnets. It is a new
type of magnet, the technical data are shown in Fig. 6.7, above.
The magnet system exists of two steel plates, whereas in between four cylinder-shaped
.,
magnets are located, each attached by bolts. Each magnet support offers a magnetic ad-
"
",' • r
.' hesion of 800 N. A very strong attachment of the "Shelltest" gauge is provided even for un-
·.
• I. • ~I" ,
. favourable surface condition of the kiln shell. Dismantling of the magnet/plates
.~\:.~fj"·:~:~':}t!'~3
• I - . -~
~. ~.
·.,.-.. ~ .....
".",
26
arrangement is not allowed, because the magnetic adhesion will be significantly diminished.
The magnets are attached to the console by two socket-head screws (Fig. 6.7), which must
be checked from time to time to ensure that they are properly tightened.
The list of the spare parts, available from stock, is illustrated in Fig. 6.8. When ordering,
please use the item numbers.
7. DEFORMATION MEASUREMENTS
7.1 Preparatory works
The radial deformation of the kiln tube is decreased by increasing the distance from the
supporting plane (riding ring station). Thus "Shelltest" measurements are always taken in
the immediate vicinity of the riding rings (riding ring shell section) and, on both sides of
these, if possible. If the protective heat shields are mounted too near to the kiln shell, they
must be removed. The minimum space of approx. 250 mm is required between shell and
heat shields to operate the "Shelltest" gauge.
Due to various influencing factors the deformation behaviour in a measuring plane can vary
in a large range. In order to obtain definite results concerning the extent of the radial defor-
mation behaviour of a shell section, measurements are taken at three points in every meas-
uring plane, located at kiln shell lines off-set at 120°. In Fig. 7.1 the example of three
measurements are illustrated by a graph "ovality vs deformation". In that example it is seen
that the ovality varies from 0.18 % to 0.47%, the average value found being 0.3%.
It is recommended that the same measuring points are used in subsequent measurements.
In the following the necessary preparatory work is explained, referring to Fig. 7.2:
o Every measuring location is marked with chalk, exactly at the feeler pin contact point.
o The contact points of the magnets must be cleaned by means of a wire brush and if
necessary the contact areas on the kiln shell too.
o The diagram disk is fastened in such a manner that it cannot rotate independently.
Co-ordinate cross must face the pencil. The small eccentrically arranged hole serves
. , ,,".
~. .,,' .. ,
'\' \
to fasten the disk and at the same time indicate the highest point on the diagram
(apex point of the kiln shell) of the cross-section being measured.
o The instrument is prepared and adjusted to the kiln diameter as follows: Loosen the
star handles and shift the magnetic holder to the required position, indicated on the
console by a diameter scale. The feeler pin should be in a middle position, make cor-
rections by the micrometer screw if necessary. The adjustment to the kiln diameter is
suitable if the pencil is in a horizontal position. For all these adjustments, the pencil is
engaged in the first "off" position.
The preparatory work is now completed and the measurements can be performed. It is rec-
ommended to use heat-proof gloves, because the gauge will be heated up, particularly
when measurements are taken in the burning zone.
" i, , ;,
27
7.2 Performance of the measurements
The following procedure is recommended to perform "Shelltest" measurements:
D Set the instrument at a marked measuring point (point 1) while the kiln is rotating and
make sure that the instrument adheres sufficiently and that there is sufficient space
between the rotating kiln and the heat shields, referring to the photographs in Fig. 7.3
to 7.6. The diagram (co-ordinate cross) should always face the same direction for the
measurements taken on all measuring planes, for example, the direction of the kiln
inlet side.
D Adjust the pencil by means of the micrometer screw to a suitable position (in the mid-
dle of the diagram), Fig. 7.3, left. Now the instrument must take part in three or more
kiln rotations with the pencil still in the "off" position in order that the feeler pin can ex-
pand due to the kiln shell temperature without affecting the diagram curves.
D Press the pencil slightly forward until it engages in its second position "record", with
its touching the diagram, as shown in Fig. 7.3, right.
D After one or two rotations (measuring time) retract the pencil, holding it at the pres-
sure knob in the "off" position.
D After one turn more, remove the instrument. Replace the diagram chart by a new one
and fasten the gauge at the next measuring point (No.2) in the same plane.
D Note on the rear of the diagram all necessary data, i.e. inlet or outlet side of tyre, dis-
tance from the tyre center line, relative movement, No. of tyre, time, date etc.
It is advisable to measure simultaneously the shell temperature in the measuring plane by

means of a pyrometer or a thermometer with magnetic support. The temperatures are addi-
tional information regarding the condition of the refractory lining and/or the coating.
8. EVALUATION OF THE "SHELLTEST" DIAGRAMS
8.1 Qualitative assessment of the diagrams
The "Shelltest" diagram, a polar representation of the change in sector height L\h, offers the
great advantage that an interpretation in a qualitative sense of the diagram curves is imme-
diately possible, as the diagram represents a geometrically similar representation of the de-
formed kiln cross-section (elastic line). However, the graph is a 15-fold magnification in the
recording of the radial deformation of the kiln shell.
In order to be correctly interpreted, the deformation diagrams must be examined in a proper

manner. If the co-ordinate cross faced the kiln inlet side during the measurement, then the
diagram must be viewed from the kiln inlet side during their interpretation in order to ensure
that the respective sides correspond. At the same time the small diagram disk hole must be
in the 12 o'clock position as this marks the vertical axis as well as the highest point in the
cross section measured. In the following some typical diagrams, taken on kilns of various
sizes are discussed in detail to give an idea how the diagrams can be analysed.
28
Example 1
Comment: The above curves illustrate a defect in the "Shelltest" gauge. Due to a clearance
in the magnet supports a radial movement of the yoke itself took place whenever the gauge
passed the 10-o'clock and the 2-o'clock position. The evaluation of such diagrams make no
sense. Check and tighten the socket-head screws as shown in Fig. 6.7.
Example 2
::;.. .~, r l '.
"~\,oII"'J,.,.ih· ~
:.~ .:~:;<i;.: ,;
Comment: The above curve illustrates the thermal expansion of the gauge due to heat ra-
diation of the kiln shell. The feeler pin transfers the expansion to the diagram chart, as a re-
sult the diagram curve is not closed and cannot be properly evaluated.
,~ , "': r ....., ...
29
Example 3 Data:
Diagram 1 2 3
Deformation [rnm] 0.07 0.13 0.07
Ovality [nun] 3.38 6.76 3.38
Ovality [%] 0.06 0.11 0.06
Average Ovality [%] 0 07

Play [rnm] 1 .
3.00
.e,
'.1'
t ... )';':':·.r..'"'.
OVALITY IN FUNCTION OF THE DRFORMATION

1
0.9
0.8
, ,
0,7
/'~~i" ,\",.:#~.::\,.:
.;~~';.1'~~"7~ ""~: ~ 0.6
1t(1 ';.,~::! .. ~:.~: >-
I-
::::; 0.5
~,
'j ,\.
«
> 0.4
0
0.3
0.2
0.1
0
0 0.1 0.2 0.3 0.4 0.5 0.6 0.7 0.8 0.9
DEFORMATION [mm]
Comment: The deformation diagrams closely resemble circles, the ovality is low, no tyre
clearance. thus no flattening of the shell at th~ vertex point, no deformation of the tyres in
the supporting areas, the radial stiffness of the tyres is adequate, the deformation behav-
iour can be regarded as ideal.
30
Example 4a Data:
Diagram 1 2 3
Deformation [rnm] 1. 53 1.13 1. 33
Ovality [rnm] 21. 81 16.12 18.96
Ovality [%] 0.68 0.50 0.59
Average Ovality [%] 0.59

Play [rnm] 113.00

1
0.9
0.8
./
0.7
0.6
0.5
0.4
0.3
0.2
0.1
0
0 0.2 0.4 0.6 0.8 1 1.2 1.4 2
DEFORMATION [mm]
Comment: The deformation of this kiln section is caused by the shell flattening at the ver-
tex point due to a tyre clearance, furthermore, in the supporting roller areas there are re-
markable high deformations as a result of a soft tyre. However, it is seen that the right-hand
roller pushes too hard, adjustments are necessary.
J.._., ':" •• " 31
Example 4b Data:
Diagram 1 2 3
Deformation [mm] 0.87 0.73 0.80
Ovality [rom] 12.33 10.43 11. 38
Ovality [% ] 0.39 0.33 0.36

Play [rom] 1 .
6.00
,. ,.

1
0.9
0.8
/'
./
0.7
~ 0.6
, ~; ~ ., ....>- 0.5
.!' ~
; , ....:
_,·.l~"
.~
. . '-!
I
<{
> 0.4
0
0.3
0.2
0.1
0
0 0.2 0.4 0.6 0.8 1 1.2 1.4 1.6 1.8 2
DEFORMATION [mm]
Comment: The same kiln section as already shown in Example 4a, but the clearance is re-
duced from 18 mm to 6 mm and the rollers are adequately adjusted with respect to the kiln
center axis.
32
Example 5 Data:
Diagram 1 2 3
Deformation [mm] 0.97 10.50 1. 33
Ovality [mm] 13.75 7 11 18.96
Ovality [% ] 0.43 1 .
0.22 0.59
Average Ovality [% ] 0 41
Play [mm] 1.
8.00
OVALITY IN FUNCTION OF THE ORFORMATION

1
0.9
0.8
0.7
l 0.6
>-
f-
0.5
, .. ::::;
<{
> 0.4
0
0.3
0.2
0.1
/'
0
0 0.2 0.4 0.6 0.8 1 1.2 1.4 1.6 1.8 2
DEFORMATION [mm]
Comment: The deformation curves of this kiln section look closely to ellipses, the ovality.is
remarkably high, the clearance between tyre and shell is moderate, the tyre is not very stiff,
the rollers are not adequately adjusted, the ovalities of the three diagrams vary in a large
range, may be the refractory lining is not in a good condition.
33
Example 6 Data:
Diagram 1 2 3
Deformation [mm] 0.47 0.57 I 0.43
Ovality [mm] 11.53 14.00 I 10.71
Ovality [%] 0.27 0.33 I 0.25
Play [mm] 1 .
6.00 .1-
, ~:
., .... '
.' .,'
OVAUTY IN FUNCTION OF THE DRFORMATION

1
0.9
0.8
0.7
0.6
:"~'" ~',... "~ ..t ::'j~ -~ 0.5
, .
.:\::-..,:,.. ;:~ ': 1
0.4
0.3
0.2
0.1 /
./
0'--.........- .....
o 0.2 0.4 0.6 0.8 1 1.2 1.4 1.6 1.8 2
DEFORMATION [mm]
Comment: The diagrams illustrate moderate deformation at the vertex point as well as in
the supporting roller areas, the rollers are adequately adjusted, the clearance between tyre
I:; and shell is acceptable, an improvement is not necessary.
- 'i", ' • •
. ,
34
Example 7 Data:
Diagram 1 2 3
Ovality [mm] 63.64 54.55 45.46
Ovality [%] 0.91 0.78 0.65
Play [mm] 1.
12.00
I ~,
.. ' .... j

1.4
1.2
,.
~
"
,d I. :.,':t , >- 0.8

f-
, ',.1 .• ,. ::::i
<{
Ii,
> 0.6
0
0.4
0.2
,
0
0 0.2 0.4 0.6 0.8
DEFORMATION [mm]
Comment: These measurements were taken on the biggest kiln in the world (0 7m x 230
m length), due to clearance between tyre and shell a remarkable high ovality can be no-
ticed, the tyre is stiff and well dimensioned, in this case the tyre clearance should be re-
duced by shimming the riding ring shoes.
,'- to ,
35
Example 8a Data:
Diagram 1 2 3
Ovality [mm] 8.61 6.89 8.61
Ovality [% ] 0.20 0.16 0.20

Play [mm] 1 .
0.00
" J', .•1' ~ .',
" I, '; ",," ~

lr-----.-,.-~-..---r-----.-,.____r-_,..__,
0.9
0.8
0.7
0.6
0.5
0.4
0.3
0.2
0.1
0.4 0.6 0.8 1 1.2 1.4 1.6 1.8 2

DEFORMATION [mm]
Comment: Examples 8a and 8b illustrate the effect of the tyre clearance on the shell oval-
ity, the above readings were taken at a clearance of 0 mm. It is seen that the curves look
similar to circles, there is no flattening or deformation in the roller areas, the ovality is very
low.
- p • ' '.' -~ '.~ •
36
Example 8b Data:

1r--.--..---.--,--.---r-..,.-----,---,----,
0.9
0.8
0.7
'; ~" 1 ,
0.6
>-
f-
:::; 0.5
<t
> 0.4
o
0.3
0.2
0.1
0
0 0.2 0.4 0.6 0.8 1 1.2 1.4 1.6 1.8 2
DEFORMATION [mm]
Comment: Examples 8a and 8b illustrate the effect of the tyre clearance on the ovality, the
above readings were taken at a clearance of 6.5 mm at the same location but two years
later. It is seen that the curves look similar to "Mikey Mouse", there is a remarkable flatten-
ing of the shell, the ovality is high.
37
Example 9a Data:
Diagram 1 2 3
Deformation [mm] 0.93 0.87 1. 03
Ovality [mm] 47.35 43.97 52.42
Ovality [% ] 0.78 0.72 0.86

Play [mm] 1.
15.00
,: :.
,;.,

1.6
1.4
1.2
0.8
0.6
0.4
0.2
/ "
o 0.2 0.4 0.6 0.8 1 1.2 1.4 1.6 1.8 2
DEFORMATION [mm]
Comment: Examples 9a and 9b are taken at different distances from the tyre. The above
diagrams show the deformation behaviour in the vicinity of the tyre, 1.1 m distance, on the
transition shell section. It is clearly shown that the kiln shell is subjected to flattening due to
.,. ,!,,' clearance between tyre and shell, the ovality is excessive.
.} ~ I ,'~~,. . ~I
f~i~.~i~~~:~:~
.... .. :•. :.J
~-, ~ ~. ~'"
~~r~f~i~; :;1
T ~fj,{" ·t .\ ..~;
~'; I •
l.'.r·~ ~. ,..:' .
.
· ... , :'.,,,.
38
Example 9b Data:
Diagram 1 2 3
Deformation [rom] 0.37 0.27 0.30
Ovality [rom] 18.60 13.53 15.22
Ovality [% ] 0.30 0.22 0.25
Play [rom] 1 .
3.00

1.6 r----,--_r_~--,--r----,--_r__.-.,___,
1.4
1.2
.~ .
.~~ .
-;~',j~ ~1'~~,H
"
I
.. ~":' .:'?;:~:: ! 0.8
0.6
0.4
0.2
o 0.2 0.4 0.6 0.8 1 1.2 1.4 1.6 1.8 2

DEFORMATION [mm]
Comment: Examples 9a and 9b are taken at different distances from the tyre. The abov"e
diagrams show the deformation behaviour in the middle section, between two tyres. It is
clearly shown that the diagrams are more or less circles, consequently the ovality is very
low.
-,
..... ~ ..~ l ••
39
Example 10a Data:
Diagram 1 2 3
Deformation [rom] 1. 27 1.13 0.87
Ovality [rom] 20.12 18.00 13.77
Ovality [%] 0.59 0.53 0.40
Play [rom] 1 .
13.00
.. ." ~., .

1
0.9
0.8
0.7
'," ;" 0.6
0.5
0.4
0.3
0.2
0.1
o 0.2 0.4 0.6 0.8 1 1.2 1.4 1.6 1.8 2

DEFORMATION [mm]
Comment: Example 10a and 10b illustrate the influence of the shell thickness and the tyre'
stiffness on the radial deformation. The above measurements were taken on a shell section
26 mm thick, the tyre ovality was 0.48%. There is a remarkable shell flattening in the vertex
point due to clearance between tyre and shell.
-:' " I
40
Example 10b Data:
Diagram 1 2 3
Deformation [rom] 0.47 0.57 10.43
Ovality [rom] 7.73 9.39 17.18
Ovality [% ] 0.23 0.28 10.21
1 .
3.00
Play [rnm]
I
.'. '
....
I
.,"
. ,;"',,>, • ~':" ...~.. 1
:: f. l.# ,. '.
, ,

1
o,g
0.8
0.7
I' '.
~). : \' . I, 1 0.6
..
~ ~ 'l":.~ . .' '·1
<:;,{{,; :-;~~.~
0.5
0.4
/
. "
'. 'I "
0.3
0.2
0.1
o "'---'----'-
o 0.2 0.4 0.6 0.8 1 1.2 1.4 1.6 1.8 2
DEFORMATION [mm]
Comment: Example 10a and 10b illustrate the influence of the shell thickness and tyre stiff-
ness on the radial deformation, The above measurements were taken after replacement of
the shell section (28 mm) by a section 65 mm thick, also an newly dimensioned tyre was in~
stalled, The deformation curves are significantly different to before and look like ellipses,
:'0 the ovality is low.
- ,~...... -'-' ..
41
From the above examples the following conclusions can be draw. The "Shelltest" diagrams
can be subdivided regarding their shapes into four groups:
o No deformations, either in the vertex nor in the supporting roller area, the shape is
more or less like a circle.
o Deformations due to shell flattening at vertex as a result of clearance between tyre

and shell, no deformations in the supporting area.
o Deformation in the supporting areas due to insufficient stiffness of the tyre, but not at
the vertex point.
o Deformations in the supporting roller area as well as at vertex, caused by clearance

between tyre and shell and by insufficient stiffness of the tyre.
"Shelltest" diagrams of older and mostly smaller kilns were characterised by significant de-
formations in the supporting roller area. The riding rings were relatively "soft" while the kiln
shell was sufficiently rigid. The influence of the tyre clearance was not so significant, con-
sequently little flattening at vertex could be observed even for large riding ring clearance
(Examples 4 and 10). .,
Thus it was possible to evaluate properly the supporting conditions of the rotary kilns. If the
station load was uniformly taken up by the supporting rollers, this was also reflected by a
correspondingly uniform bending of the riding ring in the vicinity of the rollers. An example
of poorly adjusted rollers is shown in Examples 4a and 5, however, after readjustment of
the rollers the condition was greatly improved, as shown in the Examples 4b.
It can be stated that a rotary kiln is in good mechanical condition, if in the supporting plane
(tyre/roller station) only minimal and in the mid-section between the riding rings no radial
deformations can be observed. The deformation curves are slightly elliptical and hardly de-
viate from the circular form, referring to Examples 3, 8a and 9b. This condition can be
achieved if the tyre is stiff enough (tyre ovality < 0.2 %) and a minimum clearance (0 < SOP
< 3 mm) exists between tyre and shell.
A kiln section is unstable and soft if significant deformations are present, not only in the vi-
cinity of the riding rings, but also at a location some considerable distance from it, between
the supporting stations. The deformation curves definitely deviate from the circular form
and are no longer elliptical. The curves include both convex and concave shapes (Example
8b). In such cases, the riding ring clearance is too great, the shell is flattening at vertex.
" ...
.. , '.J,~ • \ ~ •
" ,
"
; The "Shelltest" instrument basically detects only deformations caused by transversal force.
Longitudinal stresses are seen only under certain conditions. Strong tensile stresses cause
a noticeable 'flattening of the kiln shell, which is shown by significant deviation from the cir-
cular form. Strong tensile stresses can appear if the kiln is supported too high in one of the
riding ring stations or if the kiln shell is excessively deformed between two riding ring
stations.
As a rule, deformations decrease with increasing distance from the riding ring and reach a
definite minimum value in the field section between two riding rings. From this it can be
concluded that field sections can be dimensioned relatively thin.
"Shelltest" measurements performed immediately after the renewal of the kiln lining occa-
sionally show falsified results, Le. the ovality values shown are lower than those previously
obtained with the used lining. This can be significant if not only the kiln lining is renewed
during the shut-down period but also corrections were made to the kiln shell and/or the rid-
ing ring attachment. The danger arises that the resulting reduction in ovality values may be
42
attributed to the improvements that have been made. However, if the ovality measurements
are repeated after a short time, it is possible that higher ovality values may result. This
pseudo stability is explained by the fact that the new lining causes such a stress in the kiln
shell that initially only a minimum of deformations are possible.
8.2 Quantitative assessment (ovality calculations)
When evaluating "Shelltest" diagrams, one must be aware of the fact that the magnification
of the recorder is 15 fold, Le. 15 mm on the diagram is 1 mm in reality on the kiln.
The maximum difference between the smallest and biggest deflection is used to calculate
the ovality value. Use a compass for evaluation of the maximum and minimum diagram de-
formation and to determine os' referring to Fig. 8.1. The new diagram chart allows the de-
formation to be determined very easily and quickly without a compass, the difference of the
semi-axes can be determined by reading the minimum and maximum value directly from
the scale.
,- .
In the following the calculation procedure is shown in accordance with the formulas 6.2
and 6.3:
Kiln data: Nominal diameter ON = 5600 m

Shell thickness ts = 80 mm
Outer diameter DA = 5760 mm
From the diagram disk the following deformation values were found:
Deformation point 1: 051 = ~; = 1.47 mm
Deformation pont 2: 052 = ~; = 1.53 mm

Deformation point 3: 8S3 = ~; = 1.93 mm
, (
;"
'i' ,.
,I, ' •• 11
The above values represent the radial movement of the kiln shell, i.e. 1.47 mm, 1.53 mm
~ • .' ..
• ." I '
and 1.93 mm, based on a segment length of 1 000 mm (span of the "Shelltest" gauge).
Based on the simple formula shown above, the ovality values were determined:
Ovality (abs), point 1 : co SA1 = ~x5.762x1.47 65.02 mm

2
Ova/ity (abs), point 2 : co SA2 = ~ x 5.76 x 1.53 67.68 mm
Ova/ity (abs), point 3 : co SA3 = ~ x 5.76 2 x 1.93 85.37 mm
Ovality (re!), point 1 : COSR1 = ~~g; x 100 = 1.16 %
Ova/ity (re!), point 2 : COSR2 67.68 x 100 = 1.20 %

5600
..
~.'.,. ,
Ova/ity (re!), point 3 : co SR3 85.37 x 100 = 1.52 %
~. I •
5600
. '.'
••.• ' I
43
This example illustrate a kiln section which is subjected to excessive ovality. The quantita-
tive assessment of the "Shelltest" diagrams is based on a comparison with limiting values,
Fig. 6.4 can be used as a guide-line. In case of a stable coating the relative ovality for the
above kiln should be kept below 0.7%, in case of a unstable coating a relative ovality of
0.5% must be regarded as critical.
8.3 Representation of the results
For evaluation of a measuring campaign carried out on a kiln it is recommended to fill in all
the data and calculated values in a suitable table, as shown in Fig. 8.2. The results can be
summarised graphically by line and by a bar diagram, as illustrated in Fig. 8.3 using a com-
mercial software (LOTUS 123, MS-EXEL, MATHCAD, etc).
In the line graph the ovality values of the individual measuring planes are interconnected. In
addition to a good general view of the deformation behaviour of a kiln installation, the dia-
gram offers the following information.
o In an ideally performing kiln, the ovality values obtained by three measurements at

anyone plane must coincide. In practical experience these values tend to deviate
more or less from each other because of spots with different degrees of softness be-
ing present in the kiln shell. However, it must be pointed out that between the meas-
uring planes the ovality behaviour is not represented by the lines.
o If connection lines cross, this indicates a warp in the kiln axis. In Fig. 8.2, above,
crossing lines can be noticed between the tyre No. 1 and NO.2. However, a heavy
crank-shaft deformation of the kiln tube will also cause a significant variation of the
absorbed power, referring to chapter 2.4 and chapter 11.3.
o It should be explicitly noted at this point that the alignment of the kiln axis cannot be
assessed by this ovality line diagram, because crossing lines only indicate a warped
kiln tube, furthermore the stiffness of the tyres is relatively high so that improper ad-
justments of the rollers in relation to the kiln center axes cannot clearly be seen.
- ~ .. , . By means of a bar diagram, the ovality values can be represented together with the tyre
~ I. ..... ,_ '"';
clearance to show the correlation between clearance and ovality.
..:"~~:-~~~.,,.J::r~
',~ '(".;n··,'·· :'! The above procedure, however, may be regarded as an conventional method of evaluation
and representation of "Shelltest" diagrams and measurements. In chapter 9, an up-to-date,
PC- based evaluation procedure is introduced. In Fig. 8.4 and 8.5 examples of graphical
representations, created by the "Shellsoft" program are shown. Beside the polar represen-
tation of the deformation also Cartesian graph of the shell stress can be created.
-i.
44
9. EVALUATION SOFTWARE "SHELLSOFT"
9.1 General remarks
The evaluation of the diagrams, the preparation of graphical representations for proper re-
porting is indeed a time-consuming job. Furthermore, in the course of time a large number
of diagrams and graphs are produced which have to be properly and systematically stored
for quick and easy call-up on demand.
Why not use the power of your PC to handle this routine and hard work? Now a new PC
software is available with which the diagram curves can be stored on the PC hard disk and
diskettes. The calculations and graphic illustrations are performed by the PC very fast and
accurately. However, the beauty of this software is a quick call-up of individual diagrams
and graphs, no longer time-consuming searches through measuring sheets and files, on-
line access to all measurements you have filed.
The evaluation software "Shellsoft" is based on a new diagram chart as illustrated in Fig.
9.1. The diagram is developed as a polar raster so that the recorded diagram curve can be
represented by 50 points and can therefore be converted into digital form which allows
computerised processing regarding ovality and shell stress calculations as well as repre-
~ '':''l.A
.. .
d'·".', "
sentation of results by suitable graphs for proper reporting.
The transfer of the measuring data to the program can be done in two different ways: .
o The values can be read from the diagram chart and put in via the keyboard (manual
input procedure);
o The measuring curve is digitalised by a CAD-program and then after creating a DXF
file it can be imported into the program "Shellsoft".
The manual transfer of the measuring curve to the program requires about 5 to 7 minutes
for one diagram chart. For a kiln with four tyres and eight measuring planes the total time
needed is about three hours. However, this job can be done by auxiliary personnel.
A more advantageous method of transmitting the values is to use a worldwide used CAD
program (CAD = computer aided design) like "AUTOCAD". The deformation curve (drawn
by the "Shelltest" measuring gauge) will be placed on the drawing tablet and the curve is
touched with the mouse. The drawing created in this way by CAD can be saved as a "DXF"
, " file. "Shellsoft" offers the possibility to import this type of file directly. The advantage of this
method is not only the consumption of less but also higher accuracy and lower rate of
errors.
The following system requirements are necessary:
Hardware: Any 80386, 80486 or Pentium-based IBM compatible computer, at least 4

Mbytes of memory, a hard disk of at least 7 Mbytes of free space. A monitor and a graphic
card compatible with "Windows 3.1" as well as a mouse supported by "Windows 3.1"
Software: MS-Dos, version 3.0 or later, "MS-Windows 3.1" or later.

'r"fr'V'
'. , f " , .'.~ •. l
45
9.2 Installation of the software "Shellsoft"
Before you can use the "Shellsoft" program it must be installed on your system. The "Shell-
soft" program disk includes the following files:
o SHELLTST.EXE
o WCC.DLL
o GREEN4.SHT, GREEN5.SHT
o EXCAD.DXF, CADCIRC.DXF
Create a new directory (example: C:\SHELLTES). Copy the above files into the new direc-
tory and follow the instructions of "Windows 3.2" as follows:
o FILE
o NEW
. ~'''.
o NEW PROGRAM OBJECT

" . " :.. " . . . . ,I
.:i:~~L:;~:;;:;1 o PROGRAM ITEM PROPERTIES

, I
Example: Description: Shelltest
Command line: C:\SHELLTES\SHELLTES.EXE
Working directory: C:\SHELLTES
When the above installation procedure is completed an icon "Shelltest" will appear on your
program manager window.
By double clicking the icon "Shelltest", the program will be loaded and the main logo with
the MS-Windows menu bar appears, Fig. 9.1, below. It is also possible to start "Shellsoft"
via the program disk to directly process the measurement data, however, this procedure will
take longer.
If an existing file should be opened push the button "File", the pulldown menu "File open"
;: 'f'~ ',' ,'j IJ,. •., ',I
will appear (Fig. 9.2), choose the desired file by moving the bar accordingly (Fig. 9.3). If
'e ;'::{"( ~l<)/~:l you want to get started quickly with an example file, open the sample file "GREEN4.SHT"
~:r;!' ....::.. ~t:~.
and have a look to the features of the evaluation software.
;;?~.;~~~;~.:.~ J
- • II
Since "Shellsoft" runs under "MS-Windows 3.1", the most typical "Windows" features have
been provided. Anybody who is familiar with "Windows" is immediately able to work with the
program.
9.3 Data input procedure
Start the program by double-clicking the "Shellsoft" icon on your program manager window.
Like other "Windows 3.1" applications, "Shellsoft" contains a menu bar. To pull down a
menu, you can click on "File", "Show" and "About" with the mouse. By clicking the menu
named "File" and subsequently clicking the item "New" a new evaluation session can be
started.
:i..
,.' .
Two sets of data have to be entered into the program:
o General data and dimensions of your kiln facility;
o h values of the of the "Shelltest" diagrams.
9.3.1 Input of general data
From the pulldown menu "File" choose the item "New", a subwindow appears (Fig. 9.4)
showing the nomenclature of the kiln used in the program, some main data have to be en-
tered in the corresponding boxes such as;
o plant name;
o date;
o kiln No., diameter and length of the kiln;
o numbers of tyres;
,,. ,.. ...

",w'
'j.
'.
.: j
o numbering from inleUoutlet.
'.' ,-'.
Push the "OK" button to save the data. An illustration of the kiln appears where the corre-
sponding measuring planes (A, B, C ...) and measuring points (1, 2 and 3) are indicated.
On clicking one of the buttons A, B, C ... etc. the box "Input Data" appears (Fig. 9.5), enter
the main data of the measuring plane in that box you want to access, such as;
o distance (of the measuring plane from the tyre center line)
o thickness of the shell in the measuring plane
o inner kiln diameter
o play (operation clearance between tyre and shell)
and confirm and save the input data by choosing the button "OK". If all the main data of a
measuring plane are entered that button is marked with the sign "v". In the following the h
values of the three measuring curves (1, 2, 3) have to be entered.
9.3.2 Input ofthe h values
Preparing the diagram chart
The curve which is drawn by the "Shelltest" measuring gauge has to be clearly visible, es-
pecially the intersections of the screen lines. If necessary, mark the intersection points
manually.
In case of data entering via a CAD program mark the diagram chart with the file name un-
der which the data will later be transferred into the "Shellsoft" program, e.g. K2 - A 1 (Kiln
r'4 •.••
No.2, measuring plane A, diagram 1).
\ ..,~,. .
<~;~~~';:::':i~~:\;( .:.'~:
.;~1,\(J:~.1~:;';~~~1
~~~~4\Jir;%tl~!i~
,•..., ,'r,:"
:",.' ;'.; . ' ' :.. '. '~. -:,'
' :
.' "
47
.....
"
.. ~ '.,~:. ~ ,::"" ;
Manual data input
When the input procedure of the main data of a measuring plane (A, 8, C ... ) is completed
and confirmed by the button "OK" the kiln illustration (indicating the measuring planes and
measuring points) appears again. Those measuring planes where the main data are al-
ready entered are marked with the sign "v".
Start with the measuring point A 1 by choosing the button 1 of the measuring plane A. A
new pulldown window "Select Features" will appear showing the item "Data Input", "Radial
Deformation" and "Shell Stress" (Fig. 9.6).
Choose "Data Input", a subwindow will appear "Input of Measurements" (Fig. 9.7), showing
a blank table to fill in the 50 h values of one diagram curve. The diagram chart is repre-
sented as a polar raster. The circumference is divided into 50 sectors. In the radial direction
there is a millimetre raster. The intersections of the diagram curve with the raster show 50
points which serve as a digital basis for further processing. The intersections of the curve
with the raster represent the points of co-ordinates which can be directly entered in the ta-
ble via the keyboard.
Input via a CAD program
This processing requires deep knowledge and experience of working with a CAD program
like AUTOCAD. The advantages of this kind of transfer are time saving, a higher accuracy
and less errors.
At first the AUTOCAD program must be prepared as follows:
o Start the program AUTOCAD;
o Configure the table in such a way that a drawing free from distortions is guaranteed in
an area of at least 120 x 120 mm vertical and horizontal, at a scale of 1: 1.
Transfer the diagram curve into AUTOCAD as follows:
o The diagram chart has to be set on the drawing area in such a way that the angle co-
ordinate 0/4 is at the top and 25/4 at the bottom, fix the diagram chart in this position
(Fig. 9.8).
o Draw a line with the element "AUTOCAD LINE" from the upper point 0/4 (initial point)
to the lower point 25/4 (end point). This line determines the outer diameter as well as
,i:'i oj "
the central point of the measurement diagram chart.
o With the command "AUTOCAD POLYLINE" connect all intersection points of the dia-
gram curve (in clockwise direction), start at the top (angle line 0). Prior to each click,
the crosshairs of the mouse has to be laid on top of one another. End point is angle 0
(identical to the starting point). A typical screen illustration of a diagram curve is
shown in Fig. 9.9.
o Create a file name and save the drawing under format "DXF". Each diagram chart
has to be saved in its own DXF file.
Transfer the DXF FILES into the "Shellsoft" program as follows:
o In the window "Data Input" choose the option "Import from DXF" instead of manual in-
put of the h values (Fig. 9.10), a subwindow "File Open" appears;
, ,
48
o After selecting the corresponding directory, where the DXF files are, the h values are
copied automatically into the table "Input of Measurements".
Note: It is very important that after the read in procedure (diagram curve) only two elements
will be transferred into a DXF file, namely;
o "LINE" (vertical line from point 0/4 to point 24/4);
o "POLYLINE" (diagram curve from point xJO to point xJ50).
The following is an extract from the AUTOCAD release 12, customisation manual (June
1992), chapter 11:
quote
DXFOUT Command - Writing a DXF File
You can generate a drawing interchange file from an existing drawing by means of the
DXFOUT command:
Command: dxfout
When AUTOCAD prompts you, respond with a filename or press (*-) to accept the default.
The default name for the output file is the same as that of the current drawing, but with a
file type of .dxf. If you specify an explicit filename, you do not need to include a file type;
.dxf is assumed. If a file with the same name already exists, the existing file is deleted. If
you specify the file using a file dialogue box, and a file with the same name already exists,
AUTOCAD tells you; allowing you to OK or cancel the deletion. Next DXFOUT asks what
precision you want for floating-point numbers and permits output of a partial DXF file con-
taining only selected objects.
Enter decimal places of accuracy (0 to 16)/Entities/Binary <6>:
The binary option is described later in this chapter.

.'~' I.
"\"
i~.l~, :~,Yi.·J,-:';"'~1 If you respond with entities (or just e), DXFOUT asks you to select the objects you want
,J;·,;!~t~'?!:~ written to the DXF file. Only the objects you select are included in the output file -symbol,
./ tables (including Block Definitions) will not be included. Once you have selected the desired
objects, AUTCAD again prompts you for the numeric precision:
Enter decimal places of accuracy (= to 16)/Binary <6>:
unquote
After completion of the input procedure of the 50 h values some calculated values can be
seen by choosing the button "Calculated Values" as shown in Fig. 9.11. Push the button
"OK" on both subwindows, they will disappear.
From the "Select Feature" window click "Radial Deformation" or "Shell Stress" to have a
look to the deformation diagram (polar graph, Fig. 9.12) or the peak-to-peak shell stress
(Cartesian graph, Fig. 9.13).
, , ': ~'. .
49
If all the measurements of a kiln facility are entered, either by manual input procedure or by
a CAD program, all the buttons in the kiln illustration window (Fig. 9.14) are marked with
the OK sign "v".
9.4 Saving the "Shelltest" files
After completion of the input procedure of a measuring campaign, consisting of a number

of digitalised diagram curves, the SHT file must be saved.
o Make a new directory you want to store your SHT files either on the hard disk or on a
diskette.
o Create a suitable file name, which should contain all the information to identify the
measuring campaign later on.
o From the "File" menu, choose the option "Save as ... " (Fig. 9.15) and type the file
name into the box, confirm with the button "OK".
To save a complete measuring campaign of a kiln a capacity of 11.2 kbytes is required, i.e.
' ....... on a 1.44 Mbyte diskette 128 files can be stored.
" .....
9.5 Representation of the measurements
9.5.1 Single measurement representation
By clicking one of the buttons 1, 2 or 3 a window "Select Feature" appears, choose "Radial
deformation" or "Shell Stresses", already shown in Fig. 9.12 and Fig. 9.13.
The deformation behaviour of a single point of one measuring plane is represented by a

polar graph, which is geometrical similar to the deformed cross-section of the kiln. From the
diagram it is seen where the deformation is maximum, in the vertex point or in the support-
ing areas. Furthermore the radial stress behaviour of the kiln shell can also be assessed by
the cyclic shell stress as a result of the radial elastic deformation. The shell stress is illus-
trated by a Cartesian curve, the abscissa being the period of one kiln rotation. Since the
stresses are proportional to the deformation, the stress diagram also represents the defor-
mation pattern in Cartesian form.
9.5.2 Measuring plane representation
By clicking one of the buttons A, B, C ... a pulldown window "Select Feature" appears,
choose "Radial Deformation", "Shell Stresses" or "Ovality vs Deformation", Fig. 9.16.
The deformation diagrams (Fig 9.17) allow a qualitative assessment of the radial deforma-
tion of a measuring plane. The graph "ovality vs deformation" (Fig. 9.18) indicates the de-
gree of deformation (quantitative assessment), also the variation of the ovality in the
measuring plane can easily be assessed.
The peak-to-peak stress behaviour of the kiln section in which deformation measurements
were taken can also be assessed by Cartesian co-ordinate graphs, as shown in Fig. 9.19.
...
--~
50
The multiple window representation is a typical "Windows 3.1" feature. In Fig. 9.20 two win-
dows are opened to show the deformation behaviour of one measuring plane in a quantita-
tive and qualitative sense.
9.5.3 Representation of a measuring campaign
In order to represent the results of a complete "Shelltest" measurement, taken on a kiln, the
window with the kiln illustration must be selected again (Fig. 9.21). From the "file" menu
choose "Show", a pulldown window appears with the following options: "Basic Data", "Re-
sults", "Ovality Graph" and "Ovality Lines". By clicking the button "Results" the "Shelltest"
measurement is represented by a table, showing the main data and the calculated ovality
values (Fig. 9.22).
By choosing the button "Ovality Graph" the results are represented by a bar diagram (Fig.
9.23), if "Ovality Lines" is chosen the ovality behaviour is illustrated by a line diagram (Fig.
9.24).
In Fig. 9.25 and Fig. 9.26 examples of a kiln with four tyres are shown .
.J _. ~ •
9.6 Printing diagrams
All graphs as shown before can be provided in high-quality hardcopies. A large list of print-
ers are supported by "Windows 3.1". Follow the instructions of the "Windows 3.1" manual
to add and to connect printers to the available ports of your PC. Also the printer initial set-
up procedure must be done under "Windows 3.1 ".
From the pulldown menu "File" choose the option "Printer Setup" (Fig. 9.2), the subwindow
"Select Printers" appears (Fig. 9.27). Click on the name of the printer you want to use as a
default unit.
Click on the button "Set-up" and define the required printer configuration such as resolu-
tion, paper size and paper source; perform all other settings as shown in the dialogue box
(Fig. 9.28).
• ,. f~· !
To start printing use the item "Print" in the menu bar.
10. OVALlTY BEHAVIOUR OF ROTARY KILNS
10.1 Ovality along the kiln axis
The ovality behaviour along the kiln axis has been investigated on various kilns. Measure-
ments were performed in planes near the tyres (1 to 1.5 meters) but also at distances of 4
to 20 meters, close to the girth-gear drive and in the middle section between the tyres.
In Fig. 10.1 and 10.2 the ovality behaviour of three long wet process kilns, identical in di-
~
f "
mensions (0 5.6/6.1 m x 198 m), is illustrated by ill line diagrams as well as by bar dia-
grams. It is seen that the maximum ovality of 0.8 - 1.2% for NO.1 and NO.3 kiln were- found
51
at the supporting station 5 (burning zone, shell thickness in the transition section 38 mm)
due to excessive clearance of 13 and 16 mm, respectively.
On No. 1 kiln it is clearly illustrated that the ovality decreases with increased distance from
the supporting plane, in the mid-section, approx. 20 meters from the tyres, the ovality be-
comes minimum « 0.2%, shell thickness 25 mm).
The "Shelltest" diagrams of the middle section measurements show very slight distortions,
the shapes are like circles, referring to Fig. 10.3. The kiln drive system (girth gear pinion)
has usually no effect to the shell distortion and ovality in that area, the "Shelltest" diagrams
do not indicate unusual radial deformations. These measurements show that the ovality of
big kilns can be kept below the recommended limit of 0.6% if the riding ring clearance is
minimum (0 < SOP < 3 mm).
"Shelltest" values in a measuring plane can vary in a wide range, as shown in Fig. 10.4
(Tyre 2). The reason for this behaviour is a significant variation of the condition of the brick
lining. In the burning zone an uneven coating formation which can lead to a similar defor-
mation behaviour.
An ideal deformation behaviour of a kiln is illustrated in Fig. 10.5. This Lepol kiln (0 5.6 m x
90 m) is equipped with toothed tyres, the operating clearance is zero, therefore no flatten-
ing of the shell and consequently minimum ovality. It is seen that the ovality is < 0.2% at all
tyre stations.
A similar deformation behaviour is shown in Fig. 10.6, the measurements were taken on a
preheater kiln (0 4.2 x 60 m), on NO.1 and 2 tyre the ovality was found to be < 0.2%, be-
cause of toothed tyres, however, on tyre NO.3 the ovality was remarkably high (> 0.4%),
because of a loose tyre design and an operational clearance of 9.5 mm.
In Fig. 10.7 and 10.8 the ovality behaviour of tyre NO.2 and NO.3 of a planetary cooler kiln
(0 4.35 m x 70 m) and the corresponding tyre clearances, measured within a period of 2
years, are shown. At both locations, the ovality was increased as a result of increased
clearances.
It is clearly shown that the riding ring clearance is a dominant factor of influencing the oval-
ity of the kiln shell, a second influence is the stiffness of the bricks, whereas the shell thick-
ness is relatively unimportant.
In Fig 10.9 "Shelltest" measurements, periodically taken (within a period of two years) on
-- .. '. ;.~'.' "
NO.2 tyre of a planetary cooler kiln, are illustrated. The variation of the ovality is caused by
the temperature difference between tyre and shell as well as the variation in the brick lining
condition. For instance the measurements from 0.1/93 and 07/94 were taken after newly in-
stalling bricks, in both cases the tyre was cooled by a fan air to reduce the temperature
difference.
The ovality also can be influenced by moving the supporting roller. Adjusting the rollers is
sometimes necessary to realign the kiln axis, as shown in the following example. The find-
ings of a alignment measurement, carried out on a planetary cooler kiln (0 4.5 m x 68 m) is
illustrated in Fig. 10.10. It is seen that on pier NO.2 movements of the rollers of 16 mm and
21 mm towards the kiln center was necessary to properly align the kiln axis. "Shelltest"
measurements were taken before and after the alignment correction, a summary of the
findings is shown in Fig. 10.11. Due to the rolier movement on No. 2 tyre towards the kiln
axis the ovality was increased from 0.18% to 0.27%.
•• -" ~"ll ..... •.•••
52
10.2 Ovality and riding ring clearance
From the above it is seen that for a kiln with loosely tyres the radial deformation of the
cross-section strongly depends from the clearance between tyre and shell, the larger the
clearance the larger the shell ovality.
For maintenance and operating personnel, the relationship between ovality, riding ring
clearance and riding ring stiffness is of particular importance, as it makes possible not only
the interpretation of deformation measurements, but also the planning of counter-measures
and monitoring purposes.
During heating of a planetary cooler kiln (0 4.5 m x 68 m) the creep and the ovality of No.
2 tyre have carefully been measured at regular intervals in order to find out a proper rela-
tionship (Fig. 10.12). The heating and run up time was approx. 23 hours, the clearance
when starting was 15 mm and the corresponding ovality was found to be 0.8%. In normal
operation and at nominal throughput the clearance was close to zero and the ovality CJ)TR =
0.25%.
I The relationship between ovality CJ)TR and the clearance SOP was found to be
I.. ~ " Ovality illSR == 0.04 x SOP + 0.086 [%]
An additional example is illustrated and discussed in the following. On a long wet process
kiln (0 6.25/7 m x 202 m) the correlation between ovality and clearance was also investi-
gated, tyre NO.4 is located in the transition zone while tyre No 5 is in the burning zone, re-
ferring to Fig. 10.13.
It is clearly seen that the correlation between ovality and clearance is rather different, the
tyre in the burning zone (No.5) is weaker and therefore the gradient of the regression line
rises steeply. Of course the stiffness of the brick lining must also be regarded as an influ-
encing factor. The following mathematical relationships could be derived:
Tyre 4: O)SR ~ 0.05 x SOP + 1.5 x 0) TR
~ 0.05 x SoP + 0.28 [%]

.; ~ '.: '
Tyre 5: O)SR 0.08 x SoP + 1.2 x 0) TR
= 0.08xSop+0.14 [%]
Generally, a more or less linear relationship between the clearance SOP and the ovality CJ)SR
were found by experience.
The general form of the empirical equation was found to be
Ovality ill SR - 1.5 x ill TR + k x SOP

53
Ovality 0) SR :::: 1.5 x 0) TR + k x SOP [%>]
where: = riding ring ovality [%]

= riding ring clearance [mm]
= correction factor, cold zone k = 0.02 - 0.03
hot zone k = 0.03 - 0.04
The factor k can fluctuate in a wide range due to the influence of shell rigidity, coating con-
ditions and the stiffening effect of the lining etc. Therefore the relationship between clear-
ance and ovality is very individual and must be determined for the individual riding ring
stations of a kiln by means of suitable measurements.
10.3 Ovality behaviour during heating
For every kiln, the heating up period is a critical condition in kiln operation. The temperature
level as well as the temperature difference between shell and tyre is continuously increased
and consequently the clearance between tyre and shell continuously decreases and be-
._ • • ~. t ;': .~
comes critical (zero) if the temperature difference exceeds the provided value. In Fig. 10.14
a typical heating up period of a planetary cooler kiln is illustrated by the characteristic oper-
ating parameters, such as creep and clearance.
The heating duration was approx. 48 hours, after 4 hours the kiln was turned stepwise by
auxiliary drive, after 40 hours feeding the kiln was started. The ovality in a cold state was
found to be 0.93%, when starting continuous running the mean ovality was 0.58%, corre-
sponding to a clearance of 14.5 mm, when nominal throughput was reached the mean
ovality was reduced to 0.23% and the clearance was about 3.5 mm.
It is seen that the brick lining during heating was subjected for about 18 hours to remarka-
bly high ovality of 0.50% - 0.92%, this is of particular significance in a case of refractory
problems. Perhaps initial damage to the brick lining occurred during heating, causing a seri-
ous failure later on in normal operation.
1
::1 , " '"
During heating, the clearance and consequently the ovality depends strongly on the tem-
...:, -, ::.~ .:~ ':~:: perature difference ~ T between tyre and shell as well as the cold or design clearance STH .
J.l.'••. l :.
In Fig. 10.15 the expansion behaviour of the kiln shell and tyre during heatirig, the
". . temperature difference and the corresponding clearance is illustrated as an example. A kiln
diameter of 5.5 m was taken into account, corresponding to a cold clearance of STH = 11
mm.
In Picture A the shell and tyre temperature pattern during heating is shown, in Picture B
the corresponding pattern of the clearance, as a function of the temperature difference. In
Picture C the clearance as a function of the temperature difference is shown, the critical
value is 165°C, because the clearance becomes zero. The following can clearly be seen:
o Under ambient conditions, the operational clearance Sop is identical to the design
clearance STH' phase (1).
o The clearance Sop decreases with increasing temperature difference Top, if ~ TOP :::
~TADM' a critical point is reached, because the clearance becomes zero, Sop 0, =
phase (2).
54
o If f!Top increases more and more (due to inadequate heat conduction) the admissible
value can be exceeded (f!Top > f!TADM ), stresses are created by restricted shell ex-
pansion. When these stresses pass the elastic limit of the material, plastic deforma-
tion of the kiln shell takes place. Of course, this incident takes place very rapidly,
phase (3).
o When the operating condition becomes normal (,:1 Top < f! TADM ), the clearance Sop is
increased by the amount of the shell constriction os; consequently, the shell flatten-
ing will be significantly larger, phase (4).
The behaviour of the temperature difference and the corresponding tyre clearance was in-
vestigated on a semi-wet kiln (0 5.6/6.0 m x 90 m) by suitable measurements of the tem-
peratures and the relative movement. The findings are illustrated in Fig. 10.16.
o Tyre NO.1 (inlet) was running during heating up fully uncritically, because in that area
there is a slight fluctuation in temperature only, the cold clearance was selected to
absorb a maximum temperature difference of 60°C. At steady-state condition an
ideal clearance of 1.0 mm was found.
{ o During heating up, after approx. 22 hours, tyre No. 2 and No. 3 reached a critical
point, particularly No.3, which was exceeded the permissible temperature difference
of 165°C (corresponds to a design clearance of STH = 11 mm). Consequently, the
shell expansion was restricted, causing plastic deformation of the shell below the tyre.
At steady state condition a clearance of 9 mm results, although the corresponding
temperature difference was 120°C only. Tyre NO.2 did not touch the shell so that a
clearance of 3.9 mm at steady state was found, corresponding to a temperature dif-
ference of 110°C.
o It is seen that there is always a critical point when heating up a kiln and when the raw
material is fed to the kiln, for the kiln in question, after approx. 22 hours. The raw
meal absorbs a certain amount of heat which, however, must be compensated by ad-
ditional heat input. The shell in the hottest kiln section reacts very rapidly, much faster
than the tyre, due to restricted expansion of the shell excessive clearance may be the
result.
From the above it can be summarised that the design clearance must (in advance) be prop-
erly adapted to the temperature behaviour of the kiln, the heat input and the heat conduc-
tion must be carefully adapted to the practical requirements during heating up, it is highly
advisable to observe carefully the riding ring clearance (relative motion) of the tyres in the
hot zone of the kiln. It is also shown that tyre 1 and 2 ran over a longer period with an in-
creased clearance. When the lining is new, this phase often give rise to serious damage to
the refractories.
It was mentioned earlier that the operating clearance can be influenced within a certain
range by air cooling of the shell or the tyre. In Fig. 2.17 (above) an example of air cooling,
performed on a planetary cooler kiln, is illustrated. Four fans (each 3.5 kW installed power)
are arranged such that they can be individually moved in the axial direction. In case of ex-
cessive shell temperature, indicated by a Scannex plot (Fig. 10.17, below). Also during
heating the fans are used to control the temperature difference between tyre and shell to
avoid shell constriction, the decisive operating parameter is the creep, which is measured
automatically.
In the following the findings of a detailed measuring campaign, taken on a long wet process
kiln (0 7.0/6.25 m x 202 m) are discussed. By suitable arrangement of thermocouples the
temperature of the kiln shell and the tyre was measured during heating up. This kiln was
equipped with press-fitted tyres, though the experience gained in the past was" really
55
unsatisfactory and therefore for a new clinker production line loose tyres were envisaged
for the kiln.
Based on the temperature measurements the corresponding operating clearance between

tyre and shell was determined in accordance with equation 4.3. The objective of these
measurements and calculations was to find out exactly the temperature and expansion be-
haviour of the kiln in question and to establish knowledge regarding proper design clear-
ance for the planed new kiln. The findings can be summarised as follows.
o Fig. 10.18, tyre No.4 (transition zone): A cold clearance of 8 mm was measured be-
fore starting the kiln. After 20 hours of operation this tyre did reach a critical period,
the maximum temperature difference was 120 e after 26 hours, corresponding to an
0
operating clearance of -1.37 mm, i.e. in case of loose tyres the shell presses into the
tyre, at normal condition the temperature difference was found to be 11 re. Based
on the temperature behaviour of this tyre, a cold clearance of 8 mm is to small, an
adequate value would be 12 mm.
o Fig. 10.19, tyre NO.5 (burning zone): A cold clearance of 24 mm was measured be-
fore starting the kiln. A maximum temperature difference was found to be 180 o e, af-
ter 20 hours, corresponding to an operating clearance of 10.7 mm. This tyre never
reached a critical point. At normal operation the temperature difference was found to
be 135°e. The cold clearance provided was too large, an adequate value would be
14 mm.
o Fig. 10.20, tyre NO.6 (outlet): A cold clearance of 8 mm was measured before start-
ing the kiln. Very early after 10 hours a critical period was reached, the temperature
difference of 96°e was measured, the clearance was 0.5 mm only, the maximum
temperature difference was found to be 160 o e, the corresponds with a negative
clearance of -4.5 mm, the thermal expansion is restricted causing plastic deformation.
In normal operating condition the temperature difference was 140 o e. Again for this
temperature behaviour the cold clearance of 8 mm is too tight, an adequate value
would be 13 mm.
These investigations, carried out in the early sixties, have shown that;
o the maximum temperature difference depends from the time in which the kiln is
heated up;
o during' heating a maximum temperature difference of approx. 160 to 170 e in the 0
burning zone must be taken into consideration;
o the cold clearance can be estimated by the already mentioned rough general rule: STH
= 0.2 % of the kiln diameter, referring to chapter 4.2. For the above kiln a cold clear-
= =
ance of ST 0.002 x 6400 13 mm is adequate.
In general the ovality depends strongly on the temperature difference between tyre and
shell and the operating clearance, therefore the ovality decreases continuously during heat-
ing. However, in some cases a contrary behaviour may be observed as shown by the fol-
lowing example (Fig. 10.21).
On a planetary cooler kiln (0 4.5 m x 68 m) "Shelltest" measurements were taken during

heating. On tyre No. 1 and 2 the ovality decreased with increasing heating time, as illus-
trated by graphs (ovality vs deformation). However, on NO.3 tyre the ovality was signiff-
cantly larger when running in normal operation. The following table indicates the operating
values.
.. .. .
I
""1
~
',"
.:~<i. :,:, oj
... ) ~ 1 " J, ' ". J I -....

,.. , .
'.
'fl,
56
Table 10.1: Operating values
It is shown that on tyre NO.3 the increased ovality was caused by an increased clearance.
The explanation of the phenomenon is simple: The tyres are equipped with bolted riding
ring shoes. In a cold state the riding ring shoes on No. 3 tyre were deformed, causing a
minimum clearance. In normal operation the riding ring shoes take up the normal shape
(undeformed) causing a higher clearance and consequently a higher ovality.
10.4 Creep monitoring during heating-up
In the following problems and operating experience of a plant in Germany, when heating
up a 3 000 Vd Lepol kiln (0 5.6/6.0 m x 90 m) with three riding rings, are discu~sed in
detail.
For stocking reasons the kiln was always stopped for repair works in winter and is usually
re-started in January when the ambient temperature is below zero (-10 to -20°C). Once the
kiln was restarted in a severe frost period. The creep measurements were performed once
per 24 hours by hand, a minimum creep of 8 mm for tyre NO.2 were found. After operating
for two days this value rose to 48 mm corresponding to a shell ovality of 0.85%. After 3 1/2
months lining damage had already occurred in the transition zone below tyre NO.2.
This was an extraordinarily short service time for the lining. The wear patterns indicated
mechanical destruction which obviously could only have been caused by excessive ovality
of the kiln shell.
On the basis of this damage the circumference of the kiln below the tyre NO.2 was deter-
.". ~'"
mined and it was found that the shell was constricted by about 3 mm. Obviously this kiln
~ r' i. ,
"-'f
constriction apparently took place when the kiln was started in the frost period. The con-
striction occurred even though the kiln heating up period of 36 hours and the temperature
rise in °C per hour had been adhered too. This damage gave the plant staff the occasion
to reconsider their assumptions.
To limit the ovality it was decided to shim the tyre NO.2 with 3 mm shim plates. The recom-
mended ovality limiting value for the kiln was considered as 0.56%. After seven hours of re-
starting the kiln, when operating with auxiliary drive, a creep of 38 mm was found by hand
measurement and eleven hours after starting the creep had decreased to 18 mm, in total
30mm.
Therefore it can be concluded that 1 mm of metal shim reduces the creep by 10 mm.
This value must be considered in shimming work. Another interesting and extremely impor-
tant finding was the fact that the kiln has its least creep not during the heating up period,
but eleven hours after restarting.
57
The effect of the shimming work was a decreased ovality value at NO.2 tyre from 0.85% to
0.41 %. This value was regarded as very good and it was clearly shown that the tyre stabi-
lised the kiln shell with an adequate creep.
However, after an operating time of only four months the creep rose back up to 30 mm. In
spite of manual monitoring of the creep once daily the kiln shell was apparently constricted
once again. Therefore, as a preventive measure, the 3 mm shim plates were replaced by 4
mm shims.
At the same time an electronic creep measuring device was implemented for the riding
rings NO.2 and NO.3. For the first time electronic device showed very exactly and continu-
ously the "private" life of the rotary kiln. It could clearly be seen from tyre NO.2 that the
greatest danger of kiln constriction exists not dUring heating up, but 7 to 16 hours after the
kiln has been started and is fed with raw meal.
With constant operating condition a critical period may occur in the event of a sudden loss
of coating, the creep reaches zero in about seven hours, but in a further seven hours the
creep is again at 4 mm. The initial operating experience with the continuous creep monitor-
ing made it clear to the plant staff that the hand measurement, performed once daily was
by no means meaningful. The rotary kiln can be constricted within only seven hours.
By means of a Cemscanner for monitoring the kiln shell temperature it was also established
that the coating in the transition zone collapses suddenly, thereby increasing the shell tem-
perature very strongly in a short time. In this critical phase the tyre heats up subst~mtially
slower. The difference between shell and tyre temperature can rise up to 310°C, causing a
shell constriction.
10.5 Ovality and peak-to-peak stress
The radial deformation of a kiln in operation creates bending moments and subsequent
bending stresses (peak-to-peak stresses). It is already shown in Fig 8.4 the deformation
diagrams of a measuring plane and the corresponding shell stresses patterns in Cartesian
representations.
The shell stress is based on the following basic relationships. The bending moments Ms of
the kiln shell are proportional to the radial deformation Os which is measured by the -"Shell-
test" gauge. The "Shelltest" diagram gives information about the mean variation L1R o of the
kiln radius over a distance L (span of the measuring gauge) which usually is 1 000 mm.
Radius variation
~Ro = R s - R o = 8 x 8s x (:0) 2 [mm] (10.2)
The radius variation is an expression for the bending load at the point concerned, because
the torque is expressed by
7iorque M B = E x J x ( R1 - R1) =-/jRo

S 0 Ro
8x5s
2 = -L2 [Nm] (10.3)
'.,
.. .... , " " ~
58
= radius deformed kiln shell [mm]

= radius non-deformed kiln shell [mm]
= deformation ("Shelltest" diagram) [mm]
Since it is the curvature or the torque variation which breaks the refractory lining, the direct
measurement with the "Shelltest" gauge is a very good and suitable measure of the load.
When inserting max. and min. deformation 0SMAX' 0SMIN direct peak-to-peak moment varia-
tion t.M b is obtained during one rotation of the kiln.
The peak-to-peak stress, to which the kiln shell is subjected, can be calculated from the fol-
lowing equation (referring to Fig. 10.22):
Peak - to - peak stress
r osxts
8 x--x E 3
-x-x
CilA E x tS [MPa] (10.4)
L2 4 R6
11 where: co A = ovality (absolute) [mm]
is = shell thickness [mm]
., .., . -
'-'.
.~:~~ ;~>'
L = section length (1 000 mm) [mm]
r r ~',', •
E = modulus of elasticity (210 000) [Mpa]
The peak-to-peak stress t.as is an alternating stress where the stress amplitude aa is calcu-
lated as
Stress amplitude [MPa]
An example of a peak-to-peak stress behaviour of shell section of a big wet process kiln
with the dimensions 0 6.1/5.2 m x 170 m is illustrated in Fig. 10.23. The measurements
were taken on a kiln section of 80 mm thickness, the deformation was found to be 1 - 1.13
mm, causing an ovality of CO SR = 0.62 - 0.71 % which corresponds to a peak-to-peak stress
" ," I
.I,.: . . of t.a s = 23" - 20 MPa.
I.)i-\~ .f. h~.1 I
I ( ~', • I ,1
..Jf,t..- /':~\· JJ'""

~ -." . ' I " .~
The graphs in Fig. 10.24 illustrates the relationship between the elastic deformation Os ' the
, ~ ,1 , ovality and the peak-to-peak stresses for various shell thicknesses and kiln diameters (0
3.5 m, 0 5.0' m and 0 6.5 m.
However, the decisive stress loading of a kiln cross section is determined by the static
bending stress a bS on which is superimposed the dynamic shell stress amplitude aa = t.aJ2.
An example is shown in Fig. 10.25.
The static bending stress in the area of NO.3 tyre (before the planetary coolers) was found
to be a bS= 35 MPa, from the "Shelltest" diagram the radial deformation was determined as
= =
Os 0.93 mm, based on a shell thickness of 90 mm a stress amplitude of aa +/- 30.8 MPa
results, the cross-section is subjected to a maximum reference stress of approx. a vs 65.5=
MPa.
:" I
~.' ~. .~: \ ,-" • -J
59
To determine the fatigue reliability a suitable fatigue diagram must be created, where the
stress amplitude aa is plotted against the mean stress am' The "Haigh diagram" for instance
is based on the tensile stress au ' the yield strength a y and the fatigue limit a E as shown in
Fig. 10.26.
The following is an example of a simple approximation of the safety margin, the data were
found on a big wet process kiln (0 6.1/5.4 m x 170 m):
"Shelltest" ovality CO SR = 1.18 %

Stress amplitude O"a = 34.8 MPa
Mean stress O"m = 44.1 MPa
Static bending stress O"bS = 44.6 MPa
Maximum reference stress cr vs = 79.4 MPa
Tensile strength of the material (St. 37.1) O"u = 370 MPa
Limiting stress O"lim = 170 MPa
Total derating influences a. klot = 1.7
Endurance limit aE = 100 MPa
Safety margin S = 2.9
.. ·1
Total derating influences (notch effects) of 1.7 were taken into account. The limiting stress
=
(fatigue limit) a E was approximated by a value of a 1im = 170/1.7 100 MPa. Therefore a fac-
tor of safety against breakage was found to be 100/34.8 = 2.9 which seams to be ade-
quate. A stress-cycle diagram for welded steel material is shown to illustrate reduced
fatigue limit in comparison with sound material.
However, in the event of excessive notch effects (welded joints) and/or corrosion influences
the safety margin can be significantly reduced to a critical level. In Fig. 10.27 a typical crack
formation which, occurred on a preheater kiln (0 5.4 m x 78 m) in a welded joint is illus-
trated. The following approximation of the margin of safety clearly show that not excessive
stresses were the reason but a poor material strength.
As shown in Fig. 10.28 the static stress was found to be a bS = 42 MPa, based on an ovality
= =
of CO SR 0.95% a stress amplitude of <Ja +/- 40 MPa results, the reverence stress therefore
=
is 82 MPa. A limiting stress of <Jlim 170 MPa has been taken into account.
It is seen in the fatigue diagram that the safety margin becomes zero and the crack can be
explained by a total derating influence of at least a. ldo! = 3.7, as a consequence of inade-
quate design of the welded joint and/or inadequate welding quality.
60
11. IMPROVEMENTS, REMEDIES AND USEFUL HINTS
I '. 11.1 Reduction of the riding ring clearance
As previously discussed a danger for the kiln is always present if the kiln shell expands
more rapidly than the riding ring. This is clearly the case if a brick lining fault is hidden un-
der the riding ring. The riding ring is still relatively cold and the kiln shell is heated up quickly
so that shell constriction can result in plastic deformation leading to an unacceptably high
riding ring clearance as the kiln tube is warmed up further.
Permanent constriction of the kiln shell under the riding ring occurs if the thermal stress aT
exceeds the yield point a F while the kiln shell expansion is obstructed.
Thermal stress crT = E x aT x ~ Tmax [MPa] (11.1)
This can be the case if the necessary cold clearance 8 TH is too small or zero, also if the
maximum temperature difference ~ T max is too great, due to inadequate heating up of the
kiln. As mentioned above, significant deformations are registered in the area of those riding
rings whose clearance is excessive.
In the case of excessive shell ovality, the riding ring clearance must be reduced if this is
possible from the point of view of the design, by shimming the supporting plates, (riding ring
shoes), referring to Fig. 11.1.
This leads to the need for determination of the thickness of the shimming plates. The safest
method of determining the above thickness is as follows:
o Daily determination and registration of the relative movement ~U over a fairly long pe-
riod of time (one week).
o The smallest ~U value registered during this period is used in determining the mean
riding ring clearance.
o The shimming plate thickness is based on the mean riding ring clearance
t:>Umin
Operational clearance SOP = 1t
[mm] (11.2)
o In order to safeguard against undue thermal stress, the shimming plate thickness is
dimensioned in such a manner that a clearance of approx. 3 mm is provided during
operation. Consequently the shimming plate thickness is
Plate thickness ts = So;min [mm] (11.3)

61
Example: During a period of 13 days the variation of creep was found to be 51.7 to 56.2
mm, corresponding to a variation of the temperature difference from 72 to 100°C, referring
to Fig. 11.2. It is seen that the measured creep (real creep) does not correspond to the
measured temperature difference, which is significantly smaller. The reason is the plasti-
cally deformed kiln shell under the tyre due to restricted expansion causing a larger creep.
= =
Consequently the determining clearance is SOP 51.7/3.14 16.5 mm, the thickness of the
= =
shimming plate is calculated as ts (16.5 - 3)/2 6.7 mm, from the practical point of view
steel plates 6 mm thick should be prepared for shimming this tyre.
By experience a rule of thumb was found: 1 mm shim thickness will reduce the creep
by 10 mm.
Shimming plates less than 3 mm thick are in general not suitable, because, they are sub-
jected to static wear and heavy contact pressure as illustrated in Fig. 4.2.
11.2 Temperature-controlled heating
,~ " ~
.,l,~·~'t~ ", \' • In the following an interesting heating-up procedure, based on temperature-controlled
'. ". :~.I
clearance, is discussed. It was intended by the plant in question to reduce the heating up
time from 33 h to 16 h. The following advantages were expected;
o very fast arching of the brick lining, thus fast reduction of the creep, less refractory
consumption;
o less energy consumption and increased production.
The kiln, 0 5.6/6.0 m x 90 m length, is supported on three tyres. For tyre No. 1 (inlet) the
design clearance is 4.5 mm and for tyres NO.2 and NO.3 a clearance of 12 mm obtained,
corresponding to a maximum temperature difference of
6.Tmax = 12
5600x 12.2x 10- 6
=175C
This means that during the heating-up period the temperature difference between kiln shell
and tyres must be kept below 175°C otherwise the shell below a hot tyre can be plastically
deformed due to restricted expansion.
Based on the well known heating up curves for Magnesite bricks a heating up time to 900
°C of 33 - 38 hours has been performed, i.e. a temperature gradient of 25°C/hour. Despite
this careful heating up procedure plastic deformation of the kiln shell under tyre NO.2 took
place in the wintertime causing an increased clearance. The analysis of records from the
electronic creep measuring device showed that the most critical phase concerning the tyre
clearance is not during the heating up period but 7 to 16 hours after feeding the raw meal.
In order to avoid zero clearance NO.2 tyre was covered with a special casing with suitably
arranged air flaps, with two air fans on each side of the tyre for cooling of kiln shell, addi-
tionally an air fan with an adjustable air nozzle was installed for alternate cooling of the
shell or the tyre if necessary, referring to Fig 11.3. Fan data are: 30 m3/sec throughput, 175
kg/m 3 pressure, 6.9 kW power and 1 450 rpm.
...
-
. ~ ....
62
In Fig. 11.4 the control procedure of the tyre creep during run up of the kiln is illustrated by
the clearance pattern. It was decided by the plant to reduce the heating up period from 33
hours to 16 hours, Le. temperature increase by gradients of 60°C per hour instead of 25°C
per hour. In the following the creep control procedure during heating is explained.
o When the kiln is fired-up all ventilation flaps are opened so that the creep decreases
faster.
o At 14 mm creep the ventilation covers are closed, heat accumulates under the hood,
the riding ring heats up faster and increases in diameter to avoid excessive tempera-
ture difference between tyre and shell [1].
o At 8 mm creep the air flow of NO.1 fan is directed at the kiln shell, air flow is approx.
3.0 m3/sec [2].
o At 5 mm creep fan NO.2 is switched on to cool the kiln shell [3], the creep becomes
larger.
o When the creep increases to more than 5 mm the one fan will be turned-off [4], and
at 6 mm creep the hood ventilation cover opened [5].
o At 8 mm creep the fan for cooling the tyre is switched on [6], thereby obtaining an av-
erage creep of 8 - 18 mm corresponding to a shell ovality of 0.46% to 0.56%.
• I
o After about 42 hours normal operating condition is achieved [7].
It is seen that in all operating phases there was a measurable creep of 6 and 25 mm, corre-
sponding to an ovality of 0.41 % to 0.59%. In Fig. 11.5 the brick lining consumption over a
period of eight years is shown. When starting the heat-controlled operation the ovality on
NO.2 tyre was between 0.65% and 0.9% corresponding to a lining consumption of approx.
15 cm 2/t clinker, after eight years the consumption is reduced to approx. 10 cm 2/t, the shell
ovality on NO.2 tyre was always kept in a range of approx. 0.5 %.
It is seen that after some years of experience the results can be regarded as very satisfac-
tory, there was no negative effect on the refractory observed. Per heating up procedure the
consumption of natural gas was reduced by 30 000 m3 and the coal consumption by 10
tons, an increased production of 2 500 tons resulted.
~ , •• ; I • '. ;
These measures resulted in the lining life at NO.2 tyre being extended from an average of
:'. :'.,~.:?9 six months to at least one kiln campaign of twelve months. It was thereby possible to avoid
" .. ' -.. -.' ....,
;" ;
unscheduled shutdowns due to the problem point.
11.3 Correction of kiln warp
Substantial kiln warp may sometimes be observed by visual inspection since such a kiln is
lifted off the supporting rollers while rotating. This lifting usually occurs in the cold state and
disappears when the rotary part has reached its operating temperature, referring to Fig.
2.9. The "crankshaft" properties of the kiln may induce variable bearing reactions during
one revolution. The bearing reaction peaks substantially exceed the standard value. These
variable bearing reactions also result in comparatively large differences in distortion at the
corresponding station. A crankshaft deformation in the area of the girth gear drive is very
critical, because, the tooth mesh is significantly affected causing serious damage.
. '
. ,. . . \,
~
\
,.'
" " ,. ". " .~
63
measurement is then carried out as close as possible to each tyre, at each of these three
points.
The ovality values determined at each measuring plane and shell line are recorded in a dia-
gram (0:> characteristic) as shown in Fig. 11.6 (upper graph) In addition to the 0:> character-
istics derived from the normal elastic distortions, a kiln warp problem results in different
values of the three points in a measuring plane. The connecting lines of these values cross
each other over the measuring planes. An unwarped kiln shell will yield just one "CD refer-
ence line", i.e. all values measured in one kiln cross-section are equal.
If kiln warp is relatively slight, it can be corrected with a simple procedure according to the
literature /13/. In order to accurately determine the warp, all 30° "Shelltest" measurements
are plotted in a diagram. To confirm the results, lead wire measurements may be carried
out at the same twelve points. In Fig. 11.6 (lower graph), ovality values taken every 30°
during a period of 360° are illustrated in a diagram.
The repair work consists of a correction of the thickness of the riding ring shoes (filler bars)
or additional shim plates. They must either be replaced, or adjustment shims may be in-
serted if the clearance is already too large, referring to chapter 11.1. The thickness heorr of
the new riding ring shoes or shims heorr is determined as follows:
.... : ,
Thickness h earr = h o ± h o x ~ [mm] (11.4)

where: corrected tyre shoe thickness [mm]
previous thickness of the tyre shoes
(for excessive tyre clearance the
corresponding thickness is to be inserted) [mm]
= correction coefficient [-]
This equation applies to the calculation of the shimming plate thickness at the shell point,
with plus for the smaller and minus for the greater distortion value. Only opposite locations
shall be considered. The correction coefficient \jI i~ calculated according to the measured
distortion, where the following equation is used:
Correction coeff. [-] (11.5)
= greater ovality value [mm]

= smaller ovality value [mm]
The corrected riding ring shoe thickness, calculated according to the above equations for
the riding ring in question, are compiled in the Table 11.1.
-, .. . ~
64
Table 11.1: Compilation of the corrected tyre shoe thickness
(+) 120
(+) 0.24 106
(+) 0.36 98
40 (+) 0.50 90
36 (+) 0.42 95
31 (+) 0.29 103
26 (-) 120
22 (-) 0.29 137
21 (-) 0.42 145
20 (-) 0.5 150
25 (-) 0.36 141
1/ 29 (-) 0.24 134
37 (+) 120
:' \
After installation of the new shoes, "Shelltest" measurements were taken and the results
are plotted in a graph, Fig. 11.7 (lower part), where the following can be summarised:
o Line A illustrates the greatest ()) value of each measuring plane before repair work
has been carried out, corresponding to Fig. 11.6.
o Line B shows the greatest ()) value in the same measuring plane after replacement of
a shell section in the area of NO.2 tyre and after the corrected riding ring shoes were
inserted.
o The final ovality behaviour of the corrected kiln axis by elimination of the warp is rep-
resented by the ()) lines (1), (2) and (3), also the supporting rollers are adequately
, adjusted.
..... -':.,
.\.\: I::
,.'~;
. 'J - ,', .. /
It can be concluded that a slightly warped kiln can be straightened by a simple.repair,
.:. ' ~" :, where newly dimensioned filler bars are installed. However, straightening out of a heavily
.
"
"
warped kiln shell is a costly repair job because usually the kiln shell has to be cut (at least
in two planes) and subsequent alignment and welding as well as fitting new brick lining is
involved.
An alternative method without these drawbacks is the application of heat to the warped
area. This procedure is discussed in detail in related literature, e.g. /15/. However, "Holder-
bank" does not have any experience in this field of rehabilitation measures.
, l'
65
RELATED LITERATURE
/1/ Rosenblad G.
"Radiale Deformation von Drehofenmanteln"
ZKG No. 4/1954
/2/ Saxer B., Bowen A. E.

"Causes and effects of kiln tire problems"
IEEE-Industry Application, March/April 1985
Volume 1A-21, Number 2, p. 344 to 355
/3/ Nies W.
"Die Berechnung der Drehofenlaufringe"
Zement No. 2/1942
/4/ Ramamurty V., Gupta L. S.

"Design of rotary kiln tyres"
ZKG No. 12/1978, p. 614
.' ::,
/5/ Steinbiss E.
"Messung der Ovalitatsverformung und des Laufringspieles von Dreh6fen"
ZKG No. 7/1976, p 321
/6/ Steinbiss E.
"Untersuchung zur mechanischen und thermischen Beanspruchung feuerfester
Steine im Zementdrehofen"
ZKG No. 12/1977, p. 625
/7/ Erni H.
"Works experience with large rotary kilns and conclusions for design and control"
Cement Technology March/April 1975 (Part I)
Cement Technology May/June 1975 (Part II)
/8/ Erni H.
"Betriebserfahrungen mit grossen DrehOfen und Foigerungen fUr Konstruktion
, I • ~
und_ Ueberwachung"
ZKG NO.1 0/1974, p. 486
/9/ Erni H., Schneider F., Saxer B.

"Deformationen von DrehOfen und ihr Einfluss auf die Futterhaltbarkeit"
ZKG No. 5/1979, p. 236
/10/ Bonn W., Saxer B.

"Shelltest" Messungen an grossen Dreh6fen"
ZKG No. 7/1976, p. 329
66
/11/ Meedom, H.
"Elastizitatstheoretische Bestimmumg der Ofenovalitat und ihr Einfluss auf die
Futterstandzeit"
ZKG Nr. 12/1976, p. 557
, ,
/12/ Durr M.
"Verfugbarkeit und Futterhaltbarkeit grosser DrehOfen"
ZKG No. 7/1976, p. 295
/13/ Pozun A.
"Feststellen und Beseitigen von Drehofenverkrummungen"
ZKG No. 12/1966,590
/14/ Ellemann P., Nielsen P. W.

"Neue Methode zur Beseitigung von Drehofenverkrummungen"
ZKG 33 (1980), p. 476
.~ ~ ...
'1'"'- .I. •••• I

0 0
0 0
LOADING DIAGRAM
0 0
<D <D
0 0
0 0
0
.--. ~ o~
~
"-
>--
,-,0 .--.0
0 0
>--
0 ,-,0
N N
0 0
0 0
a a
PIER 1 PIER 2 PIER 3 PIER 4
;:". ' .....,:
Pl.ANETARY COOLER KILN 05.4 m X 82 m

g
0
0 SHEAR FORCE BENDING STRESS
N 0 n
~~ ~~
~~
~n /~
~o
g
-;1 "a ~~
~
;1- BENDING MOMENT ~,- REFERENCE STRESS
~gi
..
"0
~
,,0
; ".:' f ,,0
0
0
0
SCALE DEFLECTION
I I I I
~.~O 20.00 40 ~O 50.00 80.00 ;OO.JO
~+-~------k-====~,....------J
Pier 1 Pier 2 Pier 3 Pier4

Station load [kN] 4022 6670 12066 4120
Total load [kN] 26 878
Fig. 2.1
~:' . I', ~ .:
0
0
~
0
0 LOADING DIAGRAM
0
'" -
N
0 0
~ ~
,.., ... ,..,
0 0
• J
-="- '"
~
~ '-'
,-,0 0
0
~
0N ...
0
0 0
0 0
0 0
WET PROCESS KILN 06.1/5.2 x 170 m
o
o g
o SHEAR FORCE o BENDING STRESS
o
~o
N-
~+_.__:>d_-_\__.,..-,.=..;___,r+_-_\__..,,__+__\_,.,....{__~
'0
zo
~ ~-k--±---~-:k-~----:l,--~--+-------".~~+---~ ~o
~o
g o
o
O-'---_ _----.:'--- ----:!'-----_---.J 0-'--- ---'
o o
o
o BENDING MOMENT ----------, o
o REFERENCE STRESS - - - - - - - - ,
" 0
o~
-0
o
o
0;-"-- ---1
SCALE DEFLECTION
I
160.00
Pier 1 Pier 2 Pier 3 Pier4 Pier 5 Pier 6

Station load [kN] 6480 7820 7600 6950 9108 4830
Total load [kN] 42 787
Fig. 2.2
o
SHEAR FORCE o
SHEAR FORCE
'l
~ ~-k-+---.:.,,.---±---''''<--:k----''.;:--+--'',--±----'',.---,~
~o
o o
o o
O-'-- --J 0-'-- --"- -'
o o
o o
o BENDING MOMENT - - - - - - - - - - , o BENDING MOMENT
..
" 0 " 0
0 0 o~
-0
o o
o o
O-'-- -:!.... --J
MASSSTAS [M) MASSSTAB [M)

, ,
0:00 0.00 80.00 120.00
EINLAUF EINLAUF
PIER 1 PIER 2 PIER 3 PIER 4 PIER 5 PIER 6

. \
~ -- ~--- -r -~-_.- --- -- --.
~-::¢::!~~~*.-
~ WET PROCESS KILN 0 6.1/5.2 x 170 m .
BENDING STRESS BENDING STRESS
g
~o
N-
E-h:-..,.,.L---\"'---r-"'-.;----,.,-f---\----rc--f---''''''''I-----';-rl
'-0
>;0
~o
o o
o o
0.-'-- -' 0.l...... --'
REFERENCE STRESS - - - - - - - , REFERENCE STRESS

. -'
'
,
..'.;, i
~\.
o
o
, ~o
N~
I:
I:
'-
%0
~o
o
0X----,r------,.;------,.,------rc-----;-c-----,,,
DEFLECTION - - - - - - - , : - - DEFLECTION
o
o
~"
E r>zs<::::::::-="'7':"--~-==:=""....::::~----__zti
~~
g.1...- --'
MOVE DOWN OF PIER NO.5 MOVE DOWN OF PIER NO.4 AND NO.5
Fig. 2.3
j.. -,;:\Jo.; ....; ..
~
r·.~~·.~ ::.'
..... l
:~'Y;t.
...i\ r.. .
;
1
'" -~:
_ , :£ .:. ~
T (' C)
M
/ ~ ,
1400
1200 v ~
,.til",
1000
800
I I I
"
Material Temperature
"" .........J"-....
I
I--- ....
1600
'C
I / ~
o 2 4 6 8 10 12 14 (xD)
1200 ~I---
Refractory
2 3 4
T S (' C)
400 -1--1-1-,
-- - - f1_---. Shell
400
--I 1--- Tyre
300
200 _I I I I I I I I I I
Shell Temperature -l I I I ~
!1T (Refractory) =ca. 900 DC
100
!1T (Shell) = ca. 900 DC
25
o 2 4 6 8 10 12 14 (xD)
!1T (Tyre) =ca. 900 DC
Brick lining: 1 High Alumina 3 Magnesite I Chrom
;.1. 2 Dolomite I Magnesite ,4 Fireclay
RADIAL AND LONGITUDINAL TEMPERATURE PATTERN

Fig. 2.4
Real=TiMe 94/86/15 B9:16:53
~ C811n er
T-Si EE Kiln 1 Apasco PdClflCO
.. <0811120>
360
600
500
400
180
.... , 300
200
80
100
2.66 rpM
J 1 1 1 I I I I I , ) I ! } I I I I I , I 1 I J I I I
1 3 5 7 8 11 13 15 17 18 21 23 25 27 28 31 33 35 37 38 41 43 45 47 48 51 53
~s-r:l~·~::~--[j-[i2-[i[[_1:uni;-sJ:I-:i-0i[~_LI-IT---~
600
j;
1. 500
ij-
I
i
·1 400
i I1
-I r 300
r 200
j
100
Kiln 1
Fig. 2.5
(0
•
N
•
C)
.-
1"1" r u.
-"
() Ln t'I')
Ar,D
(,,)'0'
0
~
~
N
qe """"
('t)
'V
------nr-----..-------
I I
1
I
] I.
1I
I
o
o
~
I
•
I-
II
I
.__. .__~ J_.._

0--+---4---+---+--'1
_J_ """"'"'_~h~.. ::;.
l;~
. .. ,
~
I'·
'. ~.,)
AXIAL DEFLECTION AND RADIAL DEFORMATION
g-r------------------
'"
o
o
,-,
~ +--k------r---~~---~----_I:
DEFLECTION PATTERN
~o
o OF THE KILN AXIS
o
o
~...L----:--+---------+-------l
8VERTICAL;
8RADIAL
DEFORMATION
BEHAVIOUR OF
THE CROSS-SECTION
• .~" .."; J
~ I ~ I ~'. ~, \
1>:,",,,- '. :1
",
, ",::, .......
.... "
, .' I
RADIAL DEFORMATION
SHOWN BY
"Shelltest" DIAGRAM
MAX. VERTICAL DEFLECTION NO AXIAL DEFLECTION BUT

BUR MIN. RADIAL DEFORMATION MAX. RADIAL DEFORMATION
Fig. ~2. 7
·... ,.-: "I"",';"':."
PLASTIC SHELL DEFORMATION
a! a=Eof STRESS STRAIN DIAGRAM 0 = ACTUAL STRESS

,/
0y = YIELD STRESS
- - - - r'i'.~J 0E = ELASTIC LIMIT
----
0p = PROPORTIONAL LIMIT
(jp ---
IF (J> (JE => PLASTIC DEFORMATION
! N/mm 2
-'
E O"EX
ELASTIC STATE PLASTIC STATE 400

300
.6.L L o ·at°.6.T
200
- .6.L
... ,
,
f .:L~;-~,·- .. 1
a T oa t°.6.T 100
-
.. ~ ~,~
. ~~. !
Lo I a EX = at· .6.T ' E I
40 80 120 ~T
TYPES OF PLASTIC DEFORMATION
Shell constriction below the tyre due to

restricted expansion
-'of; .'; I
Buckling in the kiln shell due to local

o"-·;+i<J
......t.... ,..·
.. '..... .. I.
f ...
overheating
\ ',. ':1,:
Crankshaft deformation due to

excessive temperature difference
in the circumferential direction
0' •
, 0 ,
Fig. 2.8
"CRANKSHAFT" DEFORMAQTION OF KILN TUBES
OPERATING
CHARACTERISTIC
OF OF A BENT
KILN TUBE
EXTREMLY NO LOAD EXTREMLY
LOADED LOADED
I
lJ
1 REDUCED EXTREMLY REDUCED
LOAD LOADED LOAD
1
UNLOADED SUPPORTING ROLLER
rl
II
1
Fig. 2.9
---.
- ......
flmU~~~1~~~n~r~I:;~~~~~lnf?f:~~m~]~u~D~[!!~]M~i~~~[~m~n[iIlmllmlllm~~nnmmml[~n~~~lII1!mlf~r.~llf~~OO(f1~I:r~mlTim:~U~1II111e~~~f,~r.~m~uMntmnll[jmmmtillll~~~t~I1!l~lm~n~nu~mllllm~mM~~m~[f.~j:lmllnl~~
Prcll::::I •...,.act- t-Ot-. r-OL~r
10(1~,~1_ 't In 1112113

~
-,. C'.",
"it C" -.'
r oJ .... { _I.'.
0N\N~IMN'WNl~
5l1/~ 50~~
~ VARIATION IN kW
.-, ~ .~
.::.. ....1 ..•• 25~~
1\ I
l£::kJ1l-dd \------0~J.1d\'-=i!:
'I,
- " lo·t 1·'iI. rr..··ll

t1 .... ~ ..
1I .........•. .· ••.... --1
--...., .. -I's. _rl;;;;:---.f L
16.1216 .
.
12I .~"
16.06 1216:134
461-FR3.TZ2 Zone de cu~sson
461-EPl .JZl Pu~ssQnce four
431-E:t'~2 . QZ 1 Deb i.. t fur·i,ne 2
441-2K2.%Zl 02 sort~e T.E.
IIjjIB
441-2K1.%Zl CO sort~e T.E. 49 1 - F' L 1 . /~ Z 1 P 0 ~ d s d U 'l i, t r' e L------lt ~ 9r .
Fl:RET F2:LOGI F3:LOGO F4:IMAG F7:SEL F8:EXIT F9:ALARM

~MO[ilIII~IU~~~r.~mMmlllllmmllmm~m~m~mllm~~~nm~~~mm~llbllmm~m~mll~IIE~llllIlmllm~lDlllllllm~~l1lllllm~nmm~11~1~~jl~~~r~r~~~~I!~mIII11~~11IIMII~~IIIII1~~11I11111!11I111111Imllrlmlmlm!llllmlmm~"~lIl1mllmllll1~llm~IIJIl~lImmllllJ1I1lll1I1
DISPLAY OF SOME OPERATING PARAMETERS

IN THE CONTROL ROOM
Fig. 2.10
TORQUE READINGS AT 1.3 RPM AND 2.35 RPM
4
u E
OSCILLATORY
3
TORQUE
+/- 37%
-2
AVERAGE TORQUE
-3 124 kNm
-4 -L.---r--r-----.---,----,r-------.--.----.--,----.--,---r-,-----r---.-l
~O 20 30 40 50 60 70 80 90 ~OO ~~O 120 130 140 150
ch: 5 ecofen torque MainMotor statio 02.06.95 14.15 s
2.5 OSCILLATORY
U
2.0
_~ _ _-:---+- TORQUE
1.5 +/- 24%
1.0
0.5
0.0
-0.5
-~ .0
-1.5 AVERAGE TORQUE
-2.0 129 kNm
-2.5
10 20 30 40 50 60 70 80 90 100 110 120 130 140 ~50 160
ch: 5 ecofen torque stationas/6 tage ~6.06.95 08.45 s
Fig. 2.11
BUCKLING AND CONSEQUENCES
1 PREHEATER KILN
o 5.4 m X 78 m
I
I
I BUCKLING JUST BELOW THE TYRE
I 1
I
Fig. 2.12
DEFECTS DUE TO BUCKLING BELOW THE TYRE
EXCESSIVE RUNOUT IN THE AREA OF THE OUTLET SEAL
IMPROPER INSTALLATION OF THE BRICK LINING
Fig. 2.13
PLASTIC DEFORMATION IN KILN SHELLS
fI
1/
1
I
I
I
II
I/
J
Fig. 2.14
HOT SPOTS IN KIILN SHELLS
HOT SPOT AND SUBSEQUENT

BRICK FAILURE
Fig. 2.15
.-~ .' I,'. ... ••
1 3 270
c
___ J __ I-- _ .. - -- -- -- -- - - - -- - - ---- -- - - - --_. --- --
c- 2 4 150
I 3 <5 120
01
a: f-------+-------I 0
4
7
5
12
1 1
120
160
280
280
8 12 260
v 9 12 270
....c ~
l'I
C 10 14 250
:J)
.-
~
1. 1. 1.4 240
c
0 1.2 1.3 260
..J
'~ ;1 ~
::' ..... ' 1.3 1.8 220
• I.. ~,:'
14 20 220
\ 15 1.8 230
1.6 21. 220

1.7 20 220
1.8 1.6 220
1.9 1.2 250
20 9 280
21. 5 260
('f) -----------_·---------2:2-----5---·"40·-
it 23
24
8
1.0
50
50
'0
Z t:
....I-<r.:
25
26
1. 1.
1.5
50
40
~ iU
27
28
1.6
1.0
50
80
H ....N 29 1.5 340
~ elr
~
30
31.
28
34
340
350
:i .~f"!j;."t... y;" .1. 32 23_ 340
~
, .;'
33 21. 330
!: ..::.. ;·I~t~l ~
~
34 1.8 60
...>Q) 35 1.9 31.0
~ ....
t:
36
37
1.9
20
320
70
0I ~ 38 1.9 31.0
5
Q) 39 1.4- 300
v
i:
Q) 40 1.2 320
....~
~
41. 1.4 350
t:
Q)
r- 42 1.5 230
!:
~ Q)
43 1. I 240
U
~ :...
~
0'. 44 I I 10
~
Q) 0\
t: .... 45 8 10
~
"0 Q)
...t:
-'
r::
r.fJ. m ::l
""'l
~
~
Fig. 2.1 E
.. {~ ~~.;~
..
~ .< -. i
....'
_.~
, J;::/
~,. ~
' "i'
,
~'~ ~:-t --...;.-"" .. ~:..... t"~,.~' ._
,oW....
'- y /
I<.ILN #3 SI-IELL PROFILE Feed End
q; ._O_e~L
B undner Cen~entvverke
Untervaz
June 1994
eire. Welds
, tvIl1llhole
Shell Inside Surface
180
/'
-'
5~
Looking
I~~~.~-~
lo
£ Ti,'e #3 Feed Enu

tvtnlll>ole
"- - r-'T'TI1Tl-n-rlT'T~rm-~n-n-rTnT(
270 90
(Q\I:.
•
I\.)
•
~
O' 60' 120· 180· 240' 300· 350·
J-/
o
•
-6 ... - ._- -:-3
~l- __._. ._._.__ ~_
I
• >
AXONOMETRIC PICTURE
OF A DEFORMED KILN AXIS
(.
rr •••.
. ."
1"- . . . . . . .
PLASTICALLY DEFORMED
CROSS SECTION
y y
Seen from kiln ouUet 11 Seen from kiln outlet t1
(.
'0 If
J +-+-- _ --------HC-'? x
J+-+- _
'"--"'-- .-
....
1%
I
%
--
....1J1
U
,
(
"
~,
S
"'--"'--
1%
I
z
.........
....
JH
1'2
0
s-
I
I.
• .., , "
3 S 3 fr.t
? • 1 1
•• ~.s •• f1.
, '""
, r~ ,~
, (~
• " f.~
s.
(
••
'>1 ?
,. n
J1
•
'0 ft;
(~S 'rs
vo Pos No. 12 to be In line with man hole I.
fJ'
IIf
.r.
Pas No. 12 to be In line with man hole
II f'3,r 'r.r
'.>
6__
Polardl.gram:__ 11 f'-Z
"" PolBfdl'gram:__
S__
1% 2'.; 1% V.
'"
Fig. 2-18
,.:~'~.~<,-.
~ -...
~ o· - -.-
. '';~''--<
~~.: .... ~
.:,--- .
_.~~~ !:
--
EFFECTS OF RADIAL DEFORMATION
.~'I.
IDEAUUNDEFORMED CROSS"SECTION REAL/DEFORMED CROSS-SECTION
o NO CLEARANCE BETWEEN o CLEARANCE BETWEEN TYRE AND SHELL
TYRE AND SHELL
o LOW STIFFNESS OF TYRE
o HIGH STIFFNESS OF THE TYRE
NEUTRAL CURVATURE RADIUS VARIATION OF THE CURVATURE RADIUS
JJ- Or = 8TATION LOAD JJ-

.,' ~I:, FORCES CONCENTRATED AT THE EDGES
FORCES EQUALLY DISTRIBUTED OR = REACTION FORGE
Fig. 3.1
,. ~ , ".' ,." .. ,
RIDING RING OVALITY CALCULATIONS
Angle of Coefficient
rotation <p ['] C f [-]
0 -0.025
90/270 I +0.0212
180 -0.0191
Deformation
QTX R3
8r= Gt X ExJ x
Stiffness factor STT = QTxR [MPa]

Wx
. 4 8 QTxR3
Ovality co TA = X Tmax = 0.0848 X ExJ
x
[mm]
(OTA
COTR = 2xR X 100 [%]
/(
_.. - _.. __ . .- -----_._---
TYRE OVALITY VERSUS STIFFNESS FACTOR

0.4 ,---,--,---..:...r=~.:...:.,::=.:....:.....:.;-=..:...-:..::...::r=-:::::"":"":'':''-:'-:~~''':''-:''''~~~-----r-~
0.35
.~.
.. . ,
',",J.. ~;~.!. ;
>.. '-/-~"~'r.'> 0.3 lJ

lJlJ
I "',.1 ..~".; ,- "',;J
_h .,',
~ 0.25
~
~
-l
0.2
<{
o>
0.15
0.1
0.05 (f)TR - (3.8 x 10-4 x STT) - 0.06

0'--::-=-_...I....-_--'--_---.l.-_---i.._---l._ _L-_...L.-_...l-_-L_-L_-.l._--l
350 450 500 550 600 650 700 750 800 850 900 950
STIFFNESS FACTOR [MPaj
~
Fig. 3.2
-;,.
. ,,) . ~ .. ~ ~,
DEFORMATION [mm]
DEFORMATION [mm]
o
w
o
::J
--.J
~
I-
A B -+,--t--
o T---+--12
Z
.(1)
Z -590
Z
--.J
~
-1 13
I
-89 9 I
o 1--1-- 17, 6 .
a: BENDING
m MOMENTS [Nm]
: STRESS [N/mm 2 ]
DEFORMATION [mm]
DEFORMATION [mm]
# ~
.,.:' 0 •. iJ '):0'. °t~
,
o
... ill
o
::J
--.J
o·
Z
(I) ---"'~-1,13
Z
Z 1,26
--.J
~
~ C 4,7
STRESS [N/mm 2 ]
o "-
-85
BENDING
MOMENTS [Nm]'
~ , ~o 1°;: . " :
Fig.3.3
~ .... : f ..•\ ...... ~.
OVALlTY AND ITS INFLUENCING OVALITY IN FUNCTION OF THE CLEARANCE

1.8
FACTORS
1.6
I
0 BRICK LINING/COATING I
1.4
0 TYRE CLEARANCE ~ 1,2
--~
l---
0 TYRE STIFFNESS r:::::i
«
>
0
0.8
~ L,....-
-
~ l--' L"..oo j,...o- 1-0-'"
....... l,...o- ~....... ~ l,....o-
-
~ """'" ~ ,."",.
' - ,."",. !"""'"
l,....o- i-'"
"..,.,.
"""'-"'
-
0.6
1-0-'" ~ l,....o-
.......
..... -
0.4
STABLE COATING ~ i"'"'" ~ ~
0,2
FIRM BRICK LINING
o
CDs = {(CDT, SOp) o 1 2 3 4 5 6 7 8 9 10 11 12 13 1415
..
CLEARANCE [mm]
BREAKOUT OF
COATING
COATING
, ,
.....'
1
.\
• ~.', '*" ,.
., . OVALITY IN FUNCTION OF THE CLEARANCE
1,8
..... ~
1.6
~~ ~
I"""
1.4
~ ..... UNSTABLE COATING
"l......- ""
I"""
~ .... ~ ~ ~ LOOSE BRICK LINING
~ 1.2 joo"""
j....oo' Il"" ~
...... j....oo' ~
0
CDS = {(CDT, SOp)

r:::::i ....., j....oo' ~ ~ j,.-" l-I""'"
« 0.8
~ ioo""'"
> ~ ~ ~ ~
0
0,6 ..... ....., ~
~~
0.4
0,2
"V
".
....
~
0
o 1 2 3 4 5 6 7 8 9 10 11 12 13 1415
CLEARANCE [mm]
Fig. 3.4
, .
COLD
CLEARANCE LOOSE TYRE ATTACHMENT
KILN WEIGHT IS RADIAL
SUPPORTED BY A SMALL
AREA
COLD
CLEARANCE
TOOTHED TYREATTACHMENT
CONCEPT BY POLYSIUS
TOOTHED TYRE ATTACHMENT
KILN WEIGHT IS TANGENTIALLY
SUPORTED Fig. 4.1
EFFECTS OF THE RELATIVE MOVEMENT
DAMAGED RIDING RING SHOES (COLD WELDING OCCURRED,

FORMING GROOVES IN THE PLATES)
Fig. 4.2
M
•
~
•
Cf) C)
w .-
o u.
o0::
u..
UJ
0 a::
.-J I- :J
« UJ C/)
:JC/)
!ZW 0 ~
I a..
c:> Cf) I- I-
Zw UJU
«~ t::~
1-1- UJZ
u.. 0 IO
Ow I-U
Cf)I ZUJ
1-1- 0>
0 0 CDC/)
W 0 zC/)
u.. I- I- U
UJ
u.. I-
z
W _ -a.. ><
UJ
·, '.- ,
CLEARANCE (DIAMETER DIFFERENCE)
.1U
A B
COLD: 8 TH = OT- Os HOT:
t.U
8 OP =1t
1
GAP (CLEARANCE + DEFORMATION)
1
, ""
. , \
~-4,~v -, - · ... 1
GAP (G)
c o CREEP (~U)
COLD: Gc= 8TH+Ds GRAPH: GAP VS CREEP

(3 turns)
HOT: G H =8 op +Ds
Fig. 4.4
-
-.,/
• \ ,f I.... · :~: .. " '~' . ......"
~D[mmJ
~~~~I--------
-------i- ~D = SOP
--~-
~.--------
- ----
T rC]
DIAMETER DIFFERENCE = CLEARANCE

" "
.....
... :'
-_J
TYRE CLEARANCE IN FUNCTION OF THE KILN DIAMETER
AND THE TEMPERATURE DIFFERENCE
15
/-
- - 06.5 m
14
13
/'
12 / - 05.0 m
/ ./
.sE 11
/' ./
- ,.. ',', .
;
LU
u
10
/ ./ ~
- o 3.5m
q~ ·.I:~' z 9
:'::-' -I'-<l .... ~ ~ ~
-: ~::',,;;.' :.. ' .,.;;,~
C2
~ 8
/' /'" /
~ / /V
.,.; ...J
./
U 7
C>
~ 6
/' ./
/
zC> 5 /' . / . /
C5 4 /V/ /
0::
3
/ /"'/
2
h ~
~ ~
o L/"
o 20 40 60 80 100 120 140 160 180 200
TEMPERATURE DIFFERENCE (OC)
Fig. ~4.5
-
-=-""~
~_: ' ...· 1 ..•
. ','
CLEARANCE VS TEMPERATURE DIFFERENCE
0=6.5 .. m
- 1-
E
$ 4 0=5.0
-
.. m
- I ---
w
()
z 3 0=3.5 .. m
~
«w
,......----.,. d 2
Cl
z
a::
Cl
z
(5
Or--------------~;;::::__----~
COLD TYRE, a::
-1
~ -". -2 '------l_-I._---L.._----l..._---I...._--l...-----L.....L-_..L.-----=:L.-~
'.-;
,
'. '. o 10 20 30 40 50 60 70 80 90 100

TEMPERATURE DIFFERENCE (0C)
.·~.·.·'...-;n.·..,.......-......n .• ~~': .•.••.. • . ....•••••• , .~.. : .•••.•••..• ~ ••.• ~ .•••.•. ~_ •.•.• .•.•...•. ;.~. :
------- - - - - - - -
15
14
13
12
E 11
$ 10 HOT TYRE
L.LJ 9
~
()
" , • ..1 • ~,I;' :i Z 8
, ,
"'"
"
.. ~ 7 0=3.5 .. m
'
«
L.LJ
6
....J
()
5
Cl 4
z 3
a:: 2
Cl
z 1
(5 0
a:: -1
-2
-3
-4
-5
0 20 40 60 80 100 120 140 160 180 200 220 240
TEMPERATURE DIFFERENCE ("C)
Fig.-4.6
.
.:.. • I . .;, ..... ~
.. 1./
DETERMINATION OF THE RELATIVE MOVEME T
'.' .. .1U
CIRCUMFERENCE
U TYRE = DTx 1'C
USHELL = Os X 1'C
RELATIVE MOVEMENT
.1U= UTYRE- USHELL
=(OT- Os) X 1t
...... -
..
~ ~'r... r: '.
,
. ,'
.'
I
~\~" ,"~t ,'::. ~

N = NBR. OF ROTATIONS -
~X = CREEP AFTER N ROTATIONS
Relative movement ~U=~U

N
Operational clearance SOP = ~1tU
Fig. 5.1
~"""""
&'\\'S'\\~'\\'S'\'\\'\.'>'>\'S\§\>.~~~
---l.-- _______
~~ss~
~ Kiln cross section
MECHANICAL CREEP MEASURING DEVICE

READING AFTER 3 TURNS
BY EXPERIENCE
G
!1U
G-
=:: 1.2 - 2.2
G = GAP BETWEEN TYRE AND SHELL
LlU = RELATIVE MOVEMENT.
FiQ. 5.2
.~. :~1.~'
~
.'). ..
"~. ~ .
.: ..~~
.
~'
/Oft!??'
::.' . ..
- ~:' ,,~:~ .':,',' '1
'~~:...:. -- ~.:. ~ ...
Riding Ring Slip Measurement by PLC
I~ ....--I
, "",Magnets or metal t a /
'MJ~ Reed switches or

Electronic proximity
switches Field
I--- .----------
PLC
---J----
Edge Edge Fast counting Edge Edge
detector detector input detector detector
A K P B C
I
I
r----r--------~~03~~~~y --------r---------T--------I
Clock Clock Clock Clock
Reset Reset Reset Reset
Counter Counter Counter Counter
Counts Counts Counts Counts
KK BB CC
Latch I l<
KKK BBB eee
~SIiPA I+Add. I-~ Slip C
I
~SlipB
..','
Fig. 5.3
TYPICAL DISPLAY OF THE OPERATING DATA IN
THE CONTROL ROOM
Ber'g / CREEP (L'iU) '" I

15mm 18mm /
qc,:.
JI.) ,.)
OJ''
....
~~p':'~Pi''ll~t!I
kll:llJl:"t~~~"Q""P-I'-
\
A
'j~0
'- ... F
[8 Rhe~n .....
200 1/
LU 201
3D ~~ Ausprogr,
Oren HQuptQntr~eb H~\fsQntr~eb
.~~ iI"NFO:,";;::"-""i
" .. ',I.;l~"'~' _\,;' .. ,.~,:."'-\J
~i.·4[}~0i/n
. .-·... ZE~HRAl·- ... -or-AUTOtf --
~--~EIH----·-- - -:.6. 2 ~ 8e[/0) rn
~·~.rti~:l~~~~~·~:~~·;.i~~~d~i,~ ~"-"';i0~~{71j / nm n
Fig. 5.4
• ", '" : ' 'VI
.' .
II
DEFINITION OF THE TERM 1I0VALITY
'.' I
IDEAUUNDEFORMED REAUDEFORMED
CROSS-SECTION CROSS-SECTION
(CIRCLE) (ELLIPSE)
¥' .io;
..
~ ." . .. .'
CIRCLE ¢::> ELLIPSE
DIAMETER 0 ¢::> a + b
CIRCUMFERENCE UCircle = n: x 0 ¢::> UEI/ipse = n:(a + b)
OVALITY absolute [mm] CDA = 2(a- b)
relative [% of 0] . CDR = 2 x Ca;b) X 100
Fig.- 6.1
--
, ': :'~. ~ ',' ,
......;." .
~
lI
•• , , : ..: .... · 1 • " . ') , "SHELLTEST OVALITY
.~ " '. b ,.' ' .. " f_ i •
• }, ?, ~ ~'" t: I
COSA = 2(a - b)
=~ x O~ x8s
PRINCIPLE OF THE "SHELLTEST" MEASUREMENT
-
\ ,'. ' oJ f"')'"
RECORDER "Shelltest" DIAGRAM
':~::Jvp' ~~ __ '~,.\~~: ."
• ,I ,;.' ',1,1 •
~ ~.~;' :':";~'>~'1f'~'::
'~ , .'
8 = f!.h
15
Fig: 6.2
-
~.
"
., .... '" ',.' '-", .......

:~;.i-. . -"'.J..
-::.;~~:;:''' ... :.':~y.
~:~'
..•. f. '..
p"~. ..~
...
.. _----
OVALITY VS DIAMETER DIFFERENCE

0;
HO r' l' r-T -, '--, "I -T'-'" rOT . ,'-- r -'T--' ----.---,-,.---..
r - ,- , , - . - , - ....
76
72
E
6~
(,4
CO a = 2(a- b)
,~:
-E 60
S6
~
---l
S2
4H
<{
44
>
0 40
ill 36
t-
::::>
---l
32
H
- - - - - - - - ---.1 i
0 24
(f)
CD 20
<( 16
12
H
4
U
IU 12 14 16 IH 20 22 24 26 2H 30 32 34 36 38 40
DIAMETER DIFFERENCE a-b [mm]
RELATIVE OVALITY VS DEFORMATION

OVALITY VS DEFORMATION ,r--'T,----,--,-'r-'I-TT-I-' -T--r-'I-'-,-r T'T'T"I'-'---"--"
~~ ~~~~~'I-I 1'1 '1 'T r- I '--I~ .A .; m-1r-rl--r1--'"T!-3
6 18
COr=36XONX8s
~ ~.,j (j) a =1X D~ X 0 S 0 5. 0 m : ;R
16
~ 1,4
;i
>
o
t;1C,
·IH
·1·1
.HI
03.5m:
1 ~...J
<{
~
ill
ill .12 > 0.8
~
~
---l
~
2H
2.' :s
ill
U.6
20 n::
(f) 1(, 0,4
12
H
,
0.2
.' iJ" ~ l#t::1 I ," I I I" I II I I' I I Y I

I I
o 0.1 0.2 U.3 0.4 O.S 0.6 0.7 O.H U.~ 1 1.1 1.2 U 1.4 IS 16 1.7 IH 1.~ 2 o 0.1 0.2 0.3 0.4 o.s 0.6 0.7 0.8 0.9 1 1.1 1.2 1.3 1.4. I.S 16 17 1.8 19 2
SHELLTEST DEFORMATION [mm] SHELLTEST-DEFORMATION [mm]
Fig. 6.3
OVALITY LIMITING VALUES AS A FUNCTION
OF THE DEFORMATION KILN DIAMETER
., . 7m
0.9
6m
0.8
5m
0.7
;R 0.6 4m
e....
>-
t:
-l
0.5
«
> 3m
0 0.4
0.3
0.2
: . ':. . ~"':
0.1
0
0 0.1 0.2 0.3 0.4 0.5 0.6 0.7 0.8 0.9
DEFORMATION [mm)
D ro1 (D) ro2(D)

3 0.4 0.3
3.2 0.42 0.32
0.9
3.4 0.44 0.33
3.6 0.46 0.35 0.8
3.8 0.48 0.36 STABLE
0.7
4 0.5 0.38
COATING'
4.2 0.52 0.39 ;R
~ ':l~'.
"
1...':-:p.)Do;~~"
'0'
I ~1
J 4.4
4.6
0.~4
0.56
0.41
0.42
0
~
:::i
0.6
0.5
I
. ~~,::'L.~::,:· . .,.~ :g;
.. ...-: 4.8 0.58 0.44 0 0.4
5 0.6 0.45 NO COATING
5.2 0.62 0:47 0.3
5.4 0.64 0.48
0.2
5.6 0.66 0.5
5.8 0.68 0.51 0.1
6 0.7 0.53
0
6.2 0.72 0.54 3 3.5 4 4.5 5 5.5 6 6.5 7
6.4 0.74 0.56 KILN DIAMETER [m]
6.6 0.76 0.57
6.8 0.78 0.59 OVALITY LIMITING VALUES AS A FUNCTION
7 0.8 0.6 OF THE KILN DIAMETER
.., , ,-..
'"
\, .
'Y'';'
.. '~"('l;,/' .•
n·,~·I,··i.t·'
1
.'1.°,1 ... 1
q ,.
~~:~I,j1
:-/;')4.
i?l
"'-:
·1;,tll~ft!i~/:.
Fig~ 6.4
~ I.~~
~.
'a ",:1 ...
: ')~.. /~ .... " ~'

.. :
ADJUSTING SCREW
RECORDER J' ~
FEELER PIN - - -
MAIN PARTS OF THE

IIShelitesf' GAUG
TRANSPORT BAG FOR "Shelltest" GAUGE AND ACCESSORIES
Fig. 6.5
I
I RECORDER
INTEGRATED
1 IN THE YOKE
TO PROVIDE
I OPTIMUM
PROTECTION
I
I
I COM ONENTS OF THE RECORDER
I
II ADJUSTING SCREW
FEELER PIN
RECORDER SHAFT
PENDULUM DISC
KNURLD PENCIL
NUT Fig. 6.6
ADHESIVE FORCE VS GAP
1000
900
800
~ 700
\
UJ
()
15 600
\
\
~ 500
>
fZ 400 "'.
-- ---
I "I'-...
~ 300 .......
200
100
o
o 0.2 0.4 0.6 0.8 1 1.2 1.4 1.6 1.8 2
GAP [mm]
TECHNICAL DATA
Material Alinico
Adm. temperature 500 ·C
J Adhesive force 800 N
Length 300 mm
1 SCREWS TO BE
CHECKED FOR
TIGHTENING
COMPONENTS OF THE MAGNET FASTENING DEVICE
MAGNET WITH
CONSOLE
DIAMETER SCALE
GUIDE PLATE
STAR HANDLE WASHER INTERMEDIARY PLATE
Fig. 6.7
AVAILABLE PARE PARTS
2 1
3 9
4
11
.
5
I I
6 7 8 10
I
':!1~ifiNQ~/[j~scrrpti~h . '" .........•.•.. .......\\../. .. •. .........• ·WeigHt[~91··
.....
./ Magnet with Console 2.295
. . . . . •. Guide Plate 0.235
....:..
/ / Intermediate Plate 0.090
Feeler Pin (assembled) O. 185
Star Handle 0.055
~ :? Pencil 0.050
S± . Pendulum Disc 0.265
. . . . Knurled Nut 0.030
w· H\ Blank Diagram Charts (250 Pieces) 1.050
..•...•.•• Recorder Shaft 0.040
i1 ,,/.:/ Recorder (assembled) O. 190
Fig 6.8
DEFORMATION MEASUREMENTS ON THREE POINTS
::: :
1
w
z
«
-l
c..
,
, CJ
Z
, -~
2 3 =>
..'<.. •• ~
I en !
I~- «
w i
!
1 i
! :2:
W
Z
0
LL
,;...
, ...... ; .....
0
~ ,
=>
2 3 0
>
«
I'
I
'.l ." ; W
.;>-."",\: ", CO
...p.'
1 1.2
.->-
\'-' ~
"
1.1
1
0.9 -l
~
0.8 «
>-
I-
::;
0.7
0.6
>
0
« 0.5
>
0
, 0.4
0.3
0.2
0.1
2 3 0
0 0.2 0.4 0.6 0.8 1 1.2 1.4 1.6
DEFORMATION [mm)
... ; I
Fig. 7.1
,~' ;~~.l~·;'
:-.: .·?r~~~·':"'_·
.. '- ~',.. ~(~I \- _. -~:.~'. ~.~
"':;L~l{'~:' :," i'~~~ ~~.:

....
.~ "
~~.
:-
PREPARATORY WORK
1, (0')
, ,»Aj.; .", ..
- - - -I 1- - -
3 (240') U1_2~~_[ __ +
./
./ Shell line 1
./ '~
, Measuring , Measuring
./
./ plane point
Fine adjustment
TiI---- of the pencil
• Marking the kiln

(three points)
• Adaption of the gauge

to the kiln diameter Diameter coarse adjustment
, "
." iJ I
Fig. 7.2
M
•
"-•
C)
--
LL
o=
~o
-la:
-0
Uu
Zw
wa:
a. =
w Z
IO
~~
CDC!)
ZO
Ia.
C!)w
~I
a.~
-l
U
as~
a.w
wa:
IC!)
~a:
u..W
O~
w
CD~
Zo
~a:
CDU
~
J~
Ow
«I
W~
Z>-
u..D:l
II
"SHELLTEST GAUGE IN THE MEASURING MODE
"SHELLTEST" GAUGE PASSING THE HEAT PROTECTION
OF THE SUPPORTING ROLLERS, MINIMUM SPACE REQUIRED
Fig. 7.5
"Shelltest" GAUGE ATTACHED TO THE TYRE
"Shelltest" GAUGE ATTACHED TO THE
SECTION, IDEAL POSTITION
TRANSITION SECTION, 2 m FROM THE TYRE
Fig. 7.6
EVALUATION OF IISH L TEST II DIAGRAMS
EVALUA ION OF HE 0 D DIAGRAM USING COMPASSES

OLD DIAGRAM, THREE TRACES NEW DIAGRAM, EASY DETER-
OF ONE PLANE MINATION OF THE MIN. AND
MAX. VALUE
()max1 = 22/15 = 1.47 mm
()max2 = 23/15 = 1.53 mm bmax = (38 - 22)/15 = 1.07 mm
()max3 = 29/15 = 1.93 mm
Fig. 8.1
TABLE OF RESULTS Kiln dim. (diam. x length): 4.5 m x 68 m
Date: 28.12.1994
TYRE PLANE UP· DOWN· t" D. POINT lis CD SR (()SAV SOP

Hill Hill [mm) [mm] [mm] [%1 [%] [mm]
O' I 0.39 0.25

A 1.2 . 65 4630 120' 0.43 0.27 0.31
1 240' 0.66 0.42 3.7
O' 0.35 0.22
B - 2.20 45 4590 120' 0.28 0.17 0.22
240' 0.42 0.26
O' 0.79 0.51
A 1.2 . 70 4640 120' 0.99 0.63 0.53
2 240' 0.69 0.44 12.7
O' 0.68 0.42
B - 2.2 45 4590 120' 0.72 0.45 0.40
240' 0.52 I 0.32
I O' 0.80 0.51
.
~.A 1.2 . 80 4660 120' 0.83 0.47 0.50
3 240' 0.80 0.51 10.3
O' 0.95 0.61
B - 1.20 80 4660 120' 0.88 0.57 0.64
240' 1.15 0.74
O' 0.3 0.19
A 1.2 - 65 4630 120' 0.23 0.15 0.17
4 240' 0.27 0.17 0
O' 0.25 0.16
B - 1.20 65 4630 120' 0.35 0.22 0.21
240' 0.41 0.26
Fig. 8.2
'j
. "
REPRESENTATION OF THE RESULTS OF
II
", ,
. ~~ . , .
''', "SHELLTEST MEASUREMENTS
. ~.' , .;-~' ::.
.~ ;.
1.•.. - '.-: . : . " ' . /
. .....l\,.:.i
OVALITY LINE DIAGRAM
0.9
0.8
0.7
0.6
~
~ 0.5
:::;
«
>
0
0.4
0.3
-;~,
0.2
0.1
a
Tyre 1 Tyre 2 Tyre 3 Tyre 4
- -- - ._.
OVALlTY/CLEARANCE GRAPH.
Ovality (%) Clearance (mm)
1,2 , - - - - - - - - - - - - - - - - - - - - - - - - - - , 12
. 1 .............................•.. .. 10
0.8 , . " . 8
0,6
0,4 4
0,2 2
o ,--,-_...1--1_
o Ovality/in o Ovality!out «;;1 Clearance
Fig. 8.3
. ',.'... ;.,-r;'*:. .....
--~
-- -~~
.f~H::::.
,_, '~~'::~:;l'~
.';<i. _:&.~- ... ~1< • .- .....
,'~ ~,.:..~:.~~. ~~ . 't
"""~~'''''.:-''::~'':''
~'-'''''.' - ,
. .,.,
S:;~r-~~~'-: '. '. ~- ~. -~.~::.
. : .'. .. -~. . ,'.'"'"
....--- -.-_•.. -.--- .'--_._._---~-_ ... .,_ ......_-.
jJj'., ~" II
DEFORMATION AND OVALITY BEHAVIOUR OF A
MEASURING PLANE ILLUSTRATED BY THREE
N/mrn2 1
+80 MEASURING POINT
o r
" V\ ,
-80
~ f'
- - ~~
~
Average [%] wav
12
1.1
I
=: 0.76
I
I
"
N/mrn2 2 09 ~
+80 , /
0.8 "
o 1/~ ~ ..... _'tfII"

, ~
~
~
~
0,7
0.6
~ ~
\ :J
«
>
0 0.5
-80 04
0.3
N/mm2 3 02
+80
0.1
L
o ~
_ .... I""" ~ \ ~I\ 0
~
V
"""
- !"""""
0 0.2 04 0.6
DEFORMATION [mm]
0.8 1 1.2 1.4 1.6
,¥I ~ I
-80 DEFORMATION AND OVALITY BEHAVIOUR
SHELL STRESS BEHAVIOUR
Fig. 8.4
Plane
Inlet
A
-
1
B c
-
2
D E
- 3
F
"'-, -
~ ~ ""'"---
Oval ity [%]
1.2
1.0
0.8 ,f'..... II
0.6 z~ ~V
0.4
~ f\... ~~
"'
~~
0.2
0.0
Fig. ~.5
II
RECORDED DEFORMATION DIAGRAM CURVE REPRESENTED
II DIAGRAM by 50 h VALUES
DIGITALISED POLAR DIAGRAM DIGITALISED CARTESIAN DIAGRAM
I
I
1
11
o 90 180 270 360
MAIN LOGO "Shellsoft"
Fig. 9.1
Kiln No. rc=J
Fig. 9.2: Pulldown menu "File"
EvalulJtion of ''SHELLTEST" Measurements
"'~ ',.~
Fig. 9.3: Window "File Open" to open existing files

} ..
• t"
'~':o. . ¢ '1
'/:~>~:;;;': -:.:.
r
Fig. 9.4: Window "Basic Data" of the kiln
Evaluation of ''SHEllTEST" Measurements - .SHT]

~how ~out
er Diameter 1m)
Fig. 9.5: Window main data of the measuring plane

ll
Fig. 9.6: Pulldown menu "Select Features of the
individual measuring points
EV1Iluation of "SHEL..l..TEST" ~casurcmcnts - .S
," ..
Fig. 9.7: Blank table of the h values

.' ;,
,. -~. I.,' "i' .:.... ,,'. : i
#I~ \. \' .; .~: ,~' ~'i ~

[
r
{I
r
[1
rJ
II ig. 9.8: Transfer of the diagram curve by a CAD program
U
J
Fig. 9.9: Screen illustration of the diagram curve

\ " ....
EVlIluation of ''SHELLT1::Sr' Measurements - d:\shelhes\uvl.sh
r
II
Fig. 9.10: Subwindow "File Open" to enter the dxffile
EVlIluatlon of ''SHELLTESr' Measurements - [d:\shelltes\Uvl.shtJ

Selec:l Feature
Fig. 9.11: Table of h values, calculated values

·r
r
r I
f
1I
f .
Fig. 9.12: IIShelltest diagram of a single measuring point
I'
ll
(I
r
II
rI
Fig. 9.13: Peak-to-peak stress of a single measuring point

) .,,!.,- . .
, .... ."...
'
"
\
Fig. 9.14: Completed data input procedure of all planes
EvaluatJon of ·'SHELl.TES1" ~easurements -lb:\green3.shq

About
Inner Diameter Iml
• !
Fig. 9.15: Subwindow to save files

.. - ,'::
I
.. ' • : .:,-~ .'~t, ;

[I
Fig. 9.16: Pulldown menu "Select Features" of a plane
II
/,>
Fig. 9.17: Deformation diagrams of one plane

• -':'"1 '" '~
......... \-
~ .' :
Fig. 9.18: Ovality and deformation behaviour of a plane
Fig. 9.19: Peak-to-peak shell stresses

" ," ., ... ,
-' ", . ~'.:'':. ~.~::·:I .
Evaluation of ''SHELLTEST" liIeaauremenbl - d:\ahellb:a\ec95a.ah
Radial Deformations
rI
1, ' ' .-. '~: "!

."
Fig. 9.20: Double window illustrations on the screen

Fig. 9.21: Pulldown menu "Show" to illustrate the results
Fig. 9.22: Table of results, kiln with three tyres

Fig. 9.23: Ovality bar diagram, kiln with three stations
Fig. 9.24: Ovality line diagram, kiln with three stations.

reen4.s
Resutts. 2. Part
er Diameter 1m)
Fig. 9.25: Table of results, kiln with four stations
.,
Fig. 9.26: Ovality line diagram, kiln with four stations

Evalulltion of "SHEllTEST" Me. .urements - d:\ahelltes\ec95a.s
f:
II
f1
(I
Fig. 9.27: Subwindow "Select Printers"
II Evaluation of "SHEllTES1" Measurements - d:\ghelhes'lec95a.sh

~out
,1
1I
Fig. 9.28: Subwindow printer "Set up"

J ,'.
~ ..
RESULTS OF "SHELLTEST' MEASUREMENTS ON
THREE IDENTICAL WET PROCESS KILNS 06.1/5.6 m x 189 m
TYRE 1 TYRE2 TYRE3 TYRE4 TYRE 5 TYRE
o
N
KILN NO.1
o
>-~
1-0
-'
<
>
..
00
o
". ",
o
O_+___.---l..-.__r~T__..J,,.__.___.-..,_______._---l..-..___.___,,.__.___.--L-..,_____r-.__,_-,L__,____,.-..,_____+___I
16.00 J2.00 ~8.00 6~.00 80.00 96.00 112.00 128.00 144.00 160.00 176.00 192.00
~ KILN NO.3
o
>-'"
1-0
-'
<
E;~r--t:::2::::===:::;:;;:=.-:::~--=:::::......~'"-<:::::::--t------~~~::""-----+---~:::::~-J
o
o
o
°0--+.:-::00:-r~16-r:.0:-:'0,-r-::J:=-2.':0-=-0-.-~J.,8.'OO--r-6~'. 0-0--'-8-0'.0-0L,..--9-6.'OO---'''--,1'2-.0-0-,--l-12T8.-00---'--I-~·~.-00-'--'-60'.OLO' - -l7'6-.0-0..,-----+---j
'. t'j
~ KILN NO.5
o
>-
~> . l-:t------lA~~::s;:::--____:~~~---_#~----==:::::~===~~~H
0
00
o
~-+-J...,-.--r-..---'-r----,-.---.-.-.L..,--..---,----,--,--J--.-..,-------.--.----,-L.......,---,----.-+--l
8.00 24.00 ~O.OO 56.00 72.00 88.00 '0~.00 120.00 IJ6.00 152.00 168.00 184.00
Fig.. 10.1
1.4 ~---------------------------,
14
1.2 KILN NO.1 12
10
....J
~
o
r Tyre 1 Tyre 2 Tyre 3 Tyre 4 Tyre 5 Tyre 6
I-
Z
W E
o Ovality/in o Ovality/out o Clearance o 0)
CO
Cf)'r""
1.6
Ovality (%)
~--------------------------,
20
Clearance (mm) u.. X
': j.,o".'
'J \ ....."•..~
. ','"
•
. , 1.4 KILN NO.3

o E
I-r-:
1.2 15 a.c.o
~(O
a: .
(9~
Wcf)
OZ
Z-I
«-
a:~
Tyre 1 Tyre 2 Tyre 3 Tyre 4 Tyre 5 Tyre 6
«cf)
Wcf) - f.
....J W
o Ovality/in o Ovality/out '."J Clearance O()
---0
>-0:
1 10 1-0..
-11-
KILN NO.5
.,.-
«w
6$
0,8 f-,
r-:- 8
0.6 <
,;
6
-
r--
r--
r--
I;:
0.4 4
r-- - r-- - r--
'.'
~ _r-- ~r-- _r--
r-- I -,
0.2 "
,: 2
I
o o
, ,",'
.... , , ; },
CJ Ovality/in o Ovality/out o Clearance
Fig. 1~-O.2
.. ' "-,' "
'.',
RESULTS OF "SHELLTEST' MEASUREMENTS ON

A WET PROCESS KILN 06.1/5.6 m x 189 m
~~jft:"~;~::;fi~::~~~~===~=::~~
TYRE 1 TYRE2 TYRE 3 TYRE 4 TYRE 5 TYRE 6
o
>-~
'-0
-1
-<:
>
o~
o
o
~ • ." ~ i o-+---~'---,...-----.-~--,.----Lr--.-----r---r-+-'-J,---,.-r--.,.---,-L--,------.----r--r-rI-l-..---,---,---+-_'
" ..
'r ,""
",'
,'.'
. "
112.00 128,00 144.00 160 00 176.00 192.00
.. '. "
~' ';, .-
,
, "
1Cf)
,2
'0
'I-
«
()
o~
1Cf)
:::>
o
'cr:
«
>
2
- 0
2
W
~
:. ", .
«
I-
Cf)
~
«
cr:
<.9
«
oI
~
Cf)
W
I-
~
~.
W
I
Cf)
Fig.10'.3
· ' ...
mc==IF=p=a===~D;:::r;::;=
WET PROCESS KILN 06.1/5.6 m x 189 m
1.4
1.3
1.2
1.1
0.9
~ 0.8
~ 0.7
::;
<{
> 0.6
0
0.5
~
.. :,'., '.' ..~~,

rI ..
.' 0.4
.'.
0.3
0.2
0.1
JL-- _
z ...
o 1.' r----,-~-_,_-__,_-..,_-_r_-,......._,
I- 1.3
~ 1.2
~ 1.1
II a:
oLL
1
0.9
0.6
0.7
W 0.•
o 0.5 .
0.'
W 0.3
I 0.2
l- 0.1
o ""-----'_---lJ
LL a 0.2 0." 0.6 a.! 1 1.2 1.4 1.6
o DEFORMATION Imml
Z
o ~ __J
I- 1.' ,-----r-----r---r---,-,--.--,----,
U 1.3
z 1.2
::::> 1.1
1
LL
a.'
~ 0.6
en 0.7
0.6
~ 0.5
r 0.'
I- 0.3
0.2
-l 0.1
~ a
> 0.' 0,6 0.6 1 '.2 ,... 1.6 a 0.2 0." 0.6 o.! 1.2 1.4 1.6
o DEFORMATION Imm) OEFORMATION lmmj
Fig. 10.4
Graph of Ovality
Plant ISigoenthal I Kiln ~Il'-,-_---,I,-- --,Date 10 .07.93

Dimensions [Diameter x Length) 4.2 m x 75.0 m I
Plane A B c D E F
I
Inlet 1 2 3
Ovality [%)
o. 2 ,-----+--t--------+--+---------+--+-----,
0.1 I - - - - - f -....- - - - - - - + - -
\ ~.' • I
•• 0,
o. 0 L..- "--_
. ~:.
)", '
.',1
. ..... ~. I . -,'~
"~: ',' . .::
,:
Fig: 10.5
Ovality Lines
Plant brigny/F I Kiln =15,-~~I ~~~__~Date 121.9.1993

Dimensions [Diameter x Length] 4.2 m x 60.0 m I
Plane A B C D E F
- - ~
Inlet 1 2 3
Ova lity[%]
~
- ~
0.6
0.5
0.4 / 7i
0.3 7/
//
---
....... , ..... ':' 0.2
-
"
0.1
/
/"'l:::::
~
~/
0.0 ,
, .' I~
';. "
Fig. 10.6
..
~RI,~;
. "
10. ••~)-
~'
• •- •
...
,.
·.J,..7 • ".-'
.
.~~: . -,;
.,
~~ "" L :
'1F"",';
;.:::-:-:: PLANETARY COOLER KILN
04.35 m x 70 m
Tyre 3
___I
JUNE 1995
OVALITY VERSUS DEFORMATION

1.2 i i i I I I I I I I ]
1.1
Q9
Q8
~ O~
~ Q6
~
~
0 Q5
Q4
Q3
- I
0.1
0.2 0.4 0.8 0.8 1 1.2 1.4 1.6 1.8 2

DEFORMATION (mm)
Play = 0 Play =6.5 mm

Fig. 10.7
:{:l~Q: ..
'-..
~ .\ ,...
...
.: ::
Tyre 2
PLANETARY COOLER KILN

JUNE 1993 JUNE 1995 04.35 m x 70 m
OVALITY VERSUS DEFORMATION

1.21 I I I I i i i I I A
1.1
0.9
0.6
l 0.7
~ 0.6
::;
~ 0.5
0.4
0.3
0.1
1-
02 0.4 0.6 0.6 1 1.2 1." 1.6 1.6 2
DEFORMATION [mm)
Play =13 mm Play = 16 mm

Fig. 10.8
.. .
~:;;;;:;;;:;:;;:;;;;;;;;;;:
I ---
TYRE 1 TYRE 2 TYRE 3 TYRE4
"SHELLTEST" MEASUREMENTS ON NO.2 TYRE DURING

A PERIOD OF 30 MONTHS
Ovality (%)
1r--------------lI'-----------------,
0.8
0.6
0.4
0.2
>i<----~
O~----'-------'-------'-----L-----L------l
06/92 09/92 01/93 06/93 06/94 07/94 12/94
Ovality (Ofo) Clearance (mm)

• ~ • , ," 1
0.7 , - - - - - - - - - - - - - - - - - - - - - - - - - - - - , 14
:>.:-1':~" ,t: ,.1
. . . :~'!-.':>:' .~':.<
:. t' j •• I I
0.6 F%%'&I Ovality o Play 12
0.5 ,, . 10
0.4 . 8
0.3 6
0.2 4
0.1 2
o o
06/92 09/92 01/93 06/93 06/94 07/94 12/94
Fig. 10.9
... \-\ ... 'l-::" ....
1 ~ ~~1~-~~;;;~·~·.~
.. ~ T -.
.... -
~ >'1-' ~ , ~.....,"l.e:.t:t!. .... (
··._i~i~11;:
~~ .
.·t .. _ .
.•'t'.. :
'
:: :T
.. _....... _.
~·-.:'·l'.~ ~
~
.
...
;".'-...
, ....
VERTICAL DEVIATION [mm] HORIZONTAL DEVIATION [mm)

5 5
-10I
-15
·5
.~I
~ ~
~
----- ~
o
-5
-10
-15
------ ---.
-20 -20
) 2 3 4 I 2 3 ,I

:~~~::m;;n;;~7K~::~~m:~::,.-..::!~~;,'"~~~~f.:~:::::~~~~::&~:::ll:·
:·;.:,:·:.;...;.v(;...:·;.:~",;.;.~,:::~~·: ....:::.:«o:;.:,:.;...:~.;w;,;·:~:,;.<: ::,::;.;.;.v:.»;.;.;;:w...:t ~:;fl:"
04.5 m x 68 m
.1
TYRE 1 TYRE 2 lYRE 3 TYRE4
RESULTS OF KILN AXIS ALIGNMENT CHECK

HOR. CORRECTION/LEFT HAND ROLLER [mm)
5
II
~
-10
-5
'" .............
./
./
./
"'"'
-15
-20
-25
I
"' '--tV
2 3
..........
4
HOR. CORRECTION/RIGHT HAND ROLLER [mm) ¢=>
----
5
o
.~ ./'
I
HORIZONTAL MOVEMENT OF THE ROLLERS
-) I
............... ./'
-I , .............. ... ./"
-2 I
-25
2 3 4
Fig. 10.10
:~:T,~r'-
.- \~:!'~~~:- -:: . i·
~ -.
. .. ~: ~
-".
I'
,'
.. ' . t
,:
~ {§ ..
:"~.~
! ...... .,,;; .. ,'.~ '1.

.~ -,":;<~~;' :~ ~>.;.
"'.' ~~'t·i ~'; r~ .'- .~l •••
:;:(::;:::::;::;::;:;:~i;:;':r.~,:;:::::";:~'
...., , ,..,......• .....•..
~.~.,
EFFECTS OF ROLLER
PUSHING AT TYRE NO.2
, ,'1 ;';';-;";';";';';";'::';';"::;,';';':':';';';';';-;
TYRE 1 TYRE 2 I
TYRE3 TYRE 4
Average [%]coav :: 0.32 Average [%]wav :: 0.50, Average [%] wav :: 0.55
1
11 I I I 1(
0.9
08
0.9 // 0.9
I I I
0.8 0.8
0.7 0.7 //
~ 0.6 ~ // ~
0.7
>- 0.6 0.6
f-
0.5 ~ /
~
11--;;;1
:::::i
~
0.5
~
<{ :::::i
> 0.4
~
0
0.3 o o
0.4
/ /../
,/ 0.3
02
0.2
...
o~ ~//'
0.1
0.1
0 I I I I I o.
0 0.2 0.4 0.6 0.8
1 1.2 1.4 1.6 o 0.2 0.4' 0.6 0.8 1 1.2 1.4 1.6 o 0.2 0.4 0.6 0.8 1 1.2 1.4 1.6
DEFORMATION [mm] DEFORMATION [mm] DEFORMATION [mml
Average [%] CIlav :: 0.18 Average [%]wav :: 0.27
/
~9
~9
~8
~8
~7
~7
~ ~6 ~
~
:::::i
<{
>
o
0.5
~4
~
~
0.6
~5
~4
/ ......
......
0.3 0
0.3
~2
0.2
~1
0.1
o 0
o 0.2. 0.4 0.6 0.8
1 1.2 1.4 1.6
DEFORMATION (mm)
0 ~2 0.4 0.6 0.8 1
DEFORMATION [mm]
1.2 1.4 1.6
'=> 19.2 mm ¢= 16.3mm
Fi • 10.11
r Date!Time Clearance
[mm]
Ovality
[%]
17.07.94/06.55 15 0.8
rI
'.
17.07.94/09.15 14 0.7
17.07.94110.30 13 0.65
17.07.94/11.30 12 0.55
17.07.94/12.45 11 0.45
17.07.94/13.45 11 0.5 CLEARANCE AND
17.07.94/15.20 10 0.47
OVALITY READINGS
17.07.94/16.30 9 0.4
17.07.94/17.25 9 0.35 DURING HEATING UP
17.07.94118.30 8 0.4
17.07.94/20.15 8 0.35
17.07.94/21.45 6 0.3
17.07.94/22.30 5 0.3
II 18.07.94/01.30
18.07.94/03.15
4
0
0.3
0.25
.
I... • :.>~,.", ... ~i PLANETARY COOLER KILN
·.'-····r " ~ :
, .... '~' .. " ' . 04.5 mx68m
:TYRE 1 TYRE2 TYRE3 !TYRE4

+
OVALITY AS A FUNCTION OF THE CLEARANCE ~----,
1 _.- I
..
0.9 roSR =0.04 X SOP + 0.086..... [0/0]
/" .. : ~~ .. :~~;.- .. 1
· ·u· 1 ~}, J
~1X.:~:!", j~>.~ .
0.8 •
•low',· :,. ~ __,\" ~J-i I 0.7
~"'." :. •
• " vI •
.... ...
.- : :--'1
~
~ 0.6
>-
f-
....J 0.5
~ 0.4
0
0.3
0.2
0.1
16 15 14 13 12 11 10 9 8 7 6 5 4 3 2
CLEARANCE [mm]
Fig. 10.12
' ...' . .' I
1.5
OVALITY AS A FUNCTION OF THE CLEARANCE
VX j VYj
1.4
0 0.4 1.3
2 0.45 1.2
4 0.5 1.1
6 0.55
7 0.7 ;R
~
0.9 •
7
9
0.65
0.9
~
-I
«
0.8
0.7
•
9 0.8 > 0.6
0
10 0.75 0.5
10 0.95 0.4
13 0.8 (OSR == 0.05 x SOP + 0.28 ............ [%]

15 1 0.2
0.05 X SOP + 1.5 x (OTR .••.. [%]
0.1
0
, .
a 4 6 7 8 9 10 11 12 13 14 15 16
",'
CLEARANCE [mm]
• ~:. . '
.. .j
TYRE 1 TYRE2 . TYRE 3 TYRE5 TYRE 6
LONG WET PROCESS KILN-------· ; TYRE 4 .

I
06.25/7 m X 202 m
.... ,----------------
OVALITY AS A FUNCTION OF THE CLEARANCE
VX j VYj 1.5
I' •
1.4
, .. '
1 0.4
-. , , . ' .\'.
1.3
. '~--~." ~
.~; 2 0.45 1.2
.'~:.~,~: J·"';':f...·\·~~j 5 0.5
, . 1.1
" 6 0.55
7 0.7 ;R 0.9
~
7 0.65
~ 0.8
9 0.9 -I
« 0.7
12 1.1 > 0.6
0
13 1.25
• •
0.5
13 1.2 0.4
14 1.35 0.3
(OSR == 0.08 X SOP + 0.14 [%]
15 1.45 0.2
0, ,
0.08 X SOP + 1.2 X (OTR [%]
0
a 10 11 12 13 14 15 16
CLEARANCE [mm]
Fig. 10.13
-: ;.. .., .~: ..,
,. "";_. ,l~'.,~ " :
- - Schlupf
r " 50
--+--- Thlor. Laufringsplel
45
40
I
~
35
\ ~ -~
I
r~
30
E
.E
a.
~
25
"
:2
u
en
r~
20
r I
~
15
-.
10 •
r----------- r-......
5
0
---- r-
16.07.94 16.07.94 16.07.94 17.07.94 17.07.94 17.07.94 17.07.94 17.07.94 18.07.94 18.07.94 18.07.94 18.07.94
09.36 14.24 19.12 00.00 04,48 09.36 14.24 19.12 00.00 04.48 09.36 14.24
....1 '. ~ : l ..:. ,; ... - ~
, ._ ~ ;

04.5 m x 68 m
- - - - ._. __ - - -- ._---._--- -
... -
.. ...
.::"~ ~ ~.
'TYRE 1 , TYRE 2 TYRE3 TYRE4
l I~o. - - 120· ---+-- 240· - Durchschnirt I

'~~:' ,
1.00
0.90
.....
0.80 ~
0.70 ~ t---..
0.60
~h / .- A
9.08-19.1 Uhr Ofen au fall
II ~ ~ ~/
~""
--
a:- 0.50
~ ~ ~ r\:::~ ~/ ~
0.40
...... .....
~
~
0.30
\
~~
0.20 \---- -- 1"'
0.10
23.53 Uhr M9hlaUfgabJ
0.00
16.07.94 16.07.94 16.07.94 17.07.94 17.07.94 17.07.94 17.07.94 17.07.94 18.07.94 18.07.94 18.07.94 18.07.94
09.36 14.24 19.12 00.00 04,48 09.36 14.24 19.12 00.00 04,48 09.36 14.24
Fig. 10.14
',i~~t;;
~~ .~.
, ~.;::. ~ • I~'
t.-:",." ~ . '" ..;:
-"
. ~.~lr~. :.:. '. _ • •_ .6 •• J_
CLEARANCE AS A FUNCTION OF THE TEMPERATURE DIFF.

TYRE/SHELL TEMPERATURE DURING HEATING
400 , , , i I I i I I I I I I 20
0 350
L.. (4)
c
~---
w ~ 15
~
:::> 300
f-
E 10
C?
w 250
n.
.sw (3)
as
f-
200 0
Z 5
--l C?
w 150
--l
iii--l
I
u 0 -
(2~
C/)
W 100
~
(1 )
i'-: 50 ~o_.,....--<r .1'"'\ -5
o I I I t I I I I I I I I I I t I
4 6 8 10 12 14 16 18 20 22 24 26 28 30 32 34 36
-10
HEATING TIME [Hours) 0 60 80 100 120 140 160 180 200 220240
-0-- Tyre TEMPERATURE DIFFERENCE [OC)
->E- Shell
TYRE/SHELL CONDITION DURING HEATING

CLEARANCE DURING HEATING
20 I I I I I I I I I I I I I I I I I
E
.s
15
10
Jwu!f!0
f 222/, ~~
w STH
o
z
~
5
({{{~r{{{{' ~ (1) NORMAL CONDITION Sop> 0
~ 01 ~ 7~"-- ~ (2) CRITICAL CONDITION SOP = 0
(3) EXTREME CONDITION SoP < 0
-5
B Sop» 0 (4) CONSEQUENCE SOP » 0
-10 I I I I t I I I I I I I I I I I I
4 6 8 10 12 14 16 18 20 22 24 26 28 30 32 34 36
HEATING TIME [hours)
Fig.10.15
" ,',
TEMPERATURE DIFFERENCE DURING HEATING

240
220 -e- Tyre 3
->(-
Tyre 2
,
" , ',.'
. ~
200 -+- Tyre 1
W 180
o
Z
W 160
~
W
l.L 140
l.L
(5
120
W
~
::J 100
f-
~ 80
W
0...
:2 60
w
f-
40
20
0~:t=:::::±:::::........L_L-~-L---.1..-----JL-..L-L-----l_l-..L--L---.1.._L-..L-L---.1..---.-J
4 6 8 10 12 14 16 18 20 22 24 26 28 30 32 34 36 38 40 42 44
HEATING TIME [Hours]
.....
'. -1
'
'~ll
LEPOL (SEMIWET PROCESS) KILN 05.6/6.0 m X 90 m
TYRE 1 " TYRE '2 . TYRE 3
CLEARANCE TYRE/SHELL DURING HEATING

14
l. 12
10
B
E 8
.. .,
~ , . £
w 6
0
z A
~ 4
«
w
--l
0 2
0
-e- Tyre 3
->(-Tyre 2
-2
-+- Tyre 1
-4 '---'-------L_....L---'-_...L---'-_.L.....-......L.---'_.....L..----l_.-L-------l..._...L----L_L--.....L..----l_.-L---I
4 6 8 10 12 14 16 18 20 22 24 26 28 30 32 34 36 38 40 42 44
Fig. 10.16
r
OU MOVEABLE AIR FANS (3.5 kW POWER)

T MPERATURE POE SHOWING A TYPICAL HOT SPOT
rI (DC>
460'-
f· _.
SIRCEM 3.90.a
Fig. 10.17
. . .. ,,~ ...

400 I I I I I I "1 I I I I I I I I I
350 r- ...1)...
-
p Tyre
t----T---+,
W 300
c:: t-
-~-
Shell / , -
:::> / '-+---..
f /
~
~
I '~--
250 t- A -
w
a.. _..-+--
~
w 200 t-
..... A'
,...-
,...--1' -- .-r-
,C'"
.....c ..
..0
-
-l /
-l /
W 150 t- .+ '0·· ." 0· · -:-
I
I
/
(f) ....... (l
/ c
J W 100 t- ~_--1"" ... 0- .....
.. 0'" -
c:: . .D •.•...
~
/"
50 t- A ......
,...-A-/"
-
,...-
< 'j' 'j'" I I I I I I
OC----1._--l....._...I........---l_-L.._...J.----lL.....--..L._--l....._...I........----'_-..l..._--'--_l.--1._.....J.----.-J
I I I I I I I
6 8 10 12 14 16 18 20 22 24 26 28 30 32 34 36 38 40
. ....:...: . ' ,
~,
, ','.' .,' .1 TYRE 1 TYRE2 TYRE3

" ,'. ;' ::~.'. I
'·,1· .
.....................' : ·~"""~~~x~".·.·~x.·~= • ••••: : .~. . . ~~ : ,:-:0:-. :·>:·:-:-:·:·:·:·:~·:_x·:_x_»:_:·:-:-~~. ; :::..... :_:-:~.~:.:_:.:::.:_::: ...:.... ':.:.~:_:.:_: ... :.:.:.:~::. :: :.::::.:::.:.::~:
.... : ~~.·.· ......):;;;.";~~.·:;~~.·.·N:;:;;;;»::;;;;z; : ;::::;;~;:::;.. ::::~~;;-;:::::;::~::;:::;::::~::;;;:;;::::~:. :' ,,~:;:.:;;:.~::-;.::~:;-;~:;:;::;;;:z::~'::~::::;:.::~;::::;;~;. ': ..~:::::::::::.
. _I. -- --- I
LONG WET PROCESS KILN TYRE4 TYRE 5 TYRE 6
06.25(7 m X 202 m
· · : ' , · ..... l , •• ,j
····;'1·· ~ I 12 -e- Measured

Ideal
10
E 8
oS
w
u 6
z
~ 4
«
w
-l
U 2
Or--------------=~c::::--------::::~------j
-2
6 8 10 12 14 16 18 20 22 24 26 28 30 32 34 36 38 40
Fig. 10.18
"t. ,;.~ •. ', ,~'. ,-A
., , ' •• t

400 I I II I I I I I ~ I I I I I
-
350 to-
Tyre
..• [t ..
__ -T
P -+-_-~--T----r
,":.
w
c:: 300 I-
-+- Shell
,.--_-Y"
_..A-'" --"""""--t--_ ---
::> /
~ 250 ~
/ -
c:: /
w /+
a.. / e.
~ /
•.D ...••.•.•
-
w 200 to- / ....c.- ~ ..-
to- /
of'
-l /
-l
W 150 ~
/
/
...,. .'
I
en .f
W 100 ~
/'
/' ..., 0'
-
c:: / .•C"
~ /
/
.0' -
50 ~ ~/
/'
o (./'-..._·..l<:lI_..·_·.._·~L·_...1' _ _.L
'---l'__.L
'---l'__L-'---lIL-----l.'--.l-'--.l.'--..L..-'---l'--.L.-
'----,',-------,
6 8 10 12 14 16 18 20 22 24 26 28 3032 34 36 38 40
; ,:~ .. ' .. ,., ~. 1
;,f. 1,4
D
LONG WET PROCESS KILN TYRE4 ; TYRE 5 TYRE 6
06.25/7 m X 202 m

30
25 Measured
Ideal
20
'.'
E
~
.§.
w 15
0
zc(
c:: 10
c(
W
-l
0
5
ot-----------.:::=---=:::..----------------I
-5 L---1._-'-_-'-_..L..----l_.....L._....L-_..L..-_L....---l._.....L.._-'-_..L..----l_.....L._....L-_ _
6 8 10 12 14 16 18 20 22 24 26 28 30 32 34 36 38 40
Fig. 10.19
400 r---rl--r-I----rl---'-
I---'Ir---.-
I---'Ir--...,--
I-;--I----rl---.- 1-,..-1----,-1--,..-'-
I---'Ir--...,--
350 I- ... ~ ... -

f' Tyre
~ -+-
iii Shell _~--r-~-~--~--+--~--~--
a:: 300 I- ~/~- -
::l +---+
~
/
250 I- /
/
-
W /
Q.. /+
::2: 200 I- ~/ -
w
I- ;t"/ .0 ··· ·~····_·····.c········._D'_ -fJ G- - .
....J
....J / .. -0""""
W 150 I- / ..·0· ..·· -
/ .. -0"''''
I
en I .... -D .
..·0'"
W 100 - /
/ 0" -
0::: /
~ /
/
50 I- .J -
.'
< y ~.
;'
o "----'-_--'----'l-.......l.._...l-...-----.l._-l-_.L------.l._-l-_..l.--.l._-l-_L-----L_-L---l
I I I I I I I I I I I I I I
6 8 10 12 14 16 18 20 22 24 26 28 30 32 34 36 38 40
HEATING TIME [Hours}
,(,t.:':',:>': j
~_. ,l. ~.' ,:.~ ." ~
< .", "I
. '"
0 ,· · ·
....
,
.•.•.: : .•••........ " . .: .X":~.~~~:~~;.~~~~ ;"
.;;;;": : ;;.·.·;;;;...·.':;.·;;.·;;.·;;.·.·.·.·.w;;.·:;;,;;;:; ..•••.•.: ::;;;::':;;;';;::::::::;;:;;::;;::::;;';;;:;;::;;;:;;;;;;;:';;;;;;';;;;;;':"
...••;•.• ~.:>: .•:.~ ..•~ .... :::.:-~::. ;.
'::::::;;:;;;;;;:.::::::»;;;.,;::::::;;::;;::;;»~;.~;::;::";
TYRE4
.._J__ TYRE 5 . TYRE 6
LONG WET PROCESS KILN
·06.2517 m X 202 m

16
't.~.:\., 1"1';,,;
14
-e-
Measured
:~i,~~,~i. 12
Ideal
*:")' ,t. ~~. ~~ ~ 10
I " ~~ .. ' .
E
.s 8
L w
u
z
6
«0::: 4
«
r w
....J
U
2
0
-2
-4
-6
6 8 10 12 14 16 18 20 22 24 26 28 30 32 34 36 38 40
HEATING TIME [Hours}
Fig. 10.20
i~'i::
....
• "0
' ..
1
""1£iT?
':If::~::('
TYRE 1 ·TYRE 2 TYRE 3 TYRE 4
Average [%)(j)av = 0.35 Average [%](j)av = 0.49 Average [%](j)av = 0.32

1 1
~9 /-. 0.9 ./-. ~9 -
~8
//,/ 0.8
~ 0.8
~ ~7 0.7 ./// _ 0.7
~
I
*- ~6
// ~ 0.6 ~
- 06
-
. / -
~ ~
Z ~
0.5 ~
0.5 ~ 05 /
~
~
> ~4
~
1) 0.4 ~ 0.4 ./
~
0
03 0.3
o
0.3
ill
~2 0.2 02
I
0.1 0.1 0.1
0 0 0"'---'----'-
0 ~2 0.4 0.6 0.8 1 1.2 1.4 1.6 0 0.2 0.4 0.6 0.8 1 1.2 1.4 1.6 o 0.2 0.4 0.6 0.8 I 1.2 1.4 1.6
DEFORMATION (mm] DEFORMATION [mm] DEFORMATION (mml
Average [%](j)av = 0.68

/
0.9
.-/
09 09
Z 0.8
0.8 . //
0.8
,/
-.JO /'
~~ ~
0.7
0.6 /
...- - ~
0.7
..-
,/
/
"l
0.7
0.6
>-
.... 0.6
20
a:z
00
ZO
~
<{
>
0
0.5
0.4
0.3
/
-
~
~
>
0
0.5
0.4
0.3 /
./
/ ~
~
<{
o>
0.5
0.4
0.3
0.2
0.2 02
0.1
0.1 01,/
0 o L-
0 0.2 0.4 0.6 0.8 1 1.2 1.4 1.6 0
0 02 0.4 0.6 0.8 1 1.2 1.4 1.6 o 0.2 0.4 0.6 0.8 1 1.2 1.4 1.6
DEFORMATION Imm)
DEFORMATION (mml DEFORMATION (mml
Fig. 10.21
".;:.i~~:'
.. ~ ...
~
..... ",~,.>;c~.r.'
'~';/';'. . :~~~'?-,Y.- ....
.
.- . .:t·:"·"-,·
- ---.
.. ...
.,._,.:e:o..:-~7·-··
-
..: .::- ,':;0
. 'i::~'~~~~'~':~
_·X~:·:\·
- _.
-
, ~k:~,'~::~':· .-
. :. ~~ .'" ,
;
.. ,
,
,':
" ---,-'- !....::.... --:..
1- .
i CYCLIC SHELL STRESS AS A
i
: FUNCTION OF THE RADIAL DEFORMATION
DEFORMATION DIAGRAM CYCLIC STRESS PATTERN

o
STRESS AMPLITUDE
aa ~ +~O's
2
270 f---j I I I I I H-1~H 90 i1as
~as=4XosxtXE
180 0: 90 180 270 360 L2
RADIAL DEFORMATION Os PEAK - TO- PEAK STRESS ~crs ~ 30xwsxtxE

L2 x d
OVALITY COs ~ 3~ x Os x d
Fig. 10.22
EXAMPLE OF CYCLIC SHELL STRESSES OF A TYRE
SECTION
WET PROCESS KILN 0 6.1/5.2 m x 170 m
.... ~...... ..... .. ~ ~
~._;.;:;:;;;.;;;;:.;,;;;;.-;;.·;;;;;;~I;;' •. ~ ....;:;:;.;::
Diagram 1 2 3
SHELL THICKNESS Deformation [mm] 1.13 1. 00 11. 00
t = 80 mm Ovality [mm] 30.80 27.17 27 17
Ovality [%] 0.71 0.62 1 .
0.62
N/mm2
+80 r--T-'--r----.-,--,----,--.---,----,---.---.-----.
(f) 0
z
n::
w -80
~
«0... N/mm2 2
(f) +80
(f)
W
n::
I- 0 If' i\. I
I r\
(f)
J r-.. I I ",.,
\.
-.J '" /
-.J
W -80
I
(f)
N/mm2 3
" ", ~ ~'J
() +80
-.J
0
>-
() 0
-80
1 2 3 Diagram
26 15 23 07 23 07 Peak-to-Peak Stress [N/mm2]
1 . 1 .
11.54
1 .
11.54
13.07 Stress Amplitude [N/mm2]
.~
.. :,:"
'.
.
'~I
'.'
./
,
~
.~ '•.".,1
.. 1 ' ..... '
J
Fig. 10.2
')(""ol
, .
I.~.\\,........;: ..'" ,.,.
:)~, .. / .... '.
CYCLIC SHELL STRESS AS A FUNCTION OF

THE DEFORMATION AND THE OVALITY
180
~ - t = 100 mm
160
til
a..
~
~ V
140
(/)
(/)
w 120
...V"
V
./ - t = 75 mm
a::
I-
(/) 100
/' ./
~
~
<{
w 80
V ~ .- - t = 50 mm
a..
6I- 60
V V ~
~
i-"""'"
~ ~~ ~ - t = 25 mm
<{
w
a..
40
20
~~ ~
- ~
~::;..--
0
o 0.25 0.5 0.75 1 1.25 1.5 1.75 2
DEFORMATION [mm]
80 r--~----r---r--""'---r----'
til
a.. 70 t = 25 mm - t - - - j - - + - - - - i
~
(/)
(/)
60 t----t---t--_+_--t--+7"'''"--i
W
0:::
l-
50 t----t---t--_+_---I-:::l,;c--+-----i
(/)
~ 40 t----t---t--_+_--;;tC--t-----::~~
<{
w
a.. 30 I----I.----t---",.e-r--:::;...-r----::'-":::""--j
6
f-;- 20 t----t----::.,..er-"7II"'-~tIfIIIl!::--t--+---i
~
<{
w
a..
10 t--"'7"I:~-r-_+_--t--+---i
t 06.5 m .-----,
O~---L-----'-----'---'----'----'
o 0.25 0.5 0.75 1 1.25 1.5 05.0m --....,

<::~~;J;~;i OVALlYTY [%]
03.5 m
~~~:';'<'~I~\t,~
.... !
140 ..----,.---.---,--..,--..-----,
"", til til
a.. a..
~ 120 t = 50 mm -t---+--+7'~ ~
(/) (/)
160 t = 75 mm -+--+-+----1f7'G------l
(/)
W
100 t---+--+-_+_-+-:.,fC-+---I (/)
W
0::: 0:::
rI l-
(/) 80 t---+--+-_+_-+--+-----::~--I
l-
(/)
120 1---+--t---l--7F-+-+--:.iIIC------i
~ ~
<: 60 1---+--+-7i"t---::oo""F-----".,ol'C'---I <:
w w 80 1---+--t--r---+-:::..-'r""bofllC'--t-------i
a.. a..
6I- 40 I---+-A-~~.,c;...-+--+---i 6I-
~ ~ 40 1---+7IfIL--..""'"""--t---!--f----I
<: 20 1--~7500"""'+---+---+--+---i <{
w w
a.. a..
O~-----L-----l....----'--...J....-._-'--___'
o 0.25 0.5 0.75 1 1.25 1.5 o 0.25 0.5 0.75 1 1.25 i.5
OVALITY [%] OVALITY [%]
Fig.10.24
· I .••..•. :: .\
TYRE 1 TYRE2 TYRE 3
~~:~~:~:~::;~;t;;~:~:;:;:::;~:~:~:m~::::::r~~.::~:~:~ :; :?IT~:-~······· »:-~~ ..~ ,'-~::~~ :::::8;t~~~::

;:;:;:::i:;:::;:;: :.:.;.:.:.:.:.:.::;:;:;:;::.:.::.... :; ~~~~~:;:;: .\:;~;~:~:~:\i;i~~~;;~~:~t;>:;:~:;::~:;:;~:;:i:;:i: ;:;:i:i:;:;:;:;:;:i·;:;
STATIC LOADING g..,..---------------------l~-----I

o
lD
OF A PLANETARY
COOLER KILN o
a
r'"1o
N'-
~
~
"-
zo
~C:
o
N
gJ:::::-""""--------7'\-----=::.L...---LS------"li:
a
N/mrn2 1
+80
+40
o II~, /
)
~
~
\ '-
.....
...
-40
V " -- ~
-80
CYCLIC SHELL STRESS t RADIAL DEFORMATION
80 r----r....:....:..:=..:....=..:....,=:-.:....::....=----,---~--I--~
m
a..
~ 60
ill
o
:J
~
:::J 40 l--\----I--~r--+--+-_f--r--_t_----'l-t_--r-
a..
:2
«
(f)
(f)
W
~
~
(f)
--20L----L---L---......L---.l-----:'"~-____::3
o 0.5 1.5
KILN RPM
Fig. 10.25
ASSESSMENT OF THE FATIGUE RELIABILITY
REFERENCE STRESS PATTERN

100 Static bending stress O"bS = 44.6 MPa
',"
n. 80 Stress amplitude O"a = 34.8 MPa
~ Mean stress
0
w
60
O"m = 44.6 MPa
::>
f-
Max. ref. stress O"vs = 79.4 MPa
::;
n.
:::;
40 Limiting strength O"lim = 170 MPa
<{
CIJ
CIJ
w
20
Tot. derating influences U ktot "
= 1.7
0:: Fatigue strength O"E 100 MPa
f-
CIJ 0 ------------------------ Admissible stress O"adm = 88 MPa
-20 Safety margin S = 2.5
0 2 3
KILN RPM
FATIGUE DIAGRAMM ACCORDING TO HAIGH .' ~:'~ '-! ~f

150.-----------.----..,...,---..,.-----.----.-----,--------,
• '(,.~<.~,'" ". ~'l
140 , ~ ;. ..
(
130 ......... .(.
120
'" 110
~ 100
w 90 .... "\
o
::> 80
f-
::; 70
n.
:::; 60
<{
50 SAFETY
CIJ
CIJ
w 40 . MARGIN
0::
f- 30
CIJ
20
10
o~---+-----'-------------~~---j
-10 : I
-20L--s-0----l0----..l...lSO-----1LOO----.J.1S-0-----:2::0-=-0-~~-=2-::S0
MEAN STRESS [MPaJ
,.,1' .. ,
'00 j r '". '.,:' .: ',}
I
0 -- P~1i5hC'd ~llin plitt' r-tttt

-t-- ~c .. 1 sundard aNi_tlcn
- 0
. l- ii':' bTl II i
. ..
Om
;-r-. ~ ~ ~
'o~LUJ)
.
0"
Additional derating influences: . ~ t-r-- ~ mean curve
Notch effects (welding joints) ~K = 1.5 - ..

0
. 10
r I Corrosion ~c = 1.5 - .
0
Low-c:arbon I'tHI
nintofc::efN1lt off
L'?Cltion of hilurr::
o Pllte or weld ed~
"
• PorositY in weld
A. Sitg near turt.ct
B
.6 51'9 lit midthicknes:s " V
FATIGUE LIMIT 6
V Lack of penetrltion
I~
10' . 4 6 8 10' 4 6 8 10'

Flttqut life, eyelet
S~N CUf'¥CS showing efTter of vuious weld defects on fatigue life or Sl

low-carbon sltel weJdment. presented as a comparison with fatigue life
of the plale.
Fig.10.26
II ~.""'" ;.,
- .... ----
PREHEATER KILN, 05.4 m x 78 m
TYRE 1 TYRE2 TYRE 3 ' , • , • I
CRACK FORMATION IN
A WELDED JOINT
INADEQUATE DESIGN
CAUSING EXCESSIVE
NOTCH EFFECTS AND
A SIGNIFICANT
REDUCTION OF THE
STRENGTH
Fig.10.27
,
.,/
t,.. -~ ..
.
~~4 /~~·~.'I(.~t~
!~ \\ ~~·::i '!.~:.
ASSESSMENT OF THE STATIC STRENGTH OF A ~{~ i~~~,.;,;~~j:.
WELDED JOINT :'.'.<f~,
','.
.;,:.J~::
~'f
. " .
2:,---_ _V--=E:..:...:,R..::...:GL:...:E:..:,!..::...:CH..:..:S:..:S..::...:P:..:.AN:..:.N...=.U:..:.NG::....:E=--N
o
----,--_
PREHEATER KILN
"' o 5,4 m x 80 m
STATIC BENDING STRESS

0 bS = 42 MPa
o
~..K.----,.,--------~rt-----=:..------;'\--~
r
3
::. / ~(~ :~:'ft~
~l • I'/~~,.~. ~ ~'.
J
, ','
..... ~. '
H-l+++AlIII---+-"'-~ 0
CYCLIC SHELL
STRESS
-80
- -- - _. -_ .
I
REFERENCE STRESS PATIERN I REFERENCE STRESS
100 .---~---,---------r------,
0 vs =82 MPa
ro
D.. 80
~
w
o
STRESS AMPLITUDE
=>
f-
:J
0 a = +/- 40 MPa
D..
~ j'
r: ~ :~~~~ ~~.~.'..
CfJ
CfJ
w
MEAN STRESS . .. I
( ...
••
~.
<r
f-
CfJ
o -------------- 0m = 42 MPa I' ...• J •••
-20 L -----l----~2-------:3
O
KILN RPM
FATIGUE DIAGRAMM ACCORDING TO HAIGH

80 , - - - - - - . - - - - - . . , - - - - - , - - - - , - - - . , - - - - - - , - - - , - - - - - - - ,
70 DERATING INFLUENCE
ro
60 CXlctot = 3.7
D..
~ 50
w
o 40 .... ,,,,,,,,
=>
f-
:J
SAFETY MARGIN S =1
D.. 30
::<
<{
CfJ 20
CfJ
w
<r 10
f-
CfJ
0
-10
-20
Fig. 10.28
-50 0 50 100 150 200 250
MEAN STRESS [MPa)
", .... , ...,

LOOSE RIDING RING ATTACHMENT
SYSTEM "POLYSIUS"
1 Riding ring shoe

2-
2 Radial retainer
3 Axial retainer 1-'
4 Inserted shim
SHIM PLATE THICKNESS: ts = Sop-3 [mm]
10
E 9
E
~ 8 ./
(f) ~
(f)
7
l/
w ~
z ~
~ 6
~
I ~~
5
f- ~
W ~
f- 4
~
~ 3
~
"
0..
~ ~
2
I ",
(f) l-'"
o "
4 5 6 7 8 9 10 11 I2 I3 14 15 16 17 18 19 20
CLEARANCE [mm]
Fig. 11.1
OVALITY 0.9
MEASUREMENT 0.6
1981 0.7
0.6
~
~ 0.5
:::;
«
>
0
0.4
0.3
0.2
0.1
0
0
Tyre 1 Tyre 2 Tyre 3
20 ,------,-~-----r---"T--___r--___,_--__,__--__._--...,._-______,
N
REFRACTORY CONSUMPTION
E
£
z 15
o
f=
c..
~
:::J
if)
Z
o
o 10
l?
z
Z
--I
II
5 L - _ . - L - _ - - - l_ _--..I._ _----L_ _---l.._ _-L_ _...L~--L----I
80 83 84 85 86 89
OBSERVED TIME PERIOD
0.9
0.8
0.7
0.6
~ I
>-
f-
:::; 0.5 I j
«
>
0 0.4
0.3
II
II
0.2
OVALITY
0.1
MEASUREMENT " " ,'[ I
:: "1 I
0
0 10 20 3D 40 50 60 70 80 90 100 1988
Tyre 1 Tyre 2 Tyre 3
.,,; I
r J
Fig. 11.5
I . :~~:'~'~" ;~;':
.. .., ,
'1/"(" :~ ... 'f'i~i·~..!·

,.;....
l .. " ..
I··.··' "
OVALITY LINE DIAGRAM

0.9
0.8
0.7
r
0.6
~
~
r :J
0(
>
0.5
0
0.4
r 0.3
0.2
, ",.: i
, '
"
0.1 t • ",~':. ;~:
,
~ "t'.'
0
---.1_- ----,
TYRE 1 TYRE 2 I TYRE 3 :
I
l OVALITY VALUES (FROM 30· TO 30·)
vx.,vz.I
0 0.7
30 0.73 0.9
60 0.75
0.8
90 0.76
120 0.71 0.7
150 0.59 ~
180 0.49 ~ 0.6
:J
0(
210 0.42 >
0
0.5
240 0.4
270 0.39 0.4
300 0.48
330 0.54 0.3
360 0.7
0.2
0 30 60
I Fig. 11.6
.' i ' , .,•
~
,>.". ;:.,.. \.. . .J

" "
TABLE OF THE CORRECTED RIDING RING SHOES
Shell lines co G - co K \jI hCCIT [mm]

1 (0°) 37 (+) - 120
2 (30°) 38 (+) 0.24 106
3 (60°) 39 (+) 0.36 98
4 (90°) 40 (+) 0.50 90
5 (120°) 36 (+) 0.42 95
6 (150°) 31 (+) 0.29 103
7 (180°) 26 (-) - 120
8 (210°) 22 (- ) 0.29 137
9 (240°) 21 (-) 0.42 145
10 (270°) 20 (-) 0.5 150
11 (300°) 25 (-) 0.36 141
12 (330°) 29 (-) 0.24 134
1 (360°) 37 (+) - 120
~~
l" :J
• -.on""".."",,_. _....... "
~
,IJ;;:;;:.:.;;::.;) I :I C~:' W-;;:·:·:·>"·:·:·:·;"'··"··,,,,,,,,,,,··,,,,,,::-;,,;;;,,,,·,,,,,,,,,,,;J( ~

)r:;;\. ?- • ~ .,'
--- -- ~ ~
~.
i~
,'.0;,- :: ;.'
TYRE 1
~"'.;i
TYRE2 •TYRE 3
. ~
r----.,,.----.-- OVALITY LI N E DIAG RAM

0.9
0.8
a
0.7
0.6
~
....
~
::; 0.5
«
>
0
0.4
0.3
0.2
0.1
0 · . ,; ,~
·~ ~ .~ .r' ..
Tyre 1 Tyre 2 Tyre 3 Tyre4
' ..
.:
Fig. 11.7 .. -'

"
· '
"" - "
J .'. '
.. . '.~.~\::;.:~ ::':" :'::

\ .... ,).",.
I~'l;'t{~('''('):il';j~

Shelltest User Guide-Optimized

Hochgeladen von

Dokumentinformationen

Originaltitel

Copyright

Verfügbare Formate

Dieses Dokument teilen

Dokument teilen oder einbetten

Freigabeoptionen

Stufen Sie dieses Dokument als nützlich ein?

Sind diese Inhalte unangemessen?

Copyright:

Verfügbare Formate

Shelltest User Guide-Optimized

Hochgeladen von

Copyright:

Verfügbare Formate

Corporote Services CH-5113 Holderbank/Switzerland

2. EFFECTS OF MECHANICAL AND THERMAL LOADING 6

II 3. RADIAL DEFORMATION, EFFECTS AND INFLUENCING FACTORS

-.\ . 3.2.2 Clearance between tyre and shell 13

4. SIGNIFICANCE OF THE RIDING RING CLEARANCE 15

5. DETERMINATION OF THE OPERATING CLEARANCE 19

, .... 5.3 Mechanical measuring device "':. 19

6. KILN OVALITY MEASURING GAUGE "SHELLTEST" 22

8. EVALUATION OF THE "SHELLTEST" DIAGRAMS 27

9. EVALUATION SOFTWARE "SHELLSOFT" 44

10. OVALITY BEHAVIOUR OF ROTARY KILNS 50

Table 1.1: Analysis of shut-downs

80 % Brick lining failures

"Shelltest" measurements are an indispensable aid as they allow increased mechanical

o assessment of the supporting roller position in relation to the kiln center;

The manual consists of three main parts:

2. EFFECTS OF MECHANICAL AND THERMAL LOADING

2.1 Mechanical loading

Reference stress cr v = Jcr~ + 31 2 [MPa] (2.1 )

where: as = bending stress [MPa]

,' " .' 1: '- shear stress [MPa]

Table 2.1: Effects of vertical movement, long wet kiln

Table 2.2: Effects of vertical movement, planetary cooler kiln

2.2 Thermal loading

Do = diameter in the cold state [mm]

2.3 Elastic deformation

The elastic deformation can be represented by a so called "Shelltest" diagram, shown in

2.4 Plastic deformations

Buckling and "crank-shafts" are mainly caused by restrained expansion.

Thermal stress a EX = E x aT [MPa/mm] (2.4)

(SEX = 2.1 x 10 5 x 12.2 x 10-6 = 2.56 MPa/mm

However, by means of a simple mechanical measuring method the deformed cross-sections

3. RADIAL DEFORMATION, EFFECTS AND INFLUENCING FACTORS

3.1 Effects of radial deformations

Table 3.1 Comparison of kiln characteristics

700 - 1 200 2700 - 4 400

2.9 - 5.0 4.7 - 7.6

3.2 Determining factors of the radial deformation

3.2.1 Radial stiffness

According to mathematical analysis the values of the horizontal deflection, expressed by an

Table 3.2: Non-dimensional constants of deflection

The deformation or of tyres with a solid rectangular cross-section is calculated as follows:

where: Cf = non-dimensional constant according to Table 3.2

..~:',. B = face width of tyre [mm]

Tyre ovality CO TA = 4 x 8 Tmax

Usually the ovality of tyres is expressed in % of the mean diameter (2R):

=(4.5 x 10- 4 x ST T) - 0.102 [%] (3.4)

' .. 3.2.2 Clearance between tyre and shell

4. SIGNIFICANCE OF THE RIDING RING CLEARANCE

4.1 General remarks

o the hollow or sectional type (0 section);

o the solid rectangular section type.

Diameter difference I1D = D T - D s = S th [mm] (4.1 )

Diameter difference ~D = Do x a T x ~ T [mm] (4.2)

o Riding ring in a hot area: STH = 0.2% of ON

Table 4.1. Recommended design clearances

The operating clearance is given by the following equation:

= (DTI- oTA) x n = SOP x n [mm] (4.4)

4.4 Gap due to shell flattening

Cold gap Gc = STH + Os [mm] (4.5)

Hot gap G H = Sop+OS [mm] (4.6)

Hot gap GH =(1.2~.~2.2) >> Sop [mm] (4.7)

Operating clearance SOP = t:.rtU [mm] (5.1 )