EP0134188A1 - Voiture pour four de cuisson - Google Patents

Voiture pour four de cuisson Download PDF

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Publication number
EP0134188A1
EP0134188A1 EP84730083A EP84730083A EP0134188A1 EP 0134188 A1 EP0134188 A1 EP 0134188A1 EP 84730083 A EP84730083 A EP 84730083A EP 84730083 A EP84730083 A EP 84730083A EP 0134188 A1 EP0134188 A1 EP 0134188A1
Authority
EP
European Patent Office
Prior art keywords
layer
plateau
steel
vehicule
temperature
Prior art date
Legal status (The legal status is an assumption and is not a legal conclusion. Google has not performed a legal analysis and makes no representation as to the accuracy of the status listed.)
Pending
Application number
EP84730083A
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German (de)
English (en)
Inventor
Ivan Prof. Dr.-Ing. Odler
Hans Wiechmann
Current Assignee (The listed assignees may be inaccurate. Google has not performed a legal analysis and makes no representation or warranty as to the accuracy of the list.)
Karl Walter & Co - & Co KG GmbH
Original Assignee
Karl Walter & Co - & Co KG GmbH
Priority date (The priority date is an assumption and is not a legal conclusion. Google has not performed a legal analysis and makes no representation as to the accuracy of the date listed.)
Filing date
Publication date
Application filed by Karl Walter & Co - & Co KG GmbH filed Critical Karl Walter & Co - & Co KG GmbH
Publication of EP0134188A1 publication Critical patent/EP0134188A1/fr
Pending legal-status Critical Current

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Classifications

    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F27—FURNACES; KILNS; OVENS; RETORTS
    • F27D—DETAILS OR ACCESSORIES OF FURNACES, KILNS, OVENS, OR RETORTS, IN SO FAR AS THEY ARE OF KINDS OCCURRING IN MORE THAN ONE KIND OF FURNACE
    • F27D3/00—Charging; Discharging; Manipulation of charge
    • F27D3/12—Travelling or movable supports or containers for the charge
    • F27D3/123—Furnace cars

Definitions

  • tunnel furnaces are used as firing furnaces for the firing of ceramic products, the fired goods generally being introduced into the furnaces on kiln cars.
  • Such kiln cars consist essentially of a mobile steel frame and a two-layer car plateau arranged thereon, the upper layer being formed from a wear-resistant and temperature-resistant material and the lower layer lying on the steel frame containing a heat insulation core which is surrounded by an edge made of refractory material .
  • the kiln is on the plateau of the kiln car.
  • the car plateau protects the steel frame from the high temperatures that act on the plateau in the firing zone of the kiln.
  • the heat insulation core is formed from layers of insulating bricks and layers of light bricks.
  • the insulating stones on the steel frame e.g. diatomite stones, have a very low density and the associated high porosity. This high porosity achieves a low thermal conductivity required for good insulation purposes, but at the same time a low Fe stability of the insulating stone. Since the insulating bricks also only have a low application temperature, i.e. a low upper limit temperature for the use of these bricks in the thermal insulation core, the layer of fire bricks arranged above the insulating bricks is of sufficient light strength and application temperature for sufficient mechanical strength and application temperature of the entire thermal insulation core and have a slightly higher density, indispensable.
  • the layer of light-weight bricks usually requires additional heat protection, since in practice the temperatures prevailing in the furnace room are usually higher than the application temperature of the light-weight bricks.
  • the entire thermal insulation core must be protected against external mechanical stresses, e.g. Abrasion or impact loads, and in view of the decreasing strength of the insulating and fire bricks as temperature rises, because the entire insulation core has a relatively low strength and surface hardness due to its porous structure.
  • This double protective function is achieved in known kiln cars by the edge in the lower layer and by the upper layer of the car plateau.
  • the edge and the top layer are usually made of a wear-resistant, temperature-resistant material.
  • This material has to be resistant to changing temperature loads, since constant heating and cooling of the wagon plateau cannot be avoided while moving in and out of the kiln. 'At the same time, the material must also be characterized by good resistance to pressure fire, ie good softening behavior with constant load and increasing temperature, in order to adequately protect the thermal insulation core from external mechanical stresses.
  • These two requirements are usually best met by firebrick or fireclay refractory concrete qualities, the quality of which is usually in addition to the maximum temperature load in the Firing zone of the kiln are adapted.
  • the thickness of the upper layer is normally 100-150 mm.
  • the thermal insulation core is mostly 200 - 250 mm thick due to the mechanically necessary subdivision into the insulating stone and fire light stone layer, so that there is a total height of the carriage plateau of at least 300 - 400 mm.
  • the kiln car In terms of its function, the kiln car can be seen as a thermally-periodically working element.
  • the high wagon plateau of known kiln wagon constructions proves to be disadvantageous.
  • the large volume of solids in the high wagon plateau cannot be heated quickly, so that a long heating phase in the kiln is required in order to adjust the wagon plateau to the firing temperature required for the material to be fired.
  • only the upper layer of the wagon plateau is adjusted to the firing temperature, since the best possible protection of the steel frame against the firing temperature is only achieved if there is a temperature gradient between the upper and lower layers of the wagon plateau.
  • this temperature adjustment of the upper layer is also absolutely necessary for a problem-free fire of the firing material lying directly on the wagon plateau.
  • the wagon plateau also has a high storage heat, which is released into the atmosphere as heat loss when the kiln wagon cools down after the combustion process has been completed.
  • the heating-up phase must be short and the heat loss when cooling the kiln car must be low.
  • the upper layer of the car plateau is partially filled with a mineral fiber material and additionally with plat arranged above it made of a wear-resistant, dense refractory material, e.g. chamotte.
  • the upper layer of the carriage plateau is covered with mineral fiber material.
  • the arrangement of the material lowers the temperature in one or both layers of the trolley plateau, thus reducing the storage heat, which at the same time reduces the heat losses from the furnace trolley.
  • the values achieved are not sufficiently lowered compared to the well-known values and are therefore not yet satisfactory in practice.
  • this newer construction does not avoid significant disadvantages of known kiln cars.
  • the thermal insulation core shrinks more than the edge of the carriage plateau due to its porous structure under thermal load.
  • the edge must therefore be made in a corresponding width, which increases the weight and storage heat of the carriage plateau.
  • the shrinkage and expansion processes in the wagon plateau create thermal stresses, which are reduced in the case of ceramic materials by crack formation and thus lead to premature wear of the wagon plateau.
  • a ceramic material is not able to deform elastically, so that the edge of the carriage plateau, for example due to the impact stresses that occur during the shunting operation of the kiln cars, is highly susceptible to breakage and requires a relatively high repair effort.
  • a kiln car is now to be created, the car plateau of which ensures an energetically favorable mode of operation, withstands high mechanical loads and can be exchanged quickly and cost-effectively for existing car plateaus.
  • the invention achieves this aim in that the thermal insulation core, including the edge of the lower layer of the carriage plateau, is made of the same highly insulating, temperature-resistant material.
  • the invention completely eliminates all the disadvantages that arise when the insulation layer is constructed from different materials.
  • the mechanical and thermal stress as well as the heat transfer are evenly distributed over the entire surface of the carriage plateau.
  • the low thermal conductivity of the highly insulating material provided according to the invention also makes it possible to reduce the height of the insulating layer of the carriage plateau to up to about 30% of a known thermal insulation core height.
  • the stock of the kiln car is increased by the volume saved on the car plateau, so that a higher productivity of the kiln is achieved with the same number of kiln cars.
  • a cellular material based on calcium aluminate hydrate is preferably provided as the material.
  • a thin protective sheath provided in a further embodiment of the invention which at least laterally encloses the insulating layer vertically, offers the highly insulating material protection from external mechanical stresses and, in its embodiment, which preferably encompasses both layers of the carriage plateau, prevents these layers from slipping horizontally on the steel frame.
  • the mobile steel frame 1 is composed of two steel carrier layers 2 and 3 arranged one above the other and two wheel sets 4 and 5 fastened to the lower steel carrier layer 2.
  • Each of the two steel girder layers 2 and 3 is formed from several steel girders running parallel to one another at a distance, the steel girder of the lower steel girder layer 2 in the direction of travel of the kiln car and the steel girder of the upper steel girder layer 3 at right angles to the direction of travel parallel to the two wheel sets 4 and 5 run.
  • the two outer steel girders 6 and 7 of each steel girder layer are U-shaped and arranged such that a bottom of a U-shaped steel girder 6 or 7 forms an outer edge of a steel girder layer 2 or 3, respectively.
  • the other steel girders of each steel girder layer are double-T girders 8 and 9.
  • the number and spacing of the double-T girders 8, 9 from one another are not fixed, but result from the respective one static load acting on the mobile steel frame 1 from above.
  • an insulation layer 12 which, according to the invention, consists of a highly insulating, temperature-resistant material and protects the mobile steel frame 1 from the high temperatures which act on the carriage plateau 11 in the furnace's firing zone during operation of a kiln car.
  • a cellular material based on caleium aluminate hydrate is preferably used as the material.
  • the starting materials are slurried in an aqueous solution. The sludge is then foamed and poured into appropriate molds. After setting, the material is removed from the mold and is available as a finished cellular product (e.g. stone or plate) for further use.
  • the insulation layer 12 can be made of individual stones or plates lying next to one another Material be formed, the dimensions of the individual stones or plates must be chosen such that the distances between the individual steel beams 7 and 9 serving as supports of the steel beam layer 3 are bridged.
  • the insulation layer 12 is covered with an upper layer 13 arranged above it, which is referred to below as the cover layer.
  • This cover layer 13 is preferably made of a wear-resistant and temperature-resistant material, e.g. a chamotte. Both layers 12 and 13 form the carriage plateau 11, at least the insulation layer 12, but preferably both layers 12 and 13, being enclosed by a thin protective jacket 10.
  • the protective jacket 10 expediently consists of a wear-resistant, temperature-resistant steel with a wall thickness of 8-10 mm, but it is also possible for the protective jacket to be made of a dense, temperature-resistant ceramic material, e.g. a zirconium oxide material.
  • the protective jacket 10 is connected in a suitable manner to the two U-shaped steel beams 7 of the steel beam layer 3. In the case of a steel protective sheath 10, this connection is preferably designed as a weld seam, but it can also be provided as a screw or rivet connection.
  • This trough 21 has the advantage that the dimensions of the plates or stones in the insulation layer 12 are no longer dependent on the spacing of the steel beams in the steel beam layer 3, since these distances are bridged by the floor 20. This makes it possible to arrange slabs and stones of any dimension in the insulation layer 12 of the carriage plateau 11.
  • the tub 21 proves to be very advantageous in connection with the cellular material based on calcium aluminate hydrate.
  • the starting materials of this material can now be poured directly into the tub 21 after slurrying and foaming instead of in a mold.
  • a joint-free monolithic insulation layer 12 is then formed from the cellular material in situ.
  • Such a homogeneous and self-contained layer is characterized by a uniform heat and thermal stress distribution and a uniform heat transfer across the entire carriage platform surface.
  • the joint-free formation of the layer prevents the penetration of foreign substances.
  • a tub has the advantage that a worn old wagon plateau of an existing older kiln car can in many cases be replaced with the wagon plateau according to the invention with a short assembly time, since the wagon plateau 11 is completely prefabricated in the tub 21 and quickly on the existing mobile steel frame few welds or screw or rivet connections can be attached.
  • the possibility of reusing the existing mobile steel frame makes it possible to replace an old wagon plateau with the Trough 21 with the carriage plateau 11 according to the invention is also very inexpensive.
  • All materials which meet the requirements for low thermal conductivity and which are also temperature-resistant are suitable as highly insulating, temperature-resistant material for the insulation layer 12, i.e. have a high application temperature limit.
  • the preferably used material based on cellular calcium aluminate hydrate has an application limit temperature of about 1200 ° C.
  • the thermal conductivity of this material is unusually low and, at the same time, the compressive strength is relatively high compared to known materials with low thermal conductivities.
  • Table 1 for some insulating refractory materials with an application temperature above 1000 ° C. Due to the low thermal conductivity, a high temperature reduction can be carried out over a short distance, so that the layer thickness of the insulation layer 12 required for adequate temperature protection of the steel frame 1 can be selected to be very small.
  • the very low thermal conductivity of the proposed material results from a highly porous structure, while the surface hardness of this material is low, so that the surface of the material is protected against external mechanical loads (e.g. abrasion, stress due to impact as well as scraping or scratching) a tool) is indispensable.
  • This protective function is achieved on the surface of the insulation layer 12 by the cover layer 13 and in the edge region of the insulation layer 12 by the protective jacket 10 which at least surrounds this layer.
  • this protective jacket 10 in the preferred embodiment consists of a wear-resistant temperature-resistant steel, there is a risk of breakage of the curbs at least in the insulation layer 12 of the conventional furnace car plateaus Avoided wagon plateaus and at the same time achieved the best possible protection against external mechanical loads with a few millimeters of steel material while saving weight. Because steel has the ability to withstand tension caused by elastic or plastic. Deformation without cracking, premature wear of the edges of the plateau is excluded.
  • the relatively high application temperature of the material provided in the insulation layer 12 of approximately 1200 ° C. in most cases, i. H. at temperatures in the furnace room up to 1200 ° C, this temperature can be applied directly to the insulation layer.
  • additional thermal insulation between the insulation layer 12 and the furnace space is therefore not necessary, and the cover layer 13 therefore mostly only has a purely mechanical protective function, in contrast to known carriage plateaus. Therefore, this cover layer 13 can then also be made substantially thinner, so that the total height of the two-layer car plateau 11 can be reduced in such cases by up to about 70% compared to known kiln car plateaus.
  • the insulation layer 12 can also be protected from external mechanical stresses by a cover which is made of wear-resistant, temperature-resistant steel and is connected to the protective jacket 10 in a suitable manner. It is expedient to provide screws, rivets or the like as a connection in order to enable a convenient and quick exchange of the heat insulation core.
  • the vertical height of the protective jacket 10 is selected in the embodiment shown in FIG. 2 such that the carriage plateau 11 is enclosed in its full height by the protective jacket 10. This also prevents the cover layer 13 of the wagon plateau 11 from slipping horizontally, as can occur, for example, in shunting operation when two kiln cars collide.
  • the vertical height of the protective jacket 10 can be selected in a further modification, also not shown, in such a way that only the insulation layer 12 is surrounded vertically laterally by the protective jacket 10.
  • Figures 3 and 4 illustrate an alternative embodiment of the carriage plateau, in which the protective jacket 10 consists of individual ceramic plates 14 of a wear-resistant refractory material. Dense ceramic materials such as. B. provided on the basis of zirconium oxide.
  • the individual ceramic plates 14 can be inserted into a U-shaped profile, not shown, made of a temperature-resistant steel, which is welded or screwed to the steel girders of the upper steel girder layer 3.
  • all ceramic plates 14 must have the same dimensions in their thickness in order to ensure a snug fit between the two legs of the U-shaped profile. In practice, it is therefore more convenient to arrange the plates 14 between two steel plates 15 and 18 according to FIG. 4.
  • the inner steel plate 18 is welded or screwed to the steel beams of the upper steel beam layer 3. Here are with a screw z. B. tapped holes in the steel beams or threaded sleeves welded to the steel beams.
  • the height of the plates 14 forming the protective jacket 10 is preferably selected such that the carriage plateau 11 is enclosed in its full height by the protective jacket 10.
  • the inner steel plate 18 Since the inner steel plate 18 is not exposed to such high temperatures, it consists of a simple steel, while the outer steel plate 15 is made of a wear-resistant and temperature-resistant steel.
  • the outer steel plate 15 is fastened to the steel plate 18 with screws 16, and the plates 14 are provided with holes in the area of the steel plates surrounding them, the screws 16 from the outer to the inner steel plate are inserted through this hole.
  • the screwing of the steel plates on the steel frame has the advantage over the welding that a quick disassembly is possible if an exchange z. B. is required after damage.
  • the outer steel plate 15 is connected to the inner steel plate 18 regardless of the different thicknesses of the plates 14, and a positive fit of the plates between the two steel plates is achieved.
  • a precise fit of the plates 14 is ensured even after prolonged use, since the distance between the two steel plates can be adapted to the wear-reduced plate thickness by tightening the screws 16 again.
  • the insulating layer prevents the penetration of foreign matter into the insulation layer of the carriage plateau, so that a seamless, monolithic formation of the insulation layer is not absolutely necessary.

Landscapes

  • Engineering & Computer Science (AREA)
  • Mechanical Engineering (AREA)
  • General Engineering & Computer Science (AREA)
  • Furnace Housings, Linings, Walls, And Ceilings (AREA)
  • Tunnel Furnaces (AREA)
EP84730083A 1983-08-10 1984-08-08 Voiture pour four de cuisson Pending EP0134188A1 (fr)

Applications Claiming Priority (2)

Application Number Priority Date Filing Date Title
DE19833328870 DE3328870A1 (de) 1983-08-10 1983-08-10 Ofenwagen fuer brennoefen
DE3328870 1983-08-10

Publications (1)

Publication Number Publication Date
EP0134188A1 true EP0134188A1 (fr) 1985-03-13

Family

ID=6206235

Family Applications (2)

Application Number Title Priority Date Filing Date
EP84730083A Pending EP0134188A1 (fr) 1983-08-10 1984-08-08 Voiture pour four de cuisson
EP84903481A Expired EP0155306B1 (fr) 1983-08-10 1984-08-08 Vehicule de four pour fours de cuisson

Family Applications After (1)

Application Number Title Priority Date Filing Date
EP84903481A Expired EP0155306B1 (fr) 1983-08-10 1984-08-08 Vehicule de four pour fours de cuisson

Country Status (4)

Country Link
EP (2) EP0134188A1 (fr)
AU (1) AU3397684A (fr)
DE (2) DE3328870A1 (fr)
WO (1) WO1985000877A1 (fr)

Cited By (4)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
AT411106B (de) * 2000-03-22 2003-09-25 Wienerberger Ziegelind Wagen zum transport von keramikrohlingen
EP1394490A1 (fr) * 2002-08-28 2004-03-03 Riedhammer Gmbh Charriot de four pour four tunnel
FR2976543A1 (fr) * 2011-06-15 2012-12-21 Ceritherm Chassis de wagon destine au transport de produits dans les fours
FR3139189A1 (fr) * 2022-08-26 2024-03-01 Technique L.B Wagon de transport de produits dans des fours

Families Citing this family (1)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
DE3504300A1 (de) * 1985-02-08 1986-08-14 Didier Engineering Gmbh, 4300 Essen Herdwagenbank aus feuerfesten material fuer herdwagen-durchschuboefen

Citations (2)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
GB570575A (en) * 1943-04-19 1945-07-12 James Stanley Atkinson Improvements in or relating to tunnel type bogie furnaces
US2917298A (en) * 1956-04-06 1959-12-15 Kendall Edgar Homer Vibratory conveyor sand seals for pusher type furnaces

Patent Citations (2)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
GB570575A (en) * 1943-04-19 1945-07-12 James Stanley Atkinson Improvements in or relating to tunnel type bogie furnaces
US2917298A (en) * 1956-04-06 1959-12-15 Kendall Edgar Homer Vibratory conveyor sand seals for pusher type furnaces

Non-Patent Citations (1)

* Cited by examiner, † Cited by third party
Title
CHEMICAL ABSTRACTS, Band 93, 1980, Seite 373, Nr. 52550u, Columbus, Ohio, USA; & JP - A - 80 15920 (SHIKOKU KAKEN KOGYO K.K.) 04.02.1980 *

Cited By (4)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
AT411106B (de) * 2000-03-22 2003-09-25 Wienerberger Ziegelind Wagen zum transport von keramikrohlingen
EP1394490A1 (fr) * 2002-08-28 2004-03-03 Riedhammer Gmbh Charriot de four pour four tunnel
FR2976543A1 (fr) * 2011-06-15 2012-12-21 Ceritherm Chassis de wagon destine au transport de produits dans les fours
FR3139189A1 (fr) * 2022-08-26 2024-03-01 Technique L.B Wagon de transport de produits dans des fours

Also Published As

Publication number Publication date
DE3476258D1 (en) 1989-02-23
WO1985000877A1 (fr) 1985-02-28
EP0155306B1 (fr) 1989-01-18
AU3397684A (en) 1985-03-12
EP0155306A1 (fr) 1985-09-25
DE3328870A1 (de) 1985-02-28

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RIN1 Information on inventor provided before grant (corrected)

Inventor name: WIECHMANN, HANS

Inventor name: ODLER, IVAN, PROF. DR.-ING.