Q1: What hidden risks arise from substandard steel material selection for kiln cars?
Some manufacturers use steel with negative dimensional tolerances and non‑compliant material properties. After commissioning, the kiln cars, subjected to long‑term stress and thermal cycling, undergo structural deformation, causing overall dimensional shifts. During operation, they rub against or collide with the walls, severely affecting the running precision inside the kiln.

Q2: What are the risks of non‑standard welding on the main beams and critical welds?
The main beams, secondary beams, and push‑car force points are core load‑bearing areas that require standard processes such as groove welding and fillet welding. If the manufacturer simplifies the welding procedure, the weld strength will be insufficient. After long‑term heavy‑load and high‑temperature operation, weld cracking and structural loosening may occur, and in extreme cases, kiln car collapse.

Q3: What are the hazards of skimpy welding on the bottom plate of the kiln car?
Large‑section kiln cars must have additional stiffening ribs, and the plates must be fully groove‑welded. If intermittent welding is used, heat will penetrate through the bottom, material will leak, and debris will fall and block the track inside the kiln, causing the kiln cars to run unevenly and jolt, thus affecting firing stability.

Q4: Why does the traditional welded structure of the sand seal plate often have problems, and how can it be improved?
When the sand seal plate is integrally welded to the main beam, the differential thermal expansion and contraction at high temperatures cause uneven stress, leading to deformation and jamming between the sand seal plate and the sand seal groove. The improved solution uses oval‑hole bolted movable connections, which allow self‑adjustment to thermal deformation, ensuring sealing effectiveness and smooth operation.