What are the reasons for the "pipe blockage" of the tow concrete conveying pump

Working in the concrete industry for several years, you'll inevitably face various challenges, one of which is the frustrating issue of pipe blockages in twin-line concrete pumps. These blockages can severely disrupt operations if not addressed promptly. To prevent or resolve such issues, it's crucial for operators to remain fully focused during pumping operations. Always keep an eye on the pressure gauge readings of the twin-line concrete pump. If the pressure suddenly spikes, immediately reverse the pump by two or three strokes, followed by a forward pump. This sequence often helps eliminate pipe blockages in their early stages. However, if this method fails to clear the blockage, it’s essential to disassemble and clean the pump lines right away. Delaying action could worsen the situation. Another common mistake is setting an inappropriate pumping speed. While it might be tempting to push for higher speeds, doing so can increase the risk of blockages. At the start of pumping, when resistance is high due to the initial setup, operate at a slower pace. As the process stabilizes, you can gradually increase the speed. But if you notice signs of potential blockages—such as reduced concrete slump—you should revert to slow pumping to avoid exacerbating the problem. The amount of remaining material in the hopper is equally important. Operators must constantly monitor the material level, ensuring it remains above the stirring shaft. Insufficient material can lead to air ingestion, causing blockages. At the same time, avoid overloading the hopper with excess material, as this can make it difficult to manage coarse aggregates and larger particles. If the concrete’s slump is low, you can allow the material level to drop below the stirring shaft, but keep it above the "S" pipe or suction point to minimize resistance. Ultimately, addressing these factors proactively can significantly reduce downtime caused by pipe blockages. Staying vigilant and adapting your approach based on real-time conditions ensures smoother operations and minimizes risks in the long run.

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Type
Axle
Load
The
G.W.
density
per
year
The
highest
passenger
train
speed
The
highest
freight
train
speed
Rail
Type
Gauge
Min.
curve
radius
Length 		Width Height Weight
Rail
base
slope

End 		center End center
(t) (Mt.km/km) (km/h) (km/h) (kg/m) (mm) (m) (mm) (mm) (mm) (kg)
YII-F 25 25~50 ≤120 ≤80 60/50 1435 ≥300 2500 294.5 244.5 230 165 251 1:40
XII 25 25~50 ≤160 ≤80 60/50 1435 ≥300 2500 306.5 246.5 235 175 285 1:40
IIZQ-C 25 25~50 ≤160 ≤80 60/50 1435 ≥300 2500 274.5 274.5 230 221.5 280 1:40
IIIa 25 >30 200 90 70/60 1435 ≥300 2600 320 280 260 185 370 1:40
IIIb 25 >30 200 90 70/60 1435 ≥350 2600 320 280 235 185 370 1:40
IIIc 25 >30 200 90 70/60 1435 ≥300 2600 320 280 260 185 370 1:40
IIIQ 25 25~50 120~160 90 75/60 1435 ≥300 2600 320 280 240 195 370 1:40
IIIQa 25 25~50 200 90 60/50 1435 ≥300 2600 320 320 240 240 406 1:40
IIIQc 25 25~50 200 90 60/50 1435 ≥300 2600 320 320 240 240 406 1:40
KZ 25 25~50 ≤160 ≤80 60/50 1435 ≥300 2500 542 542 205 155 548 1:40
701 25 25~50 200~250 60 1435 ≥300 2400 288 255 190 1:40

Wenfu
railI
25 		25~50 ≥200 60 1435 ≥300 2400 288 205 189 1:40
SK-1 25 25~50 200~250 60 1435 ≥300 2400 314 225 227 1:40
SK-2 25 25~50 200~250 60 1435 ≥300 2400 314 275.5 242 1:40
Plate 1 1435
Plate 2 1435 1:04


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