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WhatsApp: +86 18203695377WEBJul 1, 2022 · The GWPS of the interior noise in Fig. 6 (d) is × 10 −3 Pa 2 and × 10 −3 Pa 2 at A1 and A3 respectively, where the corrugation amplitudes are similar between the two sites, and the value increases to × 10 −2 Pa 2 at A2.
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WhatsApp: +86 18203695377WEBJan 31, 2021 · For the metro lines with a maximum operating speed of 80 km/h, the average levels of rail corrugation in the wavelength ranges of 30–65 mm, 65–125 mm, and 125–250 mm should be less than,, and dB re 1 μm, respectively; for the ones with the operating speed of 80–120 km/h, the corresponding average corrugation levels .
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WhatsApp: +86 18203695377WEBJan 31, 2021 · corrugation valley depths after grinding should be less than mm when the wavelength is in the range of 30 – 300 mm and less than mm within 300 – 1000 mm.
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WhatsApp: +86 18203695377WEBAug 6, 2022 · Abstract. Rail corrugation is a degradation phenomenon that affects almost all the railway lines and for which up to now a definitive solution does not exist. It consists in the appearance of a quasiperiodic irregularity on the running surface of the rail, causing high dynamic loads and, thus, possible failures in vehicle and track components ...
WhatsApp: +86 18203695377WEBDOI: / Corpus ID: ; Grinding limit and profile optimization in the highincidence section of rail corrugation in mountainous city metro article{Cui2023GrindingLA, title={Grinding limit and profile optimization in the highincidence section of rail corrugation in mountainous city metro}, author={Xiaolu Cui and .
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WhatsApp: +86 18203695377WEBNov 16, 2023 · Rail corrugation is a quasisinusoidal type of track wear resulting from wheelrail contact, where the wavelength can be up to around 300 mm. 1,2 For rail asset managers—particularly those in the rail transit industry—the measurement, monitoring, and mitigation of rail corrugation is an important consideration in minimizing noise and .
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