EA020267B1 - Railway wheel profile - Google Patents

Abstract

The invention relates to a railway transport and may be used in fabrication and turning of wheels used in Velaro RUS electric train (''Sapsan'') or similar type electric train wheels. The invention is aimed at reducing contact pressure on wheel rolling surface in interacting with a rail. Proposed surface profile of a railroad wheel includes mating profiles of flange surface and rolling surface made in the form of a line consisting of smoothly conjugated linear and arcs segments. Profile is made for 135 mm-wide wheel with 70° deflection angle of the flange operating surface. Flange inner surface profile comprises a vertical section consequentially conjugated with arc R=20.2 mm and further with arc R=12.0 mm which forms a flange crest. Then the flange working surface formed by arc R=21.5 mm is located along profile length conjugated with inclined linear segment with 70° deflection angle to a horizontal plane. Further the flange working surface is conjugated with wheel rolling surface along boss radius R=15 mm, the rolling surface being formed by consequentially conjugated arcs with radii R=51.9 mm, R=73.2 mm, R=182.2 mm, R=566.7 mm, R=193.5 mm, R=403.7 mm, R=1028.9 mm, R=172.7 mm, R=52.3 mm, which serve as a continuation of boss generating line and are conjugated with line segment with inclination of 13% at 107.0<x<129.0, where x is a current coordinate in mm along axis x which starts on the inner surface of the wheel.

Description

The invention relates to railway transport and can be used in the manufacture and regrinding of wheels of an electric train Be1ato KI8 (Sapsan) or wheels of high-speed electric trains of a similar design under similar operating conditions for railway rolling stock.

The railway wheel rim is disclosed in the prior art, as disclosed in the publication of the international application \ νϋ 90/08047 of 07.26.1990, containing a ridge and a rolling surface of variable profile with a concave surface formed by a paraboloid of revolution with a generatrix described by the expression Y = aX ^b , where a = 4.8-5.4, b = 0.23-0.25. A portion of the concave surface is conjugated to a portion of a convex surface formed by a smooth curve that is conjugated to a portion of the conical surface, the generatrix of which has a slope of 1: 5 to 1:20, while the mating line is located in the skating circle. This technical solution creates a wheel design, the shape of the skating surface of which provides increased stability of motion by reducing kinematic vibrations and yaw rate, reducing wear of the skating surface by reducing contact stresses in the wheel-rail pair at a speed of up to 100 km / h. The wheel of this design does not provide the specified performance at speeds of up to 200 km / h and above, since it is not designed for high-speed trains.

The profile of the surface of the rim of a railway wheel is known, described in the patent for utility model KI 26208 dated 11/20/2002, which consists of smoothly conjugated segments of straight lines and circular arcs, with the values of the radii and the position of the centers of the circles of such arcs with respect to zero at the intersection of the average radius of the skating circle with the generatrix riding surfaces are selected taking into account the actual thickness of the ridge in the range from 30 mm for repair wheels and up to 34 mm for new wheels. With a ridge thickness of 30 mm, the coordinates of the centers of the circles and the radii of these arcs are x ₁ = -56.77 mm and y ₁ = -14.7 mm for Κι = 13.5 mm, x ₂ = -25.6 mm and y ₂ = -20.4 mm for K ₂ = 17.7 mm and x ₃ = -23.5 mm and y ₃ = -20.71 mm for K ₃ = 19.5 mm, an arc of radius K _b serving as a generatrix of the convex working surface the ridge, a straight line segment with an angle of inclination of 70 ° to the horizontal, is conjugated with an arc of radius K ₂ , which is part of the generatrix of the filet, an arc of radius K _{2 is} paired with an arc of radius K ₃ , which serves as a continuation of the fillet and is connected to the skating surface with a straight line segment with a slope of 1: twenty ( -25 mm <x <0 mm), passing into a straight line segment with a slope of 1:40 (0 mm <x <40 mm) and then into a straight line segment with a slope of 1: 7 (40 mm <x <54 mm). Similarly, the coordinates are described with a crest thickness of 34 mm. Smooth coupling of the skating surface with the working surface of the ridge reduces the likelihood of force contact of the wheel flanges with the lateral faces of the rail heads even on the curved sections of the track with curvature radii of not more than 350 m, which makes it possible to more uniformly wear the wheel over the skating surface. However, this surface profile of the rim of the railway wheel is designed for use on freight trains, the speed of which rarely exceeds 100 km / h. The wheel of this design does not provide high safety performance at speeds of up to 200 km / h and above.

The closest analogue of this invention is the surface profile of the railway wheel, known from EP 0760294 from 03/05/1997, including the conjugate profile of the surface of the ridge and the surface of the ride, made in the form of a line consisting of smoothly connected segments of straight lines and circular arcs, designed for use on high-speed electric trains. The coordinates of the conjugation points of the arcs of the profile circles are strictly fixed. In addition, the coordinates of the points lying on the profile line of the working surface of the wheel are calculated at a given interval and recorded in a table that allows you to reproduce the parameters of the wheel surface and the surface of the flange with the required accuracy both in the manufacture of the wheel and when it is regrind.

However, this profile is designed for a wheel with a ridge inclination of 65 ° and is designed for operating conditions of European railways. Weather conditions, including the operation of a high-speed electric train in Russia in winter, dictate the need to reduce the specific pressure of the wheel on the rail to prevent the formation of dents on the contact surfaces of the rail and wheel.

The invention is aimed at increasing the durability of the rolling surface of the wheels of a high-speed electric train in comparison with the initial profile of the rolling surface of the wheels P8 of the electric train Ue1ato KI8 (Sapsan) while maintaining the dynamics of the electric train that meet the technical requirements and safety standards.

The technical result of the invention is to reduce contact pressure on the rolling surface of a railway wheel of a high-speed electric train when interacting with a rail P65 GOST R 51685 and reducing the possibility of formation of crevices on the surface of the rolling wheels, especially when operating a rolling stock in winter.

The invention is illustrated in FIG. 1-29 and a table.

- 1 020267

Dot but b FROM ά e £ 8 AND one ί X 0 0 8.99 15.66 23.52 29.65 31.5 40.75 44.54 50.55 Υ 0 -10.94 -27.96 -30.00 -27.06 -18.15 -13.07 -3.93 -2.80 -1.73

Dot to one t η 0 R nine G 8 X 63.57 69.36 71.91 89.70 94,99 102.98 107.00 129.00 135.00 Υ -0.45 -0.05 0.11 0.71 0.77 1,02 1.40 4.20 10,20

The problem is solved as follows.

The claimed surface profile of the railway wheel includes a contiguous surface profile of the ridge and the rolling surface and is made in the form of a line consisting of smoothly-connected segments of straight lines and circular arcs. The profile (see Fig. 1) according to the claimed invention is made for a railway wheel with a width of 135 mm, having an angle of inclination of the working surface of the ridge 70 °. The profile of the inner surface of the ridge contains a vertical segment, sequentially conjugated with an arc K ₁ = 20.2 mm, then with an arc K ₂ = 12.0 mm, forming the top of the ridge, then along the length of the profile there is a working surface of the ridge formed by the arc K ₃ = 21.5 mm, conjugated with an inclined segment of a straight line with an angle of inclination of 70 ° to the horizontal, then the working surface of the ridge is conjugated with the surface of the wheel along the fillet with a radius of B ₄ = 15 mm, and the rolling surface is formed by successively mating arcs with radii of K ₅ = 51 9 mm K ₆ = 73.2 mm, K ₇ = 182.2 mm, K ₈ = 566.7 mm, K ₉ = 193.5 mm, Κ _{! 0} = 403.7 mm, Kz = 1028.9 mm, Κ _{! 2} = 172.7 mm, Κ _{! 3} = 52.3 mm, which serve as a continuation of the forming fillet, while the arc при.ι _{3 is} sequentially conjugated by a straight segment located with a horizontal slope of 13% at 107.0 <x <129, 0, where x is the current coordinate, expressed in mm, along the x axis, with the beginning on the inner surface of the wheel.

The line forming the ridge profile and the surface of the wheel runs along the points: a, b, c, b, e, £, d, 11. ί, fk, 1, t, η, o, ρ, cp with the following coordinates expressed in mm (with the origin on the inner surface of the wheel):

x ₁ = 0 and y! = 0 for point a, x ₂ = 0 and y ₂ = -10.94 for point b, x ₃ = 8.99 and y ₃ = -27.96 for point c, x ₄ = 15.66 and y ₄ = -30.0 for point b, x ₅ = 23.52 and y ₅ = -27.06 for point e, x <5 = 29.65 and y ₆ = -18.15 for point £, x ₇ = 31, 5 and ₇ = -13.07 for point d, x ₈ = 40.75 and ₈ = -3.93 for point 1, x ₉ = 44.54 and ₉ = -2.80 for point 1, x ₁₀ = 50.55 and y ₁₀ = -1.73 for the point f x ₁₁ = 63.57 and y ₁₁ = -0.45 for the point k, x ₁₂ = 69.36 and y ₁₂ = -0.05 for the point 1, x ₁₃ = 71.91 and y ₁₃ = 0.11 for the point m, x ₁₄ = 89.70 and y ₁₄ = 0.71 for the point η, x ₁₅ = 94.99 and y ₁₅ = 0.77 for points o, x ₁₆ = 102.98 and y ₁₆ = 1.02 for point p, x ₁₇ = 107.0 and y ₁₇ = 1.40 for point cp x ₁₈ = 129.0 and y ₁₈ = 4.20 for points of

For the above coordinate values, the abscissa axis passes horizontally through the intersection point of the skating circle and the skating surface of the wheel. In this case, the zero point of the coordinate system is located at the intersection of the abscissa axis with the vertical section on the inner idle surface of the wheel flange.

As can be seen from FIG. 1, the segments of lines and arcs of circles that form the profile of the wheel are interconnected at successive points: b, c, e, £, d, 1t ί, fk, 1, t, η, o, ρ, cf.

On the outside of the railway wheel (field face of the wheel) a chamfer of 6.0x45 ° is made, the contour of which corresponding to the segment t-8 in FIG. 1, limits the profile of the rolling surface.

The position of the points on the profile line of the surface of the rim of the railway wheel is calculated with a given accuracy using a computer. The calculation results are entered into a table, the use of which allows us to determine the current coordinates x ₁ , y ₁ with calculated accuracy, where ί is the serial number of the desired point in the coordinate table of the surface profile of the railway wheel 200-M-70 with the origin on the skating circle.

The developed profile has the symbol 200-M-70. Coordinates developed by

- 2 020267 fillet of the surface of the wheel 200-M-70 are shown in the table (with the origin on the skating circle).

The properties of the railway wheel 200-M-70, determined by the profile parameters of its working surface interacting with the rail, i.e. the contact geometry in the wheel / rail system, are shown in FIG. 2-29 for various boundary operating conditions of the rolling stock, determined by the gauge and the rail railing.

The driving performance of the new 200-M-70 railway wheel profile was evaluated by the value of the equivalent taper, the difference in the rolling radii of the wheels, the angle of the contact spot, as well as the shape and parameters of the contact spot of the wheel with the P65 rail.

In FIG. 2 shows the equivalent taper of the railway wheel 200-M-70, characterizing the stability of the movement of the railway crew along the rail track. When the calculated speed of the electric train is up to 250 km / h in accordance with the European standard I1C 518-2003, the equivalent taper should not exceed 0.3 for the linearization amplitude of 3.0 mm. From the diagram in FIG. 2 shows that for the claimed profile of the railway wheel 200-M-70, the value of the equivalent taper when moving 3 mm amounted to 0.22 with the following initial parameters: radius of the circle for the left and right wheels - 460.0 mm;

the distance between the circles of skating wheels - 1580,0 mm;

left and right rail cuff - 1/20;

track gauge - 1520 mm.

In FIG. 3 shows the difference between the rolling radii of the wheels. The diagram shows the change in the radius of the wheel with a lateral displacement of the wheel relative to the rail with the above initial parameters characterizing the casing of the rails 1/20 with a track gauge of 1520 mm.

In FIG. 4, the ordinate shows the tangent of the angle of contact between the wheel and the rail at the above initial parameters characterizing the casing of the rails 1/20 with a track gauge of 1520 mm. The abscissa shows the transverse displacement (mm). This diagram shows the change in the tangent of the angle of the contact spot when the wheelset is displaced across the track. The dashed lines correspond to the dependence of the slope of the contact spot with the rail of the left and right wheels, and the solid line shows their total value.

In FIG. 5 is a diagram illustrating the shape and parameters of the wheel-rail contact spot calculated according to Hertz for different contact points of the proposed working surface profile (left and right) of the 200-M-70 wheel at their corresponding contact points located on the surface profile of the left and right rail P65 The calculations were performed under the following initial conditions (hereinafter indicated in the diagram):

wheel load: 0 = 80.0 kN (kilonewtons, (ky));

step of displacement of the wheel relative to the rail: bs11a iy = 0.10 mm;

accuracy of position of contact points: VRK! = 0.30 mm.

The diagram allows you to visually assess the distribution of contact pressures along the length of the wheel profile, that is, the larger the contact patch, the lower the contact pressure at a given point.

The diagrams shown in FIG. 6-9, show the contact conditions of the proposed surface profile of the wheel 200-M-70 and the rail P65 with a gauge of 1515 mm and with a railing of 1/20.

For the indicated conditions in FIG. 6 shows the equivalent taper of the wheel. From the diagram in FIG. Figure 6 shows that for the claimed profile of the left and right wheels 200-M-70, the value of the equivalent taper when moving 3 mm was 0.27, which characterizes the good stability of the movement of the railway crew along the rail track.

In FIG. 7 shows the difference between the rolling radii of the wheels. The diagram shows the change in the radius of the wheel with a lateral displacement of the wheel relative to the rail with the above initial parameters characterizing the casing of the rails 1/20 with a track gauge of 1515 mm.

In FIG. Figure 8 shows the tangent of the angle of the contact spot between the wheel and the rail at the above initial parameters characterizing the casing of the rails 1/20 with a track gauge of 1515 mm. This diagram shows the change in the tangent of the angle of the contact spot when the wheelset is displaced across the track. The dashed lines correspond to the dependence of the slope of the contact spot with the rail of the left and right wheels, and the solid line shows their total value.

In FIG. 9 is a diagram illustrating the shape and parameters of the wheel-rail contact spot calculated by Hertz for different contact points of the proposed rim profile (left and right) of the wheel at their corresponding contact points located on the profile of the left and right rail: P65. The diagram allows you to visually assess the decrease in contact stress values along the length of the wheel profile, since the larger the contact spot, the lower the value of the contact voltage at a given point.

The diagrams shown in FIG. 10-13, show the contact conditions of the proposed surface profile of the wheel 200-M-70 and the rail P65 with a gauge of 1512 mm and with a railing of 1/20. For the indicated conditions in FIG. 10 shows the equivalent taper of the wheel.

From the diagram in FIG. 10 shows that for the claimed profile of the left and right wheels 200-M-70, the value of the equivalent taper when moving 3 mm was 0.17, which characterizes a good

- 3 020267 stability of the movement of the railway crew along the rail track.

In FIG. 11 shows the difference in the rolling radii of the wheels. The diagram shows the change in the radius of the wheel with a lateral displacement of the wheel relative to the rail with the above initial parameters characterizing the casing of the rails 1/20 with a gauge of 1512 mm.

In FIG. 12 shows the tangent of the angle of the contact spot of the wheel with the rail at the above initial parameters characterizing the casing of the rails 1/20 with a gauge of 1512 mm. The diagram shows the change in the tangent of the angle of the contact spot when the wheelset is displaced across the track. The dashed lines correspond to the dependence of the slope of the contact spot with the rail of the left and right wheels, and the solid line shows their total value.

In FIG. 13 is a diagram illustrating the shape and parameters of the wheel-rail contact spot calculated according to Hertz for different contact points of the proposed rim profile (left and right) of the 200-M-70 wheel at their corresponding contact points located on the left and right rail profile: P65 . The diagram allows you to visually assess the decrease in contact stress values along the length of the wheel profile, since the contact spot has a fairly large area along the entire length of the wheel rim profile.

The diagrams shown in FIG. 14-17, show the contact conditions of the proposed surface profile of the wheel 200-M-70 and the rail P65 with a gauge of 1525 mm and with a railing of 1/20.

For the indicated conditions in FIG. 14 shows the equivalent taper of the wheel. From the diagram in FIG. 14 it is seen that for the claimed profile of the left and right wheels 200-M-70, the value of the equivalent taper when moving 3 mm was 0.09, which characterizes the good stability of the movement of the railway crew along the rail track.

In FIG. 15 shows the difference in the rolling radii of the wheels. The diagram shows the change in the radius of the wheel with a lateral displacement of the wheel relative to the rail with the above initial parameters characterizing the casing of the rails 1/20 with a gauge of 1525 mm.

In FIG. 16 shows the tangent of the angle of contact between the wheel and the rail at the above initial parameters characterizing the casing of the rails 1/20 with a track gauge of 1525 mm. The diagram shows the change in the tangent of the angle of the contact spot when the wheelset is displaced across the track.

In FIG. 17 is a diagram illustrating the shape and parameters of the wheel-rail contact spot calculated by Hertz for different contact points of the proposed rim profile (left and right) of the wheel at their respective contact points located on the profile of the left and right rail: P65. The diagram allows you to visually assess the decrease in contact stress values along the length of the wheel profile, since the contact spot has a fairly large area along the entire length of the wheel rim profile.

The diagrams shown in FIG. 18-21, show the contact conditions of the proposed surface profile of the wheel 200-M-70 and the rail P65 with a gauge of 1520 mm and with a railing of 1/60.

For the indicated conditions in FIG. 18 shows the equivalent taper of the wheel. From the diagram in FIG. 18 it is seen that for the claimed profile of the left and right wheels 200-M-70, the value of the equivalent taper when moving 3 mm was 0.10, which characterizes the good stability of the movement of the railway crew along the rail track.

In FIG. 19 shows the difference in the rolling radii of the wheels. The diagram shows the change in the radius of the wheel with a lateral displacement of the wheel relative to the rail with the above initial parameters characterizing the casing of the rails 1/60 with a track gauge of 1520 mm.

In FIG. 20 shows the tangent of the angle of the contact spot of the wheel with the rail at the above initial parameters characterizing the casing of the 1/60 rails with a track gauge of 1520 mm. The diagram shows the change in the tangent of the angle of the contact spot when the wheelset is displaced across the track.

In FIG. 21 is a diagram illustrating the shape and parameters of the wheel-rail contact spot calculated by Hertz for different contact points of the proposed rim profile (left and right) of the wheel at their corresponding contact points located on the profile of the left and right rail P65. The diagram allows you to visually assess the decrease in contact stress values along the length of the wheel profile, since the contact spot has a fairly large area along the entire length of the wheel rim profile.

The diagrams shown in FIG. 22-25, show the contact conditions of the proposed profile of the rolling surface of the wheel 200-M-70 and the rail P65 with a gauge of 1520 mm and with a railing of 1/30.

For the indicated conditions in FIG. 22 shows the equivalent taper of the wheel. From the diagram in FIG. 22 shows that for the claimed profile of the left and right wheels 200-M-70, the value of the equivalent taper when moving 3 mm amounted to 0.008, which characterizes the good stability of the movement of the railway crew along the rail track.

In FIG. 23 shows the difference of the rolling radii of the wheels. The diagram shows the change in the radius of the wheel with a lateral displacement of the wheel relative to the rail with the above initial parameters

- 4,020,267 axes characterizing the casing of rails 1/30 with a gauge of 1520 mm.

In FIG. 24 shows the tangent angle of the contact spot of the wheel with the rail at the above initial parameters characterizing the casing of the rails 1/30 with a track gauge of 1520 mm. The diagram shows the change in the tangent of the angle of the contact spot when the wheelset is displaced across the track.

In FIG. 25 is a diagram illustrating the shape and parameters of the wheel-rail contact spot calculated by Hertz for different contact points of the proposed rim profile (left and right) of the wheel at their corresponding contact points located on the profile of the left and right rail P65. The diagram allows you to visually assess the decrease in contact stress values along the length of the wheel profile, since the contact spot has a fairly large area along the entire length of the wheel rim profile.

The diagrams shown in FIG. 26-29, show the contact conditions of the proposed profile of the rolling surface of the wheel 200-M-70 and the rail P65 with a track gauge of 1520 mm and with a railing of 1/12.

For the indicated conditions in FIG. 26 shows the equivalent taper of the wheel. From the diagram in FIG. 26 it is seen that for the claimed profile of the left and right wheels 200-M-70, the value of the equivalent taper when moving 3 mm was 0.02, which characterizes the good stability of the movement of the railway crew along the rail track.

In FIG. 27 shows the difference in the rolling radii of the wheels. The diagram shows the change in the radius of the wheel with a lateral displacement of the wheel relative to the rail with the above initial parameters characterizing the casing of the rails 1/12 with a gauge of 1520 mm.

In FIG. Figure 28 shows the tangent of the angle of contact between the wheel and the rail at the above initial parameters characterizing the casing of the rails 1/12 with a track gauge of 1520 mm. The diagram shows the change in the tangent of the angle of the contact spot when the wheelset is displaced across the track.

In FIG. 29 is a diagram illustrating the shape and parameters of the wheel-rail contact spot calculated by Hertz for different contact points of the proposed rim profile (left and right) of the wheel at their respective contact points located on the profile of the left and right rail P65. The diagram allows you to visually assess the decrease in contact stress values along the length of the wheel profile, since the contact spot has a fairly large area along the entire length of the wheel rim profile.

From the diagrams shown in FIG. 2-29, it follows that in the interaction of the declared unworn profiles of the wheel surface (conditional name - 200-M-70) and the rail head P65 GOST R 51685, the equivalent taper is in the range 0.02-0.27 for the linearization amplitude of 3 mm throughout the range of permissible changes in the rail cushion (1 / 12-1 / 60) and changes in the gauge from 1512 to 1525 mm, which characterizes the steady movement of the railway crew along the rail track.

The 200-M-70 profile roll-over band is much wider than the original, which helps to reduce the rate of fatigue damage accumulation.

The reduction in contact pressure on the rolling surface of a railway wheel of a high-speed electric train when interacting with a P65 rail GOST R 51685 is 20%, which helps to reduce the likelihood of crevices on the rolling surface of the wheels, especially when operating a rolling stock in winter.

The above examples confirm that the use of the claimed profile of the railway wheel 200-M-70 creates the necessary conditions for increasing the durability of the rolling surface of the wheels of a high-speed electric train while maintaining the dynamics of the electric train in accordance with technical requirements and safety standards.

Claims (5)

CLAIM 1. The profile of the surface of the railway wheel, including the interfaced profile of the surface of the ridge and the rolling surface, made in the form of a line consisting of smoothly conjugated straight line segments and arcs of circles, characterized in that it is made for a railway wheel 135 mm wide having a working surface inclination angle ridge 70 °, wherein the inner surface profile of the ridge comprises a vertical segment sequentially coupled with arc Κι = 20,2 mm, then the arc K ₂ = 12.0 mm, forming the top of the ridge, then length e is the working surface profile ridge formed arc K ₃ = 21.5 mm, the conjugate with an inclined straight line segment with a slope of 70 ° to the horizontal, more working surface conjugate to the ridge of the wheel tread of fillet radius R ₄ = 15 mm, the surface rolling is formed by successively mating arcs with radii K ₅ = 51.9 mm, I ₆ = 73.2 mm, K ₇ = 182.2 mm, K ₈ = 566.7 mm, K ₉ = 193.5 mm, K ₁₀ = 403, 7 mm, K _p = 1028.9 mm, K ₁₂ = 172.7 mm, K ₁₃ = 52.3 mm, which serve as a continuation of the forming fillet, while the arc K _{13 is} consistently associated with a straight cut com located - 5,020,267 with a slope of 13% with respect to the horizontal at 107.0 <x <129.0, where x is the current coordinate, expressed in mm, along the x axis, starting at the inner surface of the wheel. 2. Profile according to claim 1, characterized in that the line forming the profile of the ridge and the rolling surface of the wheel passes through the points: a, b, c, b, e, £, q, q,,, _), q, 1 , t, n, o, p, s. |. g with the following coordinates, expressed in mm (with the origin of the coordinates on the inner surface of the wheel): X; = 0 and y! = 0 for point a, x ₂ = 0 and y ₂ = -10.94 for point b, x ₃ = 8.99 and y ₃ = -27.96 for point c, x ₄ = 15.66 and y ₄ = -30.0 for point b, x ₅ = 23.52 and y ₅ = -27.06 for point e, Hb = 29.65 and y ₆ = -18.15 for the point £, x ₇ = 31.5 and y ₇ = -13.07 for the point d, x ₈ = 40.75 and y ₈ = -3.93 for points k, x ₉ = 44.54 and y ₉ = -2.80 for point 1, x ₁₀ = 50.55 and y ₁₀ = -1.73 for point _), x ₁₁ = 63.57 and y ₁₁ = -0.45 for point k, x ₁₂ = 69.36 and y ₁₂ = -0.05 for point 1, x ₁₃ = 71.91 and y ₁₃ = 0.11 for point m, x ₁₄ = 89.70 and y ₁₄ = 0.71 for point n, X ₁₅ = 94.99 and y ₁₅ = 0.77 for the point o, X ₁₆ = 102.98 and y ₁₆ = 1.02 for point p, x ₁₇ = 107.0 and y ₁₇ = 1.40 for point c, x ₁₈ = 129.0 and y ₁₈ = 4.20 for point g . 3. The profile according to claim 2, characterized in that the segments of straight lines and arcs of circles that form the profile of the wheel are conjugated to each other at consecutive points b, c, e, £, d, k, ί, fc, 1, t, p, o, p, n, g 4. Profile according to claim 1, characterized in that a chamfer is made on the outer side of the railway wheel, the contour of which limits the profile of the rolling surface. 5. Profile according to claim 1, characterized in that the position of the points on the profile line is determined by the coordinates x ₁ , y ₁ , where ί is the ordinal number of the desired point, according to the table of wheel surface profile coordinates with the origin of coordinates on the rolling circle.