A rail wheel with a wheel body and wheel brake discs connected thereto with fastening elements on both sides is designed in such a way that at least in the respective contact regions of the wheel brake discs a mechanically and thermally highly resilient intermediate layer is arranged on the wheel body.

A railway wheel includes: a wheel including a plate portion; and a brake disc including a circular plate portion whose front face side is a sliding surface, and a plurality of fin portions projected on a back face of the circular plate portion, wherein two of the brake discs are fastened in a region within the sliding surface. Regarding an area of a section crossing a space formed between the brake disc and the wheel along a circumferential direction, a minimum section portion in which the sectional area is minimum is present closest to the back face within the outer peripheral surface of the circular plate portion within a region formed by an outer peripheral surface of the circular plate portion and an inner peripheral surface of the rim portion, and an area of the minimum section portion is not less than 2500 mm.sup.2 and not more than 7000 mm.sup.2.

A railway wheel that is capable of suppressing the propagation of cracks is provided. A railway wheel according to the present disclosure includes a hub part, a rim part including a tread and a flange, and a web part. In the railway wheel, in an outer layer of the rim part that includes the tread, an elastic limit .sub.0 is 430 MPa or more, an initial kinematic hardening coefficient C is 130 GPa or more, and a kinematic hardening coefficient reduction ratio is 400 or less. The initial kinematic hardening coefficient C and the kinematic hardening coefficient reduction ratio satisfy Formula (1).

[00001]$\begin{array}{cc}\left[\mathrm{Expression}1\right]& \\ 470\frac{C}{}\left\{1-\exp \left(-0.007\right)\right\}& \left(1\right)\end{array}$

A wheel includes a boss, a rim, and a web. The rim includes a tread and a flange. A center of the boss in an axial direction of the wheel is disposed closer to the flange than a center of the rim in the axial direction. The web has a plate-thickness center line having a linear shape when the wheel is viewed in a longitudinal section. In a case where an angle formed by the plate-thickness center line with the axial direction is taken as , a distance in the axial direction from a side face of the rim to an outer end of the plate-thickness center line is taken as Pw, a length of the rim in the axial direction is taken as Wr, and Pw/Wr is taken as L, the wheel satisfies L0.0533.8626, where the angle is 90 or less.

A wheel includes a boss, a rim, and a web. The rim includes a tread and a flange. A center of the rim in the axial direction of the wheel is disposed closer to the flange in the axial direction than a center of the boss in the axial direction is. The web has a plate-thickness center line that has a linear shape when the wheel is viewed in its longitudinal section. When an angle that the plate-thickness center line forms with the axial direction is denoted by a, a distance in the axial direction from a side face of the rim to an outer end of the plate-thickness center line is denoted by Pw, a length of the rim in the axial direction is denoted by Wr, and Pw/Wr is denoted by L, the wheel satisfies the expression L0.02231.363. Where, the angle is 90 or less.

A multi-part rail wheel having a wheel tire is presented and described, having a wheel body which consists of a light alloy material and has a hub opening in which a contact surface is provided, on which an outer ring of a roller bearing is supported during use or which is connected to the outer surface of a shaft or a shaft stub during use, and having at least one resilient body which is arranged between the wheel tire and the wheel body and via which the wheel tire is resiliently supported on the wheel body. In order to achieve a good corrosion resistance, a high resistance to mechanical influence and to avoid electrical damage in the wheel bearing, it is proposed that at least the contact surface in the hub opening of the wheel body be covered with an electrically insulating oxide layer (OX) generated by electrochemical anodizing. A wheel set for a rail vehicle, having such rail wheels, is also presented and described.

A wheel includes a boss, a rim, and a web. When viewed in a longitudinal section of the wheel, the boss includes a contour extending from the web to an end face in the axial direction of the boss. The contour includes curves. A first curve is continuous with the web. The first curve has a first radius of curvature. The second curve is arranged on the end face side in the axial direction of the boss relative to the first curve. The second curve has a second radius of curvature. The second radius of curvature is greater than the first radius of curvature. The path length of the second curve is greater than the path length of the first curve.

A monoblock wheel is shown and described with high thermal performance for rail vehicles, with a radial outer wheel rim, a radial inner wheel hub, which is mounted around a centre axle of the monoblock wheel, and a wheel disc which connects the wheel rim to the wheel hub. The wheel rim has a running surface, a flange, an outer side surface in a first plane and an inner side surface in a second plane, wherein the first plane and the second plane run orthogonally to the central axis, wherein the wheel flange has a reference plane running orthogonally to the central axis in the region of its running surface has a running circle diameter, wherein the reference plane relative to the second plane and the inner side surface of the rim is displaced in parallel to the outside by an axial distance, wherein the distance is preferably 50 mm to 80 mm, wherein the wheel rim, the wheel disc and the wheel hub are designed in one piece as a monoblock wheel, and wherein the wheel disc has a median line, the course of which is defined by several design points.

A wheel arrangement for a rail vehicle, such as a light rail vehicle, can include a wheel unit and an axle unit. The axle unit can be connected to a running gear structure of the rail vehicle. The axle unit can rotatably support the wheel unit. The axle unit can have a wheel bearing unit that forms a bearing for the wheel unit and defines a wheel axis of rotation of the wheel unit during operation of the rail vehicle. The axle unit can also have a wheel support unit and a primary suspension unit. The primary suspension unit can be located kinematically in series between the wheel support unit and the wheel bearing unit such that the wheel support unit supports the wheel bearing unit via the primary suspension unit in a manner resilient in at least two mutually transverse translational degrees of freedom.