The description of the invention.

Method if regeneration wheels driving structure. Invention relates to the manufacturing and repair-restoration works and can be used on the world's railways for restoration of wheel treads and railway wheels flanges. It is known the method of regeneration wheel treads of the trains N° 1560054, cl.B23 P 6100, USSR bul.15, 1990, consisting in the regeneration of worn-out external flange surface by the forging or rolling plastic deformation of the material to wheel profile up to the approximate regeneration of initial structure (profile). Then fair machining cleanup is carried out.

However this method of regeneration initial profile doesn't allow to increase the bias of a tread surface and cross-sectional backslash between a flange and rail's head and lower their deterioration. It goes to reduction wheels and rails service life, especially on curved tracks. The problem is: because of existing inaccuracy of assembly of running part units and cars fluctuations wheels sets get primary skewing increasing during a work and tends to long interactions flanges and rails. In consequence wheel flanges and rails are deteriorated. It is strongly shown on curved tracks. As the sliding on interior rail wheel goes larger way with reference to wheel, changing of the direction of movement drivers happens. Thanks to wheel set shift at an input (entrance) in a curve automatic choice (demanding to be entered in turn) happens. The less curved track radius, the more must be wheel sets displacement respectively rails in cross-sectional direction and diameters difference of tread surface of the wheels. Often gauge's width in curved doesn't allow to move wheel set in necessary limits in a cross-sectional direction and external wheel's flange runs to external rail deteriorating flange and rail head surface. Lateral surfaces of rails in curved tracks are deteriorated faster in spite of their hardness in 1.5 times greater than the hardness of wheel flange tread surface. The process of intensive deterioration goes up to because work due to friction force doesn't do necessary conditions for displacement and the turning wheel set,

that is wheel flanges and rail lateral surfaces wouldn't be deteriorated to demanded size. It reduces service life wheels and rails. Thus wheel set can't free move in cross-sectional direction and turn around its vertical axis for insufficient bias of tread surface and cross-section backslash between flange and rail head, it goes to deterioration and reduction service life. It is known the method of restoration cars wheel flanges which is taken for prototype (patent RU N2041785,kl B 23 P 6/00, publ. 20.08. 95) for totally main features. It is as follows on the warn out external surface of the flange rotated wheel is melted (fused) regenerative metal consequent putting up the ring platens from the basis of a flange to its top. Then wheel is cooled and is subjected to machining. And besides the deteriorated surface of the flange is regenerated up to initial structure.

This method doesn't allow to increase bias and cross-sectional backslash between flanges and rail heads. As a result wheel set can't move freely in cross- sectional direction and turn on around its vertical axis. It tends to increasing wheels and rails deterioration, especially on curved tracks and decreasing their service period. It is known railway wheel rim according GOST 9036-80, c.4, having a flange interior and exterior lateral surface, a tread surface. And besides the distance between a flange axis and driving circle doesn't provide backlash between flange and rail head on the straight tracks under their ideal conditions and without overloads and skewing. Operating this wheel in natural conditions with overloads and skewing described above, especially on curved tracks tends to intensive deterioration wheel flange and rail head for small primary cross-sectional backlash between them, not providing start of the wheel set in a track and necessary difference diameters in wheel tread surfaces. Deterioration goes until necessary cross-sectional backlash between flange and rail head due to work of friction force which allows wheel set to move freely (when necessary) in cross-sectional direction and turn around its axle, but on curved tracks freely enter to the turn will not be created, (when trajectory wheels movement coincides with curved).

It is known railway wheel tread, taken for prototype according to the sets of main attributes (patent N 2041785, Id. B 23 P 6/00, publ. 20.08.95), containing a flange interior and exterior lateral surfaces, a tread surface, which is concaved, that is closely to be deteriorated.

However the distance between flange axle and wheel riding (driving) circle on the rail is bearable as in previous analogue according the standard that doesn't provide necessary initial backlashes between flange and rail head in natural working conditions with overloads and skewing, especially on curved tracks. It is not provided wheel tread surfaces diameters difference and doesn't allow wheel set freely moves in cross-sectional direction and turn around its vertical axle. So intensive wheel flange and rail head deterioration happens and lows their service period. Object of the invention is increasing service (period) life railway wheels by decreasing wheel flanges and rail heads deterioration. It increases service period with overloads and skewing especially on curved tracks.

We claim: method of restoration structure railway wheel sets and treads is in displacement of tread surface together tread and flange in the direction of tread's internal side and turns to the angle in cross-sectional plane. Mechanical operation is produced on the wheel lathes equipped with universal copy device, giving tangential plate displacement on the tread and wheel flange tread surface. Copy device is turned in respect of point "C" to the angle Y.

It allows to displace flange axle relatively wheel's line of on the rail and increase cross-sectional backlash between a flange and rail head; to provide the start of wheel set in a gauge;

To change biases of a tread surface in curved and diameter's difference of tread surface in curved and straight tracks. As a result wheel set freely moves in cross- sectional direction and turns around its vertical axle in any conditions with overloads and skewing. It allows wheel set freely to enter in a turn on curved

Tracks, not to run wheel's flange on the rail head and also crossing points decreasing their deterioration and increases service life. Claimed railway wheel tread contains flange, external and internal lateral sides; rolling surface and flange have displacement - turned surfaces (profiles). Differ from prototype flange axis is displaced relatively rolling line on the rail in the side tread's internal lateral side. It allows to decrease the gauge and increases cross-section backlashes between wheel flanges and rail heads. Thus all sets of claimed attributes of method solve existing problem. Increasing turning angle Y and lateral backlashes increases biases ni and tread surfaces on curve and straight tracks and provides start of wheel set in a gauge diameters difference. It allows wheel set freely moves in cross-sectional direction and turns around its vertical axis in natural conditions. It provides wheel set freely to enter in a turn on curved tracks not to run on wheel's flange on the rail's head and also during going switches and cross pipes, that it decreases their deterioration and increases service life. Claimed tread of railway wheel contains flange, external and internal lateral sides. Rolling area of tread and flanges have displacement — turned profiles. Differ from prototypes flange's axis is displaced to the line wheel tread on the rail relatively of internal side of tread. It allows to decrease the width wheel's gauge and increase cross-sectional backlashes between flanges of wheels and rail heads. Thus all sets of their attributes of method solve existing problem. Increasing turning angle Y and lateral backlashes , increases biases nj and diameters' difference wheel tread in curved and straight tracks and provided start of wheel set in a gauge. It allows wheel set freely moves in cross sectional direction and turns around its vertical axis in natural maintenance conditions with overloads and skewing. On the curved tracks where the displacement is maximum, it is possible freely enter in a turn not running of wheel flange on the rail head that decreases deterioration of flanges wheels and rails, increases their service life. Turning profile to the angle Y increases the angle of inclination β

External area flange with a horizontal. That promotes stability wheel set against rolling to the rail head.

As a result all sets of the claimed attributes solve existing problem.

Invention is illustrated on the drawing where

Fig. 1 is a railway wheel tread and rail head;

Fig. 2 is a railway wheel set;

Fig. 3 is profile tread surface and wheel flange with turning.;

Fig.4 is a copy device of wheel tread surface;

Fig.5 is a copy device of wheel flange.

The invention is realized as follows.

The displacement tread surface and flange is carried out under mechanical operation on the wheel lathes using universal copy devices for one or several displacements:

- linear displacement wheel treads (fig.l);

- decreasing nozzle's size T and changing admissions to wheels nozzle to the axis of wheel set (fig.1 , fig.2);

- turning profile wheel treads (tread and flange) to the angle Y (fig.3);

- linear displacement and turning wheel treads on copy device (flg.4);

- linear displacement and turning wheel flange on copy device (fig.5);

- for displacement wheel tread and flange to the downgrade in flange design section (fig.1);

- for gradient of decrease flange thickness of tread in design section (fig.l) for displacement external side of flange.

Turning wheel tread area and flange to the angle Y is realized for using universal copy device (fig.4, fig.5) on the wheel lathes.

Claimed wheel tread (fig.l) contains flange 1 with thickness q; rolling area 4 with biases ni, tread internal side and flange 2 with bias or without it; tread external side 3 with facet 6. Turned wheel tread and flange to the angle Y. External side of flange has an angle obliquity β with horizontal. Wheel treads and flanges have angular turnings Y on clockwise side for left wheel and anticlockwise for right wheel. As a result universal copy devices turnings increase biases nj on wheel treads areas. An increase of biases n* tread areas reduces flange contact time with rails under smaller start wheel pair in the gauge. Claimed factors provide free and quick turning wheel pair in gauge and without contact curve and straight tracks.