Railway wrought wheels (hereinafter- WW) belong to the most critical elements in the design of rolling stock, the reliability of which largely influences traffic safety. During operation, they are subjected to high thermal effects resulted from braking (system «brake shoe-wheel») and mechanical loading during the interaction of wheel and rail.Continuing previous publications in World of Transport and Transportation journal (Vol. 12, Iss. 5, pp. 22–37; Vol. 13, Iss. 1, pp. 56–62) the authors analyze the studies that were conducted at MIIT to assess the influence of braking parameters on the kinetics of thermal and deformation processes taking into account the geometry of the wheel disc. Modern technical means and methods do not allow for analysis of the distribution of thermal processes throughout the wheel volume during braking and implementation of direct measurements of deformation of WW elements at the end of the freight car braking.The objective of the authors was to present an analysis of the influence of the wheel disc geometry on maximum values of deformation of the rim at the end of extended braking. In the paper the authors use analysis, mathematical and engineering methods.The results were obtained by methodological tools, designed at MIIT, and a software complex SANAK, created on its basis. Computer modeling was carried out using volumetric finite element models of wrought wheels with a diameter of 950 mm with rectilinear and curvilinear shapes of the disc with the size specified in GOST 10791–2011 [1]. The features of interaction in the system «wheel-rail», and wheel wear during its operation were not taken into account (thickness of the rim was 70 mm).В продолжение публикаций об исследованиях ученых МИИТ, которые посвящены оценке влияния условий длительного торможения грузового вагона на кинетику тепловых и деформационных процессов в системе «тормозная колодка–колесо» («МТ», 2014, № 5, с. 22–37; 2015, № 1, с. 56–62), авторы знакомят с анализом влияния геометрии диска цельнокатаного колеса (ЦКК) на максимальные значения деформаций обода в момент окончания торможения. На основе полученных данных дается заключение о максимальном тепловложении именно в ободе ЦКК, оцениваются последствия смещений и перемещений элементов колеса в зависимости от конструкционных их особенностей и степени влияния на безопасность движения
