CN112849192B

CN112849192B - Bogie and rail transit system

Info

Publication number: CN112849192B
Application number: CN201911193586.7A
Authority: CN
Inventors: 许玉红; 刘俊杰; 毛光丙
Original assignee: BYD Co Ltd
Current assignee: BYD Co Ltd
Priority date: 2019-11-28
Filing date: 2019-11-28
Publication date: 2022-06-14
Anticipated expiration: 2039-11-28
Also published as: CN112849192A

Abstract

The present disclosure relates to a bogie and a rail transit system. The bogie comprises a traveling wheel, a first gear, a power assembly and a clutch. The running wheel and the first gear are coaxially arranged. The power assembly comprises a power output shaft, and the traveling wheels are in transmission connection with the power output shaft. The first gear is rotatably sleeved on the power output shaft. The clutch is used for connecting or disconnecting power transmission between the power output shaft and the first gear. Through going capable wheel and first gear coaxial setting, can go capable wheel and first gear of simultaneous drive through the power assembly, need not to set up transmission structure alone and realize the transmission connection between power assembly and the first gear, simple structure can guarantee the power of vehicle climbing moreover and continuously exports. When initial meshing, first gear can rotate by adaptability to can effectively guarantee the accurate meshing of first gear and first rack, reduce because the striking when the meshing leads to inaccurate, improve rail vehicle's travelling comfort.

Description

Bogie and rail transit system

Technical Field

The disclosure relates to the technical field of rail transit, in particular to a bogie and a rail transit system.

Background

The straddle type monorail is a rail traffic system which is supported, stabilized and guided by a single rail and runs by riding a vehicle body on a rail beam through a bogie below the straddle type monorail. In the prior art, the bogie can be provided with gears besides rubber traveling wheels for supporting a vehicle body, and the gears are meshed with toothed rails on a track beam to improve the climbing capacity of the vehicle, so that the bogie is suitable for large climbing section lines.

However, when the vehicle enters a slope section and the gear and the rack are initially engaged, due to uncertainty of relative position, the gear may collide with the rack, damage the gear or the rack, even the gear or the rack may not be engaged by the tooth crest, and the engagement between the gear and the rack may be dislocated during the vehicle running process, i.e. the tooth skipping phenomenon occurs.

In addition, in the bogie in the prior art, additional wheel shafts, gear boxes and the like are required to be separately provided for the gears, the number of parts of used equipment is large, and the structure of the bogie is complex.

Disclosure of Invention

The purpose of the present disclosure is to provide a bogie and a rail transit system having the same, wherein the bogie has a simple structure, and can reduce the collision between a gear and a rack during initial engagement, thereby improving the climbing capability of a rail vehicle.

In order to achieve the above object, the present disclosure provides a bogie, which includes a traveling wheel, a first gear, a power assembly, and a clutch, where the traveling wheel and the first gear are coaxially disposed, the power assembly includes a power output shaft, the traveling wheel is in transmission connection with the power output shaft, the first gear is rotatably sleeved on the power output shaft, and the clutch is used to connect or disconnect power transmission between the power output shaft and the first gear.

Optionally, the clutch includes a driving member and a driven member, the driving member is in transmission connection with the power output shaft, and the driven member is in transmission connection with the first gear.

Optionally, a bearing structure is arranged on the power output shaft, an inner ring of the bearing structure is sleeved on the power output shaft, an outer ring of the bearing structure is in transmission connection with the driven member, and the first gear is sleeved on the outer ring of the bearing structure and is in transmission connection with the outer ring.

Optionally, the outer race of the bearing arrangement is integrally formed with the driven member.

Optionally, a flange is further disposed on the power output shaft, the flange is radially protruded from the power output shaft, the power output shaft is disposed through the driving member and the driven member, and one side of the driving member departing from the driven member abuts against the flange.

Optionally, the number of the walking wheels is two and the walking wheels are coaxially arranged, the power output shaft is in transmission connection with the two walking wheels respectively, and the first gear is arranged between the two walking wheels.

Optionally, a safety support is arranged inside the running wheel.

Optionally, the bogie further comprises a frame, guide wheels and stabilizing wheels, the guide wheels and the stabilizing wheels are respectively used for matching with the side walls of the track, and the stabilizing wheels are arranged below the guide wheels.

Optionally, the bogie further comprises a frame and a second gear, the second gear is rotatably disposed on the frame, the second gear is disposed on the left side and the right side below the walking wheels, and the rotation axis of the second gear is parallel to the rotation axis of the walking wheels.

In the technical scheme, the walking wheels and the first gear are coaxially arranged, the walking wheels and the first gear can be driven by the power assembly at the same time, a transmission structure is not required to be independently arranged to realize transmission connection between the power assembly and the first gear, and the structure is simple. And the power assembly is connected or disconnected with the power output of the first gear through the clutch, so that power can be immediately provided for the first gear when needed, and the power assembly always outputs power outwards in the whole process without power interruption, so that the continuous output of the power for climbing the vehicle can be ensured.

In addition, before the clutch combines, because first gear rotationally sets up in power output shaft, when initial meshing, first gear can rotate according to actual meshing condition adaptability to can effectively guarantee the accurate meshing of first gear and first rack, reduce because the striking when the initial meshing that the meshing is inaccurate leads to, improve rail vehicle's climbing ability and travelling comfort.

According to another aspect of the present disclosure, there is also provided a rail transit system including a rail beam body and a first rack provided on a top surface of the rail beam body to extend in a length direction of the rail beam body, the first rack being configured to engage with the first gear, and the bogie described above.

Optionally, the first rack is movably disposed on the track beam body along a length direction of the track beam body.

Optionally, the track further includes an elastic member, two ends of the elastic member are respectively connected to the first rack and the track beam body, and the elastic member is compressed or stretched when the first rack moves.

Optionally, the track further includes a second rack, the second rack is disposed on the track beam body and parallel to the first rack, the bogie further includes a frame and a second gear, the second gear is rotatably disposed on the frame, and when the first gear is engaged with the first rack, the second gear is engaged with the second rack.

Optionally, the second rack is arranged on two sides of the track beam body in a protruding manner along the width direction of the track beam body, teeth on the second rack extend downwards, and the second gear is arranged below a plane where the top surface of the track beam body is located;

the number of the second racks is two, the second racks are respectively arranged on two sides of the track beam body at intervals, the number of the second gears is at least two, and the second gears are respectively arranged on two sides of the track beam body and are used for being meshed with the corresponding second racks.

Additional features and advantages of the disclosure will be set forth in the detailed description which follows.

Drawings

The accompanying drawings, which are included to provide a further understanding of the disclosure and are incorporated in and constitute a part of this specification, illustrate embodiments of the disclosure and together with the description serve to explain the disclosure without limiting the disclosure. In the drawings:

fig. 1 is a schematic top view of a rail transit system according to an embodiment of the present disclosure;

FIG. 2 is a side schematic view of a rail transit system of one embodiment of the present disclosure;

FIG. 3 is a schematic partial side view of a bogie according to one embodiment of the present disclosure;

FIG. 4 is a schematic front view of a rail transit system of one embodiment of the present disclosure;

FIG. 5 is a schematic cross-sectional front view of a rail transit system according to an embodiment of the present disclosure;

fig. 6 is a front view structural cross-sectional schematic view of a track of an embodiment of the present disclosure.

Description of the reference numerals

100-a bogie; 10-running wheels; 20-a first gear; 30-a power pack; 31-a power take-off shaft; 40-a clutch; 41-a driving member; 42-a follower; 50-a bearing structure; 60-a framework; 70-a second gear; 81-a guide wheel; 82-a stabilizing wheel; 83-suspension; 84-a flange; 90-track; 91-a track beam body; 92-a first rack; 93-a second rack; 94-an elastic member; 95-a locking mechanism; 96-floating gap.

Detailed Description

The following detailed description of specific embodiments of the present disclosure is provided in connection with the accompanying drawings. It should be understood that the detailed description and specific examples, while indicating the present disclosure, are given by way of illustration and explanation only, not limitation.

In the present disclosure, unless otherwise stated, the use of the directional words such as "up and down" generally refers to the directions of "up and down" of the bogie 100 in the use state, and "left and right" refer to the left and right of the width direction of the track beam body 91, and specifically refer to the direction of the drawing shown in fig. 2. "inner and outer" refer to the inner and outer of the profile of the associated component. In addition, the terms "first", "second", and the like used in the embodiments of the present disclosure are for distinguishing one element from another, and have no order or importance.

In the present disclosure, two components are in "transmission connection" to mean that torque can be transmitted between the two components, for example, fixed connection such as integral forming, welding or screwing, interference fit, key connection and the like.

In the present disclosure, a bogie 100 and a rail transit system are provided that can increase the grade climbing capability of a rail vehicle. According to an aspect of the present disclosure, there is provided a bogie 100, as shown in fig. 1-5, the bogie 100 comprising running wheels 10, a first gear 20, a powertrain 30, a clutch 40. The running wheels 10 and the first gear 20 are arranged coaxially. The powertrain 30 includes a power take-off shaft 31. The running wheels 10 are in transmission connection with a power output shaft 31. The first gear 20 is rotatably sleeved on the power output shaft 31, that is, the first gear 20 can freely rotate around the power output shaft 31. The clutch 40 is used to connect or disconnect the power transmission between the power output shaft 31 and the first gear 20.

The powertrain 30 includes an electric motor or an engine, and the power take-off shaft 31 is an output shaft of the electric motor or the engine.

In the above technical solution, by coaxially arranging the traveling wheels 10 and the first gear 20, the power assembly 30 can simultaneously drive the traveling wheels 10 and the first gear 20, and a transmission structure does not need to be separately arranged to realize transmission connection between the power assembly 30 and the first gear 20, so that the structure is simple. Moreover, the clutch 40 is used for realizing the connection or disconnection of the power output of the power assembly 30 to the first gear 20, so that the power can be immediately supplied to the first gear 20 when needed, and the power assembly 30 always outputs power outwards in the whole process without power interruption, so that the continuous power output of the climbing of the vehicle can be ensured.

In addition, before the clutch 40 is combined, because the first gear 20 is rotatably arranged on the power output shaft 31, when in initial engagement, the first gear 20 can adaptively rotate according to the actual engagement condition, so that accurate engagement of the first gear 20 and the first rack 92 can be effectively ensured, impact caused by inaccurate engagement during initial engagement is reduced, then the clutch 40 is switched on after the first gear 20 and the first rack 92 are accurately engaged, and the power assembly 30 drives the first gear 20 to provide climbing force, thereby improving the climbing capability and comfort of the railway vehicle.

The rail transit system in the present disclosure may be either a single rail transit system or a double rail transit system. The following description will be given by taking a monorail transportation system as an example.

Further, as shown in fig. 3, the clutch 40 includes a driving member 41 and a driven member 42. The driving member 41 is in transmission connection with the power output shaft 31, and the driven member 42 is in transmission connection with the first gear 20. When the vehicle does not climb a slope, the driving part 41 is separated from the driven part 42, the first gear 20 and the driven part 42 can adaptively rotate, when the vehicle enters a slope climbing area and the first gear 20 is accurately meshed with the first rack 92, the driving part 41 is combined with the driven part 42, the driving part 41 drives the driven part 42 to rotate, so that the first gear 20 connected with the driven part 42 is driven to rotate, and the slope climbing capacity of the rail vehicle is improved through the meshing transmission of the first gear 20 and the first rack 92.

In the present disclosure, how to realize the rotatable connection between the power output shaft 31 and the driven member 42 is not limited, and may be a clearance fit or the like, and may be provided as needed. In one embodiment, as shown in fig. 3, a bearing structure 50 is disposed on the power output shaft 31, an inner ring of the bearing structure 50 is sleeved on the power output shaft 31, an outer ring of the bearing structure 50 is in transmission connection with the driven member 42, and the first gear 20 is sleeved on the outer ring of the bearing structure 50 and in transmission connection therewith. The power output shaft 31 is inserted through the driving member 41 and the traveling wheels 10.

Alternatively, the outer race of the bearing structure 50 is integrally formed with the follower 42, so that the structure can be further simplified, making the entire bogie 100 more compact.

When the vehicle is not climbing a slope, the driving member 41 is separated from the driven member 42, and the driven member 42 is rotatably arranged on the power output shaft 31 through the bearing structure 50; when the vehicle enters a climbing area and the first gear 20 is accurately meshed with the first rack 92, the driving part 41 is combined with the driven part 42, the driving part 41 drives the driven part 42 to rotate, the driven part 42 drives the outer ring of the bearing structure 50 to rotate, so that the first gear 20 connected with the outer ring of the bearing structure 50 is driven to rotate, and the climbing capacity of the railway vehicle is improved.

The power output shaft 31 sequentially penetrates through the driving part 41, the traveling wheels 10 and the bearing structure 50, so that the whole structure is simpler and more compact, and further, the traveling wheels 10 and the first gear 20 are conveniently driven by the power assembly 30 at the same time.

The power output shaft 31 is further provided with a flange 84, the flange 84 is arranged on the power output shaft 31 in a protruding manner in the radial direction, one side of the driving member 41 facing away from the driven member 42 abuts against the flange 84, and the flange 84 can limit the displacement of the driving member 41 in the axial direction.

The specific type of clutch 40 is not limited in this disclosure and may be provided as desired. In one embodiment of the present disclosure, the clutch 40 is a friction clutch 40, the driving member 41 is a flywheel, and the driven member 42 is a driven plate. It is understood that in other embodiments, the clutch 40 may also be a magnetic particle clutch 40, a hydraulic clutch 40, an electromagnetic clutch 40, or the like.

As shown in fig. 2 and 3, in one embodiment of the present disclosure, the number of running wheels 10 is two and are coaxially arranged. The power output shaft 31 is respectively connected with the two running wheels 10 in a transmission way, and the first gear 20 is arranged between the two running wheels 10.

The power output shaft 31 penetrates through the two running wheels 10 and the first gear 20 positioned between the two running wheels 10 to drive the running wheels 10 to run along the track 90, and the structure is simple and compact. In the present disclosure, the running wheels 10 have only one rotating shaft, i.e., the power output shaft 31, and therefore, the bogie 100 in the present disclosure is a single-shaft bogie 100, and the required turning radius is smaller, so that the bogie 100 is more suitable for the geographic environment with complicated terrain, such as mountainous regions.

In order to avoid that the first gear 20 contacts the rail 90 and damages the teeth on the first gear 20 after the running wheels 10 have punctured, in one embodiment, a safety support is provided inside the running wheels 10. The safety support is arranged inside the traveling wheel 10, has certain strength and rigidity, can still keep a traveling profile after the tire burst of the traveling wheel 10, and can still fix a tire bead on a wheel rim, so that the vehicle can stably travel for a long time or temporarily, and the first gear 20 is prevented from contacting with the track 90 after the tire burst. Further, run-flat tires can be used for the running wheels 10.

According to another aspect of the present disclosure, as shown in fig. 1, there is also provided a rail transit system comprising a rail 90 and the bogie 100 described above. The rail 90 includes a rail beam body 91 and a first rack 92. The first rack 92 is provided on the top surface of the rail body 91 to extend in the longitudinal direction of the rail body 91. The first rack 92 is for meshing with the first gear 20.

Specifically, the first rack 92 may be laid only in an area of the line where the gradient is large. By arranging the first rack 92 on the rail beam body 91, the first gear 20 is meshed with the first rack 92, and the vehicle is driven to run by the running wheels 10 and the first gear 20 together, so that the climbing capacity of the rail vehicle is increased. In addition, before the clutch 40 is combined, because the first gear 20 is rotatably arranged on the power output shaft 31, when in initial engagement, the first gear 20 can adaptively rotate according to the actual engagement condition, so that accurate engagement of the first gear 20 and the first rack 92 can be effectively ensured, impact caused by inaccurate engagement during initial engagement is reduced, and the climbing capability and the comfort of the railway vehicle are improved.

In order to further increase the accuracy when the first gear 20 and the first rack 92 are initially engaged, as shown in fig. 6, the first rack 92 is movably provided to the rail body 91 along the length direction of the rail body 91.

Because the first rack 92 is movably disposed on the rail beam body 91, when the first gear 20 is initially engaged with the first rack 92, and the first gear 20 is engaged with the first rack 92, the first rack 92 can be correspondingly adjusted in displacement due to the interaction force between the first gear 20 and the first rack 92, thereby ensuring that the first gear 20 can be smoothly and adaptively engaged with the first rack 92. As long as one tooth of the first gear 20 is properly engaged with the first rack 92, proper engagement of the remaining teeth of the first gear 20 with the first rack 92 can be ensured. Therefore, it is possible to ensure proper engagement of the first gear 20 and the first rack 92 by buffering the impact that may occur at the time of initial engagement by the adaptive adjustment of the first rack 92, thereby ensuring that the climbing ability of the vehicle can be effectively improved.

To further buffer the impact at the initial engagement, as shown in fig. 6, the rail 90 further includes an elastic member 94, and both ends of the elastic member 94 are connected to the first rack 92 and the rail beam body 91, respectively, and the elastic member 94 is compressed or stretched when the first rack 92 moves.

Due to the elastic member 94, the first rack 92 can compress or stretch the elastic member 94 when moving, so as to buffer the impact when the first gear 20 is engaged with the first rack 92, reduce noise, reduce the possible damage of the teeth on the first gear 20 and the first rack 92, and simultaneously avoid the violent impact of the first rack 92 with the track beam body 91 when moving.

The specific structure of the elastic member 94 is not limited in this disclosure, and may be a spring, an elastic silicone member, an elastic rubber member, a spring sheet, or other elastic mechanism. Preferably, the elastic member 94 is a compression spring.

In the present disclosure, the specific arrangement position of the elastic member 94 is not limited as long as one end of the elastic member 94 is fixedly connected to the first rack 92 and the other end is fixedly connected to the rail beam body 91, and the first rack 92 can deform the elastic member 94 when moving.

In one embodiment, as shown in fig. 6, the elastic member 94 is interposed between a longitudinal end wall of the first rack 92 and an end wall of the rail beam body 91. The movement of the first rack 92 can be effectively buffered, the first rack 92 is prevented from suddenly appearing too large displacement, and meanwhile, the impact between the end wall of the first rack 92 and the end wall of the track beam body 91 can be effectively prevented. Further, accommodation grooves for accommodating the elastic members 94 are provided at positions corresponding to the end walls of the rail beam body 91 of the end walls of the first rack 92, respectively.

In order to guide the movement of the first rack 92 in the longitudinal direction, in one embodiment, the top surface of the rail beam body 91 is provided with a guide groove (not shown) extending in the longitudinal direction, and the first rack 92 is movably engaged with the guide groove. When the first gear 20 is initially engaged with the first rack 92, the first rack 92 can slide back and forth along the guide groove, thereby ensuring accurate engagement of the first gear 20 and the first rack 92. Moreover, the guide groove can also restrict the position of the first rack 92 in the left-right direction, thereby ensuring that the first gear 20 and the first rack 92 can be more accurately meshed also in the left-right direction.

In one embodiment of the present disclosure, to lock the first rack 92 in the proper engagement position, the rail 90 beam structure further includes a locking mechanism 95, as shown in fig. 6. The lock mechanism 95 includes a lock member and a drive mechanism. A floating gap 96 is provided between the end wall of the first rack 92 in the longitudinal direction and the end wall of the rail beam body 91. When the first gear 20 and the first rack 92 are properly engaged, the driving mechanism drives the lock member to move so that the lock member can enter the floating gap 96, so that the lock member abuts between the track beam body 91 and the first rack 92 to prevent the first rack 92 from moving when engaged. Therefore, the repeated meshing accuracy of the first gear 20 and the first rack 92 can be ensured, and the vehicle on the track 90 has sufficient climbing force during running.

To improve the stability of the meshing engagement of the first gear 20 and the first rack 92, in one embodiment of the present disclosure, as shown in fig. 1, 2, 4, and 5, the track 90 further includes a second rack 93. The second rack 93 is disposed on the track beam body 91 and parallel to the first rack 92, the bogie 100 further includes a frame 60 and a second gear 70, the second gear 70 is rotatably disposed on the frame 60, and when the first gear 20 is engaged with the first rack 92, the second gear 70 is engaged with the second rack 93.

Through setting up intermeshing's second rack 93 and second gear 70, this two sets of gears and rack can mesh simultaneously, have increased the area of contact when meshing between gear and the rack to can increase the stability of first gear 20 and the meshing of first rack 92, prevent that the meshing between first gear 20 and the first rack 92 from taking place the condition of dislocation (jumping the tooth phenomenon promptly), thereby improve the security and the stability of rail vehicle in the operation of heavy grade highway section.

The position where the second rack 93 is provided is not limited in the present disclosure as long as the second gear 70 can be engaged with the second gear, and the stability of the engagement between the first gear 20 and the first rack 92 is enhanced. In one embodiment, as shown in fig. 2, 4 and 5, the second rack 93 is disposed at two sides of the rail body 91 in a protruding manner along a width direction of the rail body 91, teeth of the second rack 93 extend downward, and the second gear 70 is disposed below a plane where a top surface of the rail body 91 is located.

The number of the second racks 93 is two, and the second racks are respectively disposed at two sides of the first rack 92 at intervals, the number of the second gears 70 is at least two, and the second gears 70 are respectively disposed at two sides of the first rack 92 and are used for being engaged with the corresponding second racks 93.

Through the meshing of the second gear 70 and the second rack 93 above the second gear, the stability of the meshing of the first gear 20 and the first rack 92 can be improved, and the second rack 93 and the second gear 70 below the second rack are matched to play a role in stabilizing the bogie 100, so that the railway vehicle is prevented from being rolled over.

The stability of the engagement of the first gear 20 and the first rack 92 can be further increased by adding more second gears 70 and second racks 93 which are engaged with each other, and when the second gears 70 are disposed below, the second racks 93 and the second gears 70 which are engaged with each other on the left and right sides of the rail beam body 91 can increase the running stability of the rail vehicle and prevent the rail vehicle from rolling over left and right.

It is understood that in other embodiments, the second rack 93 may be disposed on the top surface of the rail beam body 91, side by side with the first rack 92.

As shown in fig. 1-5, the bogie 100 further includes a frame 60, guide wheels 81 and stabilizing wheels 82. The guide wheels 81 and the stabilizing wheels 82 are rotatably provided to the frame 60, respectively, and engaged with the side walls of the rail body 91, and the stabilizing wheels 82 are provided below the guide wheels 81. The rail transit system further comprises a vehicle body. The frame 60 is provided with suspensions 83 on both sides thereof, and the bogie 100 is connected to the vehicle body by the suspensions 83. Guide wheels 81 and stabilizing wheels 82 may be provided on both sides below the frame 60. The guide wheels 81 are used to guide the traveling of the bogie 100, and the stabilizing wheels 82 are used to prevent the vehicle body from rolling over.

The preferred embodiments of the present disclosure are described in detail with reference to the accompanying drawings, however, the present disclosure is not limited to the specific details of the above embodiments, and various simple modifications may be made to the technical solution of the present disclosure within the technical idea of the present disclosure, and these simple modifications all belong to the protection scope of the present disclosure.

It should be noted that, in the above embodiments, the various features described in the above embodiments may be combined in any suitable manner, and in order to avoid unnecessary repetition, various possible combinations will not be further described in the present disclosure.

In addition, any combination of various embodiments of the present disclosure may be made, and the same should be considered as the disclosure of the present disclosure, as long as it does not depart from the spirit of the present disclosure.

Claims

1. A rail transit system is characterized by comprising a rail (90) and a bogie (100), wherein the bogie (100) comprises walking wheels (10), a first gear (20), a power assembly (30) and a clutch (40), the walking wheels (10) and the first gear (20) are coaxially arranged, the power assembly (30) comprises a power output shaft (31), the walking wheels (10) are in transmission connection with the power output shaft (31), the first gear (20) is rotatably sleeved on the power output shaft (31), and the clutch (40) is used for connecting or disconnecting power transmission between the power output shaft (31) and the first gear (20); the track (90) comprises a track beam body (91), a first rack (92) and an elastic piece (94), wherein the first rack (92) extends along the length direction of the track beam body (91) and is movably arranged on the top surface of the track beam body (91) along the length direction, and the first rack (92) is used for being meshed with the first gear (20); the two ends of the elastic piece (94) are respectively connected with the first rack (92) and the track beam body (91), and when the first rack (92) moves, the first rack (92) can compress or stretch the elastic piece (94);

the rail (90) further comprises a locking mechanism (95), the locking mechanism (95) comprises a locking piece and a driving mechanism, a floating gap (96) is formed between the end wall of the first rack rail (92) in the length direction and the end wall of the rail beam body (91), and the driving mechanism is used for driving the locking piece to move so that the locking piece can enter the floating gap (96).

2. The rail transit system according to claim 1, wherein the rail (90) further comprises a second rack (93), the second rack (93) being provided to the rail beam body (91) and being arranged in parallel with the first rack (92), the bogie (100) further comprises a frame (60) and a second gear (70), the second gear (70) being rotatably provided to the frame (60), the second gear (70) and the second rack (93) being engaged when the first gear (20) is engaged with the first rack (92).

3. The rail transit system according to claim 2, wherein the second rack (93) is convexly disposed on both sides of the rail beam body (91) in a width direction of the rail beam body (91), teeth of the second rack (93) extend downward, and the second gear (70) is disposed below a plane where a top surface of the rail beam body (91) is located;

the number of the second racks (93) is two, the second racks are respectively arranged on two sides of the track beam body (91) at intervals, the number of the second gears (70) is at least two, and the second gears (70) are respectively arranged on two sides of the track beam body (91) and are used for being meshed with the corresponding second racks (93).

4. The rail transit system according to claim 1, wherein the clutch (40) comprises a driving member (41) and a driven member (42), the driving member (41) being in driving connection with the power take-off shaft (31), the driven member (42) being in driving connection with the first gear (20).

5. The rail transit system as claimed in claim 4, wherein a bearing structure (50) is disposed on the power output shaft (31), an inner ring of the bearing structure (50) is sleeved on the power output shaft (31), an outer ring of the bearing structure (50) is in transmission connection with the driven member (42), and the first gear (20) is sleeved on the outer ring of the bearing structure (50) and is in transmission connection therewith.

6. Rail transit system according to claim 5, wherein the outer ring of the bearing structure (50) is integrally formed with the follower (42).

7. The rail transit system according to claim 4, wherein a flange (84) is further arranged on the power output shaft (31), the flange (84) is arranged on the power output shaft (31) in a protruding manner in the radial direction, the power output shaft (31) is arranged through the driving part (41) and the driven part (42), and one side of the driving part (41) facing away from the driven part (42) is abutted against the flange (84).

8. The rail transit system according to claim 1, wherein said running wheels (10) are two in number and are coaxially arranged, said power take-off shaft (31) is in transmission connection with said two running wheels (10), respectively, and said first gear (20) is arranged between said two running wheels (10).

9. Rail transit system according to any of claims 1-8, characterised in that a safety support is arranged inside the running wheels (10).

10. Rail transit system according to any of claims 1-8, wherein the bogie (100) further comprises a frame (60), guide wheels (81) and stabilizing wheels (82), the guide wheels (81) and stabilizing wheels (82) being adapted to cooperate with side walls of the track (90), respectively, the stabilizing wheels (82) being arranged below the guide wheels (81).

11. The rail transit system according to any one of claims 1 to 8, wherein the bogie (100) further comprises a frame (60) and a second gear (70), the second gear (70) being rotatably provided to the frame (60), the second gear (70) being provided on both left and right sides below the running wheels (10), the rotational axis of the second gear (70) being parallel to the rotational axis of the running wheels (10).