US20240067234A1

US20240067234A1 - Levitation frame, vehicle, rail system and magnetic levitation railway

Info

Publication number: US20240067234A1
Application number: US18/269,807
Authority: US
Inventors: Stefan Boegl; Bert Zamzow; Stefan Friess; Tim PRAEGER
Original assignee: Max Boegl Stiftung and Co KG
Current assignee: Max Boegl Stiftung and Co KG
Priority date: 2020-12-29
Filing date: 2021-12-29
Publication date: 2024-02-29
Also published as: TW202224981A; WO2022144393A1; CN116710343A; DE102020135041A1; EP4244113A1

Abstract

The invention relates to a levitation frame (7) for a vehicle (2) of a magnetic levitation railway (1) having a magnet unit (8) for the electromagnetic lateral guidance of the vehicle (2), and having a mechanical side guide (11). Furthermore, the invention relates to a vehicle (2) for a magnetic levitation railway (1) having at least one levitation chassis (6), wherein the levitation chassis (6) has at least one levitation frame (7). In addition, the invention relates to rail system (3) of a magnetic levitation railway (1) having a track (4) which is designed to at least partially enclose a levitation chassis (6) of a vehicle (2). Finally, the invention relates to a magnetic levitation railway (1) having a vehicle (2) and a rail system (3). For the levitation frame (7) it is proposed that the mechanical side guide (11) has a guide element (13) and at least one joint (14), wherein the guide element (13) is movably connected to the levitation frame (7) via the joint (14).

Description

The present invention relates to a levitation frame for a vehicle of a magnetic levitation railway including a magnet unit for the electromagnetic lateral guidance of the vehicle and including a mechanical side guide. Moreover, the invention relates to a vehicle for a magnetic levitation railway including at least one levitation chassis, wherein the levitation chassis comprises at least one levitation frame. In addition, the invention relates to rail system of a magnetic levitation railway including a guideway which is designed to at least partially enclose a levitation chassis of a vehicle. Finally, the invention relates to a magnetic levitation railway including a vehicle and a rail system.
Magnetic levitation railways and vehicles as well as rail systems for such magnetic levitation railways have been known for quite some time. They are based on the principle of keeping a track-bound vehicle levitated by the repelling and/or attracting action of a magnetic field. As a result of the absence of permanent contact, for example with a guideway or with rails, friction during travel can be considerably reduced. As a result, the energy efficiency when driving the vehicle can be increased. Noise development of the vehicle during travel is also considerably reduced. A drive of the vehicle is generally likewise designed to be non-contact. One example of such a drive is a linear motor. A drive unit and a levitation unit are usually combined in a shared magnet unit. The magnet unit can likewise be used for the electromagnetic lateral guidance of the vehicle. The magnet unit can be arranged in a levitation frame of the vehicle, for example. The levitation frame is part of a bogie of the vehicle and is used to accommodate the components of the vehicle that interact with a corresponding rail system. A respective levitation frame can be arranged on both sides of a center line of the vehicle, for example. Two levitation frames can in each case be combined to form a levitation chassis. The vehicle can, in particular, have multiple levitation frames, which are, in particular, connected to each other in an articulated manner.
A constant supply of energy to the magnet unit is required to maintain the electromagnetic drive, the levitation and the lateral guidance of the vehicle. Accordingly, devices and measures must be provided to ensure that the vehicle continues to travel or decelerate safely in the event of a failure of the energy supply. A redundant mechanical side guide can be provided, for example, to safeguard the lateral guidance of the vehicle in an emergency.
A vehicle for a magnetic levitation railway including such a mechanical side guide is known from DE 25 51 051 A1, for example. The mechanical side guide disclosed there has side guide elements, which enclose a guide block arranged on the rail system. The effect of this mechanical side guide is essentially achieved by a direct force transmission between the side guide elements and the guide block. An engagement of this mechanical side guide can accordingly create a lot of stress on the material of the side guide elements and the guide block on the one hand, and on potential passengers or goods being transported on the magnetic levitation railway on the other hand.
It is thus the object of the present invention to improve the mechanical side guide of a magnetic levitation railway by reducing the stresses in the event of an engagement of the mechanical side guide.
The object is achieved by a levitation frame, a vehicle, a rail system and a magnetic levitation railway having the features of claims 1, 11, 15 and 18.
The levitation frame according to the invention for a vehicle of a magnetic levitation railway comprises a magnet unit for the electromagnetic lateral guidance of the vehicle and a mechanical side guide. As was already described, the levitation frame is part of a bogie of the vehicle. The levitation frame is used, for example, to receive the components that interact with a corresponding rail system. The magnet unit is primarily used to generate an electromagnetic field. For this purpose, it can have coils and/or permanent magnets. According to the invention, it is provided that the mechanical side guide comprises a guide element and at least one joint, wherein the guide element is connected to the levitation frame so as to be movable, and in particular in an articulated manner, via the joint. As a result, the guide element is movably mounted, enabling a less jerky engagement of the mechanical side guide.
As is the case with the known mechanical side guide, the guide element is primarily used to interact with the corresponding rail system. It is conceivable for a restoring force of the guide element to increase the further the joint is deflected from a normal position. The magnet unit can, for example, likewise comprise a levitation mechanism and/or a drive of the vehicle. The electromagnetic side guide, the levitation mechanism and the drive can, of course, also be designed as separate components.
It is particularly advantageous when a spring and/or shock absorber element is arranged between the guide element and the levitation frame. A spring element can absorb a portion of the force acting on the vehicle. A shock absorber element can damp potential vibrations of the vehicle. Both elements counteract jerky movements of the vehicle, and in particular shocks acting on the vehicle, in the case of an engagement of the side guide. It is conceivable for a spring element or a shock absorber element, a spring element and a shock absorber element, or a combined spring/shock absorber element to be arranged between the guide element and the levitation frame. A spring element can, in particular, have a spring. The spring can be designed as a helical spring, for example, in particular made of steel. The shock absorber element can be designed as a hydraulic shock absorber or frictional damper, for example. It is likewise conceivable for the damping action to be achieved by the deformation of a deformation body. The deformation body can be made of an elastomer, for example. In particular, several spring and/or shock absorber elements can be assigned to a guide element.
As an alternative or in addition, it is conceivable that a spring and/or shock absorbing action is likewise achieved by deliberately controlling the elasticity of the guide element. A shock absorbing action can additionally be achieved or enhanced by friction at the joint, for example. Appropriate materials can be selected for the joint to achieve a certain friction coefficient.
It is moreover advantageous when the joint is designed as a hinged joint, in particular with a joint axis extending in the longitudinal direction of the levitation frame, and/or, in particular exclusively, allows movements of the guide element, in particular unidirectionally or bidirectionally, in the transverse direction of the levitation frame. The longitudinal direction of the levitation frame corresponds to the direction of the longest extension of the levitation frame. The longitudinal direction of the levitation frame in general corresponds to a direction of travel of the vehicle in which the levitation frame is installed when used as intended. The transverse direction is perpendicular to the longitudinal direction and accordingly, in general, perpendicular to the direction of travel of the vehicle in which the levitation frame is installed when used as intended. A plane spanned from the longitudinal direction and transverse direction is parallel to a ground when the levitation frame is used as intended. A vertical direction of the levitation frame is both perpendicular to the longitudinal direction and perpendicular to the transverse direction, and is accordingly perpendicular to the aforementioned ground. The side guide is to exclusively influence a movement of the vehicle transversely to the direction of travel, which is why it is advantageous when the joint exclusively allows movements of the guide element in the transverse direction. Additional degrees of freedom of movement decrease stability on the one hand, and result in additional material stresses on the other hand.
A hinged joint here shall be understood to mean a joint that exclusively allows rotational movements about a certain axis. In the present example, the joint axis can be formed by one or more pins.
In an advantageous enhanced embodiment of the levitation frame, a longitudinal axis of the guide element extends in the vertical direction of the levitation frame. The longitudinal axis of the guide element extends along the longest extension of the guide element. In this way, a long lever arm is available for the interaction of the guide element with a corresponding rail system. The interaction with the rail system can, for example, take place above and/or beneath the levitation frame when used as intended.
Additionally, it is advantageous when the guide element has an engagement element, which is designed to interact with a counter-piece at a rail system. The engagement element can be adapted to the particularly high material stress, independently of the guide element. For example, the guide element and the engagement element can be made of differing materials. It is conceivable for the engagement element to be detachably connected to the guide element and to be able to be replaced as a wear part.
Another advantage exists when the guide element is designed as a lever arm and/or, in the region of the first end thereof, is hinged to the levitation frame by way of the at least one joint and/or, in the region of the second end thereof, has the engagement element. As described above, it is advantageous for absorbing shocks when a long lever arm is available. This, for example, in turn enables a long spring or shock absorber path. The first end and the second end preferably limit the guide element in the longitudinal axis. Designing the guide element as a lever arm means, for example, that the guide element is significantly longer along the longitudinal axis than in other directions.
The spring and/or shock absorber element is in particular arranged between the first end and the second end of the guide element. In a normal position, the second end of the guide element is arranged spaced apart from the levitation frame, for example. A normal position in this context means a position of the guide element while the side guide does not engage.
It is moreover advantageous when the guide element, in the region of the first end thereof, is hinged by way of a first joint and a second joint. The second joint can increase the stability of the guide element. In particular, the first joint and the second joint have a shared joint axis. Both the first joint and the second joint can be designed as hinged joints, for example. The first joint and the second joint can be arranged spaced apart from each other, for example.
It is advantageous when a longitudinal axis of the engagement element extends parallel to the longitudinal direction of the levitation frame. This primarily limits the engagement action of the side guide to a direction perpendicular to the direction of travel of the vehicle. Additionally, the force that acts during the engagement of the side guide can thus be distributed along the longitudinal axis of the engagement element. As before, the longitudinal axis extends in the direction of the longest extension of the engagement element. For example, the extension of the engagement element is significantly longer in the direction of the longitudinal axis than in other directions.
It is furthermore advantageous when the guide element of the mechanical side guide, and in particular the engagement element, extends beyond an upper edge of the levitation frame. The guide element, and in particular the engagement element, can thus interact with the counter-piece, which is arranged at an underside of the rail system, for example, without there being a risk of contact with the rail system and the levitation frame.
In another advantageous enhanced embodiment of the levitation frame, the levitation frame has at least two mechanical side guides. This increases the stability of the vehicle in which the levitation frame is installed when used as intended during an engagement of the side guides. The side guides are in particular arranged spaced apart from each other. A respective side guide can, for example, be arranged in a respective end region, and in particular in an end region in the longitudinal direction, of the levitation frame.
The vehicle according to the invention for a magnetic levitation railway including at least one levitation chassis, wherein the levitation frame has at least one levitation frame, is characterized in that the levitation frame is designed in accordance with the above description. The described features of the levitation frame can be present individually or in any combination. The aforementioned advantages with respect to the mechanical side guide accordingly likewise apply to the vehicle.
The levitation chassis is part of a bogie of the vehicle, for example. The bogie can, for example, have multiple levitation chassis that are connected to each other in an articulated manner. Moreover, the vehicle can have a superstructure, for example, which is in particular connected to the bogie via a suspension. The superstructure is used in particular to transport goods and/or persons and, for example, comprises one or more cars. The levitation frame indirectly carries the superstructure of the vehicle by way of the levitation chassis and the bogie, and keeps it levitated during operation.
It is of great advantage for the vehicle when the levitation chassis has two levitation frames that are arranged next to each other, and in particular parallel to each other, wherein each levitation frame has at least one mechanical side guide. The mechanical side guide is in each case arranged on an inner side of the levitation frame which faces the opposing levitation frame. The two levitations frames, which are in particular arranged parallel to each other, ensure increased stability of the vehicle during travel. The two levitation frames are preferably arranged symmetrically with respect to a center line of the vehicle and in particular correspond to likewise symmetrically arranged components of a rail system. The side guide is protected against outside influences, for example, by the side guide being arranged on the respective inner side of the levitation frame.
Each levitation frame can have at least two side guides, for example, and a levitation chassis can consequently have at least four side guides, for example. The side guides of two opposing levitation frames are likewise, for example, arranged so as to be located exactly opposite each other, and in particular symmetrically with respect to the center line of the vehicle.
It is moreover advantageous for the vehicle when the vehicle has multiple levitation chassis, wherein at least one levitation frame of a first and/or last levitation chassis, as viewed in the direction of travel, in particular in the region of the free end thereof, has a mechanical double side guide, which comprises a first and a second mechanical side guide. The first and last levitation chassis in the direction of travel are exposed to particular stresses in the event of a failure of the electromagnetic lateral guidance and a corresponding engagement of the mechanical side guide. It is therefore advantageous to provide an enhanced or a redundant side guide in these regions. For example, in the event of a failure of the first mechanical side guide of the double side guide, the second mechanical side guide can nonetheless engage and ensure that the vehicle can continue to travel safely or be safely decelerated.
The first and second mechanical side guides can in particular be designed in accordance with the above description. However, it is conceivable for the components of the double side guide, for example, have additional spring and/or shock absorber elements due to the higher requirements with regard to the mechanical load-bearing capacity. A spring element of the double side guide, for example, can also have a greater spring stiffness compared to the remaining mechanical side guides of the vehicle. As an alternative or in addition, for example, a shock absorber element of the double side guide can have an increased shock-absorbing action due to increased friction or a lower elasticity of a deformation element.
In this connection, it is moreover advantageous when the first and second mechanical side guides of the double side guide are arranged adjacent to each other and/or share a common attachment point at the levitation frame and/or have a shared center joint. In this way, the first and second mechanical side guides can be arranged in a space-saving manner. Additionally, it is ensured, in the event that one of the two mechanical side guides fails, that the respective other side guide can accordingly engage with the same efficiency.
The first and second mechanical side guides of the double side guide, in particular, have a shared joint axis. The shared attachment point is located between the first and second side guides, for example. The shared attachment point can, for example, be designed as a shared connecting plate of two joints which connects the double side guide to the levitation frame. In particular, the attachment point is designed as a shared center joint. The center joint can have a shared pin for the first and second side guides, for example. Even though the first and second side guides are connected to each other in this way, they can nonetheless move independently of one another. The double side guide can have a total of three joints, for example, these being the center joint and two outer joints.
The rail system according to the invention of a magnetic levitation railway comprises a guideway which is designed to at least partially enclose a levitation chassis of a vehicle. It is provided that the rail system has a counter-piece, which is designed to interact with a mechanical side guide of a vehicle, which is in particular designed in accordance with the above description. The aforementioned features can, in particular, be present individually or in any combination on the vehicle. The aforementioned at least partially enclosing design can ensure, for example, that sensitive elements are protected against outside influences. The counter-piece can advantageously be adapted to the mechanical side guide of the vehicle in terms of the shape and material. The same applies conversely to the adaptation of the mechanical side guide to the counter-piece. The guideway of the rail system can, in particular, be made of concrete.
The rail system can moreover have a reaction rail and/or a set-down rail, for example. The reaction rail can, in particular, be used for interaction with a levitation device and/or a drive of the vehicle. It is likewise conceivable for the reaction rail to be designed as an active element of a drive of the vehicle. The set-down rail is used to safely set the vehicle down in the event of a failure of the levitation device.
It is particularly advantageous for the rail system when the counter-piece is arranged at an underside of the guideway. The counter-piece is also protected against outside influences, in particular moisture and frost, here.
It is likewise advantageous when the counter-piece is designed as a beam or a groove. In the case of a beam, the side guide can engage on one side of the beam. In the case of a groove, the side guide can be at least partially enclosed by the groove. In the groove, the side guide can generally interact in two directions, wherein the groove is possibly more difficult to produce than the beam. The groove and the beam can, in particular, be made of concrete. The counter-piece can, for example, be arranged directly next to the reaction rail.
The magnetic levitation railway according to the invention comprises a vehicle and a rail system. It is provided that the vehicle and the rail system are designed in accordance with the above description. The described features can each be present individually or in any combination. In particular, the vehicle has a mechanical side guide, and the rail system has a counter-piece corresponding thereto. The mechanical side guide extends beyond an upper edge of a levitation frame of the vehicle, for example, and interacts with the counter-piece arranged at an underside of a guideway of the rail system. So as to keep the vehicle levitated, a levitation frame of the vehicle has a levitation unit, for example, which is designed to electromagnetically cooperate with a corresponding reaction rail of the rail system.
It is advantageous for the magnetic levitation railway when no interaction takes place between the side guide of the vehicle and the counter-piece of the rail system during normal operation of the magnetic levitation railway, and when the aforementioned interaction exclusively takes place during emergency operation of the magnetic levitation railway. As described above, friction is to be minimized to the extent possible during normal operation of the magnetic levitation railway, and the mechanical side guide should therefore only engage in an emergency. During normal operation, the lateral guidance of the vehicle is to take place electromagnetically by the magnet unit. Emergency operation in this connection shall primarily be understood to mean the failure of the magnet unit of the vehicle, for example due to a power failure. Normal operation shall be understood to mean the operation outside the emergency operation. Alternatively, it is likewise conceivable for the mechanical side guide to also engage during normal operation, for example when the vehicle is traveling over a switch point.

Further advantages of the invention are described in the following exemplary embodiments. In the drawings:

FIG. 1 shows a schematic front view of a magnetic levitation railway;

FIG. 2 shows an enlarged view from FIG. 1 in the region of the levitation frame;

FIG. 3 shows a first view of a bogie of the vehicle according to the invention;

FIG. 4 shows a second view of the bogie of the vehicle according to the invention; and

FIG. 5 shows a third view of the bogie of the vehicle according to the invention.

In the following description of the figures, identical and/or at least comparable features in the various figures are in each case denoted by identical reference numerals. The individual features, the embodiment thereof and/or the mechanism of action thereof are usually only explained in detail when mentioned the first time. If individual features are not described again in detail, the embodiment thereof and/or the mechanism of action thereof correspond to the embodiment and mechanism of action of the like-acting or like-named features that have already been described.
FIG. 1 shows a schematic front view of a magnetic levitation railway 1 including a vehicle 2 and a rail system 3. A guideway 4 of the rail system 3 at least partially encloses a bogie 5 of the vehicle 2. The bogie 5 of the vehicle 2 has at least one levitation chassis 6, which comprises two levitation frames 7. The levitation frames 7 are, in particular, enclosed by the guideway 4 of the rail system 3. Each of the levitation frames 7 comprises a magnet unit 8 (see FIG. 4 ), which keeps the vehicle 2 levitated by an attracting electromagnetic interaction with a reaction rail 9 of the rail system 3. During normal operation, the magnet unit 8 likewise ensures the lateral guidance of the vehicle 2. The vehicle 2 has a superstructure 10 for transporting persons and/or goods. The superstructure 10 is arranged above the bogie 5 in a vertical direction Z of the vehicle 2 or of the levitation frame 7.
The two levitation frames 7 have a mechanical side guide 11 in the event of a failure of the magnet unit 8, which ensures that the vehicle 2 continues to travel or decelerates safely. The side guides 11 are arranged on an inner side 12 facing the opposing levitation frame 7.
FIG. 2 shows an enlarged section from the region of the right levitation frame 7 from FIG. 1 . The exact design of the side guide 11 can be seen well here. A guide element 13 of the side guide 11 is movably connected to the levitation frame 7 by way of a joint 14. The joint 14 is located in the region of a first end 15 of the guide element 13. In the region of a second end 16 located opposite the first end 15, the guide element 13 has an engagement element 17. The engagement element 17 is designed to interact with a counter-piece 18 of the rail system 3.
In this example, the counter-piece 18 is designed as a groove in which the engagement element 17 extends. The interaction between the engagement element 17 and the counter-piece 18, in particular during emergency operation of the magnetic levitation railway 1, is such that the engagement element 17 strikes against the inner surfaces of the counter-piece 18, and thereby exerts lateral guidance forces on the vehicle 2. So as to absorb or damp these potential shocks, a spring and/or shock absorber element 19 is arranged between the guide element 13 and the levitation frame 7, which can be designed as a spring element or shock absorber element or as a spring/shock absorber element.
The guide element 13 extends beyond an upper edge 20 of the levitation frame 7. The counter-piece 18 is arranged at an underside 21 of the guideway 4. The rail system 3 has a set-down rail 22, for example, on which the vehicle 2 can be safely set down during emergency operation, and in particular in the event of failure of the magnet unit 8.
FIG. 3 shows a first view of an exemplary embodiment of the bogie 4 of the vehicle 2. The bogie 5 has a total of five levitation chassis 6, which each have two levitation frames 7. The levitation frames 7 are arranged one behind the other in the longitudinal direction X or direction of travel of the vehicle 2 and are in each case connected to each other in an articulated manner. Each levitation frame 7 has at least two mechanical side guides 11. The levitation frames 7 of the first and last levitation chassis 6, seen in the direction of travel, each have a double side guide 23. The double side guides 23 are arranged in the region of free ends 24 of the levitation chassis 6. The free ends 24 are characterized in that no further levitation chassis 6 are arranged subsequent to the free ends 24.
The magnet units 8 are partially visible on the upper edge 20 of the levitation frames 7. The guide elements 13 of the side guides 11 extend beyond the upper edges 20, as described above. The guide elements 13, and in particular the engagement elements 17, are elongated in the longitudinal axis X, wherein a longitudinal axis of the engagement elements 17 is in particular parallel to the longitudinal axis X. A continuous superstructure 10 can be arranged in the shown bogie 5, for example (not shown). The opposing levitation frames 7 of a levitation chassis 6 are connected to each other, for example, by way of one or more cross members 25.
FIG. 4 shows an enlarged sectional view of the last levitation chassis 6 of the bogie 4 from FIG. 3 . The shown levitation frames 7 each have a side guide 11 and a double side guide 23. The side guide 11 has three spring and/or shock absorber elements 19 in this example. The engagement element 17 of the side guide 11 is screwed to the guide element 13, for example, and in particular is divided into two parts. The guide element 13 is moreover connected to the levitation frame 7 by two joints 14. The joints 14 are designed as hinged joints, wherein a joint axis 26 of the joints 14 extends in the longitudinal direction X. As a result, the joints 14 exclusively allow movements of the guide element 13 in a transverse direction Y of the levitation frame 7 or of the vehicle 2.
The double side guide 23, in turn, comprises a first and a second side guide 11. The first and second side guides 11 of the double side guide 23 each have two spring and/or shock absorber elements 19. In addition, the first and second side guides 11 of the double side guide 23 have a shared attachment point 27. A shared center joint 28 is arranged on the shared attachment point 27, for example. The first and second side guides 11 of the double side guide 23 are narrower, for example, in the longitudinal direction X than the remaining side guides 11.
FIG. 5 shows a section in the region of a center levitation frame 6 of the bogie 5 from FIG. 3 . Each of the levitation frames 7 of the levitation chassis 6 has two identical side guides 11, which are spaced apart from each other. The side guides 11 in each case have three spring and/or shock absorber elements 19 and are connected to the levitation frame 7 by way of two joints 14. The joints 14 of the side guides 11 of the levitation frame 7 can be rotated about a shared joint axis 26 extending in the longitudinal direction X. As described above, the joints 14 are designed as hinged joints and exclusively allow movements of the guide element 13 in a transverse direction Y of the levitation frame 7 or of the vehicle 2.
The present invention is not limited to the shown and described exemplary embodiments. Modifications within the scope of the claims are possible, and it is possible to combine the features, even if these are shown and described in different exemplary embodiments.

LIST OF REFERENCE NUMERALS

- 1 magnetic levitation railway
- 2 vehicle
- 3 rail system
- 4 guideway
- 5 bogie
- 6 levitation chassis
- 7 levitation frame
- 8 magnet unit
- 9 reaction rail
- 10 superstructure
- 11 side guide
- 12 inner side
- 13 guide element
- 14 joint
- 15 first end
- 16 second end
- 17 engagement element
- 18 counter-piece
- 19 spring and/or shock absorber element
- 20 upper edge
- 21 underside
- 22 set-down rail
- 23 double side guide
- 24 free end
- 25 cross member
- 26 joint axis
- 27 attachment point
- 28 center joint
- X longitudinal direction
- Y transverse direction
- Z vertical direction

Claims

1. A levitation frame for a vehicle of a magnetic levitation railway, comprising:

a magnet unit for the electromagnetic lateral guidance of the vehicle, and

a mechanical side guide,

wherein the mechanical side guide has

a guide element and

at least one joint,

the guide element being movably connected to the levitation frame by way of the joint.

2. The levitation frame according to claim 1, wherein a spring and/or shock absorber element is arranged between the guide element and the levitation frame.

3. The levitation frame according to claim 1, wherein the joint is designed as a hinged joint, in particular with a joint axis extending in a longitudinal direction of the levitation frame, and/or allows movements of the guide element, in particular unidirectionally and/or bidirectionally, in a transverse direction of the levitation frame.

4. The levitation frame according to claim 1, wherein a longitudinal axis of the guide element extends in a vertical direction of the levitation frame.

5. The levitation frame according to claim 1, wherein the guide element has an engagement element, which is designed to interact with a counter-piece at a rail system.

6. The levitation frame according to claim 5, wherein the guide element is designed as a lever arm and/or,

in the region of a first end thereof, is hinged to the levitation frame by way of the at least one joint and/or, in the region of a second end thereof, has the engagement element.

7. The levitation frame according to claim 1, wherein the guide element, in the region of a first end thereof, is hinged by way of a first and a second joint.

8. The levitation frame according to claim 5, wherein a longitudinal axis of the engagement element extends parallel to a longitudinal direction of the levitation frame.

9. The levitation frame according claim 5, wherein the guide element of the mechanical side guide, and in particular the engagement element, extends beyond an upper edge of the levitation frame.

10. The levitation frame according to claim 1, wherein the levitation frame has at least two mechanical side guides.

11. A vehicle for a magnetic levitation railway including at least one levitation chassis, the levitation chassis having at least one levitation frame, wherein the levitation frame is designed according to claim 1.

12. The vehicle according to claim 11, wherein the levitation chassis has two levitation frames, which are arranged next to each other, and in particular parallel to each other, each levitation frame having at least one mechanical side guide, which is in each case arranged on an inner side of the levitation frame which faces the opposing levitation frame.

13. The vehicle according to claim 11, having multiple levitation chassis, at least one levitation frame of a first and/or last levitation chassis, as viewed in a direction of travel, in particular in the region of a free end thereof, having a mechanical double side guide, which comprises a first and a second mechanical side guide.

14. The vehicle according to claim 13, wherein a first and second mechanical side guides of the double side guide are arranged adjacent to each other and/or share a common attachment point at the levitation frame and/or have a shared center joint.

15. A rail system of a magnetic levitation railway, comprising:

a guideway, which is designed to at least partially enclose a levitation chassis of a vehicle,

wherein

a counter-piece, which is designed to interact with a mechanical side guide of a vehicle, which is in particular designed according to claim 11.

16. The rail system according to claim 15, wherein the counter-piece is arranged at an underside of the guideway.

17. The rail system according to claim 15, wherein the counter-piece is designed as a beam or a groove.

18. A magnetic levitation railway including a vehicle and a rail system,

wherein the vehicle comprises:

at least one levitation chassis, the levitation chassis comprising:

at least one levitation frame, wherein the levitation frame is designed according to claim 1;

wherein the rail system comprises:

a guideway, which is designed to at least partially enclose a levitation chassis of the vehicle, and

a counter-piece, which is designed to interact with a mechanical side guide of the vehicle.

19. The magnetic levitation railway according to claim 18, wherein no interaction takes place between the side guide of the vehicle and the counter-piece of the rail system during normal operation of the magnetic levitation railway, and the aforementioned interaction exclusively takes place during emergency operation of the magnetic levitation railway.