An electromagnetic switch for high-speed maglev and its control method

Abstract

This invention provides an electromagnetic turnout for high-speed maglev trains and its control method, relating to the field of electromagnetic turnout technology. It includes a first track, a second track, a third track, and an auxiliary track. The first track is a straight track; the second track is also a straight track, with its centerline aligned with the centerline of the first track, and a gap is provided between them; the third track is located on one side of the second track, and a gap is provided between it and the first track; the auxiliary track is located on both sides of the second and third tracks. The auxiliary track provides lateral thrust and levitation force when the high-speed maglev train travels from the first track to the second or third track, enabling automatic track switching. This invention can provide reliable lateral thrust and levitation force during track switching for high-speed maglev trains, achieving rapid and smooth track switching.

Description

Technical Field

[0001] This invention relates to the field of electromagnetic turnout technology, and more specifically, to an electromagnetic turnout for high-speed maglev and its control method. Background Technology

[0002] With the rapid development of high-speed maglev technology, high-speed maglev trains, due to their advantages such as high speed, low noise, and low frictional resistance, are gradually becoming an important direction for future rail transportation. However, existing high-speed maglev trains face many technical challenges in the track-changing process. Traditional turnout systems mainly rely on mechanical switching technology, which is relatively outdated in the track-changing process of high-speed maglev trains. This is mainly reflected in the long track-changing time, complex structure, and severe mechanical wear, making it difficult to meet the requirements of high-speed operation.

[0003] Therefore, there is an urgent need for a high-speed maglev electromagnetic turnout and its control method to solve the above problems. Summary of the Invention

[0004] The purpose of this invention is to provide an electromagnetic switch for high-speed maglev trains and its control method to improve the aforementioned problems. To achieve this objective, the technical solution adopted by this invention is as follows:

[0005] In a first aspect, this application provides an electromagnetic turnout for high-speed maglev trains, comprising:

[0006] The first track, the first track is a straight track;

[0007] The second track is a straight track, and the center lines of the second track and the first track are the same straight line. The second track and the first track are separated by a gap.

[0008] A third track is disposed on one side of the second track, and a gap is provided between the third track and the first track;

[0009] An auxiliary track is provided on both sides of the second and third tracks. The auxiliary track is used to provide lateral thrust and levitation force when the high-speed maglev train travels from the first track to the second or third track, so that the train can automatically switch tracks.

[0010] Secondly, this application also provides a control method for electromagnetic switches in high-speed maglev trains, including:

[0011] To obtain the location information and track information of high-speed maglev trains;

[0012] The high-speed maglev train's route is determined based on the train's track information, and the auxiliary track to be passed is determined based on the high-speed maglev train's route.

[0013] If the high-speed maglev train travels on a route that involves switching from the first track to the second track, then the levitation force and guiding force are generated by the levitation permanent magnets and guiding permanent magnets on the auxiliary tracks on both sides of the second track, allowing the high-speed maglev train to pass through the gap between the first track and the third track and travel onto the second track.

[0014] The beneficial effects of this invention are as follows:

[0015] This invention provides reliable lateral thrust and levitation force during track switching in high-speed maglev trains, enabling rapid and smooth track changes. Furthermore, through the rational design of the auxiliary track and electromagnetic control system, this invention makes the turnout system structure simpler, its operation more efficient, and allows it to automatically adapt to different track switching requirements, significantly improving the safety and operational efficiency of high-speed maglev trains.

[0016] Other features and advantages of the invention will be set forth in the following description, and will be apparent in part from the description, or may be learned by practicing embodiments of the invention. The objects and other advantages of the invention may be realized and obtained by means of the structures particularly pointed out in the written description, claims, and drawings. Attached Figure Description

[0017] In order to more clearly illustrate the technical solutions of the embodiments of the present invention, the following briefly introduces the drawings required for use in the embodiments. It should be understood that the following drawings only illustrate certain embodiments of the present invention and therefore should not be regarded as limiting the scope. For ordinary technicians in this field, other relevant drawings can be obtained based on these drawings without paying any creative work.

[0018] Figure 1 This is a schematic diagram of the electromagnetic switch structure of the high-speed maglev train described in an embodiment of the present invention;

[0019] Figure 2 for Figure 1 Schematic diagram of the cross section structure at point AA;

[0020] Figure 3 This is a cross-sectional view of the front of the high-speed maglev train at the switch point in an embodiment of the present invention;

[0021] Figure 4 This is a cross-sectional view of the front of the high-speed maglev train at the point where the train head changes to the third track in an embodiment of the present invention.

[0022] Figure 5 This is a cross-sectional view of the front of the high-speed maglev train at the point where the train body changes track to the third track, according to an embodiment of the present invention.

[0023] Figure 6 A schematic flowchart of the control method for the electromagnetic turnout of the high-speed maglev described in this embodiment of the invention.

[0024] In the diagram: 1. First track; 2. Second track; 3. Third track; 4. Auxiliary track; 5. Auxiliary track frame; 6. Suspended permanent magnet; 7. Guide permanent magnet; 8. Aluminum alloy plate; 9. Guide electromagnet; 10. Suspended electromagnet; 11. High-speed maglev train. Detailed Implementation

[0025] To make the objectives, technical solutions, and advantages of the embodiments of the present invention clearer, the technical solutions of the embodiments of the present invention will be clearly and completely described below with reference to the accompanying drawings. Obviously, the described embodiments are only some, not all, of the embodiments of the present invention. The components of the embodiments of the present invention described and shown in the accompanying drawings can generally be arranged and designed in various different configurations. Therefore, the following detailed description of the embodiments of the present invention provided in the accompanying drawings is not intended to limit the scope of the claimed invention, but merely to illustrate selected embodiments of the invention. All other embodiments obtained by those skilled in the art based on the embodiments of the present invention without inventive effort are within the scope of protection of the present invention.

[0026] It should be noted that similar reference numerals and letters in the following figures indicate similar items; therefore, once an item is defined in one figure, it does not need to be further defined and explained in subsequent figures. Furthermore, in the description of this invention, terms such as "first," "second," etc., are used only to distinguish descriptions and should not be construed as indicating or implying relative importance.

[0027] Example 1:

[0028] See Figure 1 , Figure 2 , Figure 3 , Figure 4 and Figure 5 This embodiment provides an electromagnetic turnout for high-speed maglev, comprising:

[0029] First track 1, the first track 1 is a straight track;

[0030] The second track 2 is a straight track, and the center lines of the second track 2 and the first track 1 are the same straight line. The second track 2 and the first track 1 are provided with a gap.

[0031] The third track 3 is disposed on one side of the second track 2, and a gap is provided between the third track 3 and the first track 1;

[0032] Auxiliary track 4 is set on both sides of the second track 2 and the third track 3. The auxiliary track 4 is used to provide lateral thrust and levitation force for the high-speed maglev train 11 when it travels from the first track 1 to the second track 2 or the third track 3, so that the train can automatically change tracks.

[0033] In this step, both the first track 1 and the second track 2 are straight tracks with their centerlines aligned, but a gap exists between them. This design helps the high-speed maglev train achieve stable straight-line travel when track switching is not required, while also providing structural feasibility for subsequent track-switching operations. The third track 3 is located to one side of the second track 2, and a gap is also provided between it and the first track. This layout allows for flexible selection of different travel paths for the train. The gap is designed to avoid mechanical interference during high-speed operation and to ensure that the high-speed maglev train can smoothly transition from one track to another.

[0034] The auxiliary tracks 4 play a central role in this system. Arranged on either side of the second track 2 and the third track 3, their primary function is to provide lateral thrust and levitation force for the train during track switching. This design utilizes electro-levitation technology, where levitation permanent magnets and guide permanent magnets on the auxiliary tracks create electromagnetic forces with the aluminum alloy plates on the high-speed maglev train. When the train needs to switch from the first track to the second or third track, the auxiliary tracks 4 and guide electromagnets 9 simultaneously provide sufficient lateral thrust to guide the train's track switching, while providing levitation force to ensure the train maintains a stable levitation state throughout the process. This method avoids the mechanical wear and switching delays associated with traditional mechanical switches, making the track switching process smoother and more efficient.

[0035] Furthermore, this electromagnetic-assisted track-changing technology is suitable for practical applications in high-speed scenarios. The contactless electromagnetic guidance provided by auxiliary track 4 not only reduces system friction but also significantly improves the response speed and reliability of track changing, ensuring that the train can smoothly complete path switching at high speeds. Overall, this design, through a highly efficient electromagnetic auxiliary system, effectively improves the stability, safety, and efficiency of track changing for high-speed maglev trains.

[0036] The auxiliary track 4 includes an auxiliary track frame 5, a suspending permanent magnet 6, and a guiding permanent magnet 7. The auxiliary track frame 5 is arranged on both sides of the second track 2 or the third track 3. The track frame is arranged on the track beam of the second track 2 or the third track 3. The auxiliary track frame 5 is L-shaped. The suspending permanent magnet 6 and the guiding permanent magnet 7 are both arranged on the auxiliary track frame 5.

[0037] It is understood that the auxiliary track 4 consists of the auxiliary track frame 5, the levitation permanent magnet 6, and the guide permanent magnet 7, which together provide stable levitation and guidance for the track-changing process of the high-speed maglev train. The auxiliary track frame 5 is installed on both sides of the second track 2 or the third track 3, and provides stable support with the help of the track beam structure, ensuring the stability and load-bearing capacity of the entire auxiliary system. The auxiliary track frame 5 adopts an L-shaped structure. The advantage of this design is that it can make full use of space, and at the same time, it is easy to reasonably arrange the levitation permanent magnet 6 and the guide permanent magnet 7 on the sides and bottom of the track, thereby providing the best electromagnetic assistance effect when the high-speed maglev train changes tracks.

[0038] The levitation permanent magnet 6 is fixed to the upper surface of the inner side of the bottom of the auxiliary track frame 5. Its main function is to provide levitation force for the maglev train. When the train passes, the levitation permanent magnet 6 and the aluminum alloy plate at the bottom of the train generate magnetic forces through relative motion, keeping the train levitated during track changing and avoiding physical contact and mechanical friction, thus achieving a smooth, contactless track changing. This levitation design is crucial for maintaining the stability of high-speed maglev trains and can effectively reduce vibrations caused by track changing.

[0039] The guide permanent magnet 7 is installed on the inner wall of the auxiliary track frame 5, and its function is to provide lateral guiding force for the train. During high-speed track changing, the guide permanent magnet 7 interacts with the aluminum alloy plate on the train's side wall, and the generated magnetic force guides the train onto the predetermined track. This design can precisely control the lateral position of the train, prevent the train from deviating laterally during track changing, and effectively improve the safety and accuracy of the track changing process.

[0040] The high-speed maglev train 11 has at least two sets of aluminum alloy plates 8 on its suspension frame, with the two sets of aluminum alloy plates 8 respectively located on the side wall and bottom of the suspension frame.

[0041] It is understandable that the suspension frame of the high-speed maglev train 11 is equipped with at least two sets of aluminum alloy plates 8. This design is intended to work in conjunction with the levitation permanent magnets 6 and guide permanent magnets 7 on the auxiliary track 4 during the track changing process, providing levitation force and lateral guiding force to ensure that the train completes the track changing smoothly and safely. Specifically, these two sets of aluminum alloy plates 8 are installed on the side wall and bottom of the suspension frame, respectively, and are reasonably distributed to meet the dual requirements of levitation and guidance.

[0042] The aluminum alloy plate 8, located at the bottom of the suspension frame, primarily interacts with the levitation permanent magnet 6 at the bottom of the auxiliary track frame 5. The high-speed maglev system uses the principle of electromagnetic induction to generate an induced current between the aluminum alloy plate and the levitation permanent magnet, thus forming a Lorentz force that levitates the train above the track. This contactless levitation method significantly reduces friction and energy loss, helping the train maintain a stable levitation state during high-speed operation. Furthermore, due to the excellent electrical conductivity and lightweight properties of aluminum alloy, the train's weight can be effectively reduced while ensuring the response speed and efficiency of the turnout system.

[0043] An aluminum alloy plate 8 installed on the side wall of the suspension frame works in conjunction with a guide permanent magnet 7 on the side wall of the auxiliary track frame 5 to provide lateral guiding force. During track changing, when the train transitions from the first track 1 to the second track 2 or the third track 3, the magnetic field generated by the guide permanent magnet 7 acts on the aluminum alloy plate 8 on the side wall, guiding the train towards the target track through electromagnetic force. This design ensures that the train maintains precise lateral positioning during track changing, avoiding the risk of deviation or derailment due to inertia at high speeds.

[0044] The suspended permanent magnet 6 is disposed on the upper surface of the inner side of the bottom of the auxiliary track frame 5. The suspended permanent magnet 6 is disposed correspondingly to the aluminum alloy plate 8 at the bottom of the high-speed maglev train 11. The guide permanent magnet 7 is disposed on the inner side wall of the auxiliary track frame 5. The guide permanent magnet 7 is disposed correspondingly to the aluminum alloy plate 8 on the side wall of the high-speed maglev train 11.

[0045] Understandably, in this step, the levitation permanent magnet 6 is installed on the upper surface of the inner side of the bottom of the auxiliary track frame 5, and its main function is to provide stable levitation force for the train. When the train passes at high speed, the levitation permanent magnet 6 interacts with the aluminum alloy plate 8 at the bottom of the train, generating a reverse magnetic field through electromagnetic induction, forming sufficient levitation force to lift the train and levitate it above the track. This contactless levitation not only eliminates mechanical friction but also significantly reduces energy loss and system wear, improving the system's durability and operating efficiency.

[0046] The guide permanent magnet 7 is installed on the inner wall of the auxiliary track frame 5, and its function is to provide lateral guiding force for the train. During the track changing process, the guide permanent magnet 7 interacts with the aluminum alloy plate 8 on the side wall of the high-speed maglev train, generating a lateral magnetic field force. This lateral guiding force can precisely guide the train to move smoothly towards the target track, effectively preventing the train from deviating due to inertia or lateral force interference during high-speed travel and track changing. This design greatly improves the stability and safety of the train during high-speed track changing.

[0047] This levitation and guidance system layout offers several technological advantages. First, the rational distribution of levitation and guidance permanent magnets enables independent control of levitation and guidance functions, allowing the system to flexibly adjust the magnetic field distribution during different operating phases (such as straight-line travel and track changing). Second, this structure responds rapidly in high-speed scenarios, adjusting levitation and guidance forces within milliseconds through electromagnetic induction, meeting the real-time and high-precision requirements of high-speed maglev trains. Furthermore, compared to traditional mechanical contact turnouts, contactless magnetic guidance reduces mechanical wear and vibration, improving system durability and ease of maintenance.

[0048] The high-speed maglev train 11 is equipped with a guide electromagnet 9, and at least one set of the guide electromagnet 9 is provided. The guide electromagnet 9 is positioned corresponding to the aluminum alloy plate 8 on the side wall of the high-speed maglev train 11.

[0049] It is understandable that the role of the guide electromagnet 9 is to provide additional lateral guiding force during high-speed train operation and track changing, ensuring that the train can travel smoothly along the predetermined track. This design further improves the lateral stability and track changing accuracy of the train, especially in complex high-speed scenarios, effectively resisting the effects of lateral disturbances and inertial forces.

[0050] At least one set of guide electromagnets 9 is installed, and multiple sets may be installed depending on train operating conditions and safety requirements to enhance the guiding effect. The guide electromagnets, based on the principle of electromagnetic induction, can quickly adjust the magnetic field strength and direction when needed, working in conjunction with the guide permanent magnets 7 on the auxiliary track 4. When the train approaches the turnout area or performs a track-changing operation, the guide electromagnets 9 are activated, generating a controllable lateral magnetic field that interacts with the aluminum alloy plate 8 on the side wall. This magnetic force precisely guides the train to the target track while maintaining the train's balance and preventing lateral deviation or vibration caused by high-speed travel.

[0051] Compared to traditional mechanical guidance systems, electromagnetic guidance systems offer significant advantages. First, electromagnets can dynamically adjust the guiding force based on the train's operating status, thereby improving the flexibility and response speed of guidance control. Second, electromagnetic guidance eliminates the need for physical contact, reducing mechanical wear, extending system lifespan, and lowering maintenance costs. Furthermore, during high-speed maglev train operation, this electromagnetic guidance system enables high-precision real-time control, contributing to improved train safety and operational stability.

[0052] The high-speed maglev train 11 is equipped with a levitation electromagnet 10, and at least one set of the levitation electromagnet 10 is provided. The position of the levitation electromagnet 10 corresponds to the aluminum alloy plate 8 at the bottom of the high-speed maglev train 11.

[0053] It is understandable that during the operation of a high-speed maglev train, especially when passing through switches or undergoing high-speed rail changes, the bottom of the train may be subjected to uneven forces or external disturbances. In such cases, the levitation electromagnet 10 can quickly adjust the current to maintain stable levitation height and attitude. The configuration of at least one set of levitation electromagnets allows the system to provide levitation force in different areas of the train's bottom as needed, achieving more precise levitation control. Furthermore, the coordinated operation of multiple levitation electromagnets can distribute the levitation load, reduce single-point stress, and improve the system's reliability and durability.

[0054] The gap between the second track 2 and the first track 1 is greater than 0.3 meters, and the gap between the third track 3 and the first track 1 is greater than 0.3 meters.

[0055] It is understandable that a gap greater than 0.3 meters ensures sufficient space for safe lateral movement and levitation adjustment when the high-speed maglev train 11 switches tracks. Because maglev trains experience significant inertial forces and dynamic vibrations at high speeds, a gap that is too small could easily cause interference with adjacent tracks during track switching, leading to system instability or track switching failure. A gap greater than 0.3 meters provides ample buffer space, allowing the train to smoothly switch from the first track 1 to the second track 2 or the third track 3 under the lateral thrust and guiding force provided by the auxiliary track 4.

[0056] Among them, the auxiliary tracks 4 on both sides of the second track 2 and the third track 3 are both greater than 20 meters and less than 25 meters.

[0057] It is understandable that the length of auxiliary track 4, between 20 and 25 meters, can provide continuous and stable lateral thrust and levitation force. During the track switching process of a high-speed maglev train, due to the extremely high speed of the train, the auxiliary track needs to provide a sufficiently long effective range to ensure a smooth transition of thrust and levitation force. If the auxiliary track is too short, the train may not receive sufficient lateral guidance during the track switching process, leading to instability or failure; if the auxiliary track is too long, it may increase system cost and structural complexity. Therefore, a length range of 20 to 25 meters achieves the optimal balance from both a technical and economic perspective.

[0058] Example 2:

[0059] See Figure 6 This embodiment provides a control method for electromagnetic switches in high-speed maglev trains, including:

[0060] To obtain the location information and track information of high-speed maglev trains;

[0061] The high-speed maglev train's route is determined based on the train's track information, and the auxiliary track to be passed is determined based on the high-speed maglev train's route.

[0062] If the high-speed maglev train travels on a route that involves switching from the first track to the second track, then the levitation force and guiding force are generated by the levitation permanent magnets and guiding permanent magnets on the auxiliary tracks on both sides of the second track, allowing the high-speed maglev train to pass through the gap between the first track and the third track and travel onto the second track.

[0063] Understandably, this step, by acquiring the train's location and track information, allows the system to track the train's operational status in real time and determine its current track position and direction of travel. This information is typically acquired in real time through sensors and positioning systems (such as GPS, magnetic field sensors, or encoders), providing a basis for subsequent control decisions. For example, location information includes the train's current track segment, while track information reflects whether the train is approaching a track-changing area or preparing to enter a second or third track.

[0064] Based on this information, the control system determines the train's route. By monitoring the train's position in real time, the system can predict the train's next track and make corresponding control decisions. If it is determined that the train will switch from the first track to the second track, the control system will initiate the corresponding track-switching procedure. In this process, determining the train's route is the core of the entire control method; it directly determines which side of the auxiliary track the train will pass through. By controlling the levitation electromagnets and guide electromagnets on the maglev vehicle, the suspension frame moves to the switch point, generating an initial displacement. Changes in displacement can regulate the electro-levitation force between the aluminum plates on the suspension frame and the levitation guide permanent magnets on the auxiliary track. Under the combined action of the electromagnetic levitation structure and the electro-levitation structure, the switching of the operating track is achieved.

[0065] When the system confirms that the train needs to switch from the first track to the second track, the levitation permanent magnet will provide an upward levitation force for the train through electromagnetic action; the guiding permanent magnet will provide a lateral guiding force, guiding the train to accurately pass through the gap between the first and third tracks and stably enter the second track.

[0066] If the high-speed maglev train travels on a route that involves changing from the first track to the third track, then the levitation force and guiding force are generated by the operation of the levitation permanent magnets and guide permanent magnets on the auxiliary tracks on both sides of the third track, allowing the high-speed maglev train to pass through the gap between the first track and the second track and travel onto the third track.

[0067] Understandably, when the train approaches the switch zone, the control system needs to determine the train's current and target tracks in real time. If the train's route indicates a change from the first track to the third track, the system will use this information to control the levitation and guidance electromagnets on the maglev vehicle, causing the suspension frame to move to the switch point and generate an initial displacement. The levitation and guidance permanent magnets on the auxiliary track then play a crucial role, providing levitation and guidance forces respectively through electromagnetic interaction, ensuring a stable transition to the third track at high speed.

[0068] During the track switching process, the train may experience certain dynamic vibrations and lateral displacements. The suspending permanent magnet can ensure that the train is always in a suspended state, avoiding violent contact forces or unnecessary friction caused by unbalanced forces.

[0069] The guide permanent magnet provides lateral guiding force near the train's sidewalls. This force is crucial for ensuring precise track switching. In high-speed maglev systems, trains travel at high speeds and have significant inertia. Without sufficient guiding force, the train may deviate from the track due to inertia, leading to track switching failure. The guide permanent magnet, through precise electromagnetic control, provides sufficient guiding force to ensure the train smoothly and accurately traverses the gap between the first and second tracks, successfully entering the third track. The control requirements for the guide permanent magnet are extremely high, requiring precise adjustments based on the train's current operating status, speed, and track conditions.

[0070] The above description is merely a preferred embodiment of the present invention and is not intended to limit the invention. Various modifications and variations can be made to the present invention by those skilled in the art. Any modifications, equivalent substitutions, improvements, etc., made within the spirit and principles of the present invention should be included within the scope of protection of the present invention.

[0071] The above description is merely a specific embodiment of the present invention, but the scope of protection of the present invention is not limited thereto. Any variations or substitutions that can be easily conceived by those skilled in the art within the technical scope disclosed in the present invention should be included within the scope of protection of the present invention. Therefore, the scope of protection of the present invention should be determined by the scope of the claims.

Claims

1. An electromagnetic turnout for high-speed maglev, characterized in that, include: The first track (1) is a straight track; The second track (2) is a straight track. The center lines of the second track (2) and the first track (1) are the same straight line. The second track (2) and the first track (1) are provided with a gap. The third track (3) is disposed on one side of the second track (2), and a gap is provided between the third track (3) and the first track (1); Auxiliary track (4) is set on both sides of the second track (2) and the third track (3). The auxiliary track (4) is used to provide lateral thrust and levitation force for the high-speed maglev train (11) when it travels from the first track (1) to the second track (2) or the third track (3), so that the train can automatically change tracks. The auxiliary track (4) includes an auxiliary track frame (5), a suspending permanent magnet (6), and a guiding permanent magnet (7). The auxiliary track frame (5) is set on both sides of the second track (2) or the third track (3). The track frame is set on the track beam of the second track (2) or the third track (3). The auxiliary track frame (5) is set in an L shape. The suspending permanent magnet (6) and the guiding permanent magnet (7) are both set on the auxiliary track frame (5). Among them, the suspension frame of the high-speed maglev train (11) is provided with at least two sets of aluminum alloy plates (8), and the two sets of aluminum alloy plates (8) are respectively provided on the side wall and bottom of the suspension frame; The suspended permanent magnet (6) is disposed on the upper surface of the inner side of the bottom of the auxiliary track frame (5). The suspended permanent magnet (6) and the aluminum alloy plate (8) at the bottom of the high-speed maglev train (11) are disposed correspondingly. The guide permanent magnet (7) is disposed on the inner side wall of the auxiliary track frame (5). The guide permanent magnet (7) and the aluminum alloy plate (8) on the side wall of the high-speed maglev train (11) are disposed correspondingly. Among them, the high-speed maglev train (11) is equipped with a guide electromagnet (9), and at least one set of the guide electromagnet (9) is provided. The position of the guide electromagnet (9) corresponds to the aluminum alloy plate (8) on the side wall of the high-speed maglev train (11). The high-speed maglev train (11) is equipped with a levitation electromagnet (10), and at least one set of the levitation electromagnet (10) is provided. The position of the levitation electromagnet (10) corresponds to the aluminum alloy plate (8) at the bottom of the high-speed maglev train (11).

2. The electromagnetic switch for high-speed maglev according to claim 1, characterized in that... ,include: The gap between the second track (2) and the first track (1) is greater than 0.3 meters, and the gap between the third track (3) and the first track (1) is greater than 0.3 meters.

3. The electromagnetic switch for high-speed maglev according to claim 1, characterized in that... ,include: The auxiliary tracks (4) on both sides of the second track (2) and the third track (3) are both greater than 20 meters and less than 25 meters.

4. A control method for electromagnetic switches in high-speed maglev trains, characterized in that... ,include: To obtain the location information and track information of high-speed maglev trains; The high-speed maglev train's route is determined based on the train's track information, and the auxiliary track to be passed is determined based on the high-speed maglev train's route. If the high-speed maglev train travels on a route that involves switching from the first track to the second track, then the levitation force and guiding force are generated by the levitation permanent magnets and guiding permanent magnets on the auxiliary tracks on both sides of the second track, allowing the high-speed maglev train to pass through the gap between the first track and the third track and travel onto the second track.

5. The control method for the electromagnetic switch of high-speed maglev according to claim 4, characterized in that... ,include: If the high-speed maglev train travels on a route that involves changing tracks from the first track to the third track, then the levitation force and guiding force are generated by the operation of the levitation permanent magnets and guide permanent magnets on the auxiliary tracks on both sides of the third track, allowing the high-speed maglev train to pass through the gap between the first track and the second track and travel onto the third track.

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