Air spring support mechanism and method of manufacturing the same

Abstract

The application discloses an air spring support mechanism and a manufacturing method thereof, which is used for a maglev train and comprises two foot parts arranged along the width direction of the train and a gallery part; the gallery part is connected between the two foot parts; the upper surface of the gallery part is lower than the upper surface of the foot part; the size of the gallery part in the length direction of the train is smaller than that of the foot part; the front end surface of the gallery part is substantially flush with the front end surface of the foot part; the gallery part is provided with an air spring interface for mounting an air spring; the air spring support mechanism is further integrated with a cross beam interface for mounting a cross beam, a skirt plate interface for mounting a skirt plate, an electromagnet module interface for mounting an electromagnet module and a skid interface for mounting a skid. The air spring support mechanism is integrated with the interfaces for mounting other functional modules, which is favorable for reducing the number of parts of the maglev train and facilitating the assembly of relevant structures of the maglev train.

Description

Technical Field

[0001] This application relates to the field of rail vehicle technology, and in particular to a spring support mechanism and its manufacturing method. Background Technology

[0002] As one of the key load-bearing components of the running system of maglev rail vehicles, the air spring support mechanism is generally made of aluminum alloy castings, which has the advantages of light weight, high specific strength and strong designability.

[0003] As maglev trains operate at increasingly higher speeds, higher demands are being placed on the overall performance of aluminum castings. The air spring support mechanism is complex in structure, thin-walled and irregularly shaped, with a maximum external dimension of over 1000mm and a minimum wall thickness of only about 6-8mm. Traditional sand casting processes are insufficient to meet the requirements for internal quality and body performance. Actual production and manufacturing have revealed that using traditional processes to manufacture air spring support mechanisms makes it difficult to guarantee the structural accuracy of the workpiece, resulting in numerous casting defects and a high scrap rate.

[0004] Meanwhile, the existing air spring support mechanism has a single function and there are obvious high stress areas in some places. Summary of the Invention

[0005] The purpose of this application is to provide a spring support mechanism that integrates interfaces for installing other functional modules, which helps reduce the number of parts in a maglev train and facilitates the assembly of related structures. Another purpose of this application is to improve a manufacturing method for the aforementioned spring support mechanism. This method employs composite additive manufacturing technology, enabling the spring support mechanism to be integrally formed, thereby improving processing quality.

[0006] To solve the above-mentioned technical problems, this application provides a spring support mechanism for a maglev train, including two base sections arranged along the width of the train and a bridge section; the bridge section is connected between the two base sections.

[0007] The upper surface of the bridge section is lower than the upper surface of the base section, the dimension of the bridge section in the vehicle length direction is smaller than that of the base section, and the front end face of the bridge section is approximately flush with the front end face of the base section.

[0008] The corridor section is equipped with a spring interface for installing springs.

[0009] The air spring support mechanism also integrates a beam interface for installing the crossbeam, a skirt interface for installing the skirt, an electromagnet module interface for installing the electromagnet module, and a skid interface for installing the skid.

[0010] Optionally, the upper surface of the foot portion is used to support the crossbeam, and the crossbeam interface is located on the outer surface of the foot portion.

[0011] Optionally, the skirt panel interface includes a first interface located on the outer surface of the base portion and a second interface located on the lower surface of the walkway portion; the first interface is arranged rearward relative to the crossbeam interface.

[0012] Optionally, the electromagnet module interface is located at the rear end of the lower surface of the base.

[0013] Optionally, the rear end of the foot has an upward-opening weight-reducing groove, and the rear end of the foot is provided with a weight-reducing hole. The weight-reducing hole penetrates the foot along the vehicle width direction and is located below the weight-reducing groove. A vertical reinforcing rib is provided inside the weight-reducing hole, and the vertical reinforcing rib extends along the vehicle height direction.

[0014] Optionally, the skid interface includes four mounting slots, which are located on the front side of the lower surface of the air spring support mechanism and arranged along the vehicle width direction. Two mounting slots are located on the two bottom feet, and both mounting slots are located on the bridge section.

[0015] Optionally, the bottom portions of the two mounting slots located in the corridor section protrude from the upper surface of the corridor section to form a protruding disc on the upper surface of the corridor section, and a reinforcing rib is provided between the peripheral wall of the disc and the upper surface of the corridor section.

[0016] Optionally, the air spring interface is located in the middle region of the bridge section in the vehicle width direction, and the air spring interface is located near the rear end of the bridge section; the air spring interface includes a through hole extending through the bridge section in the vehicle height direction and a reinforcing plate protruding from the upper surface of the bridge section; the bottom of the bridge section is provided with a peripheral wall surrounding the through hole, a cavity is formed between the peripheral wall and the through hole, and a plurality of reinforcing ribs are connected between the peripheral wall and the through hole, and the plurality of reinforcing ribs are arranged circumferentially around the through hole.

[0017] Optionally, the middle of the bottom edge of the rear sidewall of the corridor section extends rearward to form a first reinforcing rib.

[0018] Optionally, a second reinforcing rib is provided between the rear side of the upper surface of the walkway section and the base section.

[0019] Optionally, the bottom of the air spring support mechanism has multiple weight-reducing cavities, and the weight-reducing cavities are provided with reinforcing plates.

[0020] This application also provides a method for manufacturing a spring support mechanism, wherein the spring support mechanism is any one of the spring support mechanisms described above, and the manufacturing method includes:

[0021] A support assembly is prepared according to the described air spring support mechanism. The air spring support mechanism is integrally formed by forming the support assembly layer by layer upwards using a composite additive manufacturing method. The direction of the layer-by-layer forming is from the upper surface to the lower surface of the air spring support mechanism. An auxiliary filler is provided in the cavity portion corresponding to the air spring support mechanism.

[0022] Optionally, the support assembly includes two support base plates and several support plates, with the two support base plates corresponding to the two bottom feet of the air spring support mechanism respectively; each support plate is used to provide forming support for the air spring support mechanism at different heights.

[0023] Optionally, the scanning trajectory during composite additive manufacturing can be serpentine, Z-shaped, or S-shaped.

[0024] The air spring support mechanism provided in this application, in addition to the air spring interface, also integrates a crossbeam interface, a skirt interface, an electromagnet module interface, and a skid interface. This helps reduce the number of parts in the maglev train and facilitates the assembly of related structures. The manufacturing method of the air spring support mechanism provided in this application, using composite additive manufacturing technology to produce a one-piece air spring support mechanism, ensures the internal quality of the air spring support mechanism, improves its rigidity and strength, and simultaneously saves on R&D mold costs and improves R&D efficiency. Attached Figure Description

[0025] Figure 1 This is a schematic diagram of the air spring support mechanism according to an embodiment of the present application;

[0026] Figure 2 for Figure 1 A schematic diagram of the air spring support mechanism from another perspective;

[0027] Figure 3 This is a schematic diagram showing the positional relationship between the supporting substrate and the air spring support mechanism in a specific embodiment;

[0028] Figure 4 This is a schematic diagram showing the positional relationship between the support plate and the air spring support mechanism in a specific embodiment;

[0029] Figures 5 to 10 The diagrams show the forming trajectories corresponding to six different height positions when the air spring support mechanism is manufactured using a composite additive manufacturing method in specific embodiments.

[0030] Explanation of reference numerals in the attached figures:

[0031] Air spring support mechanism 10, left bottom foot 11, right bottom foot 12, corridor bridge 13, air spring interface 14, through hole 141, reinforcing plate 142, crossbeam interface 15, skirt plate interface 16, first interface 161, second interface 162, electromagnet module interface 17, skid interface 18, weight reduction groove 19, weight reduction hole 110, vertical reinforcing rib 111, peripheral wall 112, reinforcing rib plate 113, first reinforcing rib 114, second reinforcing rib 115, weight reduction cavity 116, reinforcing plate 117, disc 118, reinforcing rib 119;

[0032] Supporting substrate 21, first supporting plate 22, second supporting plate 23, third supporting plate 24, and fourth supporting plate 25. Detailed Implementation

[0033] To enable those skilled in the art to better understand the present application, the present application will be further described in detail below with reference to the accompanying drawings and specific embodiments.

[0034] Please refer to Figure 1 and Figure 2 , Figure 1 This is a schematic diagram of the air spring support mechanism according to an embodiment of the present application; Figure 2 for Figure 1 A schematic diagram of the air spring support mechanism from another perspective.

[0035] The air spring support mechanism 10 provided in this embodiment is used in maglev trains and is one of the key load-bearing components of the maglev train running system. The air spring support mechanism 10 includes two base sections and a bridge section 13. The two base sections are arranged along the width direction of the train, so that the length direction of each base section extends along the length direction of the train. The bridge section 13 connects the two base sections. Here, for ease of understanding, the two base sections are referred to as the left base section 11 and the right base section 12, respectively.

[0036] In actual installation, the air spring support mechanism 10 can adopt a symmetrical structure, which ensures balanced force distribution and facilitates manufacturing. The left base 11 and the right base 12 have the same structure.

[0037] The upper surface of the bridge section 13 is lower than the upper surfaces of the left base section 11 and the right base section 12. The dimension of the bridge section 13 in the vehicle length direction is smaller than the dimension of the left base section 11 and the right base section 12 in the vehicle length direction, and the front end face of the bridge section 13 is approximately flush with the front end faces of the left base section 11 and the right base section 12. Thus, the air spring support mechanism 10 has an overall U-shaped structure. From a vertical perspective, the two base sections and the bridge section 13 form a U-shape; from a front-rear perspective, the two base sections and the bridge section 13 also form a U-shape. This structural design gives the air spring support mechanism 10 good overall structural strength and rigidity.

[0038] In this embodiment, the air spring support mechanism 10 has an air spring interface 14 for installing air springs in the bridge section 13. The air spring support mechanism 10 also integrates a beam interface 15 for installing crossbeams, a skirt interface 16 for installing skirts, an electromagnet module interface 17 for installing electromagnet modules, and a skid interface 18 for installing skids.

[0039] With this configuration, the air spring support mechanism 10 integrates all interfaces except for the air spring interface 14, making installation easier and reducing the number of parts.

[0040] In specific implementation, the upper surface of the left base 11 is used to support the crossbeam, and the outer surface of the left base 11 is provided with a crossbeam interface 15. The upper surface of the right base 12 is used to support the crossbeam, and the outer surface of the right base 12 is also provided with a crossbeam interface 15. When installing the crossbeam, the crossbeam can be supported by the left base 11 and the right base 12, and the crossbeam interfaces 15 of the left base 11 and the right base 12 can be riveted and fixed to the crossbeam.

[0041] In its specific implementation, the skirt panel interface 16 includes a first interface 161 and a second interface 162. The first interface 161 is located on the outer surface of the left bottom foot 11 and the right bottom foot 12, and is used to connect with the skirt panel body; in practice, bolts or other fasteners can be used for connection. The second interface 162 is located on the lower surface of the bridge section 13, and is used to connect with the skirt panel connector; in practice, bolts or other fasteners can also be used for connection. In the vehicle length direction, the first interface 161 is arranged rearward relative to the crossbeam interface 15; that is, the first interface 161 is located behind the crossbeam interface 15.

[0042] In a specific implementation, both the rear end of the lower surface of the left bottom foot 11 and the rear end of the lower surface of the right bottom foot 12 are provided with an electromagnet module interface 17.

[0043] The rear ends of both the left foot 11 and the right foot 12 have upward-facing weight-reducing grooves 19. The rear ends of both the left foot 11 and the right foot 12 are provided with weight-reducing holes 110. The weight-reducing holes 110 penetrate the foot along the vehicle width direction (i.e., the left-right direction) and are located below the weight-reducing grooves 19. Vertical reinforcing ribs 111 are provided inside the weight-reducing holes 110 and extend along the vehicle height direction (i.e., the up-down direction).

[0044] Combination Figure 1 and Figure 2 The position of the electromagnet module interface 17 corresponds to the position of the weight reduction hole 110. The weight reduction hole 110 facilitates the processing and arrangement of the electromagnet module interface 17. At the same time, the vertical reinforcing rib 111 is provided in the weight reduction hole 110 to improve the strength of the connection position of the electromagnet module.

[0045] In the illustrated example, there are four weight-reducing grooves 19 at the rear ends of the left bottom foot 11 and the right bottom foot 12. The four weight-reducing grooves 19 are arranged in a grid pattern, which helps to ensure the strength of this position. Each weight-reducing groove 19 has a rectangular structure. In other implementations, the number and arrangement of the weight-reducing grooves 19 can be set as needed and are not limited to the structure shown in the illustration.

[0046] In its specific implementation, the skid interface 18 includes four mounting slots, which are located on the front side of the lower surface of the air spring support mechanism 10 and arranged along the vehicle width direction. Figure 2 As shown, two of the four mounting slots are located on the left bottom foot 11 and the right bottom foot 12, respectively, while the other two are located on the bridge section 13.

[0047] Specifically, the mounting groove located at the base has a relatively large depth, while the mounting groove located at the bridge section 13 has a relatively small depth.

[0048] The size and arrangement of the four mounting slots are related to the structural design and installation requirements of the maglev train's skids, and can be set according to actual needs.

[0049] In the illustrated example, the two mounting slots 18 located on the bridge section 13 are formed by recesses from the lower surface of the bridge section 13 to the side where the upper surface is located. Specifically, the recessed bottom portion of the mounting slot 18 protrudes from the upper surface of the bridge section 13, forming two protruding discs 118 on the upper surface of the bridge section 13. The two discs 118 are located near the front side of the bridge section 13 and are arranged along the vehicle width direction. The structural arrangement of the discs 118 can increase the local depth of the corresponding mounting slots 18, which can be adjusted according to the actual application requirements.

[0050] Specifically, a reinforcing rib 119 may be provided between the peripheral wall of the disc 118 and the upper surface of the corridor section 13 to increase the structural strength of the location of the disc 118.

[0051] In specific implementation, the air spring interface 14 is located in the middle region of the bridge section 13 in the vehicle width direction, and the air spring interface 14 is set near the rear end of the bridge section 13. The air spring interface 14 includes a through hole 141 that penetrates the bridge section 13 along the vehicle height direction (i.e., the vertical direction) and a reinforcing plate 142 that protrudes from the upper surface of the bridge section 13. The reinforcing plate 142 can improve the strength of the air spring interface 14. At the bottom of the bridge section 13, there is a peripheral wall 112 surrounding the through hole 141. A cavity is formed between the peripheral wall 112 and the through hole 141 to reduce weight. At the same time, several reinforcing ribs 113 are connected between the peripheral wall 112 and the through hole 141 to reinforce the location of the air spring interface 14 and ensure the strength and rigidity of the location of the air spring interface 14.

[0052] In the illustrated example, most of the peripheral wall portion 112 is an arc-shaped structure, while the rear side wall portion of the corridor portion 13 forms part of the peripheral wall portion 112 and is roughly a straight structure. In practical applications, the peripheral wall portion 112 surrounding the through hole portion 141 can also be in other shapes, as long as it can improve structural strength and reduce stress concentration.

[0053] In a specific configuration, several reinforcing ribs 113 are arranged circumferentially around the through-hole portion 141 between the peripheral wall portion 112 and the through-hole portion 141. More specifically, the several reinforcing ribs 113 are evenly arranged along the circumference of the through-hole portion 141 to make the force more balanced and reduce the risk of stress concentration.

[0054] In a specific implementation, in order to improve the structural strength of the location of the air spring interface 14, the middle part of the bottom edge of the rear side wall of the corridor section 13 can be extended backward to form a first reinforcing rib 114.

[0055] In a specific implementation, to improve the structural strength between the bridge section 13 and the base section, a reinforcing structure can be provided at the connection position between the bridge section 13 and the left base section 11 and the right base section 12. For example, a second reinforcing rib 115 can be provided between the rear side of the upper surface of the bridge section 13 and the left base section 11 and the right base section 12. The second reinforcing rib 115 is located close to the location of the electromagnet module interface 18, and can also improve the structural strength at this location.

[0056] To reduce weight, the bottom of the air spring support mechanism 10 can be provided with multiple weight-reducing cavities 116. The shape and size of the weight-reducing cavities 116 can be different, such as... Figure 2 As shown, a weight-reducing cavity 116 can be provided in the middle of each foot section, and a weight-reducing cavity 116 is provided between the bridge section 13 and the foot section. Several reinforcing plates 117 can be provided in each weight-reducing cavity 116 to ensure structural strength while reducing weight.

[0057] This application embodiment also provides a manufacturing method for the aforementioned air spring support mechanism 10. The manufacturing method includes: preparing a support assembly based on the air spring support mechanism 10; and using a composite additive manufacturing method to form an integrally formed air spring support mechanism 10 layer by layer on the support assembly. The direction of layer-by-layer forming is from the upper surface of the air spring support mechanism 10 to the lower surface, meaning that the upper surface of the air spring support mechanism 10 is formed first during forming. An auxiliary filler is provided in the cavity portion corresponding to the air spring support mechanism 10. Thus, due to the presence of the auxiliary filler, the cavity portion of the air spring support structure 10 can be formed simultaneously during forming, eliminating the need for subsequent separate processing. It should be noted that the cavity portion of the air spring support mechanism 10 here refers to all structures with cavities on the air spring support mechanism 10, including the aforementioned through-hole portion 141, weight-reducing groove 19, weight-reducing hole 110, weight-reducing cavity 116, and the mounting groove of the electromagnet module interface 17, as well as other interface holes or groove structures such as riveting holes or bolt holes, which will not be listed here.

[0058] The aforementioned composite additive manufacturing refers to a process in which one or more additive manufacturing, equal-material manufacturing, or subtractive manufacturing technologies are combined simultaneously or distributed in a single-step additive manufacturing process to complete the manufacturing of parts or physical objects.

[0059] Additive manufacturing refers to the process of manufacturing parts or objects by depositing materials based on three-dimensional model data.

[0060] Additive manufacturing methods can include directional energy deposition, which is an additive manufacturing process that uses focused thermal energy to simultaneously melt and deposit materials. Directional energy beams include lasers, electron beams, electric arcs, and plasma beams. Arc-wire additive manufacturing is a directional energy deposition process that uses an electric arc or plasma arc as a heat source to melt and simultaneously supply filaments.

[0061] In practical applications, the additive manufacturing of the air spring support mechanism 10 can be carried out by electric arc wire additive manufacturing.

[0062] In practice, the forming trajectory and forming process during additive manufacturing can be designed according to the specific structure of the air spring support mechanism 10. By using support components and auxiliary fillers to assist in forming, the air spring support mechanism 10 can be manufactured and formed in one go.

[0063] The air spring support mechanism 10, manufactured using composite additive manufacturing technology, ensures internal quality and overall structural strength, while also saving on R&D mold costs and improving R&D efficiency.

[0064] Please refer to this as well. Figure 3 and Figure 4 , Figure 3 This is a schematic diagram showing the positional relationship between the supporting substrate and the air spring support mechanism in a specific embodiment; Figure 4This is a schematic diagram showing the positional relationship between the support plate and the air spring support mechanism in a specific embodiment.

[0065] In a specific implementation, the support components used to assist in the forming of the air spring support mechanism 10 include two support base plates 21 and several support plates. The support base plates 21 and the support plates serve as the basic support for the layer-by-layer forming process during manufacturing.

[0066] The two support substrates 21 correspond to the two base portions, and the area of ​​the support surface of the support substrate 21 used as forming support is at least larger than the area of ​​the upper surface of the base portion, such as... Figure 3 As shown.

[0067] Among them, several support plates correspond to different structures of the air spring support mechanism 10 in different height directions. Here, the height direction refers to the vertical direction, that is, the vehicle height direction. The air spring support mechanism 10 has hollow parts and solid parts at different positions in the height direction. The support plates are used for forming support of the solid parts. Therefore, the number and size of the support plates can be adapted to the specific structural design of the air spring support mechanism 10.

[0068] Without loss of generality, the following example briefly illustrates the forming trajectory setting of the air spring support mechanism 10 and the corresponding support plate setting during the layer-by-layer forming process. This can be combined with... Figures 5 to 10 To understand, Figures 5 to 10 The gray areas in the diagram represent the additive manufacturing areas, which can be understood as the solid structures formed through additive manufacturing. For ease of understanding, in... Figures 5 to 10 Chinese use and Figure 1 and Figure 2 The same labels mark the relevant structures formed during the forming process.

[0069] Since the upper surface of the bridge section 13 is lower than the upper surfaces of the left bottom foot section 11 and the right bottom foot section 12, at the initial stage of forming, the partial structures of the left bottom foot section 11 and the right bottom foot section 12 are formed on the two support base plates 21 respectively. Based on the symmetry of the structures of the left bottom foot section 11 and the right bottom foot section 12, the forming schemes of the two are also the same.

[0070] In additive manufacturing, the forming trajectory of a part within a height range of 0–20 mm is as follows: Figure 5 As shown, the structure at this point is formed by two base sections. It should be noted that since the upper surface of the air spring support mechanism 10 is formed first, the starting point 0 of the height range is based on the upper surface of the air spring support mechanism 10. For example, if the height of the air spring support mechanism 10 is 190mm, then 0mm is the surface containing the upper surface, and 190mm is the surface containing the lower surface. The height range corresponding to the forming trajectory discussed later is based on this reference.

[0071] The forming trajectory of the part in the height range of 20-77mm is as follows Figure 6 As shown, at this point, the structure of the two base parts is still being formed. As the height changes, the structure of the base parts changes, and the forming trajectory also changes.

[0072] Combination Figure 1 and Figure 2 ,exist Figure 5 and Figure 6 During the layer-by-layer forming process, auxiliary fillers are provided at corresponding positions of the weight-reducing grooves 19 on the left bottom foot 11 and the right bottom foot 12. This allows the weight-reducing grooves 19 to be formed directly at the corresponding positions. Figure 5 and Figure 6 In the indicated orientation, the four rectangular holes above the two corresponding base parts are the locations of the weight-reducing grooves 19; when forming within a height range of 20-77mm, auxiliary filling materials can be provided at the cavity structures of the mounting grooves corresponding to the two base parts as skid interfaces 18, so as to... Figure 6 In the indicated orientation, the position with the ring-shaped and cross-shaped ribs below the two corresponding bottom feet is the location of the upper skid interface 18 of the bottom feet.

[0073] Combination Figure 4 When the part is added to a height of 77mm, a first support plate 22 can be inserted. The position of the first support plate 22 is the bottom position of the weight reduction groove 19. It can be understood that the depth of the weight reduction groove 19 (the dimension in the height direction) is 77mm. After inserting the first support plate 22, it is convenient to form the structure of the bottom foot at other heights corresponding to the position of the weight reduction groove 19 on the first support plate 22. In terms of the normal use position of the air spring support mechanism 10, it is convenient to form the structure below the weight reduction groove 19.

[0074] Combination Figure 4 When the part is added to 87.5mm, a second support plate 23 can be inserted. The second support plate 23 corresponds to the position of the disc 118 on the bridge section 23. The disc 118 is formed, and the reinforcing ribs 119 around the disc 118 can be formed without support. Figure 7 A schematic diagram of the forming trajectory after the second support plate 23 is inlaid is shown for comparison. Figure 6 It can be seen that, in Figure 7 At the indicated height position, the structure of the corresponding mounting grooves 18 on the two base parts changes. At the same time, the structure of the weight-reducing cavity 116 and its inner reinforcing plate 117 can be formed on the two base parts, as well as the structure of the weight-reducing hole 110 and its inner vertical reinforcing rib 111 can be formed. At this time, the shape of the mounting groove 18 and the shape of the weight-reducing cavity 116 are consistent with the cross-sectional shape of the air spring support mechanism 10 at the corresponding height.

[0075] Combination Figure 4When the part is added to 114.5mm, a third support plate 24 can be inserted. The third support plate 24 corresponds to the location of the bridge section 13. The third support plate 24 can serve as a support for the main structure forming of the bridge section 13. At the same time, an auxiliary filler can be provided at the position of the through hole section 141 to form the through hole section 141 of the air spring interface 14 during forming. Figure 8 A schematic diagram of the forming trajectory after the third support plate 24 is inlaid is shown.

[0076] Combination Figure 4 When the part is added to 190mm, a fourth support plate 25 can be embedded. The fourth support plate 25 is used as a forming support on the bottom part corresponding to the location of the electromagnet module interface 17. Figure 9 A schematic diagram of the forming trajectory after the fourth support plate 25 is inlaid is shown, and Figure 8 The comparison shows that, Figure 9 In addition to starting to form the structure corresponding to the location of the electromagnet module interface 17 on the base, the structure of the weight reduction cavity 116 and its inner reinforcing plate 117 on the corridor section 13 is also being formed, as well as the related structures of the upper wall section 112 and the reinforcing rib plate 113 of the corridor section 13 are being formed.

[0077] Subsequently, the height of the two base sections and certain areas of the covered bridge section 13 is relatively large. Figure 10 The diagram shows the trajectory of the part after it has been additively grown to 191mm.

[0078] In practical implementation, the scanning trajectory during composite additive manufacturing is serpentine, Z-shaped, or S-shaped. Here, scanning can be understood as material accumulation, and the scanning trajectory is the trajectory of material accumulation. Taking arc wire additive manufacturing as an example, material accumulation is achieved by moving the welding torch. When the welding torch is forming in a plane perpendicular to the accumulation height, it moves back and forth in one direction to form a serpentine, Z-shaped, or S-shaped trajectory.

[0079] From the above Figures 5 to 10 As shown in the schematic diagram of the forming trajectory at different heights in a specific example, the air spring support mechanism 10 generally has different cross-sectional shapes in the height direction. During additive manufacturing, the structure of the support plate and auxiliary filler can be designed according to the cross-sectional shapes at different heights. In this way, the same forming trajectory can be used within the height range with the same cross-sectional shape. After the cross-sectional shape changes during forming, the support plate or auxiliary filler can be set at the corresponding position of the change, and then the forming trajectory is changed. This process is repeated until the air spring support mechanism 10 is formed. For example, if an air spring support mechanism 10 can be divided into four different height regions according to the cross-sectional shape in the height direction from the upper surface to the lower surface, the support components and auxiliary fillers can be set according to the different height regions, and the structures within the four height ranges can be formed sequentially to obtain an integral air spring support mechanism 10.

[0080] Figures 5 to 10 This is merely an illustrative description. In actual applications, the structure of the air spring support mechanism 10 can be adapted or adjusted according to its specific features.

[0081] This document uses specific examples to illustrate the principles and implementation methods of this application. The descriptions of the embodiments above are only for the purpose of helping to understand the method and core ideas of this application. It should be noted that those skilled in the art can make several improvements and modifications to this application without departing from the principles of this application, and these improvements and modifications also fall within the protection scope of the claims of this application.

Claims

1. An air spring support mechanism for a maglev train, characterized by comprising: The air spring support mechanism comprises two bottom foot portions arranged along the vehicle width direction and a porch portion; The upper surface of the porch portion is lower than the upper surface of the bottom foot portions, the size of the porch portion in the vehicle length direction is smaller than that of the bottom foot portions, and the front end surface of the porch portion is substantially flush with the front end surface of the bottom foot portions; The porch portion is provided with an air spring interface for mounting an air spring; The air spring support mechanism is further integrated with a cross beam interface for mounting a cross beam, a skirt plate interface for mounting a skirt plate, an electromagnet module interface for mounting an electromagnet module, and a skid interface for mounting a skid; The air spring interface is located in the middle region of the porch portion in the vehicle width direction, and is arranged close to the rear end of the porch portion; the air spring interface comprises a through hole portion penetrating through the porch portion in the vehicle height direction and a reinforcing plate protruding from the upper surface of the porch portion; the bottom of the porch portion is provided with a peripheral wall portion surrounding the through hole portion, and the peripheral wall portion and the through hole portion have a cavity therebetween, and a plurality of reinforcing rib plates are connected between the peripheral wall portion and the through hole portion, and the reinforcing rib plates are arranged around the periphery of the through hole portion.

2. The spring support mechanism according to claim 1, characterized by The upper surface of the bottom foot portion is used to support the cross beam, and the cross beam interface is arranged on the outer surface of the bottom foot portion.

3. The spring support mechanism of claim 2, wherein The skirt plate interface comprises a first interface arranged on the outer surface of the bottom foot portion and a second interface arranged on the lower surface of the porch portion; the first interface is arranged rearward relative to the cross beam interface.

4. The spring support mechanism of claim 1, wherein The electromagnet module interface is arranged on the rear end portion of the lower surface of the bottom foot portion.

5. The spring support mechanism of claim 4, wherein The rear end of the bottom foot portion has a weight-reducing groove with an opening facing upward, and the rear end portion of the bottom foot portion is provided with a weight-reducing hole penetrating through the bottom foot portion in the vehicle width direction, the weight-reducing hole is located below the weight-reducing groove, and a vertical reinforcing rib is arranged in the weight-reducing hole and extends in the vehicle height direction.

6. The spring support mechanism of claim 1, wherein The skid interface comprises four mounting grooves, the four mounting grooves are arranged on the front side of the lower surface of the air spring support mechanism and in the vehicle width direction, two of the mounting grooves are located in the two bottom foot portions, and the other two mounting grooves are located in the porch portion.

7. The spring support mechanism of claim 6, wherein The bottom portion of the two mounting grooves in the porch portion protrudes from the upper surface of the porch portion to form a protruding disc on the upper surface of the porch portion, and a reinforcing rib is arranged between the peripheral wall of the disc and the upper surface of the porch portion.

8. The spring support mechanism according to any one of claims 1 to 7, characterized in that The middle portion of the bottom edge of the rear side wall of the porch portion extends rearward to form a first reinforcing rib.

9. The spring support mechanism according to any one of claims 1 to 7, characterized in that A second reinforcing rib is arranged between the rear side of the upper surface of the porch portion and the bottom foot portion.

10. The spring support mechanism according to any one of claims 1 to 7, characterized in that The bottom of the air spring support mechanism has a plurality of weight-reducing cavities, and reinforcing plates are arranged in the weight-reducing cavities.

11. A manufacturing method of a bellows support mechanism, characterized by, The air spring support mechanism is any one of the air spring support mechanisms described in claims 1-10, and the manufacturing method comprises: A support assembly is prepared according to the air spring support mechanism, a composite additive manufacturing method is used to form the air spring support mechanism integrally and layer by layer upward from the lower surface to the upper surface of the air spring support mechanism; wherein an auxiliary filling piece is arranged in the cavity portion of the air spring support mechanism.

12. The manufacturing method of the spring support mechanism according to claim 11, characterized by The support assembly comprises two support base plates and a plurality of support plates, the two support base plates correspond to the two foot portions of the air spring support mechanism respectively; each support plate is used for providing the air spring support mechanism with shaped support at different heights.

13. The manufacturing method of the spring support mechanism according to claim 11, characterized by The scanning trajectory during the composite additive manufacturing is a snake shape or a Z shape or an S shape.

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