Inflation-free bicycle tire based on partition density 3D printing

Abstract

The invention discloses an inflation-free bicycle tire based on partition density 3D printing, the whole tire is annular, the tire is formed by splicing a plurality of arc sector-shaped tire module units through connecting structures, and each tire module unit is integrally formed through a 3D printing process. Each tire module unit is of an arc-shaped sector structure and comprises a tread functional layer, a sidewall buffer layer and tenon-and-mortise connection structures at the two ends, the tread functional layer adopts a high-density lattice structure with the filling density of 15-20%, the sidewall buffer layer adopts a low-density spiral body or lattice structure with the filling density of 6-10%, and the structural density is in gradient transition from the tread to the inner side. The special tire for the snowfield and the sand field is suitable for core running parts of bicycles and electric bicycles, diversified scene requirements can be met, special tires for the snowfield and the sand field can be rapidly customized, personalized customization of tread textures and tire colors is supported, and functionality and fashionability are both considered.

Description

Technical Field

[0001] This invention relates to a cross-technology of 3D printing and bicycle parts manufacturing, and more particularly to a pneumatic-free bicycle tire based on partition density 3D printing. Background Technology

[0002] Currently, with accelerated urbanization, increased environmental awareness, and the popularization of sports and health concepts, bicycles have transformed from traditional means of transportation into multifunctional lifestyle vehicles. Demand for niche categories such as electric bicycles and high-performance sports bicycles has surged, driving continuous market expansion. Against this backdrop, consumers are placing higher demands on bicycle products for lightweight design, customization, environmental friendliness, and maintenance-free operation.

[0003] As the core load-bearing and driving component of a bicycle, the performance of bicycle tires directly affects the safety, comfort, and efficiency of riding.

[0004] Currently, mainstream bicycle tires are mainly divided into two categories: pneumatic tires and airless tires. Pneumatic tires are a mature technology, and their conventional manufacturing process mainly includes: mixing rubber with additives, then calendering and extruding them into components such as the tread and sidewalls, which are then combined with a carcass composed of multiple layers of cord to form a green tire, which is then inserted into an inner tube; finally, it is shaped in a mold through a high-temperature, high-pressure vulcanization process. Its core principle is to use the high pressure of compressed air in the inner tube to bear the vehicle's load and rely on the elasticity of the air to cushion the impact of the road surface, thereby providing good riding comfort. However, pneumatic tires are prone to leakage and failure when exposed to sharp objects, and there is a risk of tire blowout under high temperature, high pressure, or severe impact. Furthermore, they require regular checks and replenishment of air pressure. These drawbacks directly threaten riding safety, increase the burden of use, and limit their applicable scenarios.

[0005] To overcome these shortcomings, pneumatic tire technology has emerged. Through innovative structural design, it replaces compressed air to achieve load-bearing and cushioning, fundamentally avoiding the aforementioned risks of pneumatic tires. Current research focuses on developing efficient and reliable methods for manufacturing pneumatic tires to achieve superior performance and customized production.

[0006] Existing technologies and their problems:

[0007] As an alternative to pneumatic tires, airless tires enhance their load-bearing capacity and impact resistance through special structural designs (such as radial bulges, concave-convex sidewalls, multiple pressure-bearing units, and V-shaped supports), effectively avoiding the risks of air leakage and blowouts. Examples include Chinese patents: CN114312151B, CN115709617B, and CN222451853U. However, limited by the one-piece molding process, their core structure relies on fixed cavity molding, leading to the need for redevelopment of molds for customized adjustments, resulting in high costs and insufficient flexibility. Furthermore, some support structures significantly increase the tire's weight.

[0008] To overcome the high costs and low flexibility of traditional mold manufacturing, the industry has introduced rapid prototyping technologies, such as 3D printing, to produce pneumatic tires. Examples include Chinese patents CN111660730B, CN120379824A, CN202380086182.6, and CN202310892108.5. However, existing 3D-printed pneumatic tires have relatively fixed internal air cavity layouts and shapes, as well as tire carcass structures, making it difficult to achieve precise density gradient design and performance control for different functional areas of the tire. Furthermore, because these tires use a one-piece molding process, when local wear or cracks occur, damaged parts cannot be repaired or replaced individually like with traditional tires; the entire tire must be replaced, significantly increasing usage costs and wasting resources.

[0009] In view of this, the present invention is hereby proposed. Summary of the Invention

[0010] The purpose of this invention is to provide a pneumatic-free bicycle tire based on partition density 3D printing to solve the above-mentioned technical problems existing in the prior art.

[0011] The objective of this invention is achieved through the following technical solution:

[0012] The present invention relates to a pneumatic bicycle tire based on partition density 3D printing. The tire is ring-shaped and is composed of multiple arc-shaped fan-shaped tire module units spliced ​​together by a connecting structure. Each tire module unit is integrally formed by 3D printing process.

[0013] Compared with existing technologies, the airless bicycle tire based on partitioned density 3D printing provided by this invention adopts an airless design, avoiding the problems of easy leakage and blowout of traditional pneumatic tires. It eliminates the need for regular inflation maintenance, improving riding safety and ease of use. Utilizing a multi-module assembly structure, when a local module fails, only the failed module needs to be replaced, eliminating the need to replace the entire tire. This significantly reduces maintenance costs and resource waste, and extends the overall lifespan of the tire. Attached Figure Description

[0014] Figure 1 This is a schematic diagram of the tire module unit structure provided in an embodiment of the present invention.

[0015] Figure 2 This is a schematic diagram of the overall structure of a pneumatic-free bicycle tire based on partition density 3D printing, provided in an embodiment of the present invention.

[0016] In the picture:

[0017] 1. Boss, 2. Sidewall buffer layer, 3. Groove, 4. Tread functional layer. Detailed Implementation

[0018] 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 a part of the embodiments of the present invention, and not all of them, and do not constitute a limitation on the present invention. All other embodiments obtained by those skilled in the art based on the embodiments of the present invention without creative effort are within the protection scope of the present invention.

[0019] First, the following explanations are provided for the terms that may be used in this article:

[0020] The terms “including,” “contains,” “comprising,” “having,” or other similar semantic descriptions shall be interpreted as non-exclusive inclusion.

[0021] The term "composed of" excludes any technical features not expressly listed. When used in a claim, it closes the claim to exclude all technical features other than those expressly listed, except for associated conventional impurities. If the term appears only in a clause of a claim, it limits the claim to the elements expressly listed in that clause; elements recited in other clauses are not excluded from the overall claim.

[0022] The contents not described in detail in the embodiments of this invention are prior art known to those skilled in the art. Where specific conditions are not specified in the embodiments of this invention, they shall be performed according to conventional conditions in the art or conditions recommended by the manufacturer. Where the manufacturers of the reagents or instruments used in the embodiments of this invention are not specified, they are all conventional products that can be purchased commercially.

[0023] The present invention relates to a pneumatic bicycle tire based on partition density 3D printing. The tire is ring-shaped and is composed of multiple arc-shaped fan-shaped tire module units spliced ​​together by a connecting structure. Each tire module unit is integrally formed by 3D printing process.

[0024] Each tire module unit has an arc-shaped sector structure, including:

[0025] Tread functional layer: Located on the outermost layer of the module, it is the friction area that is in direct contact with the ground;

[0026] Sidewall buffer layer: Located in the middle layer of the module, it connects the tread functional layer and the inner support structure;

[0027] Connection structure: The tire module unit has a tenon-and-mortise snap-fit ​​structure at both ends, and adjacent tire module units are connected by the tenon-and-mortise snap-fit ​​structure.

[0028] The tread functional layer adopts a high-density lattice structure with a filling density of 15-20%, and the lattice unit is a TPMS topology honeycomb biomimetic structure. The tread pattern is set according to the needs of the scenario.

[0029] The tread pattern includes fine grooves for highway tires, deep grooves for mountain tires, and anti-skid bumps for snow tires.

[0030] The sidewall buffer layer adopts a low-density spiral or lattice structure with a filling density of 6-10%, and the structural density transitions in a gradient from the sidewall to the inside.

[0031] The mortise and tenon snap-fit ​​structure includes a boss at one end of the tire module unit and a groove at the other end. When splicing, the boss of the adjacent module is embedded into the groove of the other module to form a tight fit, and the gap between the boss and the groove is ≤0.5mm.

[0032] The tire is composed of 4 to 12 tire module units, each with a length of 150 to 200 mm.

[0033] Each tire module unit is integrally formed using TPU95A flexible material through FDM 3D printing.

[0034] It is compatible with bicycle rims with diameters of 590~760mm, and the total weight of a single tire is less than 700g.

[0035] In summary, the airless bicycle tire based on partitioned density 3D printing of this invention is suitable for core riding components of bicycles and electric bicycles, meeting diverse needs. In the high-end sports field, it supports customized low rolling resistance road tires or high grip mountain bike tires, and its lightweight design significantly improves riding efficiency, meeting the competitive needs of professional teams and cycling enthusiasts. In urban commuting scenarios, the airless structure avoids the problem of air leaks and tire blowouts, and modular assembly reduces the repair costs of partial damage, meeting the convenience needs of office workers, students, and others. For special scenarios, it can quickly customize tires for snow and sand, and supports personalized customization of tread patterns and tire colors, balancing functionality and style.

[0036] To more clearly demonstrate the technical solution and its effects provided by the present invention, the embodiments of the present invention will be described in detail below with reference to specific examples.

[0037] The 3D-printed customized airless bicycle tire of this invention focuses on structural innovation, manufacturing process optimization, precise performance control, and ease of maintenance, as detailed below:

[0038] (1) Key points of biomimetic partitioned lattice structure design

[0039] A biomimetic lattice structure (such as the TPMS topology) is employed to achieve zoned performance control. The tread area, the friction zone in direct contact with the ground, utilizes a high-density lattice design with a fill density of 15%. Dense grid cells enhance wear resistance, adapting to repeated friction scenarios. The sidewall area, a buffer zone, employs a low-density lattice design with a fill density of 8%. Loose grid cells enhance elastic deformation capacity, reducing vibrations from road impacts. The two areas are smoothly connected by an arc-shaped transition structure, ensuring uniform stress transfer and avoiding localized stress concentration.

[0040] (2) Key points of modular assembly structure design

[0041] The tire is divided into 4 to 12 arc-shaped modules along its circumference. The edges of the modules are designed with a mortise and tenon joint structure, and the gap after splicing is ≤0.5mm, ensuring no looseness or abnormal noise during riding. When a single module is damaged due to wear, cracks, or other localized damage, it can be replaced individually.

[0042] (3) Key points of 3D printing process

[0043] Utilizing FDM (Fused Deposition Modeling) technology, the BambuLab P1S combo and A1 combo printers were selected to support high-precision lamination. A tree-like support system was activated during printing to enhance stability in the curved transition area at the bottom of the tire. The layer height was set at 0.28mm to balance molding accuracy and efficiency; the exterior wall consisted of 4 layers (each 0.07mm thick); an external tolerance of 0.5-1mm was allowed; and a spiral structure was used for the sparse filling pattern.

[0044] (4) Key points for material selection

[0045] Made with TPU 95A flexible material, it balances support and elasticity, boasts excellent wear resistance, and is suitable for scenarios involving repeated tire deformation and ground friction. The material is environmentally friendly and odorless, meeting the requirements of green manufacturing.

[0046] (5) Key points of product customization design

[0047] Core parameters can be visualized and adjusted using SolidWorks modeling and Bambu Studio slicing software. Users can customize tire width, tread depth, and lattice density according to scenario requirements: low rolling resistance tires (e.g., tread depth 1mm, sidewall density 5%) are suitable for road cycling scenarios, while high grip tires (e.g., tread depth 3mm, tread density 20%) are suitable for mountain biking scenarios, without the need to redevelop molds.

[0048] Using multi-color TPU consumables for simultaneous printing, the slicing software divides the tread pattern, brand logo and other areas into sections for color assignment, achieving one-piece molding of multi-color patterns such as red, black and blue, meeting personalized aesthetic needs, and eliminating the need for post-painting.

[0049] Example 1

[0050] like Figure 1 , Figure 2 As shown:

[0051] Structural composition:

[0052] This patent designs and manufactures a modular, airless bicycle tire based on partitioned density 3D printing. Its structure consists of 4 to 12 tire module units, which are integrally formed and modularly assembled through 3D printing, as detailed below:

[0053] (I) Overall Structure

[0054] The tire is circular in shape and is made up of 4 to 12 arc-shaped sector tire module units spliced ​​together by a connecting structure. It is compatible with mainstream bicycle rims with diameters of 590 to 760 mm, and the total weight of a single tire is controlled within 700g.

[0055] (ii) Tire module unit

[0056] Each tire module unit has an arc-shaped sector structure, which is integrally formed by FDM 3D printing using TPU 95A flexible material. It consists of three functional layers from the outside to the inside:

[0057] Tread functional layer: Located on the outermost layer of the module, this is the friction zone in direct contact with the ground. It adopts a high-density lattice structure (fill density 15-20%), with TPMS topology unit. This layer improves wear resistance through dense grid units and can be customized with tread patterns according to scenario requirements (such as fine treads for highway tires, deep treads for mountain tires, and anti-skid bumps for snow tires) to ensure grip on different road surfaces.

[0058] Sidewall buffer layer: Located in the middle layer of the module, it connects the tread functional layer with the inner support structure and adopts a low-density spiral or lattice structure (fill density 6-10%). This layer absorbs road impact through the elastic deformation of the loose mesh to achieve a buffering function, and the structural density transitions gradually from the tread to the inner side to avoid stress concentration.

[0059] Connection structure: The tire module units are connected by mortise and tenon snap-fit ​​fasteners located on both sides of the tire module unit, with a gap between the boss and the groove ≤0.5mm. During assembly, the bosses of adjacent modules fit into the grooves to form a tight fit, ensuring no loosening or abnormal noise during riding.

[0060] Working principle:

[0061] (I) Airless load-bearing and buffering principle: The high-density lattice structure of the tread functional layer disperses the load through multiple units, and the low-density lattice of the sidewall buffer layer absorbs road impact through elastic deformation, replacing the air pressure buffering mechanism of traditional pneumatic tires, thus eliminating the risk of air leakage and tire blowout from the source.

[0062] (II) Modular assembly and maintenance principle: The tire achieves rapid splicing between modules through tenon and mortise buckles to form a complete ring structure; when a single module is damaged due to wear or impact, it can be replaced individually by simply loosening the bolts of the corresponding module and separating the buckles, without the need for overall scrapping. After replacement, the gap between modules and the deviation of rolling resistance are ≤3%.

[0063] (III) Customization principle: Based on the moldless characteristics of 3D printing, performance customization can be achieved by adjusting the tread pattern and the filling density of each layer, without the need to re-make the mold, which greatly reduces the customization cost.

[0064] Customized design process

[0065] (a) Requirements Analysis and Parametric Configuration

[0066] First, scenario requirements are collected through user interfaces (such as an app or customized forms) to gather core user needs, including cycling scenarios (road / mountain / snow / commuting), weight range (50~120kg), wheel diameter, and personalized requirements (tire color, tread pattern). These requirements are then translated into structural parameters. For example, for road scenarios, the corresponding tire width is 23~28mm, tread depth is 1~2mm, tread density is 15%, and sidewall density is 6%; for mountain scenarios, the corresponding tire width is 28~35mm, tread depth is 3~5mm, tread density is 18~20%, and sidewall density is 8%; for snow scenarios, the tire needs 5mm higher anti-slip bumps, tread density is 20%, and sidewall density is 10%. Finally, the parameter scheme is confirmed, a parameter list is generated and fed back to the user, and after confirmation, the modeling phase begins.

[0067] (II) 3D Modeling and Structural Optimization

[0068] First, a basic model is built using SolidWorks software to create the overall tire frame model, defining basic dimensions such as wheel diameter and tire width to ensure compatibility with the user's wheel diameter specifications. Next, the tire is modularly disassembled, breaking it down into 4-12 arc-shaped modules along the circumference (the number is adjusted according to the wheel diameter). The arc length of each module is controlled between 150-200mm to fit the printing range of consumer-grade 3D printers. Within each module, the tread functional layer uses TPMS topology or a honeycomb biomimetic lattice, generating high-density mesh units using MeshMixer software; the sidewall buffer layer is designed with a helical or low-density lattice structure to achieve elastic cushioning; and the edges are integrated with tenon-and-mortise snap-fit ​​fasteners.

[0069] (III) Slicing and Parameter Settings

[0070] First, the model was imported and partitioned. The STL format model was imported into the Bambu Studio slicing software, and partition parameters were configured. Printing parameters were set for different areas: the tread functional layer had an infill density of 15-20%, with 4 outer wall layers (each 0.07mm thick), and a reciprocating infill path (to improve density uniformity); the sidewall buffer layer had an infill density of 6-10%, with a sparse infill pattern set to a spiral, and a circular infill path (to enhance elasticity); the inner support layer had an infill density of 10%, and the support type was set to tree-like support (growing from the rim side to avoid contact with the tread). Next, global parameters were set, with a uniform layer height of 0.28mm, a bottom / top layer count of 0 (to reduce material waste), an external tolerance allowance of 0.5-1mm, and a printing speed of 50-80mm / s. Finally, the slice file was generated, containing parameters for each area and printing path information.

[0071] (iv) 3D printing molding

[0072] Select a BambuLab P1S combo or A1 combo FDM printer and check the printhead (0.4mm diameter) and heated bed (60℃) condition; load TPU 95A flexible material. Then load the printing parameters, import the G-code file into the printer, and calibrate the printing platform level, ensuring the nozzle-to-platform distance error is ≤0.1mm. Next, perform layer-by-layer printing. The printer melts and deposits material layer by layer according to the slicing instructions. The first layer prints the outer wall along the module edge, forming the structural outline; the middle layers fill the lattice structure with zoned density, densely packed in the tread area and loosely packed in the sidewall area; the support layer generates tree-like supports in the curved transition area at the bottom of the module, with fracture grooves at the connection points between the supports and the body (for easy removal later). Finally, monitor the printing process, observing layer height consistency and material extrusion stability in real time to avoid defects such as broken filaments and warped edges.

[0073] (v) Post-processing technology

[0074] First, the supports are removed. After the printed part cools to room temperature (approximately 30 minutes), the tree-like supports are removed along the fracture grooves using needle-nose pliers, avoiding forceful pulling that could damage the structure. Next, surface treatment is performed. Burrs on the module edges are sanded with 800-grit sandpaper, with particular attention to the splicing surfaces (ensuring a surface roughness ≤ Ra 1.6 μm). The tread pattern area is then ultrasonically cleaned (300W power, 5 minutes) to remove any remaining support debris. Finally, quality inspection is conducted. Module dimensions are measured with calipers (error ≤ ±0.3 mm), and the integrity of the lattice structure is visually inspected (no breaks or deformation). Qualified tire modules are then selected.

[0075] (vi) Modular assembly

[0076] First, pre-assemble the modules by arranging qualified modules according to their numbers along the circumference and initially splicing them together using edge tenon-and-mortise snap-fit ​​mechanisms, checking the ring closure accuracy (diameter error ≤ ±1mm). Next, fix the wheel hub by fitting the assembled module assembly into the hub, ensuring no relative slippage between the tire and the hub. Finally, perform overall testing by rotating the hub to check the smoothness of tire rotation (no jamming or abnormal noise) and applying 50kg of pressure to test the splicing stability.

[0077] The technical problem solved and the advantages of this invention are as follows:

[0078] This invention aims to systematically solve several major technical problems in the manufacturing and use of existing bicycle tires:

[0079] (1) In traditional mold forming process, adjusting parameters such as tread pattern or rubber hardness requires re-molding, resulting in high customization costs and difficulty in meeting personalized and scenario-based needs;

[0080] Pneumatic tires pose safety hazards such as frequent maintenance and a tendency to leak air and burst.

[0081] Traditional tire design results in excessive weight, significantly increasing riding resistance.

[0082] Existing 3D-printed pneumatic tires generally use a one-piece structure, which means that if there is local damage, the whole tire needs to be replaced, which greatly increases the maintenance cost.

[0083] Advantages:

[0084] Enhanced Performance and Safety: Adopting a pneumatic-free design, it avoids the problems of leaks and blowouts common in traditional pneumatic tires, eliminating the need for regular inflation and maintenance, thus improving riding safety and ease of use. Variable-density tread printing ensures high wear resistance through a high-density tread, while the low-density sidewall enhances elastic cushioning, achieving a balance between wear resistance, shock absorption, and rolling efficiency. Combining biomimetic lattice structures such as honeycomb and TPMS topology, it reduces weight by 30%-50% compared to traditional honeycomb tires. The selected TPU 95A material combines shock absorption and support, ensuring load-bearing capacity and riding comfort while maintaining lightweight construction. Each tire weighs only 700g.

[0085] Enhanced customization capabilities: The 3D printing technology used in this invention eliminates the need for molds, allowing for flexible adjustments to tread patterns, structural density, tire width, and color according to user needs. This eliminates the cost of re-molding required for parameter adjustments in traditional mold-making processes. With the aid of parametric design tools, tire structures adapted to different scenarios can be quickly generated, precisely meeting the personalized needs of high-end sports and special applications.

[0086] (3) Reduced use and maintenance costs: The multi-module assembly structure is adopted. When a local module is damaged, only the single failed module needs to be replaced, without replacing the entire tire. This greatly reduces maintenance costs and resource waste, and extends the overall service life of the tire.

[0087] The above description is merely a preferred 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 scope of the technology 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. The information disclosed in the background section is intended only to enhance the understanding of the overall background technology of the present invention and should not be construed as an admission or implication in any way that such information constitutes prior art known to those skilled in the art.

Claims

1. A non-pneumatic bicycle tire based on zoned density 3D printing, characterized in that, The tire is annular as a whole, is spliced by a plurality of arc segmental tire module units through a connecting structure, and each tire module unit is integrally formed through a 3D printing process.

2. The zone density 3D printing based, airless bicycle tire of claim 1, wherein, The single tire module unit is in an arc segment structure and comprises: a tread functional layer: located at the outermost layer of the module, is a friction zone directly contacting the ground; a sidewall buffer layer: located at the middle layer of the module, connects the tread functional layer and the inner side support structure; a connecting structure: a mortise and tenon type buckle structure provided at both ends of the tire module unit, and adjacent tire module units are connected through the mortise and tenon type buckle structure.

3. The zone-density 3D-printed, airless bicycle tire of claim 2, wherein, The tread functional layer adopts a high-density lattice structure with a filling density of 15-20%, the lattice unit is a TPMS topological structure honeycomb bionic structure, and the tread pattern is set according to the scene requirement.

4. The zone-density 3D-printed, airless bicycle tire of claim 2, wherein, The tread pattern comprises a fine thread for a highway tire, a deep tooth pattern for a mountain tire, and anti-skid convex points for a snow tire.

5. The zone-density 3D-printed, airless bicycle tire of claim 2, wherein, The sidewall buffer layer adopts a low-density spiral body or lattice structure with a filling density of 6-10%, and the structural density is gradiently transitioned from the tread to the inner side.

6. The zone-density 3D-printed, airless bicycle tire of claim 2, wherein, The mortise and tenon type buckle structure comprises a boss provided at one end of the tire module unit and a groove provided at the other end, when splicing, the boss of an adjacent module is embedded into the groove of the other module to form a close fit, and the gap between the boss and the groove is ≤0.5mm.

7. The zone-density 3D-printed, airless bicycle tire of claim 1, wherein, The tire is composed of 4-12 tire module units, and each tire module unit is 150-200mm long.

8. The zone-density-based 3D-printed, airless bicycle tire of claim 1, wherein, Each tire module unit is integrally formed by FDM 3D printing using TPU95A flexible material.

9. The zone-density 3D-printed, airless bicycle tire of any of claims 1-8, wherein, The total weight of the single tire is less than 700g, and the diameter of the bicycle hub is 590-760mm.

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