A non-inflatable explosion-proof inner tube for four-wheel vehicles

Abstract

The present invention provides an airless explosion-proof inner tube for four-wheeled vehicles, which relates to the field of tire technology. The airless explosion-proof inner tube for four-wheeled vehicles includes a circular tire body, which includes a first elastic structure, a second elastic structure, and a third elastic structure. The second elastic structure is connected between the first elastic structure and the third elastic structure. The portion of the first elastic structure that contacts the inner surface of the outer tire is a honeycomb structure of a regular hexagon, a regular triangle, or a regular quadrilateral. The second elastic structure is provided with a first cavity structure, and the inner wall of the first cavity structure is connected with a plurality of columnar first support ribs at intervals. One end of the first support rib is connected to the inner wall of the first cavity structure in the direction close to the first elastic structure, and the other end is connected to the inner wall of the first cavity structure in the direction close to the third elastic structure. Compared with existing tires, the airless explosion-proof inner tube for four-wheeled vehicles of the present invention has the advantages of being resistant to punctures, not prone to tire blowouts, and having good slow-filling performance.

Description

Technical Field

[0001] The present invention relates to the technical field of tires, in particular to an inflation-free explosion-proof inner tube for four-wheeled vehicles. Background Art

[0002] Tires, as the contact surface between a vehicle and the ground, are crucial to its comfort, safety, and braking performance. Currently, most vehicles (such as traditional four-wheeled vehicles) use pneumatic tires. However, these tires are often subject to problems such as slow air loss, punctures, and blowouts during daily driving, which can easily lead to accidents. Summary of the Invention

[0003] The problem to be solved by the present invention is: how to provide an air-free explosion-proof inner tube for four-wheel vehicles which can replace pneumatic tires.

[0004] The present invention provides an airless explosion-proof inner tube for a four-wheeled vehicle, comprising a ring-shaped tire body, the tire body being used to be arranged between a wheel hub and a tire, the tire body comprising a first elastic structure, a second elastic structure and a third elastic structure, the second elastic structure being connected between the first elastic structure and the third elastic structure, the first elastic structure being used to abut against the inner surface of the tire, and the portion of the first elastic structure that is used to contact the inner surface of the tire is a honeycomb structure of a regular hexagon, a regular triangle or a regular quadrilateral, the second elastic structure being provided with a first cavity structure, and the inner wall of the first cavity structure being connected with a plurality of first columnar support ribs at intervals, one end of the first support rib being connected to the inner wall of the first cavity structure close to the first elastic structure, and the other end being connected to the inner wall of the first cavity structure close to the third elastic structure, the first support rib being used to buffer pressure from the first elastic structure, and the third elastic structure being used to abut against the wheel hub.

[0005] The airless explosion-proof inner tube for four-wheel vehicles described in the present invention is used to replace traditional air-filled inner tubes. When in use, the annular tire body is installed between the wheel hub and the outer tire, and the first elastic structure of the tire body is abutted against the inner surface of the outer tire, and the third elastic structure is abutted against the wheel hub. After assembly, it can be assembled to a mobile vehicle body (such as a four-wheel vehicle). During the movement of the mobile vehicle body, the first elastic structure of the tire body is first subjected to pressure. The part of the first elastic structure that contacts the inner surface of the outer tire is a honeycomb structure of a regular hexagon, a regular triangle, or a regular quadrilateral. The honeycomb structure has the highest degree of airtightness, the simplest required materials, and the largest available space. It can allow the air pressure to reach the best explosive force in the free compression space, and any adjacent regular hexagon, regular triangle, or regular quadrilateral structure has sufficient compression deformation space. When the force borne by the first elastic structure reaches the set When the indicator is set, the second elastic structure receives the downward pressure from the first elastic structure. Since one end of the first support rib is connected to the inner wall of the first cavity structure close to the first elastic structure, and the other end is connected to the inner wall of the first cavity structure close to the third elastic structure, the first support rib can buffer the downward pressure from the first elastic structure, that is, the first support rib can undergo elastic deformation in the first cavity structure, and rebound when the pressure is canceled. When the pressure of the first elastic structure is transmitted to the first support rib, it continues to be transmitted to the third elastic structure abutting the wheel hub, and finally the remaining pressure is transmitted to the wheel hub through the third elastic structure. In the above-mentioned pressure transmission process, the first elastic structure, the second elastic structure and the third elastic structure have a good rebound effect, so that the tire body can meet the physical deformation requirements of the pneumatic tire. Compared with existing pneumatic tires, the airless explosion-proof inner tube for four-wheeled vehicles of the present invention has the advantages of not being afraid of punctures, not needing to be inflated, not being prone to tire blowouts, and having good slow filling performance.

[0006] Optionally, the first cavity structure is an annular cavity structure, and the first cavity structure includes a first cavity and a second cavity. The first cavity and the second cavity are independent cavities that are not connected to each other, and multiple first support ribs are respectively arranged in the first cavity and the second cavity.

[0007] Optionally, the first cavity structure also includes a third cavity and a fourth cavity, the third cavity and the fourth cavity are located on both sides of the width direction of the second elastic structure, and the first cavity and the second cavity are located between the third cavity and the fourth cavity, and a plurality of the first support ribs are respectively arranged in the third cavity and the fourth cavity.

[0008] Optionally, the third elastic structure is provided with a second cavity structure, and the inner wall of the second cavity structure is connected with a plurality of columnar second support ribs at intervals, one end of the second support rib is connected to the inner wall of the second cavity structure close to the direction of the second elastic structure, and the other end is used to connect to the inner wall of the second cavity structure close to the direction of the wheel hub.

[0009] Optionally, the second cavity structure is an annular cavity structure, and the second cavity structure includes a fifth cavity and a sixth cavity. The fifth cavity and the sixth cavity are independent cavities that are not connected to each other, and multiple second support ribs are respectively arranged in the fifth cavity and the sixth cavity.

[0010] Optionally, the second cavity structure also includes a seventh cavity and an eighth cavity, and the seventh cavity and the eighth cavity are located on both sides of the width direction of the third elastic structure, and the seventh cavity and the eighth cavity are located between the fifth cavity and the sixth cavity, and a plurality of the second support ribs are respectively arranged in the seventh cavity and the eighth cavity.

[0011] Optionally, the first supporting rib includes a columnar structure and a trumpet-shaped structure, and the trumpet-shaped structure is located at two ends of the columnar structure, and the second supporting rib has the same structure as the first supporting rib.

[0012] Optionally, the side length of the regular hexagon, regular triangle or regular quadrilateral is greater than or equal to 8 mm and less than or equal to 12 mm.

[0013] Optionally, the tire body is made of a highly elastic composite rubber material.

[0014] Optionally, the high-elasticity composite rubber material includes TPEE, PVC, graphene oxide, white carbon black, polyester staple fiber, carbon fiber and synthetic rubber, and the high-elasticity composite rubber material is compounded by a modification method of melt blending. BRIEF DESCRIPTION OF THE DRAWINGS

[0015] Figure 1 A perspective view of an airless explosion-proof inner tube for a four-wheeled vehicle according to an embodiment of the present invention;

[0016] Figure 2 This is a front view of an airless explosion-proof inner tube for a four-wheeled vehicle according to an embodiment of the present invention;

[0017] Figure 3 for Figure 2 AA cross-section of

[0018] Figure 4 for Figure 3 A partial enlarged view of location II;

[0019] Figure 5 A side view of an airless explosion-proof inner tube for a four-wheeled vehicle according to an embodiment of the present invention;

[0020] Figure 6 for Figure 5 BB cross-section diagram;

[0021] Figure 7 for Figure 6 A partial enlarged view of point Ⅰ.

[0022] Description of reference numerals:

[0023] 1. First elastic structure; 2. Second elastic structure; 21. First cavity structure; 211. First cavity; 212. Second cavity; 213. Third cavity; 214. Fourth cavity; 22. First supporting rib; 3. Third elastic structure; 31. Second cavity structure; 311. Fifth cavity; 312. Sixth cavity; 313. Seventh cavity; 314. Eighth cavity; 32. Second supporting rib. DETAILED DESCRIPTION

[0024] In order to make the above-mentioned objects, features and advantages of the present invention more obvious and easy to understand, specific embodiments of the present invention are described in detail below with reference to the accompanying drawings.

[0025] In the description of the present invention, it should be noted that the terminology in each embodiment, such as "up", "down", "left", "right", etc., which indicates directions, is only for simplifying the description of the positional relationship based on the drawings in the specification, and does not mean that the elements and devices referred to must be operated in accordance with the specific directions and defined operations and methods and structures in the specification. Such directional nouns do not constitute a limitation on the present invention.

[0026] Furthermore, although the present invention has been described in this disclosure with reference to specific embodiments, it should be understood that these embodiments are merely illustrative of the principles and applications of the present invention. It should therefore be understood that many modifications may be made to the illustrative embodiments, and that other arrangements may be devised, without departing from the spirit and scope of the present invention as defined by the appended claims. It should be understood that features described in the various dependent claims and herein may be combined in ways not described in the original claims. It should also be understood that features described in conjunction with individual embodiments may be used in conjunction with other described embodiments.

[0027] like Figures 1 to 7As shown, an airless explosion-proof inner tube for a four-wheeled vehicle according to an embodiment of the present invention includes a ring-shaped tire body, which is used to be arranged between the wheel hub and the outer tire. The tire body includes a first elastic structure 1, a second elastic structure 2 and a third elastic structure 3. The second elastic structure 2 is connected between the first elastic structure 1 and the third elastic structure 3. The first elastic structure 1 is used to abut against the inner surface of the outer tire, and the part of the first elastic structure 1 that is in contact with the inner surface of the outer tire is a honeycomb structure of a regular hexagon, a regular triangle or a regular quadrilateral. The second elastic structure 2 is provided with a first cavity structure 21, and the inner wall of the first cavity structure 21 is connected with a plurality of columnar first support ribs 22 at intervals. One end of the first support rib 22 is connected to the inner wall of the first cavity structure 21 close to the first elastic structure 1, and the other end is connected to the inner wall of the first cavity structure 21 close to the third elastic structure 3. The first support rib 22 is used to buffer the pressure from the first elastic structure 1, and the third elastic structure 3 is used to abut against the wheel hub.

[0028] In this embodiment, combined with the Figure 1-7 As shown, the airless explosion-proof inner tube for four-wheeled vehicles is used to replace the traditional air-filled inner tube. When in use, the annular tire body is installed between the wheel hub and the outer tire, and the first elastic structure 1 of the tire body is in contact with the inner surface of the outer tire, and the third elastic structure 3 is in contact with the wheel hub. After assembly, it can be assembled to a mobile vehicle body (such as a four-wheeled vehicle). During the movement of the mobile vehicle body, the first elastic structure 1 of the tire body is first subjected to pressure. The part of the first elastic structure 1 that contacts the inner surface of the outer tire is a honeycomb structure of a regular hexagon, a regular triangle, or a regular quadrilateral. The honeycomb structure has the highest degree of tightness, the simplest material required, and the largest usable space. It can allow the air pressure to reach the best explosive force in the free compression space, and any adjacent regular hexagon, regular triangle, or regular quadrilateral structure has sufficient compression deformation space. When the force borne by the first elastic structure 1 reaches the set index, the second elastic structure 1 The structure 2 receives the downward pressure from the first elastic structure 1. Since one end of the first support rib 22 is connected to the inner wall of the first cavity structure 21 close to the first elastic structure 1, and the other end is connected to the inner wall of the first cavity structure 21 close to the third elastic structure 3, the first support rib 22 can buffer the downward pressure from the first elastic structure 1, that is, the first support rib 22 can undergo elastic deformation in the first cavity structure 21, and rebound when the pressure is canceled. When the pressure of the first elastic structure 1 is transmitted to the first support rib 22, it continues to be transmitted to the third elastic structure 3 abutting against the wheel hub, and finally the remaining pressure is transmitted to the wheel hub through the third elastic structure 3. In the above-mentioned pressure transmission process, the first elastic structure 1, the second elastic structure 2 and the third elastic structure 3 have a good rebound effect, so that the tire body can meet the physical deformation requirements of the pneumatic tire. Compared with existing pneumatic tires, the airless explosion-proof inner tube for four-wheeled vehicles of the present invention has the advantages of being resistant to punctures, not requiring inflation, not prone to tire blowouts, and having good slow filling performance.

[0029] In the above working process, the tire body is made of a high elastic composite material and the product is produced through an injection molding process. The first elastic structure 1, the second elastic structure 2 and the third elastic structure 3 are an integrally molded structure.

[0030] Optionally, the first cavity structure 21 is an annular cavity structure, and the first cavity structure 21 includes a first cavity 211 and a second cavity 212. The first cavity 211 and the second cavity 212 are independent cavities that are not connected to each other. Multiple first support ribs 22 are respectively arranged in the first cavity 211 and the second cavity 212.

[0031] In this embodiment, combined with the Figure 5-7 As shown, the first cavity structure 21 is located between the first elastic structure 1 and the third elastic structure 3. The first cavity 211 and the second cavity 212 are independent cavities that are not interconnected. The interiors of the first cavity 211 and the second cavity 212 can be vacuum, which can release air during the injection molding process to form a vacuum structure, thereby improving the elasticity of the second elastic structure 2. When the force borne by the first elastic structure 1 reaches a set index, the second elastic structure 2 receives the downward pressure from the first elastic structure 1. As a result, the first support ribs 22 located in the first cavity 211 and the second cavity 212 can buffer the downward pressure from the first elastic structure 1. That is, the first support ribs 22 can undergo elastic deformation in the first cavity 211 and the second cavity 212. Because the first support ribs 22 are made of a highly elastic composite material, they rebound when the pressure is removed.

[0032] Optionally, the first cavity structure 21 also includes a third cavity 213 and a fourth cavity 214, and the third cavity 213 and the fourth cavity 214 are located on both sides of the width direction of the second elastic structure 2, and the first cavity 211 and the second cavity 212 are located between the third cavity 213 and the fourth cavity 214, and multiple first support ribs 22 are respectively arranged in the third cavity 213 and the fourth cavity 214.

[0033] In this embodiment, combined with the Figure 5-7 As shown, attached Figure 5The direction opposite to the middle BB cross-section is the width direction of the second elastic structure 2. The third cavity 213 and the fourth cavity 214 are two closed cavities, and the interiors of the third cavity 213 and the fourth cavity 214 can be vacuum-filled. Air can be released during the injection molding process to form a vacuum structure, thereby improving the elasticity of the second elastic structure 2. In particular, when the tire travels over uneven surfaces, such as speed bumps or rough roads, the first elastic structure 1 is subjected to irregular stress and this stress is transferred to the second elastic structure 2. At this time, the first support ribs 22 located in the third cavity 213 and the fourth cavity 214 can buffer the irregular stress from the first elastic structure 1. That is, the first support ribs 22 can undergo elastic deformation within the first cavity 211 and the second cavity 212, and rebound when the pressure is removed.

[0034] Optionally, the third elastic structure 3 is provided with a second cavity structure 31, and the inner wall of the second cavity structure 31 is connected with a plurality of columnar second support ribs 32 at intervals, one end of the second support rib 32 is connected to the inner wall of the second cavity structure 31 close to the second elastic structure 2, and the other end is used to connect to the inner wall of the second cavity structure 31 close to the wheel hub.

[0035] In this embodiment, combined with the Figure 7 As shown, the second support rib 32 and the first support rib 22 can have the same structure. Since one end of the second support rib 32 is connected to the inner wall of the second cavity structure 31 close to the second elastic structure 2, and the other end is used to connect to the inner wall of the second cavity structure 31 close to the wheel hub, the second support rib 32 can buffer the pressure from the second elastic structure 2, that is, the second support rib 32 can undergo elastic deformation in the second cavity structure 31 and rebound when the pressure is cancelled.

[0036] Optionally, the second cavity structure 31 is an annular cavity structure, and the second cavity structure 31 includes a fifth cavity 311 and a sixth cavity 312. The fifth cavity 311 and the sixth cavity 312 are independent cavities that are not connected to each other. Multiple second support ribs 32 are respectively arranged in the fifth cavity 311 and the sixth cavity 312.

[0037] In this embodiment, combined with the Figure 2-4 As shown, the fifth cavity 311 and the sixth cavity 312 are independent cavities that are not interconnected, and the interiors of the fifth cavity 311 and the sixth cavity 312 can be vacuum-filled. Air can be released during the injection molding process to form a vacuum structure, thereby increasing the elasticity of the third elastic structure 3. The third elastic structure 3 is used to buffer the pressure from the second elastic structure 2. Specifically, the second support ribs 32 located in the fifth cavity 311 and the sixth cavity 312 can undergo elastic deformation when subjected to pressure and rebound when the pressure is removed.

[0038] Optionally, the second cavity structure 31 also includes a seventh cavity 313 and an eighth cavity 314, which are located on both sides of the width direction of the third elastic structure 3, and the seventh cavity 313 and the eighth cavity 314 are located between the fifth cavity 311 and the sixth cavity 312, and multiple second support ribs 32 are respectively arranged in the seventh cavity 313 and the eighth cavity 314.

[0039] In this embodiment, combined with the Figure 2-4 As shown, the seventh cavity 313 and the eighth cavity 314 are two closed cavities, and the interiors of the seventh cavity 313 and the eighth cavity 314 can be vacuum-filled. Air can be released during the injection molding process to form a vacuum structure, thereby improving the elasticity of the third elastic structure 3. In particular, when the third elastic structure 3 is subjected to irregular stress, the second support ribs 32 located in the seventh cavity 313 and the eighth cavity 314 can buffer the irregular stress. That is, the second support ribs 32 can undergo elastic deformation in the seventh cavity 313 and the eighth cavity 314, and rebound when the pressure is removed.

[0040] Optionally, the first support rib 22 includes a columnar structure and a trumpet-shaped structure, and the trumpet-shaped structure is located at two ends of the columnar structure. The second support rib 32 has the same structure as the first support rib 22 .

[0041] In this embodiment, combined with the Figure 7 As shown, both ends of the first support rib 22 and the second support rib 32 are trumpet-mouth structures, and the part between the two trumpet-mouth structures is a columnar structure, wherein the trumpet-mouth structure can increase the connection area and the force-bearing area, thereby improving the elasticity of the first support rib 22 and causing a faster rebound when the pressure is canceled.

[0042] Optionally, the side length of the regular hexagon, the regular triangle or the regular quadrilateral is greater than or equal to 8 mm and less than or equal to 12 mm.

[0043] In this embodiment, the part of the first elastic structure 1 that is used to contact the inner surface of the outer tire is a honeycomb structure of a regular hexagon, an equilateral triangle, or a regular quadrilateral. Depending on the weight of the four-wheel vehicle in actual application, the actual side length of the regular hexagon, equilateral triangle, or regular quadrilateral is determined according to the actual application. The side length of the regular hexagon, equilateral triangle, or regular quadrilateral directly affects the rebound effect of the first elastic structure 1. The side length of the regular hexagon, equilateral triangle, or regular quadrilateral is preferably 8-12 mm.

[0044] Optionally, the tire casing is made of a highly elastic composite rubber material.

[0045] In this embodiment, the carcass made of the high-elasticity composite rubber material can have good resilience and cushioning properties.

[0046] Optionally, the high-elasticity composite rubber material includes TPEE, PVC, graphene oxide, white carbon black, polyester staple fiber, carbon fiber and synthetic rubber, and the high-elasticity composite rubber material is compounded by a modification method of melt blending.

[0047] In this embodiment, TPEE (thermoplastic polyester elastomer), also known as polyester rubber, combines the excellent elasticity of rubber with the easy processing of thermoplastics and has good elastic properties. PVC (polyvinyl chloride) is one of the world's five most common thermoplastic resin materials. PVC and TPEE have good compatibility. The addition of TPEE can significantly improve the low-temperature softness and compliance of PVC, increase its flexural resistance, and reduce its brittle point. TPEE and PVC blending compensate for the problem of PVC's insufficient heat and low-temperature resistance. Graphene is a two-dimensional material with extremely strong tensile strength and elastic modulus. If graphene is melt-blended with a polymer, the resulting composite material generally has excellent mechanical properties. Silica plays two main roles in tire body production: reinforcement and bonding. Tire body materials reinforced with silica can significantly improve their tear resistance, and the material strength and impact resistance are also greatly improved. Adding about 10-20 parts of silica during tire body production improves the tire body surface's resistance to cutting, chipping, and cracking, thereby extending the tire body's service life. During production, the amount of silica must be properly controlled according to the size of the tire body. Excessive addition of silica will lead to a decrease in its wear resistance. The function of adding polyester staple fibers to the tire body material is to maintain the stability of the tire body's shape and size, improve resistance to mechanical damage and bearing load, and improve wear resistance, puncture resistance, and tear strength. Polyester staple fibers, an organic polymer material, are directly added to the tire body material matrix as an inorganic particle filler in an amount of about 1-10 parts. They can increase the modulus in orientation, ensure the rigidity of the tire body, and achieve ride comfort. Polyester staple fibers are dispersed in the tire body material matrix as reinforcements, and are compounded with the tire body material to form a reinforced composite material of a polymer blend, thereby giving the material high modulus, high puncture resistance, high tear strength, and high stress and anisotropy under low elongation. By applying polyester staple fibers to various parts of the tire body, while ensuring the original performance, the size and thickness of the original parts can be reduced, thereby reducing the weight of the tire body itself. As the vehicle's supporting structure, the tire body generates heat during operation. This heat generation is primarily due to hysteresis losses (also known as internal friction or energy loss) in the tire body material during driving. Energy loss occurs when energy input into the material is not fully released as stress, and is irreversibly dissipated in the material primarily as heat, manifesting as a temperature rise. The addition of polyester staple fibers can reduce the material's heat generation, primarily because they increase the material's high stress at low elongation, manifesting as a high elastic modulus at low strain. This limits material deformation and improves its responsiveness, resulting in a corresponding decrease in energy consumption and reduced heat generation. Carbon fiber is an emerging high-strength, lightweight material. Adding carbon fiber to the tire body's sidewalls can enhance its hardness.

[0048] The terms "first" and "second" are used for descriptive purposes only and should not be understood as indicating or implying relative importance or implicitly indicating the number of technical features indicated. Thus, features defined as "first" and "second" may explicitly or implicitly include at least one of the features.

[0049] Although the present disclosure is disclosed as above, the protection scope of the present disclosure is not limited thereto. Those skilled in the art may make various changes and modifications without departing from the spirit and scope of the present disclosure, and these changes and modifications will fall within the protection scope of the present invention.

Claims

1. A non-inflatable explosion-proof inner tube for a four-wheel vehicle, characterized in that: The invention relates to a tire body having a circular ring shape, wherein the tire body is used to be arranged between a wheel hub and a tire, wherein the tire body comprises a first elastic structure (1), a second elastic structure (2) and a third elastic structure (3), wherein the second elastic structure (2) is connected between the first elastic structure (1) and the third elastic structure (3), wherein the first elastic structure (1) is used to abut against the inner surface of the tire, and the portion of the first elastic structure (1) used to contact the inner surface of the tire is a honeycomb structure of a regular hexagon, a regular triangle or a regular quadrilateral, and the second elastic structure (2) is provided with a plurality of elastic structures. There is a first cavity structure (21), and the inner wall of the first cavity structure (21) is connected to a plurality of columnar first support ribs (22) at intervals, one end of the first support rib (22) is connected to the inner wall of the first cavity structure (21) close to the first elastic structure (1), and the other end is connected to the inner wall of the first cavity structure (21) close to the third elastic structure (3), the first support rib (22) is used to buffer the pressure from the first elastic structure (1), and the third elastic structure (3) is used to abut against the wheel hub; The third elastic structure (3) is provided with a second cavity structure (31), and the inner wall of the second cavity structure (31) is connected with a plurality of columnar second support ribs (32) at intervals, one end of the second support rib (32) is connected to the inner wall of the second cavity structure (31) close to the second elastic structure (2), and the other end is used to connect to the inner wall of the second cavity structure (31) close to the wheel hub; The first supporting rib (22) comprises a columnar structure and a bell-mouth structure, and the bell-mouth structure is located at two ends of the columnar structure. The second supporting rib (32) has the same structure as the first supporting rib (22).

2. The air-free explosion-proof inner tube for four-wheel vehicles according to claim 1, characterized in that: The first cavity structure (21) is an annular cavity structure, comprising a first cavity (211) and a second cavity (212), wherein the first cavity (211) and the second cavity (212) are independent cavities that are not interconnected, and a plurality of the first supporting ribs (22) are spaced apart in the first cavity (211) and the second cavity (212).

3. The air-free explosion-proof inner tube for four-wheel vehicles according to claim 2, characterized in that: The first cavity structure (21) further comprises a third cavity (213) and a fourth cavity (214), wherein the third cavity (213) and the fourth cavity (214) are located on both sides of the width direction of the second elastic structure (2), and the first cavity (211) and the second cavity (212) are located between the third cavity (213) and the fourth cavity (214), and a plurality of the first supporting ribs (22) are respectively arranged at intervals in the third cavity (213) and the fourth cavity (214).

4. The air-free explosion-proof inner tube for four-wheel vehicles according to claim 1, characterized in that: The second cavity structure (31) is an annular cavity structure. The second cavity structure (31) includes a fifth cavity (311) and a sixth cavity (312). The fifth cavity (311) and the sixth cavity (312) are independent cavities that are not connected to each other. A plurality of the second supporting ribs (32) are respectively arranged at intervals in the fifth cavity (311) and the sixth cavity (312).

5. The air-free explosion-proof inner tube for four-wheel vehicles according to claim 4, characterized in that: The second cavity structure (31) further includes a seventh cavity (313) and an eighth cavity (314), wherein the seventh cavity (313) and the eighth cavity (314) are located on both sides of the width direction of the third elastic structure (3), and the seventh cavity (313) and the eighth cavity (314) are located between the fifth cavity (311) and the sixth cavity (312), and a plurality of the second supporting ribs (32) are respectively arranged at intervals in the seventh cavity (313) and the eighth cavity (314).

6. The air-free explosion-proof inner tube for four-wheel vehicles according to claim 1, characterized in that: The side length of the regular hexagon, regular triangle or regular quadrilateral is greater than or equal to 8 mm and less than or equal to 12 mm.

7. The air-free explosion-proof inner tube for a four-wheel vehicle according to any one of claims 1 to 6, characterized in that: The tire body is made of a high-elasticity composite rubber material.

8. The air-free explosion-proof inner tube for four-wheel vehicles according to claim 7, characterized in that: The high-elasticity composite rubber material comprises TPEE, PVC, graphene oxide, white carbon black, polyester staple fiber, carbon fiber and synthetic rubber, and the high-elasticity composite rubber material is compounded by a melt blending modification method.

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