CN115465021B

CN115465021B - Nail-inlaid snow tire capable of improving ground grabbing force

Info

Publication number: CN115465021B
Application number: CN202211175379.0A
Authority: CN
Inventors: 任艳萍; 姚玉婷; 丁婵君; 张晓辉; 姚家辉
Original assignee: Zhongce Rubber Group Co Ltd; Hangzhou Haichao Rubber Co Ltd
Current assignee: Zhongce Rubber Group Co Ltd; Hangzhou Haichao Rubber Co Ltd
Priority date: 2022-09-26
Filing date: 2022-09-26
Publication date: 2023-07-04
Anticipated expiration: 2042-09-26
Also published as: CN115465021A

Abstract

The invention relates to the field of tires, in particular to a nail-inlaid snow tire for improving the grip force, which comprises a tread, wherein a pattern structure is arranged on the tread, the pattern structure comprises a central pattern and a shoulder pattern, and a longitudinal pattern groove is formed between the central pattern and the shoulder pattern; the central pattern comprises first central pattern blocks and second central pattern blocks which are alternately arranged along the circumferential direction, the first central pattern blocks and the second central pattern blocks mainly extend in the width direction of the tire, the first central pattern blocks and the second central pattern blocks are mutually connected to form a V shape, and a notch structure which is inwards concave is formed at the joint of the first central pattern blocks and the second central pattern blocks; the shoulder pattern includes shoulder blocks arranged in the circumferential direction, the shoulder blocks extending mainly in the width direction of the tire, the inner ends of the shoulder blocks extending into the recess structures on the corresponding sides so that the shoulder blocks partially overlap with the first blocks or the second blocks, and in the overlapping portions, the two form an interlocking structure, thereby effectively improving the grip of the tire.

Description

Nail-inlaid snow tire capable of improving ground grabbing force

Technical Field

The invention relates to the field of tires, in particular to a nail-embedded snow tire capable of improving the grip force.

Background

Snow tires refer to tires manufactured to improve braking performance and steering performance on snow or ice roads in winter as compared to ordinary tires. It is known that the tread of a snow tire is softer than a conventional tire and as the air temperature decreases, the tread will be more flexible, thereby increasing the contact area with the ground and improving the grip.

In order to further improve the grip of the snow tire, it is common to provide the tread with spikes, i.e. to form a common spike-embedded snow tire, which can be pricked into the snow and ice, thereby improving the grip of the tire. In addition, the shape of the tread pattern on the surface of the snow tire can also affect the grip, and generally the greater the number of grooves, the denser the distribution, the greater the grip.

The design of a proper tire pattern to further improve the gripping performance of a snowy tire is a technical problem to be solved.

Disclosure of Invention

In order to solve the problems, the invention aims to provide a nail-inlaid snow tire with improved gripping force, and the unique pattern design ensures that an interlocking is formed between a central pattern and a shoulder pattern so as to improve the gripping force of the snow tire.

For the purpose of the invention, the following technical scheme is adopted for implementation:

the nail-inlaid snow tire comprises a tread, wherein a pattern structure extending along the circumferential direction is arranged on the outer surface of the tread, the pattern structure comprises a central pattern positioned at the center of the tread in the width direction and shoulder patterns arranged on two axial sides of the central pattern, and a longitudinal pattern groove extending along the circumferential direction is formed between the central pattern and the shoulder patterns;

the central pattern comprises first central pattern blocks and second central pattern blocks which are alternately arranged along the circumferential direction, the first central pattern blocks and the second central pattern blocks mainly extend in the width direction of the tire, the first central pattern blocks and the second central pattern blocks are mutually connected to form a V shape, and a notch structure which is inwards concave is formed at the joint of the first central pattern blocks and the second central pattern blocks; the notch structure comprises a left notch positioned at the left side of the central pattern and a right notch positioned at the right side of the central pattern, and the left notch and the right notch are alternately arranged in the circumferential direction; the first central pattern block, the second central pattern block and the shoulder pattern block are respectively provided with a nail embedding hole, and tire nails are arranged in the nail embedding holes;

the shoulder pattern includes shoulder blocks arranged in the circumferential direction, the shoulder blocks extending mainly in the width direction of the tire, inner ends of the shoulder blocks extending into the recess structures on the corresponding sides such that the shoulder blocks partially overlap with the first blocks or the second blocks, and in the overlapping portions, both form interlocking structures.

Preferably, the center pattern further includes first and second center lateral grooves alternately arranged in the tire circumferential direction, the first and second center lateral grooves extending mainly in the tire width direction; the first central transverse groove and the second central transverse groove are in a shape with a closed inner end and an open outer end, and the openings of the first central transverse groove and the second central transverse groove are opposite in direction and are connected into the longitudinal grooves on the corresponding sides; the first central pattern block and the second central pattern block are formed by dividing a first central transverse groove and a second central transverse groove.

Preferably, the inner ends of the first and second central transverse grooves extend at least to the equatorial plane, and the lengths of the first and second central transverse grooves in the tire width direction are 40% -70% of the central pattern width.

Preferably, the first central block and the second central block are both disposed obliquely, and the oblique directions of the two are opposite, and the angle of inclination is 5-20 °.

Preferably, in said overlapping position, the distance between the shoulder pattern and the central pattern is 1-3mm.

Preferably, the shoulder pattern further comprises a plurality of shoulder transverse grooves arranged in the circumferential direction, the shoulder transverse grooves mainly extend in the width direction of the tire, the outer ends of the shoulder transverse grooves extend to the side parts of the tread, openings are formed at the outer ends, and the inner ends of the shoulder transverse grooves are communicated with the longitudinal grooves on the corresponding sides; the shoulder pattern blocks are formed by dividing shoulder transverse grooves.

Preferably, the shoulder transverse grooves are obliquely arranged, and the oblique directions of the shoulder transverse grooves at the two sides are opposite; the shoulder transverse grooves on the two sides are staggered in the circumferential direction of the tire, so that an asymmetric structure is formed.

Preferably, the longitudinal groove comprises a first groove section and a second groove section, the first groove section is arranged along the longitudinal direction, and the inclination angle of the first groove section is 50-80 degrees; the second groove section is arranged along the transverse direction and connected with the end part of the first groove section, and the first groove section and the second groove section form a fold line shape; the connection of the first groove section and the second groove section is positioned in the notch structure; the second groove section has a groove width of 1-3mm.

Preferably, the first central pattern block, the second central pattern block and the shoulder pattern block are respectively provided with a zigzag thin groove, steel sheets are arranged in the thin grooves, the two surfaces of the steel sheets along the thickness direction of the steel sheets are provided with convex structures, and the convex structures are continuously distributed in the width direction of the tire; the raised structures are spaced apart in the radial direction of the tire.

Preferably, the nail insert hole comprises an expansion section positioned at the inner end of the hole and a contraction section connected to the outer side of the expansion section; the diameter of the expansion section is larger than that of the contraction section, and a step is formed at the joint of the expansion section and the contraction section; the expansion section is flat, and the length of the expansion section is far smaller than that of the contraction section in the depth direction of the nail inserting hole;

the tire nail comprises a tail part and a head part, wherein the diameter of the tail part is larger than that of the head part, the tail part is connected in the expansion section, the head part is connected in the contraction section and is clamped by the contraction section, a middle joint part which contracts inwards in the radial direction is arranged between the tail part and the head part, the middle joint part is relatively close to the tail part, and the middle joint part is propped against the step;

the top center of the head is provided with a grip portion protruding axially outwards, and for the whole tire nail, only the grip portion extends out of the nail insert hole.

In summary, the invention has the advantages that: the inner ends of the shoulder pattern blocks are partially overlapped with the central pattern, so that an interlocking structure is formed, and the grip of the tire is effectively improved.

Drawings

Fig. 1 is an expanded view of a snow tire tread, and outlines of a set of first and second center blocks are depicted by thick solid lines.

Fig. 2 is a schematic structural view of a steel sheet.

Fig. 3 is a schematic structural view of the tire stud.

Fig. 4 is a schematic view of the mounting of the tire nail in the nail insert hole.

Detailed Description

In the present embodiment, the rotation direction of the tire is defined as the circumferential direction, and in the case of tread development, is sometimes also referred to as the longitudinal direction or the up-down direction. The axial direction of the tire is defined as the width direction, and may be referred to as the lateral direction or the left-right direction when the tread is developed. The plane passing through the center position in the tread width direction is defined as an equatorial plane, that is, a plane perpendicular to the rotation axis of the tire and dividing the tire into two equal parts. The position near the equatorial plane of the tread is defined as inner and vice versa.

It is known that a tire has a tread encircling the outer surface in the tire circumferential direction, and sidewalls connected to both sides in the tread width direction.

Fig. 1 shows a tread development schematic of a snow tire. The tread is provided on its outer surface with a tread pattern extending around the circumference of the tire. The tread structure includes a central pattern 10 located at the center of the tread and passing through the equatorial plane, and shoulder patterns 20 are provided on the left and right sides of the central pattern 10. A longitudinal groove 30 extending circumferentially and continuously is formed between the shoulder pattern 20 and the central pattern 10.

Specifically, the shoulder patterns 20 include a left-side shoulder pattern 20a and a right-side shoulder pattern 20b on the left side. The longitudinal grooves 30 include a left longitudinal groove 30a located between the left shoulder pattern 20a and the center pattern 10, and a right longitudinal groove 30b located between the right shoulder pattern 20b and the center pattern 10.

As shown in fig. 1, in the center pattern 10, the center pattern 10 has first center lateral grooves 101 and second center lateral grooves 102 alternately distributed in the circumferential direction (shown as the up-down direction in fig. 1), each of the first center lateral grooves 101 and the second center lateral grooves 102 has a single-opening structure with one end closed, and the opening directions of the first center lateral grooves 101 and the second center lateral grooves 102 are opposite. In fig. 1, the first central transverse groove 101 opens to the right, and the second central transverse groove 102 opens to the left.

As further shown in fig. 1, the inner ends of the first and second central

transverse grooves

101, 102 each terminate inside the central pattern 10 and extend at least to the equatorial plane such that the lengths of the first and second central

transverse grooves

102, 102 in the tire width direction are 40% -70% of the width of the central pattern 10, whereby the first and second central

transverse grooves

102, 102 exhibit a relatively elongated structure. In addition, the first and second center

lateral grooves

102 and 102 each extend laterally, and the outer ends are connected in the longitudinal grooves 30 on the corresponding sides. Specifically, the outer end of the first central transverse groove 101 extends outwardly into the right longitudinal groove 30b, and the outer end of the second central transverse groove 102 extends outwardly into the left longitudinal groove 30 a.

Further, note that the first and second center

lateral grooves

101 and 102 are each disposed obliquely, and the first and second center

lateral grooves

101 and 102 are inclined in opposite directions. The inclination is an acute angle with respect to the tire width direction, that is, an angle of inclination with respect to the lateral direction. Specifically, in the present embodiment, the inclination angle of the first and second center

lateral grooves

101 and 102 is 5 to 20 °, that is, the first and second center

lateral grooves

101 and 102 mainly extend in the tire width direction, and the variation in the circumferential direction is not large.

As described above, the inner ends of the first and second center

lateral grooves

101 and 102 each terminate inside the center pattern 10, which makes the center pattern 10 continuous in the circumferential direction, and the center pattern 10 further includes the first and

second center blocks

11 and 12 alternately arranged in the circumferential direction due to the division of the center pattern 10 by the first and second center

lateral grooves

101 and 102. Because the first and second center

lateral grooves

101 and 102 are each disposed obliquely, the first and

second center blocks

11 and 12 also have the same inclination angle. And the first and

second center blocks

11 and 12 also exhibit mainly laterally extending characteristics due to the small inclination angle. That is, the widths (axial lengths) of the first and

second center blocks

11 and 12 are considerably larger than the lengths in the circumferential direction, and in general, the axial lengths are 3 times or more the circumferential lengths.

Further, as can be seen from fig. 1, the first and

second center blocks

11 and 12 are inclined in opposite directions. Specifically, the first center block 11 has a low left-to-high right shape, and the second center block 12 has a low left-to-high right shape. The first center block 11 and the second center block 1 intersect to form a V-shape with a smaller opening.

Further, the adjacent first center block 11 and second center block 12 are connected to each other such that the center pattern 10 is always continuous in the circumferential direction. Specifically, the upper side of the first center block 11 is provided with a first connecting portion 111, and the first connecting portion 111 is connected to the lower end of the right side of the second center block 12 located above. The first center block 11 is provided at a lower side thereof with a second connecting portion 112, and the second connecting portion 112 is connected to an upper end of a left side of the second center block 12 located therebelow. That is, the first connection portions 111 and the second connection portions 112 are alternately arranged along the circumferential direction and are alternately arranged left and right in the width direction.

An inwardly recessed notch structure is also formed at the junction of the first and

second center blocks

11, 12, the notch structures being alternately arranged left and right in the circumferential direction. The left side is defined as left notch 13 and the right side is defined as right notch 14. The left notch 13 is for interlocking with a left shoulder pattern 20a hereinafter, and the right notch 14 is for interlocking with a right shoulder pattern 20b hereinafter.

It can be seen from fig. 1 that the spacing between the first and second central

transverse grooves

101, 102 is small, approximately three groove wide distances, which makes the density of the transverse grooves in the central pattern 10 very high, thereby minimizing the rigidity of the central pattern 10 under the condition of ensuring the necessary rigidity of the central pattern 10, making the tread soft, increasing the contact area when the tread is in contact with the ground, and improving the grip.

The following effects can be obtained by using the above-described central pattern 10:

the first and second center

lateral grooves

101 and 102 each extend in the lateral direction and have a smaller inclination angle, so that the tire grip is enhanced. The greater distribution density of the first and second center

lateral grooves

101, 102 can further improve the grip while making the widths of the first and second center blocks 11, 12 much larger than the lengths thereof, thereby exhibiting the characteristic of lateral extension, and also improving the grip. By connecting the first center block 11 and the second center block 12 together, the rigidity of the entire center pattern 10 is compensated without causing a lack of rigidity in the case of providing too many first center lateral grooves 101 and second center lateral grooves 102. Further, the outer ends of the first and second center

lateral grooves

101 and 102 are connected in the longitudinal groove 30, so that the center pattern 10 has good drainage and snow discharge performance.

As shown in fig. 1, in the case of the shoulder pattern 20, the shoulder pattern 20 has a plurality of shoulder lateral grooves 201 arranged in the circumferential direction, each of the shoulder lateral grooves 201 extends in the tire width direction and forms an opening structure at the outer end in the width direction, the inner end is connected in the longitudinal groove 30 on the corresponding side, and the shoulder pattern 20 is divided into a plurality of shoulder blocks 21 by cooperation of the shoulder lateral grooves 201 and the longitudinal grooves 30.

As can be seen in fig. 1, the shoulder transverse grooves 201 extend substantially straight and are arranged obliquely, with an angle of inclination of 20-30 °. Note that the inclination directions of the shoulder transverse grooves 201 on the left and right sides are opposite, specifically, in fig. 1, the shoulder transverse grooves 201 on the left side are high on the left and low on the right; the right shoulder transverse groove 201 is lower left and higher right, and forms a V-shaped included angle. The inclined and elongated shoulder grooves 201 are effective for interlocking with snow when they are contacted with snow, and the interlocking ability is further improved due to the different inclination directions of the shoulder grooves 201 on both sides.

In a preferred embodiment, the shoulder transverse grooves 201 on the left and right sides are staggered in the circumferential direction, so that the shoulder transverse grooves 201 and the shoulder pattern blocks 21 form an asymmetric structure, and the advantage is that when the tire is grounded, acting forces in different directions can be generated on the ground, the stress performance is enriched, and the ground grabbing force is further improved.

As shown in fig. 1, a shoulder block 21 is formed between two adjacent shoulder lateral grooves 201, and in the tire width direction, the shoulder block 21 protrudes into the notch structure in the foregoing so that the inner end of the shoulder block 21 overlaps the outer end portion of the center pattern 10. And in this overlapping portion, there is a very narrow gap, typically 1-3mm, between the shoulder block 21 and the central pattern 10.

Specifically, as shown in fig. 1, taking the right shoulder pattern 20b as an example, the inner ends of the right shoulder blocks 21 are located in the right recess 14, i.e., the inner ends of the right shoulder blocks 21 overlap the right end portion of the first center block 11 by a length of 3 to 10mm. This causes the central pattern 10 and the shoulder pattern 20 to interlock when the tire is turned, i.e., the overlapping portions abut each other due to deformation of the patterns upon application of force, thereby improving rigidity at the rigid connection and improving accuracy of braking and turning.

Further, as shown in fig. 1, a shoulder longitudinal groove 202 is provided in the shoulder block 21, and an upper end of the shoulder longitudinal groove 202 is connected to a middle position of the shoulder lateral groove 201, and a lower end of the shoulder longitudinal groove 202 extends obliquely downward and finally terminates inside the shoulder block 21. The inclination direction of the shoulder longitudinal grooves 202 coincides with the longitudinal grooves 30 on the corresponding sides. The shoulder longitudinal groove 202 extends at least down to the intermediate position of the shoulder block 21. The provision of shoulder longitudinal grooves 202 has the advantage of draining the accumulated water and snow from within the sipe 40 hereinafter.

The following effects can be obtained by adopting the shoulder pattern 20:

the shoulder lateral grooves 201 extend mainly in the lateral direction so that the grip of the tire is enhanced, and the inner ends of the shoulder lateral grooves 201 communicate with the longitudinal grooves 30 and the outer ends communicate with the outside of the tire, thereby having good drainage and snow discharge performance. More importantly, the inner ends of the shoulder blocks 21 extend into the notch structure of the central pattern 10 so that an interlocking structure is formed between the shoulder pattern 20 and the central pattern 10, thereby improving the rigidity of the pattern structure and improving the accuracy of braking and steering. The shoulder transverse grooves 201 on the two sides have opposite inclined directions, so that the shoulder patterns 20 on the two sides can apply force to the middle when being stressed, and the steering stability is further improved.

As shown in fig. 1, with respect to the longitudinal groove 30, the longitudinal groove 30 includes a first groove section 301 and a second groove section 302, the first groove section 301 being disposed at an inclination in the longitudinal direction, the inclination angle being 50 to 80 °. A second groove segment 302 is disposed laterally and connected to the end of the first groove segment 301, the second groove segment 302 corresponding in position to the shoulder lateral groove 201. The first groove segments 301 and the second groove segments 302 are arranged in a zigzag line and cannot find a straight line in the longitudinal direction so as to connect two adjacent first groove segments 301 together without passing through the center pattern 10 or the shoulder pattern 20.

Specifically, for the first groove segment 301 on the right, its upper end terminates at the lower surface of the shoulder block 21 on the right, and its lower end terminates at the right end of the first center block 11, i.e., its lower end is located in the right recess 14. For the first groove segment 301 on the left, its upper end terminates at the lower surface of the shoulder block 21 on the left, and its lower end terminates at the left end of the second center block 11, i.e., the lower end is located within the left recess 13.

The right end of the first central transverse channel 101 is connected to the middle of the right first channel section 301; the left end of the second central transverse channel 102 is connected in the middle of the left first channel segment 301.

Note that the groove width of the second groove segment 302 is very small, which is precisely to better achieve the interlocking between the center pattern 10 and the shoulder pattern 20 above.

As shown in fig. 1, the center pattern 10 and the shoulder pattern 20 are each provided with sipes 40 extending in the tire width direction, the sipes 40 are zigzag, and the sipes 40 are distributed very densely, for example, three sipes 40 are distributed on each shoulder block 21. The sipe 40 is provided with a steel sheet 50, the surface of the steel sheet 50 is tightly attached to the groove wall of the sipe 40, and the inner end of the steel sheet 50 extends inward in the tire radial direction along the depth direction of the sipe 40.

As shown in fig. 2, the steel sheet 50 has a meandering convex structure 51 on both surfaces in the thickness direction thereof. The raised structures 51 are continuously distributed in the tire width direction (left-right direction in fig. 2); the raised structures 51 are spaced apart in the tire radial direction (up-down direction in fig. 2). The protruding structure 51 is in a folded line shape or an arc shape.

By providing the sipe 40 and the 3D-shaped steel sheet 50, the response of the pattern is made more sensitive while keeping the deformation of the block controllable, improving the operability of the vehicle. Specifically, when the tire is subjected to a large load in load and braking, the steel sheets 50 between the blocks can mutually support, inhibit the block from lodging and deforming, maintain higher block rigidity, improve the performance on ice and snow roads and wet and dry roads, further improve the edge effect and the drainage effect, and improve the braking performance on ice and snow roads without affecting the stable steering performance of the tire.

As shown in fig. 1, the central pattern 10 and the shoulder pattern 20 are provided with the insert holes 60, the insert holes 60 are provided with the spikes 70, specifically, the number of the spikes 70 on the whole tread is 130-250, and each spike 70 acts individually, so that the tire can maintain good ice performance and reduce the abrasion to the road surface. The more extensive distribution of the studs 70 across the tread width allows for more efficient braking of the studs 70 in the respective areas.

As shown in fig. 4, in order to stably mount the tire pin 70 in the insert pin hole 60, the insert pin hole 60 includes an expansion section 61 at the inner end of the hole and a contraction section 62 connected to the outer side of the expansion section 61, the expansion section 61 having a larger diameter than the contraction section 62, and a step 63 is formed at the junction of the two sections. It should be noted that the expansion section 61 is much smaller than the contraction section 62 in the depth direction of the insert hole, for example, the expansion section 61 has a length of one fifth of the contraction section 62.

As shown in fig. 3, the stud 70 includes a tail portion 71 and a head portion 72, the tail portion 71 having a larger diameter than the head portion 72, and the tail portion 71 being flat to reduce the thickness of the tail portion 71, the head portion 72 being cylindrical and the length of the head portion accounting for at least 40%, preferably 60%, of the entire stud. An inwardly contracted middle joint part 73 is arranged between the tail part 71 and the head part 72, an inverted conical transition area is also arranged between the middle joint part 73 and the head part 72, and the middle joint part 73 is relatively close to the tail part 71 due to the existence of the transition area, so that the stability of the tire nail 70 after being installed is guaranteed. The top center of the head 72 is provided with an axially outwardly projecting grip 74, which grip 74 is in contact with the snow surface and is inserted into the snow in use, thereby enhancing grip.

As shown in fig. 4, when the tire pin 70 is mounted, the tail portion 71 is positioned in the expanded section 61, and the thickness of the tail portion 71 is substantially identical to the thickness of the expanded section, and the diameter of the tail portion 71 is slightly larger than that of the expanded section 61, so that the expanded section 61 can provide sufficient clamping force to the tail portion 71 to prevent the tail portion 71 from being pulled out. The intermediate engagement 73 rests on the step 63, the head 72 is located in the convergent section 62, and the head 72 has a slightly larger diameter than the convergent section 62, so that the head 72 is gripped by the convergent section 62.

Note that for the studs 70, only the grip portion 74 extends beyond the circumference of the tread, and the remainder of the stud 70 (including the head portion 72) is located inside the stud hole 60, which allows only a small portion of the stud 70 to contact the ground and a large portion to be located in the stud hole 60, ensuring stability of the mounting of the stud 70 and not easily removed from the tread. Furthermore, since the spikes 70 are clamped only by the tread, this allows the angle of the spikes 70 to be changed in a non-directional manner when the spikes 70 are in contact with a rigid object (e.g., a hard surface other than snow), thereby reducing wear to the road surface and itself.

The use of the non-directional spikes 70 allows the tire to maintain good ice performance while reducing wear on the road surface, a greater number of spikes 70 increases the grip of the tire on icy or snowy road surfaces, and the spike 70 and spike hole shapes increase the spike adhesion.

The formula of the tread rubber material can be combined with traditional three rubber materials, namely BR and NR with lower Tg points are combined with emulsion polymerized styrene-butadiene rubber, so that the rubber material has lower Tg points while ensuring good processability. In addition, a white carbon black filling system can be adopted, so that the wet land grabbing force of the tire is improved, and the tread is still kept soft under extremely cold environment by adopting the formula design, so that the skid of ice and snow road surfaces is prevented.

The previous description of the disclosed embodiments is provided to enable any person skilled in the art to make or use the present invention. Various modifications to these embodiments will be readily apparent to those skilled in the art. The generic principles defined herein may be applied to other embodiments without departing from the spirit or scope of the invention. Thus, the present invention is not intended to be limited to the embodiments shown herein but is to be accorded the widest scope consistent with the principles and novel features disclosed herein.

Claims

1. The nail-inlaid snow tire for improving the grip force comprises a tread, wherein a pattern structure extending along the circumferential direction is arranged on the outer surface of the tread, and the nail-inlaid snow tire is characterized in that the pattern structure comprises a central pattern positioned at the center of the tread in the width direction and shoulder patterns arranged at the two axial sides of the central pattern, and a longitudinal pattern groove extending along the circumferential direction is formed between the central pattern and the shoulder patterns;

2. The studded snow tire according to claim 1, wherein the center pattern further includes first and second center lateral grooves alternately arranged in the tire circumferential direction, the first and second center lateral grooves extending mainly in the tire width direction; the first central transverse groove and the second central transverse groove are in a shape with a closed inner end and an open outer end, and the openings of the first central transverse groove and the second central transverse groove are opposite in direction and are connected into the longitudinal grooves on the corresponding sides; the first central pattern block and the second central pattern block are formed by dividing a first central transverse groove and a second central transverse groove.

3. The studded snow tire according to claim 2, wherein the inner ends of the first and second center lateral grooves extend at least to the equatorial plane, and the lengths of the first and second center lateral grooves in the tire width direction are 40% -70% of the center pattern width.

4. The studded snow tire according to claim 1, wherein the first center block and the second center block are each disposed obliquely, and the oblique directions of the two are opposite, the oblique angle being 5 to 20 °.

5. The studded snow tire according to claim 1, wherein the distance between the shoulder pattern and the center pattern is 1-3mm at the position of the overlapping portion.

6. The studded snow tire according to claim 1, wherein the shoulder pattern further includes a plurality of shoulder lateral grooves arranged in the circumferential direction, the shoulder lateral grooves extending mainly in the widthwise direction of the tire, the outer ends of the shoulder lateral grooves extending to the sides of the tread and forming openings at the outer ends, the inner ends of the shoulder lateral grooves communicating with the longitudinal grooves of the corresponding sides; the shoulder pattern blocks are formed by dividing shoulder transverse grooves.

7. The studded snow tire according to claim 6, wherein the shoulder lateral grooves are obliquely arranged, and the shoulder lateral grooves on both sides are obliquely opposite in direction; the shoulder transverse grooves on the two sides are staggered in the circumferential direction of the tire, so that an asymmetric structure is formed.

8. The studded snow tire according to claim 1, wherein the longitudinal groove includes a first groove segment and a second groove segment, the first groove segment being disposed longitudinally, the first groove segment having an inclination angle of 50-80 °; the second groove section is arranged along the transverse direction and connected with the end part of the first groove section, and the first groove section and the second groove section form a fold line shape; the connection of the first groove section and the second groove section is positioned in the notch structure; the second groove section has a groove width of 1-3mm.

9. The studded snow tire according to claim 1, wherein each of the first center block, the second center block and the shoulder block is provided with a zigzag sipe, a steel sheet is provided in the sipe, the steel sheet is provided with a convex structure on both surfaces in the thickness direction thereof, and the convex structures are continuously distributed in the tire width direction; the raised structures are spaced apart in the radial direction of the tire.

10. The studded snow tire according to claim 1, wherein the studded hole includes an expanded section at the inner end of the hole and a contracted section connected to the outside of the expanded section; the diameter of the expansion section is larger than that of the contraction section, and a step is formed at the joint of the expansion section and the contraction section; the expansion section is flat, and the length of the expansion section is far smaller than that of the contraction section in the depth direction of the nail inserting hole;